20983468 atpl aviation law

ATPL

Aviation Law

ATPL Air Law ii 24 October 2003

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ATPL Air Law ©Atlantic Flight Training iii

CHAPTER 1

Abbreviations and Definitions Section 1 - Common abbreviations to be used for the European Central Question Bank..................1-2 Section 2 - ICAO Definitions ..............................................................................................................1-7 Section 3 - ICAO Abbreviations .......................................................................................................1-35

CHAPTER 2

The History of Aviation Law and the Chicago Convention 1944 Introduction ........................................................................................................................................2-1 1919 Aeronautical Commission of the Paris Peace Conference........................................................2-1 1926 Ibero-American Congress, Madrid ............................................................................................2-1 1928 Pan-American Convention of Commercial Aviation, Havana ....................................................2-1 1929 Warsaw Convention of the Unification of Certain Rules to International Carriage by Air ..........2-1 1944 Convention in International Aviation (the Chicago Convention) ................................................2-2 Part I – Air Navigation ........................................................................................................................2-2 Chapter I - General Principles and Application Of The Convention ...................................................2-2 Chapter II - Flight Over Territory of Contracting States ......................................................................2-2 Chapter III - Nationality of Aircraft ......................................................................................................2-4 Chapter IV - Measures to Facilitate Air Navigation ............................................................................2-5 Chapter V - Conditions to be Fulfilled With Respect to Aircraft ..........................................................2-6 Chapter VI - International Standards and Recommended Practices..................................................2-8 Part II – The International Civil Aviation Organisation........................................................................2-9 Chapter VII - The Organisation ..........................................................................................................2-9 Chapter VIII - The Assembly ............................................................................................................2-11 Chapter IX - The Council..................................................................................................................2-12 Chapter X - The Air Navigation Commission....................................................................................2-14 ICAO Annexes .................................................................................................................................2-14 ICAO Technical Publications............................................................................................................2-16 International Agreements .................................................................................................................2-17 The International Air Transport Agreement ......................................................................................2-17 Supplementary Freedoms................................................................................................................2-17 The Convention of Tokyo 1963 ........................................................................................................2-17

CHAPTER 3

Multilateral, Bilateral Agreements, the Warsaw Convention 1929 and the Treaty of Rome Introduction ........................................................................................................................................3-1 The Bermuda Agreement on Scheduled Air Traffic Rights.................................................................3-2 The International Air Transport Association (IATA)............................................................................3-2 The Warsaw Convention 1929...........................................................................................................3-2 The Treaty of Rome - Transport Policy ..............................................................................................3-5 The Convention of Rome 1933/1952 .................................................................................................3-5 Commercial Practices and Associated Rules (Leasing).....................................................................3-5 Leasing of Aeroplanes between JAA Operators ................................................................................3-6 Leasing of Aeroplanes Between a JAA Operator and Any Body Other Than a JAA Operator ...........3-6 Leasing of Aeroplanes at Short Notice...............................................................................................3-7 Council Regulation (EEC) No. 2407/92..............................................................................................3-7 Transport............................................................................................................................................3-7

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CHAPTER 4

European Civil Aviation Conference (ECAC) and Joint Aviation Authorities (JAA) Introduction ........................................................................................................................................4-1 ECAC.................................................................................................................................................4-1 JAA Organization ...............................................................................................................................4-2 Functions of JAA................................................................................................................................4-2 Organization and Procedures ............................................................................................................4-3 Joint Aviation Authorities....................................................................................................................4-3 Membership .......................................................................................................................................4-4 The Role of the National Aviation Authorities.....................................................................................4-4 The Role of the Main Committees......................................................................................................4-5 JAA Licensing Policy and Organization..............................................................................................4-6 JAA FCL Committee ..........................................................................................................................4-7 JAA FCL Examination Sub-Committee ..............................................................................................4-7 JAR FCL ............................................................................................................................................4-8 Eurocontrol.........................................................................................................................................4-9 Objectives ..........................................................................................................................................4-9

CHAPTER 5

Annex 15 – Aeronautical Information Service Introduction ........................................................................................................................................5-1 Responsibilities and Function ............................................................................................................5-1 Exchange of Aeronautical Information ...............................................................................................5-2 General Specifications .......................................................................................................................5-2 World Geodetic System .....................................................................................................................5-2 Use of ICAO Abbreviations ................................................................................................................5-2 Identification and Delineation of Prohibited, Restricted and Danger Areas ........................................5-2 Integrated Aeronautical Information Package ....................................................................................5-3 Aeronautical Information Publication (AlP).........................................................................................5-3 NOTAM..............................................................................................................................................5-4 SNOWTAM ........................................................................................................................................5-7 ASHTAM............................................................................................................................................5-9 Aeronautical Information Regulation and Control (AIRAC) ................................................................5-9 Aeronautical Information Circulars (AIC)..........................................................................................5-10 Pre-Flight and Post Flight Information..............................................................................................5-11 Contents of Aeronautical Information Publication ............................................................................5-12 Charts Related to an Aerodrome .....................................................................................................5-15

CHAPTER 6

Annex 1- Personnel Licensing and JAR-FCL 1- Flight Crew Licensing (Aeroplanes) Introduction ........................................................................................................................................6-1 Authority to Act as a Flight Crewmember...........................................................................................6-1 Medical Fitness ..................................................................................................................................6-1 Validity of Licence ..............................................................................................................................6-1 JAR-FCL 1 – Flight Crew Licensing (Aeroplanes)..............................................................................6-2 Basic Authority to Act as a Flight Crew Member ................................................................................6-2 Licence and Rating ............................................................................................................................6-2 Exercise of Privileges.........................................................................................................................6-2 Acceptance of Licences, Ratings, Authorizations, Approvals or Certificates......................................6-2 Licences, Ratings, Authorizations, Approvals or Certificates Issued by JAA Member States ............6-2 Licences Issued by Non-JAA States ..................................................................................................6-2 Validity of Licences and Ratings ........................................................................................................6-2 Recent Experience.............................................................................................................................6-3 Medical Fitness ..................................................................................................................................6-3 Crediting of Flight Time......................................................................................................................6-4

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Curtailment of Privileges of Licence Holders Aged 60 Years or More................................................6-5 State of Licence Issue........................................................................................................................6-5 Normal Residency..............................................................................................................................6-5 Format and Specifications for Flight Crew Licences ..........................................................................6-6 Logging of Flight Time........................................................................................................................6-7 Precis of Licence Privileges ...............................................................................................................6-7 Class and Type Ratings ...................................................................................................................6-11 Single Pilot Multi Engine Type and Class Rating .............................................................................6-11 Proficiency Checks...........................................................................................................................6-12 Operator Proficiency Check .............................................................................................................6-12 Line Check .......................................................................................................................................6-12 Emergency and Safety Equipment Training and Checking ..............................................................6-12 CRM.................................................................................................................................................6-12 Ground and Refresher Training .......................................................................................................6-12 Aeroplane/Flight Simulator Training.................................................................................................6-13

CHAPTER 7

Rules of the Air Applicability of the Rules of the Air.....................................................................................................7-1 Responsibility for Compliance with the Rules of the Air .....................................................................7-1 Use of Intoxicating Liquor, Narcotics or Drugs ...................................................................................7-2 General Rules ....................................................................................................................................7-2 Negligent or Reckless Operation of Aircraft .......................................................................................7-2 Minimum Heights ...............................................................................................................................7-2 Cruising Levels ..................................................................................................................................7-2 Aircraft Restrictions ............................................................................................................................7-3 Formation Flights ...............................................................................................................................7-3 Unmanned Free Balloons ..................................................................................................................7-3 Prohibited and Restricted Areas ........................................................................................................7-3 Avoidance of Collisions ......................................................................................................................7-3 Proximity ............................................................................................................................................7-4 Right of Way ......................................................................................................................................7-4 Surface Movement of Aircraft.............................................................................................................7-6 Lights to be Displayed by Aircraft.......................................................................................................7-7 Simulated Instrument Flight (SIF) ......................................................................................................7-8 Operation on and In the Vicinity of an Aerodrome .............................................................................7-8

CHAPTER 8

Airspace Rules and Procedures Objective of the Air Traffic Services ...................................................................................................8-1 Divisions of the Air Traffic Services....................................................................................................8-1 Determination of the Need for Air Traffic Services .............................................................................8-1 Determination of the Portions of the Airspace and Controlled Aerodromes where Air Traffic Services will be Provided..................................................................................................................................8-2 Flight Information Regions .................................................................................................................8-2 Control Areas and Control Zones.......................................................................................................8-2 Controlled Aerodrome........................................................................................................................8-2 Classification of Airspace ...................................................................................................................8-3 Required Navigation Performance (RNP) ..........................................................................................8-9 Establishment and Designation of the Units Providing Air Traffic Services........................................8-9 Specifications for Flight Information Regions, Control Areas and Control Zones.............................8-10 Flight Information Regions ...............................................................................................................8-10 Control Areas ...................................................................................................................................8-10 Flight Information Regions or Control Areas in the Upper Airspace.................................................8-11 Control Zones ..................................................................................................................................8-11 Minimum Flight Altitudes ..................................................................................................................8-11

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Service to Aircraft in the Event of Emergency..................................................................................8-12 Time in Air Traffic Services ..............................................................................................................8-12

CHAPTER 9

Flight Rules Visual Flight Rules (VFR)...................................................................................................................9-1 Instrument Flight Rules ......................................................................................................................9-3 Change from IFR Flight to VFR Flight ................................................................................................9-3 Rules Applicable to IFR Flights within Controlled Airspace................................................................9-3 Rules Applicable to IFR Flights Outside Controlled Airspace.............................................................9-3 Communication ..................................................................................................................................9-4 Position Reports.................................................................................................................................9-4 Table of Cruising Levels.....................................................................................................................9-5

CHAPTER 10

Aerodrome Control Service Functions of Aerodrome Control Towers..........................................................................................10-1 Traffic and Taxi Circuits ...................................................................................................................10-2 Information to Aircraft by Aerodrome Control Towers ......................................................................10-4 Control of Aerodrome Traffic............................................................................................................10-6 Wake Turbulence Categorization of Aircraft and Increased Longitudinal Separation Minima........10-10 Authorization of Special VFR Flights..............................................................................................10-11

CHAPTER 11

Approach Control Service Departing Aircraft .............................................................................................................................11-1 Arriving Aircraft ................................................................................................................................11-3 Approach Sequence ........................................................................................................................11-5 Information for Arriving Aircraft ........................................................................................................11-6

CHAPTER 12

Air Traffic Control Services, Flight Information Service and ATS Routes Air Traffic Control Service ................................................................................................................12-1 Application .......................................................................................................................................12-1 Provision of Air Traffic Control Service.............................................................................................12-1 Area Control Service ........................................................................................................................12-1 Approach Control Service ................................................................................................................12-1 Aerodrome Control Service..............................................................................................................12-1 Operation of Air Traffic Control Service............................................................................................12-2 Separation Minima ...........................................................................................................................12-3 Responsibility for Control .................................................................................................................12-3 Transfer of Responsibility for Control ...............................................................................................12-4 Air Traffic Control Clearances ..........................................................................................................12-5 Co-Ordination of Clearances............................................................................................................12-5 Control of Air Traffic Flow.................................................................................................................12-6 Control of Persons and Vehicles at Aerodromes .............................................................................12-6 Flight Information Service ................................................................................................................12-7 Application .......................................................................................................................................12-7 Scope of Flight Information Service .................................................................................................12-7 Operational Flight Information Service Broadcasts ..........................................................................12-8

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Principles Governing the Identification of RNP Types and the Identification of ATS Routes Other Than Standard Departure and Arrival Routes ...........................................................................................12-9

CHAPTER 13

Altimeter Setting Procedures Expression of Vertical Position.........................................................................................................13-1 Determination of the Transition Level...............................................................................................13-1 Provision of Information ...................................................................................................................13-2 Flight Levels.....................................................................................................................................13-4 Transition Altitude ............................................................................................................................13-4 Transition Level................................................................................................................................13-5 Transition from Flight Levels to Altitudes and Vice Versa ................................................................13-5 Procedures Applicable to Operators and Pilots................................................................................13-6 QNH Setting/ QFE Setting ...............................................................................................................13-7

CHAPTER 14

Secondary Surveillance Radar Operation of Transponders ..............................................................................................................14-1 Use of Mode C .................................................................................................................................14-2 Use of Mode S .................................................................................................................................14-2 Emergency Procedures....................................................................................................................14-2 Communication Failure Procedures.................................................................................................14-2 Unlawful Interference with Aircraft in Flight ......................................................................................14-2 Transponder Failure Procedures When the Carriage of a Functioning Transponder is Mandatory .14-3 Operation of ACAS Equipment ........................................................................................................14-3 Use of ACAS Indications..................................................................................................................14-3 Phraseology .....................................................................................................................................14-4

CHAPTER 15

Signals Introduction ......................................................................................................................................15-1 Distress and Urgency Signals ..........................................................................................................15-1 Signals for Aerodrome Traffic ..........................................................................................................15-2 Acknowledgement by an Aircraft......................................................................................................15-2 Visual Ground Signals......................................................................................................................15-3 Marshalling Signals ..........................................................................................................................15-5 Signals from the Pilot of an Aircraft to a Signalman .......................................................................15-10

CHAPTER 16

Air Traffic Control Clearances Departing Aircraft .............................................................................................................................16-1 Contents of ATC Clearances ...........................................................................................................16-1 Description of ATC Clearances........................................................................................................16-1 Route of Flight..................................................................................................................................16-2 Clearances to Fly Maintaining own Separation While in VMC .........................................................16-2 ATC Clearance Expiry......................................................................................................................16-3 Essential Traffic Information.............................................................................................................16-3 Clearance of a Requested Change in Flight Plan ............................................................................16-3 Emergency and Communication Failure ..........................................................................................16-4

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CHAPTER 17

Flight Plans Introduction ......................................................................................................................................17-1 Submission of Flight Plans...............................................................................................................17-1 Prior to Departure ............................................................................................................................17-2 During Flight.....................................................................................................................................17-2 Acceptance of a Flight Plan .............................................................................................................17-2 Contents of a Flight Plan..................................................................................................................17-3 Completion of a Flight Plan ..............................................................................................................17-3 Changes to a Flight Plan..................................................................................................................17-3 Closing a Flight Plan ........................................................................................................................17-4 Use of Repetitive Flight Plans (RPLs) ..............................................................................................17-4 Change from IFR to VFR Flight........................................................................................................17-5 Scope of Clearances and Information ..............................................................................................17-5 Issuance...........................................................................................................................................17-6 Control of Air Traffic Flow.................................................................................................................17-6 Air Traffic Control Clearances ..........................................................................................................17-6 Potential Reclearance in Flight ........................................................................................................17-6 Adherence to Flight Plan..................................................................................................................17-7 Inadvertent Changes........................................................................................................................17-7 Intended Changes............................................................................................................................17-8 Weather Deterioration Below the VMC ............................................................................................17-9 Position Reports...............................................................................................................................17-9 Termination of Control......................................................................................................................17-9 Communication ................................................................................................................................17-9 Communication Failure ..................................................................................................................17-10

CHAPTER 18

Flight Procedures – Introduction & Departures Introduction ......................................................................................................................................18-1 Departure Procedures......................................................................................................................18-2 The Instrument Departure Procedure ..............................................................................................18-3 Establishment of a Departure Procedure .........................................................................................18-3 Obstacle Clearance..........................................................................................................................18-4 Standard Instrument Departures......................................................................................................18-5 Contingency Procedures..................................................................................................................18-8 Omni-directional Departures ............................................................................................................18-8 Published Information ....................................................................................................................18-11

CHAPTER 19

Approach Procedures Introduction ......................................................................................................................................19-1 The Instrument Approach Procedure ...............................................................................................19-1 Categories of Aircraft .......................................................................................................................19-2 Obstacle Clearance..........................................................................................................................19-3 Precision Approach Procedure ........................................................................................................19-4 Non-Precision Approach Procedure.................................................................................................19-5 Approach Procedure Design ............................................................................................................19-8 Accuracy of Fixes.............................................................................................................................19-9 Descent Gradient ...........................................................................................................................19-12 Standard Instrument Arrivals..........................................................................................................19-13 Initial Approach Segment ...............................................................................................................19-13 Intermediate Approach Segment ...................................................................................................19-13 Final Approach Segment................................................................................................................19-14 Final Approach - Non-Precision Approach With FAF .....................................................................19-14

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Final Approach - Non-Precision Approach With No FAF................................................................19-15 Final Approach Segment - Precision Approach – ILS ....................................................................19-16 Determination of DA or DH – ILS ...................................................................................................19-16 Determination of Landing Minima ..................................................................................................19-17 Determination of DA/DH or MDA/MDH ..........................................................................................19-18 Missed Approach ...........................................................................................................................19-18 Turning Missed Approach ..............................................................................................................19-21 Turning Points................................................................................................................................19-22 Visual Manoeuvring (Circling) in the Vicinity of the Aerodrome......................................................19-22 Area Navigation (RNAV) Approach Procedures Based On VOR/DME ..........................................19-23 Use of FMS/RNAV Equipment to Follow Conventional Non-Precision Approach Procedures .......19-25 Simultaneous Operations on Parallel or Near Parallel Instrument Runways..................................19-25

CHAPTER 20

Holding Procedures In-flight Procedures..........................................................................................................................20-1 Shape and Terminology Associated With Holding Pattern...............................................................20-1 Speeds, Rates of Turn, Timing, Distance and Limiting Radial .........................................................20-2 Track Reversal .................................................................................................................................20-4 Entry.................................................................................................................................................20-5 DME Arc Entry .................................................................................................................................20-7 Construction of Entry Areas .............................................................................................................20-7 Method of Arrival at a VOR/DME Holding and the Corresponding Entry Procedures ......................20-8 Time/Distance Outbound .................................................................................................................20-9 RNAV Holding Entries....................................................................................................................20-10 Holding...........................................................................................................................................20-10 Departing the Pattern .....................................................................................................................20-11 Obstacle Clearance........................................................................................................................20-11

CHAPTER 21

Area Control Service Position Reporting............................................................................................................................21-1 Automatic Dependent Surveillance (ADS) .......................................................................................21-1 Air Traffic Incident Report (ATIR).....................................................................................................21-2 Provision in Regard to Aircraft Equipped With Airborne Collision Avoidance Systems (ACAS).......21-2 General Provisions for Separation ...................................................................................................21-2 Vertical Separation...........................................................................................................................21-3 Lateral Separation............................................................................................................................21-4 Longitudinal Separation ...................................................................................................................21-7 Reduction in Separation Minima ....................................................................................................21-19

CHAPTER 22

Aerodrome Aeronautical Data and Markings Introduction ......................................................................................................................................22-1 Aerodrome Reference Code ............................................................................................................22-1 Aeronautical Data ............................................................................................................................22-2 Geographical Co-ordinates ..............................................................................................................22-2 Aerodrome Reference Point.............................................................................................................22-2 Aerodrome and Runway Elevations .................................................................................................22-2 Aerodrome Reference Temperature ................................................................................................22-2 Aerodrome Dimensions and Related Information ............................................................................22-2 Pre-Flight Altimeter Check Location.................................................................................................22-4 Declared Distances..........................................................................................................................22-4 Condition of the Movement Area and Related Facilities...................................................................22-4

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Water on a Runway..........................................................................................................................22-5 Determination of Friction Characteristics of Wet Paved Runways ...................................................22-5 Snow, Slush or Ice on a Runway .....................................................................................................22-6 Physical Characteristics ...................................................................................................................22-7 Runway Width..................................................................................................................................22-7 Minimum Distance Between Parallel Runways ................................................................................22-7 Runway Strips..................................................................................................................................22-8 Runway End Safety Areas ...............................................................................................................22-8 Clearway ..........................................................................................................................................22-9 Stopways .........................................................................................................................................22-9 Radio Altimeter Operating Area .....................................................................................................22-10 Width of Taxiway............................................................................................................................22-10 Taxiway Curves .............................................................................................................................22-11 Holding Bays, Taxi Holding Positions and Road Holding Positions ...............................................22-11 Visual Aids for Navigation ..............................................................................................................22-12 Indicators and Signalling Devices ..................................................................................................22-12 Markings ........................................................................................................................................22-13 Interruption of Runway Markings ...................................................................................................22-13 Colour of markings.........................................................................................................................22-13 Unpaved Taxiways.........................................................................................................................22-13 Runway Designation Marking ........................................................................................................22-14 Runway Centre Line Marking.........................................................................................................22-14 Threshold Markings........................................................................................................................22-15 Displaced Threshold Marking.........................................................................................................22-15 Aiming Point Marking .....................................................................................................................22-16 Touchdown Zone Marking..............................................................................................................22-17 Runway Side Stripe........................................................................................................................22-18 Taxiway Centre Line Marking.........................................................................................................22-19 Taxiway Holding Position Marking .................................................................................................22-20 Taxiway Intersection Marking.........................................................................................................22-20 VOR Aerodrome Check-Point Marking ..........................................................................................22-20 Aircraft Stand Markings..................................................................................................................22-21 Apron Safety Lines.........................................................................................................................22-22 Road Holding Position Marking......................................................................................................22-22 Information Marking .......................................................................................................................22-22

CHAPTER 23

Runway Lights and Visual Approach Systems Lights Which May Endanger the Safety of Aircraft ...........................................................................23-1 Lights Which May Cause Confusion ................................................................................................23-1 Elevated Approach Lights ................................................................................................................23-2 Elevated Lights ................................................................................................................................23-2 Surface Lights ..................................................................................................................................23-2 Light Intensity and Control ...............................................................................................................23-2 Emergency Lighting .........................................................................................................................23-3 Aeronautical Beacons ......................................................................................................................23-3 Aerodrome Beacon ..........................................................................................................................23-3 Identification Beacon........................................................................................................................23-3 Approach Lighting Systems .............................................................................................................23-4 Visual Approach Slope Indicator Systems .....................................................................................23-10 PAPI and APAPI ............................................................................................................................23-12 Obstacle Protection Surface ..........................................................................................................23-14 Wheel Clearance over Threshold for PAPI and APAPI ..................................................................23-15 Circling Guidance Lights ................................................................................................................23-15 Runway Lead-In Lighting Systems.................................................................................................23-16

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CHAPTER 24

Runway, Taxiway and Apron Lighting Runway Threshold Identification Lights............................................................................................24-1 Runway Edge Lights ........................................................................................................................24-1 Runway Threshold and Wing Bar Lights ..........................................................................................24-2 Wing Bar Lights................................................................................................................................24-3 Runway End Lights ..........................................................................................................................24-4 Runway Centre Line Lights ..............................................................................................................24-5 Runway Touchdown Zone Lights.....................................................................................................24-6 Stopway Lights.................................................................................................................................24-6 Taxiway Centre Line Lights..............................................................................................................24-6 Taxiway Centre Line Lights On Rapid Exit Taxiways.......................................................................24-7 Taxiway Centre Line Lights on Other Exit Taxiways ........................................................................24-7 Taxiway Centre Line Lights on Runways .........................................................................................24-8 Taxiway Edge Lights ........................................................................................................................24-8 Stop Bars .........................................................................................................................................24-8 Taxiway Intersection Lights..............................................................................................................24-9 Runway Guard Lights.......................................................................................................................24-9 Apron Floodlighting ........................................................................................................................24-10 Visual Docking Systems.................................................................................................................24-10 Azimuth Guidance Unit ..................................................................................................................24-11 Stopping Position Indicator ............................................................................................................24-11 Aircraft Stand Manoeuvring Guidance Lights.................................................................................24-11 Road Holding Position Light...........................................................................................................24-12

CHAPTER 25

Aerodrome Signs and Markers General ............................................................................................................................................25-1 Mandatory Instruction Signs.............................................................................................................25-1 Information Signs .............................................................................................................................25-3 Road Holding Position Sign .............................................................................................................25-6 Markers ............................................................................................................................................25-7 Unpaved Runway Edge Markers .....................................................................................................25-7 Stopway Edge Markers ....................................................................................................................25-7 Taxiway Edge Markers.....................................................................................................................25-7 Taxiway Centre Line Markers ..........................................................................................................25-7 Boundary Markers............................................................................................................................25-7 Visual Aids for Denoting Obstacles..................................................................................................25-8 Objects to be Marked and/or Lighted ...............................................................................................25-8 Marking Of Objects ..........................................................................................................................25-9 Lighting of Objects .........................................................................................................................25-10 Location of Obstacle Lights............................................................................................................25-11 Low Intensity Obstacle Lights ........................................................................................................25-12 Medium Intensity Obstacle Light ....................................................................................................25-12 High Intensity Obstacle Light .........................................................................................................25-12 Visual Aids for Denoting Restricted Use Areas ..............................................................................25-12 Closed Runways and Taxiways or Parts Thereof ..........................................................................25-12 Non-Load Bearing Surfaces...........................................................................................................25-13 Pre-Threshold Area........................................................................................................................25-13 Unserviceable Areas ......................................................................................................................25-14 Introduction to Emergency and Other Services..............................................................................25-14 Rescue and Fire Fighting ...............................................................................................................25-14 Response Time..............................................................................................................................25-15 Number of Rescue and Fire Fighting Vehicles...............................................................................25-15 Apron Management Service...........................................................................................................25-15 Ground Servicing of Aircraft ...........................................................................................................25-16

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CHAPTER 26

General Radar Procedures Introduction ......................................................................................................................................26-1 Presentation of Radar Information ...................................................................................................26-1 Identification of Aircraft.....................................................................................................................26-2 Establishment of Radar Identification...............................................................................................26-2 SSR Identification Procedures .........................................................................................................26-2 PSR Identification Procedures .........................................................................................................26-2 Position Information .........................................................................................................................26-3 Radar Vectoring ...............................................................................................................................26-4 Information Regarding Adverse Weather .........................................................................................26-5 Use of Radar in the Air Traffic Control Service ................................................................................26-5 Functions .........................................................................................................................................26-5 Co-ordination of Traffic under Radar and Non-Radar Control..........................................................26-6 Radar Separation Minima ................................................................................................................26-6 Emergencies, Hazards and Equipment Failures ..............................................................................26-7 Radar Equipment Failure .................................................................................................................26-8 Ground Radio Failure.......................................................................................................................26-8 Use of Radar in the Approach Control Service ................................................................................26-9 Surveillance Radar Approach ..........................................................................................................26-9 Speed Control ................................................................................................................................26-10

CHAPTER 27

Interception of Civil Aircraft Introduction ......................................................................................................................................27-1 General ............................................................................................................................................27-1 In-Flight Contingencies ....................................................................................................................27-2 Principles to be Observed by States ................................................................................................27-3 Interception Manoeuvres..................................................................................................................27-4 Manoeuvres for Visual Identification ................................................................................................27-4 Manoeuvres for Navigational Guidance ...........................................................................................27-5 Guidance of an intercepted Aircraft..................................................................................................27-5 Interception of Civil Aircraft ..............................................................................................................27-6 Action by Intercepted Aircraft ...........................................................................................................27-6 Signals for use in the Event of Interception......................................................................................27-7 Radio Communication Between the Intercept Control Unit or the Intercepting Aircraft and the Intercepted Aircraft...........................................................................................................................27-9

CHAPTER 28

Doc 7030/4 – Regional Supplementary Procedures Introduction ......................................................................................................................................28-1 EUR Regional Supplementary Procedures ......................................................................................28-3 Part I - Rules of the Air, Air Traffic Services and Search and Rescue .............................................28-3 Flight Rules ......................................................................................................................................28-3 Flight Plans ......................................................................................................................................28-3 Air-Ground Communications and In-Flight Reporting ......................................................................28-4 Contents of Position Reports ...........................................................................................................28-5 Action in the Event of Air-Ground Communication Failure ...............................................................28-5 Air Traffic Control Clearances ..........................................................................................................28-6 Separation of Aircraft .......................................................................................................................28-6 Use of SSR ......................................................................................................................................28-6

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CHAPTER 29

Annex 7 – Aircraft Nationality and Registration Marks Nationality, Common and Registration Marks to be Used................................................................29-1 Location of Nationality Common and Registration Marks.................................................................29-1 Certificate of Registration.................................................................................................................29-2 Identification Plate............................................................................................................................29-3

CHAPTER 30

Annex 8 – Airworthiness of Aircraft Certificate of Airworthiness ..............................................................................................................30-1 Proof of Compliance with Appropriate Airworthiness Requirements ................................................30-1 Continuing Airworthiness of Aircraft .................................................................................................30-2 Validity of Certificate of Airworthiness ..............................................................................................30-2 Method of Rendering a Certificate of Airworthiness Valid ................................................................30-2 Temporary Loss of Airworthiness.....................................................................................................30-2 Instruments and Equipment .............................................................................................................30-3 Operating Limitations and Information .............................................................................................30-4

CHAPTER 31

Annex 6 – Operation of Aircraft Applicability ......................................................................................................................................31-1 General ............................................................................................................................................31-1 Flight Operations..............................................................................................................................31-2 Crew.................................................................................................................................................31-3 Aeroplane Performance Operating Limitations ................................................................................31-4

CHAPTER 32

Annex 9 - Facilitation Introduction ......................................................................................................................................32-1 Entry and Departure of Aircraft ........................................................................................................32-1 Entry and Departure of Persons and their Baggage ........................................................................32-2 Particular Provisions ........................................................................................................................32-5

CHAPTER 33

Air Traffic Advisory Service and Alerting Service Air Traffic Advisory Service ..............................................................................................................33-1 Air Traffic Services Units..................................................................................................................33-2 Alerting Service................................................................................................................................33-2

CHAPTER 34

Alerting Service and Search and Rescue Alerting Service................................................................................................................................34-1 Organisation.....................................................................................................................................34-3 Co-operation ....................................................................................................................................34-5 Operating Procedures ......................................................................................................................34-6 Search and Rescue Signals.............................................................................................................34-9 Medical Supplies............................................................................................................................34-10

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Ground-Air Visual Signal Code ......................................................................................................34-11 Air-To-Ground Signals ...................................................................................................................34-11

CHAPTER 35

Annex 13 – Aircraft Accident Investigation Applicability ......................................................................................................................................35-2 Objective of the Investigation ...........................................................................................................35-2 Protection of Evidence, Custody and Removal of Aircraft................................................................35-2 Notification for Accidents or Serious Incidents in the Territory of a Contracting State to Aircraft of Another Contracting State................................................................................................................35-3 Investigation of Accidents or Serious Incidents in the Territory of a Contracting State to Aircraft of Another Contracting State................................................................................................................35-4 Final Report .....................................................................................................................................35-4

CHAPTER 36

Annex 17 - Security General ............................................................................................................................................36-1 Organisation.....................................................................................................................................36-1 Preventative Security Measures ......................................................................................................36-2 Management of Response to Acts of Unlawful Interference ............................................................36-3

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Chapter 1.

Abbreviations and Definitions This insert to the Aviation Law Notes contains three sections and is intended for use with all the course material provided: Page Number Section 1 Common abbreviations to be used for the

European Central Question Bank 1-2

Section 2 ICAO Definitions 1-7 Section 3 ICAO Abbreviations 1-35

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Section 1 - Common abbreviations to be used for the European Central Question Bank

A A Ampere ALTN Alternate ABM Abeam APCH Approach ABN Aerodrome beacon APT Airport AC Alternating current APU Auxiliary power unit AC Alto cumulus ARR Arrival ACFT Aircraft AS Alto stratus ACT Active ASDA Accelerate stop distance available AD Aerodrome AMSL Above mean sea level ADC Air data computer ATA Actual time of arrival ADDN Additional ATC Air traffic control ADF Automatic direction finding ATIS Automatic terminal information service ADI Attitude director indicator ATO Actual time overhead AEO All engines operating ATS Air traffic services AFIS Aerodrome flight information service AUX Auxiliary AFM Aircraft flight manual AVG Average AGL Above ground level AWY Airway AIP Aeronautical Information Publication AZM Azimuth ALT Altitude

B

BKN Broken BRG Bearing

C

ºC Degrees Celsius CI Cirrus CAS Calibrated air speed CL Lift coefficient CAT Clear air turbulence Cm Centimetre CB Cumulonimbus CO Communications CC Cirrocumulus CP Critical point CD Drag coefficient CRM Crew resource management CDI Course direction indicator CS Cirrostratus CDU Control display unit CTR Control zone cg Centre of gravity CU Cumulus CWY Clearway

D

DA Decision altitude DG Directional gyroscope DC Direct current DH Decision height DEG Degrees DIST Distance DEP Departure DME Distance measuring equipment DES Descent DP Dewpoint DEST Destination DR Dead reckoning DEV Deviation DVOR Doppler VOR D.F Direction finding


E

E East EICAS Engine indicator and crew alerting system

EAS Equivalent airspeed EPR Engine pressure ratio EAT Expected approach time EST Estimated ECAM Engine condition aircraft monitoring ETA Estimated time of arrival EFIS Electronic flight instrument system ETO Estimated time overhead EGT Exhaust gas temperature

F

º F Degrees Fahrenheit FL Flight level FAF Final approach fix FLT Flight FCST Forecast FMS Flight management system FD Flight director FT Feet FIS Flight indicator system FT/MIN Feet per minute

G

G Gramme GP Glide path GAL Gallons GPWS Ground proximity warning system GND Ground GS Ground speed

H

HDG Heading HSI Horizontal situation indicator HF High frequency HT Height hPa Hectopascal Hz Hertz HR Hours

I

IAS Indicated airspeed INT Intersection ILS Instrument landing system ISA International standard atmosphere IMC Instrument meteorological conditions ISOL Isolated IMP GAL Imperial gallons ITCZ Inter-tropical convergence zone INS Inertial navigation systems IVSI Integrated vertical speed indicator

J

J Joule

K

kg Kilogramme kt Knot kHz Kilohertz kW Kilowatt km Kilometre


L LAT Latitude LMT Local mean time LB Pounds LONG Longitude LDG Landing LT Local time LDP Landing decision point LTD Limited LEN Length LVL Level LLZ Localizer LYR Layer LMC Last minute change

M

m Metre MLS Microwave landing system M Mass MM Middle marker M Mach Number MNM Minimum MAC Mean aerodynamic chord

MAP Manifold pressure

MNPS Minimum navigation performance specification

MAPt Missed approach point MOCA Minimum obstruction clearance altitude max Maximum MORA Minimum off route altitude MDH Minimum descent height MPH Miles per hour MDH/A Minimum descent height/altitude MPS, mps Metres per second MEA Minimum en-route altitude MSA Minimum sector altitude MET Meteorological MSL Mean sea level MIN Minutes MSU Mode selector unit

N

N Newton NDB Non-directional beacon NGT Night NM Nautical miles N North NOTAM Notice to airmen NAT North Atlantic track NS Nimbostratus NAV Navigation

O

OAT Outside air temperature OM Operating mass OBS Omni bearing selector OM Outer marker OCA(H) Obstacle clearance altitude (height) OPS Operations OCL Obstacle clearance limit O/R On request OEI One engine inoperative OVC Overcast

P

P Pressure PNR Point of no return PAX Passenger POS Position PET Point of equal time PSI Pounds per square inch PIC Pilot in command PTS Polar track structure PLN Flight plan PWR Power


R r Radius RNAC Area Navigation RAC Rules of the air and air traffic services ROC Rate of climb RAS Rectified airspeed ROD Rate of descent REP Reporting point RVR Runway visual range RMI Radio magnetic indicator RWY Runway RMK Remark

S

S South SR Sunrise SAR Search and rescue SS Sunset SC Stratocumulus SSR Secondary surveillance radar SCT Scattered ST Stratus SDBY Standby STAR Standard arrival route SEC Seconds STD Standard SEV Severe STN Station SFC Surface STNR Stationary SID Standard instrument departure STS Status SIM Simulator SWY Stopway SKC Sky clear

T

T Temperature TL Transition level TA Transition altitude T/O Take-off TAS True airspeed TOC Top of climb TAT Total air temperature TORA Take of run available TC Tropical cyclone TS Thunderstorm TDP Take-off decision point TWY Taxiway THR Threshold

U

U/S Unserviceable UTC Co-ordinated universal time US-GAL US gallons


V

V Volt VLE Landing gear extended speed VAR Magnetic variation VLO Maximum landing gear operating

speed VDF VHF direction finding station VLOF Lift off speed VG Vertical gyro VMAX TYRE Maximum tyre speed VHF Very high frequency VMBE Maximum break energy speed VIS Visibility VMC Minimum control speed VLF Very low frequency VMCA Air minimum control speed VMC Visual meteorological conditions VMCG Ground minimum control speed VOLMET Meteorological information for aircraft in

flight VMO/MMO Maximum operating limit speed / mach

number VOR VHF omnidirectional range VMU Minimum unstick speed vrb Variable VNE Never exceed speed VSI Vertical speed indicator VNO Normal operating speed VV Vertical visibility VR Rotating speed V Speeds VREF Landing reference speed VA Design manoeuvring speed VS Stalling speed or minimum steady flight

speed at which the aeroplane is controllable

VB Design speed for max gust intensity VSO Stalling speed or minimum steady flight speed in landing configuration

VC/MC Design cruise speed / mach number VS1 Stalling speed or minimum steady flight speed obtained in best configuration

VD Design dive speed VX Speed for best angle of climb VF Design flap speed VY Speed for best rate of climb VFE Flap extended speed V1 Critical engine failure speed VFO Flap operating speed V2 Take-off safety speed for piston engine

aircraft

W

W Watt W/V Wind velocity W West WPT Way point WC Wind component WS Wind shear WCA Wind correction angle WX Weather

X

X Cross XX Heavy XTK Cross track

Y

YD Yard


Section 2 - ICAO Definitions The following definitions are from the ICAO Annexes Accepting Unit ATCU next to take control of an aircraft Accident An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which:

A person is fatally or seriously injured as a result of:

Being in the aircraft, or Direct contact with any part of the aircraft, including parts which have

become detached from the aircraft, or Direct exposure to jet blast

except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew, or

The aircraft sustains damage or structural failure which:

Adversely affects the structural strength, performance or flight characteristics of the aircraft, and

Would normally require major repair or replacement of the affected component

except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes, fairings, small dents or puncture holes in the aircraft skin, or

The aircraft is missing or is completely inaccessible:

Note: An injury resulting in death within 30 days of the date of the accident is classified as a fatal injury by ICAO Note: An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located

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. Aerodrome A defined area of land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. Aerodrome Beacon Aeronautical beacon used to indicate the location of an aerodrome from the air Aerodrome Control Service Air traffic control service for aerodrome traffic Aerodrome Control Tower A unit established to provide air traffic control service Aerodrome Elevation The elevation of the highest point of the landing area Aerodrome Identification Sign A sign placed on an aerodrome to aid in identifying the aerodrome from the air Aerodrome Operating Minima The limits of usability of an aerodrome for:

Take-off, expressed in terms of RVR and/or visibility and, if necessary, cloud conditions

Landing in precision approach and landing operations, expressed in terms of visibility and/or RVR and DA/DH as appropriate to the category of the operation, and

Landing in non-precision approach and landing operations, expressed in terms of visibility and/or RVR, MDA/MDH and, if necessary, cloud conditions

Aerodrome Reference Field Length The minimum field length required for take-off at maximum certificated take-off mass, sea level, standard atmospheric conditions, still air and zero runway slope, as shown in the appropriate aeroplane flight manual prescribed by the certificating authority or equivalent data from the aeroplane manufacturer. Field length means balanced field length for aeroplanes, if applicable, or take-off distance in other cases Aerodrome Reference Point The designated geographical location of the aerodrome 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 traffic 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 Zone An airspace of defined dimensions established around an aerodrome for the protection of aerodrome traffic. Aeronautical Beacon An aeronautical ground light visible at all azimuths, either continuously or intermittently, to designate a particular point on the surface of the earth Aeronautical Ground Light Any light specifically provided as an aid to air navigation, other than a light displayed on an aircraft Aeronautical Information Circular (AIC) A notice containing information that does not qualify for the origination of a NOTAM or for inclusion in the AlP, but which relates to flight safety, air navigation, technical, administrative or legislative matters Aeronautical Information Publication (AIP) A publication issued by or with the authority of a state and containing aeronautical information of a lasting character essential to air navigation. Aeronautical Mobile Service A mobile service between aeronautical stations and aircraft stations, or between aircraft stations, in which survival craft stations may participate; emergency position-indicating radio beacon stations may also participate in 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, for example, on board ship or on a platform at sea. 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 surfaces which remain fixed under given conditions of flight. AIP Amendment Permanent changes to the information contained in the AIP AIP Supplement Temporary changes to the information contained in the AIP which are published by means of special pages AIRAC An acronym (Aeronautical Information Regulation and Control) signifying a system aimed at advance notification based on common dates, of circumstances that necessitate significant changes in operating practices Air-Ground Communication Two-way communication between aircraft and stations or locations on the surface of the earth Air Report A report from an aircraft in flight prepared in conformity with requirements for position, and operational and/or meteorological reporting


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 which are 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: For convenience the term “Air Traffic Control Clearance” is frequently abbreviated to “Clearance” when used in appropriate contexts. Note: 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 Clearance relates.

Air Traffic Control Instruction Directives issued by ATC 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. 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 or air traffic control service (area control service, approach control service or aerodrome control service). Air Traffic Services Airspaces Airspaces of defined dimensions, alphabetically designated, within which specific types of flights may operate and 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 submitted before 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 reporting office. Aircraft Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface. Aircraft – Category Classification of aircraft according to specified basic characteristics eg aeroplane, helicopter, glider, free balloon Aircraft Certified For Single-Pilot Operation A type of aircraft which the State of Registry has determined, during the certification process, can be operated safely with a minimum crew of one pilot Aircraft Equipment Articles, other than stores and spare parts of a removable nature, for use on board an aircraft during flight, including first aid and survival equipment Aircraft Identification A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the aircraft callsign to be used in air-ground communications, and which is used to identify the aircraft in ground-ground ATS 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 ATS personnel, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised. 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 Safety Not Assured The risk classification of an aircraft proximity in which the safety of the aircraft may have 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 was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination

Aircraft Stand A designated area on an apron intended to be used for parking aircraft Aircraft – Type of All aircraft of the same basic design including all modifications thereto except those modifications which result in a change in handling or flight characteristics


AIRMET Information Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of low-level aircraft operations and which was not already included in the forecast issued for low-level flights in the FIR concerned or sub-area thereof Airborne Collision Avoidance System (ACAS) An aircraft system based on SSR transponder signals which operates independently of ground based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders. Airline As provided in Article 96 of the Convention, any air transport enterprise offering or operating a scheduled international air service AIRPROX The code word used in an air traffic incident report to designate aircraft proximity 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 Alert Phase A situation wherein apprehension exists as to the safety of an aircraft and its occupants Alerting Service A service provided to notify appropriate organisations regarding aircraft in need of search and rescue aid, and assist such organisations as required. Alternate Aerodrome An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or 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 necessary shortly 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 abnormal or emergency condition while en-route. Destination Alternate An aerodrome to which an aircraft may proceed should it become impossible or 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 for that 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 ATC service to controlled flights arriving at, or departing from, one or more aerodromes Approach Control Service ATC service for arriving or departing controlled flights Appropriate ATS Authority The relevant authority designated by the state responsible for providing air traffic services in the airspace concerned. 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

having sovereignty over the territory being over flown. Apron A defined area, on a land aerodrome, intended to accommodate aircraft for the purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance. Apron Management Service A service provided to regulate the activities and the movement of aircraft and vehicles on an apron 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 flight in Control Areas. Area Navigation (RNAV) A method of navigation which permits aircraft operation on any desired flight path within the coverage of the station referenced navigation aids or within the limits of the capability of self contained aids, or a combination of these. Area Navigation Route An ATS route established for the use of aircraft capable of employing area navigation 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: The term “ATS route” is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure route, etc.

Automatic Dependent Surveillance (ADS) A surveillance technique in which aircraft automatically provide, via a data link, data derived from on board navigation and position


fixing systems, including aircraft identification, four dimensional position and additional data as appropriate Automatic Terminal Information Service The provision of current, routine information to arriving and departing aircraft by means of a continuous and repetitive broadcast throughout the day or a specified portion of the day Baggage Personal property of passengers or crew carried on an aircraft by agreement with the operator Barrette Three or more aeronautical ground lights closely spaced in a traverse line so that from a distance they appear as a short bar of light Base Turn A turn executed by the aircraft during the initial approach between the end of the outbound track and the beginning 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 the circumstances 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 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 Cargo Any property carried on an aircraft other than mail, stores and accompanied or mishandled baggage Ceiling The height above the ground or water of the base of the lowest layer of cloud below 6000 metres (20 000 ft) covering more than half the sky. Certify as Airworthy (to) To certify that an aircraft or parts thereof comply with current airworthiness requirements after maintenance has been performed on the aircraft or parts thereof Change-over Point The point at which an aircraft navigating over an ATS route segment defined by reference to very high frequency omnidirectional radio ranges is expected to transfer its primary navigational reference from the facility behind the 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 quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft operating 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 to landing Clearance Limit The point to which an aircraft is granted an Air Traffic Control Clearance.

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

Clearway A defined rectangular area on the ground or water under the control of the appropriate authority, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height Code (SSR) The number assigned to a particular multiple pulse reply signal transmitted by a transponder in Mode A or Mode C Commercial Air Transport Operation An aircraft operation involving the transport of passengers, cargo or mail for remuneration or hire Configuration (as applied to the aeroplane) A particular combination of the positions of the moveable elements, such as wing flaps, landing gear etc, which affect the aerodynamic characteristics of the aeroplane 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 but does 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 VFR flights in accordance with the airspace classification.

Note: Controlled airspace is a generic term which covers ATS airspace Class A, B, C, D and E.

Controlled Flight Any flight which is subject to an Air Traffic Control Clearance Control Zone A controlled airspace extending upwards from the surface of the earth to a specified upper limit.


Co-Pilot A licensed pilot serving in any piloting capacity other than as PIC but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction Crew Member A person assigned by an operator to duty on an aircraft during flight time Critical Power Unit(s) The power unit(s) failure of which gives the most adverse effect on the aircraft characteristics relative to the case under consideration 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 specified times. 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 the required visual reference to continue the approach has not been established

Note: DA is referenced to mean sea level, DH is referenced to threshold elevation Note: The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In Category III operations with a DH the required visual reference is that specified for the particular procedure and operation

Declared Distances

Take-Off Run Available (TORA) The length of runway declared available and suitable for the ground run of an aircraft Take-Off Distance Available (TODA) The length of the take-off run available plus the length of the clearway, if provided Accelerate-Stop Distance Available (ASDA) The length of the take-off run available plus the length of the stopway, if provided


Landing Distance Available (LDA) The length of the runway which is declared available and suitable for the ground run of an aeroplane landing

Dependent Parallel Approaches Simultaneous approaches to parallel or near parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed Design Landing Mass The maximum mass of the aircraft at which, for structural design purposes, it is assumed that it will be planned to land Design Take-off Mass The maximum mass at which the aircraft, for structural design purposes, is assumed to be planned to be at the start of the take-off run Design Taxiing Mass The maximum mass of the aircraft at which structural provision is made for load liable to occur during use of the aircraft on the ground prior to the start of take-off DETRESFA The code word used to designate a distress phase Displaced Threshold A threshold not located at the extremity of the runway Distress Phase A situation wherein there is a reasonable certainty that an aircraft and its occupants are threatened by grave and imminent 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 Dual Instruction Time Flight time during which a person is receiving flight instruction from a properly authorized pilot on board the aircraft Elevation The vertical distance of a point on or affixed to the surface of the earth, measured from mean sea level 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 the designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no


navigation aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights, the time at which it is estimated that the aircraft will arrive over the aerodrome. Expected Approach Time The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding point to complete its approach for a landing.

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

Filed Flight Plan The flight plan as filed with an ATS unit by the pilot or a designated representative, without any subsequent changes. 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 in the vicinity of an aerodrome from which:

A landing can be made, or A missed approach procedure is initiated

Final Approach and Take-Off Area (FATO) A defined area over which the final phase of the approach manoeuvre to landing is completed and from which the take-off manoeuvre is commenced Final Approach Segment The segment of an instrument runway procedure in which alignment and descent for landing are accomplished Fixed Light A light having constant luminous intensity when observed from a fixed point 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 to the safe and effective conduct of flights. Flight Level A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hectopascals (hPa) and is separated from other surfaces by specific pressure intervals.

Note: 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 hPa may be used to indicate flight levels.

Note: The terms “height” and “altitude” used in the above note, indicate altimetric rather than geometric heights and altitudes.

Flight Plan Specified information provided to Air Traffic Services Units, relative to an intended flight or portion of a flight of an aircraft. Flight Procedures Trainer See Synthetic Flight Trainer Flight Recorder Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation Flight Simulator See Synthetic Flight Trainer Flight Time The total time from the moment an aircraft first moves under its own power for the purpose of taking-off until the moment it comes to rest at the end of the flight

Note: Flight time as here defined is synonymous with the term “block to block” time or “chock to chock” time in general usage which is measured from the time an aircraft moves from the loading point until it stops at the unloading point

Flight Manual A manual associated with the certificate of airworthiness, containing limitations within which the aircraft is to be considered airworthy, and instructions and information necessary to the flight crew members for the safe operation of the aircraft 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 given aerodrome, 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 or portion of airspace Frangible Object An object of low mass designed to break distort or yield on impact so as to present the minimum hazard to aircraft Glide Path A descent profile determined for vertical guidance during a final approach Ground Equipment Articles of a specialized nature for use in the maintenance, repair and servicing of an aircraft on the ground, including testing equipment and cargo/passenger-handling equipment Ground Visibility The visibility at an aerodrome, as reported by an accredited observer. Hazard Beacon An aeronautical beacon used to designate a danger to air navigation Heading The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North (true, magnetic, compass or grid) Heavier-Than-Air Aircraft Any aircraft deriving its lift in flight chiefly from aerodynamic forces Height The vertical distance of a level, a point or an object considered as a point, measured from a specified datum (NOT msl). Heliport An aerodrome or a defined area on a structure intended to be used wholly or in part for the arrival, departure and surface movement of helicopters Holding Bay A defined area where aircraft can be held, or bypassed, to facilitate efficient surface movement of aircraft Holding Point A specified location, identified by visual or other means, in the vicinity of which the position of an aircraft in flight is maintained in accordance with ATC clearances Holding Procedure A pre-determined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance Identification Beacon An aeronautical beacon emitting a coded signal by means of which a particular point of reference can be identified IFR The symbol used to designate the instrument flight rules. IFR Flight A flight conducted in accordance with instrument flight rules. IMC The symbol used to designate instrument meteorological conditions.


INCERFA The code word used to designate an uncertainty phase Incident An occurrence, other than an accident associated with the operation of an aircraft which affects or could affect the safety of operation Initial Approach Segment That segment of an instrument approach procedure between the initial approach fix and the intermediate approach fix or, where applicable, the final approach fix or point Instrument Approach Procedure A series of pre-determined manoeuvres by reference to flight instruments with specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed to a position at which holding or en-route obstacle clearance criteria apply. Instrument Flight Time Time during which a pilot is piloting an aircraft solely by reference to instruments and without external reference points Instrument Ground Time Time during which a pilot is practising, on the ground, simulated instrument flight in a synthetic flight trainer approved by the licensing authority Instrument Meteorological Conditions Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions.

Note: The specified minima for VMC are contained within the Aviation Law notes. Instrument Runway One of the following types of runways intended for the operation of aircraft using instrument approach procedures:

Non-Precision Approach Runway An instrument runway served by visual aids and a non-visual aid providing at least directional guidance adequate for a straight-in approach Precision Approach Runway, Category I An instrument runway served by ILS and/or MLS and visual aids intended for operations with a decision height not lower than 60 m (200 ft) and either a visibility not less than 800 m or a runway visual range not less than 550 m Precision Approach Runway, Category II An instrument runway served by ILS and/or MLS and visual aids intended for operations with a decision height lower than 60 m (200 ft) but not lower than 30 m (100 ft) and a runway visual range not less than 350 m


Precision Approach Runway, Category III An instrument runway served by ILS and/or MLS to and along the surface of the runway and:

A Intended for operations with a decision height lower than 30 m (100 ft), or no decision height and a runway visual range not less than 200 m

B Intended for operations with a decision height lower than 15 m (50 ft), or no decision height and a runway visual range less than 200 m but not less than 50 m

C Intended for operations with no decision height and no runway visual Range limitations

Instrument Time Instrument flight time or instrument ground time Integrated Aeronautical Information Package A package which consists of the following elements:

AIP, including the AIP Amendment service Supplements to the AIP NOTAM and pre-flight information bulletins (PIB) AIC Checklists and summaries

Intermediate Approach Segment That segment of an instrument approach procedure between either:

The intermediate approach fix and the final approach fix or point, or Between the end of a reversal, racetrack or DR track procedure and the final

approach fix or point as appropriate International Airport Any airport designated by the Contracting State in whose territory it is situated as an airport of entry and departure for international air traffic, where the formalities incident to customs, immigration, public health, animal and plant quarantine and similar procedures are carried out International NOTAM Office An office designated by a State for the exchange of NOTAM internationally Investigation A process conducted for the purpose of accident prevention which includes the gathering and analysis of information for the drawing of conclusions, including the determination of causes and, when appropriate, the making of safety recommendations


Landing Area That part of a movement area intended for the landing or take-off of aircraft. Landing Direction Indicator A device to indicate visually the direction currently designated for landing and for take-off Landing Surface That part of the surface of an aerodrome which the aerodrome authority has declared available for the normal ground or water run of aircraft landing in a particular direction Level A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level. Location Indicator A four letter code group formulated in accordance with rules prescribed by ICAO and assigned to the location of an aeronautical fixed station Maintenance Tasks required to ensure the continued airworthiness of an aircraft including any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification Manoeuvring Area That part of an aerodrome to be used for the take-off landing and taxiing of aircraft, excluding aprons. Marker An object displayed above ground level in order to indicate an obstacle or delineate a boundary Marking A symbol or group of symbols displayed on the surface of the movement area in order to convey aeronautical information Maximum Mass Maximum certificated, take-off mass Medical Assessment The evidence issued by a Contracting State that the licence holder meets specific requirements of medical fitness. It is issued following an evaluation by the licensing authority of the report submitted by the designated medical examiner who conducted the examination of the applicant for the licence Meteorological Office An office designated to provide a meteorological service for international air navigation Meteorological Information Meteorological report, analysis, forecast, and any other statement relating to existing or expected meteorological conditions 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 be made without the required visual reference

Note: MDA is referenced to mean sea level and MDH is referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7ft,) below the aerodrome elevation. A MDH for a circling approach is referenced to the aerodrome elevation Note: The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach the required visual reference is the runway environment

Minimum Sector Altitude The lowest altitude which may be used which will provide a minimum clearance of 300 m (1000 ft) above all objects located in an area contained within a sector of a circle of 46 km (25 nm) radius centred on a radio aid to navigation Missed Approach Point (MAPt) That point in an instrument approach procedure at or before which the prescribed missed approach procedure must 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 SSR interrogator Movement Area That part of an aerodrome to be used for the take-off landing and taxiing of aircraft, consisting of the manoeuvring area and the aprons. Non-Instrument Runway A runway intended for the operation of aircraft using visual approach procedures Normal Operating Zone (NOZ) Airspace of defined dimensions extending either side of an ILS localizer course and/or MLS final approach track. Only the inner half of the normal operating zone is taken into account in independent parallel approaches NOTAM 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 is essential to personnel concerned with flight operations No-transgression Zone (NTZ) In the context of independent parallel approaches, a corridor of airspace of defined dimensions located centrally between the two extended runway centre lines, where a penetration by an aircraft requires a controller intervention to manoeuvre any threatened aircraft on the adjacent approach


Obstacle All fixed (whether temporary or permanent) and mobile objects, or parts thereof that are located on an area intended for the surface movement of aircraft or that extend above a defined surface intended to protect aircraft in flight Obstacle Assessment Surface (OAS) A defined surface intended for the purpose of determining those obstacles to be considered for the calculation of obstacle 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 aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria

Note: OCA is referenced to mean sea level and OCH is referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7ft,) below the aerodrome elevation. An OCH for a circling approach is referenced to the aerodrome elevation

Obstacle Free Zone (OFZ) The airspace above the inner approach surface, inner transitional surfaces, and balked landing surface and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed obstacle other than a low-mass and frangible mounted one required for air navigation purposes Operational Control The exercise of authority over the initiation, continuation, diversion or termination of a flight in the interest of the 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 aircraft operation Pavement Classification Number (PCN) A number expressing the bearing strength of a pavement for unrestricted operation Pilot (to) To manipulate the flight controls of an aircraft during flight time Pilot in Command The pilot responsible for the operation and safety of the aircraft during flight. Power Unit A system of one or more engines and ancillary parts which are together necessary to provide thrust, independently of the continued operation of any other power-unit(s), but not including short period thrust producing devices Precision Approach Procedure An instrument approach procedure utilizing azimuth and glide path information provided by ILS, MLS or PAR


Precision Approach Runway See Instrument Runway Pre-flight Information Bulletin (PIB) A presentation of current NOTAM information of operational significance prepared prior to flight Pressure Altitude An atmospheric pressure expressed in terms of altitude which corresponds to that pressure in the standard atmosphere. Primary Area A defined area symmetrically disposed about the nominal flight track in which full obstacle clearance is provided Primary Radar A radar system which uses reflected radio signals Primary Runway(s) Runway(s) used in preference to others whenever conditions permit Procedure Turn A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track

Note: Procedure turns are designated “left” or “right” according to the direction of the initial turn Note: Procedure turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure

Prohibited Area An airspace of defined dimensions, above the land areas or territorial waters of a state, within which the flight of aircraft is prohibited. Racetrack Procedure A procedure designed to enable the aircraft to reduce altitude during the initial approach segment and/or establish the aircraft inbound when the entry into a reversal procedure is not practical Radar Approach An approach in which the final approach phase is executed under the direction of a radar controller Radar Clutter The visual indication on a radar display of unwanted signals Radar Contact The situation which exists when the radar position of a particular aircraft is seen and identified on a radar display Radar Control Term used to indicate that radar derived information is employed directly in the provision of ATC service


Radio Direction Finding Station A radio station intended to determine only the direction of other stations by means of transmissions from the latter Radar Identification The situation which exists when the radar position of a particular aircraft is seen on a radar display and positively identified by the ATC controller Radar Monitoring The use of radar for the purpose of providing aircraft with information and advice relative to significant deviations from nominal flight path, including deviations from the terms of their ATC clearances Radar Position Indication (RPI) The visual indication, in non symbolic and/or symbolic form, on a radar display, of the position of an aircraft obtained after automatic processing of positional data derived from primary and/or SSR Radar Position Symbol (RIPS) The visual indication, in symbolic form, on a radar display, of the position of an aircraft obtained after automatic processing of positional data derived from primary and/or SSR Radar Separation The separation used when aircraft position information is derived from radar sources Radar Service Term used to indicate a service provided directly by means of radar Radar Vectoring Provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar Rating An authorization entered on or associated with a licence and forming part thereof stating special conditions, privileges or limitations pertaining to such licence Receiving Unit/Controller ATS unit/ATC controller to which a message is sent Rendering (a Licence) Valid The action taken by a Contracting State, as an alternative to issuing its own licence, in accepting a licence issued by any other Contracting State as the equivalent of its own licence Repetitive Flight Plan A flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, 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 Co-ordination Centre A unit responsible for promoting efficient organization of search and rescue services and for coordinating the conduct of search and rescue operations within a search and rescue region Restricted Area An airspace of defined dimensions, above the land areas or territorial waters of a state, within which the flight of aircraft 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 instrument approach procedure. The sequence may include procedure turns or base turns Runway A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. Runway End Safety Area (RESA) An area symmetrical about the extended runway centre line and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the aerodrome Runway Guard Lights A light system intended to caution pilots or vehicle drivers that they are about to enter an active runway Runway Strip A defined area including the runway and stopway, if provided, intended:

To reduce the risk of damage to aircraft running off the runway, and To protect aircraft flying over it during take-off and landing operations

Runway Visual Range (RVR) The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line Secondary Area A defined area on each side of the primary area located along the nominal flight track in which decreasing obstacle clearance is provided Secondary Radar A radar system wherein a radio signal transmitted from the radar station initiates the transmission of a radio signal from another station Secondary Surveillance Radar (SSR) A surveillance radar system that uses transmitters/receivers (interrogators) and transponders Serious Incident An incident involving circumstances indicating that an accident nearly occurred

Note: The difference between an accident and a serious incident lies only in the result


Serious Injury An injury which is sustained by a person in an accident and which:

Requires hospitalization for more than 48 hours, commencing within 7 days from the date the injury was received, or

Results in a fracture of any bone (Not simple fractures of fingers, toes or nose), or Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon

damage, or Involves injury to any internal organ, or Involves second or third degree burns, or any burns affecting more than 5% of

the body surface, or Involves verified exposure to infectious substances or injurious radiation

Shoulder An area adjacent to the edge of a pavement so prepared as to provide a transition between the pavement and the adjacent surface SIGMET Information Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations Signal Area An area of 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 other navigation and ATS purposes Slush Water-saturated snow which with a heel-and-toe slap down motion against the ground will be displaced with a splatter; Specific Gravity: 0.5 up to 0.8 Snow (On the ground)

Dry Snow Snow which can be blown if loose or, if compacted by hand, will fall apart again upon release

Specific Gravity - Up to but not including 0.35 Wet Snow Snow which, if compacted by hand, will stick together and tend to form a snowball

Specific Gravity - 0.35 up to but not including 0.45 Compacted Snow Snow which has been compressed into a solid mass that resists further compression and will hold together or break up into lumps if picked up

Specific Gravity - 0.5 and over SNOWTAM A special series NOTAM notifying the presence or removal of hazardous conditions due to snow, slush and ice on the movement area, by means of a special format


Special VFR Flight A VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions below VMC. Standard Instrument Arrival (STAR) A designated IFR arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced Standard Instrument Departure (SID) A designated IFR departure route linking the aerodrome or a specified runway of the aerodrome with a specified significant point, normally on a designated ATS route, at which the en-route phase of a flight commences State of Design The State having jurisdiction over the organization responsible for the type design State of Manufacture The State having jurisdiction over the organization responsible for the final assembly of the aircraft State of Occurrence The State in the territory of which an accident or incident occurs State of the Operator The State in which the operator’s principal place of business is located or, if there is no such place of business, the operator’s permanent residence State of Registry The state on whose register the aircraft is entered Stopway A defined rectangular area on the ground at the end of TORA prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take-off Synthetic Flight Trainer Any one of the following three types of apparatus in which flight conditions are simulated on the ground:

Flight Simulator A flight simulator, which provides an accurate representation of the flight deck of a particular aircraft type to the extent that the mechanical, electrical, electronic, etc aircraft systems control functions, the normal environment of flight crew members, and the performance and flight characteristics of that type of aircraft are realistically simulated Flight Procedures Trainer A flight procedures trainer, which provides a realistic flight deck environment and which simulates instrument responses, simple control functions of mechanical, electrical, electronic, etc aircraft systems, and the performance and flight characteristics of aircraft of a particular class Basic Instrument Flight Trainer A basic instrument flight trainer, which is equipped with appropriate instruments, and which simulates the flight deck environment of an aircraft in flight in instrument flight conditions

Take-off Runway A runway intended for take-off only


Take-off Surface That part of the surface of an aerodrome which the aerodrome authority has declared available for the normal ground or water run of aircraft taking off in a particular direction Taxi-Holding Position A designated position at which taxiing aircraft and vehicles shall stop and hold position, unless otherwise authorised by the aerodrome control tower Taxiing Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing, but including, in the case of helicopters, operation over the surface of an aerodrome within a height band associated with ground effect and at speeds associated with taxiing eg air-taxiing. Taxiway A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a link between one part of the aerodrome and another, including:

Aircraft Stand Taxilane A portion of an apron designated as a taxiway and intended to provide access to aircraft stands only. Apron Taxiway A portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron. Rapid Exit Taxiway A taxiway connected to a runway at an acute angle and designated to allow landing aeroplanes to turn off at higher speeds than are achieved on other exit taxiways and thereby minimizing runway occupancy times.

Taxiway Intersection A junction of two or more taxiways Taxiway Strip An area including taxiway intended to protect an aircraft operating on the taxiway and to reduce the risk of damage to an aircraft accidentally running off the taxiway Terminal Control Area A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes. Threshold (THR) 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 by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the destination aerodrome, to arrive over the destination aerodrome. 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 Touchdown Zone The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact 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 usually expressed in degrees from North (true, magnetic or grid) Traffic Avoidance Advice Advice provided by 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 may be in proximity to the position or intended route of flight and to help the pilot avoid a collision. Transfer of Control Point A defined point located along the flight path of an aircraft, at which the responsibility for providing ATC service to the aircraft is transferred from one control unit or control position to the next Transferring Unit ATCU in the process of transferring the responsibility for providing ATC service to an aircraft to the next ATCU along the route of flight 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 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 identify prominent unlighted objects by day and prominent objects by night. Visual Approach An approach by an IFR aircraft when either part or all of an instrument approach procedure is not completed and the 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 circling approach


Visual Meteorological Conditions Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling equal to or better than the specified minima.

Note: The specified minima are contained within these notes. 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 aircraft employing area navigation


Intentionally Left Blank


Section 3 - ICAO Abbreviations

A

A Amber ALTN Alternate or alternating A/A Air-to-air AMA Area minimum altitude AAL Above aerodrome level AMD Amend or amended ABM Abeam AMDT Amendment ABN Aerodrome beacon AMS Aeronautical mobile service ABT About AMSL Above mean sea level ABV Above AMSS Aeronautical mobile satellite service ACAS Airborne collision avoidance system ANS Answer ACC Area control centre or area control AOC Aerodrome obstacle chart ACCID Notification of an aircraft accident AP Airport ACFT Aircraft APCH Approach ACK Acknowledge APP Approach control office or approach control

or approach control service ACL Altimeter check location APR April ACN Aircraft classification number APRX Approximately or approximate ACP Acceptance APSG After passing ACPT Accept or accepted APV Approve or approved or approval ACT Active or activated or activity ARFOR Area forecast AD Aerodrome ARNG Arrange ADA Advisory area ARO Air traffic services reporting office ADDN Additional or addition ARP Aerodrome reference point or air report ADF Automatic direction finding equipment ARQ Automatic error correction ADIZ Air defence identification zone ARR Arrive or arrival ADJ Adjacent ARS Special air report ADR Advisory ARST Arresting ADS Automatic dependent surveillance ASC Ascend or ascending ADSU Automatic dependent surveillance unit ASDA Accelerate stop distance available ADVS Advisory service ASPH Asphalt ADZ Advise ATA Actual time or arrival AES Aircraft earth station ATC Air traffic control AFIL Flight plan filed in the air ATD Actual time of departure AFIS Aerodrome information service ATFM Air traffic flow management AFM Yes or affirm or that is correct ATIS Automatic terminal information system AFS Aeronautical fixed service ATM Air traffic management AFT After ATN Aeronautical telecommunication network AFTN Aeronautical fixed telecommunication

network ATS Air traffic services

A/G Air to ground ATTN Attention AGA Aerodromes, air routes and ground aids ATZ Aerodrome traffic zone AGL Above ground level AUG August AGN Again AUTH Authorized or authorization AIC Aeronautical information circular AUW All up weight AIP Aeronautical information publication AUX Auxiliary AIRAC Aeronautical information regulation and

control AVASIS Abbreviated visual approach slope indicator

system AIREP Air report AVBL Available or availability


AIS Aeronautical information service AVG Average ALA Alighting area AVGAS Aviation gasoline ALERFA Alert phase AWTA Advise at what time able ALR Alerting AWY Airway ALRS Alerting service AZM Azimuth ALT Altitude

B

B Blue BLDG Building BA Braking action BLO Below clouds BASE Cloud base BLW Below BCFG Fog patches BOMB Bombing BCN Beacon BR Mist BCST Broadcast BRF Short BDRY Boundary BRG Bearing BECMG Becoming BRKG Braking BFR Before BS Commercial broadcast station BKN Broken BTL Between layers BL Blowing BTN Between

C

C Centre or degrees Celsius CNS Communications, navigation and surveillance

CAT Category or clear air turbulence COM Communications CAVOK Visibility, cloud and present weather better

than prescribed values CONC Concrete

CD Candela COND Condition CDN Co-ordination CONS Continuous CF Change frequency to CONST Construct or constructed CGL Circling guidance lights CONT Continue or continued CH Channel COOR Co-ordinate or co-ordination CHG Modification COP Change over point CIDIN Common ICAO data interchange COR Correct or correction or corrected CIT Near or over large towns COT At the coast CIV Civil COV Cover or covered or covering CK Check CPL Current flight plan CL Centre line CRZ Cruise CLA Clear type of ice formation CTA Control area CLBR Calibration CTAM Climb to and maintain CLD Cloud CTC Contact CLG Calling CTL Control CLR Clear or cleared to or clearance CTN Caution CLSD Close or closed or closing CTR Control zone CM Centimetre CUST Customs CMB Climb to or climbing to CW Continuous wave CMPL Completion or completed or complete CWY Clearway CNL Cancel or cancelled


D

D Danger area or downward DIV Divert or diverting DA Decision altitude DLA Delay or delayed DCD Double channel duplex DME Distance measuring equipment DCKG Docking DNG Danger or dangerous DCS Double channel simplex DOM Domestic DCT Direct DP Dewpoint temperature DEC December DPT Depth DEG Degrees DR Dead reckoning DENED Fog dispersal operations DRG During DEP Depart or departure DSB Double side band DES Descend or descending to DTAM Descend to and maintain DEST Destination DTG Date time group DETRESFA Distress phase DTRT Deteriorate DEV Deviating or deviation DTW Dual tandem wheels DFTI Distance from touchdown indicator DUC Dense upper cloud DH Decision height DUR Duration DIF Diffuse DVOR Doppler VOR DIST Distance DW Dual wheels

E

E East or eastern longitude ENRT En-route EAT Expected approach time EOBT Estimated off bloke time EB Eastbound EQPT Equipment EET Estimated elapsed time ER Here or herewith EFC Expect further clearance ESE East south east EHF Extremely high frequency EST Estimate or estimated ELBA Emergency locator beacon – aircraft ETA Estimated time of arrival or estimating

arrival ELEV Elevation ETD Estimated time of departure or estimating

departure ELR Extra long range ETO Estimated time over significant point EM Emission EV Every EMBD Embedded in a layer EXC Except EMERG Emergency EXER Exercises or exercising or to exercise END Stop-end EXP Expect or expected or expecting ENE East north east EXTD Extend or extending ENG Engine

F

F Fixed FLTCK Flight deck FAC Facilities FLUC Fluctuating or fluctuation or fluctuated FAF Final Approach Fix FLW Follow or following FAL Facilitation FLY Fly or flying FAP Final approach point FM From FATO Final approach and take-off area FMU Flow management FAX Facsimile transmission FNA Final approach FBL Light FPL Filed flight plan


FC Funnel cloud FPM Feet per minute FCST Forecast FPR Flight plan route FCT Friction coefficient FR Fuel remaining FEB February FREQ Frequency FIC Flight information centre FRI Friday FIR Flight information region FRNG Firing FIS Flight information service FRONT Front FISA Automated flight information service FRQ Frequent FL Flight level FSL Full stop landing FLD Field FSS Flight service centre FLG Flashing FST First FLR Flares FT Feet FLT Flight FZ Freezing

G

G Green GND Ground G/A Ground to air GNDCK Ground check G/A/G Ground to air to ground GNSS Global navigation satellite system GCA Ground controlled approach system or

ground controlled approach GP Glide path

GEN General GRASS Grass landing area GEO Geographic or true GRID Grid point values GES Ground earth station GRVL Gravel GLD Glider GS Ground speed

H

H24 Continuous night and day service HOL Holiday HAPI Helicopter approach path indicator HOSP Hospital aircraft HBN Hazard beacon HPA Hectopascal HDF High frequency direction finding station HR Hours HDG Heading HS Service available during hours of scheduled

operation HEL Helicopter HURCN Hurricane HF High frequency HVDF High and very high frequency direction

finding stations HGT Height or height above HVY Heavy HJ Sunrise to sunset HX No specific working hours HLDG Holding HYR Higher HN Sunset to sunrise HZ Hertz HO Service available to meet operational

requirements

I

IAC Instrument approach chart INBD Inbound IAF Initial approach fix INC In cloud IAO In and out of clouds INCERFA Uncertainty phase IAR Intersection of air routes INFO Information IAS Indicated air speed INOP Inoperative


IBN Identification beacon INP If not possible ICE Icing INPR In progress ID Identifier INS Inertial navigation system IDENT Identification INSTL Install or installed or installation IF Intermediate INSTR Instrument IFF Identification friend or foe INT Intersection IFR Instrument flight rules INTL International IGA International general aviation INTRG Interrogator ILS Instrument landing system INTRP Interrupt or interruption or interrupted IM Inner marker INTSF Intensify or intensifying IMC Instrument meteorological conditions INTST Intensity IMG Immigration IR Ice on runway IMPR Improve or improving ISA International standard atmosphere IMT Immediate or immediately ISB Independent sideband INA Initial approach ISOL Isolated

J

JAN January JUL July JTST Jet stream JUN June

K

KG Kilograms KPA Kilopascal KHZ Kilohertz KT Knots KM Kilometres KW Kilowatts KMH Kilometres per hour

L

L Left or locator LM Locator middle LAM Logical acknowledgement LMT Local mean time LAN Inland LNG Long LAT Latitude LO Locator outer LDA Landing distance available LOC Local or locally or location or located LDAH Landing distance available, helicopter LONG Longitude LDG Landing LORAN Long range air navigation system LDI Landing direction indicator LRG Long range LEN Length LSQ Line squall LF Low frequency LTD Limited LGT Light or lighting LTT Landline teletypewriter LGTD Lighted LV Light and variable LIH Light intensity high LVE Leave or leaving LIL Light intensity low LVL Level LIM Light intensity medium LYR Layered or layer LLZ Localizer

M

M Mach number or metres MLS Microwave landing system


MAA Maximum authorized altitude MM Middle marker MAG Magnetic MNM Minimum MAINT Maintenance MNPS Minimum navigation performance

specification MAP Aeronautical maps and charts MNT Monitor or monitoring MAPT Missed approach point MNTN Maintain MAR At sea or march MOA Military operating area MAS Manual A1 simplex MOC Minimum obstacle clearance MAX Maximum MOD Moderate MAY May MON Above mountains or Monday MCA Minimum crossing altitude MOTNE Meteorological Operational

Telecommunications Network Europe MCW Modulated continuous wave MOV Move or moving or movement MDA Minimum descent altitude MPS Metres per second MDF Medium frequency direction finding station MRA Minimum reception altitude MDH Minimum descent height MRG Medium range MEA Minimum en-route altitude MRP ATS/MET reporting point MEHT Minimum eye height over threshold MS Minus MET Meteorological or meteorology MSA Minimum sector altitude METAR Aviation routine weather report MSG Message MF Medium frequency MSL Mean sea level MHDF Medium and high frequency direction finding

station MT Mountain

MHVDF Medium, high and very high frequency direction finding station

MTU Metric units

MHZ Megahertz MTW Mountain waves MID Mid-point MVDF Medium and very high frequency direction

finding station MIL Military MWO Meteorological watch office MIN Minutes MX Mixed type of ice formation MKR Marker radio beacon

N

NNW North north west N North or northern latitude or no distinct tendency NOF International NOTAM office

NAT North Atlantic NOSIG No significant change NAV Navigation NB Northbound NBFR Not before NC No change NDB Non-directional beacon

NOTAM 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 flight operations

NE North east NOV November NEB North eastbound NR Number

NRH No reply heard NEG No or negative or permission not granted or that is not correct NSC Nil significant cloud

NGT Night NSW Nil significant weather NIL None or I have nothing to send you NW North west NM Nautical miles NWB North westbound NML Normal NXT Next


NNE North north east O

OAC Oceanic area control OPC The control indicated is operational control OAS Obstacle assessment surface OPMET Operational meteorological OBS Observe or observed or observation OPN Open or opening or opened OBSC Obscure OPR Operator or operate or operative or

operating or operational OBST Obstacle OPS Operations OCA Obstacle clearance altitude O/R On request OCC Occulting ORD Indication of an order OCH Obstacle clearance height OSV Ocean station vessel OCNL Occasional or occasionally OTLK Outlook OCS Obstacle clearance surface OTP On top OCT October OTS Organised track system OHD Overhead OUBD Outbound OM Outer marker OVC Overcast OPA Opaque, white type of ice formation

P

P Prohibited area POB Persons on board PALS Precision approach lighting system POSS Possible PANS Procedures for air navigation services PPI Plan position indicator PAPI Precision approach path indicator PPR Prior permission required PAR Precision approach radar PPSN Present position PARL Parallel PRI Primary PAX Passenger(s) PRKG Parking PCD Proceed or proceeding PROB Probability PCN Pavement classification number PROC Procedure PER Performance PROV Provisional PERM Permanent PS Plus PJE Parachute jumping exercise PSG Passing PLA Practice low approach PSN Position PLN Flight plan PSP Pierced steel plate PLVL Present level PTN Procedure turn PN Prior notice required PTS Polar track structure PNR Point of no return PWR Power

Q

QBI Compulsory IFR flight QFU Magnetic orientation of runway QDM Magnetic heading QNH Altimeter sub-scale setting to obtain

elevation when on the ground QDR Magnetic bearing QTE True bearing QFE Atmospheric pressure at aerodrome

elevation QUAD Quadrant

R

R Red or restricted area or right RNAV Area navigation RAC Rules of the air and air traffic services RNG Radio range


RAFC Regional area forecast centre RNP Required navigation performance RAG Ragged or runway arresting gear ROBEX Regional OPMET bulletin exchange RAI Runway alignment ROC Rate of climb RB Rescue boat ROD Rate of descent RCA Reach cruising altitude ROFOR Route forecast RCC Rescue co-ordination RON Receiving only RCF Radio communication failure RPL Repetitive flight plan RCH Reach or reaching RPLC Replace or replaced RCL Runway centre line RPS Radar position symbol RCLL Runway centre line light(s) RQMNTS Requirements RCLR Recleared RQP Request flight plan RDH Reference datum height RQS Request supplementary flight plan RDL Radial RR Report reaching RDO Radio RSC Rescue sub-centre RE Recent RSCD Runway surface condition REC Receive or receiver RSP Responder beacon REDL Runway edge light(s) RSR En-route surveillance radar REF Recleared RTD Delayed REG Registration RTE Route RENL Runway end light(s) RTF Radiotelephone REP Report or reporting or reporting point RTG Radiotelegraph REQ Request or requested RTHL Runway threshold light(s) RERTE Reroute RTN Return or returned or returning RG Range RTODAH Rejected take-off distance available,

helicopter RIF Reclearance in flight RTS Return to service RITE Right RV Rescue vessel RL Report leaving RVR Runway visual range RLA Relay to RWY Runway RLCE Request level change en-route RTT Radioteletypewriter RLLS Runway lead in lighting system RTZL Runway touchdown zone light(s) RLNA Request level not available RUT Standard regional route transmitting

frequencies RMK Remark

S

S South or southern latitude SPECI Aviation selected special weather report SALS Simple approach lighting system SPECIAL Special meteorological report SAN Sanitary SPL Supplementary flight plan SAP As soon as possible SPOT Spot wind SAR Search and rescue SQ Squall SARPS Standards and recommended practices SR Sunrise SAT Saturday SRA Surveillance radar approach SATCOM Satellite communication SRE Surveillance radar element of precision

approach radar system SB Southbound SRG Short range SCT Scattered SRR Search and rescue region SDBY Stand by SRY Secondary SE South east SS Sunset


SEB South eastbound SSB Single sideband SEC Seconds SSE South south east SECT Sector SSR Secondary surveillance radar SELCAL Selective calling system SST Supersonic transport SEP September SSW South south west SER Service or servicing or served STA Straight in approach SEV Severe STAR Standard instrument arrival SFC Surface STD Standard SGL Signal STF Stratiform SHF Super high frequency STN Station SID Standard instrument departure STNR Stationary SIGMET Information concerning en-route weather

which may affect the safety or aircraft operations

STOL Short take-off and landing

SIGWX Significant weather STS Status SIMUL Simultaneous or simultaneously STWL Stopway lights SIWL Single isolated wheel load SUB Subject to SKC Sky clear SUN Sunday SKED Schedule or schedule SUP Supplement SLP Speed limiting point SUPPS Regional supplementary procedures SLW Slow SVC Service message SMC Surface movement control SVCBL Serviceable SMR Surface movement radar SW South west

SWB South west bound SNOWTAM A special series NOTAM notifying the presence or removal of hazardous conditions due to snow, ice, slush or standing water, associated with snow, slush or ice on the movement area, by means of a special format

SWY Stopway

T

T Temperature TLOF Touchdown and lift-off area TA Transition altitude TMA Terminal control area TACAN UHF tactical air navigation aid TNA Turn altitude TAF Aerodrome forecast TO To TAIL Tail wind TOC Top of climb TAR Terminal area surveillance radar TODA Take-off distance available TAS True airspeed TODAH Take-off distance available, helicopter TAX Taxiing or taxi TOP Cloud top TC Tropical cyclone TORA Take-off run available TDO Tornado TP Turning point TDZ Touchdown zone TR Track TECR Technical reason TRA Temporary reserved airspace TEL Telephone TRANS Transmits or transmitter TEMPO Temporary or temporarily TRL Transition level TREND Trend forecast TROP Tropopause TFC Traffic TT Teletypewriter TGL Touch and go landing TUE Tuesday TGS Taxiing guidance system TURB Turbulence THR Threshold TVOR Terminal VOR


THRU Through TWR Aerodrome control tower or aerodrome control

THU Thursday TWY Taxiway TIL Until TWYL Taxiway link TIP Until past TYP Type of aircraft TKOF Take-off TYPH Typhoon TL Till

U

U Upward UIR Upper flight information region UAB Until advised by ULR Ultra long range UAC Upper area control UNA Unable UAR Upper air route UNAP Unable to approve UDF Ultra high frequency direction finding station UNL Unlimited UFN Until further notice UNREL Unreliable UHDT Unable higher due traffic U/S Unserviceable UHF Ultra high frequency UTA Upper control area UIC Upper information centre UTC Co-ordinated universal time

V

VA Volcanic ash VIS Visibility VAC Visual approach chart VLF Very low frequency VAL In valleys VLR Very long range VAN Runway control van VMC Visual meteorological conditions VAR Magnetic variation or visual-aural radio

range VOLMET Meteorological information for aircraft in

flight VASIS Visual approach slope indicator system VOR Vhf omnidirectional range VCY Vicinity VORTAC VOR and TACAN VDF Very high frequency direction finding station VOT VOR airborne equipment test facility VER Vertical VRB Variable VFR Visual flight rules VSA By visual reference to the ground VHF Very high frequency VSP Vertical speed VIP Very important person VTOL Vertical take-off and landing

W

W West or western or white WINTEM Forecast upper wind and temperature for aviation

WAC World aeronautical chart ICAO 1:1 000 000 WIP Work in progress WAFC World area forecast centre WKN Weaken or weakening WB Westbound WNW West north west WBAR Wing bar lights WO Without WDI Wind direction indicator WPT Way point WDSPR Widespread WRNG Warning WED Wednesday WS Wind shear WEF With effect from or effective from WSW West south west WI Within WT Weight WID Width WTSPT Waterspout WIE With immediate effect or effective WX weather


immediately WILCO Will comply

X

X Cross XNG Crossing XBAR Crossbar XS Atmospherics

Y

Y Yellow YR Your YCZ Yellow caution zone

Z

Z Co-ordinated universal time (in meteorological messages)


Chapter 2.

The History of Aviation Law and the Chicago Convention 1944 Introduction Today, decisions concerning international civil aviation are taken by the member states of the International Civil Aviation Organization (ICAO). The JAR Aviation Law exam follows the Annexes and other documents of ICAO. These notes are designed to follow the JAR syllabus and are a precis of all of the reference material. The language may be difficult to follow because of the use made of the words SHALL and SHOULD. SHALL refers to Standards; SHOULD refers to recommended practices. These terms are explained in greater detail later. 1919 Aeronautical Commission of the Paris Peace Conference This commission drafted legislation concerning International Air Navigation. The convention recognized that every state has complete and exclusive sovereignty over the airspace above its territory, and provided for the innocent passage of civil aircraft of other contracting states over that state’s territory. It was the recommendations made by this conference that established the need for an international body to regulate civil aviation and led to the formation of the International Commission for Air Navigation (ICAN). 1926 Ibero-American Congress, Madrid Essentially identical to the Paris convention the aim of this congress was to link Spain and the Latin American states into an organization similar to ICAN. 1928 Pan-American Convention of Commercial Aviation, Havana Specifically tailored for the needs of the states of the Western Hemisphere. The drafting of the Havana convention envisaged the western and eastern hemispheres as separate distinct entities with no need for commonality. Lindbergh completed the first non-stop solo Atlantic flight on 20 May 1927. The day that the Havana Convention was ratified. This convention weakened the status of ICAN which was eventually superseded by ICAO. 1929 Warsaw Convention of the Unification of Certain Rules to International Carriage by Air A convention to which 108 are parties, it is one of the most widely accepted unification of private law. It unifies legislation on:

Documentation on the carriage of passengers, baggage and cargo. The financial liability of airlines. The question of jurisdiction, by defining the courts before which any action may

be brought.


This convention was amended and simplified by the 1955 Hague Protocol. The Montreal Agreement of 1966 further amended the liability of airlines. 1944 Convention in International Aviation (the Chicago Convention) (The text used to explain the Articles of the Chicago Convention is little changed from the original, as the meaning may be lost if simplified) Part I – Air Navigation Chapter I - General Principles and Application Of The Convention Article 1 - Sovereignty The Contracting States recognize that every State has complete and exclusive sovereignty over the airspace above its territory. Article 2 – Territory For the purposes of this convention the territory of a State shall be deemed to be the land areas and territorial waters adjacent thereto under the sovereignty, suzerainty, protection or mandate of such a State. Article 3 - Civil and State Aircraft This convention shall be applicable only to civil aircraft, and shall not be applicable to State aircraft:

Aircraft used in military, customs and police services shall be deemed to be State aircraft

No State aircraft of a Contracting State shall fly over the territory of another State or land without authorization by special agreement or otherwise.

The Contracting States undertake, when issuing regulations for their State aircraft, that they will have due regard for the safety of navigation of civil aircraft

Article 4 - Misuse of Civil Aircraft Each Contracting State agrees not to use civil aviation for any purpose inconsistent with the aims of this convention. Chapter II - Flight Over Territory of Contracting States Article 5 - Right of Non-Scheduled Aircraft Each Contracting State agrees that all aircraft of other Contracting States, not engaged in scheduled international air services shall have the right to make flights into or transit non-stop across its territory and to make stops for non-traffic purposes without the necessity of obtaining prior permission. This is subject to the right of the state flown over which may require the aircraft to land. Each Contracting State reserves the right, for reasons of safety of flight, to require aircraft desiring to proceed over regions which are inaccessible or without adequate air navigation facilities to follow prescribed routes, or to obtain special permission for such flights. Such aircraft, if engaged on the carriage of passengers, cargo or mail for remuneration or hire on other than scheduled international air services, shall also subject to the provisions of Article 7, have the right to take on or discharge passengers, cargo or mail. This is subject to the right of any State, where such embarkation or discharge takes place, to impose such regulations, conditions, or limitations as it may consider desirable.


Article 6 - Scheduled Air Services No scheduled international air service may be operated over or into the territory of a Contracting State, except with the special permission or other authorization of that State, and in accordance with the terms of such permission or authorization. Article 7 – Cabotage Each Contracting State shall have the right to refuse permission to the aircraft of other Contracting States to take on in its territory passengers, mail and cargo carried for remuneration or hire and destined for another point within its territory. Each Contracting State undertakes not to enter into any arrangements that specifically grant any such privilege on an exclusive basis to any other State or an airline of any other State, and not to obtain any such exclusive privilege from any other State. Cabotage is the carrying of passengers, mail or cargo by an aircraft from State A within State B eg An Atlantic Aviation aircraft picking passengers up in Berlin and disembarking them in Munich. Each Contracting State has the right to refuse cabotage within its own state. Article 8 - Pilotless Aircraft No aircraft capable of being flown without a pilot shall be flown without a pilot over the territory of a Contracting State without special authorization by that State and in accordance with the terms of such authorization. Each Contracting State undertakes to ensure that the flight of such aircraft without a pilot in regions open to civil aircraft shall be controlled as to obviate danger to civil aircraft. Article 9 - Prohibited Areas

Each Contracting State may, for reasons of military necessity or public safety, restrict or prohibit the aircraft of other States from flying over certain areas of its territory. This is provided that no distinction in this respect is made between the aircraft of the State whose territory is involved. Prohibited areas shall be of reasonable extent and location so as not to interfere unnecessarily with air navigation. Descriptions of prohibited areas in the territory of a Contracting State, as well as any subsequent alterations, shall be communicated as soon as possible to other Contracting States and to the ICAO

Each Contracting State reserves the right, in exceptional circumstances or during

a period of emergency, or in the interests of public safety, and with immediate effect, to restrict or prohibit flying over the whole or any part of its territory temporarily. Such a restriction or prohibition shall be applicable without distinction of nationality to aircraft of all other States.

Each Contracting State, under any regulations as it may prescribe may require

any aircraft entering the areas in the paragraphs above to effect a landing as soon as practicable thereafter at a designated airport within its territory.

Article 10 - Landing At Customs Airport Except in a case where, under the terms of this Convention or a special authorization, aircraft are permitted to cross the territory of a Contracting State without landing, every aircraft which enters the territory of a Contracting State shall, if the regulations of that State so require, land at an airport for the purpose of customs and other examination. On departure from the territory of a Contracting State, aircraft


shall also depart from a designated customs airport. Particulars of all designated customs airports shall be published by the State and transmitted to the ICAO established under Part II of this Convention for communication to all other Contracting States. Article 11 - Applicability of Air Regulations Subject to the provisions of this Convention, the laws and regulations of a Contracting State relating to the admission to or departure from its territory of aircraft engaged in international air navigation, or to the operation and navigation of such aircraft while within its territory, shall be applied to the aircraft of all Contracting States without distinction as to nationality, and shall be complied with by aircraft upon entering or departing from or while within the territory of that State. Article 12 - Rules of the Air Each Contracting State undertakes to adopt measures to ensure that all aircraft flying over or manoeuvring within its territory and that every aircraft carrying its nationality mark, wherever that aircraft may be, shall comply with the rules and regulations relating to the flight and manoeuvre of aircraft there in force. Each Contracting State undertakes to keep its own regulations uniform, to the greatest possible extent, with those rules established under the Convention. Over the high seas, the rules in force shall be those established under the Convention. Each Contracting State undertakes to ensure the protection of all persons violating the regulations applicable. Article 13 - Entry and Clearance Regulations The laws and regulations of a Contracting State as to the admission to or departure from its territory of passengers, crew, or cargo of aircraft such as entry clearance, immigration, passports, customs, and quarantine shall be complied with by or on behalf of passengers, crew or cargo upon entrance into or departure from, or while within the territory of that State. Article 14 - Prevention of Spread of Disease Each Contracting State agrees to take effective measures to prevent the spread by means of air navigation of cholera, typhus (epidemic), smallpox, yellow fever, plague, and such other communicable disease as the Contracting States shall from time to time decide to designate. To that end Contracting States will keep in close consultation with the agencies concerned with international regulations relating to sanitary measures applicable to aircraft. Consultation shall be without prejudice to the application of any existing international convention on this subject to which the Contracting States may be parties. Article 16 - Search of Aircraft The appropriate authorities of each of the Contracting States shall have the right without unreasonable delay, to search aircraft of the other Contracting States on landing or departure, and to inspect the certificates and other documents prescribed by this Convention. Chapter III - Nationality of Aircraft Article 17 - Nationality of Aircraft Aircraft have the nationality of the State in which they are registered Article 18 - Dual Registration An aircraft cannot be validly registered in more than one State, but its registration may be changed from one State to another


Article 19 - National Laws Governing Registration The registration or transfer of registration of aircraft in any Contracting State shall be made in accordance with its laws and regulations. Article 20 - Display of Marks Every aircraft engaged in international air navigation shall bear its appropriate nationality and registration marks. Article 21 - Report of Registrations Each Contracting State undertakes to supply to any other Contracting State or to the ICAO, on demand, information concerning the registration and ownership of any particular aircraft registered in that State. Each Contracting State shall furnish reports to the ICAO, under any regulations as the latter may decide upon, pertinent data concerning the ownership and control of aircraft registered in that State and engaged in international air navigation. The data obtained by the ICAO shall be made available to the other Contracting States. Chapter IV - Measures to Facilitate Air Navigation Article 22 - Facilitation of Formalities Each Contracting State agrees to adopt all practicable measures to facilitate and expedite navigation by aircraft between the territories of Contracting States. This includes the prevention of unnecessary delays to aircraft, crews, passengers and cargo, especially in the administration of the laws relating to immigration, quarantine, customs and clearance. Article 23 - Customs and Immigration Procedures Each Contracting State undertakes, so far as practicable, to establish customs and immigration procedures affecting international air navigation in accordance with the practices which may be established or recommended from by the Convention. Nothing in this Convention shall be construed as preventing the establishment of customs free airports. Article 24 - Customs Duty

Aircraft on a flight to, from, or across the territory of another Contracting State shall be admitted temporarily free of duty, subject to the customs regulations of the State. Fuel, lubricating oils, spare parts, regular equipment and aircraft spares on board an aircraft of a Contracting State, on arrival in the territory of another Contracting State and retained on board on leaving the territory of that State shall be exempt from customs duty, inspection fees or similar national or local duties and charges. This exemption shall not apply to any quantities or articles unloaded, except in accordance with the customs regulations of the State, which may require that they shall be kept under customs supervision.

Spare parts and equipment imported into the territory of a Contracting State for

incorporation in or use on an aircraft of another Contracting State engaged in international air navigation shall be admitted free of customs duty, subject to compliance with the regulations of the State concerned, which may provide that the articles shall be kept under customs supervision and control.

Article 25 - Aircraft In Distress Each Contracting State undertakes to provide such measures of assistance to aircraft in distress in its territory as is practicable, and to permit,


subject to control by its own authorities, the owners of the aircraft or authorities of the State in which the aircraft is registered to provide assistance as may be necessitated by the circumstances. Each Contracting State, when undertaking a search for missing aircraft, will collaborate in co-ordinated measures which may be recommended from time to time by the convention. Article 26 - Investigation of Accidents In the event of an accident to an aircraft of a Contracting State occurring in the territory of another Contracting State, and involving death or serious injury, or indicating serious technical defect in the aircraft or air navigation facilities, the State in which the incident occurs will institute an inquiry into the circumstances of the accident, in accordance, so far as its laws permit, with the procedure which may be recommended by the ICAO. The State holding the inquiry shall communicate the report and findings in the matter to the other State. Article 28 - Air Navigation Facilities and Standard Systems Each Contracting State undertakes, so far as it may be practicable, to:

Provide, in its territory, airports, radio services, meteorological services and other air navigation facilities to facilitate international air navigation, in accordance with the standards and practices recommended or established by the Convention.

Adopt and put into operation the appropriate standard systems of communications procedures, codes, markings, signals, lighting and other operational practices and rules which may be recommended or established by the Convention.

Collaborate in international measures to secure the publication of aeronautical maps and charts in accordance with standards that may be recommended or established by the Convention.

Chapter V - Conditions to be Fulfilled With Respect to Aircraft Article 29 - Documents Carried in Aircraft An aircraft of a Contracting State, engaged in international air navigation, shall carry the following documents in order to conform with the Convention:

A certificate of registration A certificate of airworthiness The appropriate licenses for each member of the crew A journey log book If equipped with radio apparatus, the aircraft radio station license If passengers are carried, a list of their names and places of embarkation and

destination If cargo is carried, a manifest and detailed declarations of the cargo


Article 30 - Aircraft Radio Equipment

Aircraft of a Contracting State may, in or over the territory of other Contracting States, carry radio-transmitting apparatus if a license to install and operate the radio has been issued by the appropriate authorities of the State in which the aircraft is registered. The use of radio transmitting apparatus in the territory of the Contracting State whose territory is flown over shall be in accordance with the regulations prescribed by that State.

Radio transmitting apparatus can only be used by members of the flight crew who are provided with a radio license issued by the appropriate authorities of the State in which the aircraft is registered.

Article 31 - Certificates of Airworthiness All aircraft engaged in international air navigation shall be provided with a certificate of airworthiness issued or rendered valid by the State in which it is registered. Article 32 - Licenses of Personnel The pilot of every aircraft and the other members of the operating crew of all aircraft engaged in international navigation shall be provided with:

Certificates of competency, and Licenses issued or rendered valid

by the State in which the aircraft is registered. Each Contracting State reserves the right to refuse to recognize, for the purposes of flight above its own territory, certificates of competency and licenses granted to any of its nationals by other Contracting States Article 33 - Recognition of Certificates And Licenses Certificates of airworthiness and certificates of competency and licenses issued or rendered valid by the Contracting State in which the aircraft is registered, shall be recognized as valid by other Contracting States, provided that the requirements under which certificates or licences were issued or rendered valid are equal to or above the minimum standards established by the Convention. Article 34 - Journey Log Books All aircraft engaged in international navigation shall have a journey log book in which shall be entered particulars of the aircraft, its crew and of each journey. Article 35 - Cargo Restrictions No munitions of war or implements of war may be carried in or above the territory of a State by aircraft engaged in international navigation, except by permission of that State. Each State shall determine what constitutes munitions of war for the purposes of this article, giving due consideration, for the purposes of uniformity, to the recommendations made by ICAO.


Each Contracting State reserves the right, for reasons of public order and safety, to regulate or prohibit the carriage in or above its territory of articles other than those listed in the paragraph above, provided that:

No distinction is made in this respect between its national aircraft engaged in international navigation and the aircraft of the other States, and

No restriction shall be imposed which may interfere with the carriage and use on aircraft of apparatus necessary for the operation or navigation of the aircraft or the safety of the personnel or passengers

Article 36 - Photographic Apparatus Each Contracting State may prohibit or regulate the use of photographic apparatus in aircraft over its territory. Chapter VI - International Standards and Recommended Practices Article 37 - Adoption of International Standards And Procedures Each Contracting State undertakes to collaborate in securing the highest practicable degree of uniformity in regulations, standards, procedures and organization in relation to aircraft, personnel, airways and auxiliary services in all matters in which such uniformity will facilitate and improve air navigation To this end the ICAO shall adopt and amend, as may be necessary, international standards and recommended practices and procedures dealing with:

Communications systems and air navigation aids, including ground marking Characteristics of airports and landing areas Rules of the air and air traffic control practices Licensing of operating and mechanical personnel Airworthiness of aircraft Registration and identification of aircraft Collection and exchange of meteorological information Log books Aeronautical maps and charts Customs and immigration procedures Aircraft in distress and investigation of accidents

and other such matters concerned with the safety, regularity, and efficiency of air navigation as may from time to time appear appropriate. Article 38 - Departures From International Standards and Procedures Any State which finds it impracticable to comply in all respects with any such international standards or procedures, or to bring its own regulations or practices into full accord with any international standard or procedure after amendment of the latter, or which deems it necessary to adopt regulations or practices differing in any respect from those established by an international standard, shall give immediate notification to the ICAO of the differences between its own


practice and that established by the international standard. In the case of amendments to international standards, any State which does not make the appropriate amendments to its own regulations or practices shall give notice to the Council within 60 days of the adoption of the amendment to the international standard, or indicate the action which it proposes to take. In any such case, the Council shall make immediate notification to all other States of the difference that exists between one or more features of an international standard and the corresponding national practice of that State. Article 39 - Endorsement of Certificates and Licenses

Any aircraft or part thereof with respect to which there exists an international standard of airworthiness or performance, and which failed in any respect to satisfy the standard at the time of its certification, shall have endorsed on or attached to its airworthiness certificate a complete list of the details in respect of which it failed.

Any person holding a license who does not satisfy in full the conditions laid down

in the international standard relating to the class of license or certificate which he holds shall have endorsed on or attached to his license the details of the particulars in which he does not satisfy such conditions.

Article 40 - Validity of Endorsed Certificates and Licenses No aircraft or personnel having certificates or licenses so endorsed shall participate in international navigation, except with the permission of the State or States whose territory is entered. The registration or use of any such aircraft, or of any certificated aircraft part, in any State other than that in which it was originally certificated shall be at the discretion of the State into which the aircraft or part is imported. Part II – The International Civil Aviation Organisation Chapter VII - The Organisation

Air Navigation Commission 15 members appointed by the Council Air Transport Committee Appointed by the Council Legal Committee

Air NavigationCommission

Air TransportCommittee

Legal Committee Committee on JointSupport of Air Navigation Services

Finance Committee Committee onUnlawful Interference

COUNCIL33 Contracting States elected by the Assembly

(President of the Council is elected by the Council

ASSEMBLYAll Contracting States one member one vote


Committee on Joint Support of Air Navigation Services Not more than 11 members, with not less than 9 members appointed by the Council Finance Committee Not more than 13 members, with not less than 9 members appointed by the Council Committee on Unlawful Interference 15 members appointed by the Council Article 43 - Name and Composition An organization to be named the International Civil Aviation Organization is formed by the Convention. It is made up of an Assembly, a Council, and such other bodies as may be necessary. Article 44 – Objectives The aims and objectives of the organization are to develop the principles and techniques of international air navigation and to foster the planning and development of international air transport so as to:

Ensure the safe and orderly growth of international civil aviation throughout the world

Encourage the arts of aircraft design and operation for peaceful purposes Encourage the development of airways, airports and air navigation facilities for

international civil aviation Meet the needs of the peoples of the world for safe, regular, efficient and

economical air transport Prevent economic waste caused by unreasonable competition Insure that the rights of Contracting States are fully respected and that every

Contracting State has a fair opportunity to operate international airlines Avoid discrimination between Contracting States Promote safety of flight in international air navigation Promote generally the development of all aspects of international civil aeronautics

Article 47 - Legal Capacity The organization shall enjoy in the territory of each Contracting State such legal capacity as may be necessary for the performance of its functions


Chapter VIII - The Assembly Article 48 - Meetings of Assembly and Voting

The Assembly shall meet not less than once every three years and shall be convened by the Council at a suitable time and place. An extraordinary meeting of the Assembly may be held at any time upon the call of the Council or at the request of not less than 1/5 th of the total number of Contracting States.

All Contracting States shall have an equal right to be represented at the meetings

of the Assembly and each Contracting State shall be entitled to one vote. Delegates representing Contracting States may be assisted by technical advisers who may participate in the meetings but shall have no vote

A majority of the Contracting States is required to constitute a quorum for the

meetings of the Assembly. Unless otherwise provided in this Convention, decisions of the Assembly shall be taken by a majority of the votes cast

Article 49 - Powers and Duties of the Assembly The powers and duties of the Assembly shall be to:

Elect at each meeting its president and other officers Elect the Contracting States to be represented on the Council, in accordance with

the provisions of Chapter IX Examine and take appropriate action on the reports of the Council and decide on

any matter referred to it by the Council Determine its own rules of procedure and establish such subsidiary commissions

as it may consider to be necessary or desirable Vote annual budgets and determine the financial arrangements of the

organization, in accordance with the provisions of Chapter XII Review expenditures and approve the accounts of the organization Refer, at its discretion, to the Council, to subsidiary commissions, or to any other

body any matter within its sphere of action Delegate to the Council the powers and authority necessary or desirable for the

discharge of the duties of the organization and revoke or modify the delegations of authority at any time

Carry out the appropriate provisions of Chapter XIII Consider proposals for the modification or amendment of the provisions of this

Convention and, if it approves of the proposals, recommend them to the Contracting States in accordance with the provisions of Chapter XXI

Deal with any matter within the sphere of action of the Organization not specifically assigned to the Council


Chapter IX - The Council Article 50 - Composition and Election of the Council

The Council shall be a permanent body responsible to the Assembly. It is composed of 33 Contracting States elected by the Assembly. An election shall be held at the first meeting of the Assembly and thereafter every 3 years. Elected members of the Council hold office until the following election

In electing the members of the Council, the Assembly shall give adequate

representation to:

The States of chief importance in air transport The States not otherwise included which make the largest contribution to the

provision of facilities for international civil air navigation, and The States not otherwise included whose designation will insure that all the major

geographic areas of the world are represented The Assembly shall fill any vacancy on the Council as soon as possible; any

Contracting State so elected to the Council shall hold office for the unexpired portion of its predecessor’s office

No representative of a Contracting State on the Council shall be actively

associated with the operation of an international air service or financially interested in such a service

Article 51 - President of Council The Council shall elect its president for a term of 3 years. He may be re-elected. He shall have no vote. The Council shall elect from its members one or more vice presidents who shall retain their right to vote when serving as acting president. The president need not be selected from among the representatives of the members of the Council but, if a representative is elected, his seat shall be deemed vacant and it shall be filled by the State that he represented. The duties of the president shall be to:

Convene meetings of

• The Council • The Air Transport Committee • The Air Navigation Commission

Serve as representative of the Council Carry out on behalf of the Council the functions which the Council assigns to him


Article 54 - Mandatory Functions of the Council The Council shall:

Submit annual reports to the Assembly Carry out the directions of the Assembly and discharge the duties and obligations

which are laid on it by this Convention Determine its organization and rules of procedure Appoint and define the duties of an Air Transport Committee, which shall be

chosen from among the representatives of the members of the Council, and which shall be responsible to it

Establish an Air Navigation Commission, in accordance with the provisions of Chapter X

Administer the finances of the Organization in accordance with the provisions of Chapter XII and XV

Determine the emoluments of the president of the Council Appoint a chief executive officer who shall be called the secretary-general, and

make provision for the appointment of such other personnel as may be necessary, in accordance with the provisions of Chapter XI

Request, collect, examine and publish information relating to the advancement of air navigation and the operation of international air services including information about the costs of operation and particulars of subsidies paid to airlines from public funds

Report to Contracting States any infraction of this Convention, as well as any failure to carry out recommendations or determinations of the Council

Report to the Assembly any infraction of this Convention where a Contracting State has failed to take appropriate action within a reasonable time after notice of the infraction

Adopt, in accordance with the provisions of Chapter VI of this Convention, international standards and recommended practices; for convenience designate them as Annexes to this Convention; and notify all Contracting States of the action taken

Consider recommendations of the Air Navigation Commission for amendment of the Annexes and take action in accordance with the provisions of Chapter XX

Consider any matter relating to the Convention which any Contracting State refers to it

Article 55 - Permissive Function of the Council The Council may:

Where appropriate and as experience may show to be desirable, create subordinate air transport commissions on a regional or other basis and define groups of States or airlines with or through which it may deal to facilitate the carrying out of the aims of this Convention

Delegate to the Air Navigation Commission duties additional to those in the Convention and revoke or modify such delegations of authority at any time

Conduct research into all aspects of air transport and air navigation which are of international importance, communicate the results of its research to the Contracting States, and facilitate the exchange of information between Contracting States on air transport and air navigation matters


Study any matters affecting the organization and operation of international air transport, including the international ownership and operation of international air services on trunk routes, and submit to the Assembly plans in relation thereto

Investigate, at the request of any Contracting State, any situation which may appear to present avoidable obstacles to the development of international air navigation; and after such investigation, issue such reports as may appear to be desirable

Chapter X - The Air Navigation Commission Article 56 - Nomination and Appointment of the Commission The Air Navigation Commission is composed of 15 members appointed by the Council from among the persons nominated by Contracting States, These persons shall have suitable qualifications and experience in the science and practice of aeronautics. The Council shall request all Contracting States to submit nominations. The Council shall appoint the president of the Air Navigation Commission. Article 57 - Duties of the Commission The Air Navigation Commission shall:

Consider and recommend to the Council for adoption, modifications of the Annexes to this Convention

Establish technical sub-commissions on which any Contracting State may be represented, if it so desires

Advise the Council concerning the collection and communication to the Contracting States of all information which it considers necessary and useful for the advancement of air navigation

ICAO Annexes The annexes are the basis of the ICAO procedures and practices:

Annex 1 - Personnel Licensing. Annex 2 - Rules of the Air. Annex 3 - Meteorological Services. Annex 4 - Aeronautical Charts. Annex 5 - Dimension units. Annex 6 - Operations of Aircraft. Annex 7 - Aircraft nationality and registration marks. Annex 8 - Airworthiness of aircraft. Annex 9 - Facilitation. Annex 10 - Aeronautical telecommunications. Annex 11 - Air traffic services. Annex 12 - Search and rescue. Annex 13 - Aircraft accident investigation. Annex 14 - Aerodromes.


Annex 15 - Aeronautical information service. Annex 16 - Environmental protection. Annex 17 - Security. Annex 18 - Transport of dangerous goods.

ICAO regulations are not automatically the law of a contracting state. All regulations have to be enacted as part of the law of that state. Status of Annex Components All Annexes are made up of the following components, not all of which are necessarily found in every Annex.

Standards and Recommended Practices (SARPs) Standards and Recommended Practices are adopted by the ICAO Council under the provisions of the Chicago Convention. They are defined as follows:

Standard Any specification for physical characteristics, configuration, material, performance, personnel or procedure, the uniform application of which is recognized as necessary for the safety or regularity of International Navigation and to which Contracting States will conform in accordance with the convention. In the event of non-compliance then notification to the council is compulsory. The word SHALL defines a standard. Recommended Practice Any specification for physical characteristics, configuration, material, performance, personnel or procedure, the uniform application of which is recognized as desirable for the safety or regularity of International Navigation and to which Contracting States will endeavour to conform in accordance with the convention. In the event of non-compliance then notification to the council is not compulsory. The word SHOULD defines a recommended practice.

Appendices Material grouped separately for convenience but forming part of the SARPs as adopted by the ICAO Council.

Definitions Definitions are of terms used in the SARPs which are not self-explanatory. These terms do not have dictionary explanations. A definition does not have independent status but is an essential part of each SARPs. Tables and Figures Tables and figures that add to or illustrate a SARP form part of that SARP and as such have the same status.

Material Approved by the Council for Publication with the Standards and Recommended Practices Forewords The forewords contain historical and explanatory material based on the action of the ICAO Council.


Introduction The introduction contains explanatory material introduced at the beginning of Parts, Chapters or Sections of the Annex to help in the understanding of the application of the text. Notes Notes are included in the text to give factual information or references bearing on the SARPs in question. These notes do not constitute part of that SARP. Attachments Attachments are supplementary information to the SARPs, or information included as a guide to their application. ICAO Technical Publications International Standards and Recommended Practices The uniform application by contracting states of the specifications contained in the international standards is recognized as necessary for the safety or regularity of international air navigation. The uniform application of the specifications in the recommended practices is regarded as desirable in the interest of safety, regularity or efficiency of international air navigation. The international standards that have been adopted by ICAO are mandatory unless the state concerned notifies ICAO of any differences. Recommended practices are not mandatory; states are asked to notify ICAO of any differences. Procedures for Air Navigation Services (PANS) These are procedures that have been adopted by the council for worldwide use. They can contain:

New procedures, or those which are too complicated or detailed for inclusion in an Annex.

Operating procedures that have not attained a status for adoption as International Standards and Recommended Practices.

Regional Supplementary Procedures (SUPPS) These procedures are similar in status to the PANS but are for application in their respective regions. Technical Manuals These documents amplify the SARPs and PANS. They are designed to assist in the use of the relevant document. Air Navigation Plans Air Navigation Plans detail the requirements for facilities and services for international air navigation in the respective ICAO Air Navigation Regions. ICAO Circulars Any information that is of specific interest to contracting states is transmitted by these documents.


International Agreements The International Air Transport Agreement Also known as “The Five Freedoms” and adopted at the same time as the Chicago Convention. These freedoms are:

One The freedom of innocent passage. The right to fly across the territories of a state without landing. Two Freedom of Facilities. The right to use foreign territory to refuel or carry out maintenance. This does not give any traffic rights. Three The right to carry revenue traffic from the carriers base nation (A) to treaty partner’s territory (B) Four The right to carry revenue traffic from treaty partner’s territory (B) to carrier’s base nation (A) Five The right to carry revenue traffic between any points of landing on flights between 3 or more treaty partner nations (B to C to D) (Do not get this freedom mixed up with Cabotage)

1 & 2 are known as technical rights, 3, 4 & 5 are the traffic rights. Supplementary Freedoms

Six A combination of Freedoms 3 and 4. Revenue traffic flown between two treaty partner nations (C to A) through carrier’s base nation (B) Seven Revenue traffic flown between two nations (C to A) by carrier of a third nation (B) Eight - Cabotage The right to carry revenue traffic between two points within a treaty nation (B) by the carrier of another nation (A) Nine – Code Sharing The carrying of passengers by an airline other than the one booked. Most apparent at airports where two to three airlines are listed for the one flight.

The Convention of Tokyo 1963 The agreements made at this convention cover offences and certain other acts committed on board aircraft mainly unlawful interference. The convention covers the jurisdiction of the pilot in command and national jurisdiction. National Jurisdiction Article 3 The state that an aircraft is registered in is responsible for exercising jurisdiction over offences and acts committed on board. The state should take all legal means necessary to ensure this.


Article 4 A contracting state, which is not the state of registration, may not interfere with an aircraft in flight in order to exercise legal control over any offence committed on board, unless:

The offence has an effect on the territory of the state. The offence has been committed against a national, or permanent resident, of

that state. The offence is against the security of that state. The offence consists of a breach of the rules or regulations relating to the flight of

aircraft in that state. The exercise of jurisdiction is necessary to ensure the observance of any multi-

national agreements between states. Pilot in Command If a person commits or is about to commit an unlawful act on board an aircraft, the aircraft commander may impose reasonable measures, including restraint, which he considers necessary:

To protect the safety of the aircraft, persons or property on board. To maintain good order and discipline. To enable him to hand over a person to the competent authorities. This can

include removal of a passenger from an aircraft, or, refusal of permission for a person to board an aircraft.

To carry out his task the aircraft commander may require the assistance of

other crewmembers; he may also ask passengers to assist as necessary.


Chapter 3.

Multilateral, Bilateral Agreements, the Warsaw Convention 1929 and the Treaty of Rome

Introduction For commercial aviation to operate it is necessary for states to afford the airlines of other states the right to fly into and across their territory for both traffic and non-traffic purposes. The principal sources of International Air Law are treaties, which are international agreements entered into between states. Such treaties or conventions may be multilateral or bilateral.

Multilateral Agreements The multilateral agreement or convention is entered into by a number of different states. The most obvious one to the aviator is The Chicago Convention.

Bilateral Agreements As the name implies, a bilateral agreement is an

agreement between two states eg The Bermuda agreement between the USA and UK.

Such agreements provide for every state the basis on which it enjoys the right to operate air services to any foreign state. The failure of The Chicago Conference to reach multilateral agreement on the three key economic aspects of air transport regulation:

Traffic rights Tariffs Capacity

forced the industry to develop alternative ways of regulating these aspects. Fairly quickly a three sided regulatory structure developed:

Bilateral service agreements have been used to regulate the exchange of traffic rights between countries and, in some cases, they also involve capacity regulation

The International Air Transport Association (IATA) was developed by the airlines, with government approval, into a forum for establishing fares and rates

Inter-airline agreements have increasingly been introduced by many airlines, usually but not exclusively on a bilateral basis, as a way of trying to control capacity on particular routes. This is done through revenue pooling agreements.

This regulatory structure has effectively controlled the development of scheduled air services since World War II. Non-scheduled or charter operations have been relatively unaffected by


international regulation. However, charter operations have been affected by arbitrary and ad-hoc decisions by individual nations. The Bermuda Agreement on Scheduled Air Traffic Rights This agreement between the UK and USA is an example of a bilateral agreement between two states where the countries by virtue of their geographic position are finely balanced. It was broadly based on the following principles:

Air transport facilities available to the travelling public should bear a close relationship to the requirement of the public for such transport

Fair and equal opportunity to operate on any international route For trunk services, the interests of the air carriers of the other governments shall

be taken into consideration The International Air Transport Association (IATA) IATA is a body whose members are composed of airlines. The functions of IATA include the establishment of uniform fares, uniform ticketing arrangements and other procedures. The Warsaw Convention 1929 Uniform rules governing the air carriers liabilities in respect of passengers and goods were agreed in Warsaw in October 1929, when the Treaty for Unification of Certain Rules relating to the International Carriage by Air was made. This treaty is now known as the Warsaw Convention 1929. Since the original convention amendments have been made, the most significant being:

The Hague Protocol 1955 The Montreal Agreement 1966

The Warsaw Convention deals only with rights and obligations of contracting carriers. The Important Articles from the Warsaw Convention are:

Article 1 This convention applies to the international carriage of persons, baggage or cargo performed by aircraft for reward. Carriage performed by several successive air carriers is deemed to be one undivided carriage if it has been regarded as a single operation. Article 2 The convention applies to carriage performed by the state or by the legally constituted public bodies provided it falls within the conditions laid down in Article 1

The convention does not apply to carriage performed under the terms of any international postal convention.


Passenger Ticket Article 3 A passenger ticket shall be issued for each flight containing:

The place and date of issue An indication of the place of departure and destination The agreed stopping places, provided that the carrier may reserve the right to

alter the stopping places, and that if he exercises that right, the alteration shall not have the effect of depriving the carriage of its international character

The name and address of the carrier or carriers A statement that the carriage is subject to the rules relating to the liability

established by this convention The absence, irregularity or loss of the passenger ticket does not affect the validity of the contract of carriage, which shall be subject to the rules of the convention. If a carrier accepts a passenger without a ticket then he will not be able to fall back on the provisions of the convention that limit his liability. Baggage Check

Article 4 For the carriage of luggage, other than the small personal objects that the passenger takes himself, the carrier must issue a luggage ticket. The luggage ticket is made out in duplicate, one for the passenger and the other for the carrier. The luggage ticket shall contain the following:

The place and date of issue The place of departure and destination The name and address of the carrier The number of the passenger ticket A statement that delivery of the luggage will be made to the bearer of the luggage

ticket The number and weight of the packages A statement that the carriage is subject to the rules relating to liability established

by the convention Air Waybill

Article 5 Every carrier has the right to require the consignor to make out and hand over to him a document called an “Air Waybill”; every consignor has the right to require the carrier to accept this document. The absence, irregularity or loss of this document does not affect the existence or the validity of the contract of carriage.


Article 6 The air waybill shall be made out by the consignor in three original parts and be handed over with the cargo.

The first part shall be marked “for the carrier” and signed by the consignor The second “for the consignee”; this part shall be signed by the consignor and by

the carrier and shall accompany the cargo The third part shall be signed by the carrier and handed by him to the consignor

after the cargo has been accepted The carrier shall sign prior to the loading of the cargo on board the aircraft. The signature of the carrier may be stamped; the signature of the consignor may be printed or stamped. Article 7 The carrier of cargo has the right to require the consignor to make out separate waybills when there is more than one package.

Liability of the Carrier Article 17 The carrier is liable for damage sustained in the event of the death or wounding of a passenger or any other bodily injury suffered by a passenger, if the accident that caused the damage took place on board the aircraft or in the course of any of the operations of embarking or disembarking Article 18 The carrier is liable for damage sustained to any registered baggage or cargo if the damage took place during the carriage by air. By definition, carriage by air covers the time that the baggage or cargo is in the charge of the carrier whether in an aerodrome or on board an aircraft Article 19 The carrier is liable for damage occasioned by delay in the carriage by air of passengers, baggage or cargo Article 20 The carrier is not liable if he proves that he, his company or agents have taken all necessary measures to avoid the damage or that it was impossible for him or them to take such a measure Article 29 The right to damages are lost if an action is not brought within two years from:

The date of arrival at the destination, or From the date on which the aircraft ought to have arrived, or From the date on which the carriage ceased


The Treaty of Rome - Transport Policy Article 3 The activities of the community shall include:

The elimination of customs duties and of quantitative restrictions on the import and export of goods

The abolition of obstacles to freedom of movement for persons, services and capital

The adoption of a common policy in the sphere of transport The institution of a system ensuring that competition in the EU is not distorted

The Convention of Rome 1933/1952 This convention produced uniformity in place of the differing national laws covering the liability of the owner or operator of an aircraft which causes damage to persons or property on the surface of the earth. In simple terms the operator is liable for any damage but the liability is limited to a sum that is proportionate to the weight of the aircraft. The Convention makes it compulsory to insure against this liability. Only the minimum number of signatories have signed this convention. A later Rome Convention looked at the problems of damage caused by foreign aircraft to third parties on the surface of the earth. The Air Transport Committee and the Council prior to acceptance considered these economic aspects. The amount of compensation is limited but carriers are liable for damage caused to third parties. Interestingly, the convention does accept compulsory recognition and execution of any foreign judgement on damage to third parties. The Montreal Conference 1978 (the Montreal Protocol) modified the Rome Convention by adjusting the limits of liability. Arrest of Aircraft – Rome Convention 1933 This convention also regulated the right of arrest where an aircraft is seized in the case of debt. Commercial Practices and Associated Rules (Leasing) Terminology Terms used in JAR-OPS 1.165 have the following meaning:

AOC Air Operators Certificate, allowing public transport flights to be conducted. Dry lease Is when the aeroplane is operated under the AOC of the lessee. Wet lease Is when the aeroplane is operated under the AOC of the lessor (company who let the aircraft out) JAA operator An operator certificated under JAR-OPS Part 1 by one of the JAA Member States.


Leasing of Aeroplanes between JAA Operators Wet lease-out A JAA operator providing an aeroplane and complete crew to another JAA Operator, and retaining all functions and responsibilities prescribed in Subpart C, JAR-OPS 1 shall remain the operator of the aeroplane. All leases except wet lease-out

Except as provided above, a JAA operator utilising an aeroplane from, or providing it to, another JAA operator, must obtain prior approval for the operator from his respective Authority (“the Authority”). Any conditions that are part of this approval must be included in the lease agreement.

Those elements of lease agreements which are approved by the Authority, other than lease agreements in which an aeroplane and complete crew are involved and no transfer of functions and responsibilities is intended, are all to be regarded, with respect to the leased aeroplane, as variations of the AOC under which the flights will be operated.

Leasing of Aeroplanes Between a JAA Operator and Any Body Other Than a JAA Operator Dry lease-in

A JAA operator shall not dry lease-in an aeroplane from any entity other than a JAA operator, unless approved by the Authority. Any conditions that are part of this approval must be included in the lease agreement.

A JAA operator shall ensure that, with regard to aeroplanes that are dry leased-in, any differences from the prescribed instrument, navigation, communication and safety equipment are notified to, and are acceptable to, the Authority.

Wet lease-in

A JAA operator shall not wet lease-in an aeroplane from a body other than a JAA operator without the approval of the Authority.

A JAA operator shall ensure that, with regard to aeroplanes that are wet leased-in: • The safety standards of the lessor with respect to maintenance and operation

are equivalent to the JAR regulations • The lessor is an operator holding an AOC issued by a State which is a

signatory to the Chicago Convention • The aeroplane has a standard Certificate of Airworthiness issued in

accordance with ICAO Annex 8. Standard Certificates of Airworthiness issued by a JAA Member State other than the State responsible for issue the AOC will be accepted without further showing when issued in accordance with JAR, and

• Any JAA requirement made applicable by the lessee's Authority is complied with.


Dry lease-out A JAA operator may dry lease-out an aeroplane for the purpose of commercial air transportation to any operator of a State which is signatory to the Chicago Convention provided that the following conditions are met:

The Authority has exempted the JAA operator from the relevant provisions of JAR-OPS Part 1 and, after the foreign regulatory authority has accepted responsibility in writing for surveillance of the maintenance and operation of the aeroplane(s) has removed the aeroplane from its AOC, and

The aeroplane is maintained according to an approved maintenance programme. Wet lease-out A JAA operator providing an aeroplane and complete crew to another entity and retaining all the prescribed functions and responsibilities shall remain the operator of the aeroplane. Leasing of Aeroplanes at Short Notice In circumstances where a JAA operator is faced with an immediate, urgent and unforeseen need for a replacement aeroplane, the required approval may be deemed to have been given, provided that:

The lessor is an operator holding an AOC issued by a State which is a signatory to the Chicago Convention; and

The lease-in period does not exceed 5 consecutive days; and The Authority is immediately notified of the use of this provision.

Council Regulation (EEC) No. 2407/92 The introduction of Council Regulation (EEC) No. 2407/92 places additional responsibilities on member states and licensing authorities and the EU has recommended that the registration of leased aircraft remains unchanged. Transport

Article 75 Taking into account the distinctive features of transport, the council shall lay down:

Common rules applicable to international transport from the territory of a member state or passing across the territory of one or more member states

The conditions under which non-resident carriers may operate transport services within a member state

Any other provisions


Chapter 4.

European Civil Aviation Conference (ECAC) and Joint Aviation Authorities (JAA)

Introduction In 1953 the Council of Europe decided that ICAO, as the appropriate body, should convene a European conference to discuss:

Methods of improving commercial and technical co-operation between the airlines of the countries participating in the conference

The possibility of securing closer co-operation by the exchange of commercial rights between the European countries

ICAO formally constituted the Conference on Co-ordination of Air Transport in Europe (CATE). In order to follow up on the recommendations being adopted at the meeting, CATE proposed the establishment of a permanent organization of the European aeronautical authorities. ECAC held its inaugural session in 1955. ECAC ECAC’s objectives include:

Continuing the work of the CATE conference Reviewing the development of intra-european air transport with the object of

improvement Considering any special problem that might arise from the above

ECAC membership, which includes all EC countries, needed to institute procedures consistent with those resulting from the EC treaty and the Single European Act. The recommendations made by the European Parliament and the Council of Europe needed a co-ordinated approach to ensure air safety within Europe. In 1970 some European civil aviation authorities started to co-operate with a view to producing common Joint Airworthiness Requirements so as to facilitate certification of products built jointly in Europe. This led to the Joint Aviation Authorities (JAA) Board becoming an associated body to ECAC in 1989. The JAA Board oversees arrangements between a number of ECAC states providing for co-operation in developing and implementing common safety standards and procedures.


JAA Organization The JAA has developed since the 1970’s and the members are bound by the “Arrangements” signed in Cyprus by the then member states in 1990. Although a formal convention is being drafted the main JAA objectives are:

To ensure through co-operation common high levels of safety within the member states

Through the application of uniform safety standards, to contribute to fair and equal competition within the member states

To aim for cost effective safety and minimum regulatory burden so as to contribute to the European industries international competitiveness

JAA intends to develop such that it will operate in a manner that is as close as possible to a single authority, without yet formally or legally becoming a single international body where each individual state has given up its ultimate responsibilities. Functions of JAA The authorities will use the JAA to perform the following functions:

To develop, and publish Joint Aviation Requirements (JARs) for the use of the Authorities in the field of design, manufacture, maintenance and operations; the JAA will also develop special conditions where applicable

To define as soon as possible the general structure of the whole set of JARs and the scope of each JAR so that each authority can adopt this structure. To work as rapidly as possible to remove any national variants or national regulatory differences with the aim that each individual existing JAR becomes a uniform code for all JAA countries and no further national regulatory differences are applied

To establish procedures based on the use of the Authorities resources, that:

• Allow the use of only one set of technical findings in the field of design, manufacture, maintenance and operations for the benefit of and in a manner acceptable to all Authorities

• Include practical measures for making the technical findings only once to the benefit of all Authorities. These measures may include acceptance of technical findings made by industry, where industry conforms to agreed approval standards

• Cover the initial certification as well as the continuation of safety standards in service

To establish administrative and technical procedures which would require a single

administrative action from the applicant for each application and which would replace the currently existing national administrative documents by a single one, valid under the national laws and procedures of each Authority

To make the technical findings needed to show compliance with JARs


To perform for the benefit of the non-JAA importing country, in the case of products, services, persons or organizations certificated by one of the Authorities and requiring certification from a non-JAA country, the technical tasks which come under the duties of the Authority of the exporting country

To form a European JAA to cover the fields of design and manufacture of products, their maintenance and their occupation

Organization and Procedures The JAA is controlled by a JAA Committee that works under the authority of the Plenary Conference of the ECAC and reports to the JAA Board of Directors General (better known as the JAA Board). Joint Aviation Authorities

The JAA Board will consider and review the general policies and long term objectives of the JAA. Its specific functions include in particular:

Deciding upon questions concerning the relationship between the JAA and States, the EC, or international organizations

Deciding upon any amendments to these Arrangements Deciding upon the acceptance of new members of the JAA Deciding upon measures to be taken in case a member would not fulfil the duties

and commitments implied by the signing of these Arrangements If any of the above cases arise the following procedure applies:

A warning or statement of intent will be notified in writing to the member concerned

JAA/FAA Harmonisation Joint Steering Committee

Regulation Certification Maintenance Operations Licensing Administration

Secretary General

JAA CommitteeExecutive Board

Foundation Board

JAA Board


The procedure will allow the member concerned to put his case in writing or during a meeting

The decision will not be made sooner than 8 weeks after the initial notification in writing

Any measure which would be taken directly against a member or which would revoke the privilege of each exchange or recognition of a whole range of products or services or persons or organizations of the country of this member should be agreed by 2/3 of the JAA Board

The decision on the measures taken will also specify the date of effect The JAA Committee is composed of one member from each Authority. The JAA

Committee will be responsible for the administrative and technical implementation of these Arrangements

The relationship between the JAA and ECAC will be in accordance with the ECAC constitution with regards to associated bodies of ECAC

The JAA is staffed by experts of the Authorities seconded full time or part time and is served by the JAA Secretariat

For the purposes of these Arrangements, the part of JAA consisting of people seconded full time is called Central JAA

The organization and structure of the JAA is defined and agreed by the JAA Committee

The organization and structure can be amended by the JAA Committee on a 2/3 majority agreement

The JAA Committee’s powers do not extend to the organization and structure of the JAA Board and Committee itself

Membership JAA membership is open to the civil aviation Authorities of the ECAC member States. The system for non-members to enter the JAA is a two-stage process. Initially “Candidate Membership” is given; this is subject to certain conditions:

JAA Board decides on admission (2/3 majority) JAA Arrangements are signed Full access is given to JAA Committee documents and bodies No voting rights No automatic recognition of approvals Full member national contribution to be paid

The Role of the National Aviation Authorities In the present JAA system, the National Aviation Authorities (NAA) retain the responsibility for:

Aviation safety The implementation of JARs in their respective countries


The issue, modification, revocation or suspension of approvals, certifications and licences

The staff of the NAA will carry out the work related to the standardization within the JAA. The JAA Committee will have the final decision on new safety requirements and the related procedures. Where joint decisions by the NAA are needed these are made in the JAA Committee (JAAC), though the JAAC may delegate this to the Executive Board or to the Main Committees on which they are represented. Standardization visits are a vital part of the JAA system; they observe the approval processes of the NAAs and raise any points of doubt. Where the recommendations are not agreed by the NAA, or any actions taken by the NAA are not considered fully to meet the needs of the case, the matter is normally referred to the Main Committee, acting on behalf of the JAAC. The agreed decisions are written up, and should include any proposals for amendment of JAA publications, if relevant. The NAA meet with industry and interested parties through the “High Level” meetings on the:

Future of the JAA Annual Joint Steering Assembly Three Joint Boards (Manufacturers, Operators and Crew) Working groups, study groups and other Committees

The Role of the Main Committees The Main Committees comprise of four Committees whose work is related to the specific functions of:

Certification Maintenance Operations Licensing

The NAA members of these Committees act either as independent experts or ultimately as representatives of their national authorities. The Main Committees have two main functions:

Firstly, to act as advisers to the Directors and their staff Secondly, as a forum for the members from the NAAs to express the opinions of

their authorities The detailed roles of the Main Committees are summarized as follows:


To develop and draft the requirements, in consultation with industry, of new JAA codes and amendments

To approve procedures on behalf of the JAA Committee, when requested To make recommendations to the JAA Committee in relation to the approval of

procedures, through the Secretary-General To advise on policy and any actions proposed to an NAA resulting from a

recommendation To review major or long term exemptions granted by NAA to identify needs for

regulatory change To advise and assist the relevant director on any issue To make decisions on behalf of the JAA Committee when asked by the JAA

Committee to do so To report to the JAA Committee through the Secretary-General

JAA Licensing Policy and Organization Policy The Flight Crew Licensing policy is to provide JARs for the training and testing of pilots and the issue of licences, ratings, authorization, approvals or certificates and ensure the consistent interpretation and implementation of these harmonized requirements. The objectives of harmonization of flight crew licenses within Europe are to:

Improve safety by enabling operators of aircraft to check easily the validity of a license and rating

Improve safety by having common and high standards derived from the experience of many States

Improve safety, effectiveness and efficiency as a result of a detailed review and consequently strengthen ICAO standards in a European context

Enable flight crew to find employment without further licensing conditions in any of the participating States

Reduce costs to flight crew by eliminating the need for validation of licenses by other participating States

Reduce costs to the industry by permitting freer exchange of flight crew Reduce costs to national authorities by eliminating validation procedures for

participating States Reduce costs to national authorities by the use of centralized theoretical

examination procedures Organization JAA is staffed by experts from NAAs, seconded full time or part time. The Licensing Division, under the Licensing Director, is staffed full time. The functions of the Licensing Division include:


Taking the lead in the development of implementation procedures and related policy for JAA Committee adoption

To co-ordinate and manage the standardization team activity To work with JAA, NAAs, other authorities, industry, international organizations,

the JAA FCL Committee etc as necessary To oversee and monitor, supported by the Main Committee, exemptions so as to

ensure a consistent policy JAA FCL Committee The functions of the JAA FCL Committee are:

To develop new requirement codes and associated material To develop new requirements or amendments for adopted codes in co-ordination

with the Regulation and Technical Director To assist the Director in the development of Joint Implementation Procedures To advise and assist the Director on other matters, as necessary To have as a priority harmonization with other Authorities To review exemptions/variations and denials given by NAAs to ensure

consistency and to identify any need for regulatory amendments When requested by the appropriate Director to advise on the standardization

recommendations proposed for a NAA resulting from a standardization visit, when these have not been resolved between the associated headquarters division and the relevant NAA

To undertake any task requested by the JAA Committee To report to the JAA Committee through the secretary-general

JAA FCL Examination Sub-Committee The JAA FCL Examination Sub-Committee:

Co-ordinate, supervise and review the work of the Subject Expert Teams (SET) in the following tasks:

• Construction and validation of computer compatible questions in the subjects

for which they are responsible • The continuous review of the syllabi and related questions and the need for

any changes • Examinations procedures eg frequency of examinations, contents, pass

standards etc

Review the reports by the SETs on the syllabi for professional pilots and the instrument rating and propose any amendments to the JAA FCL Committee

Advise on request of NAAs on examination procedures


Maintain an adequate number of questions in the Central Question Bank (CQB) Monitor the rules and procedures for theoretical examinations and report its

findings to the JAA FCL Committee

Note: The SET are responsible to the JAA FCL Examination Sub-committee and are required to:

Construct computer compatible questions in the subjects for which they are responsible and present them to the JAA FCL Examination Sub-committee

Review the syllabi and related questions continually and advise the JAA FCL Examination Sub-committee on the need for any changes

Make proposals to the JAA FCL Examination Sub-committee on matters affecting the conduct of examinations

Advise the JAA FCL Examination Sub-committee on matters of fact in any dispute

JAR FCL JAR-FCL provides harmonized requirements for:

The training and testing of pilots The issue of licences, ratings, approvals, authorizations and certificates The safeguard of consistent interpretation and implementation of JAR-FCL

ICAO Annex 1 provides the basic structure of the JAR-FCL, the JAR for licensing. The content of Annex 1 has been used and added to where necessary by making use of existing European regulations. JAR-FCL has been issued with no national variants. It has been accepted that JAR-FCL should be applied in practice and the lessons learned embodied in future amendments. Future development of the requirements of JAR-FCL will be in accordance with the JAAs Notice of Proposed Amendment (NPA) procedures. These procedures allow for the amendment of JAR-FCL to be proposed by the NAA of any of the participating countries and by any organization represented on the Joint Steering Assembly. The CAAs have agreed they should not unilaterally initiate amendment of their national codes without having made a proposal for amendment of JAR-FCL in accordance with the agreed procedure. There are 4 JAR-FCL documents that apply to the ATPL:

JAR-FCL 1 (Aeroplane) JAR-FCL 2 (Helicopter) JAR-FCL 3 (Medical)


JAR-FCL 4 (Flight Engineers) Each document has 2 sections:

Section 1 Requirements and appendices Section 2 AMC Acceptable means of compliance

IEM Interpretative and explanatory material Eurocontrol Formed in 1965, Eurocontrol consists of most of the EU states plus 5 other states. Other European states co-operate or are associated with the system. The stated objectives of Eurocontrol are:

To plan European air traffic management to meet future needs To optimize the use of airspace by matching capacity to demand to carry out the

above Objectives Eurocontrol offers a variety of services that include:

Managing European harmonization and integration activities Providing central flow management Providing regional air traffic services Collecting air navigation charges Conducting research and development Providing training and advice for air navigation services


Chapter 5.

Annex 15 – Aeronautical Information Service Introduction The object of the aeronautical information service is to ensure the flow of information necessary for the safety, regularity and efficiency of international air navigation. Corrupt or erroneous aeronautical information can potentially affect the safety of air navigation. The role and importance of aeronautical information/data changed significantly with the implementation of:

Area navigation (RNAV) Required navigation performance (RNP), and Airborne computer-based navigation systems

To satisfy the uniformity and consistency in the provision of aeronautical information that is required for operational use states shall, as far as possible, avoid Standards and procedures other than those established for international use. Responsibilities and Function Each contracting state shall:

Provide an aeronautical information service, or Provide a joint service with one or more Contracting States, or Provide a service through a non-governmental agency, provided the SARPs of

the annex are adequately met. Each State remains responsible for any information published. Aeronautical information published on behalf of the state shall clearly indicate that it is published under the authority of that state. Each Contracting State is responsible for ensuring that the aeronautical information published is accurate, on time and of the required quality expected by ICAO. Where a 24-hour service is not provided the service has to be available during the whole period an aircraft is in flight in the area of responsibility plus a period of a least two hours before and after such period. The service has to be available at any other time as may be requested by an appropriate ground organization. The aeronautical information service shall obtain information for it to provide pre-flight information service and to meet the need for in-flight information.


An aeronautical information service shall ensure that aeronautical information is in a form suitable for the requirements of:

Flight operations personnel including flight crews, flight planning and flight simulator, and

The ATS unit responsible for FIS and the services responsible for pre-flight information

Exchange of Aeronautical Information Each State shall designate the office to which all elements of the Integrated Aeronautical Information Package originated by other States shall be addressed. Such an office shall be qualified to deal with requests for information by other States. An aeronautical information service shall arrange, as necessary, to satisfy operational requirements, for the issue and receipt of NOTAM distributed by telecommunication. States shall, wherever practicable, establish direct contact between aeronautical information services in order to facilitate the international exchange of aeronautical information. General Specifications Each element of the Integrated Aeronautical Information Package for international distribution should include an English text for those parts expressed in plain language Place names shall be spelt in conformity with local usage, translated where necessary into the Latin alphabet. World Geodetic System As of 1 January 1984, published geographical co-ordinates indicating latitude and longitude shall be expressed in terms of the World Geodetic System - 1984 (WGS -84). Use of ICAO Abbreviations ICAO abbreviations shall be used by the aeronautical information services whenever they are appropriate and their use will facilitate distribution of information Identification and Delineation of Prohibited, Restricted and Danger Areas Each prohibited, restricted or danger area established by a state shall, upon initial establishment be given an identification and full details shall be promulgated. The identification assigned is used to identify the area in all subsequent notifications pertaining to that area. The identification is composed of a group as follows:


Nationality letters for location indicators assigned to the state or territory, which has established the airspace (EG is used for the UK) A letter:

P Prohibited area R Restricted area D Danger area

A number, unduplicated within the state or territory concerned To avoid confusion, identification numbers are not re-used for a period of at least one year after cancellation of any area to which they refer. Integrated Aeronautical Information Package A package which consists of the following elements:

AlP, including the AIP Amendment service Supplements to the AlP NOTAM and pre-flight information bulletins (PIB) AIC Checklists and summaries

Note: AlPs are intended primarily to satisfy international requirements for the exchange of aeronautical information of a lasting character essential to air navigation. When practicable, the form of presentation is designed to facilitate their use in flight

Aeronautical Information Publication (AlP) An AIP consists of three parts relating to the following subjects: Part 1 - General (GEN) A list of significant differences between the national regulations and practices of the State and the related ICAO SARPs and procedures. These are given in a form that would enable a user to differentiate readily between the requirements of the State and the related ICAO provisions are found in this section Part 2 - En-Route (ENR) Part 3 – Aerodromes (AD) AlP Amendments Permanent changes to the AlP are published as AlP amendments.


AlP Supplements Temporary changes of long duration (three months) and information of short duration which contains extensive text and/or graphics are published as AIP supplements. AIP supplement pages are coloured in order to be conspicuous, preferably in yellow. NOTAM A NOTAM is originated and issued whenever the information to be distributed is of:

A temporary nature and of short duration Operationally significant permanent changes Temporary changes of long duration are made at short notice, except for

extensive text and/or graphics.

Note: Information of short duration containing extensive text and/or graphics is published as an AIP Supplement

A NOTAM is originated and issued whenever the following information is of direct operational significance:

Establishment, closure or significant changes in operation of aerodromes or runways

Establishment, withdrawal and significant changes in operation of aeronautical services eg AGA, AIS ATS, COM, MET, SAR. etc

The establishment or withdrawal of electronics and other aids to navigation and aerodromes. This includes:

• Interruption or return to operation • Change of frequencies • Change in notified hours of service • Change of identification • Change of orientation • Change of location • Power increase or decrease amounting to 50% or more • Change in broadcast schedules or contents • Irregularity or unreliability of operation of any electronic aid to air navigation,

and air-ground communication services

Establishment, withdrawal or significant changes made to visual aids Interruption of or return to operation of major components of aerodrome lighting

systems Establishment, withdrawal or significant changes made to procedures for air

navigation services


Changes to limitations on availability of fuel, oil and oxygen Major changes to SAR facilities and services available Establishment, withdrawal or return to operation of hazard beacons marking

significant obstacles to air navigation Changes in regulations requiring immediate action eg prohibited areas for SAR

operations Presence of hazards which affect air navigation including:

• Obstacles • Military exercises • Displays • Races • Major parachuting events outside promulgated sites

Erecting, removal of or changes to significant obstacles to air navigation in the:

• Take-off and climb • Missed approach • Approach areas • Runway strip

Establishment or discontinuance of areas routes or portions thereof where the

possibility of interception exists and where the maintenance of guard on the VHF emergency frequency 121.500 MHz is required

Allocation, cancellation or change of location indicators Significant changes in the level of protection normally available at an aerodrome

for rescue and fire fighting purposes Presence or removal of significant changes in hazardous conditions due to snow

slush, ice or water on the movement area Outbreaks of epidemics necessitating changes in notified requirements for

inoculations and quarantine measures Forecasts of solar cosmic radiation, where provided An operationally significant change in volcanic activity, the location, date and time

of volcanic eruptions and/or horizontal and vertical extent of volcanic ash cloud including direction of movement, flight levels and routes or portions of routes which could be affected. Notification of such conditions is to be made preferably by use of the ASHTAM format (the ASHTAM colour codes are covered later in this chapter)

Release into the atmosphere of radioactive materials or toxic chemicals following a nuclear or chemical incident:

• The location • Date and time of the incident • The flight levels and routes or portions thereof which could be affected


• The direction of movement

Establishment of operations of humanitarian relief missions, such as those undertaken under the auspices of UN, together with procedures and/or limitations which affect air navigation

When an AIP Amendment or an AlP Supplement is published in accordance with AIRAC procedures NOTAM shall be originated giving a brief description of the contents, the effective date and the reference number to the amendment or supplement. This NOTAM shall come into force on the same effective date as the amendment or supplement. The following information shall not be notified by NOTAM:

Routine maintenance work on aprons and taxiways which does not affect the safe movement of aircraft

Runway marking work, when aircraft operations can safely be conducted on other available runways, or the equipment used can be removed when necessary

Temporary obstructions in the vicinity of aerodromes that do not affect the safe operation of aircraft

Partial failure of aerodrome lighting facilities where such failure does not directly affect aircraft operations

Partial temporary failure of air-ground communications when suitable alternative frequencies are known to be available and operative

The lack of apron marshalling services and road traffic control The unserviceability of location, destination or other instruction signs on the

aerodrome movement area Parachuting when in uncontrolled airspace under IFR when controlled, at

promulgated sites or within danger or prohibited areas Distribution A NOTAM is distributed to addressees to whom the information is of direct operational significance, and who would not otherwise have at least seven days prior notification. NOTAM Checklist A checklist of NOTAM in force is:

Issued over the AFTN at intervals of not more than one month The checklist shall refer to the latest AIP Amendments, AIP Supplements and at

least the internationally distributed AICs The checklist must have the same distribution as the actual message series to

which they refer


A monthly printed plain language summary of the:

NOTAM in force The latest AIP Amendments A checklist of AIP Supplements, and AIC issued

is prepared and forwarded to the recipients of the integrated AIP. NOTAMs are issued in three categories:

NOTAMN A NOTAM containing new information NOTAMR A NOTAM replacing a previous NOTAM NOTAMC A NOTAM cancelling a previous NOTAM

All temporary NOTAMs must include an expiry date. If the expiry is estimated then a ten figure group is suffixed with “EST”. There is no ICAO recommendation when a NOTAM issued with an estimated expiry time should be replaced. Information concerning snow, ice and standing water on aerodrome pavements is reported by SNOWTAM. Information concerning an operationally significant change in volcanic activity, a volcanic eruption and/or volcanic ash cloud is reported by means of an ASHTAM SNOWTAM The maximum validity of a SNOWTAM is 24 hours. However, a new SNOWTAM must be issued when there is a significant change in conditions. These are listed below:

A change in the coefficient of friction of about 0.05 Changes in the depth of deposit:

• 20 mm for dry snow • 10 mm for wet snow • 3 mm for slush

A change in the available width of a runway by 10% or more A change in the type of deposit or extent of coverage When critical snowbanks exist on one or both sides of the runway or any change

in height or distance from the centre line Any change in the conspicuity of runway lighting caused by obscuring of the lights Any other significant changes


SNOWTAM Form The SNOWTAM Form is broken into 17 sections as shown in the form below.


ASHTAM An ASHTAM provides information on the status of activity of a volcano when a change in its activity is expected, or is, of operational significance. Information is passed using a volcano level of alert colour code given in the table below. Level of Alert Colour Code

Status of Activity of Volcano

Red Alert Volcanic eruption in progress. Ash plume/cloud reported above FL250 or Volcano dangerous, eruption likely, with ash plume/cloud expected to rise above FL250

Orange Alert Volcanic eruption in progress but ash plume/cloud not reaching nor expected to reach FL250 or Volcano dangerous, eruption likely, with ash plume/cloud not expected to rise above FL250

Yellow Alert Volcano known to be active from time to time and volcanic activity has recently increased significantly, volcano not currently considered dangerous but caution should be exercised or (After an eruption eg a change in alert to yellow from red or orange) Volcanic activity has decreased significantly, volcano not currently considered dangerous but caution should be exercised

Green Alert Volcanic activity considered to have ceased and volcano reverted to its normal state

The AFTN shall, whenever practicable, be employed for NOTAM distribution. Aeronautical Information Regulation and Control (AIRAC) Information that is distributed under the AIRAC system are the establishment, withdrawal of and premeditated significant changes to:

Limits (horizontal and vertical), regulations and procedures applicable to:

• FIR • CTA • CTR • Advisory areas • ATS routes • Permanent danger, prohibited and restricted areas


• Permanent areas, routes or portions of routes where the possibility of interception exists

Positions, frequencies, call signs, known irregularities and maintenance periods,

of radio navigation aids and communication facilities Holding and approach procedures, arrival and departure procedures, noise

abatement procedures and any other permanent ATS procedures Meteorological facilities, including broadcasts, and procedures Runways and aprons Position, height and lighting of navigational obstacles Taxiways and aprons Hours of service

• Aerodrome • Facilities and services

Temporary danger, prohibited and restricted areas and navigational hazards,

military exercises and mass movements of aircraft Temporary areas or routes or portions thereof where the possibility of interception

exists The system is based on the establishment of a series of common effective dates at intervals of 28 days. The AIS unit distributes AIRAC information at least 42 days in advance of the effective date with the objective of reaching recipients at least 28 days in advance of the effective date. The information notified is not changed for at least another 28 days after the effective date, unless the change is of a temporary nature and would not persist for the full period. Whenever major changes are planned and where additional notice is desirable and practicable, a publication date of at least 56 days in advance of the effective date should be used Aeronautical Information Circulars (AIC) An AIC is originated whenever it is necessary to promulgate aeronautical information that does not qualify:

Under the specifications for inclusion in the AlP, or Under the specifications for the origination of a NOTAM

An AIC shall be originated whenever it is desirable to promulgate:

A long term forecast of any major change in legislation, regulations, procedures or facilities

Information of a purely explanatory or advisory nature liable to affect flight safety


Information or notification of an explanatory or advisory nature concerning technical, legislative or purely administrative matters

Pre-Flight and Post Flight Information Pre-Flight Information At an aerodrome used for international air operations, aeronautical information essential for:

The safety, regularity and efficiency of air navigation, and Relative to the route stages originating at the aerodrome

shall be made available to flight operations personnel responsible for pre-flight information. Aeronautical information provided for pre-flight planning purposes shall include relevant:

Elements of the Integrated Aeronautical Information Package Maps and charts Additional current information relating to the aerodrome of departure

All NOTAM information is available to pilots in the form of pre-flight information bulletins (PIB). Post Flight Information States shall ensure that arrangements are made for all aerodromes to receive information concerning the state and operation of the navigation facilities to be used by flight crew. All such information is made available to the AIS for dissemination.


Contents of Aeronautical Information Publication PART 1 – GENERAL (GEN) GEN 1 – National Regulations and Requirements Designated authorities Entry, transit and departure of aircraft Entry, transit and departure of cargo Aircraft instruments, equipment and flight documents Summary of national regulations and international agreements/conventions Differences from ICAO SARPs GEN 2 – Tables and Codes Measuring system, aircraft markings, holidays Abbreviations used in AIS publications Chart symbols Location indicators List of radio navigation aids Conversion tables Sunrise/sunset tables GEN 3 – Services Aeronautical information services Aeronautical charts Air traffic services Meteorological services SAR PART 2 – EN-ROUTE (ENR) ENR 1 – General Rules and Procedures General rules VFR IFR ATS airspace classification Holding, approach and departure procedures Radar services and procedures


Altimeter setting procedures Regional supplementary procedures Air traffic flow management Flight planning Addressing of flight plan messages Interception of civil aircraft Unlawful interference Air traffic incidents ENR 2 – Air Traffic Services Airspace FIR, UIR, TMA Other regulated airspace ENR 3 – ATS Routes Lower ATS routes Upper ATS routes Area navigation routes Helicopter routes Other routes En-route holding ENR 4 – Radio Navigation Aids/Systems Radio navigation aids – en-route Special navigation systems Name code designators for specific points Aeronautical ground lights – en-route ENR 5 – Navigation Warnings Prohibited, restricted and danger areas Military exercise and training areas Other activities of a dangerous nature Air navigation obstacles – en-route Aerial sporting and recreational activities Bird migration and areas with sensitive fauna ENR 6 – En-route Charts


PART 3 – AERODROMES (AD) AD 1 – Aerodromes/Heliports Introduction Aerodrome/heliport availability Rescue and fire fighting services and snow plan Index to aerodromes and heliports Groupings of aerodromes/heliports AD 2 – Aerodromes Aerodrome location indicator and name Aerodrome geographical and administrative data Operational hours Handling services and facilities Passenger facilities Rescue and fire fighting services Seasonal availability – clearing Aprons, taxiways and check locations/positions data Surface movement guidance and markings Aerodrome obstacles Meteorological information provided Runway physical characteristics Declared distances Helicopter landing area Approach and runway lighting Other lighting, secondary power supply ATS airspace ATS communication facilities Radio Navigation and landing aids Local traffic regulations Noise abatement procedures Flight procedures Additional information AD 3 - Heliports


Charts Related to an Aerodrome The requirement is for charts related to an aerodrome to be included in the following order:

Aerodrome/heliport chart Aircraft parking/docking chart Aerodrome ground movement chart Aerodrome obstacle chart – for each runway Precision approach terrain chart Area chart – departure and transit routes Standard departure chart Area chart – arrival and transit routes Standard arrival chart Instrument approach chart Visual approach chart Bird concentrations in the vicinity of aerodrome


Chapter 6.

Annex 1- Personnel Licensing and JAR-FCL 1- Flight Crew Licensing (Aeroplanes)

Introduction SARPs are established for licensing the following personnel:

Private pilot (aeroplane and helicopter) Commercial pilot (aeroplane and helicopter) Airline transport pilot (aeroplane and helicopter) Glider pilot Balloon pilot Flight navigator Flight engineer

Authority to Act as a Flight Crewmember A person shall not act as a flight crewmember of an aircraft unless a valid licence is held. The licence must have been issued by the State of Registry of that aircraft or by any other contracting state and rendered valid by the State of Registry. Medical Fitness An applicant for a licence must hold a Medical Assessment applicable for the type of licence being applied for. Flight crewmembers shall not exercise the privileges of their licence unless their Medical Assessment is in date. Each contracting state designates medical examiners that are authorized to issue the Medical Assessment. For an Airline Transport Licence the validity of the Medical Assessment is 12 months. This reduces to 6 months after the licence holder passes their 40th birthday. Validity of Licence The licence holder must maintain competency, recent experience requirements and a valid Medical assessment for a licence to remain valid.


JAR-FCL 1 – Flight Crew Licensing (Aeroplanes) Basic Authority to Act as a Flight Crew Member Licence and Rating A person shall not act as a flight crew member of a civil aeroplane registered in a JAA Member State unless that person holds a valid licence and rating complying with the requirements of JAR-FCL. The licence shall have been issued by:

A JAA Member State, or Another ICAO Contracting State and rendered valid in accordance with JAR-FCL

Exercise of Privileges The holder of a licence or rating shall not exercise privileges other than those granted by that licence or rating Acceptance of Licences, Ratings, Authorizations, Approvals or Certificates Licences, Ratings, Authorizations, Approvals or Certificates Issued by JAA Member States Where a person, an organization or a service has been licensed, issued with a rating, authorization, approval or certificate by the authority of a JAA Member State in accordance with the requirements of JAR-FCL and associated procedures, such licences, ratings, authorizations, approvals or certificates shall be accepted without formality by other JAA Member States. Licences Issued by Non-JAA States A licence issued by non-JAA State may be rendered valid at the discretion of the Authority of a JAA Member State for use on aircraft registered in that JAA Member State. Validation of a professional pilot’s licence shall not exceed one year from the date of validation, provided that the basic licence remains valid. Any further validation for use on aircraft registered in any JAA Member State is subject to agreement by the JAA Member States and to any conditions seen fit within the JAA. The user of a licence validated by a JAA Member State shall comply with the requirements stated in JAR-FCL. Validity of Licences and Ratings A licence holder shall not exercise the privileges granted by any licence or rating issued by a JAA Member State unless the holder maintains competency by meeting the relevant requirements of JAR-FCL.


The validity of the licence is determined by the validity of the ratings contained therein and the medical certificate. The licence will be issued for a maximum period of 5 years. Within this period of 5 years the licence will be re-issued by the authority if:

After initial issue or renewal of a rating When the licence is full For any administrative reason At the discretion of the authority when a rating is revalidated

Valid ratings will be transferred to a new licence document by the aurhority. The licence holder must apply for the re-issue of the licence; this application must include all necessary documentation. Recent Experience A pilot shall not operate an aeroplane carrying passengers as the pilot in command or co-pilot unless he has carried out:

At least 3 take-offs and 3 landings as pilot flying in the same type/class or flight simulator in the preceding 90 days, and

If the flight is at night, and the holder does not hold a valid Instrument rating one of the take-offs and one of the landings must be carried out at night.

Medical Fitness Fitness The holder of a medical certificate shall be mentally and physically fit to exercise safely the privileges of the applicable licence. Requirement for Medical Certificate In order to apply for or to exercise the privileges of a licence, the applicant or holder shall hold a medical certificate issued in accordance with the provisions of JAR-FCL Part 3 (Medical) and appropriate to the privileges of the licence. Aeromedical Disposition After completion of the examination the applicant shall be advised whether fit, unfit or referred to the authority. The authorized medical examiner (AME) shall inform the applicant of any condition(s) (medical, operational or otherwise) that may restrict flying training and/or the privileges of any licence issued. In the event that a restricted medical certificate is issued which limits the holder to exercise PIC privileges only when a safety pilot is carried; the authority will give advisory information for use by the safety pilot in determining their function and responsibilities. Decrease in Medical Fitness Licence holders or student pilots shall not exercise the privileges of their licences, related ratings or authorizations at any time when they are aware of any decrease in their medical fitness which might render them unable to safely exercise


those privileges and they shall without undue delay seek the advice of the authority or AME when becoming aware of:

Hospital or clinic admission for more than 12 hours Surgical operation or invasive procedure The regular use of medication The need for regular use of correcting lenses

Every holder of a medical certificate issued in accordance with JAR-FCL Part 3 (Medical) who is aware of:

Any significant personal injury involving incapacity to function as a member of a flight crew, or

Any illness involving incapacity to function as a member of a flight crew, or Being pregnant

shall inform the authority in writing of such injury or pregnancy, and as soon as the period of 21 days has elapsed in the case of illness. The medical certificate shall be deemed to be suspended upon the occurrence of such injury, or the elapse of such period of illness, or the confirmation of the pregnancy, and

In the case of injury or illness the suspension shall be lifted upon the holder being medically examined under arrangements made by the authority and being pronounced fit to function as a member of the flight crew, or upon the authority exempting, subject to such conditions as it thinks fit, the holder from the requirement of a medical examination, and

In the case of pregnancy, the suspension may be lifted by the authority for such

period and subject to such conditions as it thinks fit and shall cease upon the holder being medically examined under arrangements made by the authority after the pregnancy has ended and being pronounced fit to resume her functions as a member of the flight crew

Crediting of Flight Time Unless otherwise specified the following apply:

Pilot in Command or Under Instruction

Credited in full with all solo, dual instruction or pilot in command (PIC) flight time towards the total flight time required for the licence or rating

An ATPL/CPL graduate of an integrated CPL/ATPL course is entitled to be credited with up to 50 hours student pilot in command (SPIC) instrument time towards the pilot in command time required for the issue of the ATPL, CPL and a multi engine type or class rating


Co-Pilot

Credited in full with all co-pilot time towards the total flight time required for a higher grade of pilot licence

The holder of a pilot licence when acting as co-pilot performing under the supervision of the PIC the functions and duties of a PIC shall be entitled to be credited in full with this flight time required for a higher grade of licence. The method of supervision must be approved by the authority.

Curtailment of Privileges of Licence Holders Aged 60 Years or More Age 60 – 64 The holder of a pilot licence who has reached the age of 60 years shall not act as a pilot of an aeroplane engaged in commercial air transport operations except:

As a member of a multi-pilot crew and, provided that The holder is the only pilot in the flight crew who has reached age 60

Age 65 The holder of a pilot licence who has reached the age of 65 years shall not act as a pilot of an aeroplane engaged in commercial air transport operations State of Licence Issue An applicant shall demonstrate the satisfactory completion of all requirements for licence issue to the authority of the State under whose authority the training and testing for the licence were carried out. Following licence issue, this State shall thereafter be referred to as the “State of licence issue”. Further ratings may be obtained under JAR-FCL requirements in any JAA Member State and will be entered into the licence by the State of Licence issue Normal Residency Normal residency means the place where a person usually lives for at least 185 days in each calendar year because of personal and occupational ties or, in the case of a person with no occupational ties, because of personal ties which show close links between that person and the place where they are living.


Format and Specifications for Flight Crew Licences The flight crew licence issued by a JAR Member State in accordance with JAR-FCL will conform to the following specifications:

Permanent Items

State of licence issue Title of licence Serial number Name of holder Holder’s address Nationality of holder Signature of holder Authority and, where necessary, conditions imposed Certification of validity and authorization for the privileges granted Signature of the officer issuing the licence and the date of issue Seal or stamp of the authority

Variable Items

Ratings Class, type, instructor, etc with dates of expiry. Radio telephony privileges may appear on the licence form or on a separate certificate

Remarks Special endorsements relating to limitations and endorsements for privileges

Any other details required by the authority

Material The paper or other material used will prevent or readily show any alterations or erasures. Any entries or deletions to the form will be clearly authorized by the authority Colour White material will be used for pilot’s licences in accordance with JAR-FCL Language Licences shall be written in the national language and in English and such other languages as the authority deems appropriate


Logging of Flight Time

PIC Flight Time

All flight time as PIC All SPIC provided that it is countersigned by the instructor An instructor may log all instructional time as PIC An examiner may log all examining time as PIC A Co-pilot acting as PIC under the supervision of the PIC in an aeroplane where

the type certification requires more than one pilot may log the time as PIC as long as the time under supervision is countersigned by the PIC

If the holder of a licence carries out a number of flights on the same day returning to the same place of departure, and the interval between the flights does not exceed 30 minutes, this series of flights can be counted as one flight

Co-Pilot Flight Time

All flight time as co-pilot on an aeroplane where more than one pilot is required Cruise Relief Co-Pilot Flight Time

All flight time as co-pilot when occupying a pilot’s seat Instruction Time

A summary of all time logged by an applicant for a licence or rating as flight instruction, instrument flight instruction, instrument ground time has to be certified by the appropriate instructor

Pilot in Command Under Supervision (PICUS)

Where the method of supervision is approved by the authority a co-pilot may log all PICUS time as long as the PIC did not intervene in the interest of safety

Precis of Licence Privileges PPL(A)

Minimum Age 17 Medical Fitness Class 1 or Class 2


Privileges and Conditions To act as PIC or co-pilot of an aeroplane engaged in non-revenue flights. Experience and Crediting An applicant must have completed 45 hours flight time as a pilot of aeroplanes. Five hours may have been completed in an FNPT or a flight simulator. Where an applicant is the holder of one of the following licences then 10% of their total flight time up to a maximum of 10 hours may be credited towards the issue of the PPL(A):

Helicopter Microlight helicopters Gyroplanes Microlights with fixed wings and moveable aerodynamic control surfaces

Flight Instruction The applicant for a PPL(A) must have completed:

25 hours dual instruction, and 10 hours supervised solo, to include • 5 hours of cross country flight time, with • one cross country flight of at least 150 nm during which full stop landings at

two aerodromes different from the aerodrome of departure shall be made Where credit has been given for previous PIC time the dual instruction may be

reduced to not less than 20 hours


Commercial Pilot Licence (Aeroplane) CPL(A)

Airline Transport Licence Aeroplane (ATPL)

Minimum Age 18 21 Medical Fitness

Class 1 medical certificate Class 1 medical certificate

Privileges and Conditions

Subject to any other conditions specified in JARs, the privileges of the holder of a CPL(A) are to:

Exercise all the privileges of the holder of a PPL(A)

Act as PIC or co-pilot of any aeroplane engaged in operations other than commercial aviation

Act as PIC in commercial air transportation of any single pilot aeroplane

Act as co-pilot in commercial air transportation

An applicant for a CPL(A) shall have fulfilled the requirements for the issue of at least a CPL(A) containing the class/type rating for the aeroplane type used on the skill test and, if an instrument rating course and test are included, the instrument rating

Subject to any other conditions specified in JARs, the privileges of the holder of a ATPL(A) are to:

Exercise all the privileges of the holder of a PPL(A), CPL(A) and an IR(A)

Act as PIC or co-pilot in aeroplanes engaged in air transportation

An applicant for an ATPL(A) shall have fulfilled the requirements for the issue of an ATPL(A) containing a type rating for the aeroplane type used on the skill test

Experience and Crediting

See CPL Experience below See ATPL experience below

ATPL(A) Experience An applicant for an ATPL (A) shall have completed as a pilot of aeroplanes at least 1500 hours of flight time. A maximum of 100 hours flight simulator time may be included in this figure. Specific qualifications required within the 1500 hours flight time are:

500 hours in multi-pilot operations on aeroplanes type certificated in accordance with JAR/FAR 25 (Transport Category) or JAR/FAR 23 (Commuter Category) or equivalent codes

250 hours as PIC or at least 100 hours PIC and 150 hours as co-pilot performing under the supervision of the PIC the duties and functions of a PIC ( the method of supervision must be acceptable to the authority)

200 hours cross country flight of which at least 100 hours shall be as PIC or as co-pilot performing under the supervision of the PIC the duties and functions of a PIC ( the method of supervision must be acceptable to the authority)

75 hours instrument flight time not more than 30 hours may be instrument ground time

100 hours of night flight as PIC or co-pilot


For ATPL:

Helicopter flight time will be credited up to 50% of the flight time requirements Flight engineers will be credited with up to 50% of the flight time to a maximum of

250 hours flight engineer time CPL(A) Experience

Integrated Course 150 hours of flight time Modular Course 200 hours of flight time

The applicant must have completed:

100 hours as PIC, 70 hours if completed during a course of integrated training 20 hours of cross country flight time as PIC. This must include a cross country of

at least 300 nm during which two full stop landings at two aerodromes different from the aerodrome of departure shall be made

10 hours of instrument instruction time of which not more than 5 hours is to be instrument ground time

5 hours of night flight time IR (A)

Medical Fitness An applicant shall be medically fit Privileges To pilot a multi- or single-engined aeroplane under IFR to a minimum decision height of 200 ft Experience The pilot must hold a PPL(A) with a night qualification or a CPL(A) and have completed at least 50 hours of cross country flight time as PIC.in aeroplanes or helicopters of which at least 10 hours shall be in aeroplanes.

Instructor Ratings An instructor rating is valid for 3 years. To be allowed to begin an FI(A) course the pilot must have 200 hours of flight time of which 100 hours must be PIC if the pilot is the holder of an ATPL(A) or CPL(A). 150 hours PIC if the holder of a PPL(A) and be the holder of the knowledge requirements for CPL(A). The following must also have been carried out:

Completed at least 30 hours on single engine piston aeroplanes of which 5 hours shall have been completed during the 6 months preceding the pre-flight entry flight test

Received at least 10 hours instrument instruction of which not more than 5 hours may be instrument ground time in an FNPT or flight simulator


Completed at least 20 hours of cross country as PIC including a flight totaling not less than 300 nm in the course of which full stop landings at two different aerodromes must have been made

Passed a pre-flight entry test The minimum applicant age is 18 years old. Instructor Ratings – Privileges and Requirements Issue of a PPL

Completion of 15 hours on the relevant type in the preceding 12 months Issue of a CPL

500 hours of flight time including at least 200 hours of flight instruction Issue of an IR

200 hours flight time in accordance with IFR, 50 hours of which may be instrument ground time Completed an approved course of at least 5 hours of flight instruction in an aeroplane, flight simulator or FNPT II

Class and Type Ratings Class Ratings Class ratings are established for single pilot aeroplanes not requiring a type rating as follows:

All single engine piston aeroplanes (land and sea) All touring motor gliders Each manufacturer of single engined turbo-prop aeroplanes (land and sea) All multi engined piston aeroplanes (land and sea)

Type Ratings Other than those aeroplanes included in the class ratings above the following aeroplanes require type ratings:

Each type of multi-pilot aeroplane Each type of single pilot multi engine aeroplane fitted with turbo prop or turbojet

engines Each type of single pilot single engine aeroplane fitted with a turbojet engine Any other type of aeroplane if considered necessary

Single Pilot Multi Engine Type and Class Rating The pilot shall have completed at least 70 hours as PIC of aeroplanes.


Proficiency Checks The operator must ensure that each flight crewmember undergoes the following checks and recurrent training: Operator Proficiency Check Each flight crew member must undergo an Operator Proficiency Check to demonstrate their competence in carrying out normal, abnormal and emergency procedures. The check is carried out under IFR conditions as part of a normal flight crew complement. The validity of an Operator Proficiency Check is 6 calendar months. If the check is issued within the final 3 calendar months of validity of a previous Operator Proficiency Check then the period of validity extends from the date of issue until 6 calendar months from the expiry date of that previous Operator Proficiency Check. Line Check Each flight crewmember must undergo a Line Check to demonstrate their competence in carrying out normal line operations. The period of validity is 12 calendar months. If the check is issued within the final 3 calendar months of validity of a previous Line Check then the period of validity extends from the date of issue until 12 calendar months from the expiry date of that previous Line Check. Emergency and Safety Equipment Training and Checking Each flight crew member must undergo training and checking on the location and use of all emergency and safety equipment carried. The period of validity is 12 calendar months. If the check is issued within the final 3 calendar months of validity of a previous Emergency and Safety Check then the period of validity extends from the date of issue until 12 calendar months from the expiry date of that previous Emergency and Safety Check CRM Each flight crewmember has to undergo recurrent CRM training. JAA OPS covers validity and recurrent training periods required. Ground and Refresher Training Each flight crewmember must undergo Ground and Refresher Training.


The period of validity is 12 calendar months. If the training is conducted within 3 calendar months prior to the expiry of the 12 calendar months period, the next Ground and Refresher Training must be completed within 12 calendar months of the expiry date of the previous ground and refresher training. Aeroplane/Flight Simulator Training Each flight crewmember must undergo Aeroplane/Flight Simulator Training at least every 12 calendar months. If the check is issued within the final 3 calendar months of validity of previous Aeroplane/Flight Simulator Training then the period of validity extends from the date of issue until 12 calendar months from the expiry date of that previous Aeroplane/Flight Simulator Training.


Chapter 7.

Rules of the Air Reference: Annex 2 - Rules of the Air Applicability of the Rules of the Air Territorial Application of the Rules of the Air The rules of the air shall apply to aircraft bearing the nationality and registration marks of a Contracting State, wherever they may be. An aircraft must follow the rules of the air of the state being overflown. These rules also apply to Oceanic Regions that are covered by Regional Air Navigation Agreements. Compliance with the Rules of the Air The operation of an aircraft in flight or on the movement area shall be in accordance with the General Rules, which are listed later. In flight operation must also be flown under:

Instrument flight rules (IFR), or Visual flight rules (VFR)

Responsibility for Compliance with the Rules of the Air Responsibility of the Pilot in Command (PlC) The PIC, whether at the controls or not, shall be responsible for the operation of the aircraft in accordance with the rules of the air. The PIC may depart from the rules of the air in the interests of safety. Pre-Flight Action The PIC of an aircraft must pre-brief himself with all available information appropriate to the flight. Flights away from the vicinity of an aerodrome, and all IFR flights shall include:

A meteorological brief A consideration of the fuel requirements Alternative actions if the flight cannot be completed as planned

Authority of the Pilot in Command of an Aircraft The PIC of an aircraft shall have final authority over the aircraft while in command.


Use of Intoxicating Liquor, Narcotics or Drugs No person shall pilot an aircraft, or act as flight crew while under the influence of intoxicating liquor, or any narcotic or drug, by reason of which that person’s capacity to act is impaired. General Rules 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. Minimum Heights No aircraft is to be flown over the congested areas of cities, towns or settlements or over an open air assembly of persons, unless at a height that will permit, in the event of an emergency, a landing to be made without undue hazard to persons or property on the surface. Exceptions to this rule are:

Take-off and landing Permission from the appropriate authority

Minimum heights for VFR and IFR flights will be discussed in the later sections. Cruising Levels Cruising levels of a flight shall be conducted in terms of:

Flight Level For flights above the lowest useable flight level or where applicable, above the Transition Altitude. Altitude For flights below the lowest usable flight level or where applicable, at or below the Transition Altitude.


Aircraft Restrictions None of the following can be carried out from an aircraft in flight except when prescribed by the appropriate authority, and as indicated by relevant information, advice and/or clearance from the appropriate ATSU.

Dropping or Spraying Towing Parachute Descents Acrobatic Flight

Formation Flights Aircraft shall not be flown in formation except:

By pre-arrangement among the PICs taking part in the flight, and For formation flight in CAS, in accordance with the conditions prescribed by the

appropriate ATS authority The above conditions assume that the following rules are observed:

The formation operates as a single aircraft with regard to navigation and position reporting

Separation between aircraft in flight shall be the responsibility of the flight leader and the PICs of the other aircraft

A distance not exceeding 1 km laterally and longitudinally and 30 m vertically from the flight leader shall be maintained

Unmanned Free Balloons Unmanned free balloons must be operated in a manner so as to minimise hazards to persons, property or other aircraft. Prohibited and Restricted Areas Aircraft shall not be flown in Prohibited or Restricted Areas except in accordance with the conditions of the restrictions, or by the permission of the state, over whose territories the areas are established. Avoidance of Collisions It is important that vigilance for the purpose of detecting potential collisions is not relaxed on board an aircraft in flight, regardless of the type of flight or the class of airspace in which the aircraft is operating, and while operating on the movement area of an aerodrome.


Proximity An aircraft shall not be operated in close proximity to other aircraft so as to create a collision hazard. Right of Way The aircraft that has the right of way shall maintain its heading and speed. Nothing in these rules shall relieve the PIC of an aircraft from the responsibility of taking such action, including collision avoidance manoeuvres based on resolution advisories provided by ACAS equipment. Any aircraft that is obliged to keep out of the way of another aircraft shall avoid passing over, under or in front of that aircraft, unless it is well clear and takes into account the effect of wake turbulence.

Approaching Head-on When two aircraft approach head on, or approximately so, and there is a danger of collision, then both shall alter heading to the right.


Converging When two aircraft are converging at approximately the same level, the aircraft that has the other on its right shall give way.

The following exceptions apply:

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

Overtaking An overtaking aircraft is an aircraft that approaches from the rear on a line forming an angle of less than 70º.


Note: The overtaking aircraft is in a position that it is unable to see either the aircraft’s left (red light) or right (green light) navigation lights.

An aircraft that is being overtaken has the right of way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way by altering its heading to the right. No change in the relative positions of the two aircraft absolves the overtaking aircraft from this obligation until it is entirely past and clear.

Landing An aircraft in flight, or operating on the ground, shall give way to aircraft landing or in the final stages of an approach to land.

When two or more heavier-than-air aircraft are approaching an aerodrome to land, aircraft at the higher level shall give way to aircraft at the lower level. No aircraft shall take advantage of this rule by cutting in front of another aircraft that is on its final approach. Power-driven heavier-than-air aircraft shall give way to gliders.

Emergency Landing An aircraft that is aware that another aircraft is compelled to land shall give way to that aircraft. Taking-off An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft taking-off or about to take-off

Surface Movement of Aircraft When there is a danger of collision between two aircraft taxiing on the movement area of an aerodrome the following rules apply:

Where two aircraft are approaching head-on, or approximately so, each shall stop or where practicable alter its course to the right so as to keep well clear

When two aircraft are on a converging course, the one that has the other on its right shall give way

An aircraft which is being overtaken by another aircraft shall have the right of way. The overtaking aircraft shall keep well clear of the other aircraft.

An aircraft taxiing on the manoeuvring area shall stop and hold at all taxi-holding positions unless authorized by the aerodrome control tower. This includes lighted stop bars; when the lights are switched off then an aircraft may proceed.


Lights to be Displayed by Aircraft From sunset to sunrise, or during any other period prescribed by the appropriate authority, all aircraft in flight shall display:

Anti collision lights intended to attract the attention of other aircraft, and Navigation lights intended to indicate the relative path of the aircraft to an

observer. No other lights shall be displayed if they are likely to be mistaken for the navigation lights

Lights such as landing lights and airframe floodlights may be used in addition to the anti collision light to enhance aircraft conspicuity. From sunset to sunrise, or during any other period prescribed by the appropriate authority:

All aircraft on the movement area of an aerodrome shall display navigation lights intended to indicate the relative path of the aircraft to an observer. Other lights shall not be displayed if they are likely to be mistaken for these lights

Unless stationary, and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure

Note: If suitably located on the aircraft the navigation lights may meet these requirements.

All aircraft operating on the movement area of an aerodrome shall display lights

intended to attract attention to the aircraft, and All aircraft operating on the movement area of an aerodrome whose engines are

running shall display lights which indicate that fact

Note: Red anti collision lights may meet the requirements of the two paragraphs above provided that they do not subject observers to harmful dazzle.

All aircraft operating on the movement area of an aerodrome that are fitted with anti collision lights, or lights that show that the engines are running, shall display these lights at all times on the movement area. Pilots shall be permitted to switch off, or reduce the intensity of, any flashing lights if they do, or are likely to:

Adversely affect the satisfactory performance of duties, or Subject an outside observer to harmful dazzle


Simulated Instrument Flight (SIF) An aircraft shall not be flown under SIF conditions unless:

Fully functioning dual controls are fitted in the aircraft, and A qualified pilot occupies a control seat to act as safety pilot for the person who is

flying under simulated instrument flying conditions. The safety pilot shall have an adequate vision forward and to each side of the aircraft, or

A competent observer, in communication with, the safety pilot shall occupy a position in the aircraft from which the field of vision adequately supplements that of the safety pilot.

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 ATZ:

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 landing or taking-off unless

otherwise instructed Land and take-off into the wind unless safety, the runway configuration, or an air

traffic consideration determines that a different direction should be used


Chapter 8.

Airspace Rules and Procedures Reference: Annex 11 - Air Traffic Services Objective of the Air Traffic Services The objectives of the ATS are to:

Prevent collisions between aircraft Prevent collisions between aircraft and obstructions on the manoeuvring area Expedite and maintain an orderly flow of air traffic Provide advice and information necessary for the safe and efficient conduct of

flights Notify appropriate organizations regarding aircraft in need of SAR aid, and assist

such organizations as required Divisions of the Air Traffic Services The ATS comprise of three services identified as follows:

The Air Traffic Control Service This service is further sub-divided into three parts:

Area Control Service The provision of ATC service for controlled flights, except those parts of such flights as described below Approach Control Service The provision of ATC service for those parts of controlled flights associated with arrival and departure Aerodrome Control Service The provision of ATC service for aerodrome traffic, except for those parts of flights described above

Flight Information Service To provide advice and information useful for the safe and efficient conduct of flight Alerting Service Notify appropriate organizations regarding aircraft in need of SAR aid, and assist such organizations as required

Determination of the Need for Air Traffic Services The need for the provision of ATS is determined by considering the following:


The types of traffic involved The density of air traffic The meteorological conditions Such other factors as may be relevant

Determination of the Portions of the Airspace and Controlled Aerodromes where Air Traffic Services will be Provided When it has been determined that ATS will be provided in a particular portion of airspace or at a particular aerodrome, then the airspace is designated according to the services to be provided. The designation of the particular portions of the airspace or the particular aerodromes are as follows. Flight Information Regions Those portions of the airspace where it is determined that FIS and alerting service will be provided shall be designated as FIRs. Control Areas and Control Zones Those portions of the airspace where it is determined that ATC service will be provided to IFR flights only are designated as Class A airspace; Control Areas or Control Zones. The difference between a CTR and a CTA will be discussed later. Those portions of controlled airspace where it is determined that ATC service will also be provided to VFR flights shall be designated as Class B, C or D airspace. Where designated within a FIR, CTAs and CTRs shall form part of that FIR. Controlled Aerodrome Those aerodromes where it is determined that ATC service will be provided to aerodrome traffic are designated as controlled aerodromes.


Classification of Airspace ATS airspace is classified and designated in accordance with the following:

Class A Airspace IFR flights only are permitted, all flights are subject to ATC service and are separated from each other Type of Flight IFR only Separation Provided All aircraft Service Provided Air traffic control service VMC Visibility and Distance from Cloud Minima

Not applicable

Speed Limitation Not applicable Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance Yes

Class B Airspace IFR and VFR flights are permitted, all flights are subject to ATC service and are separated from each other

IFR Flight Separation Provided All aircraft Service Provided Air traffic control service VMC Visibility and Distance from Cloud Minima

Not applicable

Speed limitation Not applicable Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance Yes

VFR Flight Separation Provided All aircraft Service Provided Air traffic control service VMC Visibility and Distance from Cloud Minima

8 km at and above 3050 m (10 000 ft) amsl 5km below 3050 m (10 000ft) msl Clear of clouds

Speed Limitation Not applicable Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance Yes


Class C Airspace IFR and VFR flights are permitted, all flights are subject to ATC service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights

IFR Flight Separation Provided IFR from IFR

IFR from VFR Service Provided Air traffic control service VMC Visibility and Distance from Cloud Minima

Not applicable

Speed limitation Not applicable Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance Yes

VFR Flight Separation Provided VFR from IFR Service Provided Air traffic control service for separation from

IFR VFR/VFR traffic information (and traffic avoidance advice on request)

VMC Visibility and Distance from Cloud Minima

8 km at and above 3050 m (10 000 ft) amsl 5 km below 3050 m (10 000 ft) msl 1500 m horizontal; 300 m vertical distance from cloud

Speed Limitation 250 kt IAS below 3050 m (10 000 ft) Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance Yes


Class D Airspace IFR and VFR flights are permitted, and all flights are subject to ATC service, IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights. VFR flights receive traffic information in respect of other VFR flights

IFR Flight Separation Provided IFR from IFR Service Provided Air traffic control service including traffic

information about VFR flights (and traffic avoidance advice on request)


Not applicable

Speed limitation 250 kt lAS below 3050 m (10 000 ft) Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance Yes

VFR Flight Separation Provided Nil Service Provided Traffic information between IFR and VFR

flights (and traffic avoidance advice on request)



Speed Limitation 250 kt IAS below 3050 m (10 000 ft) Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance Yes


Class E Airspace IFR and VFR flights are permitted, IFR flights are subject to ATC service and are separated from other IFR flights. All flights receive traffic information as far as is practical

IFR Flight Separation Provided IFR from IFR Service Provided Air traffic control service and traffic

information about VFR flights as far as practicable


Not applicable

Speed limitation 250 kt lAS below 3050 m (10 000 ft) Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance Yes

VFR Flight Separation Provided Nil Service Provided Traffic information as far as practical VMC Visibility and Distance from Cloud Minima


Speed Limitation 250 kt IAS below 3050 m (10 000 ft) Radio Communication Requirement No Subject to an Air Traffic Clearance No


Class F Airspace IFR and VFR flights are permitted, all participating IFR flights receive an air traffic advisory service and all flights receive FIS if requested

IFR Flight Separation Provided IFR from IFR as far as practical Service Provided Air traffic advisory service, FIS VMC Visibility and Distance from Cloud Minima

Not applicable

Speed limitation 250 kt lAS below 3050 m (10 000 ft) Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance No

VFR Flight Separation Provided Nil Service Provided FIS VMC Visibility and Distance from Cloud Minima

8 km at and above 3050 m (10 000 ft) amsl 5 km below 3050 m (10 000 ft) msl 1500 m horizontal; 300 m vertical distance from cloud At and below 900 m or 300 m above terrain whichever is higher 5 km visibility, clear of cloud and insight of ground or water



Class G Airspace IFR and VFR flights are permitted and receive FIS if requested

IFR Flight Separation Provided Nil Service Provided FIS VMC Visibility and Distance from Cloud Minima

Not applicable

Speed limitation 250 kt lAS below 3050 m (10 000 ft) Radio Communication Requirement Continuous two-way Subject to an Air Traffic Clearance No

VFR Flight Separation Provided Nil Service Provided FIS VMC Visibility and Distance from Cloud Minima

8 km at and above 3050 m (10 000 ft) amsl 5 km below 3050 m (10 000 ft) msl 1500 m horizontal; 300 m vertical distance from cloud At and below 900 m or 300 m above terrain whichever is higher 5 km visibility, clear of cloud and insight of ground or water



Notes When the height of the transition altitude is lower than 3050 m (10 000 ft) amsl, FL 100 should be used in lieu of 10 000 ft. For Class F and G airspace if the appropriate ATS authority is given:

Lower flight visibilities to 1500 m may be permitted for flights operating:

• At speeds that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision, or

• In circumstances in which the probability of encounters with other traffic would normally be low eg in areas of low traffic volume and for aerial work at low levels

Helicopters may be permitted to operate in less than 1500 m flight visibility, if

manoeuvred at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision

States need only select those airspace classes appropriate to their needs. Required Navigation Performance (RNP)

RNP Type A containment value expressed as a distance in nautical miles from the intended position within which flights would be for at least 95% of the total flying time eg RNP 4 would be an aircraft staying within a distance from the intended position of 4 nm for at least 95% of the total flying time

States authorize RNP types and, when applicable, RNP types are also prescribed on the basis of regional air navigation agreements. Establishment and Designation of the Units Providing Air Traffic Services The ATS is provided by units established and designated as follows:

Flight Information Centre A Flight Information Centre shall be established to provide FIS and alerting service within FIRs, unless the responsibility of providing such services within a FIR is assigned to an ATCU having adequate facilities for the discharge of such responsibility Air Traffic Control Unit ATCUs are established to provide ATC service, FIS and alerting service within CTAs, CTRs and at controlled aerodromes


Specifications for Flight Information Regions, Control Areas and Control Zones Flight Information Regions FIRs are designated to cover the whole of the air route structure to be served by such regions. A FIR includes all airspace within its lateral limits, except that covered by an UIR.

SCOTTISH FIR

LONDON FIR

Where a FIR is limited by an UIR, the lower limit specified for the UIR is also the upper vertical limit of the FIR. Control Areas CTAs, including airways and TMAs, are designated so as to encompass enough airspace to contain the flight paths of IFR flights in which it is desired to provide protection. Taking into account the capabilities of the navigation aids within the area.

A lower limit of a CTA is established at a height above the ground or water at not less than 200 m (700 ft). The lower limit of a CTA should, when practicable, in order to allow freedom of movement for VFR flights below the CTA, is established above those minima specified above.

AIRWAYAIRWAY TERMINALCONTROL AREA

CONTROL ZONE


When the lower limit of a CTA is above 900 m (3000 ft) msl it should coincide with a VFR cruising level. An upper limit of a CTA is established when either:

An ATC service will not be provided above that upper limit, or The CTA is situated below an upper CTA in which the upper limit coincides with

the lower limit of the upper CTA Flight Information Regions or Control Areas in the Upper Airspace Where it is desirable to limit the number of FIRs or CTAs through which high flying aircraft would otherwise have to operate, a FIR or CTA, as appropriate, should be designated to include the upper airspace within the lateral limits of a number of lower FIRs or CTAs Control Zones The lateral limits of CTRs encompass at least those portions of the airspace, which are not within CTAs, containing the paths of IFR flights arriving at and departing from aerodromes to be used under IMC. The lateral limits of a CTR extend to at least 9.3 km (5 nm) from the centre of the aerodrome or aerodromes concerned in the directions from which approaches may be made. If a CTR is located within the lateral limits of a CTA, it extends upwards from the surface of the earth to at least the lower limit of the CTA. A CTR may include two or more aerodromes situated close together.

Note: An upper limit higher than the lower limit of the overlying CTA may be established when necessary

If a CTR is located outside of the lateral limits of a CTA, an upper limit is established. If it is necessary to establish the upper limit of a CTR at a level higher than the lower limit of the CTA established above it, or if the CTR is outside of the lateral limits of a CTA, its upper limit should be established at a level which pilots can easily identify. When this limit is above 900 m (3000 ft) msl it should coincide with a VFR cruising level. Minimum Flight Altitudes Minimum flight altitudes are determined and promulgated by each Contracting State for each ATS route over its territory. The minimum flight altitudes determined will provide a minimum clearance above the controlling obstacle located within the area concerned.


Service to Aircraft in the Event of Emergency An aircraft known or believed to be in a state of emergency, including being subjected to unlawful interference, shall be given maximum assistance and priority over other aircraft as may be necessitated by the circumstances. When an occurrence of unlawful interference with an aircraft takes place or is suspected, ATS units shall attend promptly to requests by the aircraft. Information pertinent to the safe conduct of the flight shall continue to be transmitted and necessary action shall be taken to expedite the conduct of all phases of the flight, especially the safe landing of the aircraft.

Note: To indicate that it is in a state of emergency, an aircraft equipped with an SSR transponder might operate the equipment as follows:

On Mode A, Code 7700, or On Mode A, Code 7500, to indicate specifically that it is being

subjected to unlawful interference Time in Air Traffic Services ATS units use Co-ordinated Universal Time (UTC) and express the time in hours and minutes of the 24 hour day beginning at midnight. ATS unit clocks and other time recording devices are checked as necessary to ensure the correct time to within ±30 seconds of UTC at all times. Aerodrome control towers shall, prior to an aircraft taxiing for take-off, provide the pilot with the correct time, unless arrangements have been made for the pilot to obtain it from other sources. ATS units provide aircraft with the correct time on request, these time checks are given to the nearest ½ minute.


Chapter 9.

Flight Rules Reference: Annex 2 – Rules of the Air Visual Flight Rules (VFR) Except when an aircraft is being flown under Special VFR, a VFR flight must follow the rules below. The rules specify the minimum in-flight conditions for visibility and distance from clouds for all classes of airspace. Class A does not appear in the table below as VFR is not permitted in that class of airspace.

F & G Airspace Class B C, D & E Above 900 m (3000 ft) AMSL or above 300 m (1000 ft) above terrain whichever is higher

At and below 900 m (3000 ft) AMSL or 300 m (1000 ft) above terrain whichever is higher

Distance From Cloud

Clear of cloud 1500 m horizontally 300 m (1000 ft) vertically

Clear of cloud and in sight of the surface

Flight Visibility 8 km at and above 3050 m (10 000 ft) AMSLA 5 km below 3050 m (10 000 ft) AMSLA

5 kmB

1. When the height of the transition altitude is lower than 3050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft 2. When the ATS authority prescribe:

Lower flight visibilities to 1500 m may be permitted for flights operating: At speeds that, in the prevailing visibility, will give adequate opportunity to

observe other traffic or any obstacles in time to avoid collision, or In circumstances in which the probability of encounters with other traffic

would normally be low eg in areas of low volume traffic and for aerial work at low levels

Helicopters may be permitted to operate in less than 1500 m flight visibility, if manoeuvred at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision

Except when a clearance is given from an ATCU, VFR flights cannot take-off or land at an aerodrome in a CTR, or enter an aerodrome traffic zone or traffic pattern when:

The ceiling is less than 1500 ft The visibility is less than 5 km


VFR flights between sunset and sunrise, or such other periods between sunset and sunrise as are prescribed by the appropriate ATS authority, can operated in accordance with the conditions set out by that authority. Unless authorized by the appropriate ATS authority, VFR flights are not operated:

Above FL 200 At transonic and supersonic speeds

Except when necessary for take-off and landing, or where permission has been granted from the appropriate authority, a VFR flight shall not be flown:

Over the congested areas of cities, towns or settlements or over an open air assembly of persons at a height less than 300 m (1000 ft) above the highest obstacle within a radius of 600 m from the aircraft

Elsewhere, other than specified in the paragraph above, at a height less than 150 m (500 ft) above the ground or water

Except where indicated in ATC clearances or specified by the appropriate ATS authority:

VFR flights in level cruising flight when operated above 900 m (3000 ft) from the ground or water, or

A higher datum as specified by the appropriate ATS authority are conducted at a flight level appropriate to track as specified in the table of cruising levels to be found after the notes on IFR. VFR flights shall comply with the provisions laid out in ATC clearances:

When operated in Class B, C and D airspace When forming part of aerodrome traffic at a controlled aerodrome, or When operated as special VFR flights

A VFR flight operating within ATS routes, or areas specified by the appropriate ATS authority, shall maintain a continuous listening watch on the appropriate radio frequency. The aircraft must report its position as necessary to, the ATS unit providing the FIS. An aircraft operated in accordance with VFR which wishes to change its flight to IFR, shall:

If a flight plan was submitted, communicate the necessary changes to be effected to its current flight plan, or

When so required submit a flight plan to the appropriate ATS unit and obtain a clearance prior to proceeding IFR when in controlled airspace


Instrument Flight Rules Rules Applicable to All IFR Flights Aircraft Equipment All aircraft have to be equipped with suitable instruments and navigation equipment appropriate to the route to be flown. Minimum Levels Except when necessary for take-off and landing, or except when specifically authorized by the appropriate authority, an IFR flight is flown at a level which is not below the minimum flight altitude established by the state whose territory is being overflown. If no minimum altitude has been established IFR flight shall be flown:

Over high terrain or in mountainous areas, at a level which is at least 600 m (2000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft, or

At a level which is at least 300 m (1000 ft) above the highest obstacle located within 8 km of the estimated position of the aircraft

Note: The estimated position of the aircraft will take account of the navigational accuracy which can be achieved on the relevant route segment, having regard to the navigational facilities available on the ground and in the aircraft

Change from IFR Flight to VFR Flight An aircraft wishing to change from IFR to VFR flight shall, if a flight plan was submitted, notify the appropriate ATS unit that the IFR flight is cancelled and communicate the changes to be made to the current flight plan. When an aircraft operating under IFR is flown in, or encounters, VMC it shall not cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonable period of time in uninterrupted VMC. Rules Applicable to IFR Flights within Controlled Airspace IFR flights shall comply with the provisions of the rules laid out in ATC clearances. An IFR flight operating in cruising flight shall be flown at a cruising level, or if authorized to employ cruise climb techniques, between two levels or above a level, selected from the table of cruising levels found after this section. The correlation to track does not apply when indicated in ATC clearances or specified in the appropriate ATS authority AIP. Rules Applicable to IFR Flights Outside Controlled Airspace An IFR flight operating in level cruising flight outside controlled airspace is flown at a cruising level appropriate to track as specified in the table of cruising levels found after this section.


Note: The provision does not preclude the use of cruise climbing techniques by aircraft in supersonic flight

Communication All IFR flights operating outside controlled airspace but within or into areas, or along routes designated by the appropriate ATS authority shall maintain a listening watch on the appropriate radio frequency. Two-way communications must be established with the ATS unit providing the FIS. Position Reports All IFR flights operating outside controlled airspace and required by the appropriate ATS authority to:

Submit a flight plan Maintain a listening watch on the appropriate frequency Establish two way communication with the appropriate ATS authority

shall report their position as for controlled flight.

Note: Aircraft electing to use the air traffic advisory service while operating IFR are:

Expected to comply with the provisions for ATC clearances, except

• That the flight plan and changes thereto are not subject to clearances • Two way communication will be maintained with the unit providing the air

traffic advisory service


Table of Cruising Levels The cruising levels to be observed when required by Annex 2 are listed in the two tables below.


In Areas Where, On the basis of Regional Air Navigation Agreement and in Accordance with the Conditions Specified Therein, A Vertical Separation Minimum (VSM) of 300 m (1000 ft) is applied between FL 290 and FL 410 Inclusive* TRACK** From 000º to 179º *** From 180º to 359º *** IFR Flights VFR Flights IFR Flights VFR Flights Altitude Altitude Altitude Altitude FL Metres Feet FL Metres Feet FL Metres Feet FL Metres Feet 10 30 50 70 90 110 130 150 170 190 210 230 250 270 290 310 330 350 370 390 410 450 490 etc

300 900 1500 2150 2750 3350 3950 4550 5200 5800 6400 7000 7600 8250 8850 9450 10 050 10 650 11 300 11 900 12 500 13 700 14 950 etc

1000 3000 5000 7000 9000 11 000 13 000 15 000 17 000 19 000 21 000 23 000 25 000 27 000 19 000 31 000 33 000 35 000 37 000 39 000 41 000 45 000 49 000 etc

35 55 75 95 115 135 155 175 195 215 235 255 275

1050 1700 2300 2900 3500 4100 4700 5350 5950 6550 7150 7750 8400

3500 5500 7500 9500 11 500 13 500 15 500 17 500 19 500 21 500 23 500 25 500 27 500

20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 430 470 510 etc

600 1200 1850 2450 3050 3650 4250 4900 5500 6100 6700 7300 7900 8550 9150 9750 10 350 10 950 11 600 12 200 13 100 14 350 15 550 etc

2000 4000 6000 8000 10 000 12 000 14 000 16 000 18 000 20 000 22 000 24 000 26 000 28 000 30 000 32 000 34 000 36 000 38 000 40 000 43 000 47 000 51 000 etc

45 65 85 105 125 145 165 185 205 225 245 265 285

1350 2000 2600 3200 3800 4400 5050 5650 6250 6850 7450 8100 8700

4500 6500 8500 10 500 12 500 14 500 16 500 18 500 20 500 22 500 24 500 26 500 28 500

* Except when, on the basis of regional air navigation agreements, a modified table of cruising levels based on a nominal vertical separation minimum of 300 m (1000 ft) is prescribed for use, under specified conditions, by aircraft operating above FL 410 within designated portions of the airspace ** Magnetic track, or Polar areas at a latitude higher than 70º and within such extensions to those areas as may be prescribed by the appropriate ATS authorities, grid tracks as determined by a network of lines parallel to the Greenwich Meridian superimposed


as a Polar Stereographic chart in which the direction towards the North Pole is employed as Grid North *** Except where, on the basis of regional air navigation agreements, from 090º to 269º and from 270º to 089º is prescribed to accommodate predominant traffic directions and appropriate transition procedures to be associated therewith are specified


In Other Areas TRACK* From 000º to 179º ** From 180º to 359º ** IFR Flights VFR Flights IFR Flights VFR Flights Altitude Altitude Altitude Altitude FL Metres Feet FL Metres Feet FL Metres Feet FL Metres Feet 10 30 50 70 90 110 130 150 170 190 210 230 250 270 290 330 370 410 450 490 etc

300 900 1500 2150 2750 3350 3950 4550 5200 5800 6400 7000 7600 8250 8850 10 050 11 300 12 500 13 700 14 950 etc

1000 3000 5000 7000 9000 11 000 13 000 15 000 17 000 19 000 21 000 23 000 25 000 27 000 19 000 33 000 37 000 41 000 45 000 49 000 etc

35 55 75 95 115 135 155 175 195 215 235 255 275 300 340 380 420 460 500 etc

1050 1700 2300 2900 3500 4100 4700 5350 5950 6550 7150 7750 8400 9150 10 350 11 600 12 800 14 000 15 250 etc

3500 5500 7500 9500 11 500 13 500 15 500 17 500 19 500 21 500 23 500 25 500 27 500 30 000 34 000 38 000 42 000 46 000 50 000 etc

20 40 60 80 100 120 140 160 180 200 220 240 260 280 310 350 390 430 470 510 etc

600 1200 1850 2450 3050 3650 4250 4900 5500 6100 6700 7300 7900 8550 9150 10 650 11 900 13 100 14 350 15 550 etc

2000 4000 6000 8000 10 000 12 000 14 000 16 000 18 000 20 000 22 000 24 000 26 000 28 000 31 000 35 000 39 000 43 000 47 000 51 000 etc

45 65 85 105 125 145 165 185 205 225 245 265 285 320 360 400 440 480 520 etc

1350 2000 2600 3200 3800 4400 5050 5650 6250 6850 7450 8100 8700 9750 10 950 12 200 13 400 14 650 15 850 etc

4500 6500 8500 10 500 12 500 14 500 16 500 18 500 20 500 22 500 24 500 26 500 28 500 32 000 36 000 40 000 44 000 48 000 52 000 etc

* Magnetic track, or Polar areas at a latitude higher than 70º and within such extensions to those areas as may be prescribed by the appropriate ATS authorities, grid tracks as determined by a network of lines parallel to the Greenwich Meridian superimposed as a Polar Stereographic chart in which the direction towards the North Pole is employed as Grid North ** Except where, on the basis of regional air navigation agreements, from 090º to 269º and from 270º to 089º is prescribed to accommodate predominant traffic directions and appropriate transition procedures to be associated therewith are specified


Chapter 10.

Aerodrome Control Service Reference: Procedures for Air Navigation Services, Rules of the Air and Air Traffic Services, Doc 4444 - RAC/501 Functions of Aerodrome Control Towers General Aerodrome control towers issue information and clearances to aircraft under their control in order to achieve a safe, orderly and expeditious flow of air traffic on and in the vicinity of an aerodrome with the object of preventing collisions between:

Aircraft flying in the aerodrome traffic circuits around an aerodrome Aircraft operating on the manoeuvring area Aircraft landing and taking off Aircraft and vehicles operating on the manoeuvring area Aircraft on the manoeuvring area and obstructions on that area

Alerting Service Provided By Aerodrome Control Towers Aerodrome control towers are also responsible for alerting the safety services and will immediately report any failure or irregularity of operation in any apparatus, light or other device established at an aerodrome for the guidance of aerodrome traffic and PICs of aircraft Aircraft which:

Fail to report after having been handed over to an aerodrome control tower, or Having once reported, cease radio contact and In either case fail to land 5 minutes after the expected landing time

are reported to the area control centre or flight information centre. Suspension of VFR Operations by Aerodrome Control Towers Any or all VFR operations on and in the vicinity of an aerodrome may be suspended by any of the following units, persons or authorities whenever safety requires such action:

The area control centre within whose CTA the aerodrome is located The aerodrome controller on duty The appropriate ATS authority


All such suspensions of VFR operations are accomplished through or notified to the aerodrome control tower. The following procedures are observed by the aerodrome control tower whenever VFR operations are suspended:

The holding of all departures other than those which file an IFR flight plan and obtain approval from the area control centre

The recall of all local flights operating under VFR or obtain approval for special VFR operations

The notification of the area control centre of the action taken The notification of all operators, or their designated representatives, of the reason

for taking such action if necessary or requested Traffic and Taxi Circuits Critical Positions of Aircraft in the Aerodrome Traffic and Taxi Circuits Aerodrome controllers maintain a continuous watch on all visible flight operations on and in the vicinity of an aerodrome, including aircraft, vehicles and personnel on the manoeuvring area, and control this traffic in accordance with the procedures and traffic rules. If there are other aerodromes within a CTR, traffic at all aerodromes within such a zone are co-ordinated so that traffic circuits do not conflict. The following positions of aircraft in the traffic and taxi circuits are the positions where the aircraft normally receive aerodrome control tower clearances, whether these are given by light signals or radio. Aircraft should be watched closely as they approach these positions so that proper clearances may be issued without delay.

4

2

3 5

1 6


Where practicable, all clearances are issued without waiting for the aircraft to initiate the call.

Position 1 Aircraft initiates call to taxi for departing flight, runway in use information and taxi clearances given.

Position 2 If there is conflicting traffic, the departing aircraft will be held at this

point. Motors of the aircraft will normally be run-up here

Position 3 Take-off clearance is issued here if not practicable at position 2

Position 4 Clearance to land is issued here

Position 5 Clearance to taxi to hangar line or parking area is issued here

Position 6 Parking information issued here if necessary

Selection of Runway in Use The term runway in use is used to indicate the runway that at a particular time is considered by a unit providing aerodrome control service to be the most suitable for use by the types of aircraft expected to land or take-off at the aerodrome.

Downwind Leg

Base Leg

Final


Normally, an aircraft will land and take-off into wind unless safety, the runway configuration, or air traffic conditions determine that a different direction is preferable. In selecting the runway in use the unit providing aerodrome control service takes into consideration, besides surface wind speed and direction, other relevant factors such as:

The aerodrome traffic circuits The length of runways, and The approach and landing aids available

If the runway in use is not considered suitable for the operation involved the PIC may request permission to use another runway. Information to Aircraft by Aerodrome Control Towers Information Related to the Operation of Aircraft When so requested by the pilot prior to engine start, an expected take-off time will be given, unless engine start time procedures are employed. Prior to taxiing for take-off, aircraft are advised of the following information, in the order listed, with the exception of those elements that it is known the aircraft has already received:

The runway to be used The current surface wind direction and speed, including significant variations The QNH and, either on a regular basis in accordance with local arrangements or

if so requested by the aircraft, the QFE The air temperature for the runway to be used, in the case of turbine engine

aircraft The current visibility representative of the direction of take-off and initial climb, if

less than 10 km, or, when provided, the current RVR value(s) for the runway to be used

The correct time Prior to take-off aircraft are advised of:

Any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR value(s) given

Significant meteorological conditions in the take-off and climb out area, except when it is known that the information has already been received by the aircraft.


Prior to entering the traffic circuit an aircraft is provided with the following elements of information, in the order listed, with the exception of those elements that it is known the aircraft has already received:

The runway to be used The mean surface wind direction and speed and significant variations The QNH and, either on a regular basis in accordance with local arrangements

or, if so requested by aircraft, the QFE When operating under VMC, it is the responsibility of the PIC of an aircraft to avoid collision with other aircraft. However, due to the restricted space on and around manoeuvring areas, it is often essential that traffic information be issued to aid the PIC of an aircraft to avoid collision. Essential local traffic is considered to consist of any aircraft, vehicle or personnel on or near the manoeuvring area or traffic operating in the vicinity of the aerodrome, which may constitute a hazard to the aircraft concerned. Information on essential local traffic is issued either directly or through the unit providing approach control service when, in the judgement of the aerodrome controller the information is necessary in the interests of safety, or when requested by aircraft. Aerodrome controllers shall, whenever practicable, advise aircraft of the expected occurrence of hazards caused by wake turbulence. In issuing clearances or instructions, air traffic controllers should take into account the hazards caused by jet blast and propeller slipstream to taxiing aircraft, to aircraft taking-off or landing, particularly when intersecting runways are being used, and to vehicles and personnel operating on the aerodrome. Information on Aerodrome Conditions Essential information on aerodrome conditions is information necessary to the safety of the operation of aircraft that pertains to the movement area or any facilities associated with the movement area. The essential information on aerodrome conditions includes information relating to the following:

Construction or maintenance work on, or immediately adjacent to the movement area

Rough or broken surfaces on a runway, a taxiway or an apron, whether marked or not

Snow, slush or ice on a runway, a taxiway or an apron Water on a runway, a taxiway or an apron Snow banks or drifts adjacent to a runway, a taxiway or an apron Other temporary hazards, including parked aircraft and birds on the ground and in

the air Failure or irregular operation of part or all of the aerodrome lighting system


Any other pertinent information Control of Aerodrome Traffic Order of Priority for Arriving and Departing Aircraft An aircraft landing or in the final stages of an approach to land normally has priority over an aircraft intending to depart. Departures are normally cleared in the order in which they are ready for take-off, except that deviations may be made from this order of priority to facilitate the maximum number of departures with the least average delay. Control of Taxiing Aircraft When taxiing, a pilot’s vision is limited. It is important therefore for aerodrome control units to issue concise instructions and adequate information to the pilot to assist him in determining the correct taxi routes and to avoid collision with other aircraft or objects For the purpose of expediting air traffic, aircraft may be permitted to taxi on the runway in use, provided no delay or risk to other aircraft will result. Aircraft will not be held closer than at a taxi holding position for the runway in use. Aircraft are not permitted to hold on the approach end of the runway in use whenever another aircraft is landing or, until the landing aircraft has passed the point of intended holding. An aircraft known or believed to be the subject of unlawful interference or which for other reasons needs isolation from normal aerodrome activities shall be cleared to the designated isolated parking position. Where such an isolated parking position has not been designated, or if the designated position is not available, the aircraft shall be cleared to a position within the area or areas selected by prior agreement with the aerodrome authority. The taxi clearance shall specify the taxi route to be followed to the parking position. This route shall be selected with a view to minimizing any security risks to the public, other aircraft and installations at the aerodrome. Control of Other than Aircraft Traffic on the Manoeuvring Area The movement of pedestrians or vehicles on the manoeuvring area are subject to authorization by the aerodrome control tower. Persons, including drivers of all vehicles, are required to obtain authorization from the aerodrome control tower before entry to the manoeuvring area. Entry to a runway or runway strip or change in the operation authorized are subject to a further specific authorization by the aerodrome control tower. At controlled aerodromes all vehicles employed on the manoeuvring area must be capable of maintaining two-way radio communication with the aerodrome control tower, except when the vehicle is only occasionally used on the aerodrome and is:

Accompanied by a vehicle with the required communications facility, or Employed in accordance with a pre-arranged plan established with the

aerodrome control tower


When communications by a system of visual signals is deemed to be adequate, or in the case of radio communications failure, the signals given below shall have the following meanings: Light signal from aerodrome control Meaning

Green flashes Permission to cross landing area or to move

onto taxiway Steady red Stop Red flashes Move off the landing area or taxiway and

watch out for aircraft White flashes Vacate manoeuvring area in accordance with

local instructions In emergency conditions, or if the signals are not observed, the signals given underneath are used for runways or taxiways equipped with a lighting system and have the meaning indicated. Light signal Meaning Flashing runway or taxi lights Vacate the runway and observe the tower for

light signal When employed in accordance with a plan pre-arranged with the aerodrome control tower, construction and maintenance personnel should not normally be required to be capable of maintaining two-way radio communication with the aerodrome control tower. When an aircraft is landing or taking-off, vehicles are not be permitted to hold closer to the runway in use than:

At a taxiway/runway intersection - at a taxi holding point, and

At a location other than a taxiway/runway intersection - at a distance equal to the separation distance of the taxi holding position

Control of Traffic in the Traffic Circuit Aircraft in the traffic circuit are controlled to provide the separation minima outlined later, except that:

Aircraft in formation are exempted from the separation minima with respect to separation from other aircraft of the same flight

Aircraft operating in different areas or lanes on aerodromes equipped with runways or mat facilities suitable for simultaneous landings or take-offs are exempted from the separation minima

Separation minima does not apply to aircraft operating under military necessity


Sufficient separation is effected between aircraft in flight in the traffic circuit to allow the spacing of arriving and departing aircraft. The clearance to enter the traffic circuit is issued to an aircraft whenever it is desired that the aircraft approach the landing area in accordance with current traffic circuits and traffic conditions are such that a clearance authorizing the actual landing is not feasible. In connection with the clearance to enter the traffic circuit, information is given concerning the landing direction or runway in use so that the PlC of an aircraft may intelligently plan his entry into the traffic circuit. If an aircraft enters an aerodrome traffic circuit without proper authorization, it shall be permitted to land if its actions indicate that it so desires. If circumstances warrant, a controller may ask aircraft, with which he is in contact, to give way so as to remove, as soon as possible, any hazard introduced by the unauthorized operation. In no case shall permission to land be withheld indefinitely. Special authorization for use of the manoeuvring area may be given to:

An aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft

Hospital aircraft or aircraft carrying any sick or seriously injured persons requiring urgent medical attention

Control of Departing Aircraft A departing aircraft will not normally be permitted to commence take-off until the preceding departing aircraft:

Has crossed the end of the runway in use, or Has started a turn, or Until all preceding landing aircraft are clear of the runway in use

The appropriate ATS authority may prescribe lower minima, after consultation with the operators, and taking into account such factors as:

Runway length Aerodrome layout, and The types of aircraft involved

Such lower minima shall not apply:

Between a departing aircraft and a preceding landing aircraft Between sunset and sunrise, or such other period between sunset and sunrise as

may be prescribed When braking action may be adversely affected by runway contaminants In weather conditions preventing the pilot from making an early assessment of

traffic conditions on the runway


Take-off clearance may be issued to an aircraft when there is reasonable assurance that the separation prescribed will exist when the aircraft commences its take-off. When an air traffic control clearance from an area control centre is required prior to take-off, the take-off clearance is not issued until the area control centre clearance has been transmitted to and acknowledged by the aircraft concerned. The area control centre shall forward clearance to the aerodrome control tower with the least possible delay after receipt of a request made by the tower, or prior to such a request if practicable. The take-off clearance is issued when the aircraft is ready for take-off and at or approaching the runway in use, and the traffic situation permits In the interest of expediting traffic, a clearance for immediate take-off may be issued to an aircraft before it enters the runway. On acceptance of such a clearance the aircraft shall taxi onto the runway and take-off in one continuous movement. Control of Arriving Aircraft A landing aircraft will not normally be permitted to cross the beginning of the runway on its final approach until the preceding departing aircraft has:

Crossed the end of the runway in use, or Started a turn, or Until all preceding landing aircraft are clear of the runway in use

Lower minima than those prescribed by the appropriate ATS authority, after consultation with the operators, may be used after considering such factors as:

Runway length Aerodrome layout, and Type of aircraft involved

Such lower minima shall not apply:

Between sunset and sunrise, or such other period between sunset and sunrise as may be prescribed

When braking action may be adversely affected by runway contaminants In weather conditions preventing the pilot from making an early assessment of

traffic conditions on the runway An aircraft may be cleared to land when there is reasonable assurance that the separation will exist when the aircraft crosses the runway threshold, providing that a clearance to land is not issued until a preceding landing aircraft has crossed the runway threshold.


Wake Turbulence Categorization of Aircraft and Increased Longitudinal Separation Minima Wake Turbulence Categorization of Aircraft Wake turbulence separation minima is based on the grouping of aircraft types into three categories according to the maximum certificated take-off mass as follows:

Weight

HEAVY (H) All aircraft types of 136 000 kg or more MEDIUM (M) Aircraft types less than 136 000 kg but more than 7000 kg LIGHT (L) Aircraft types of 7000 kg or less

Wake Turbulence Separation Minima The following non-radar separation minima are applied Arriving Aircraft For timed approaches, the following minima are applied to aircraft landing:

MEDIUM aircraft behind a HEAVY aircraft - 2 minutes LIGHT aircraft behind a HEAVY or MEDIUM aircraft - 3 minutes

The following minima are applied for take-off:

LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft - 2 minutes LIGHT aircraft taking off behind a MEDIUM aircraft - 2 minutes

The minimum is increased to 3 minutes when the aircraft takes-off from:

An intermediate part of the same runway, or An intermediate part of a parallel runway separated by less than 760 m

Displaced Landing Threshold


A separation minimum of 2 minutes is applied between a LIGHT or MEDIUM aircraft and a HEAVY aircraft and between a LIGHT aircraft and MEDIUM aircraft when operating on a runway with a displaced landing threshold when:

A departing LIGHT or MEDIUM aircraft follows a HEAVY aircraft arrival and a departing LIGHT aircraft follows a MEDIUM aircraft arrival, or

An arriving LIGHT or MEDIUM aircraft follows a HEAVY aircraft departure and an arriving LIGHT aircraft follows a MEDIUM aircraft departure if the projected flight paths are expected to cross

Opposite Direction A separation of 2 minutes shall be applied between a LIGHT or MEDIUM aircraft and a HEAVY aircraft and between a LIGHT aircraft and a MEDIUM aircraft when the heavier aircraft is making a low missed approach and the lighter aircraft is:

Utilizing an opposite direction runway for take-off, or Landing on the same runway in the opposite direction, or On a parallel opposite direction runway separated by less than 760 m

Authorization of Special VFR Flights When traffic conditions permit, special VFR may be authorized subject to the approval of the unit providing approach control service. Requests for such authorization are handled individually. SVFR is a grant by ATC not a right. Separation shall be effected between all IFR and special VFR flights in accordance with the separation minima and, when so prescribed by the appropriate ATS authority, between all special VFR flights in accordance with separation minima prescribed by that authority. When the ground visibility is not less than 1500 m special VFR flights may be authorized to enter a CTR for the purpose of landing or to take-off and depart directly from the CTR. Within Class E airspace, special VFR flights may take place whether or not the aircraft is equipped with a functioning radio receiver. Special VFR flights may be authorized to operate locally within a CTR when the ground visibility is not less than 1500 m, provided that:

The aircraft is equipped with a functioning radio receiver and the pilot has agreed to guard the appropriate communication frequency, or

Within Class E airspace, if the aircraft is not equipped with a functioning radio receiver, adequate arrangements have been made for the termination of the flight


Chapter 11.

Approach Control Service Reference: Procedures for Air Navigation Services, Rules of the Air and Air Traffic Services, Doc 4444 -RAC/501 Departing Aircraft General Procedures for Departing Aircraft ATC clearances specify:

Direction of take-off and turn after take-off Track to be made good before proceeding on desired heading Level to maintain before continuing climb to assigned cruising level Time, point and/or rate at which level change shall be made, and Any other necessary manoeuvre consistent with safe operation of the aircraft

Note: To ensure an orderly flow of air traffic, ATCUs should attempt to permit aircraft departing on long distance flights to proceed on heading with as few turns or other manoeuvres as possible, and to climb to cruising level without restrictions

Departing aircraft may be expedited by suggesting a take-off direction that is not into wind. It is the responsibility of the PIC of an aircraft to decide between making such a take-off or waiting for normal take-off in a preferred direction. If departures are delayed to avoid excessive holding at destination, delayed flights shall normally be cleared in an order based on their ETD, except that deviations from this may be made to facilitate the maximum number of departures with the least average delay. ATCUs should advise aircraft operators or their designated representatives when anticipated delays due to traffic conditions are likely to be substantial and in any event when they are expected to exceed 30 minutes. Minimum Separation Between Departing Aircraft The following minimum separations are used:

One minute if the departing tracks diverge by at least 45° immediately after take-off. This may be reduced for parallel runway or diverging runway operations. The latter need specific ATS approval.

Two minutes where the first aircraft is 40 knots faster and both aircraft intend to follow the same track

Five minutes while vertical separation does not exist.


Clearances for Departing Aircraft to Climb Maintaining Own Separation While in VMC When requested by the aircraft and if prescribed by the appropriate ATS authority a departing aircraft may be cleared to climb, subject to maintaining own separation and remaining in VMC until a specified time or to a specified location if reports indicate that this is possible. Information for Departing Aircraft Information regarding significant changes in the meteorological conditions in the take-off or climb out area, obtained by the unit providing approach control service after a departing aircraft has established communication with that unit, are transmitted to the aircraft without delay, except when it is known that the aircraft has already received the information.

Note: Significant changes in this context include those relating to:

Surface wind direction or speed Visibility RVR, or air temperature for turbine aircraft Occurrence of thunderstorms or cumulonimbus Wind shear Hail Moderate or severe icing Severe squall line Freezing precipitation Severe mountain waves Sand storm Dust storm Blowing snow Tornado Waterspout

Information regarding changes in the operational status of visual and non-visual aids essential for take-off and climb are transmitted without delay to a departing aircraft, except when it is known that the aircraft has already received the information. Information regarding essential local traffic known to the controller is transmitted to departing aircraft without delay.

Note: Essential local traffic in this context consists of any aircraft vehicle or personnel on or near the runway to be used or traffic in the take-off and climb-out area, which may constitute a collision hazard to the departing aircraft


Arriving Aircraft General Procedures for Arriving Aircraft When it becomes evident that delays in holding will be encountered by arriving aircraft, the operator or a designated representative is notified and kept informed of any changes in the expected delays, in order that diversionary action can be planned as far in advance as possible. Arriving aircraft may be required to report when:

Leaving or passing a reporting point, or When starting a procedure turn or base turn, or To provide other information required by the controller to expedite departing

aircraft An IFR flight is not to be cleared for an initial approach below the appropriate minimum altitude as specified by the State concerned nor to descend below that altitude unless:

The pilot has reported passing an appropriate point defined by a radio aid, or The pilot reports that the aerodrome is and can be maintained in sight, or The aircraft is conducting a visual approach, or The aircraft’s position has been positively determined by the use of radar

Clearance to Descend Subject to Maintaining Own Separation while in VMC When requested by the aircraft and if so prescribed by the appropriate ATS authority an arriving aircraft may be cleared to descend subject to maintaining its own separation and remaining in VMC if reports indicate that this is possible. Visual Approach An IFR flight may be cleared to execute a visual approach provided that the pilot can maintain visual reference to the terrain 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 approach that the meteorological conditions are such that a visual approach and landing can be completed

Separation is to be provided between an aircraft cleared to execute a visual approach and other arriving and departing aircraft. For successive visual approaches, radar or non-radar separation is to be maintained until the pilot of a following aircraft reports having the preceding aircraft in sight. The aircraft is instructed to follow and maintain separation from the preceding aircraft. Transfer of


communications are made at a point or time that clearance to land or alternative instructions can be issued to the aircraft in a timely manner. Instrument Approach If a PIC reports or it is clearly apparent to the ATC unit that they are not familiar with an instrument approach procedure then they will be given the following details:

The initial approach level The point (in minutes from the appropriate reporting point) at which a procedure

turn shall be carried out, and The final approach track

If the aircraft is to be cleared for a straight-in approach then only the last item need be specified. The missed approach procedure will be specified when deemed necessary. If visual reference to terrain is established before completion of the approach procedure, the entire procedure must be continued unless the pilot requests and is cleared for a visual approach. A particular approach procedure may be specified to expedite traffic. The omission of a specified approach procedure will indicate that any authorized approach may be used at the discretion of the pilot. Holding Holding and holding pattern entry has to be accomplished in accordance with procedures established by the appropriate ATS authority and published in Aeronautical Information Publications. If entry and holding procedures have not been published or if the procedures are not known to the PIC of an aircraft, the appropriate ATCU will describe the procedures to be followed. Aircraft must be held at a designated holding point. The required minimum vertical, lateral or longitudinal separation from other aircraft, according to the system in use at that holding point, will be provided. When aircraft are being held in flight, the appropriate vertical separation minima shall continue to be provided between holding aircraft and en-route aircraft while such aircraft are within 5 minutes flying time of the holding area, unless the correct lateral separation exists. Levels at holding points are assigned in a manner that facilitates the clearance of each aircraft to approach in its proper priority. Normally, the first aircraft to arrive over a holding point should be at the lowest level, with following aircraft at successively higher levels. Aircraft particularly sensitive to high fuel consumption at low levels, such as supersonic aircraft, are permitted to hold at higher levels than their order in the approach sequence indicates, without losing their order in the sequence. This is allowed whenever the availability of discrete descent paths and/or radar makes it possible to clear the aircraft for descent through the levels occupied by other aircraft. If a PIC of an aircraft advises of an inability to comply with the approach control holding or communication procedures, the alternative procedure(s) requested by the PIC should be approved if known traffic conditions permit.


Approach Sequence General Approach Procedures The following procedures are applied whenever approaches are in progress. The approach sequence is established in a manner that will facilitate arrival of the maximum number of aircraft with the least average delay. A special priority may be given to:

An aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft

Hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent medical attention

Succeeding aircraft are cleared for approach when the preceding aircraft:

Has reported that it is able to complete its approach without encountering IMC, or Is in communication with and sighted by the aerodrome control tower and

reasonable assurance exists that a normal landing can be accomplished If the pilot of an aircraft in an approach sequence has indicated an intention to hold for weather improvement, or for other reasons, such action shall be approved. When other holding aircraft indicate their intention to continue the approach to land and if alternative procedures involving, for instance, the use of radar are not available, the pilot desiring to hold will be cleared to an adjacent fix for holding awaiting weather change or re-routing. Alternatively, the aircraft should be given a clearance to place it at the top of the approach sequence so that other holding aircraft may be permitted to land. Co-ordination is effected with the area control centre, when required, to avoid conflict with the traffic under the jurisdiction of this centre. The aircraft operator, or a designated representative, shall be advised of the action taken immediately after the clearance is issued, if practicable. When establishing the approach sequence an aircraft which has been authorized to absorb a specified period of notified terminal delay, by cruising at a reduced speed en-route, should be credited with the time absorbed en route. Timed Approach Procedures Subject to approval by the appropriate ATS authority, the following procedure should be utilized when necessary to expedite 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, this time shall be determined with the aim of achieving the desired interval between


successive landings on the runway while respecting the applicable separation minima at all times, including the periods of runway occupancy

The time at which aircraft should pass the specified point is determined by the unit providing approach control service and notified to the aircraft sufficiently in advance to permit the pilot to arrange the flight path accordingly. Each aircraft in the approach sequence is cleared to pass the specified point inbound at the notified time after the preceding aircraft has reported passing the point inbound. Parallel Runway Operations Parallel runways may be used for simultaneous instrument operations for:

Independent parallel approaches Dependent parallel approaches Segregated parallel operations

For independent and dependent approaches the missed approach track for one approach must diverge by at least 30° from the missed approach track of the adjacent approach. With segregated operations the nominal departure track diverges immediately after take-off by at least 30° from the missed approach track of the adjacent approach. Expected Approach Time An EAT is determined for an arriving aircraft that will be subjected to a delay, and is transmitted to the aircraft as soon as practicable and preferably not later than at the commencement of its initial descent from cruising level. In the case of aircraft particularly sensitive to high fuel consumption at low levels, an EAT should, whenever possible, be transmitted to the aircraft early enough before its intended descent time to enable the pilot to choose the method of absorbing the delay and to request a change in the flight plan if the choice is to reduce speed en-route. A revised EAT is transmitted to the aircraft without delay whenever it differs from that previously transmitted by 5 minutes or more, or any lesser period of time as has been established by the appropriate ATS authority, or agreed between the ATS units concerned. An EAT is transmitted to the aircraft by the most expeditious means whenever it is anticipated that the aircraft will be required to hold for 30 minutes or more. The holding point to which an EAT relates, together with the EAT, are given to a pilot whenever circumstances are such that the reasons are not clear. Information for Arriving Aircraft As early as practicable after an aircraft has established communication with the unit providing approach control service, the following elements of information, in the order listed, is


transmitted to the aircraft, with the exception of the elements which it is known the aircraft has already received:

Runway in use Current meteorological information 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 It should be recognized that the aircraft prior to departure or during en-route flight may not have received information published by NOTAM or disseminated by other means. At the commencement of final approach, the following information is transmitted to aircraft

Significant changes in the mean surface wind direction and speed

Note: Significant changes are specified in Annex 3. If the controller possesses wind information in the form of components, the significant changes are:

• Mean head wind component 19 km/h (10 kt) • Mean tail wind component 4 km/h (2 kt,) • Mean crosswind component 9 km/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 current RVR value(s) and the trend, if practicable, supplemented by slant visual range value(s) if provided.

During final approach, the following information is transmitted without delay:

The sudden occurrence of hazards 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 visibility representative of the direction of approach and landing.


Chapter 12.

Air Traffic Control Services, Flight Information Service and ATS Routes Reference: Annex 11 - Air Traffic Services Air Traffic Control Service Application Air traffic control service is provided to:

All IFR flights in Class A, B, C, D and E airspace All VFR flights in Class B, C and D airspace To all special VFR flights To all aerodrome traffic at controlled aerodromes

Provision of Air Traffic Control Service Air traffic control service is provided by the various units as follows: Area Control Service

By an area control centre, or By the unit providing approach control service in a CTR or in a CTA of limited

extent which is designated for the provision of approach control service and where no area control centre is available

Approach Control Service

By an aerodrome control tower or area control centre when it is necessary or desirable to combine under the responsibility of one unit the functions of the approach control service with those of the aerodrome control service or the area control service

By an approach control when it is necessary or desirable to establish a separate unit

Aerodrome Control Service

By an aerodrome control tower

Note: The task of providing specified services on the apron may be assigned to an aerodrome control tower or to a separate unit


Operation of Air Traffic Control Service In order to provide ATC service, an ATCU shall:

Be provided with information on the intended movement of each aircraft and with current information on the actual progress of each aircraft

Determine from the information received, the relative positions of known aircraft to each other

Issue clearances and information for the purpose of preventing collision between aircraft under its control and of expediting and maintaining an orderly flow of traffic

Co-ordinate clearances as necessary with other units:

• Whenever an aircraft might otherwise conflict with traffic operated under the control of such other units

• Before transferring control of an aircraft to such other units Information on aircraft movements, together with a record of ATC clearances issued to aircraft is displayed so as to permit an efficient flow of air traffic with adequate separation between aircraft. Clearances issued by ATCUs provide separation between:

All flights in Class A and B airspace Between IFR flights in Class C, D and E airspace Between IFR flights and VFR flights in Class C airspace Between IFR flights and special VFR flights Between special VFR flights when so prescribed by the appropriate authority

Except that, when requested and if detailed by the appropriate ATS authority for the first three cases above, a flight may be cleared without separation being provided for a specific portion of the flight conducted in VMC. Separation by an ATCU can be obtained by at least one of the following:

Vertical separation, obtained by assigning different levels selected from an appropriate table of cruising levels (See Chapter on VFR & IFR) except that the correlation of levels to track as prescribed shall not apply whenever otherwise indicated in appropriate aeronautical information publications or air traffic control clearances

Horizontal separation, obtained by providing:

Longitudinal separation by maintaining an interval between aircraft operating along the same converging or reciprocal tracks, expressed in time or distance, or


Lateral separation by maintaining aircraft on different routes or in different geographical areas Composite separation consisting of a combination of vertical and one of the other forms of separation. The minima used for each of these may be lower than, but not less than ½ of, those used for each of the combined elements when applied individually. Composite separation shall only be applied on the basis of regional air navigation agreements

Separation Minima The selection of separation minima for application within a given portion of airspace is as follows:

The separation minima are selected from those prescribed by the provisions of the PANS-RAC and regional supplementary procedures as applicable under the prevailing circumstances except that, where types of aids are used or circumstances prevail which are not covered by current ICAO provisions, other separation minima shall be established as necessary by:

• The appropriate ATS authority, following consultation with operators, for

routes or portions of routes contained within the sovereign airspace of a State • Regional air navigation agreement for routes or portions of routes contained

within airspace over the high seas or over areas of undetermined sovereignty

The selection of separation minima are made in consultation between the appropriate ATS authorities responsible for the provision of ATS in neighbouring airspace when:

• Traffic will pass from one FIR into another FIR of neighbouring airspace • Routes are closer to the common boundary of the neighbouring airspace than

the separation minima applicable in the circumstances Details of the selected separation minima and their areas of application shall be notified:

To the ATS units concerned, and To pilots and operators through aeronautical information publications where

separation is based on the use by aircraft of specified navigation aids or specified navigation techniques

Responsibility for Control A controlled flight is operated under the control of only one ATC unit at any given time. Responsibility for the control of all aircraft operating within a given block of airspace is vested in a single ATCU.


Transfer of Responsibility for Control The responsibility for the control of an aircraft is transferred between ATCUs as follows: Between Two Units Providing Area Control Service The responsibility for the control of an aircraft is transferred from a unit providing area control service in a CTA to the unit providing area control service in an adjacent CTA at the time of crossing the common CTA boundary. This is estimated by the area control service having control of the aircraft or at another point or time that has been agreed between the two units Between a Unit Providing Area Control Service and a Unit Providing Approach Control Service The responsibility for the control of an aircraft shall be transferred from a unit providing area control service to a unit providing approach control service, and vice versa, at a point or time agreed between the two units Between a Unit Providing Approach Control Service and a Unit Providing Aerodrome Control Service

Arriving Aircraft The responsibility for the control of an aircraft approaching to land is transferred from the unit providing approach control service to the unit providing aerodrome control service, when the aircraft:

Is in the vicinity of the aerodrome and:

It is considered that it will be able to complete its approach and landing with visual reference to the ground, or

It has reached uninterrupted VMC, or Has landed

Whichever is the earliest.

Departing Aircraft The responsibility for control of a departing aircraft is transferred from the unit providing aerodrome control service to the unit providing Approach Control service:

When VMC Prevail in the Vicinity of the Aerodrome

Prior to the time the aircraft leaves the vicinity of the aerodrome, or Prior to the aircraft entering IMC

Whichever is earlier.

When IMC Prevail at the Aerodrome


Immediately before the aircraft enters the runway in use for take-off, or

Immediately after the aircraft is airborne, if local procedures render such action preferable

Air Traffic Control Clearances An ATC clearance indicates:

Aircraft identification as shown in the flight plan Clearance limit Route of flight Level(s) of flight for the entire route or part route and changes of level if required Any necessary instructions or information on other matters such as approach or

departure manoeuvres, communications and the time of expiry of the clearance Co-Ordination of Clearances An ATC clearance is to be co-ordinated between ATC units to cover the entire route of an aircraft or a specified portion of a route as follows. An aircraft is normally cleared for the entire route to the aerodrome of first intended landing:

When it has been possible, prior to departure, to co-ordinate the clearance between all the units under whose control the aircraft will come, or

When there is reasonable assurance that prior co-ordination will be effected between those units under whose control the aircraft will subsequently come

When co-ordination has not been achieved or is not anticipated, the aircraft is cleared only to a point where co-ordination is reasonably certain. Prior to reaching such a point, or at that point, the aircraft receives a further clearance, with holding instructions being issued as appropriate. When an aircraft intends to depart from an aerodrome within a CTA to enter another CTA within a period of 30 minutes, or another specific period of time as has been agreed between the area control centres concerned, co-ordination with the subsequent area control centre is obtained prior to the issue of the departure clearance. When an aircraft intends to leave a CTA for a flight outside CAS, and will subsequently re-enter the same or another CTA, a clearance from the point of departure to the aerodrome of first intended landing may be issued. This clearance or revision applies to those portions of the flight conducted within controlled airspace.


Control of Air Traffic Flow When it becomes apparent to an ATCU that traffic additional to that already accepted cannot be accommodated within a given period of time at a particular location or in a particular area, or can only be accommodated at a given rate, that unit will advise other ATCUs and operators known or believed to be concerned and PICs of aircraft destined to that location or area that additional flights are likely to be subjected to excessive delay, or, if applicable, that specified restrictions are to be applied to any additional traffic for a specified period of time for the purpose of avoiding excessive delay to aircraft in flight. Control of Persons and Vehicles at Aerodromes The movement of persons or vehicles including towed aircraft on the manoeuvring area of an aerodrome shall be controlled by the aerodrome control tower as necessary to avoid hazard to them or to aircraft landing, taxiing or taking-off In conditions where low visibility procedures are in operation:

Persons and vehicles operating on the manoeuvring area of an aerodrome shall be restricted to the essential minimum and particular regard shall be given to the requirements to protect the ILS/MLS sensitive areas when Category II or III precision instrument operations are in progress

The minimum separation between vehicles and taxiing aircraft shall be as prescribed by the appropriate ATS authority taking into account the aids available

When mixed ILS and MLS Category II and III precision instrument operations are taking place to the same runway continuously, the more restrictive ILS or MLS critical sensitive areas shall be protected

Emergency vehicles proceeding to the assistance of an aircraft in distress are afforded priority over all other surface movement traffic. Vehicles on the manoeuvring area are required to comply with the following rules:

Vehicles and vehicles towing aircraft shall give way to aircraft which are landing, taking-off or taxiing

Vehicles shall give way to other vehicles towing aircraft Vehicles shall give way to other vehicles in accordance with local instructions Notwithstanding the above, vehicles and vehicles towing aircraft shall comply with

instructions issued by the aerodrome control tower


Flight Information Service Application FIS is provided to all aircraft which are likely to be affected by the information and which are:

Provided with air traffic control service, or Otherwise known to the relevant ATS units

Where ATS units provide both FIS and air traffic control service, the provision of air traffic control service has precedence over the provision of FIS whenever the provision of air traffic control service so requires. Scope of Flight Information Service FIS includes the provision of the following:

SIGMET and AIRMET information Information concerning pre-eruption volcanic activity, volcanic eruptions and

volcanic ash cloud Information concerning the release into the atmosphere of radioactive materials

or toxic chemicals Information on change in the serviceability of navigation aids Information on changes in condition of aerodromes and associated facilities,

including information on the state of the aerodrome movement areas when they are affected by snow, ice or significant depth of water

Information on unmanned free balloons, and Any other information likely to affect safety

FIS provided to flights includes, in addition to the information already outlined, the provision of information concerning:

Weather conditions reported or forecast at departure, destination and alternate aerodromes

Collision hazards to aircraft operating in airspace Classes C, D, E, F and G For flight over water areas, in so far as practicable and when requested by a pilot,

any available information such as radio call sign, position, true track, speed etc, of vessels in the area

FIS provided to VFR flights includes all the information in the paragraph starting with SIGMET plus the provision of available information concerning traffic and weather conditions along the route that are likely to make operation under VFR impracticable


Operational Flight Information Service Broadcasts Application The meteorological and operational information concerning navigation aids and aerodromes included in the FIS is provided in an operationally integrated form. Information Broadcasts When a Regional Air Navigation Agreement determines that a requirement for a broadcast exists then the following formats are followed:

HF Operational Flight Information Service (OFIS) broadcast VHF OFIS broadcast Automatic Terminal Information Service (ATIS)

ATIS ATIS broadcasts are provided at aerodromes where there is a requirement to reduce the communication load on the ATS VHF air-ground communication channels. When provided they comprise of:

One broadcast serving arriving aircraft, or One broadcast serving departing aircraft, or One broadcast serving both arriving and departing aircraft, or Two broadcasts serving arriving and departing aircraft respectively at those

aerodromes where the length of a broadcast serving both arriving and departing aircraft would be excessively long

A discrete VHF frequency is used for ATIS broadcasts. If a discrete frequency is not available, the transmission may be made on the voice channel of the most appropriate terminal navigation aid, preferably a VOR, provided the range and readability are adequate and the identification of the navigation aid is sequenced with the broadcast so that the latter is not obliterated. ATIS broadcasts are not to be transmitted on the voice channel of ILS. Whenever ATIS is provided:

The broadcast information shall relate to a single aerodrome The broadcast shall be continuous and repetitive The broadcast information shall be updated immediately a significant change

occurs


The preparation and dissemination of the ATIS message shall be the responsibility of the ATS

The information contained in the current broadcast shall immediately be made known to the ATS unit concerned with the provision of information relating to:

Approach Landing and take-off

whenever those units have not prepared the message

Individual ATIS messages shall be identified by a designator in the

form of a letter of the ICAO spelling alphabet. Designators assigned to consecutive ATIS messages shall be in alphabetical order

Aircraft shall acknowledge receipt of the broadcast information upon establishing communication with the ATS unit providing approach control service as appropriate

The appropriate ATS unit shall, when replying to the message above or, in the case of arriving aircraft, at such other time as may be prescribed by the appropriate ATS authority, provide the aircraft with the current altimeter setting

When rapidly changing meteorological conditions make it inadvisable to include a weather report in the ATIS broadcast, the ATIS message indicates that the relevant weather information will be given on initial contact with the appropriate ATS unit Information contained in a current ATIS broadcast, the receipt of which has been acknowledged by the aircraft concerned, need not be included in a transmission to the aircraft, with the exception of the altimeter setting. If an aircraft acknowledges receipt of an ATIS broadcast that is no longer current, any element of information that needs updating shall be transmitted to the aircraft without delay. Principles Governing the Identification of RNP Types and the Identification of ATS Routes Other Than Standard Departure and Arrival Routes Designators for ATS Routes and RNP Types The purpose of a system of route designators and required navigation performance (RNP) types applicable to specified ATS route segments, routes or area is to allow both pilot and ATS, taking into account automation requirements:

To make unambiguous reference to any ATS route without the need to resort to the use of geographical co-ordinates or other means in order to describe it

To relate an ATS route to a specific vertical structure of the airspace, as applicable

To indicate a required level of navigation performance accuracy, when operating along an ATS route or within a specified area


To indicate that a route is used primarily or exclusively by certain types of aircraft

Note: Prior to the global introduction of RNP, all references to RNP also apply to RNAV routes where navigation performance accuracy requirements have been specified Note: For flight planning purposes, a prescribed RNP type is not considered an integral part of the ATS route designator

In order to meet this purpose, the designation system shall:

Permit the identification of any ATS route in a simple and unique manner Avoid redundancy Be usable by both ground and airborne automation systems Permit brevity in operational use, and Provide sufficient possibility of extension to cater for any future requirements

without the need for fundamental changes Controlled, advisory and uncontrolled ATS routes, with the exception of standard arrival and departure routes, shall be identified as follows. Composition of Designation The ATS route designator consists of a basic designator supplemented, if necessary, by:

One prefix, and One additional letter

The number of characters required to compose the designator:

Shall not exceed 6 characters, but Should be kept to a maximum of 5 characters

The basic designator consists of one letter followed by a number from 1 to 999. Selection of the letter shall be made from:

A, B, G, R for routes which form part of the regional networks of ATS routes and are not area navigation routes

L, M, N, P for area navigation routes which form part of the regional networks of ATS routes

H, J, V, W for routes which do not form part of the regional networks of ATS routes and are not area navigation routes


Q, I, Y, Z for area navigation routes which do not form part of the regional networks of ATS routes

Where applicable, one supplementary letter is added as a prefix to the basic designator to designate the following:

K to indicate a low level route established for use primarily by helicopters U to indicate that a route or portion of that route is established in the upper

airspace S to indicate a route established exclusively for use by supersonic aircraft during

acceleration, deceleration and while in supersonic flight When prescribed by the appropriate ATS authority or on the basis of regional air navigation agreement, a supplementary letter may be added after the basic designator of the ATS route in question in order to indicate the type of service provided or the turn performance required on the route in question in accordance with the following:

For RNP 1 routes at and above FL 200, the letter Y to indicate that all turns on the route between 30° and 90° shall be made within the allowable RNP tolerance of a tangential arc between the straight leg segments defined with a radius of 22.5 nm

eg A123Y

For RNP 1 routes at or below FL 190, the letter Z to indicate that all turns on the

route between 30° and 90° shall be made within the allowable RNP tolerance of a tangential arc between the straight leg segments defined with a radius of 15 nm

eg G246Z

The letter D to indicate that on the route an advisory service only is provided The letter F to indicate that on the route an FIS is provided

Assignment of Basic Designators Basic ATS route designators are assigned in accordance with the following principles.

The same basic designator shall be assigned to a main trunk route throughout its entire length, irrespective of TMAs, States or regions traversed

Where two or more trunk routes have a common segment, the segment in question shall be assigned each of the designators of the routes concerned, except where this would present difficulties in the provision of ATS, in which case, by common agreement, one designator only shall be assigned

A basic designator assigned to one route shall not be assigned to any other route


States requirements for designators shall be notified to the regional offices of ICAO for co-ordination

Use of Designators in Communications In printed communications, the designator is expressed as not less than two and not more than six characters. In voice communications, the basic letter of a designator shall be spoken in accordance with the ICAO spelling alphabet. Where the prefixes K, U or S are used, they are, in voice communications, spoken as follows:

K - Kopter U - Upper S - Supersonic

The word Kopter is pronounced as in the word helicopter and the words upper and supersonic as normal in the English language. Where the letters D, F, Y or Z are used, then the flight crew are not required to use them in voice communications.


Chapter 13.

Altimeter Setting Procedures References: Procedures for Air Navigation Services - Aircraft Operations (Document

8168-Ops/611, Volume 1), Volume I - Flight Procedures

Procedures for Air Navigation Services - Rules of the Air and Air Traffic Services (Document 4444 –RAC/501))

Expression of Vertical Position For flights in the vicinity of aerodromes the vertical position of aircraft shall be expressed in terms of altitudes at or below the transition altitude and in terms of flight levels at or above the transition level. While passing through the transition layer, vertical position shall be expressed in terms of flight levels when ascending and in terms of altitudes when descending. After approach clearance has been issued and the descent to land is commenced, the vertical position of an aircraft above the transition level may be expressed by reference to altitudes provided that level flight above the transition level is not indicated or anticipated. When an aircraft which has been given a clearance as number one to land is completing its approach using QFE, the vertical position of the aircraft shall be expressed in terms of height above aerodrome elevation during that portion of its flight for which QFE may be used, except that it shall be expressed in terms of height above runway threshold elevation:

For instrument runways, if the threshold is 2 m (7 ft) or more below the aerodrome elevation, and

For precision approach runways For flights en-route the vertical position of aircraft is 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 a specified area. Determination of the Transition Level Approach control offices or aerodrome control towers shall establish the transition level to be used in the vicinity of the relevant aerodrome(s) for the appropriate period of time on the basis of QNH reports and forecast msl pressure if required.


The transition level is the lowest flight level available for use above the transition altitude established for the aerodrome(s) concerned. Where a common transition altitude has been established for two or more aerodromes which are so closely located as to require co-ordinated procedures, the appropriate ATS units establish a common transition level to be used at any given time in the vicinity of the aerodrome concerned. Provision of Information Appropriate ATS units have available for transmission to aircraft in flight, on request, the information required to determine the lowest flight level which will ensure adequate terrain clearance on routes or segments of routes for which this information is required. Flight information centres and area control centres have available for transmission to aircraft on request an appropriate number of QNH reports or forecast pressures for the FIRs and CTAs for which they are responsible. The transition level is included in approach clearance when requested by the pilot or when the appropriate authority deems it necessary. A QNH altimeter setting is included in approach clearances or clearances to enter the traffic circuit and in taxi clearances for departing aircraft, except when it is known that the aircraft has received the information. A QFE altimeter setting is provided to aircraft on request or on a regular basis in accordance with local arrangements. It shall be the QFE for the threshold elevation for:

Non-precision approach runways, if the threshold is 2 m (7 ft) or more below the aerodrome elevation, and

Precision approach runways In other cases the QFE for the relevant aerodrome elevation is provided. Altimeter settings provided to aircraft are rounded down to the nearest lower whole hectopascal. The procedures listed below describe the method intended for use in providing adequate vertical separation between aircraft and adequate terrain clearance during all phases of flight. The method is based on the following principles:

During flight, when at or below a fixed altitude called the transition altitude, an aircraft is flown at altitudes determined from an altimeter set to sea level pressure (QNH) and its vertical position is expressed in terms of altitude

During flight above the transition altitude an aircraft is flown along surfaces of constant atmospheric pressure based on an altimeter setting of 1013.2 hPa and throughout this phase of a flight the vertical position of an aircraft is expressed in terms of flight levels. Where no transition altitude has been established for the area, aircraft in the en-route phase shall be flown at a flight level


The change in reference from altitude to flight levels, and vice versa, is made:

• When climbing At transition altitude, and • When descending At the transition level

The adequacy of terrain clearance during any phase of flight may be maintained

in any of several ways, depending upon the facilities available in a particular area, the recommended methods in order of preference being:

• The use of current QNH reports from an adequate network of QNH reporting

stations • The use of such QNH reports as are available combined with other

meteorological information such as forecast lowest mean sea level pressure for the route or portions of route, and

• Where relevant current information is not available, the use of values of the lowest altitudes of flight levels, derived from climatological data

During the approach to land, terrain clearance may be determined by using the

QNH altimeter setting (giving altitude) or, under specified circumstances, a QFE setting (giving height above the QFE datum)

The method provides sufficient flexibility to permit variation in detailed procedures that may be required to account for local conditions without deviating from the basic procedures.


Flight Levels System of Flight Levels Flight level zero is located at the atmospheric pressure level of 1013.2 hPa. A pressure interval corresponding to at least 500 ft (152.4 m) in the standard atmosphere shall separate consecutive flight levels. Flight Level Numbers Height in standard atmosphere Height in standard atmosphere Flight Level Number

Metres Feet Flight Level Number

Metres Feet

10 15 20 25 30 35 40 45

300 450 600 750 900 1050 1200 1350

1000 1500 2000 2500 3000 3500 4000 4500

50 100 150 200 500

1500 3050 4550 6100 15 250

5000 10 000 15 000 20 000 50 000

Transition Altitude A transition altitude is normally specified for each aerodrome by the State in which the aerodrome is located. Where two or more closely spaced aerodromes are located so as to require co-ordinated procedures, a common transition altitude is to be established. This common transition altitude is the highest of the transition altitudes that would result for the aerodromes if separately considered. As far as possible a common transition altitude should be established:

For groups of aerodromes of a State or all aerodromes of that State On the basis of an agreement, for aerodromes of adjacent States, States of the

same FIR, or two or more adjacent FIRs or one ICAO region, and For aerodromes of two or more ICAO regions when agreement can be obtained

between these regions The height above the aerodrome of the transition altitude is as low as possible but normally not less than 900 m (3000 ft). The calculated height of the transition altitude is rounded up to the next full 300 m (1000 ft). A transition altitude may be established for a specified area when determined on the basis of regional air agreements. Transition altitudes are published in aeronautical information publications and shown on the appropriate charts.


Transition Level States shall make provision for the determination of the transition level to be used at any one time at each of their aerodromes. Where two or more closely spaced aerodromes use co-ordinated procedures, a common transition altitude and a common transition level are used.

Note: The transition level is normally passed to aircraft in the approach and landing clearances

Transition from Flight Levels to Altitudes and Vice Versa The vertical position of an aircraft when at or below the transition altitude shall be expressed in terms of altitude. Whereas such position at or above the transition level shall be expressed in terms of flight levels. While passing through the transition layer, vertical position shall be expressed in terms of:

Flight levels when ascending, and Altitude when descending.

Take-Off and Climb A QNH altimeter setting shall be made available to aircraft in taxi clearances prior to take-off. The vertical positioning of aircraft during climb shall be by reference to altitudes until reaching the transition altitude above which vertical positioning shall be by reference to flight levels. En Route Vertical Separation Vertical separation of aircraft during en-route flight:

At and below transition altitude shall be assessed in terms of altitude Above the transition altitude shall be assessed in terms of flight levels

In air-ground communications the vertical position of an aircraft during en-route flight is expressed in terms of altitude when the aircraft is operating at or below the transition altitude and flight levels when the aircraft is operating above the transition altitude. Terrain Clearance


QNH altimeter setting reports should be provided from sufficient locations to permit determination of terrain clearance with an acceptable degree of accuracy. For those areas in which adequate QNH altimeter setting reports cannot be provided, the appropriate authorities shall make available in the most usable form the information required to determine the lowest flight level which will ensure adequate terrain clearance. Appropriate services have available for flight planning purposes and for transmission to aircraft in flight, on request, the information required to determine the lowest flight level which will ensure adequate terrain clearance for routes or segments of routes on which this information is required Approach and Landing The QNH altimeter setting is made available to aircraft in approach clearances and in clearances to enter the traffic circuit. A QFE altimeter setting, clearly identified as such, should be made available in approach and landing clearances, on request or on a regular basis in accordance with local arrangements. The vertical positioning of aircraft during approach is controlled by reference to flight levels until reaching the transition level below which vertical positioning shall be by reference to altitudes.

Note: This does not preclude a pilot using a QFE setting for terrain clearance purposes during the final approach to the runway

After approach clearance has been issued and the descent to land is commenced the vertical positioning of an aircraft above the transition level may be by reference to altitude (QNH) provided that level flight above the transition altitude is not indicated or anticipated. Procedures Applicable to Operators and Pilots Flight Planning The levels at which a flight is to be conducted are specified in a flight plan:

In terms of flight levels if the flight is to be conducted at or above the transition level or the lowest usable flight level, whichever is applicable, and

In terms of altitudes, if the flight is to be conducted at or below the transition altitude

The altitudes or flight levels selected for flight:

Should ensure adequate terrain clearance at all points along the route to be flown Should satisfy ATC requirements, and Should be compatible with the application of the cruising levels in Annex 2


Pre-Flight Altimeter Operational Test The following test should be carried out in an aircraft by flight crew members prior to commencement of a flight. Flight crew should be advised of the purpose of the test and the manner in which it should be carried out and should be given specific instructions on the action to be taken in accordance with the results of the test. QNH Setting/ QFE Setting With the aircraft at a known elevation on the aerodrome:

Set the altimeter pressure scale on the current QNH/QFE setting Vibrate the instrument by tapping unless mechanical vibration is provided A serviceable altimeter will indicate the elevation of the point selected, plus the

height of the altimeter above this point, within a tolerance of:

± 20 m or 60 ft for altimeters with a test range of 0 to 9000 m (0 to 30 000 ft)

± 25 m or 80 ft for altimeters with a test range of 0 to 15 000 m (0 to 50 000 ft)

Take-Off and Climb Prior to taking-off one altimeter shall be set to the latest QNH for the aerodrome. During climb to and while at the transition altitude, references to the vertical position of the aircraft shall be expressed in terms of altitudes. When passing the transition altitude the reference for vertical position of the aircraft is changed from altitude (QNH) to flight level. En-Route Vertical Separation During en-route flight:

At or below the transition altitude, an aircraft shall be flown at altitudes and references to the vertical position of the aircraft shall be expressed in terms of altitude.

At or above transition level, or the lowest usable flight level, whichever is applicable, an aircraft shall be flown at flight levels and references to the vertical position of the aircraft shall be expressed in terms of flight levels


Terrain Clearance Where adequate QNH altimeter setting reports are available, the latest and most appropriate reports are used for assessing terrain clearance. Where the adequacy of terrain clearance cannot be assessed with an adequate degree of accuracy by means of the QNH reports available or forecast lowest msl pressure, other information must be obtained for checking the adequacy of terrain clearance Approach and Landing Prior to commencing the initial approach to an aerodrome, the transition level shall be obtained. Prior to descending below the transition level, the latest QNH altimeter setting for the aerodrome shall be obtained. On descending below the transition level the reference for vertical position is changed from flight level to altitude and thereafter the vertical position of the aircraft is expressed in terms of altitude. The reference for vertical position may be changed from flight level to altitude above the transition level, when cleared to do so by the appropriate ATS unit after approach clearance has been issued and the descent to land is commenced provided that level flight above the transition altitude is not indicated or anticipated. When an aircraft which has been given a clearance as number one to land is completing its approach using QFE, the vertical position of the aircraft shall be expressed in terms of height above the aerodrome datum used in establishing obstacle clearance height (OCH) during that portion of its flight for which the QFE may be used.


Chapter 14.

Secondary Surveillance Radar Reference: Procedures for Air Navigation Services, Aircraft Operations (Document 8168-OPS/611, Volume 1), Volume I - Flight Procedures Operation of Transponders When an aircraft carries a serviceable transponder, the pilot shall operate the transponder at all times during flight, regardless of whether the aircraft is inside or outside airspace where SSR is used for ATS purposes. Except as specified in respect of emergency, 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 is being 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 Mode A Code 2000

When the aircraft carries serviceable Mode C equipment, the pilot shall continuously operate this mode unless otherwise directed by ATC. When requested by ATC to specify the capability of the transponder carried aboard the aircraft pilots indicates this by using the characters used in item 10 of the flight plan When requested by ATC to “Confirm Squawk” the pilot shall:

Verify the Mode A code setting on the transponder Reselect the assigned code if necessary, and Confirm to ATC the setting displayed on the controls of the transponder

Pilots shall not Squawk IDENT unless requested by ATC.


Use of Mode C Whenever Mode C is operated pilots shall, state their level to the nearest full 30 m or 100 ft as indicated on the pilot’s altimeter. The tolerance value used to determine that Mode C derived level information displayed to the controller is accurate is ± 300 ft.

Level Occupancy An aircraft is considered to be maintaining its assigned level as long as the Mode C indicates that it is within ± 300 ft of the assigned level Climbing or Descending An aircraft is deemed to have crossed a level when the Mode C indicates it has passed this level by more than ± 300 ft in the required direction.

Use of Mode S Pilots of aircraft equipped with Mode S having an aircraft identification feature shall set the aircraft identification in the transponder. This setting shall correspond to the aircraft identification specified in item 7 of the ICAO flight plan, or, if no flight plan has been filed, the aircraft registration. Emergency Procedures The pilot of an aircraft encountering a state of emergency shall set the transponder to Mode A Code 7700 except when directed by ATC to operate the transponder on a specified code. In the latter case the pilot maintains the specified code unless otherwise advised by ATC. A pilot may select Mode A Code 7700 whenever there is a specific reason to believe that this would be the best course of action Communication Failure Procedures The pilot of an aircraft losing two-way communications shall set the transponder to Mode A Code 7600.

Note: A controller observing a response on the communications failure code will ascertain the extent of the failure by instructing the pilot to “Squawk IDENT” to change code. Where it is determined that the aircraft receiver is functioning, further control of the aircraft will be continued using code changes or IDENT transmissions to acknowledge receipt of clearances issued. Different procedures may be applied to Mode S equipped aircraft in areas of Mode S coverage.

Unlawful Interference with Aircraft in Flight Should an aircraft in flight be subjected to unlawful interference, the PIC shall endeavour to set the transponder to Mode A Code 7500 unless circumstances warrant the use of Mode A 7700. A pilot having selected Mode A Code 7500 and subsequently requested to confirm this code by ATC shall, according to circumstances, either confirm this or not reply at all.


Transponder Failure Procedures When the Carriage of a Functioning Transponder is Mandatory In case of a transponder failure which occurs after departure, ATC units endeavour to provide for the continuation of the flight to the destination aerodrome in accordance with the flight plan. Pilots may expect to comply with specific restrictions. In the case of a transponder that 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 the transponder or, in the case of partial transponder failure, the character corresponding to the remaining transponder capability

Comply with any published procedures for seeking exemption from the requirements for carriage of a functioning SSR transponder, and

If so required by the appropriate ATS authority, plan to proceed, as directly as possible, to the nearest suitable aerodrome where repair can be effected.

Operation of ACAS Equipment The information provided by ACAS is intended to assist pilots in the safe operation of aircraft. Nothing prevents PICs from exercising their best judgement and full authority in the choice of the best course of action to resolve a traffic conflict. Use of ACAS Indications ACAS indications are intended to assist the pilots in;

The active search for, and Visual acquisition of conflicting traffic, and The avoidance of potential collisions


Pilots use the indications generated by ACAS remembering that due regard to safety must be recognized:

Pilots shall not manoeuvre their aircraft in response to Traffic Advisories only In the event of a Resolution Advisory to alter the flight path, the search for the

conflicting traffic shall include a visual scan of the airspace into which other ACAS aircraft might manoeuvre

The alteration of the flight path shall be limited to the minimum extent necessary to comply with the Resolution Advisories

Pilots who deviate from ATC instruction or clearance in response to a Resolution Advisory shall promptly return to the terms of that instruction or clearance when the conflict is resolved and shall notify the appropriate ATC unit as soon as practicable, of the deviation, including its direction and when the deviation has ended

Phraseology When acknowledging mode/code setting instructions, pilots shall read back the mode and code to be set.


Chapter 15.

Signals Reference: Annex 2 – Rules of the Air Introduction When observing or receiving any of the signals shown, aircraft shall take the actions required by the signal. The signals are used for the purposes indicated. No other signals that are likely to be confused with the authorised signals shall be used. Distress and Urgency Signals None of the provisions in this section shall prevent the use, by an aircraft in distress, of any means at its disposal to attract attention, make known its position and obtain help. Distress Signals The following signals used separately, or together, mean that grave and imminent danger threatens and immediate assistance is required:

Use of the Morse code group SOS The spoken word MAYDAY Rockets or shells throwing red lights, fired one at a time or at intervals A parachute flare showing a red light

Urgency Signals When used separately, or together, the following signals mean that an aircraft wishes to give notice of difficulties that compel it to land without requiring immediate assistance:

The repeated switching on and off of the landing lights, or The repeated switching on and off of the navigation lights in such a manner as to

be distinct from flashing navigation lights The following signals, used either together or separately, mean that an aircraft has a very urgent message to transmit concerning safety:

Use of the Morse code group XXX The spoken words PAN PAN


Signals for Aerodrome Traffic Lights and pyrotechnics - Instructions

FROM AERODROME CONTROL TO LIGHT

AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND

Steady Green Steady Red Series of Green flashes Series of Red flashes Series of White flashes Red Pyrotechnic

Cleared to land Give way to other aircraft and continue circling Return for landing* Aerodrome unsafe, do not land Land at this aerodrome and proceed to apron Notwithstanding any previous instructions, do not land for the time being * Clearances to land and taxi will be given in due course

Cleared for take-off Stop Cleared to taxi Taxi clear of landing area in use Return to starting point on the aerodrome

Acknowledgement by an Aircraft When in Flight

During the hours of daylight by rocking the aircraft’s wings During the hours of darkness by flashing on and off twice the aircraft’s landing

lights or, if not so equipped, by switching on and off its navigation lights twice 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 on and off its navigation lights twice


Visual Ground Signals Prohibition of Landing A horizontal red square with yellow diagonals when displayed in a signal area indicates that landings are prohibited and that prohibition is likely to be prolonged.

A horizontal red square with one yellow diagonal when displayed in a signal area:

Indicates that owing to the bad state of the manoeuvring area, or For any other reason, special precautions must be observed in approaching to

land or in landing Use of Runways and Taxiways A horizontal white dumbbell when displayed in a signal area indicates that aircraft are required to land, take-off and taxi on runways and taxiways only. The same dumbbell but with a black bar indicates that aircraft are required to land and take-off on runways only, but other manoeuvres need not be confined to runways and taxiways.


Closed Runways or Taxiways A cross of a single contrasting colour, yellow or white, displayed horizontally on runways or taxiways indicate an area unfit for the movement of aircraft Direction for Take-off or Landing A horizontal white or orange landing T indicates the direction to be used by aircraft for landing and take-off.

Two digits displayed vertically at or near to the aerodrome control tower indicate the direction for take-off. These units are expressed in units of 10º to the nearest 10º of the magnetic compass.

09 Right Hand Traffic A right hand arrow of conspicuous colour (usually red and yellow) indicates that turns are to be made to the right before landing and after take-off.

LAND O R T AKE O FF T HIS WAY

LANDING D IRECT IO N


Air Traffic Services Reporting Office The letter C vertically in black against a yellow background indicates the location of the ATS reporting office.

Glider Flights in Operation A double white cross displayed horizontally in the signal area indicates that gliders are using the aerodrome. Marshalling Signals These signals are designed for use by the signalman or marshaller (you may see both terms used in the book, signalman is used in accordance with ICAO), with hands illuminated as necessary to facilitate observation by the pilot, and facing the aircraft in a position:

For Fixed Wing Aircraft Forward of the left wing tip within view of the pilot For Helicopters Where the signalman can best be seen by the pilot

The aircraft engines are numbered for the signalman facing the aircraft, from right to left (The port outer is Number 1 engine). Prior to using the following signals, the signalman shall ascertain that the area within which an aircraft is to be guided is clear of objects which the aircraft, if complying with the signalman, might otherwise strike. To Proceed Under Further Guidance by Signalman Signalman directs pilot if traffic conditions on aerodrome require this action. Right or left arm down, the other arm moved across the body and extended to indicate position of the other marshaller.

C


This Bay Arms above head in vertical position with palms facing forward. Proceed to Next Signalman Right or left arm down, other arm moved across the body and extended to indicate direction of next signalman Move Ahead Arms a little aside, palms facing backward and repeatedly moved upward-backward from shoulder height.


TURN Turn to Your Left Right arm downward, left arm repeatedly moved upward-backward. Speed of arm movement indicating rate of turn. Turn to Your Right Left arm downward, right arm repeatedly moved upward-backward. Speed of arm movement indicating rate of turn. Stop Arms repeatedly crossed above the head (the rapidity of the arm movement should be related to the urgency of the stop ie the faster the movement the quicker the stop). BRAKES Engage Brakes Raise arm, and hand with fingers extended, horizontally in front of the body, then clench the fingers. Release Brakes Raise arm, with fist clenched, horizontally in front of body, then extend fingers.


CHOCKS Chocks Inserted Arms down, palms facing inwards, move arms from extended position inwards. Chocks Removed Arms down, palms facing outwards, move arms outwards. Start Engine(s) Left hand overhead with appropriate number of fingers extended, to indicate the number of the engine to be started, and circular motion of right hand at head level. Cut Engines Either arm and hand level with shoulder, hand across the throat, palm downward. The hand is moved sideways with the arm remaining bent. Slow Down Arms down with palms toward ground Slow Down Engine(s) on Indicated Side Arms down with palms towards ground, then either right or left hand waved up and down indicating the left or right side engine(s) respectively should be slowed down.


Move Back Arms by sides, palms facing forward, swept forward and upward repeatedly to shoulder height. Turns While Backing Turn Tail to Starboard Point left arm down, and right arm brought from overhead, vertical position to horizontal forward position, repeating right arm movement. Turn Tail to Port Point right arm down, and left arm brought from overhead, vertical position to horizontal forward position, repeating left arm movement. All Clear Right arm raised at elbow with thumb erect.


Signals from the Pilot of an Aircraft to a Signalman These signals are designed for use by a pilot in the cockpit with hands plainly visible to the signalman, and illuminated as necessary to facilitate observation by the signalman.


Chapter 16.

Air Traffic Control Clearances Reference: Procedures for Air Navigation Services, Rules of the Air and Air Traffic Services (Document 4444 – RAC/501) Departing Aircraft Area control centres forward clearances to approach control offices or aerodrome control towers with the least possible delay after the receipt of a request made by these units, or prior to such a request if practicable. Contents of ATC Clearances Clearances contain positive and concise data and shall, as far as practicable, be phrased in a standard manner. Clearances contain the items specified below:

Aircraft identification Clearance limit Route of flight Level(s) of flight for the entire route or part thereof and changes of levels if

required

Note: If the clearance for the levels covers only part of the route, it is important for the ATCU to specify a point to which the part of the clearance regarding levels applies

Any necessary instructions or information on other matters such as SSR

transponder operation, approach or departure manoeuvres, communications and the time of expiry of the clearance

Note: The time of expiry of the clearance indicates the time after which the clearance will be automatically cancelled if the flight has not been started

Description of ATC Clearances A clearance limit is specified by using the name of the appropriate reporting point, or aerodrome, or CAS boundary. When prior co-ordination has been effected with units under whose control the aircraft will subsequently come under or if there is reasonable time prior to the assumption of control, the clearance limit is the destination aerodrome or, if not practicable, an appropriate intermediate point, and co-ordination shall be expedited so that a clearance to the destination may be issued as soon as possible.


If an aircraft has been cleared to an intermediate point in an adjacent CTA, the appropriate area control centre will then be responsible for issuing, as soon as practicable, an amended clearance for flight to the limit of that CTA. When the destination aerodrome is outside a CTA, the area control centre responsible for the last CTA through which an aircraft passed will issue the appropriate clearance for the flight to the limit of that CTA. Route of Flight The route of flight is detailed in each clearance when deemed necessary. The phrases used and meanings are:

Cleared via flight plan route May be used to describe any route or portion of a route, provided the route or portion of route is identical to that filed in the flight plan and sufficient routing details are given to definitely establish the aircraft on its route Cleared via (designation) departure or Cleared via (designation) arrival May be used when standard departure or arrival routes have been established by the appropriate ATS authority and published in Aeronautical Information Publication

Clearances to Fly Maintaining own Separation While in VMC

Note: The provision of vertical or horizontal separation by an ATCU is not applicable in respect of any specified portion of a flight cleared subject to maintaining own separation and remaining in VMC. It is for the flight so cleared to ensure, for the duration of the clearance, that it is not operated in such proximity to other flights as to create a collision hazard Note: A VFR flight must remain in VMC at all times. Accordingly, the issuance of a clearance to a VFR flight to fly subject to maintaining own separation and remaining in VMC has no other object than to signify that, for the duration of the clearance, the provision of separation by ATC is not entailed

When requested by an aircraft and provided it is authorized by the appropriate ATS authority, an area control centre may clear a controlled flight to operate in VMC during the hours of daylight. The aircraft may fly the route subject to maintaining its own separation and remaining in VMC. When the above applies:

The clearance shall be for a specified portion of the flight during climb or descent and subject to further restrictions as and when prescribed on the basis of regional air navigation agreements

If there is a possibility that flight under VMC may become impracticable an IFR flight shall be provided with alternative instructions to be complied with in the event that flight in 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 VMC will become impossible, shall inform ATC


before entering IMC and shall proceed in accordance with the alternative instructions given

ATC Clearance Expiry One of the following phrases may be included in the initial clearance when the Air Traffic situation necessitates:

“Clearance expires (time)” This indicates that if the aircraft is not airborne by the time stated a fresh clearance will be required

“Take-off not before (time)” This is given so that a pilot can calculate the

time to start the aircraft’s engines

“Unable to clear (level planned)” ATC is unable to clear the flight at the planned level, an alternative is usually offered at this stage

Essential Traffic Information Essential traffic is that controlled traffic to which the provision of separation by ATC is applicable, but which in relation to a particular controlled flight, is not separated therefrom by the minima stated.

Note: This information will inevitably relate to controlled flights cleared subject to maintaining own separation and remaining in VMC

Essential traffic information includes:

Direction of flight of aircraft involved Type of aircraft concerned Cruising level of aircraft concerned and estimated time over the reporting point

nearest to where the level will be crossed Clearance of a Requested Change in Flight Plan When issuing a clearance covering a requested change in flight plan (route or cruising level) the exact nature of the change is included in the clearance. If a level change is involved and more than one level is contained in the flight plan, all such levels shall be included in the clearance. When traffic conditions do not permit clearance of a requested change in a flight plan, the words “unable to clear” are used. In these circumstances, an alternative flight plan should be offered. When an alternative flight plan is offered, the complete clearance, as amended, or that part of the clearance containing the alternative has to be included.


Emergency and Communication Failure Emergency Procedures The various circumstances surrounding each emergency situation preclude the establishment of exact detailed procedures to be followed. The procedures outlined are intended as a general guide to ATS personnel. ATCUs shall maintain full and complete co-ordination, and personnel use their best judgement in handling emergency situations Priority An aircraft known or believed to be in a state of emergency, including being subjected to unlawful interference, is given priority over other aircraft. Emergency Descent Upon receipt of advice that an aircraft is making an emergency descent through other traffic, all possible action is taken to immediately safeguard all aircraft concerned. When deemed necessary, ATCUs immediately broadcast by means of the appropriate radio aids. If this is not possible the appropriate communications stations immediately broadcast an emergency message. Action by the Pilot in Command It is expected that aircraft receiving such a broadcast will clear the specified areas and stand by on the appropriate radio frequency for further clearances from the ATCU Air-Ground Communication Failure Action by ATCUs when unable to maintain two-way communication with an aircraft operating in a CTA or CTR are as follows. As soon as it is known that two-way communications has failed, action is taken to ascertain whether the aircraft is able to receive transmissions from the ATCU by requesting it to execute a specified manoeuvre which can be observed by radar or to transmit, if possible a specified signal in order to indicate acknowledgement.


If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall be maintained between the aircraft having the communication failure and other aircraft, based on the assumption that the aircraft will:

If in VMC

• Continue to fly in VMC • Land at the nearest suitable aerodrome, and • Report its arrival by the most expeditious means to the appropriate ATCU

If in IMC or when weather conditions are such that it does not appear feasible to

complete the flight in accordance with the above:

• Proceed according to the current flight plan to the appropriate designated navigation aid serving the destination aerodrome and, when required to ensure compliance with the paragraph below, hold over this aid until commencement of descent

• Commence descent from the navigation aid specified above as close as possible to, the EAT last received and acknowledged. If no EAT has been received and acknowledged, at, or as close as possible to the ETA resulting from the current flight plan

• Complete a normal instrument approach procedure as specified for the designated navigation aid, and

• Land, if possible, within 30 minutes after the ETA specified above or the last acknowledged EAT, whichever is later

Action taken to ensure suitable separation ceases to be based on the above when:

It is determined that the aircraft is following a procedure differing from that expected

Through the use of electronic or other aids, ATCUs determine that action differing from that required may be taken without impairing safety, or

Positive information is received that the aircraft has landed


Chapter 17.

Flight Plans Reference: Annex 2 - Rules of the Air

Procedures for Air Navigation Services - Rules of the Air and Air Traffic Services (Doc 4444 -RAC/501)

Introduction A flight plan form based on the ICAO model is provided for use by operators and ATS units. The flight plan form is printed and includes an English text in addition to the language of the State concerned. Submission of Flight Plans Information about a flight, or portion of flight, to any air traffic unit is submitted in the form of a flight plan A flight plan shall be submitted prior to operating:

Any flight, or portion of flight, to be provided with an ATC service Any IFR flight in advisory airspace Any flight, or within designated areas, or along designated routes, when required

by the appropriate ATS authority. This being to facilitate the provision of:

Flight information, or Alerting search and rescue services

Any flight across an international boundary

Note: The term “Flight Plan” is used to mean.

Full information on all items comprised in the flight plan description, covering

the whole of the route of a flight, or Limited information required when the purpose is to obtain a clearance for a

minor portion of a flight such as:

Crossing an airway Taking off from, or to land at, a controlled aerodrome


A flight plan is submitted before departure to an ATS reporting office. During flight it is transmitted to the appropriate ATS unit or air-ground control radio station. This does not apply where arrangements have been made to use repetitive flight plans. Unless otherwise stated, a flight plan for a flight to be provided with an Air Traffic Control Service or an air traffic advisory service is submitted (See Regional Supplementary Procedures for AFTM procedures):

60 minutes before departure, or If submitted in flight, at a time that will ensure its receipt by the appropriate air

traffic services unit at least ten minutes before the aircraft is estimated to reach:

• The intended point of entry into a CTA or advisory area, or • The point of crossing an airway or advisory route

Prior to Departure Except when other arrangements have been made for the submission of repetitive flight plans, a flight plan submitted prior to departure is submitted in person or by telephone to the ATS reporting office at the departure aerodrome. If there is no unit at the departure aerodrome to accept the flight plan then it is submitted by telephone or teletypewriter. If these means are not available then submission is by radio to the unit serving or designated to serve the departure aerodrome. In the event of a delay of 30 minutes in excess of the estimated off-block time for a controlled flight or a delay of one hour for an uncontrolled flight for which a flight plan has been submitted, the flight plan should be amended or a new flight plan submitted and the old flight plan cancelled. During Flight A flight plan to be submitted during flight is normally transmitted to the ATS unit in charge of the FIR, CTA, advisory area or advisory route in or on which the aircraft is flying, or in or through which the aircraft wishes to fly. When this is not practicable, it should be transmitted to another aeronautical telecommunication station for retransmission as required to the appropriate ATS unit. Acceptance of a Flight Plan 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 ATS, and Indicate acceptance of the flight plan or change thereto, to the originator


Contents of a Flight Plan A flight plan comprises of information that is considered relevant by the appropriate ATS authority:

Aircraft identification Flight rules and type of flight Number and types of aircraft and wake turbulence category Equipment Departure aerodrome Estimated off-block time Cruising speed(s) Cruising level(s) Route to be followed Destination aerodrome and total elapsed time Alternate aerodrome(s) Fuel endurance Total number of persons on board Emergency and survival equipment Other information

Completion of a Flight Plan All flight plans contain information on the relevant items up to and including “Alternate aerodromes”. In addition, information that is deemed necessary is also included:

By the appropriate ATS authority, or The person submitting the flight plan

Changes to a Flight Plan All changes to a flight plan submitted for an IFR flight, or a VFR flight operated as a controlled flight, are reported to the appropriate ATS unit. For other VFR flights significant changes are reported.

Note: Information submitted before departure regarding fuel endurance, persons on board, if incorrect at the ATD, constitute a significant change and as such must be reported


Closing a Flight Plan A report of arrival is made either in person or by radio at the earliest possible moment after landing, to the appropriate ATS unit. This must be done by any flight for which a flight plan has been submitted. When a flight plan has been submitted for a portion of a flight it is closed by the appropriate report to the relevant ATS unit. When no ATS unit exists at an arrival aerodrome, the arrival report is made as soon as practicable after landing and by the quickest means available to the nearest ATS unit. When communication facilities are inadequate and alternative arrangements for the handling of arrival reports on the ground are not available; the following action is taken:

Immediately prior to landing the aircraft transmits by radio to an appropriate ATS unit, a message comparable to an arrival report. This is where a report is required.

This transmission is made to the aeronautical station serving the ATS unit in charge of the FIR in which the aircraft is operating

Arrival reports made by aircraft contain the following elements:

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 disruption in the ATS and incur great expense in carrying out unnecessary search and rescue operations.

Use of Repetitive Flight Plans (RPLs) RPLs are not be used for flights other than:

IFR flights operated regularly on:

The same day(s) of consecutive weeks, and On at least ten occasions, or Every day over a period of at least 10 consecutive days.

The elements of each flight plan shall have a high degree of stability.


RPLs cover the entire flight from the departure aerodrome to the destination aerodrome. RPL procedures are only applied when all ATS authorities concerned with the flights have agreed to accept RPLs. The use by States of RPLs for international flight are subject to the provision that the affected adjacent States either already use RPLs or will use them at the same time. The procedures for use between States are subject to bilateral, multilateral or regional air navigation agreement as appropriate. Change from IFR to VFR Flight Change from IFR fight to VFR flight is only acceptable when a message initiated by the PlC containing the specific expression “Canceling my IFR flight”. No invitation to change from IFR flight to VFR flight is to be made either directly or by inference. No reply, other than the acknowledgement “IFR flight cancelled at … (time)“, should be normally be made by an ATS unit. When an ATS unit is in possession of information that IMC are likely to be encountered along the route of flight, a pilot changing from IFR flight to VFR flight should, if practicable, be so advised. An ATS unit receiving notification of an aircraft’s intention to change from IFR flight to VFR flight shall as soon as practicable inform all other ATS units to whom the IFR flight plan was addressed, except those units the flight has already passed. Scope of Clearances and Information The issue of ATC clearances by ATCUs is the authority for an aircraft to proceed only in so far as known traffic is concerned. Clearances are based:

Solely on expediting and separating air traffic and do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other purpose

On known traffic conditions which affect safety in aircraft operation These traffic conditions include aircraft in the air, on the manoeuvring area over which control is being exercised and any vehicular traffic or other obstructions not permanently installed on the manoeuvring area in use. If an ATC clearance is not suitable to the PlC of an aircraft, he may request an amended clearance. Clearances issued by controllers relate to traffic and aerodrome conditions only


and do not relieve a pilot of any responsibility whatsoever in connection with a violation of applicable rules and regulations. Issuance ATCUs issue ATC clearances that are necessary to meet the objectives of collision prevention and the expedition and maintenance of an orderly flow of traffic. Aircraft flying through a TMA are, where possible, cleared by the most direct route from the entry to the exit point of the TMA. Aircraft arriving or departing within a TMA are, where possible, cleared by the most direct route from the point of entry to the aerodrome of landing or from the aerodrome of departure to the point of exit. Aircraft intending supersonic flight are where practicable, cleared for the transonic acceleration phase prior to departure. Control of Air Traffic Flow When it becomes apparent to an ATCU that traffic additional to that already accepted cannot be accommodated within a given period of time at a particular location or in a particular area, or can only be accommodated at a given rate, that unit advises the other ATCUs known or believed to be concerned. PICs of aircraft destined to the location or area in question and operators known or believed to be concerned are also advised of the delays expected or the restrictions that will be applied. Air Traffic Control Clearances An ATC clearance has to be obtained prior to operating a controlled flight, or a portion of a flight as a controlled flight. The clearance is requested through the submission of a flight plan to an ATC unit.

Note: A flight plan may cover only part of a flight necessary to describe that portion of flight or those manoeuvres which are subject to ATC. A clearance may cover only part of a current flight plan, as indicated by a clearance limit or by reference to specific rnanoeuvres such as taxiing, landing or take-off Note: If an ATC clearance is not satisfactory to the PIC of an aircraft, the PIC may request and, practicable, will be issued an amended clearance.

Whenever an aircraft has requested a clearance involving priority, a report explaining the necessity for this priority is submitted, if requested by the appropriate ATC unit. Potential Reclearance in Flight If prior to departure it is anticipated that depending on fuel, endurance and subject to reclearance in flight, a decision may be taken to proceed to a revised destination aerodrome.


The appropriate ATC units are notified by the insertion in the flight plan of information concerning the revised route (where known) and the revised destination.

Note: The intent of this provision is to facilitate a reclearance to a revised destination, normally beyond the filed destination aerodrome.

An aircraft operated on a controlled aerodrome shall not taxi on the manoeuvring area without clearance from the aerodrome tower and shall comply with any instructions given by that unit. Adherence to Flight Plan Except where stated, an aircraft adheres to the current flight plan or the applicable portion of a current flight plan submitted for a controlled flight, unless:

Requests for a change to a flight plan have be made to the appropriate ATC unit; clearance must be obtained before any changes can be made, or

If an emergency situation arises which necessitates immediate action by the aircraft, in which event as soon as circumstances permit, after such emergency authority is exercised, the appropriate ATS unit shall be notified of the action taken.

Unless otherwise authorized or directed by the appropriate ATC unit, controlled flights:

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 navigational facilities and/or points defining that route

Aircraft operating along an ATS route segment defined by reference to VOR change over navigation guidance from the facility behind the aircraft to that ahead of it at, or as close as operationally feasible to, the change over point. Any deviation from the above requirements is notified to the appropriate ATS unit. Inadvertent Changes In the event that a controlled flight inadvertently deviates from its current flight plan; the following action is taken:

Deviation From Track If the aircraft is off track, action shall be taken immediately to adjust the heading of the aircraft to regain track as soon as practicable Variation in TAS If the average TAS at cruising level between reporting points varies, or is expected to vary, by ± 5% of the true airspeed from that given in the flight plan, the appropriate ATS unit shall be informed.


Change in Estimate Time If the time estimate for the next applicable reporting point, FIR boundary or destination aerodrome, whichever comes first, is found to be in error in excess of ± 3 minutes from that notified to ATS, or such other period of time as is prescribed by the appropriate ATS authority or on the basis of air navigational regional agreements, a revised estimate time shall be notified as soon as possible to the appropriate ATS unit.

Intended Changes Requests for flight plan changes include the following: Change of Cruising Level

Aircraft identification Requested new cruising level and cruising speed at this level Revised time estimates (when applicable) at subsequent FIR boundaries

Change of Route

Destination Unchanged

Aircraft identification Flight rules Description of new route of flight including related flight plan data beginning with

the position from which requested change of route is to commence Revised time estimates Any other pertinent information

Destination Changed

Aircraft identification Flight rules Description of revised route of flight to revised destination aerodrome including

related flight plan data, beginning with the position from which the requested change of route is to commence

Revised time estimates Alternate aerodrome(s) Any other pertinent information


Weather Deterioration Below the VMC When it becomes evident that flight in VMC in accordance with the current flight plan is not practicable, a VFR flight operated as a controlled flight will:

Request an amended clearance enabling the aircraft to continue in VMC to destination or to an alternate aerodrome, or to leave the airspace within which an ATC clearance is required, or

If no clearance can be obtained, continue to operate in VMC and notify the appropriate ATC unit of the action being taken either to leave the airspace concerned or to land at the nearest suitable aerodrome, or

If operated within a CTR, request authorization to operate as a Special VFR flight, or

Request clearance to operate in accordance with the IFR. Position Reports Unless exempted by the appropriate ATS authority or unit, a controlled flight reports to the appropriate ATS unit, as soon as possible, the time and level of passing each designated compulsory reporting point, together with any other required information. Position reports are made in relation to additional points when requested by the appropriate ATS unit. In the absence of designated reporting points, position reports are made at intervals as detailed by the appropriate ATS authority or unit.

Note: The conditions and circumstances where SSR Mode C satisfies the requirements for level information in position reports are indicated in PANS-RAC, Part II (Doc 4444,).

Termination of Control A controlled flight, except when it is landing at a controlled aerodrome, advises the appropriate ATC unit as soon as it ceases to be subject to an ATC service. Communication An aircraft operated as a controlled flight shall establish two way communications with the appropriate ATC unit. It must also maintain a continuous listening watch on the appropriate radio frequency. The appropriate ATS authority may exempt aircraft when they form part of the aerodrome traffic at a controlled aerodrome.

Note: SELCAL or similar automatic signaling devices satisfy the requirement to maintain a listening watch.


Communication Failure If a communication failure precludes an aircraft from complying with the above then the communication failure procedures from Annex 10 must be followed and with any of the following procedures that may be appropriate. In addition, the aircraft, when forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch for instructions issued by visual signals. If in VMC, the aircraft shall:

Continue to fly in VMC Land at the nearest suitable aerodrome, and Report its arrival by the most expeditious means to the appropriate ATC unit

Note: The above relates to all controlled flights

If in IMC or conditions are such that it is not feasible to complete the flight in accordance with VMC, the aircraft shall:

Unless otherwise prescribed on the basis of a regional navigation agreement:

• Maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 20 minutes following the aircraft’s failure to report its position over a compulsory reporting point, and

• Thereafter, adjust level and speed in accordance with the filed flight plan

Proceed in accordance with the flight planned route to the appropriate designated navigation aid serving the destination aerodrome

Hold over the above navigation aid until commencement of descent or until required to comply with the paragraph below

Commence descent from the navigation aid at, or as close as possible to:

• The EAT last received and acknowledged, or • If no EAT has been received and acknowledged at, or as close as possible

to, the ETA resulting from the current flight plan

Complete a normal instrument approach procedure as specified for the designated navigation aid

Land, if possible, within 30 minutes after the ETA or the last acknowledged EAT, whichever is later

Note: The above relates to IFR flights only


Note: The provision of ATC service to other flights operating in the airspace concerned will be based on the premise that an aircraft experiencing communications failure will comply with the rules for IFR traffic


Chapter 18.

Flight Procedures – Introduction & Departures References: Procedures for Air Navigation Services - Aircraft Operations (Document 8168-OPS/611, Volume 1), Volume I - Flight Procedures Introduction The Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS) consists of two volumes: Volume I - Flight Procedures This volume describes the operational procedures recommended for the guidance of flight operations personnel. It also outlines the various parameters on which the criteria in Volume II are based so as to illustrate the need for operational personnel including flight crew to adhere strictly to the published procedures in order to achieve and maintain an acceptable level of safety in operations Volume II - Construction of Visual and Instrument Procedures This volume is intended for the guidance of procedure specialists and describes the essential areas and obstacle clearance requirements for the achievement of safe, regular instrument flight operations. It provides the basic guidelines to States, and those operators and organizations producing instrument flight charts that will result in uniform practices at all aerodromes where instrument flight procedures are carried out. The division of the PANS-OPS into the two volumes was the result of extensive amendments to the obstacle clearance criteria and the construction of approach to land procedures. Both volumes present coverage of operational practices that are beyond the scope of SARPs but with respect to which a measure of international uniformity is desirable.


Abbreviations Used

ATIS C/L DA/H DER DR EFIS FAF FAP FMS HSI IAF IF MAPt MDA/H MOC

Automatic terminal information service Centre line Decision altitude/height Departure end of the runway Dead reckoning Electronic flight instrument system Final approach fix Final approach point Flight management system Horizontal situation indicator Initial approach fix Intermediate fix Missed approach point Minimum descent altitude/height Minimum obstacle clearance

NOZ NTZ OCA/H OIS OM PAR PDG RNAV RSR RSS SID SOC SPI STAR TAR TP

Normal operating zone No transgression zone Obstacle clearance altitude/height Obstacle identification surface Outer marker Precision approach radar Procedure design gradient Area navigation En-route surveillance radar Root sum square Standard instrument departure Start of climb Special position indicator Standard instrument arrival Terminal area surveillance radar Turning point

Departure Procedures The criteria in this part are designed to provide flight crews and other flight operations personnel with an appreciation, from the operational point of view, of the parameters and criteria used in the design of instrument departure procedures which include but are not limited to standard instrument departure routes and associated procedures. These procedures assume that all engines are operating. In order to ensure acceptable clearance above obstacles during the departure phase, instrument departure procedures maybe published as:

Specific routes to be followed, or As omni-directional departures, together with PDGs and details of significant

obstacles Omni-directional departures may specify vectors to be avoided. The PDG is not intended as an operational limitation for those operators who assess departure obstacles in relation to aircraft performance, taking into account the availability of appropriate ground/airborne equipment.


The Instrument Departure Procedure The design of an instrument departure procedure is dictated by factors such as:

The terrain surrounding the aerodrome Catering for ATC requirements in the case of SID Airspace restrictions affecting

routing All these factors in turn influence the type and siting of navigation aids. At many aerodromes, a prescribed departure route is not required for ATC purposes. However, there may be obstacles in the vicinity of the aerodrome that will have to be considered in determining whether restrictions to departures are to be prescribed. In these cases, departure procedures may be:

Restricted to a given sector(s), or Published with a PDG in the sector containing the obstacle

The use of automatic take-off thrust control systems (ATTCS) and noise abatement procedures will need to be taken into consideration by the pilot and the operator. Where no suitable navigation aid is available the criteria for omni-directional departures is applied. Where obstacles cannot be cleared by the appropriate margin when the aeroplane is flown on instruments, aerodrome operating minima are established to permit visual flight clear of obstacles. Wherever possible a straight departure will be specified which is aligned with the runway centre line. When a departure route requires a turn of more than 15º to avoid an obstacle, a turning departure is constructed. Wherever limiting speeds or flight speeds 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. Establishment of a Departure Procedure A departure procedure will be established for each runway where instrument departures are expected to be used. This will define a departure procedure for the various categories of aircraft based on all-engines PDG of 3.3% or an increased PDG if required to achieve minimum obstacle clearance (see below).


The procedures will assume that:

Pilots will not compensate for wind effects when being radar vectored, and Pilots will compensate for known or estimated wind effect when flying departure

routes which are expressed as track to be made good Obstacle Clearance Obstacle clearance is a primary safety consideration in the development of instrument departure procedures. The criteria used and the detailed method of calculation are covered in the PANS-OPS Volume II. The protected areas and obstacle clearance applicable to individual types of departure are specified later in this document. Unless otherwise promulgated a PDG of 3.3% is assumed. The PDG is made up of:

2.5% gradient of obstacle identification surfaces or the gradient based on the most critical obstacle penetrating these surfaces, whichever is the higher gradient, and

0.8% increasing obstacle clearance

DER OBSTACLE AERODROME ELEVATION

5 m (16 ft)

4.5% 3.7%

2.5%

2.5%

3.3%

OIS

THIS ALTITUDE/HEIGHT AND GRADIENT TO BE PROMULGATED IF MORE

THAN 60 m (200 ft)

Gradients published will be specified to an altitude/height after which the minimum gradient of 3.3% is used. The final PDG continues until obstacle clearance is ensured for the next phase of flight. At this point the departure procedure ends and is marked by a significant point. The minimum obstacle clearance equals zero at the DER and increases by 0.8% of the horizontal distance in the direction of flight assuming a maximum turn of 15º. In the turn initiation area and turn area a minimum obstacle clearance of 90 m (295 ft) is provided. Where mountainous terrain exists, consideration is given by the procedure designer to increasing the minimum obstacle clearance.


Whenever a suitably located DME exists, additional specific height/distance information intended for obstacle avoidance may be published. RNAV way-point or other suitable fixes may be used to provide a means of monitoring climb performance. Standard Instrument Departures General A SID is normally developed to accommodate as many aircraft categories (See Approach Procedures for Aircraft Categories) as possible. Departures that are limited to specific aircraft categories are clearly annotated. The SID terminates at the first fix/facility/way-point of the en-route phase following the departure procedure. There are two basic types of departure route, straight and turning. Departure routes are based on track guidance acquired within:

20 km (10.8 nm) from the DER on straight departures, and 10 km (5.4 nm) after completion of turns on departures requiring turns

The design of instrument departure routes and the associated obstacle clearance criteria are based on the definition of tracks to be followed by the aeroplane. When flying the published track, the pilot is expected to correct for known wind to remain within the protected airspace. Straight Departures A straight departure is one in which the initial departure track is within 15º of the runway centre line. Track guidance may be provided by a suitably located facility (VOR or NDB) or by RNAV.

VOR 7.8°/NDB 10.3° VOR 7.8°/NDB 10.3°

VOR 7.8°/NDB 10.3° VOR 7.8°/NDB 10.3°

AREA 1

AREA 2

15°

15° 15°MAX

DEPARTURE TRACK

150 m

DER

3.5 km (1.9 NM)

VOR NDB

C/L

3.7 km (2 NM)/VOR4.6 km (2.5 NM)/NDB

Where obstacles exist affecting the departure route, PDGs greater than 3.3% are promulgated to an altitude/height after which the 3.3% gradient is considered to prevail. Gradients to a height of 60 m (200 ft) or less, caused by close-in obstacles, are not specified. In these cases the procedures to be used are discussed later


Turning Departures When a turning departure requires a turn of more than 15º, a turning area is constructed.

C/L

15°

15°

15° 15°

DER150 m

VOR/NDB

3.7 km (2.0 NM)/VOR4.6 km (2.5 NM)/NDB

DEPARTURE TRACK

SPLAY 7.8°/VOR; 10.3° NDBFL

X TO

LER

ANC

EFL

IGH

T TE

CH

NIC

AL T

OLE

RAN

CE

Turns may be specified at:

An altitude/height At a fix At a facility

Straight flight is assumed until reaching an altitude/height of at least 120 m (394 ft) above the elevation of the DER. Where the location and/or height of obstacles precludes the construction of turning departures which satisfy the minimum turn height criteria, departure procedures should be developed on a local basis in consultation with the operators concerned. A turn is prescribed upon reaching a specified altitude/height to accommodate the situation where there is:

An obstacle located in the direction of the straight departure which must be avoided, and/or

Another obstacle located abeam the straight departure track which must be overflown after the turn with the appropriate margin

In the above case, the procedure will require a climb to a specified altitude/height before initiating the turn as specified.


Turns at a facility or DME distance are constructed in the same manner and using the same parameters as for the missed approach, except that the speeds employed are the final missed approach speeds increased by 10% to account for increased aeroplane weight on departure.

Maximum Speeds For Turning Departures Aeroplane Category Maximum Speed (kts) A B C D E

120 165 265 290 360

In exceptional cases where acceptable terrain clearances cannot otherwise be provided, turning departure routes are constructed with maximum speeds as low as the intermediate missed approach speed increased by 10%; in such cases the procedure is annotated with a cautionary note. Parameters of construction of the turning areas are based on the following conditions:

Altitude Aerodrome elevation plus 300 m (1000 ft) Temperature ISA + 15°C corresponding to the altitude Indicated Air Speed The speed tabulated for final missed approach for the speed category for which the departure is designed, increased by 10% to account for the increased aircraft mass at departure. Where operationally required, reduced speeds as slow as the lAS tabulated for intermediate missed approach increased by 10% may be used, provided the procedure is annotated: “Departure turn limited to …. kt lAS maximum” True Air Speed The lAS above adjusted for altitude and temperature Wind Maximum 95% probability wind on an omni-directional basis, where statistical wind data are available. Where no wind data are available, an omni-directional 56 km/h (30 kt) is used Bank Angle 15º average achieved Fix Tolerance As appropriate to the type of fix


Flight Technical Tolerances Pilot reaction time 3 seconds; Bank establishment time 3 seconds. Total 6 seconds. Turn Boundary Calculated in PANS-OPS Volume II Secondary Areas Secondary areas are specified when track guidance is available

When obstacles exist prohibiting the turn before DER or prior to reaching an altitude/height, an earliest turn point or a minimum turning altitude/height will be specified. Contingency Procedures Development of contingency procedures required to cover the case of engine failure or an emergency in flight that occurs after V1 is the responsibility of the operator. When it is necessary to develop turning procedures to avoid an obstacle which would have become limiting, then the procedure should be detailed in the appropriate operator’s manual. The point for a start of a turn in this procedure must be readily identifiable by the pilot when flying under instrument conditions. Omni-directional Departures Where no track guidance is provided in the design, the departure criteria are developed by using the omni-directional method. The departure procedure commences at the DER, which is the end of the area declared suitable for take-off. The end of the runway or clearway as appropriate. Since the point of lift-off will vary, the departure is constructed on the assumption that a turn at 120 m (394 ft) above the elevation of the aerodrome will not be initiated sooner than 600 m from the beginning of the runway. Unless otherwise specified, departure procedures are developed on the assumption of a 3.3% PDG and a straight climb on the extended runway centre line until reaching 120 m (394 ft) above the aerodrome elevation. The basic procedure ensures:

The aircraft will climb on the extended runway centre line to 120 m (394 ft) before turns can be specified, and

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


The omni-directional departure procedure is designed using any one of a combination of the following:

Standard Case Where no obstacles penetrate the 2.5% OIS and 90 m (295 ft) of obstacle prevails, a 3.3% climb to 120 m (394 ft) will satisfy the obstacle clearance requirements

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•••••••••••••••••••

•••••••

•••••••••••••••••••

C/L

AREA 1

AREA 2

30°

15°15°

DER

150 m150 m

600 m

3.5 KM(1.9 NM)

OR LESS

d r

d r = DISTANCE WHERE THE AIRCRAFT CLIMBING AT THEMINIMUM GRADIENT (3.3% OR THE GRADIENT SPECIFIEDIN THE PROCEDURE, WHICHEVER IS THE HIGHER) WILLHAVE REACHED THE SPECIFIED TURN HEIGHT/ALTITUDE.IF THE TURN HEIGHT IS 120 m (394 ft) ABOVE THE DERTHIS DISTANCE IS 3.5 km (1.9 NM) FOR A 3.3% GRADIENT.

AREA BOUNDED BY THE DOTTED LINEIS THE TURN INITIATION AREARU

NW

AY


Specified Turn Altitude/Height Where obstacle(s) preclude omni-directional turns at 120 m (394 ft), the procedure will specify a 3.3% climb to an altitude/height where omni-directional turns can be made (Area 2)

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•••••••••••••••••

••••••••••••••••• ••

••••••

••••••••

•

•

•

•

AREA 1

AREA 3

AREA 2

DER

DISTANCE NECESSARYFOR THE DEPARTURE 600 m

CENTRE LINE

d0

d0

d0

d0

RUNWAY CENTRE LINE

•d0

= OBSTACLE= SHORTEST DISTANCE

FROM OBSTACLE TOBOUNDARY OF TURNINITIATION AREA

Specified Procedure Design Gradient Where obstacle(s) exist, the procedure may define a minimum gradient of more than 3.3% to a specified altitude/height before turns are permitted (Area 3)

Sector Departures Where obstacle(s) exist, the procedure may identify sector(s)

for which either a minimum gradient or a minimum turn altitude/height is specified

“Climb straight ahead to ... altitude/height ... before commencing a turn to ... west/the sector 180º - 360º


Where obstacles do not permit the development of omni-directional procedures, it is necessary to:

Fly a departure route, or Ensure that the ceiling and visibility will permit obstacles to be avoided by visual

means Published Information The information listed will be published for operational reasons. 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 chart whenever 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 the design of the procedure

The altitude/height at which a gradient in excess of 3.3% is no longer used. A note is included whenever the published PDG is based only on airspace restriction

All navigation facilities, fixes or way points, radials and DME distances depicting route segments are clearly indicated on the SID chart

Departure routes are labeled as RNAV only when that is the primary means of navigation utilized. For omni-directional departures, the restrictions will be expressed as sectors in which minimum gradients and/or minimum altitudes are specified to enable an aeroplane to safely overfly obstacles. The published minimum gradient will be the highest in any sector that may be expected to be overflown. The altitude to which the minimum gradient is specified will permit the aircraft to continue at the 3.3% minimum gradient through:

That sector A succeeding sector, or To an altitude authorized for another phase of flight eg en-route, holding or

approach A fix may also be designated to mark the point at which a gradient in excess of 3.3% is no longer required.


Chapter 19.

Approach Procedures Reference: Procedures For Air Navigation Services, Aircraft Operations (Doc 8168-OPS/611, Volume 1), Volume I - Flight Procedures Introduction The specifications in this volume are designed to provide flight crew and other flight operations personnel with:

An appreciation from the operational point of view, of the parameters and criteria used in the standardized development of precision and non-precision instrument approach procedures, and

The procedures to be followed and the limitations to be observed in order to achieve an acceptable level of safety in the conduct of instrument approach procedures

The Instrument Approach Procedure The design of an instrument approach procedure is, in general, dictated by:

The terrain surrounding an aerodrome The type of operations contemplated, and The aircraft to be accommodated

An instrument approach procedure may have 5 segments. They are:

The arrival The initial approach The intermediate approach The final approach, and The missed approach

The approach segments begin and end at designated fixes. Under certain circumstances certain of the segments may begin at specified points where no fixes are available.

eg The final approach segment of a precision approach may originate at the point of intersection of the designated intermediate flight altitude with the nominal glide path


Wherever possible a straight-in approach will be specified which is aligned with the runway centre line. In the case of non-precision approaches a straight-in approach is considered acceptable if the angle between the final approach track and the runway centre line is 30º or less. In those cases where terrain or other constraints cause the final approach track alignment or descent gradient to fall outside the criteria for a straight-in approach a circling approach will be specified. The final approach track of a circling approach procedure is in most cases aligned to pass over a portion of the usable landing surface of the aerodrome. Minimum sector altitudes are established for each aerodrome and provide at least 300 m (984 ft) obstacle clearance within 46 km (25 nm) of the homing facility associated with the approach procedure for that aerodrome. Categories of Aircraft Aircraft performance has a direct effect on the airspace and visibility needed to perform the various manoeuvres associated with the conduct of instrument approach procedures. The most significant performance factor is aircraft speed. Accordingly, five categories of typical aircraft have been established. Each category is based on 1.3 times stall speed in the landing configuration at maximum certificated landing mass. This provides a standardized basis for relating aircraft manoeuvrability to specific instrument approach procedures.

Category A Less than 169 km/h (91 kt) lAS Category B 169 km/h (91 kt) or more but less than 224 km/h (121 kt) lAS Category C 224 km/h (121 kt) or more but less than 261 km/h (141 kt) lAS Category D 261 km/h (141 kt) or more but less than 307 km/h (166 kt) lAS Category E 307 km/h (166 kt) or more but less than 391 km/h (211 kt) lAS

This specified range of handling speeds for each category of aircraft is assumed for use in calculating airspace and obstacle clearance requirements for each procedure. The instrument approach chart will specify the individual categories of aircraft for which the procedure is approved. Normally, procedures will be designed to provide protected airspace and obstacle clearance for aircraft up to and including Category D. Where airspace requirements are critical, procedures may be restricted to lower speed categories. Alternatively, the procedure may specify a maximum lAS for a particular segment without reference to aircraft category. It is essential that pilots comply with the procedures and information depicted on instrument flight charts and the appropriate flight parameters if the aircraft is to remain in the areas developed for obstacle clearance procedures.


Obstacle Clearance Obstacle clearance is a primary safety consideration in the development of instrument approach procedures. The criteria used and the detailed method of calculation is covered in PANS-OPS, Volume II. The obstacle clearance applied in the development of each instrument approach procedure is considered to be the minimum required for an acceptable level of safety in operations. The protected areas and obstacle clearance applicable to individual types of approaches are specified later. Obstacle Clearance Altitude/Height (OCA/H) For each individual approach procedure an obstacle clearance altitude/height (OCA/H) is calculated for a procedure and published on the instrument approach chart. In the case of precision approach and circling approach procedures an OCA/H is specified for each category of aircraft. OCA/H is:


Precision Approach Procedure The lowest altitude (OCA) or alternatively the lowest height above the elevation of the relevant runway threshold (OCH), at which a missed approach must be initiated to ensure compliance with the appropriate obstacle clearance criteria.

MARGIN OR

LOWER LIMIT

BASED ON OPERATIONAL CONSIDERATION OF: - CATEGORY OF OPERATION - GROUND/AIRBORNE EQUIPMENT CHARACTERISTICS- CREW QUALIFICATIONS- AIRCRAFT PERFORMANCE - METEOROLOGICAL CONDITIONS - AERODROME CHARACTERISTICS - TERRAIN PROFILE/RADIO ALTIMETER - PRESSURE ERROR/PRESSURE ALTIMETER - ETC.

ALTITUDE

DA

DH PCA

OCH

DECISION ALTITUDE (DA)OR

DECISION HEIGHT (DH)

THRESHOLDELEVATION

MEAN SEA LEVEL

MARGIN. THE MARGIN IS DEPENDENT ON AIRCRAFTAPPROACH SPEED, HEIGHT LOSS AND ALTIMETRY ANDIS ADJUSTABLE FOR STEEP GLIDE PATHS AND HIGHLEVEL AERODROMES.

PRECISION APPROACH

OR

OBSTACLE CLEARANCEHEIGHT (OCH)

OBSTACLE CLEARANCEALTITUDE (OCA)

THE HEIGHT OF THE HIGHEST APPROACHOBSTACLE OR OF THE HIGHEST EQUIVALENTMISSED APPROACH OBSTACLE, WHICHEVERIS GREATER. NOTE. IDENTIFICATION OF OBSTACLES IS DEPENDENT

- CATEGORY OF OPERATION- ILS GEOMETRY (GLIDE PATH ANGLE, DISTANCE

FROM LOCALIZER ANTENNA TO RUNWAY THRESHOLD,REFERENCE DATUM HEIGHT AND LOCALIZER COURSE

ON:

WIDTH) - AIRCRAFT DIMENSIONS - MISSED APPROACH CLIMB GRADIENT - MISSED APPROACH TURNPOINT - USE OF AUTOPILOT (CAT II OPERATIONS ONLY)


Non-Precision Approach Procedure The lowest altitude (OCA) or alternatively the lowest height above the aerodrome elevation or the elevation of the relevant runway threshold, if the threshold elevation is more than 2 m (7 ft) below the aerodrome elevation (OCH), below which the aircraft cannot descend without infringing the appropriate obstacle clearance criteria.


MARGIN OR

LOWER LIMIT BASED ON OPERATIONAL ONSIDERATIONOF:

-GROUND/AIRBOURNE EQUIPMENT CHARACTERISTICS- CREW QUALIFICATIONS- AIRCRAFT PERFORMANCE - METEOROLOGICAL CONDITIONS - AERODROME CHARACTERISTICS - LOCATION OF GUIDANCE AID RELATIVE TO RUNWAY- ETC

ALTITUDE

MINIMUM DESCENT ALTITUDE (MDA)OR

MINIMUM DESCENT HEIGHT (MDH)

MEAN SEA LEVEL

NON-PRECISION APPROACH

OR

OBSTACLE CLEARANCEHEIGHT (OCH)

OBSTACLE CLEARANCEALTITUDE (OCA)

THE HEIGHT OF THE HIGHEST OBSTACLEIN THE FINAL APPROACH.

MINIMUM OBSTACLE CLEARANCE (MOC)FOR THE FINAL SEGMENT

FIXED MARGIN FOR ALL AIRCRAFT 90 m (295 ft) WITHOUT FAF 75 m (246 ft) WITH FAF (FAF = FINAL APPROACH FIX) NOTE. MOC MAY INCLUDE AN ADDITIONAL MARGININ MOUTAINOUS TERRAIN AND IS INCREASED FOREXCESSIVE LENGTH OF FINAL APPROACH SEGMENTAND FOR REMOTE AND FORECAST ALTIMETER SETTINGS.

NOTE. IDENTIFICATION OF OBSTACLES ACCORDINGTO AREAS ASSOCIATED WITH TYPE OF FACILITYUSED IN THE PROCEDURE.

AERODROME ELEVATION ORTHRESHOLD ELEVATION IFMORE THAN 2 m (7 ft) BELOWTHE AERODROME ELEVATION

MDA

MDH

OCA

OCH

Visual (Circling) Procedure The lowest altitude (OCA) or alternatively the lowest height above the aerodrome elevation (OCH) below which an aircraft cannot descend without infringing the appropriate obstacle clearance criteria


ALTITUDE

AERODROMEELEVATION

MEAN SEA LEVEL

VISUAL MANOEUVRING (CIRCLING)

HEIGHT OF THE HIGHESTOBSTACLE IN CIRCLING AREA

MDA

MDH

OCA

OCH

MINIMUM DESCENT ALTITUDEFOR CIRCLING (MDA)

ORMINIMUM DESCENT HEIGHT

FOR CIRCLING (MDH)

MINIMUM OBSTACLE CLEARANCE (MOC)CATEGORY A & B 90 m (295 ft)CATEGORY C & D 120 m (394 ft)CATEGORY E 150 m (492 ft)

NOTE. MOC MAY INCLUDE AN ADDITIONAL MARGIN INMOUNTAINOUS TERRAIN AND IS INCREASSED FORREMOTE AND FORECAST ALTIMETER SETTINGS.

OROBSTACLE CLEARANCE HEIGHT (OCH)

OBSTACLE CLEARANCE ALTITUDE (OCA)

THE OCH SHALL NOT BE LESS THAN:CATEGORY A 120 m (394 ft)CATEGORY B 150 m (492 ft)CATEGORY C 180 m (591 ft)CATEGORY D 210 m (689 ft)CATEGORY E 240 m (787 ft)

MARGIN OR

LOWER LIMITBASED ON OPERATIONAL CONSIDERATION OF:

- AIRCRAFT CHARACTERISTICS - METEOROLOGICAL CONDITIONS - CREW QUALIFICATIONS- AERODROME CHARACTERISTICS - ETC.


Factors Affecting Operational Minima Minima are developed by adding the effect of a number of operational factors to OCA/H to produce:

In the case of precision approaches a DA or DH In the case of a non-precision approach, MDA or MDH

The general operational factors to be considered are specified in Annex 6. The relationship of OCA/H to operating minima (landing) is shown in the preceding 3 diagrams. Approach Procedure Design Where track guidance is provided in the design of an instrument approach procedure each of the five segments of the approach comprises of a specified volume of airspace. The vertical cross section of which is an area located symmetrically about the centre line of each segment. The vertical cross section is broken down into primary and secondary areas as shown in the diagram below.

•••••••••••••••••••••••••••••••••••••••••••••••••••• •••••••••••••••••••••••••••••••••••••••••

ASSUMED LOWEST FLIGHT PATH

MOC MOC

SECONDARY AREA PRIMARY AREA SECONDARY AREA

1/4 OF TOTAL

1/4 OFTOTAL

1/2 OFTOTAL

TOTAL WIDTH

CENTRE LINE

At any point the width of the primary area is equal to ½ of the total width. The width of each secondary area is equal to ¼ of the total width. Where no track guidance is provided during a turn specified by the procedure, the total width of the area is considered as a primary area.


MOC is provided for the whole width of the primary area. For the secondary area, MOC is provided at the inner edges gradually reducing to zero at the outer edge. Accuracy of Fixes General Fixes and points used in designing approach procedures include, but are not limited to:

The initial approach fix (IAF) The intermediate approach fix (IF) The final approach fix (FAF) The holding fix, and When necessary the MAPt

Fixes are normally based on standard navigation systems. Fixes Formed by Intersection Because all navigational facilities have accuracy limitations, the geographic point that is identified is not precise, but may be anywhere within an area called the fix tolerance area which surrounds its plotted point of intersection. The diagram below illustrates the intersection of two radials or tracks from different navigation facilities.

FIX TOLERANCE AREA

NOMINAL FIX


Intersection Fix Tolerance Factors The dimensions of the intersection fix are determined by the accuracy of the navigational system that supplies the information to define the fix. The factors from which the accuracy of a system is determined are:

Ground station tolerance Airborne receiving system tolerance Flight technical tolerance Distance from the facility

Accuracy of Facility Providing Track

VOR ± 5.2º (this value includes a flight technical tolerance of’ ± 2.5º) ILS Localizer ± 2.4º (this value includes a flight technical tolerance of ± 2º) NDB ± 6.9º (this value includes a flight technical tolerance of ± 3º)

Overall Tolerance of the Intersecting Facility

VOR ± 4.5º when used in an approach procedure to establish a step down fix where less than 300 m (984 ft) of obstacle clearance prevails, accuracy is considered to be ± 7.80º

ILS Localizer ± 1.4º NDB ± 6.2º when used in an approach procedure to establish a step down

fix where less than 300 m (984 ft) of obstacle clearance prevails, accuracy is considered to be ± 10.3º

Other Fix Tolerance Factors

Surveillance Radar

Radar fix accuracy is based on:

Radar mapping accuracy Azimuth resolution Flight technical tolerance Controller technical tolerances, and The speed of the aircraft in the terminal area

Terminal Area Radar (TAR) within 37km (20 nm) Fix tolerance is ± 1.5 km (± 0.8 nm)


En-Route Surveillance Radar (ESR) within 74 km (40 nm) Fix tolerance is ± 3.1 km (± 1.7 nm) DME Fix tolerance is ± 0.46 km (± 0.25 nm) + 1.25% of the distance to the antenna 75 MHz Marker Beacons Fix tolerances for ILS and “Z” markers for use with instrument approach procedures are calculated using the aerial polar diagram.

Fix Tolerance Overhead a Station VOR Fix tolerance overhead a VOR is based upon a cone of confusion 50º from the vertical, or less if determined by flight test. Entry into the cone is assumed to be within accuracy from the prescribed track so as to keep the lateral deviation abeam the VOR. For a cone angle of 50º:

The accuracy of entry is ± 50º Tracking through the cone is assumed to be within an accuracy of ± 50º Station passage is assumed to be within the limits of the cone of ambiguity

NDB Fix tolerance overhead an NDB is based upon an inverted cone of ambiguity extending at an angle of 40º either side of the facility. Entry into the cone is assumed to be achieved within an accuracy of ± 15º from the prescribed track. Tracking through the cone is assumed to be within an accuracy of ± 50º.

NDB

5°

5°

15°

15°

CONEEFFECT AREA

z

TRACK OF MAXIMUMRIGHT TOLERANCE

INBOUND HOLDING TRACKOR INTENDED ENTRY TRACK

TRACK OF MAXIMUMLEFT TOLERANCE

z = RADIUS OF NDB CONEPOSITION FIXTOLERANCE AREA

Approach Area Splays Tolerances are used to narrow and widen instrument approach areas as the aircraft flies to and from a facility respectively. The area is of a standard width of 3.7 km (2 nm) for VOR and 4.6 km (2.5 nm) for NDB at the facility.


SECONDARYAREAS

SECONDARYAREAS

SECONDARYAREAS

FARTHEST LIMITFOR MAPt

APPROACH FROM FACILITY

FAF FACILITY

WIDTH TOFACILITY

FINAL APPROACHSEGMENTSPLAY 7.8° VOR/10.3° NDB

PRIMARYAREA

PRIMARYAREA

PRIMARYAREA

APPROACH TO FACILITY

APPROACH TO FACILITY

FAF FACILITY AND MAPt

FACILITY AND MAPt

FINAL APPROACH SEGMENT

FINAL APPROACH SEGMENT

FAF

FACILITY

The diagram above shows the final approach segment (contained between FAF and MAPt). The optimum and maximum distances for locating the FAF relative to the threshold are 9 km (5 nm) and 19 km (10 nm) respectively. Descent Gradient 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. Establishing a maximum allowable descent gradient for each segment of the procedure provides adequate space for descent. The optimum descent gradient in the final approach should not exceed 5% (50 m/km, approximately 300 ft/nm) which is equivalent to a 3º glidepath. Where a steeper descent gradient is necessary, the maximum permissible is 6.5% (65 m/km, approximately 400 ft/nm) which is equivalent to a 3.8º glidepath. In the case of a precision approach the operationally preferred glidepath angle is 3º. An ILS glidepath in excess of 3º is used only where alternate means of satisfying obstacle clearance requirements are impractical.


In certain cases the maximum descent gradient of 6.5% (65 m/km) results in descent rates that exceed the recommended rates of descent for some aircraft. Pilots should consider carefully the descent rate required for non-precision final approach segments before starting the approach. Standard Instrument Arrivals When necessary or where an operational advantage is obtained, arrival routes from the en-route phase to a fix or facility used in the procedure are published. When arrival routes are published, the width of the associated area decreases from the “en-route” value to the “initial approach” value with a convergence angle of 30º each side of the axis. This convergence begins at:

46km (25 nm) before the IAF if the length of the arrival route is greater than or equal to 46 km (25 nm).

It begins at the starting point of the arrival route if the length is less than 46 km (25 nm)

The arrival route normally ends at the initial approach fix. Omni-directional or sector arrivals can be provided taking into account MSA. When terminal radar is employed the aircraft is vectored to a fix, or onto the intermediate or final approach track, at a point where the pilot may continue the approach. Initial Approach Segment The initial approach segment commences at the IAF and ends at the IF. In the initial approach, the aircraft has departed the en-route structure and is manoeuvring to enter the intermediate approach segment. Aircraft speed and configuration will depend on the distance from the aerodrome, and descent required. The initial approach segment provides at least 300 m (984 ft) of obstacle clearance in the primary area. Track guidance is provided along the initial approach segment to the IF, with a maximum angle of interception of 90º for a precision approach and 120º for a non-precision approach. Where no suitable lAF or IF is available a racetrack or holding pattern is required. Intermediate Approach Segment This is the segment during which the aircraft speed and configuration is adjusted to prepare the aircraft for final approach. The descent gradient is kept as shallow as possible. During the intermediate approach the obstacle clearance requirement reduces from 300 m (984 ft) to 150 m (492 ft) in the primary area, reducing to zero at the outer edge of the secondary area. Where a FAF is available, the intermediate approach segment begins when the aircraft is on the inbound track of the procedure turn, base turn or final inbound leg of the racetrack procedure.


Note: Where no FAF is specified, the inbound track is the final approach segment

Final Approach Segment This is the segment in which alignment and descent for landing are made. Final approach may be made to a runway for a straight in landing or to an aerodrome for a visual manoeuvre. Final Approach - Non-Precision Approach With FAF This segment begins at the FAF and ends at the MAPt. The FAF is sited on the final approach track at a distance that permits selection of final approach configuration, and descent from intermediate approach altitude/height to the MDA/H applicable either for a straight in approach or for a visual circling. The optimum and maximum distances for locating the FAF relative to the threshold are 9 km (5 nm) and 19 km (10 nm) respectively. The FAF is crossed at, or above, the specified altitude/height and descent is then initiated. The descent gradient is published, and where range information is available, descent profile information is provided. A step-down fix may be incorporated in some non-precision approach procedures, in which case two OCA/H values will be published:

A higher value applicable to the primary procedure, and A lower value applicable only if the step-down fix is positively identified during the

approach Normally only one step-down fix is specified, but in the case of a VOR/DME procedure several DME fixes may be depicted, each with its associated minimum crossing attitude. Where a step-down procedure using a suitably located DME is published, the pilot shall not commence descent until established on the specified track. Once established on track, the pilot commences descent maintaining the aeroplane on or above the published DME distance/height requirements.


Final Approach - Non-Precision Approach With No FAF When an aerodrome is served by a single facility located on or near the aerodrome, and no other facility is suitably situated to form a FAF, a procedure may be designed where the facility is both the IAF and the MAPt. These procedures will indicate a minimum altitude/height for a reversal procedure or racetrack, and an OCA/H for final approach. In the absence of a FAF, descent to MDA/H is made once the aircraft is established inbound on the final approach track. In procedures of this type, the final approach track cannot normally be aligned on the runway centre line. Whether OCA/H for straight in approach limits are published or not depends on the angular difference between the track and the runway.

RWY

STEPDOWNFIX

VORMAXIMUM DISTANCE

11 KM (6 NM)IF REDUCED OBSTACLE

CLEARANCE APPLIED

PROCEDURE TURN

PROCEDURETURN

C L

FINAL

STEPDOWNFIX

REDUCEDOBSTACLECLEARANCE

MAXIMUM DISTANCE11 KM (6NM)

IF REDUCED OBSTACLECLEARANCE APPLIED

OCA/H IF STEPDOWN FIXNOT RECEIVED

OCA/H MAPt

VOR

MOC


Final Approach Segment - Precision Approach – ILS The final approach segment begins at the final approach point (FAP). This is a point in space on the centre line of the localizer where the intermediate approach altitude/height intersects the nominal glide path. Normally, glide path interception occurs at heights from 300 m (984 ft) to 900 m (2955 ft) above runway elevation. On a 3º glide path interception occurs between 6 km (3 nm) and 19 km (10 nm) from the threshold The width of the ILS final approach area is much narrower than those of a non-precision approach. Descent on the glide path must never be initiated until the aircraft is established on the localizer. The ILS obstacle clearance surfaces assume that the pilot does not normally deviate from the centre line more than half a scale deflection after being established on track. Thereafter the aircraft should adhere to the on-course, on-glide path position since more than half course sector deflection or more than half course fly up deflection combined with other allowable system tolerances could place the aircraft in the vicinity of the edge or bottom of the protected airspace where loss of protection from obstacles can occur. The intermediate approach track or radar vector has been designed to place the aircraft on the localizer at an altitude/height that is below the nominal glide path. The final approach area contains a fix or facility that permits verification of the glide path/altimeter relationship. The outer marker is normally used for this purpose. Prior to crossing the fix, descent may be made on the glide path to the published fix crossing altitude/height. Descent below the fix crossing altitude/height should not be made prior to crossing the fix. In the event of loss of glide path guidance during the approach, the procedure becomes a non-precision approach. The OCA/H published for the glide path inoperative case will apply. Determination of DA or DH – ILS As well as the physical characteristics of the ILS installation, the procedures specialist’s consideration is given to obstacles in the approach areas for the calculation of the OCA/H for a procedure. The calculated OCA/H is the height of the highest approach obstacle or equivalent missed approach obstacle, plus an aircraft category related allowance. In assessing these obstacles the operational variables of the:

Aircraft category Approach coupling Category of operation, and Missed approach climb performance

are considered.


The OCA or OCH values are listed on the instrument approach chart for those categories of aircraft for which the procedure is designed. The values are based on the following standard conditions:

Cat I flown with pressure altimeter Cat II flown with radio altimeter and flight director Aircraft wing span is not more than 60 m and the vertical distance between the

flight paths of the wheels and glide path antenna is no more than 6 m Missed approach climb gradient is 2.5%

Additional values of OCA/H may be promulgated to cater for:

Specific aircraft dimensions Improved missed approach performance Use of autopilot in a Cat II approach

Additional factors are considered by the operator to arrive at the DA/H value. These additional factors applied to the OCA/H result in the DA/H value that is calculated by the pilot: Since the OCA/H might be based on an obstacle in the missed approach area and since advantage may be taken of the variable missed approach climb performances, operators must consider:

Weight Altitude Temperature limitations Wind velocity

when determining DA/H should a missed approach be necessary. Unless otherwise noted on the instrument approach chart the nominal missed approach climb gradient is 2.5%. The allowance for vertical displacement during initiation of a missed approach takes into account the type of altimeter used and the height loss due to aircraft characteristics. It should be recognized that no allowance is included for any abnormal meteorological conditions eg windshear or turbulence. Determination of Landing Minima The calculation of DA/DH, or MDA/MDH, is determined by firstly considering the obstacles that help us calculate the OCA/OCH. The lowest safe height that an aircraft may descend to may depend on the particular system of guidance, this is called system minima. The specified minimum will vary according to the accuracy of the individual approach aid:


Precision Approach Aids (Category 1)

PAR 200 ft ILS 200 ft MLS 200 ft

Non-Precision Approach Aids

ILS (no Glidepath) 250 ft VOR 300 ft NDB/DME 300 ft

In addition to the above a Pressure Error Correction (PEC) for the aircraft in approach configuration is applied. The PEC is found in the aircraft/operator’s manual. If no PEC is specified then a PEC of + 50 ft should be used. Determination of DA/DH or MDA/MDH 1. Determine the OCA/OCH for the aircraft category. 2. Determine the system minimum. 3. Take the higher of the two figures above. 4. If a precision approach add PEC, when calculating MDA/MDH for a non-precision approach, PEC need not be considered. Different minima have to be applied to engine out approaches. Missed Approach General During the missed approach phase of the instrument approach procedure the pilot is faced with the demanding task of changing the aircraft configuration, attitude and altitude. For this reason the design of the missed approach is kept as simple as possible and consists of three phases:

Initial Intermediate Final


NOMINAL MAPt

OCA/H

NOMINAL DESCENT

PATH 2.5%

30 m (98 ft)50 m (164 ft)

INTERMEDIATE MISSED APPROACH

INITIAL MISSED

APPROACH

FINAL APPROACH SEGMENT FINAL

MISSED APPROACH

A missed approach procedure is designed to provide protection from obstacles throughout the missed approach manoeuvre. Established for each instrument approach procedure, it specifies a point where the missed approach begins and a point or an altitude/height where it ends. The missed approach is assumed to be initiated not lower than DA/H in the precision approach or at a specified point in non-precision approach procedures not lower than the MDA/H. The MAPt 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 FAF

When a navigational facility or a fix defines the MAPt, the distance from the FAF to the MAPt is normally published, and may be used for timing to the MAPt. In all cases where timing is not authorised the procedure is annotated “timing not authorized for defining the MAPt” When reaching the MAPt, if the required visual reference is not established, then a missed approach is initiated immediately to ensure obstacle clearance. Only one missed approach procedure is published for each approach procedure. Pilots are expected to fly the missed approach procedure as published. In the event that a missed approach is initiated prior to arriving at the MAPt, the pilot will normally proceed to the MAPt and then follow the missed approach procedure in order to remain within the protected airspace. Procedures are based on a nominal missed approach climb gradient of 2.5%.

A gradient of 2% may be used in the procedure construction if the necessary survey and safeguarding can be provided with the approval of the appropriate authority


Gradients of 3, 4 or 5% may be used for aircraft whose climb performance permits an operational advantage to be thus obtained

If a gradient other than a 2.5% gradient is used this is indicated on the instrument approach chart. In addition to the OCA/H for the specific gradient used the OCA/H applicable to the nominal gradient will also be shown. A missed approach procedure which is based on the nominal climb gradient of 2.5% cannot be used by all aeroplanes when operating at or near maximum certificated gross mass and engine out conditions. The operation of these aeroplanes needs special consideration at aerodromes where there are critical obstacles on the missed approach area. These obstacles may result in a special procedure being established with a possible increase in the DA/H or MDA/H. Initial Phase The initial phase begins at the MAPt and ends at the point where the climb is established. The pilot establishes the climb and changes in aircraft configuration. Guidance equipment is not normally fully utilized during these manoeuvres and therefore no turns are specified in this phase. Intermediate Phase The intermediate phase is the phase within which the climb is continued, normally straight ahead. It extends to the first point where 50 m (164 ft) obstacle clearance is obtained and can be maintained. The intermediate missed approach track may be changed by a maximum of 15º from that of the initial missed approach phase. During this phase, it is assumed that the aircraft will begin track corrections. Final Phase The final phase begins at the point where 50 m (164 ft) obstacle clearance is first obtained and can be maintained. It extends to the point where:

A new approach is initiated Holding occurs, or En-route flight is initiated

Turns may be prescribed during this phase.


Turning Missed Approach Turns in a missed approach procedure are only prescribed where terrain and other factors make a turn necessary. When turns greater than 15º are required in a missed approach procedure, they are not allowed until at least 50 m (164 ft) of vertical clearance above obstacles has been ensured. If a turn from the final approach track is made, a specially constructed turning missed approach area is specified. The turning point is specified 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 fix or distance is specified to limit early turns

The protected airspace for turns is based upon aeroplane speed. Where operationally required to avoid obstacles, the lAS as slow as for the intermediate missed approach may be used provided the approach chart is annotated.

eg “Missed approach turn limited to .... kt lAS maximum” In addition, where an obstacle is located early in the missed approach procedure, the instrument approach chart will be annotated

eg “Missed approach turn as soon as operationally practicable to heading” The dimensions of the turning missed approach area will be affected by the following:

Width of missed approach area at the turning point Aircraft speed Number of degrees of track change Wind velocity, and Time to establish average achieved bank angle

The turning missed approach area is based on the following assumed conditions:

Bank Angle 15º average achieved Speed Different for each category Wind Where statistical data are available, a maximum 95%

probability on omni-directional basis is used. Where no data are available, omni-directional wind of 56 km/h (30 kt) is used

Pilot Reaction Time 0 to ± 3 seconds Bank Establishment Time 0 to + 3 seconds


As with any turning manoeuvre, speed is a controlling factor in determining the aircraft track during the turn. The outer boundary of the turning area is based on the highest speed of category for which the procedure is authorized. The inner boundary caters for the slowest aircraft, which is expected to have an lAS of at least 185 km/h (100 kt) prior to reaching the turning point Turning Points All turning points are buffered by fix tolerance areas. Visual Manoeuvring (Circling) in the Vicinity of the Aerodrome Visual manoeuvring (circling) is the term used to describe the visual phase of flight after completing an instrument approach, to bring an aircraft into position for landing on a runway which is not suitably located for a straight in approach. The Visual Manoeuvring (Circling) Area The visual manoeuvring area for a circling approach is determined by drawing arcs centred on each runway threshold and joining those arcs with tangent lines. The radius of the arcs is related to:

Aircraft category Speed for each category Wind speed, 46 km/h (25 kt) throughout the turn, and Bank angle, 20º average or 3º per second, whichever requires less bank

Visual Manoeuvring (Circling) Area Not Considered for Obstacle Clearance It is permissible to eliminate from consideration a particular sector where a prominent obstacle exists in the visual manoeuvring (circling) area outside the final approach and missed approach area. The dimensions of the instrument approach surfaces bound this sector, within the circling area. When this option is exercised, the published procedure prohibits circling within the total sector in which the obstacle exists. Obstacle Clearance When the visual manoeuvring (circling) area has been established the OCA/H is determined for each category of aircraft.


Minimum Descent Altitude/Height When additional margin is added to the OCA/H for operational considerations a MDA/H is specified. 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 Visual Flight Manoeuvre A circling approach is a visual flight manoeuvre. Each circling situation is different because of variables such as:

Runway layout Final approach track Wind velocity, and Meteorological conditions

There is no single procedure that caters for conducting a circling approach in every situation. After initial visual contact, the basic assumption is that the runway environment:

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. Missed Approach While Circling If visual reference is lost while circling to land from an instrument approach, the missed approach must be followed. It is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome. Then, the pilot will establish the aircraft climbing on the missed approach track. Because the circling manoeuvre may be accomplished in more than one direction, different patterns will be required to establish the aircraft on the prescribed missed approach course depending on its position at the time visual reference is lost. Area Navigation (RNAV) Approach Procedures Based On VOR/DME RNAV approach procedures based on VOR/DME are assumed to be based on one reference facility composed of a VOR and co-located DME.


Aircraft equipped with RNAV systems which have been approved by the State of the Operator for an appropriate level of RNAV operations may use these systems to carry out VOR/DME RNAV approaches may be carried out, providing that before conducting 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 of navigation accuracy The published VOR/DME facility upon which the procedure is based is

serviceable The accuracy and limitations of RNAV systems are those of a computer employed to convert navigational data inputs into:

Aircraft position

• To calculate track and distance, and • To provide steering guidance to the next waypoint

A disadvantage of this system is that the waypoint and, in some cases, data contained in the navigational database, have been calculated and promulgated by States and inserted by the operator or crew. However, the computer cannot identify data input errors. Furthermore, while the computer is designed so that the calculation errors are minimal and do not affect the accuracy of the output significantly, the actual computed position will contain any errors introduced into the navigational data base. The aid used in the construction of the procedure is the reference VOR/DME indicated on the approach plate. The passage of the stipulated fixes shall be verified by means of the reference facility. The pilot shall not commence a VOR/DME RNAV approach if either the VOR or DME component of the reference facility is unserviceable. The factors on which the navigational accuracy of the VOR/DME RNAV depends are:

Ground station tolerance Airborne receiving system tolerance Flying technical tolerance System computation tolerance Distance from reference facility


Fixes used in the procedure are indicated as waypoints. These waypoints are referred to by alpha-numeric indicators and their positions are specified in latitude and longitude (degrees, minutes and seconds with an accuracy to the nearest second of arc or equivalent) A radial and DME distance (to an accuracy of 0.18 km (0.1 nm)) from the reference facility are also provided:

The final approach segment is generally aligned with the runway. When the procedure requires a track reversal, a racetrack pattern may be

established. A runway threshold waypoint is provided. The VOR/DME RNAV approach procedure is a non-precision approach. The minimum obstacle clearance in the primary area of the final approach

segment is 75 m (246 ft). Use of FMS/RNAV Equipment to Follow Conventional Non-Precision Approach Procedures When FMS/RNAV equipment is available, it may be used when flying a conventional non-precision approach procedure defined by the PANS-OPS, provided:

The procedure is monitored using the basic display normally associated with the procedure, and

The tolerances for flight using raw data on the basic display are complied with Lead radials are for use by non-RNAV equipped aircraft and are not intended to restrict the use of turn anticipation by the FMS. Simultaneous Operations on Parallel or Near Parallel Instrument Runways Introduction Simultaneous operations on parallel or near parallel instrument runways in IMC are essential in order to increase capacity at busy aerodromes. An aerodrome already having dual parallel precision approach (ILS and/or MLS) runways can increase capacity if these runways are safely operated simultaneously and independently under IMC. However various factors, such as:

Surface movement guidance and control Environmental considerations Land side/air side infrastructure

may negate the advantages to be gained from simultaneous operations. There can be a variety of modes of operation associated with the use of parallel or near parallel instrument runways.


Simultaneous Parallel Instrument Approaches Two basic modes of operation are possible:

Mode 1, Independent Parallel Approaches Approaches which are made to parallel runways where radar separation minima between aircraft using adjacent ILS and/or MLS are not prescribed, and Mode 2, Independent Parallel Approaches Approaches which are made to parallel runways where radar separation minima between aircraft using adjacent ILS and/or MLS are prescribed

Simultaneous Instrument Departures

Mode 3, Independent Parallel Departures Simultaneous departures for aircraft departing in the same direction from parallel runways Note: When the minimum distance between two parallel runway centre lines is lower than the specified value dictated by wake turbulence considerations, the parallel runways are considered as a single runway in regard to separation between departing aircraft. A simultaneous dependent parallel departure mode of operation is therefore not used.

Segregated Parallel Approaches/Departures

Mode 4, Segregated Parallel Operations One runway is used for approaches; one runway is used for departures.

Semi-Mixed and Mixed Operations In the case of parallel approaches and departures there may be semi-mixed operations:

Scenario 1 One runway is used exclusively for departures, while The other runway accepts a mixture of approaches and departures, or Scenario 2 One runway is used exclusively for approaches, while The other runway accepts a mixture of approaches and departures There may also be mixed operations


Scenario 3 Simultaneous parallel approaches, with Departures interspersed on both runways.

Semi-mixed or mixed operations may be related to the four basic modes as follows: Semi-mixed operations

Mode

One runway is used exclusively for approaches while: Approaches are being made to the other runway, or Departures are in progress on the other runway One runway is used exclusively for departures while: Approaches are being made to the other runway, or Departures are in progress on the other runway

1 or 2 4 4 3

Mixed operations Mode

All modes of operation are possible 1, 2, 3 or 4 Normal Operating Zone (NOZ) Airspace of defined dimensions extending to either side of an ILS localizer course and/or MLS final approach track centre line. Only the inner half of the NOZ is taken into account in independent parallel approaches No-Transgression Zone (NTZ) In the context of independent parallel approaches, a corridor of air space of defined dimensions located centrally between the two extended runway centre lines, where a penetration by an aircraft requires a controller intervention to manoeuvre any threatened aircraft on the adjacent approach


Equipment Requirements Normal IFR avionics including full ILS or MLS capability are required for conducting parallel approaches 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 are radar monitored. Control instructions and information necessary to ensure separation between aircraft and to ensure aircraft do not enter the NTZ are issued. The ATC procedure will be to vector arriving aircraft to one or the other of the parallel ILS localizer courses and/or the MLS final approach tracks. When cleared for an ILS or MLS approach, a procedure turn is not permitted

When vectoring to intercept the ILS localizer course or MLS final approach track, the final vector is such as to enable the aircraft to intercept the ILS localizer course or MLS final approach track at an angle not greater than 30º and to provide at least 2 km (1 nm) straight and level flight prior to ILS localizer course or MLS final approach track intercept. This vector enables the aircraft to be established 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 vertical separation until aircraft are established inbound on


their respective parallel ILS localizer course and/or MLS final approach track. The low side altitude will normally be such that the aircraft will be established on the ILS localizer course or MLS final approach track well before ILS glidepath or specified MLS elevation angle interception. The high side altitude will be 300 m (1000 ft) above the low side

When assigning the final heading to intercept the ILS localizer course or MLS final approach track, 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 the ILS glide path or specified 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 track before the 300 m (1000 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 to acknowledge these transmissions or subsequent instructions while on final approach unless requested to do so

Once the 300 m (1000 ft) vertical separation is reduced, the radar controller monitoring the approach will issue control instructions if the aircraft deviates substantially from the ILS localizer course or MLS final approach track. If the aircraft fails to take corrective action and penetrates the NTZ, the aircraft on the adjacent ILS localizer course or MLS final approach track will be issued appropriate control instructions

Track Divergence Simultaneous parallel operations require diverging tracks for missed approach procedures and departures. When turns are prescribed to establish divergence, pilots shall commence the turns as soon as practicable.


Chapter 20.

Holding Procedures Reference: Procedures For Air Navigation Services, Aircraft Operations (Doc 8168-OPS/611, Volume 1), Volume I - Flight Procedures In-flight Procedures

Note: Deviations from the in-flight procedures incur the risk of excursions beyond the perimeters of holding areas established in accordance with the procedures detailed below Note: The procedures described in this chapter are related to right turn holding patterns, for left turn holding patterns the corresponding entry and holding procedures are symmetrical with respect to the inbound holding track

Shape and Terminology Associated With Holding Pattern The shape and terminology associated with the holding pattern are shown below.


Speeds, Rates of Turn, Timing, Distance and Limiting Radial Holding patterns are entered and flown at or below the following indicated airspeeds given in the table below: Holding Speeds Levels1 Normal Conditions Turbulence Conditions

Up to 4250 m (14 000 ft) inclusive Above 4250 m (14 000 ft) to 6100m (20 000 ft) inclusive Above 6100 m (20 000 ft) to 10 350 m (34 000 ft) inclusive Above 10350m (34000ft)

425 km/h (230 kt)2 315 km/h (170 kt)4 445 km/h (240 kt)5 490 km/h (265 kt)5 0.83 M

520 km/h (280 kt)3 315 km/h (170 kt)4 520 km/h (280 kt) or 0.8 M whichever is less3 520 km/h (280 kt) or 0.8 M whichever is less3 0.83 M

1. The levels tabulated represent altitudes or corresponding flight levels depending upon the altimeter setting in use 2. When the holding procedure is followed by the initial segment of an instrument approach procedure promulgated at a speed higher than 425 km/h, (230 kt), the holding should also be promulgated at this higher speed wherever possible 3. The speed of 520 km/h, (280 kt) (0.8M) reserved for turbulence conditions shall be used for holding only after prior clearance with ATC, unless the relevant publications indicate that the holding area can accommodate aircraft flight at these high holding speeds 4. For holdings limited to CAT A and B aircraft only 5. Wherever possible, 520 Km/h (280 kt) should be used for holding procedures associated with airway route structures All turns are to be made at a bank angle of 25º or at a rate of 3º (rate 1) per second, which ever is the lesser. All procedures depict tracks and pilots should attempt to maintain the track by making allowance for known wind by applying corrections both to heading and timing during entry and while flying in the holding pattern. Outbound timing begins over or abeam the fix whichever occurs later. If the abeam position cannot be determined, the timing is started when the turn into the outbound leg is completed.


If the outbound leg length is based upon a DME distance the outbound leg terminates as soon as the limiting DME distance is attained. 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. If the limiting radial is encountered first, this radial should be followed until a turn inbound is initiated or at latest where the limiting DME distance is reached. If for any reason a pilot is unable to conform to the procedures for normal conditions laid down for any particular holding pattern, ATC should be advised as early as possible. Aircraft equipped with RNAV systems which have been approved by the State of the Operator for the appropriate level of RNAV operations may use these systems to carry out VOR/DME RNAV holding, provided that before conducting any flight:

The aircraft is fitted with serviceable RNAV equipment The pilot has current knowledge of how to operate the equipment so as to

achieve the optimum level of navigational accuracy, and The published VOR/DME facility upon which the procedure is based is

serviceable Conventional holding patterns may be flown with the assistance of a RNAV system. In this case the RNAV system has no other function than to provide guidance for the autopilot or flight director. The pilot remains responsible for ensuring that the aircraft complies with the speed, bank angle, timing and distance assumptions. Some RNAV systems can fly non-RNAV holding patterns without strict compliance with the PANS-OPS, Volume H assumptions. Before these systems are used operationally, they must have demonstrated to the satisfaction of the appropriate authority, that their commands will contain the aircraft within the basic holding area defined by PANS-OPS. The pilot shall verify overflight of the stipulated fixes by means of the reference facility. RNAV holding may be conducted in a specifically designed holding pattern. These patterns utilize the criteria and flight procedures assumptions of conventional holding with orientations that may be referenced either by an overhead position or by radial and distance from a VOR/DME facility. These holding patterns assume:

That automatic radio navigation updating is utilized so that all authorized aircraft during the entry manoeuvre achieve the navigation tolerance assumed by the procedure designer 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 or cross track data, and

That the pilot confirms the holding way-points by cross-reference to the published VOR/DME fixes

RNAV holding procedures may be constructed using one or two waypoints. Area holding may also be provided. Area holding is specified by an area holding waypoint and an associated radius. The value of this radius is always such that the pilot may select any inbound track to


the fix and join and follow a standard left or right holding pattern based on the fix and selected track. Alternatively any other pattern may be flown which will remain within the specified area. The waypoints for VOR/DME RNAV holding are defined by radio navigation fixes that determine the maximum accuracy required to fly the procedure.

Track Reversal Track reversals are a procedural method of turning from the outbound to the inbound. The reversals are either carried out by:

A procedure turn, or A base turn

1. Procedure Turns

Procedure turns start at a facility. Two turns are recognised:

45°/180° Initially a straight leg using track guidance is flown. This can be timed or DME limited. The aircraft then makes a 45° turn. A straight leg with no track guidance is then flown. This leg is timed as below:

Category A and B Aircraft 1 minutes


Category C, D and E Aircraft 75 seconds

A 180° turn is then made in the opposite direction to intercept the inbound track at a converging angle.

80°/260° Initially a straight leg using track guidance as for the 45°/180°

procedure is flown. The aircraft then makes an 80° turn. A 260° turn in the opposite direction is then made to align the aircraft on the inbound track.

2. Base Turn

A specific outbound track is used with track guidance given:

Electronically By using timing, or Using DME range.

This is then followed by a turn to intercept the inbound track.

Entry The entry into the holding pattern is according to heading in relation to the three entry sectors shown below recognizing a zone of flexibility of 5º either side of the sector boundaries.

1

23

3

30°

70°

70°


For holding on a VOR intersection, the entry track is limited to the radials forming the intersection. For holding on a VOR/DME fix, the entry track is limited to either the VOR radial, DME arc, or alternatively along the entry radial to a VOR/DME fix at the end of the outbound leg as published. Sector 1 Procedure (Parallel Entry)

Having reached the fix, the aircraft is turned left onto an outbound heading,

reciprocal to the inbound track for the appropriate period of time The aircraft is then turned left onto the holding side to intercept the inbound track

or to return to the fix. On second arrival over the holding fix, the aircraft is turned right to follow the

holding pattern 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

The aircraft will fly outbound For the appropriate period of time, 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 the limiting radial is encountered, whichever occurs first The aircraft is turned right to intercept the inbound holding track, then


On second arrival over the holding fix, the aircraft is turned right to follow the holding pattern

Sector 3 Procedures (Direct Entry) Having reached the fix, the aircraft is turned right to follow the holding pattern DME Arc Entry Having reached the fix the aircraft enters the holding pattern in accordance with either Sector 1, or Sector 3, entry procedures. Construction of Entry Areas Arrival to a VOR/DME holding pattern may be:

Along the axis of the inbound track Along a published track By radar vectoring, when aircraft must be established on prescribed protected

flight paths The entry point may be either:

The holding fix, or The fix at the end of the outbound leg

In the first case, arrival at the entry point is generally effected using:

The VOR radial for the inbound leg The DME arc defining the holding fix

In the second case, arrival at the entry point is generally effected using:

The VOR radial passing through the fix at the end of the outbound leg It is also possible to make use of guidance from another radio facility eg NDB, in which case, protection of the entry should be the subject of a special study based on general criteria The radius of a DME arc used as guidance for arrival at a VOR/DME holding should not be less than 18.5 km (10 nm)


Method of Arrival at a VOR/DME Holding and the Corresponding Entry Procedures Where the entry point is a holding fix:

Arrival on the VOR radial for the inbound leg, on the same heading as the inbound track (See A) The arrival path (or last segment) is aligned with the inbound track and follows the same heading. The entry consists of the holding pattern A. Arrival on the VOR radial for the inbound leg, on a heading reciprocal to the inbound track (See B) On arrival over the holding fix, the aircraft turns onto the holding side on a track making an angle of 30° with the reciprocal of the inbound track, until reaching the DME outbound limiting distance, at which point it turns to intercept the inbound track. In the case of a VOR/DME holding entry away from the facility with a limiting radial, if the aircraft encounters the radial ahead of the DME distance, it must turn and follow it until reaching the DME outbound limiting distance, at which point it turns to join the inbound track. Arrival on the DME arc defining the holding fix, from the non-holding side (See C) On arrival over the holding fix, the aircraft turns and follows a track parallel to and on the same heading as the outbound track, until reaching the DME outbound limiting distance, at which point it turns to intercept the inbound track. Arrival on the DME arc defining the holding fix, from the holding side (See D)An arrival track leading to this type of entry should not be specified if possible, particularly in the case of a VOR/DME holding procedure away from the facility. If an appropriate DME distance is chosen, this type of arrival can actually be replaced by one on a DME arc terminating in the extension of the inbound track.

However, space problems may preclude this solution. Criteria are therefore provided for an arrival on the DME arc defining the holding fix, coming from the holding side:

(See E) On arrival over the holding fix, the aircraft turns and follows a track parallel and reciprocal to the inbound track, until reaching the DME limiting outbound distance, at which point it turns to intercept the inbound track. (See F and G) Where the entry point is the fix at the end of the outbound leg, arrival (or last segment) is effected along 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.


Time/Distance Outbound The still air time for outbound entry heading should not exceed:

1 minute if at or below 4250 m (14 000 ft), or 1½ minutes if above 4250 m (14 000 ft) Where DME is available, the length of the outbound leg may be specified in terms

of distance instead of time


RNAV Holding Entries Except where it is published that specific entries are required, entries into a one way-point RNAV 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 use specific holding patterns based on this assumption. They may also use conventional or RNAV holding described above

Sectors for entry into an RNAV two way-point holding procedure are separated by the line which passes through the two way points. Entries from either sector shall be made through the associated waypoint. After passing the waypoint, the aircraft shall turn to follow the procedure. For area holding, any entry procedure that is contained within the given area is permissible. Holding Still Air Condition Having entered the holding pattern, on the second and subsequent arrivals over the fix the aircraft is turned to fly an outbound track which will most appropriately position the aircraft for the turn onto the inbound track. Continue outbound:

For 1 minute if at or below 4250 m (14 000 ft), or 1½ minutes if above 4250 m (14 000 ft), where timing is specified, or Until the appropriate limiting DME distance is attained, where the distance is

specified, then Turn so to realign the aircraft on the inbound track.

Corrections for Wind Effect Allowance should be made in both heading and timing to compensate for the effects of wind to ensure the inbound track is regained before passing the holding fix inbound. In making these corrections full use should be made of the indications available from the aid and estimated or known wind. The limiting DME distance always terminates the outbound leg. Where a limiting radial is also published and this radial is encountered first, this radial shall be followed until a turn inbound is initiated, at latest where the limiting DME distance is attained.


Departing the Pattern When clearance is received specifying the time of departure from the holding point, the pilot should adjust the pattern within the limits of the established holding procedure in order to leave the holding point at the time specified. When RNAV equipment is used for non-RNAV holding procedures, the pilot shall verify positional accuracy at the holding fix on each passage of the fix. To ensure that aircraft remain in the protected holding areas, pilots use established error check procedures to reduce operating errors, data errors or equipment malfunction. Pilots ensure that speeds used to fly the RNAV holding procedures comply with those in the table shown earlier. Obstacle Clearance Holding Area The holding area includes:

The Basic Holding Area The basic holding area at any particular level is the airspace required at that level to encompass a holding pattern based on the allowances for aircraft speed, wind effect, timing errors, holding fix characteristics etc The Entry Area The entry area includes the airspace required to accommodate the specified entry procedures

Buffer Area The Buffer Area is the area extending 9.3 km (5 nm) beyond the boundary of the holding area where the height and nature of obstacles are taken into consideration when determining the minimum holding level usable in the holding pattern associated with the holding area. Minimum Holding Level The minimum permissible holding level provides a clearance of at least:

300 m (984 ft) above obstacles in the holding area A value above obstacles in the buffer area


The minimum holding altitude to be published shall be rounded up to the nearest 50 m or 100 ft as appropriate. Over high terrain or in mountainous areas obstacle clearance up to a total of 600 m (1969 ft) is provided to negate the possible effects of turbulence, down draughts and other meteorological phenomena on the performance of altimeters.


Chapter 21.

Area Control Service Reference: Procedures For Air Navigation Services, Aircraft Operations (Doc 8168-OPS/611, Volume 1), Volume I - Flight Procedures Position Reporting Transmission of Position Reports On routes defined by a designated point, a position report is made when over, or as soon as possible after passing, a compulsory reporting point. Additional reports over any other points may be requested by the appropriate ATS unit or requested for ATS purposes. On routes not defined by designated significant points, position reports are made as soon as possible after the first 30 minutes of flight and at 60 minute intervals thereafter. Additional reports at shorter intervals of time can be requested by the appropriate ATS. Flights may be exempted from the requirement to make position reports at a designated compulsory reporting point or interval. Any position reports required are made to the ATS unit serving the airspace in which the aircraft is operating. Contents of Position Reports The position report contains the following elements:

Aircraft identification Position Time Flight level or altitude Next position and time over Ensuing significant point

The last three elements may be omitted when regional air navigation agreements are in force. Automatic Dependent Surveillance (ADS) Position reports are made automatically to the ATSU serving the airspace in which the aircraft is operating. The requirements for the transmission and contents of ADS reports are established by the controlling ATC unit on the basis of current operational conditions, and communicated to the aircraft and acknowledged through an ADS agreement.


Air Traffic Incident Report (ATIR) An ATIR should be submitted for incidents specifically related to the provision of ATS involving such occurrences as aircraft proximity (AIRPROX) or other serious difficulty resulting in a hazard to aircraft. Procedures are established for the reporting of AIRPROX incidents and their investigation to promote the safety of aircraft. The degree of risk involved in an AIRPROX should be determined in the incident investigation and classified as:

Risk of collision Safety not assured No risk of collision Risk not determined

When an accident/incident investigative authority conducts an investigation of an AIRPROX incident, ATS aspects should be included. Provision in Regard to Aircraft Equipped With Airborne Collision Avoidance Systems (ACAS) The procedures to be applied for the provision of ATS to aircraft equipped with ACAS are identical to those applicable to non-ACAS equipped aircraft. In particular:

The prevention of collisions The establishment of appropriate separation and the information which might be

provided in relation to conflicting traffic, and That possible avoiding action shall conform with the normal ATS procedures and

shall exclude consideration of aircraft capabilities dependent on ACAS equipment.

When a pilot reports a manoeuvre because of an ACAS resolution advisory, the controller will not attempt to modify the aircraft flight path until the pilot reports that the aircraft is returning to the current ATC instruction or clearance. Traffic information is provided during the manoeuvre. General Provisions for Separation Vertical or horizontal separation is provided between:

All flights in Class A and B airspace IFR flights in Class C, D and E airspace IFR flights and VFR flights in Class C airspace IFR flights and SVFR flights SVFR flights, when so prescribed by the appropriate ATS authority


For the first 3 cases above, during the hours of daylight, flights can be cleared to climb or descend subject to maintaining their own separation and remaining in VMC. No clearance is given that would reduce the spacing between two aircraft to less than the separation minimum applicable in the circumstances. Greater separations than the specified minima are applied whenever wake turbulence or other exceptional circumstances such as unlawful interference call for extra provisions. Where the separation or minimum used to separate two aircraft cannot be maintained, action is taken to ensure that another minimum exists or is established prior to the time when the previously used separation would be insufficient. Vertical Separation Vertical Separation Application Vertical separation is obtained by requiring aircraft to use prescribed altimeter setting procedures to operate at different levels expressed in terms of flight levels or altitudes. Vertical Separation Minimum The vertical separation minimum shall be:

Within designated airspace, subject to regional air navigation agreement, a nominal 300 m (1000 ft) below FL 410 or a higher level where so prescribed for use under special conditions, and a nominal 600 m (2000 ft) at or above this level, and

Within other airspace, a nominal 300 m (1000 ft) below FL 290 and a nominal 600 m (2000 ft) at or above this level.

Minimum Cruising Level Except where authorized by the appropriate authority, cruising levels below a minimum flight altitude established by a State shall not be assigned. Area control centres shall determine the lowest usable flight level or levels for the whole or parts of the CTA for which they are responsible Assignment of Cruising Levels Except when traffic conditions and co-ordination procedures permit authorization of cruise climb, an area control centre normally authorizes only one cruising level for an aircraft beyond its CTA. Normally the cruising level at which the aircraft will enter the next CTA. Aircraft are advised to request changes en-route to any subsequent cruising level desired. If it is necessary to adjust the cruising level of an aircraft operating along an established ATS route extending partly within and partly outside CAS and where cruising levels are not


identical, adjustment shall, whenever possible, be effected within CAS and over a radio navigation aid. When an aircraft has been cleared into a CTA at a cruising level which is below the established minimum cruising level for a subsequent portion of a route, action is initiated by the area control centre to ensure a revised clearance to the aircraft is given even though the pilot has not requested the change. Where necessary, an aircraft may be cleared to change cruising level at a specified time, place or rate. Cruising levels of aircraft flying to the same destination are assigned so that they are correct for the approach sequence at the destination. An aircraft at a cruising level normally has priority over other aircraft that request that cruising level. When two or more aircraft are at the same cruising level, the lead aircraft shall normally have priority. An aircraft may be assigned a level previously occupied by another aircraft once the latter has reported that it is vacating. However, if severe turbulence is known to exist the clearance is delayed until the aircraft vacating the level has reported at another level separated by the required minimum. The cruising levels, or, in the case of a cruise climb, the range of levels, assigned to a controlled flight is selected from those allocated to IFR flights. Except where published by the appropriate authority. Vertical Separation During Ascent or Descent Pilots in direct communication with each other may be cleared to maintain a specified vertical separation between their aircraft during ascent or descent. Lateral Separation Application Lateral separation is applied so that the distance between aircraft that are to be laterally separated is never less than an established distance taking into account navigational inaccuracies plus a specified buffer. This buffer is determined by the appropriate authority and is included in the lateral separation minima. Lateral separation of aircraft at the same level is obtained by:

Requiring operation on different routes, or In different geographical locations as determined by visual observation, or By use of navigation aids or by use of area navigation equipment.


Lateral Separation Criteria and Minima The means by which lateral separation may be achieved include the following Geographical Separation The aircraft reports over different a geographical location determined visually or by reference to a navigation aid.

Track Separation Between Aircraft Using the Same Navigation Aid or Method Aircraft fly on specified tracks which are separated by a minimum amount appropriate to the navigation aid or method employed: VOR At least 15° and at a distance of 28 km (15 nm) or more from the facility

VOR

28 km (15 NM)

28 km (15 NM)

15°


NDB At least 30° and at a distance of 28 km (15 nm) or more from the facility.

28 km (15 NM)

28 km (15 NM)

NDB30°

Dead Reckoning (DR) Tracks diverging by at least 45° and at a distance of 28 km (15 nm) or more from the point of intersection of the tracks, this point being determined either visually or by reference to a navigation aid.

28 km (15 NM)

28 km (15 NM)

FIX45°

When aircraft are operating on tracks which are separated by considerably more than these minima, States may reduce the distance at which the lateral separation is achieved.


Track Separation Between Aircraft Transitioning Into Airspace Over the High Seas Aircraft fly on specific tracks which are separated by at least 15° and at a distance of 28 km (15 nm) or more from the same VOR providing that:

The aircraft tracks continue to diverge by at least 15° until the appropriate lateral separation minimum is established in airspace over the high seas, and

It is possible to ensure, by means approved by the appropriate ATS authority, that the aircraft have the navigation capability necessary to ensure accurate track guidance

Track Separation Between Aircraft Using Different Navigation Aids or Methods Track separation between aircraft using different navigation aids and RNAV equipment may be achieved by requiring aircraft to fly on a specified track which is determined by taking into account the navigational accuracy of the navigation aid and RNAV equipment:

Used by each aircraft Where the protection areas established for each track do not overlap

The navigational accuracy for the various navigation aids and RNAV equipment are established by the appropriate ATS authority. Longitudinal Separation Longitudinal separation is applied so that the spacing between the estimated positions of the aircraft being separated is never less than the prescribed minimum. Longitudinal separation between aircraft following the same or diverging tracks may be maintained by the application of the Mach No technique. Longitudinal separation shall be established by requiring aircraft:

To depart at a specified time To lose time To arrive over a geographical location at a specified time, or To hold over a geographic location until a specified time


Longitudinal Separation Minima Based on Time Aircraft at the Same Cruising Level Aircraft Flying on the Same Track

15 minutes

15 MIN

10 minutes, if navigation aids permit frequent determination of position and speed

NAVIGATIONAL NAVIGATIONALAID AID

10 MIN

5 minutes in the following cases, providing that in each case the lead aircraft is maintaining a TAS of 37 km/h (20 kt) or more faster than the aircraft following

Between aircraft that have departed from the same aerodrome Between en-route aircraft that have reported over the same exact

reporting point Between departing aircraft and en-route aircraft after the en-route

aircraft has reported over a fix that is so located in relation to the departure point as to ensure that 5 minute separation can be established at the point the departing aircraft will join the air route

AERODROMEOR

REPORTING POINT37 KM/H (20 KT)

OR MORE FASTER

5 MIN


3 minutes in the cases listed below provided that in each case the lead aircraft is maintaining a TAS of 74 km/h (40 kt) or more faster than the aircraft following.

AERODROMEOR

REPORTING POINT

3 MIN

74 KM/H (40KT)OR MOREFASTER

Aircraft Flying on Crossing Tracks

15 minutes

15 MIN

10 minutes if navigation aids permit frequent determination of position and speed

NAVIGATIONAL

NAVIGATIONAL

AID

AID

10 MIN

NAVIGATIONALAIDS


Aircraft Climbing or Descending Traffic on the Same Track When an aircraft will pass through the level of another aircraft on the same track, the following minimum longitudinal separation shall be provided:

15 minutes at the time the level is crossed

15 MIN

15 MIN

15 MIN

FL 260

FL 250

FL 240

or when descending,

F L 2 6 0

F L 2 5 0

F L 2 4 01 5 M IN

1 5 M IN

1 5 M IN

10 minutes at the time the level is crossed, provided that separation is authorized only where navigation aids permit frequent determination of position and speed

10 M IN

10 M IN

10 M IN

NAVIGAT ION AID

FL 260

FL 250

FL 240


or when descending,

5 minutes at the time the level is crossed, provided that the level change is commenced within 10 minutes of the time the second aircraft has reported over an exact reporting point

1 0 M IN

5 M IN

5 M IN

5 M IN

NAV IG AT IO N AID

F L 2 6 0

F L 2 5 0

FL 240

or when descending,

10 MIN

5 MIN

5 MIN

5 MIN

NAVIGATION AID

FL 260

FL 250

FL 240

10 MIN

10 MIN

10 MIN

NAVIGATION AID

FL 260

FL 250

FL 240


Traffic on Crossing Tracks

15 minutes at the time the levels are crossed

15 MIN

15 MIN

15 MIN

FL 260

FL 250

FL 240

or when descending,

15 M IN

15 M IN

15 M IN

FL 260

FL 250

FL 240

10 minutes, if navigation aids permit frequent determination of position and speed

10 MIN

10 MIN

10 MIN

NAVIGATION AID

FL 260

FL 250

FL 240


or when descending, 10 MIN

10 MIN

10 MIN

NAVIGATION AID

FL 260

FL 250

FL 240

Traffic on Reciprocal Tracks Where lateral separation is not provided, vertical separation is provided for at least 10 minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed. If it has been determined that the aircraft have passed each other, this minimum need not apply.

10 MIN

10 MIN

ESTIMATED TIMEOF PASSING

Longitudinal Separation Minima Based on Distance Using DME Separation shall be established by maintaining not less than the specified distance(s) between aircraft positions as reported by reference to DME in conjunction with other appropriate navigation aids. Direct controller-pilot communications shall be maintained while such separation is used.


Aircraft at the Same Cruising Level Aircraft on the Same Track

37 km (20 nm) provided:

Each aircraft utilizes "on-track" DME stations, and Separation is checked by obtaining simultaneous DME readings from

the aircraft at frequent intervals to ensure that the minimum will not be infringed

DME

37 KM (20 NM)

19 km (10 nm) provided:

The lead aircraft maintains a TAS of 37 km/h (20 kt) or more faster than the aircraft following

Each aircraft utilizes "on-track" DME stations, and Separation is checked by obtaining simultaneous DME readings from

the aircraft at intervals as necessary to ensure that the minimum established and will not be infringed

DME

19 KM(10 NM)

37 KM/H (20 KT)OR MORE FASTER


Aircraft on Crossing Tracks The separation for aircraft on the same track applies provided that each aircraft reports distance from the station located at the crossing point of the tracks.

DME

37 KM

(20 NM)

or,

DME

19 KM

(10 NM)

37 KM/H (20 KT)OR MORE FASTER


Aircraft Climbing or Descending on the Same Track 19 km (10 nm) at the time the level is crossed 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

19 K M10 NM

19 K M10 NM

19 KM10 NM

FL 260

FL 250

FL 240

or when descending,

19 KM10 NM

19 KM10 NM

19 KM10 NM

DME

FL 260

FL 250

FL 240

Aircraft on Reciprocal Tracks Aircraft utilizing on-track DME may be cleared to climb or descend to or through the levels occupied by other aircraft utilizing on-track DME provided that it is positively established that the aircraft have passed each other and are at least 10 nm apart or any other value as prescribed by the appropriate ATS authority.


Longitudinal Separation Minima Based on Distance Using RNAV Separation is established by maintaining not less than the specified distance between aircraft positions as reported by reference to RNAV equipment. Direct controller-pilot communication should be maintained, while such separation is used. To assist pilots providing the required RNAV distance information, position reports should be referenced to a common way-point ahead of both aircraft. RNAV distance based separation may be applied between RNAV equipped aircraft when operating on designated RNAV routes or on ATS routes defined by VOR. 150 km (80 nm) RNAV distance based separation minimum may be used on same direction tracks in lieu of a 10 minute longitudinal separation minimum. When applying this separation minimum between aircraft on same direction track, the Mach number technique (MNT) shall be applied. Lead aircraft maintain a Mach number equal to or greater than that maintained by the following aircraft. Turbo-jet aircraft adhere to the Mach number approved by ATC and request ATC approval before making any changes. If it is essential to make an immediate temporary change in the Mach number eg due to turbulence, ATC have to be notified as soon as possible that a change has been made. If it is not feasible, due to aircraft performance to maintain the last assigned Mach number during en-route climbs and descents, pilots of the aircraft concerned advise ATC at the time of the climb or descent request. RNAV distance based separation minima shall not be applied after ATC has received pilot advice indicating navigation equipment deterioration or failure. Aircraft at the Same Cruising Level Aircraft on the Same Track

150 km80 NM

W AY-POINT

A 150 km (80 nm) RNAV distance based separation minimum may be used provided:

Each aircraft reports its distance to or from the same "on-track" way point, and Separation is checked by obtaining simultaneous RNAV distance readings from

the aircraft at frequent intervals to ensure that the minimum will not be infringed.


Aircraft Climbing or Descending on the Same Track A 150 km (80 nm) RNAV distance based separation minimum may be used at the time the level is crossed, provided:

Each aircraft reports its distance to or from the same "on-track" way point One aircraft maintains a level while vertical separation does not exist, and Separation is established by obtaining simultaneous RNAV distance readings

from the aircraft

150 KM80 NM

150 KM80 NM

150 KM80 NM

WAY-POINTFL 260

FL 250

FL 240

or when descending,

150 K M8 0 NM

1 50 KM8 0 NM

150 K M8 0 NM

W AY -P O INTF L 2 60

FL 25 0

F L 24 0


Aircraft on Reciprocal Tracks Aircraft utilizing RNAV may be cleared to climb or descend to or through the levels occupied by other aircraft utilizing RNAV provided that it has been positively established by simultaneous RNAV distance readings to or from the same "on-track" way-point that the aircraft have passed each other by at least 150 km (80 nm)

150 km80 NMWAY-POINT WAY-POINT

Reduction in Separation Minima Separation minima detailed may be reduced in the following circumstances. As determined by the appropriate ATS authority and after prior consultation with the aircraft operators, as appropriate:

When special electronic or other aids enable the PIC of an aircraft to determine accurately the aircraft's position and when adequate communication facilities exists for that position to be transmitted without delay to the appropriate ATCU, or

When, in association with rapid and reliable communication facilities, radar derived information of an aircraft's position is available to the appropriate ATCU, or

When special electronic or other aids enable the air traffic controller to predict rapidly and accurately the flight paths of aircraft and adequate facilities exist to verify frequently the actual aircraft positions with the predicted positions, or

When RNAV equipped aircraft operate within the coverage of electronic aids that provide the necessary updates to maintain navigation accuracy


Chapter 22.

Aerodrome Aeronautical Data and Markings Reference: Annex 14 - Aerodromes Introduction This Annex contains SARPs that detail:

The physical characteristics and obstacle limitation surfaces to be provided for at aerodromes, and

Certain facilities and technical services normally provided at an aerodrome. It is not intended that these specifications limit or regulate the operation of an aircraft. Aerodrome Reference Code An aerodrome reference code - code number and letter - which is selected for aerodrome planning purposes shall be determined in accordance with the characteristics of the aeroplane for which an aerodrome facility is intended.

The code number for element 1 shall be determined by selecting the code number corresponding to the highest value for the aeroplane reference field lengths of the aeroplanes for which the runway is intended

The code letter for element 2 shall be determined by selecting the code letter which corresponds to the greatest wing span, or the greatest outer main gear wheel span whichever gives the more demanding code letter of the aeroplanes for which the facility is intended

Aerodrome Reference Code Code Element 1 Code Element 2 Code Number

Aeroplane Reference Field Length

Code Letter

Wing Span Outer Main Gear Wheel Span

1 Less than 800 m A Up to but not including 15 m Up to but not including 4.5 m

2 800 m up to but not including 1200 m

B 15 m up to but not including 24 m

4.5 m up to but not including 6 m

3 1200 m up to but not including 1800 m

C 24 m up to but not including 36 m

6 m up to but not including 9 m

4 1800 m and over D 36 m up to but not including 52 m


E 52 m up to but not including 65 m


Distance between the outside edges of the main gear wheels


For convenience the code letters and numbers are not used in the text of these notes. The data within the table is given instead. However, the table is examined in the JAR Air Law examination. Aeronautical Data Geographical Co-ordinates Geographical co-ordinates indicating latitude and longitude shall be determined and reported in terms of the World Geodetic System - 1984 (WGS-84) Aerodrome Reference Point An aerodrome reference point is established for an aerodrome. The aerodrome reference point shall be located near the initial or planned centre of the aerodrome. The position is measured and reported to the aeronautical information services in degrees, minutes and seconds. Aerodrome and Runway Elevations The aerodrome elevation is measured to the accuracy of ½ m or foot. For an aerodrome used by international civil aviation:

For non-precision approaches the accuracy shall be measured to ¼ m or foot For precision approach runways the accuracy is measured to ¼ m or foot

Aerodrome Reference Temperature An aerodrome reference temperature shall be determined for an aerodrome in degrees Celsius.

Note: The aerodrome reference temperature should be the monthly mean of the daily maximum temperatures/or the hottest month of the year (the hottest month being that which has the highest monthly mean temperature). This temperature should be averaged over a period of years

Aerodrome Dimensions and Related Information The following data shall be measured or described as appropriate, for each facility provided at an aerodrome:

Runway True bearing to one-hundredth of a degree, designation number, length, width, displaced threshold location to the nearest metre or foot, slope, surface type, type of runway and, for a precision approach runway Category I, the existence of an obstacle free zone when provided.


Strip, Runway End Safety Area, Stopway Length, width to the nearest foot or metre, surface type. Taxiway Designation, width, surface type. Apron Surface type, aircraft stands ATC The boundaries of the Air Traffic Control Service Clearway Length to the nearest metre or foot, ground profile Visual Aids and Lighting Visual aids for approach procedures, marking and lighting of runways, taxiways and aprons, other visual guidance and control aids on taxiways and aprons, including taxi-holding positions and stop bars, and location and type of visual docking guidance systems. Check Points The location and radio frequency of any VOR aerodrome check point. Taxi Routes The location and designation of standard taxi routes ILS/MLS Distances to the nearest metre or foot of localizer and glidepath elements comprising an ILS or azimuth and elevation antenna of MLS in relation to the associated runway extremities

The geographical co-ordinates of the following are measured and reported to the aeronautical information services authority in degrees, minute, seconds and hundredths of seconds:

Each threshold and aircraft stand Significant obstacles in the approach and take-off areas, in the circling area and

in the vicinity of an aerodrome In addition, the top elevation rounded up to the nearest metre or foot, type, marking and lighting (if any) of the significant obstacles is reported to the aeronautical information services authority.

Note: This information may be best shown in the form of charts such as those required for the preparation of aeronautical publications


Pre-Flight Altimeter Check Location One or more pre-flight altimeter check locations shall be established for an aerodrome. A pre-flight check location should be located on an apron

Note: Locating a pre-flight altimeter check location on an apron enables an altimeter check to be made prior to obtaining taxi clearance and eliminates the need for stopping for that purpose after leaving the apron Note: Normally an entire apron can serve as a satisfactory altimeter check location

The elevation of a pre-flight altimeter check location is given as the average elevation, rounded to the nearest metre or foot, of the area on which it is located. The elevation of any portion of a pre-flight altimeter check location shall be within 3 m (10 ft) of the average for that location. Declared Distances The following distances shall be calculated to the nearest metre or foot for a runway intended for use by international commercial air transport

TORA TODA Accelerate-stop distance available Landing distance available

Condition of the Movement Area and Related Facilities Information on the condition of:

The movement area and the operational status of related facilities shall be provided to the appropriate aeronautical information service units, and

Similar information of operational significance to the ATS units shall be provided to the appropriate aeronautical information service units. This is to enable the above units to provide the necessary information required by arriving and departing aircraft. The information shall be kept up to date and changes in conditions reported without delay.


The condition of the movement area and operational status of related facilities shall be monitored and reports on matters of operational significance or affecting aircraft performance in respect of:

Construction or maintenance work Rough or broken surfaces on a runway, a taxiway or an apron Snow, slush or ice on a runway, a taxiway or an apron Water on a runway, a taxiway or an apron Snow banks or drifts adjacent to a runway, a taxiway or an apron Anti-icing or de-icing liquid chemicals on a runway or taxiway Other temporary hazards, including parked aircraft Failure or irregular operation of part or all of the aerodrome visual aids Failure of the normal or secondary power supply

Water on a Runway Whenever water is present on a runway, a description of the runway surface conditions on the centre half of the width of the runway, including the possible assessment of water depth where applicable should be made using the following terms:

DRY DAMP WET WATER PATCHES FLOODED

The surface is not affected by water, slush, snow or ice The surface shows a change of colour due to moisture The surface is soaked but there is no standing water Significant patches of standing water are visible Extensive standing water is visible

Information that a runway may be slippery when wet shall be made available. A runway shall be determined as being slippery when wet when the measurements specified by a continuous friction measuring device are below the minimum friction level specified by the State. Determination of Friction Characteristics of Wet Paved Runways The friction of a wet paved runway should be measured to:

Verify the friction characteristics of new or re-surfaced paved runways when wet Assess periodically the slipperiness of paved runways when wet Determine the effect on friction when drainage characteristics are poor Determine the friction of paved runways that become slippery under unusual

conditions


Snow, Slush or Ice on a Runway Whenever a runway is affected by snow, slush or ice and it has not been possible to clear the precipitant fully, the condition of the runway should be assessed, and the friction coefficient measured. The table below, with associated descriptive terms, was developed from friction data collected in compacted snow and ice and should not be taken as absolute values applicable in all conditions. If the surface is affected by snow or ice and the braking action is reported as “good”, pilots should not expect to find conditions as good as on a clean dry runway (where the available friction may well be greater than that needed in any case). The value “good” is a comparative value and is intended to mean that aeroplanes should not experience directional control or braking difficulties especially when landing,

Measured Coefficient Estimated Braking Action Code 0.40 and above 0.39 to 0.36 0.35 to 0.30 0.29 to 0.26 0.25 and below

Good Medium to good Medium Medium to poor Poor

5 4 3 2 1

Surface friction information should be provided for each 1/3 of the runway, These measurements are made along two lines parallel to the runway. Each line being approximately 3 m from the centre line or at a distance at which most operations take place. Whenever dry snow, wet snow or slush is present on a runway, an assessment of mean depth over each 1/3 of the runway should be made to an accuracy of:

2 cm for dry snow 1 cm for wet snow 0.3 cm for slush


Physical Characteristics Runway Width The width of a runway should be:

Code Letter Code Number A B C D E 1 18 m 18 m 23 m 2 23 m 23 m 30 m 3 30 m 30 m 30 m 45 m 4 45 m 45 m 45 m For a precision approach runway the width should not be less than 30 m when the Aerodrome Code Number is 1 or 2. Minimum Distance Between Parallel Runways Non-Instrument Runways

210 m where the higher code number is 3 or 4 150 m where the higher code number is 2 120 m where the higher code is 1

Parallel Instrument Runways The minimum distance between the runway centre lines should be:

1035 m for independent parallel approaches 915 m for dependent parallel approaches 760 m for independent parallel departures 760 m for segregated parallel operations

Where segregated parallel operations are flown the specified minimum distance:

May be increased by 30 m for each 150 m that the arrival runway is staggered toward the arriving aircraft, to a minimum of 300 m, and

Should be increased by 30 m for each 150 m that the arrival runway is staggered away from the arriving aircraft


Runway Strips A Runway Strip is a defined area including the runway and stopway, if provided, intended:

To reduce the risk of damage to aircraft running off the runway, and To protect aircraft flying over it during take-off and landing operations

A runway and any associated stopways shall be included in a strip. Length of Runway Strip A strip should extend before the threshold and beyond the end of the runway or stopway for a distance of at least:

60m where the aeroplane reference field length is greater than 800 m 60m where the aeroplane reference field length is less than 800 m and the

runway is an instrument one, and 30 m where the aeroplane reference field length is less than 800 m and the

runway is a non-instrument one Width of Runway Strips A strip including a precision approach runway shall, wherever practicable, extend laterally to a distance of at least:

150 m where the aeroplane reference field length is greater than 1200 m, and 75 m where the aeroplane reference field length is less than 1200 m

Grading of Runway Strips That portion of a strip of an instrument runway within a distance of at least:

75 m where the aeroplane reference field length is greater than 1200 m 40 m where the aeroplane reference field length is less than 1200 m

Runway End Safety Areas Runway End Safety Area (RESA) An area symmetrical about the extended runway centre line and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the aerodrome


A RESA should be provided at each end of a runway strip where.

The aeroplane reference field length is greater than 1200 m The aeroplane reference field lengths less than 1200 m and the runway is an

instrument one Dimensions of RESA A RESA should extend from the end of a runway strip for as great a distance as practicable, but at least 90 m The width of a runway and safety area should he at least twice that of the associated runway Clearway Definition A defined rectangular area on the ground or water under the control of the appropriate authority, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height Length of Clearways The length of a clearway should not exceed half the length of the TORA Width of Clearways A clearway should extend laterally to a distance of at least 75 m on each side of the extended centre line of the runway Stopways Definition A defined rectangular area on the ground at the end of TORA prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take-off Width of a Stopway A stopway shall have the same width as the runway with which it is associated.


Radio Altimeter Operating Area A radio altimeter operating area should be established in the pre-threshold area of a precision approach runway Length of the Area A radio altimeter operating area should extend before the threshold for a distance of at least 300 m Width of the Area A radio altimeter operating area should extend laterally, on each side of the extended centre line of the runway, to a distance of 60 m, except that when special circumstances so warrant, the distance may be reduced to no less than 30 m an aeronautical study indicates that such reduction would not affect the safety of operations of aircraft Width of Taxiway The width of taxiway should follow the rules below: Code Letter Taxiway Width A 7.5 m B 10.5 m C 15 m if the taxiway is intended to be used by aeroplanes with a wheel base

less than 18 m 18 m if the taxiway is intended to be used by aeroplanes with a wheel base equal or greater than 18 m

D 18 m if the taxiway is intended to be used by aeroplanes with an outer main gear wheel span of less than 9 m 23 m if the taxiway is intended to be used by aeroplanes with an outer main gear wheel span equal to or greater than 9 m

E 23 m


Taxiway Curves The design of a taxiway should be such that, when the cockpit of the aeroplane for which the taxiway is intended remains over the taxiway centre line markings, the clearance distance between the outer main wheel of the aeroplane and the edge of the taxiway should be not less than that given in the table below. Aerodrome Reference Code

Clearance

A B C D E

1.5m 2.25 m 3 m if the taxiway is intended to be used by aeroplanes with a wheel base less than 18 m 4.5 m if the taxiway is intended to be used by aeroplanes with a wheel base equal to or greater than 18 m 4.5 m 4.5 m

Holding Bays, Taxi Holding Positions and Road Holding Positions Holding bays should be provided when the traffic volume is high A taxi holding position or positions shall be established:

At an intersection of a taxiway with a runway, and At an intersection of a runway with another runway when the former runway is

part of a standard taxi route A taxi holding position shall be established on a taxiway if its location or alignment is such that a taxiing aircraft or vehicle can infringe an obstacle limitation surface or interfere with the operation of radio navigation aids. A road holding position shall be established at an intersection of a road with a runway.


Visual Aids for Navigation Indicators and Signalling Devices Wind Direction Indicators An aerodrome shall be equipped with at least one wind direction indicator. It shall be located:

So as to be visible from aircraft in flight So as to be visible from aircraft on the movement area, and In such a way as to be free from the effects of air disturbance from nearby objects

The wind direction indicator should be in the form of a truncated cone made of fabric. It should be constructed so that it gives a clear direction of the surface wind and a general indication of wind speed The colour should be selected so as to make the wind direction indicator clearly visible and understandable from a height of at least 300 m. Where practicable, a single colour, preferably white or orange should be used Where two colours are used they should be arranged in five alternative bands, the first and last bands being the darker colour Provision should be made for illuminating at least one wind indicator at an aerodrome intended for use at night Landing Direction Indicator Where provided, a landing direction indicator shall be located in a conspicuous place on the aerodrome. The landing direction indicator should be in the form of a “T” The colour of the landing “T” is either white or orange. Where required for use at night, the landing “T” is illuminated or outlined by white lights. Signalling Lamp A signalling lamp shall be provided at a controlled aerodrome in the aerodrome control tower and should be capable of producing red, green and white signals. it should also be capable of:

Being aimed at any target as required Giving a signal in any one colour followed by a signal in either of the two other

colours and Transmitting a message in Morse code up to a speed of at least 4 words per

minute


Signal Panels and Signal Areas The signal area should be located so as to be visible from all angles of azimuth above an angle of 10º above the horizontal when viewed from a height of 300 m. The signal area shall be an even horizontal surface at least 9 m square. It should be surrounded by a white border not less than 0.3 m wide. Markings Interruption of Runway Markings At an intersection of two (or more) runways the markings of the more important runway, except for the runway side stripe marking, shall be displayed. The markings of the other runway(s) shall be interrupted. The runway side stripe marking of the more important runway may be either continued across the intersection or interrupted. The order of importance of runways for the display of runway markings should be as follows:

Precision approach runway Non-precision approach runway, and Non-instrument runway

At an intersection of a runway and taxiway the markings of the runway shall be displayed and the markings of the taxiway interrupted, except that runway side stripe markings may be interrupted. Colour of markings Runway markings shall be white. Taxiway markings and aircraft stand markings shall be yellow. Apron safety lines shall be of a conspicuous colour that contrasts with that used for aircraft stand markings. Unpaved Taxiways An unpaved taxiway should be provided with the markings prescribed for paved taxiways.


Runway Designation Marking A runway designation marking shall be provided at the thresholds of a paved runway. The runway designation marking shall be located at the threshold as shown in the diagram below.

A runway designation marking shall consist of a two-digit number and on parallel runways shall be supplemented with a letter. The two-digit number shall be the whole number nearest the one-tenth of the magnetic north when viewed from the direction of approach. Where there are four or more parallel runways:

One set of adjacent runways shall be numbered to the nearest 1/10 magnetic azimuth, and

The other set of adjacent runways numbered to the next nearest 1/10 of the magnetic azimuth.

When the above rule gives a single digit number, then it shall be lead by a zero.

eg 9 would become 09 Runway Centre Line Marking A runway centre line marking shall be provided on a paved runway. The marking shall be located along the centre line between the runway designation markings as shown below.


Centre line markings shall consist of a line of uniformly spaced stripes and gaps. The length of a stripe plus a gap shall not be less than 50 m or more than 75 m. The length of each stripe shall be at least equal to the length of the gap or 30m, whichever is greater. Threshold Markings A threshold marking shall be provided at the threshold of:

A paved instrument runway, and A paved non-instrument runway that is intended for use by international

commercial air transport A threshold marking should be provided at the thresholds of an unpaved runway. The stripes of the threshold marking shall commence 6 m from the runway edge. A runway threshold marking shall consist of a pattern of longitudinal stripes of uniform dimensions disposed symmetrically about the centre line. The number of stripes shall be in accordance with the runway width as follows:

Runway Width Number of Stripes 18m 23m 30m 45m 60m

4 6 8 12 16

Displaced Threshold Marking Where a threshold is displaced from the end of a runway or where the end of a runway is not square with the runway centre line, a transverse stripe should be added to the threshold marking


Where a runway is permanently displaced, arrows shall be provided on the portion of runway before the displaced threshold as shown below.

When a runway threshold is temporarily displaced from the normal position it shall be marked as shown in the diagram above. All markings before the displaced threshold shall be obscured except the runway centre line marking, which shall be converted to arrows. Aiming Point Marking An aiming point marking shall be provided at the approach end of a paved instrument runway of greater than 800 m in length. An aiming point marking should be provided at each approach end of

A paved non-instrument runway greater than 1200 m in length A paved instrument runway where the runway length is less than 800 m

when additional conspicuity of the aiming point is desirable The aiming point marking shall commence no closer to the threshold than the distance indicated in the table below. Except that on a runway equipped with a visual approach slope indicator system, the beginning of the marking shall be coincident with the visual approach slope origin.


Landing Distance Available Location and dimensions

Less than 800 m 800 m up to but not including 1200 m


2400 m and above

Distance from threshold to beginning of marking

150 m 250 m 300 m 400 m

Length of stripe 30 – 45 m 30 - 45 m 45 – 60 m 45 – 60 m Width of stripe 4 m 6 m 6 – 10 m 6 – 10 m Lateral spacing between inner sides of stripes

6 m 9 m 18 – 22.5 m 18 – 22.5 m

Where a touchdown zone marking is provided, the lateral spacing shall be the same as that of the aiming point marking. Touchdown Zone Marking A touchdown zone marking shall be provided in the touchdown zone of a paved precision approach runway of greater than 800 m length. A touchdown zone marking should be provided in the touchdown zone of a paved non-precision approach or non-instrument runway where the runway is greater than 1200 m length A touchdown zone marking shall consist of pairs of rectangular markings as shown in the diagram below. These markings shall be symmetrically disposed about the runway centre line with the number of such pairs related to the landing distance available. Where the marking is to be displayed at both the approach directions of a runway, the distance between the thresholds as follows:

Landing distance available or the distance between thresholds

Pair(s) of markings

Less than 900 m 900 m up to but not including 1200 m 1200 m up to but not including 1500 m 1500 m up to but not including 2400 m 2400 m or more

1 2 3 4 5

The pairs of markings shall be provided at longitudinal spacing of 150 m beginning from the threshold except that pairs of touchdown zone markings coincident with, or located within 50 m, of an aiming point marking shall be deleted from the pattern.


Runway Side Stripe A runway side stripe marking shall be provided between the runway edges and the shoulders of the surrounding terrain.

A runway side stripe marking should be provided on a precision approach runway irrespective of the contrast between the runway edges and the shoulders of the surrounding terrain


Taxiway Centre Line Marking Taxiway centre line markings shall be provided where the runway length is 1200 m or greater. These markings provide guidance from the runway centre line to the point on the apron where aircraft stand markings commence.

RUNWAY TAXI-HOLDING POSITION MARKING PATTERN 'A'IDENTIFYING THE LAST HOLDING POSITION PRIOR TOENTERING RUNWAY. MARKS VISUAL/CAT I HOLD WHEREEARLIER CAT II/III HOLD PROVIDED. MARKS VISUAL CAT I& CAT II/III TAXI-HOLDING POSITIONS WHERE ONLYTAXI-HOLDING POSITION PROVIDED.

RUNWAY TAXI-HOLDING POSITION MARKING PATTERN'B' IDENTIFYING CATEGORY I. II OR III WHERE A CLOSERVISUAL/CAT I TAXI-HOLDING POSITION IS PROVIDED.

INTERMEDIATE TAXI-HOLDING POSITION MARKING.

TAXIWAY EDGE MARKING INDICATES PAVED SHOULDEROF BEARING STRENGTH LESS THAN TAXIWAY OR AREABEYOND MARK NOT INTENDED FOR AIRCRAFT USE.

*1

*2

*3

*4

A

A

B

*1*2*3

*1

*1*2

*4

SURFACE PAINTEDDIRECTION SIGN

TAXIWAYCENTRE INEMARKING

TAXIWAY 'A'

SURFACE PAINTEDLOCATION SIGN

20


Taxiway centre line markings shall be provided on a paved runway when the runway is part of a standard taxi route and:

There is no runway centre line marking Where the taxiway centre line is not co-incident with the runway centre line

At the intersection of a taxiway with a runway where the taxiway serves as an exit from the runway, the taxiway centre line marking should be curved into the runway centre line marking as shown in the previous diagram. Taxiway Holding Position Marking The taxi holding position marking for the intersection of a taxiway and non-instrument, non-precision approach or take-off runway is shown as circle 1 on the previous diagram Where a single taxi holding position is provided at the intersection of a taxiway and a precision approach Category II or III runway the taxi holding position marking is shown as circle 1. Where two or three taxi holding positions are provided:

The closest holding position to the runway is shown by circle 1 Any markings further from the runway shall use the pattern shown in circle 2

Circle 4 shows taxiway edge marking. Taxiway Intersection Marking A taxiway intersection marking should be displayed at an intersection of two paved taxiways where it is desired to designate a specific holding position A taxiway intersection marking shall consist of a single broken line as shown in circle 3. VOR Aerodrome Check-Point Marking When a VOR aerodrome check-point is established it shall be indicated by a check-point marking and sign. The check-point sign shall be located as near as possible to the check-point so that the sign is clearly visible from the cockpit of an aircraft properly positioned on the VOR aerodrome check-point marking. The marking shall be centred on the spot at which an aircraft is to be parked to receive the correct signal. The check-point sign shall consist of black letters and numerals on a yellow background. A VOR aerodrome check-point marking should preferably be white in colour but should differ from the colour used for taxiway markings


The inscriptions on a VOR check-point sign should be in accordance with one of the following alternatives: Where No DME is Co-Located With the VOR

VOR 116.3 147º Where a DME is Co-Located

VOR 116.3 147º 4.3 NM

VOR An abbreviation identifying this as a VOR check-point 116.3 The frequency of the VOR concerned 147º The VOR bearing accurate to the nearest degree 4.3NM The distance in nautical miles to a DME co-located with the VOR concerned

Note: A check-point can only be used operationally when checks show it to be consistently within 2º of the stated bearing

Aircraft Stand Markings Aircraft stand markings should be provided/or designated parking positions on a paved apron Aircraft stand markings should be located so as to give safe clearance when the nose wheel follows the stand markings Aircraft stand markings should include such elements as stand identification, lead in line, turn bar, turning line, alignment bar, stop line and lead out line, as are required by the parking configuration and to complement other parking aids Aircraft stand identification (letter and/or number) should be included in the lead in line a short distance after the beginning of the lead in line. The height of the identification should be adequate to be readable from the cockpit of aircraft using the stand Where it is intended that an aircraft proceed in one direction only, arrows pointing in the direction to be followed should be added as part of the lead in and lead out lines


Apron Safety Lines Apron safety lines shall be located so as to define the areas intended for use by ground vehicles and other aircraft servicing equipment. This is to ensure safe separation from aircraft. Apron safety lines should include elements such as wing tip clearance and service road boundary lines Road Holding Position Marking A road holding position marking shall be located at all road entrances to a runway. Information Marking Where an information sign would normally be installed and it is physically impossible to install a sign, an information marking shall be displayed on the paved surface. Where operationally required an information sign should be supplemented by an information marking An information marking shall consist of:

An inscription in yellow, when it supplements or replaces a location sign, and An inscription in black, when it replaces or supplements a direction or destination

sign Where there is insufficient contrast between the marking and the pavement surface, the marking shall include:

A black background where the inscriptions are in yellow, and A yellow background where the inscriptions are in black


Chapter 23.

Runway Lights and Visual Approach Systems Reference: Annex 14 - Aerodromes Lights Which May Endanger the Safety of Aircraft A non-aeronautical ground light near an aerodrome which might endanger the safety of aircraft shall be extinguished or screened to eliminate the source of danger. Lights Which May Cause Confusion A non-aeronautical ground light which might prevent, or cause confusion in, the clear interpretation of aeronautical ground lights should be extinguished or screened. Attention should be directed to a non-aeronautical ground light visible from the air within the following areas:

Instrument Runway 1800 m or greater in length Within the areas before the threshold and beyond the end of the runway extending at least 4500 m in length from the threshold and runway end and 750 m either side of the extended run way centre line in width Instrument Runway 800 m up to but not including 1800 m Within the areas before the threshold and beyond the end of the runway extending at least 3000 m in length from the threshold and runway end and 750 m either side of the extended runway centre line in width Instrument Runway Less than 800 m Within the approach area Non-Instrument Runway Within the approach area


Elevated Approach Lights Elevated approach lights and their supporting structures shall be frangible except that in the approach lighting system beyond 300 m from the threshold:

Where the height of the supporting structure exceeds 12 m, the frangibility requirement shall apply to the top 12 m only, and

Where a supporting structure is surrounded by non-frangible objects, only that part of the structure that extends above the surrounding objects

shall be frangible When an approach light fixture or supporting structure is not sufficiently conspicuous, it shall be suitably marked. Elevated Lights Elevated runway, stopway and taxiway lights shall be frangible. Their height shall be sufficiently low to ensure clearance for propellers and for the engine pods of jet aircraft. Surface Lights Light fixtures inset in the surface of runways, stopways, taxiways and aprons shall be so designed and lifted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves. Light Intensity and Control The intensity of runway lights shall be adequate for the minimum conditions of visibility and ambient light in which the runway is intended, and compatible with that of the nearest section of the approach lighting system provided. Where a high intensity lighting system is provided, a suitable intensity control shall be incorporated to allow for adjustment of the light. Separate intensity controls or other suitable methods shall be provided to ensure that the following systems, when installed, can be operated at compatible intensities:

Approach lighting systems Runway edge lights Runway threshold lights Runway end lights Runway centre line lights Runway touchdown zone lights


Emergency Lighting At an aerodrome provided with runway lighting and without a secondary power supply, sufficient emergency lights should be conveniently available for installation on at least the primary runway in the event of failure of the normal lighting system. Aeronautical Beacons Where operationally necessary an aerodrome beacon or an identification beacon shall be provided at each aerodrome intended for use at night. The operational requirement shall be determined having regard to:

The air traffic using the aerodrome The conspicuity of the aerodrome features in relation to its surroundings The installation of other visual and non-visual aids useful in locating the

aerodrome Aerodrome Beacon An aerodrome beacon shall be provided at an aerodrome intended for use at night if one or more of the following conditions exist:

Aircraft navigate predominantly by visual means Reduced visibilities are frequent, or It is difficult to locate the aerodrome from the air due to surrounding lights or

terrain The aerodrome beacon is either:

A flashing light alternating coloured flashes with white flashes, or White flashing light only

Where used, the coloured flashes emitted by a land aerodrome are green. Identification Beacon An identification beacon shall be provided at an aerodrome that is intended for use at night and cannot be easily identified from the air by other means. At a land aerodrome the identification beacon shall show flashing green characters. The identification characters shall be transmitted in the International Morse Code.


Approach Lighting Systems Attachment A to Annex 14 provides for the basic characteristics for simple and precision approach lighting systems. The approach lighting configuration is to be provided irrespective of the location of the threshold for example whether the threshold is at the extremity of the runway or displaced from the runway extremity. In both cases, the approach lighting system should extend up to the threshold. However, in the case of a displaced threshold, inset lights are used from the runway extremity up to the threshold to obtain the specified configuration. Non-Instrument Runway Where physically practicable a simple approach lighting system as shown below should be provided.

SIMPLE APPROACH AND RUNWAYLIGHTING SYSTEM

Approach and Runway lighting Where practicable a simple approach lighting system shall be provided to serve a non-precision approach runway, except when the runway is used only in conditions of good visibility or sufficient guidance is given by other aids.


Precision Approach Runway Category I Where possible a precision approach category I lighting system shall be provided to serve a precision approach runway category I. Precision Approach Runway Categories II and Ill A precision category II and III lighting system as shown shall be provided to serve a precision approach runway category II or Ill. Simple Approach Lighting System A simple approach lighting system shall consist of:

A row of lights on the extended centre line of the runway extending over a distance of not less than 420 m from the threshold, with

A row of lights forming a crossbar 18 m or 30m in length at a distance of 300m from the threshold

The system shall lie as near as practicable in the horizontal plane passing through the threshold, provided that:

No object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system

No light other than a light located within the central part of a crossbar or a centre line barrette shall be screened from an approaching aircraft

Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly. The lights of a simple approach system shall be fixed lights and the colour of the lights shall be such as to ensure that the system is readily distinguishable from other aeronautical ground lights. Each centre line light shall consist of:

A single source, or A barrette at least 3 m in length


Precision Approach Category I Lighting System A precision approach category I lighting system shall consist of:

A row of lights on the extended centre line of the runway extending over a distance of 900 m from the runway threshold, with

A row of lights forming a crossbar 30 m in length at a distance of 300 m from the runway threshold

Approach & Runway Lighting Typical Cat 1 System

Yellow Caution Zone

Yellow Caution Zone


The system shall lie as near as practicable in the horizontal plane passing through the threshold, provided that:


No light other than a light located within the central part of a crossbar or a centre line barrette (not their extremities) shall be screened from an approaching aircraft

Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly. The centre line and crossbar lights of a precision approach category I lighting system shall be fixed lights showing variable white. Each centre line light shall consist of either:

A single light source in the innermost 300 m of the centre line, two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the centre line to provide distance information, or

A barrette at least 4 m in length If the centre line consists of single, double and triple lights, additional crossbars of light shall be provided at 150 m, 300 m, 450 m, 600 m, and 750 m from the threshold. Precision Approach Category II and III Lighting System The approach lighting system consists of:

A row of lights on the extended centre line of the runway extending over a distance of 900 m from the runway threshold

In addition the system shall have two side rows of lights extending 270 m from the threshold

Two crossbars, one at 150 m and one at 300 m from the threshold The system shall lie as near as practicable in the horizontal plane passing through the threshold, provided that:


No light other than a light located within the central part of a crossbar or a centre line barrette (not their extremities) shall be screened from an approaching aircraft

Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly.


The centre line of a precision approach category II and III lighting system:

• For the first 300 m from the threshold shall consist of barrettes showing variable white (if the threshold is displaced 300 in or more, the centre line may consist of single light sources showing variable white). The barrettes shall be at least 4 m in length

Beyond 300 m from the threshold each centre line shall consist of either:

• A barrette as used on the inner 300 m, or • Two light sources in the central 300 m of the centre line and three light

sources in the outer 300 m of the centre line (If this lighting system is used then additional crossbars of light shall be provided at 450 m, 600 m and 750 m).

All the above lights shall show variable white.


APPROACH AND RUNWAY LIGHTINGTYPICAL CAT II OR CAT III SYSTEM

RUNWAY END

COLOUR CODED CENTRELINE

TOUCHDOWN ZONE

PAPI

RUNWAY THRESHOLDAND WING BARS

SUPPLEMENTARYAPPROACH

CENTRELINE AND 5 BAR


Visual Approach Slope Indicator Systems A visual approach slope indicator system (VASI) shall be provided to serve the approach to a runway whether or not the runway is served by other visual approach aids or by non-visual aids, where one or more of the following conditions are met:

The runway is used by turbojet or other aeroplanes with similar approach guidance requirements

The pilot of any type of aeroplane may have difficulty in judging the approach due to:

• Inadequate visual guidance such as is experienced during an approach over

water or featureless terrain by day or in the absence of sufficient extraneous lights in the approach area by night, or

• Misleading information such as is produced by deceptive surrounding terrain or runway slopes

The presence of objects in the approach area may involve serious hazard if an

aeroplane descends below the normal approach path, particularly if there are no non-visual or other visual aids to give warning of such objects

Physical conditions at either end of the runway present a serious hazard in the event of an aeroplane undershooting or overrunning the runway, and

Terrain or prevalent meteorological conditions are such that the aeroplane may be subjected to unusual turbulence during approach

The standard visual approach slope indicator systems shall consist of the following:

T-VASIS and AT-VASIS PAPI and APAPI

PAPI, T-VASIS or AT-VASIS shall be provided where the runway is 1200 m or greater. PAPI or APAPI shall be provided when:

The runway length is up to 1200 m, or When any of the restricting conditions apply

Where a runway threshold is temporarily displaced from the normal position a PAPI should be provided where the runway length is greater than 1200 m, otherwise APAPI may be fitted T-VASIS and AT-VASIS T-VASIS shall consist of twenty light units symmetrically disposed about the runway centre line in the form of two wing bars of four units each, with bisecting lines of six units as shown below.


WHITEWHITE

WHITE

WHITE WHITEWHITE

WHITENOT VISIBLE

NOT VISIBLE

NOT VISIBLE

NOT VISIBLE

NOT VISIBLE

NOT VISIBLE

REDRED RED RED

Approach Slope

FLY-DOWN LIGHT UNITS WING BARLIGHT UNITS

FLY-UP LIGHT UNITS

THRESHOLD

LIGHT BEAMS AND ELEVATION SETTINGS OF T-VASIS AND AT-VASIS The AT-VASIS shall consist of ten light units arranged on one side of the runway in the form of a single wing bar of four units with a bisecting line of six lights. The light units shall be constructed and arranged in such a manner that the pilot of an aeroplane during an approach will:

Above the approach slope See the wing bars white and one, two or three fly-down lights, the more fly down lights being visible the higher the pilot is above the approach slope On the approach slope See the wing bars white When below the approach slope See the wing bars and one, two or three fly-up lights white, the more fly-up lights being visible the lower the pilot is, Well below the approach See the wing bars and the three fly-up lights red

When on or above the approach slope, no light shall be visible from the fly-up light units; when on or below the approach slope, no light shall be visible from the fly-down lights.

Note: The siting of the T-VASIS will provide for a 3º slope at a nominal eye height over the threshold of 15 m.

The systems shall be suitable for both day and night operations. Approach Slope and Elevation Setting of Light Beams When the runway on which a T-VASIS is provided is equipped with an ILS or MLS the siting and elevation of the lights shall be such that the visual approach slope conforms as closely as possible with the glide path of the lLS and the minimum glidepath of the MLS, as appropriate. The elevation setting of the top of the red light beams of the wing bar and fly-up lights shall be such that during an approach, the pilot of an aeroplane to whom the wing bar and three fly-up


lights are visible would clear all objects in the approach area by a safe margin if any such lights did not appear red. PAPI and APAPI The PAPI system shall consist of a wing bar of 4 sharp transition multi-lamp (or paired single lamp) units equally spaced. The APAPI system shall consist of a wing bar of 2 sharp transition multi-lamp (or paired single lamp) units. Both systems shall be located on the left side of the runway unless it is physically impracticable to do so. The wing bar of a PAPI shall be constructed and arranged in such a manner that a pilot making an approach will:

When on or close to the approach slope See the two units nearest the runway as red and the two units farthest from the runway as white When above the approach slope See the one unit nearest the runway as red and the three units farthest from the runway as white, and When further above the approach slope see all units as white When below the approach slope See the three units nearest the runway as red and the unit farthest from the runway as white, and When further below the approach slope see all units as red

The wing bar of an APAPI shall be constructed and arranged in such a manner that a pilot making an approach will:

When on or close to the approach slope See the unit nearer the runway as red and the unit further away as white. When above the approach slope See both units as white When below the approach slope See both units as red


PAPI WING BAR THRESHOLD

WHITERED

WHITERED

WHITE

RED

WHITE

RED

PAPI approach slope =

3°30'

3°10'

2°50'

2°30'

A

B

C

D

A - 3° PAPI ILLUSTRATED

B + C2

WHITERED

WHITE

RED

APAPI WING BAR THRESHOLD

B

A

APAPI approach slope =A + B

2

2°45'

3°15'

B - 3° APAPI ILLUSTRATED

The systems shall be suitable for both day and night operations. When the runway is equipped with an ILS or MLS the siting and elevation of the lights shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS and the minimum glidepath of the MLS, as appropriate. The angle of elevation settings of the light units:

In a PAPI wing bar shall be such that, during an approach, the pilot of an aeroplane observing a signal of one white and three reds will clear all objects in the approach area by a safe margin.

In an APAPI wing bar shall be such that, during an approach, the pilot of an aeroplane observing the lowest onslope signal (one white, one red) will clear all objects in the approach area by a safe margin.


Obstacle Protection Surface The following applies to T-VASIS, AT-VASIS, PAPI and APAPI.

DIVERGENCE

2

6

OBSTACLE PROTECTION SURFACE

AA

APPROACH SURFACE INNER EDGE

THRESHOLD APPROACH SURFACE INNER EDGE

OBSTACLE PROTECTION SURFACE

SECTION A-A

An obstacle protection surface shall be established when it is intended to provide a visual approach slope indicator system. Existing objects above an obstacle protection surface shall be removed except when:

The object is shielded by an existing immovable object, or The object would not adversely affect the safety of operations of aeroplanes

New objects or extensions of existing objects shall not be permitted above an obstacle protection surface except when the new object or extension would be shielded by an existing immovable object.


Wheel Clearance over Threshold for PAPI and APAPI Where an existing object extending above an obstacle protection surface could adversely affect the safety of operations of aeroplanes one or more of the following measures shall be taken:

Suitably raise the approach slope of the system Reduce the azimuth spread of the system so that the object is outside the

confines of the beam Displace the axis of the system and its associated obstacle protection surface by

no more than 5º Suitably displace the threshold Where displacing the threshold is impracticable, suitably displace the system

upwind of the threshold to provide an increase in threshold crossing height equal to the height of the object penetration

Circling Guidance Lights Circling guidance lights should be provided when existing approach and runway lighting systems do not satisfactorily permit identification of the runway and/or approach area to a circling aircraft in the conditions for which it is intended The number and location of circling guidance lights should be adequate to enable a pilot as appropriate to:

Join the downwind leg or align and adjust the aircraft’s track to the runway at a required distance from it and to distinguish the threshold in passing, and

Keep in sight the runway threshold and/or other features which will make it possible to judge the turn on to base leg and final approach, taking into account the guidance provided by other visual aids

Circling guidance lights should consist of

Lights indicating the extended centre line of the runway and/or parts of any approach lighting system, or

Lights indicating the position of the runway threshold, or Lights indicating the direction or location of the runway

or a combination of such lights as is appropriate to the runway under consideration


Circling guidance lights should be fixed or flashing lights of an intensity and beam spread adequate for the conditions of visibility and ambient light in which it is intended to make visual approaches.

Flashing lights should be white lights Steady lights either white or gaseous discharge lights

Runway Lead-In Lighting Systems A runway lead-in lighting system should be provided where it is desired to provide visual guidance along a specific approach path. A runway lead-in lighting system should consist of groups of lights positioned so as to define the desired approach path and so that one group may be sighted from the preceding group. The interval between adjacent groups should not exceed approximately 1600 in. Where practicable, the flashing lights in each group should flash in sequence towards the runway.


Chapter 24.

Runway, Taxiway and Apron Lighting Reference: Annex 14 - Aerodromes Runway Threshold Identification Lights Runway threshold identification lights should be installed

At the threshold of a non-precision approach runway when additional threshold conspicuity is necessary or where it is not practicable to provide other approach lighting aids

Where a runway threshold is permanently displaced from the runway extremity or temporarily displaced from the normal position and additional threshold conspicuity is necessary

Runway threshold identification lights shall be located symmetrically about the runway centre line:

In line with the runway, and Approximately 10 m outside each line of the runway edge lights. The lights shall

be visible only in the direction of approach to the runway. Runway threshold identification lights should be flashing white lights Runway Edge Lights Runway edge lights shall be provided for:

A runway intended for use at night, or A precision approach runway intended for use by day or night

Runway edge lights should be provided on a runway intended for take-off with an operating minimum below an RVR of the order of 800 m. Runway edge lights shall be placed along the full length of the runway and shall be in two parallel rows equidistant from the centre line. The lights shall be placed along:

The edges of the runway, or Outside the edges of the area at a distance of not more than 3 m


The lights shall be spaced in rows at intervals:

Of not more than 60 m for an instrument runway Of not more than 100 m for a non-instrument runway

At intersections of runways, lights may be spaced irregularly or omitted, provided that adequate guidance remains available to the pilot. Runway edge lights shall be fixed lights showing variable white, except that:

In the case of a displaced threshold, the lights between the beginning of the runway and the displaced threshold shall show red in the approach direction, and

A section of the lights 600 m or 1/3 of the runway length, whichever is less, at the remote end of the runway from the end at which the take-off run is started may show yellow

The lights are omni-directional which is:

Necessary to provide guidance to a pilot landing or taking-off in either direction, and

Where circling guidance is provided they shall show in all angles of azimuth Runway Threshold and Wing Bar Lights Runway threshold lights shall be provided for:

A runway equipped with runway edge lights, except On a non-instrument or non-precision approach runway where the threshold is

displaced and wing bar lights are provided When a threshold is at the end of a runway, the threshold lights shall be placed in a row at right angles to the runway axis as shown in the next diagram. When a threshold is displaced from the extremity of a runway, threshold lights shall be placed in a row at right angles to the runway axis at the displaced threshold. Threshold lighting shall consist of:

On a non-instrument or non-precision approach runway At least six lights On a precision approach runway category I At least the number of lights that would be required if the lights were uniformly spaced at intervals of 3 m between the rows of runway edge lights


On a precision approach runway category II or III Lights uniformly spaced between the rows of runway edge lights at intervals of not more than 3m

Wing Bar Lights Wing bar lights should be provided on a precision approach runway when additional conspicuity is considered desirable Wing bar lights shall be provided on a non-instrument or non-precision approach runway where the threshold is displaced and runway threshold lights are required, but not provided. The lights shall be symmetrically disposed about the runway centre line in two groups. Five lights extending at least 10 m outward from the line of the runway edge lights shall form each wing bar. Runway threshold and wing bar lights shall be fixed uni-directional lights showing green in the direction of approach to the runway.


RED RED RED

REDRED

GREEN GREEN

GREEN

GREEN

GREEN

GREEN

GREEN

COND

ITIO

N

LIG

HTS

NON-INSTRUMENT AND NON-PRECISIONAPPROACH RUNWAYS PRECISION APPROACH RUNWAYS

RUNWAY TYPE

THRE

SHO

LD D

ISPL

ACED

FRO

MRU

NWAY

EXT

REM

ITY

RUNW

AY T

HRES

HOLD

LIG

HTS

THRE

SHO

LD A

TRU

NWAY

EXT

REM

ITY

RUN

WAY

THR

ESHO

LD &

RUNW

AY E

ND L

IGHT

SRU

NW

AY E

ND L

IGHT

S

LEGEND

UNIDIRECTIONAL LIGHT

BIDIRECTIONAL LIGHT

CONDITIONAL RECOMMENDATION

NOTE: THE MINIMUM NUMBER OF LIGHTS ARESHOWN FOR A RUNWAY 45m WIDE WITHEDGE LIGHTS INSTALLED AT THE EDGE.

Runway End Lights Runway end lights shall be provided for a runway equipped with runway edge lights. The lights shall be placed on a line at right angles to the runway axis as near to the end of the runway as possible.


Runway end lighting should consist of at least six lights and should be:

Equally spaced between the rows of runway edge lights, or Symmetrically disposed about the runway centre line in two groups

For a precision approach runway category III, the spacing between runway end lights, except the two innermost lights if a gap is used: should not exceed 6 m Runway end lights shall be fixed unidirectional lights showing red in the direction of the runway. Runway Centre Line Lights Runway centre line lights shall be provided on a precision approach runway category II and IlI. Runway centre line lights should be provided on a precision approach runway category I when:

The runway is used by aircraft with high landing speeds, or Where the width between the runway edge lights is greater than 50m

Runway centre line lights shall be provided on a runway intended to be used for take-off with an operating minimum below an RVR of the order of 400 m. Runway centre line lights should be provided on a runway intended to be used for take -off with an operating minimum of an RVR in the order of 400 m or higher when:

The runway is used by aircraft with high landing speeds or Where the width between the runway edge lights is greater than 50 m

Runway centre line lights shall be located along the centre line of the runway, an offset of 60 cm is allowed where necessary. The lights shall be located from the threshold to the end of the runway at a longitudinal spacing of approximately:

7.5 m or 15 m on a precision approach runway category III 7.5 m, 15 m or 30 m on a precision approach runway category II or other runway

on which the lights are provided Runway centre line lights shall be fixed lights showing:

Variable white from the threshold to the point 900 m from the runway end, then Alternate red and variable white from 900 m to 300 m from the runway end, then Red from 300 m to the runway end


Except that:

Where the runway centre line lights are spaced at 7.5 m intervals, alternate pairs of red and variable white lights shall be used on the section from 900 m to 300 in from the runway end, and

For runways less than 1800 m in length, the alternate and variable white lights shall extend from the mid-point of the runway usable for landing to 300 m from the runway end

Runway Touchdown Zone Lights Touchdown zone lights shall be provided in the touchdown zone of a precision approach runway category II or III, Touchdown zone lights shall extend from the threshold for a longitudinal distance of 900 m. For runways less than 1800 m in length, the system shall be shortened so that it does not extend beyond the midpoint of the runway. The pattern shall be formed by pairs of barrettes symmetrically located about the runway centreline. The lateral spacing between the innermost lights of a pair of barrettes shall be equal to the lateral spacing selected for the touchdown zone marking. The longitudinal spacing between pairs of barrettes shall be either 30 m or 60 m. A barrette shall be composed of at least three lights with a spacing between the lights of not more than 1.5 m. Touchdown zone lights shall be fixed uni-directional lights showing variable white. Stopway Lights Stopway lights shall be provided for a stopway intended for use at night. The lights shall be placed along the full length of the stopway and shall be in two parallel rows that are equidistant from the centre line and coincident with the rows of the runway edge lights. Stopway lights shall also be provided across the end of a stopway. Stopway lights shall be fixed red uni-directional lights in the direction of the runway. Taxiway Centre Line Lights Taxiway centre line lights shall be provided for:

An exit taxiway A taxiway An apron

intended for use in RVR conditions less than 350 m. Lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing in RVR conditions less than 350 m. Taxiway centre line lights on a taxiway other than an exit taxiway and on a runway forming part of a standard taxi route shall be fixed lights showing green. The light shall only be visible from aeroplanes on or in the vicinity of the taxiway.


Exit taxiway lights shall be fixed alternate green and yellow lights from their beginning near the runway centre line to the perimeter of the ILS/MLS critical/sensitive area. The light nearest to the perimeter shall show yellow. Where aircraft follow the same centre line in the opposite directions, all the centre line lights shall show green to aircraft approaching the runway. Taxiway centre line lights on a straight section of a taxi way should be spaced at intervals of not more than 30 m, except that:

Larger intervals not exceeding 60 m may be used where because of the prevailing meteorological conditions adequate guidance is provided by such spacing

Intervals less than 30 m should be provided on short straight sections On a taxi way intended for use in RVR conditions of less than a value of 350 m,

the longitudinal spacing should not exceed 1.5 m On a taxi way intended for use in RVR conditions of less than 350 m, the lights on a curve should not exceed a spacing of 15 m and on a curve of less than 400 m the lights should be spaced at intervals of not greater than 7.5 m. This spacing should extend for 60 m before and after the curve. Spacing on curves that have been found suitable for a taxiway intended for use in RVR conditions of 350 m or greater are: Curve radius Light spacing

up to 400 401 m to 899 m 900 m or greater

7.5 m 15 m 30 m

Taxiway Centre Line Lights On Rapid Exit Taxiways Taxiway centre line lights on a rapid exit taxi way should commence at a point at least 60 m before the beginning of the taxi way centre line curve and continue beyond the end of the curve to a point on the centre line of the taxi way where an aeroplane can be expected to reach normal taxiing speed Taxiway Centre Line Lights on Other Exit Taxiways Centre line markings begin to curve from the runway centre line. Taxiway centre line lights on other exit taxiways should commence at a point where the taxiway begins.


Taxiway Centre Line Lights on Runways Taxiway centre line lights on a runway forming part of a standard taxi-route and intended for taxiing in RVR conditions less than a value of 350 m should be spaced at longitudinal intervals not exceeding 15 m. Taxiway Edge Lights Taxiway edge lights shall be provided on a holding bay, apron, etc, intended for use at night and on a taxiway not provided with taxiway centre line lights and intended for use at night. Taxiway edge lights need not be provided where, considering the nature of the operations, adequate guidance can be achieved by surface illumination or other means. Taxiway edge lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing at night where the runway is not provided with taxiway centreline lights. The lights should be located as near as practicable to the edges of the taxiway, holding bay, apron or runway, etc or outside the edges at a distance of not more than 3 m. Taxiway edge lights shall be fixed lights showing blue, Stop Bars A stop bar shall be provided at every taxi holding position serving a runway when it is intended that the runway will be used in RVR conditions less than a value of 350 m, except where:

appropriate aids and procedures are available to assist in preventing inadvertent incursions of aircraft and vehicles onto the runway, or

operational procedures exist to limit, in RVR conditions less than a value of 550 m, the number of:

• aircraft on the manoeuvring area to one at a time; and • vehicles on the manoeuvring area to the essential minimum


Recommendation A stop bar should be provided at every taxi holding position served by a runway when it is intended that the runway will be used in RVR conditions between 350 m and 550 m, except where:

appropriate aids and procedures are available to assist in preventing inadvertent incursions of aircraft and vehicles onto the runway, or

operational procedures exist to limit, in RVR conditions less than a value of 550 m, the number of

• aircraft on the manoeuvring area to one at a time; and • vehicles on the manoeuvring area to the essential minimum

Stop bars shall be located across the taxiway at the point where it is desired that traffic stop. The stop bar shall consist of lights spaced at intervals of 3 m across the taxiway showing red in the intended direction of approach. At a taxi holding position the stop bar lights shall be uni-directional and show in the direction of the runway. Selective stop bars shall be installed in conjunction with at least 3 taxiway centre line lights, extending for a distance of at least 90 m from the stop bar, in the direction that it is intended for an aircraft to proceed from the stop bar. The lighting circuit shall be designed that:

Stop bars located across entrance taxiways are selectively switchable Stop bars located across taxiways intended to be used only as exit taxiways are

switchable selectively or in groups When a stop bar is illuminated, any taxiway centre line lights installed beyond the

stop bar shall be extinguished for a distance of 90 m Stop bars shall be interlocked with the taxiway centre line lights so that when the

centre line lights beyond the stop bar are illuminated the stop bar is extinguished and vice versa

Taxiway Intersection Lights Taxiway intersection lights shall be located at a point between 30 m to 60 m from the near edge of the intersecting taxiway. Taxiway intersection lights shall consist of at least three fixed unidirectional lights showing yellow in the direction of approach to the intersection. Runway Guard Lights There are two standard configurations of runway guard lights.


Runway guard lights, Configuration A, shall be provided at each taxiway/runway intersection associated with a runway intended for use in:

RVR conditions less than a value of 550 m where a stop bar is not installed, and RVR conditions between 550 and 1200 m where the traffic density is high

Runway guard lights shall be located:

Configuration A At each side of the taxiway at a distance from the runway centre line not less than that specified for a take-off runway Configuration B Across the taxiway at a distance from the runway centreline not less than that specified for a take-off runway

Runway guard lights shall consist of:

Configuration A Two pairs of yellow lights Configuration B Yellow lights spaced at intervals of 3 m across the taxiway.

Adjacent lights shall be alternately illuminated at between 30 and 60 cycles per second, Apron Floodlighting Apron floodlights should be located so as to provide adequate illumination on all apron service areas with a minimum of glare. Visual Docking Systems A visual docking system shall be provided when it is intended to indicate, by a visual aid, the precise positioning of an aircraft on an aircraft stand and other alternative means, such as marshallers, are not practicable. The system shall provide both azimuth and stopping guidance, The azimuth guidance unit and the stopping position indicator shall be adequate for use in all weather, visibility, background lighting and pavement conditions. The azimuth guidance unit and the stopping position indicator shall be of a design such that:

A clear indication of malfunction of either or both is available to the pilot, and They can be turned off


Azimuth Guidance Unit The azimuth guidance unit shall be located on or close to the extension of the stand centre line ahead of the aircraft so that its signals are visible from the cockpit of an aircraft throughout the docking manoeuvre and aligned for use at least by the pilot in the left seat. The azimuth guidance unit shall provide unambiguous left/right guidance. When guidance is indicated by colour change:

Green shall be used to identify the centre line Red for deviations from the centre line

Stopping Position Indicator The stopping position indicator shall be located in conjunction with, or sufficiently close to, the azimuth guidance unit so the pilot can observe both without turning his head, The stopping position indicator shall be usable at least by the pilot occupying the left seat, The stopping position information provided for by the indicator for a particular type of aircraft shall account for the anticipated range of variations in pilot eye height and/or viewing angle. The indicator shall show:

The stopping position for the aircraft, and Closing rate information

This information is given to enable the pilot to gradually decelerate the aircraft to a full stop at the stopping position. When stopping guidance is indicated by a colour change:

Green shall be used to show that the aircraft can proceed Red to show that the stop point has been reached, and For a short distance prior to the stop point a third colour may be used to warn that

the stopping point is close Aircraft Stand Manoeuvring Guidance Lights Aircraft stand manoeuvring lights should be provided to facilitate the positioning of an aircraft on an aircraft stand intended for use in poor visibility conditions, unless adequate guidance is provided by other meas. Aircraft stand manoeuvring lights shall be co-located with the aircraft stand markings. The lights other than those indicating a stop position, shall be fixed yellow lights, visible throughout the segments within which they are intended to provide guidance. The lights indicating a stop position shall be fixed unidirectional lights, showing red.


Road Holding Position Light A road holding position light shall be provided at each road holding position serving a runway when it is intended that the runway will be used in RVR conditions less than a value of 350 m. A road holding position light shall be adjacent to the holding position marking 1.5 m (±0.5 m) from one edge of the road. The road holding position shall comprise of

A controllable red (stop)/green (go) traffic light, or A flashing red light

The light shall be unidirectional and aligned so as to be visible to the driver of a vehicle approaching the holding position


Chapter 25.

Aerodrome Signs and Markers Reference: Annex 14- Aerodromes Signs General Signs shall be provided to convey:

A mandatory instruction Information on a specific location, or To provide other information on surface movement guidance

Signs shall be:

Frangible, and Near a runway or taxiway they must be sufficiently low to preserve clearance for

engines and propellers Signs shall be illuminated for use:

In RVR conditions less than a value of 800 m, or At night in association with instrument runways, or At night in association with non-instrument runways where the runway is 1200 m

or greater Mandatory Instruction Signs A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiing or vehicle shall not proceed unless authorized by the aerodrome control tower. Mandatory signs shall include:

Runway designation signs Category I, II or III holding position signs Taxi-holding position signs Road holding position signs NO ENTRY signs

A runway designation sign at a taxiway/runway intersection shall be located at least on the left side of a taxiway facing the direction of approach to the runway. Where practicable a runway designation sign shall be located on each side of the taxiway.


A NO ENTRY sign shall be located at the beginning of the area to which entrance is prohibited on the left side of the taxiway. Where practicable, a NO ENTRY sign shall be located on each side of the taxiway. A Category I, II or III holding position sign shall be located on either side of the holding position marking facing the direction of the approach to the critical area.

NO ENTRY

25 A

25-07 B

25 CAT

RIGHT SIDE

RUNWAY DESIGNATION/LOCATION

RUNWAY DESIGNATION/CATEGORY II HOLDING POSITION

RUNWAY DESIGNATION/LOCATION

B2

25A

25-07BLEFT SIDE

LOCATION/RUNWAY DESIGNATION

TAXI-HOLDING POSITION

LOCATION/RUNWAY DESIGNATION

RED

WHITE

YELLOWBLACK

A taxi-holding position sign shall be located at least on the left side of the taxi holding position facing the approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as appropriate. Where practicable, a holding position sign shall be located on each side of the taxi-holding position. Mandatory instruction signs shall consist of an inscription in white on a red background. The inscription of signs shall be in accordance with the diagram below.


B 25- 07 Indicates a taxi holding position located at other than a taxiway/runway, runway/runway or taxiway/taxiway intersection

B2 Indicates a taxi-holding position located at other than a taxi-way/runway,

runway/runway or taxiway/taxiway intersection A 25 To indicate a taxi-holding position at a runway extremity 25 CAT II Indicates a category II taxi-holding position at the threshold of runway 25.

CAT II can be replaced by either CAT I or CAT III respectively. Information Signs An information sign shall be provided where there is an operational need to identify by a sign, a specific location, or routing (direction or destination) information. Information signs shall include:

Direction signs Location signs Destination signs Runway exit signs Runway vacated signs


A

➧ ➨B C ➧ APRON

➧ ➨➬C CB B

➧ ➨BC CLEFT SIDE RIGHT SIDE

DIRECTION/LOCATION/DIRECTION

LOCATION/DIRECTION DESTINATION

A ALOCATION/RUNWAY VACATED RUNWAY VACATED/LOCATION

➧ ➫G G2RUNWAY EXIT

➨ ➬G G2RUNWAY EXIT

LOCATION

DIRECTION/LOCATION/DIRECTION/DIRECTION

BLACKYELLOW

YELLOW

DIRECTION/DIRECTION/DIRECTION/LOCATION/DIRECTION/DIRECTION/DIRECTION

➭ ➧ ➨➫ ➬ ➮C CBD DE E

A runway exit sign shall be provided where there is an operational need to identify a runway exit. A runway vacated sign shall be provided where the exit taxiway is not provided with taxiway centre line lights and there is a need to indicate to a pilot leaving a runway;

The perimeter of the ILS/MLS critical/sensitive area, or The lower edge of the inner transitional surface whichever is farther from the

runway centre line. A combined location and direction sign shall be provided when it is intended to indicate routing information prior to a taxiway intersection.


A direction sign shall be provided in conjunction with a runway designation sign except at a runway/runway intersection. Location signs shall be provided in conjunction with a direction sign. Where study shows that the location sign is not needed then they may be omitted. An information sign other than a location sign shall consist of an inscription in black on a yellow background. A location sign shall consist of an inscription in yellow on a black background. If the sign is stand alone then it shall have a yellow border.

A The inscription on a runway vacated sign shall depict the pattern of a taxi holding position marking as shown

G→ The inscription on a runway exit sign shall consist of the designator of the exit taxiway and an arrow indicating the direction to follow

APRON The inscription on a destination sign shall comprise of a message identifying the destination plus an arrow indicating the direction to proceed as shown

←B C→ The inscription on a direction sign shall comprise of a message identifying the taxi-way plus an arrow or arrows appropriately orientated

A The inscription on a location sign shall comprise the designation of the location taxiway, runway or other pavement the aircraft is on or is entering and shall not contain arrows

Where a location sign and direction sign are used in combination:

All direction signs related to left turns shall be placed on the left side of the location sign and all turns to the right on the right side. Where the junction consists of one intersecting taxiway, the location sign may be alternatively placed on the left side

The direction signs shall be placed such that the direction of the arrows departs increasingly from the vertical with increasing deviation from the corresponding taxiway

An appropriate direction sign shall be placed next to the location sign where the direction of the location taxiway changes significantly beyond the intersection, and

Adjacent direction signs shall be delineated by a vertical black line as shown When designating a taxiway, the use of the letters I, O or X and the use of words such as inner and outer should be avoided wherever possible to avoid confusion with the numeral 1, 0 and closed markings. A taxiway shall be identified by a designator comprising of a letter, letters or a combination of a letter, letters followed by a number. The use of numbers alone on the manoeuvring area shall be reserved for the designation of runways.


A 27 A27

27

X

A 27 A27

27

Y

A 27 A27

27

Y

A 27 A27

27

Y

A 27 A27

27

XY

27CAT27CAT

A 27 A27

27

XY

27CAT27CAT

27CATA 27 A27

27

XY

27CAT

CATEGORY I

CATEGORY II

CATEGORY III

PRECISION APPROACH RUNWAYS

NON-INSTRUMENT, NON-PRECISION, TAKE-OFF RUNWAYS

DISTANCE X IS DETERMINED BY THE RUNWAY WIDTH. DISTANCE Y IS ESTABLISHEDAT THE EDGE OF THE ILS/MLS CRITICAL/SENSITIVE AREA

Road Holding Position Sign A road holding position sign shall be located 1.5 m from the edge of the road at the holding position. A road holding position sign shall consist of an inscription in white on a red background. The inscription shall be in the national language, be in conformity with the local traffic regulations and include the following:

A requirement to stop, and Where appropriate: • A requirement to obtain ATC clearance, and • A location designator


Markers Markers shall be frangible. Those located near a runway or taxiway shall be sufficiently low to preserve clearance for propellers and engines. Unpaved Runway Edge Markers Markers should be provided when the extent of an unpaved runway is not clearly indicated Where runway lights are provided the markers should be incorporated in the light fixtures. Where there are no lights, markers of flat rectangular or conical shape should be placed so as to identify the runway clearly. Stopway Edge Markers The stopway edge markers shall be sufficiently different from any runway edge markers used to ensure that the two types of markers cannot be confused. Taxiway Edge Markers A taxiway edge marker shall be reflective blue and be frangible. Their height shall be sufficiently low to ensure clearance for propellers and engines. Taxiway Centre Line Markers A taxiway centre line marker shall be reflective green. The markers shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the markers themselves. Boundary Markers Boundary markers shall be provided at an aerodrome where the landing area has no runway. The markers should be coloured to contrast with the background against which they will be seen. A single colour, orange or red or two contrasting colours, orange and white or red and white should be used


Visual Aids for Denoting Obstacles Objects to be Marked and/or Lighted The marking and/or lighting of obstacles is intended to reduce hazards to aircraft by indicating the presence of obstacles. It does not necessarily reduce operating limitations that may be imposed by an obstacle A fixed obstacle that extends above an approach or transitional surface within 3000 m of the inner edge of the approach surface shall be marked and, if the runway is used at night, lit, except that:

Such marking and lighting may be omitted when the obstacle is shielded by another fixed obstacle

The marking may be omitted when the obstacle is lit by high intensity obstacle lights by day, and

The lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse light to be sufficient

A fixed obstacle that extends above a take-off climb surface within 3000 m of the inner edge should be marked and if the runway is used at night, lit, except that:

Such marking and lighting may be omitted when the obstacle is shielded by another fixed obstacle

The marking may be omitted when the obstacle is lit by high intensity obstacle lights by day, and

The lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse light to be sufficient

A fixed obstacle above a horizontal surface should be marked and, if the aerodrome is used at night, lit except that:

The marking and lighting may be omitted when:

• The obstacle is shielded by another fixed obstacle, or • For a circuit extensively obstructed by immovable objects or terrain,

procedures have been established to ensure safe vertical clearance below prescribed flight paths, or

• An aeronautical study shows the obstacle not to be of operational significance

The markings may be omitted when the obstacle is lit by high intensity obstacle

lights by day The lighting may be omitted where the obstacle is a lighthouse and an

aeronautical study indicates the lighthouse light to be sufficient


A fixed obstacle that extends above an obstacle protection surface shall be marked, and if the runway is used at night, lit. Vehicles and other mobile objects, excluding aircraft, on the movement area of an aerodrome are obstacles and shall be marked and, if the vehicles and aerodrome are used at night or in conditions of low visibility, lit. Aircraft servicing equipment and vehicles used only on aprons may be exempt. Elevated aeronautical ground lights within the movement area shall be marked so as to be conspicuous by day. Overhead wires, cables etc, crossing a river, valley or highway should be marked and their supporting towers marked and lit if an aeronautical study indicates that the wires or cables could constitute a hazard to aircraft, except that the marking of the supporting towers may be omitted when they are lit by high intensity obstacle lights by day Marking Of Objects All fixed objects to be marked shall:

Whenever practicable be coloured If colouring is not practicable then markers or flags shall be displayed on or above

them, except that Objects that are sufficiently conspicuous by their shape, size or colour need not

otherwise be marked All mobile objects to be marked shall be coloured or display flags. An object should be coloured:

To show a chequered pattern if it has essentially unbroken surfaces and its projection equals or exceeds 45 m in both directions

The pattern should be rectangles for objects which has one dimension greater than 1.5 m and the other dimension less than 4.5 m

The colours of the pattern should contrast each other and with the background against which they will be seen. When mobile objects are marked by a colour:

Emergency Vehicles Red or yellowish green Service Vehicles Yellow


Markers displayed on or adjacent to objects shall be located in conspicuous positions so as to retain the general definition of the object and shall be recognizable:

In clear weather from a distance of at least 1000 m for an object viewed from the air, and

300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to approach the object. The shape of markers shall be distinctive to the extent necessary to ensure that:

They are not mistaken for markers employed to convey other information, and They shall be such that the hazard presented by the object they mark is not

increased A marker displayed on an overhead wire, cable etc should be spherical. Flags used to mark objects shall be displayed around, on top or around the highest edge of, the object. When flags are used to mark extensive objects or groups of closely spaced objects, they shall be displayed at least every 15 m. Flags shall not increase the hazard presented by the object they mark. Flags should be orange in colour or a combination of two triangular sections, one orange or red the other white, except that where such colours merge with the background, other conspicuous colours should be used. Flags used to mark mobile objects shall consist of a chequered pattern of orange or red and white squares. Lighting of Objects The presence of objects that must be lit shall be indicated by low, medium or high intensity obstacle lights, or a combination of such lights. High intensity obstacle lights are intended for day and night use. Care is needed to ensure that these lights do not create excessive dazzle. Medium intensity obstacle lights should be used, either alone or in combination with low intensity obstacle lights, where the object is an extensive one or its height above the surrounding round is greater than 45 m High intensity obstacle lights should be used to indicate an obstacle if its height above the level of the surrounding ground exceeds 150 m and an aeronautical study indicates such lights to be essential for the recognition of the object by day High intensity obstacle lights should be used to indicate the presence of a tower supporting overhead wires, cables etc


Location of Obstacle Lights One or more obstacle lights shall be located as close as practicable to the top of the object. The top lights shall be arranged to indicate the points or edges of the object highest in relation to the obstacle limitation surface. In the case of a guyed tower or antenna where it is not possible to locate a high intensity obstacle light on the top, such a light shall be located at the highest practicable point and a medium intensity obstacle light, showing white, mounted at the top. In the case of an extensive object or of a group of closely spaced objects, top lights shall be displayed at least on the points or edges of the objects highest in relation to the obstacle limitation surface. This is to indicate the general definition and the extent of the objects. If two or more edges are the same height, the edge nearest the landing area shall be marked. Where low intensity lights are used, they shall be spaced at longitudinal intervals not exceeding 45 m. Where medium intensity lights are used, they shall be spaced at longitudinal intervals not less exceeding 90 m. Where an object is indicated by low or medium intensity obstacle lights, and the top of the object is more than 45 m above the level of the surrounding ground or the elevation of tops of nearby buildings, additional lights shall be provided at intermediate levels. These additional lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings as appropriate, with the spacing not exceeding 45 m. Where high intensity obstacle lights are used on a tower they shall be spaced at uniform intervals not exceeding 105 m between the ground level and the top lights. Where high intensity obstacle lights indicate the presence of a tower supporting overhead wires, cables etc they shall be located at three levels:

At the top of the tower At the lowest level of the catenary (lowest point) of the wires or cables, and At approximately midway between these two levels

High intensity obstacle lights located on a tower should flash sequentially.

First the middle light Second the top light, and Last the bottom light


TOP LIGHT

MIDDLE LIGHT

BOTTOM LIGHT(MARKS LOWEST POINTOF CATENARY)

The number and arrangements of obstacle lights is such that they can be seen from any azimuth. Low Intensity Obstacle Lights Low intensity obstacle lights:

On fixed objects shall be steady red lights On vehicles associated with emergency or security vehicles shall be flashing blue On other vehicles shall be flashing yellow

Medium Intensity Obstacle Light Medium intensity obstacle lights shall be flashing red lights, except that when used in conjunction with high intensity obstacle lights they shall be flashing white lights High Intensity Obstacle Light High intensity obstacle lights shall be flashing white lights. Visual Aids for Denoting Restricted Use Areas Closed Runways and Taxiways or Parts Thereof A closed marking shall be displayed on a runway or taxiway which is permanently closed.


On a runway:

A closed marking shall be placed at each end of the runway, or portion, declared closed.

Additional markings shall be placed at intervals of no more than 300 m. On a taxiway a closed marking shall be placed at least at each end of the taxiway closed,

The marking shall be white when displayed on a runway and yellow when displayed on a taxiway. All normal runway and taxiway markings shall be obliterated, Lighting on a closed runway or taxiway shall not be operated, except as required for maintenance purposes. In addition to closed markings, when the runway or taxiway closed is intercepted by a usable runway or taxiway which is used at night, unserviceability lights shall be placed across the entrance to the closed area, Non-Load Bearing Surfaces Shoulders for taxiways, holding bays and aprons and other non-load bearing surfaces which cannot be readily distinguished from load bearing surfaces and which, if used by aircraft, might result in damage to the aircraft, shall have the boundary between such areas and the load bearing surface marked by a taxi side stripe marking. Pre-Threshold Area When the surface before a threshold is paved and exceeds 60 m in length and is not suitable for normal use by aircraft the entire length before the threshold should be marked with a chevron marking.

A chevron marking should be of a conspicuous colour and contrast with the colour used for runway markings; preferably yellow.

PRE-THRESHOLD AREA OFRUNWAYFIT FOR USE AS A STOPWAYBYAIRCRAFT LANDING IN THEOPPOSITE DIRECTION BUT NOT FIFOR NORMAL MOVEMENTOFAIRCRAFT


Unserviceable Areas Unserviceability markers shall be displayed wherever any portion of a taxiway, apron or holding bay is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely. On a movement area used at night, unserviceability lights shall be used. The markers shall consist of conspicuous standing devices such as flags, cones or marker boards. Lights are red. Introduction to Emergency and Other Services The principal objective of a rescue and fire fighting service is to save lives, For this reason, the provision of means of dealing with an aircraft accident or incident occurring at, or in the immediate vicinity of, an aerodrome assumes primary importance because it is within this area that there are the greatest opportunities of saving lives. This must assume at all times the possibility of, and the need for, extinguishing a fire which may occur either immediately following an aircraft accident or incident or at any time during rescue operations. The most important factors bearing on effective rescue in a survivable aircraft accident are:

The training received The effectiveness of the equipment, and The speed with which the personnel and equipment designated for rescue and

fire fighting purposes can be put to use Rescue and Fire Fighting Rescue and fire fighting equipment and services shall be provided at an aerodrome. The level of protection provided at an aerodrome for rescue and fire fighting shall be based on:

The longest aeroplanes normally using the aerodrome, and Their fuselage width.

If after selecting the category appropriate to the aeroplane’s overall length, the aeroplanes fuselage width is greater than the maximum given in the Aerodrome Category table within this annex, then the category is increased by one. There are 10 aerodrome categories. The level of protection shall be appropriate to the aerodrome category, except that, where the number of movements of the aeroplanes in the highest category normally using the aerodrome is less than 700 in the busiest consecutive 3 months, the level of protection provided shall be: Up to 31 December 1999 not less than 2 categories below the determined category, and From 1 January 2000 not less than one category below the determined category


Note: A take -off or a landing constitutes a movement Response Time The operational objective of the rescue and fire fighting service should be to achieve response times of 2 minutes, and not exceeding 3 minutes, to the end of each runway. This includes any other part of the movement area, in optimum conditions of visibility and surface conditions. Response time is considered to be the time between the initial call to the rescue and fire fighting service and the time the first responding vehicle is in a position to apply foam at a rate of at least 50% of the discharge rate specified. Emergency access roads should be provided on an aerodrome where terrain conditions permit their construction, so as to facilitate achieving minimum response times. Particular attention should be given to the provision of ready access to approach areas up to 1000 m from the threshold or at least within the aerodrome boundary. Where a fence is provided, the need for convenient access to outside areas should be taken into account All rescue and fire fighting vehicles should normally be housed in a fire station. Satellite fire stations should be provided whenever the response time cannot be achieved from a single fire station Number of Rescue and Fire Fighting Vehicles The minimum number of rescue and fire fighting vehicles provided at an aerodrome is as follows:

Aerodrome Category

Rescue and Fire Fighting Vehicles

1, 2, 3, 4 & 5 1 6 and 7 2 8, 9 and 10 3

Apron Management Service When warranted by the volume of traffic and operating conditions an appropriate apron management service should be provided on an apron by an aerodrome ATS unit, by another aerodrome operating authority or by a co-operative combination of these in order to:

Regulate movement with the objective of preventing collisions between aircraft and obstacles

Regulate entry of aircraft into, and co-ordinate exit of aircraft from, the apron with the aerodrome tower, and


Ensure safe and expeditious movement of vehicles and appropriate regulation of other activities

An apron management service shall be provided with R/T facilities. Where low visibility procedures are in effect, persons and vehicles operating on an apron shall be restricted to the essential minimum. An emergency vehicle responding to an emergency shall be given priority over all other surface movement traffic, A vehicle operating on an apron shall give way to:

An emergency vehicle An aircraft taxiing, about to taxi or being pushed or towed, and Other vehicles in accordance with local regulations

An aircraft stand shall be visually monitored to ensure that the recommended clearances are provided to an aircraft using the stand. Ground Servicing of Aircraft Fire extinguishing equipment suitable for at least initial intervention in the event of a fuel fire and personnel trained in its use shall be readily available during the ground servicing of an aircraft, There shall be a means of quickly summoning the rescue and fire fighting service in the event of a fire or major fuel spill, When aircraft refuelling operations take place while passengers are embarking, on board or disembarking, ground equipment shall be positioned so as to allow:

The use of a sufficient number of exits for easy and quick evacuation, and A ready escape route from each of the exits to be used in an emergency


Chapter 26.

General Radar Procedures Reference: Procedures For Air Navigation Services, Rules of the Air and Air Traffic Services, Document 4444-RAC/501 Introduction The use of radar in ATS shall be limited to specified areas of radar cover and shall be subject to such other limitations as specified by the appropriate ATS authority. Adequate information on the operating methods used shall be published in AlPs, as well as operating practices and/or equipment limitations having direct effects on the operation of ATS. Primary surveillance radar (PSR) and secondary surveillance radar (SSR) may be used either alone or in combination provided:

Reliable coverage exists in the area, and The probability of detection, the accuracy and the integrity of the radar system

are satisfactory PSR systems alone should be used in circumstances where SSR alone would not meet the ATS requirements. SSR systems, especially those with monopulse technique or Mode S capability, may be used alone, including in the provision of separation between aircraft, provided.

The carriage of SSR transponders is mandatory within the area, and Aircraft identification is established and maintained by use of assigned discrete

SSR codes Presentation of Radar Information The minimum radar derived information available for display to the controller shall include:

Radar position indications Radar map information and, When available information from SSR Mode A, Mode C and Mode S


Identification of Aircraft Establishment of Radar Identification Before providing a radar service to an aircraft, radar identification shall be established and the pilot informed. Thereafter, radar identification shall be maintained until termination of the radar service. If radar identification is subsequently lost, the pilot shall be informed accordingly and, when applicable appropriate instructions issued. Radar identification shall be established by at least one of the following methods. SSR Identification Procedures Where SSR is used, aircraft may be identified by one or more of the following procedures:

Recognition of the aircraft identification in a radar label Recognition of an assigned discrete code, the setting of which has been verified,

in a radar label Direct recognition of the aircraft identification of a Mode S equipped aircraft in a

radar label By transfer of radar identification Observance of compliance with an instruction to set a specific code Observation of compliance with an instruction to squawk IDENT

When a discrete code has been assigned to an aircraft, a check shall be made at the earliest opportunity to ensure that the code set by the pilot is identical to that assigned for the flight. Only after this check has been made shall the discrete code be used as a basis for identification. PSR Identification Procedures Where SSR is not used or available, radar identification shall be established by at least one of the following methods:

By correlating a particular radar position indication with an aircraft reporting its position over, or as bearing and distance from a point displayed on the radar map, and by confirming that the track of the particular radar position is consistent with the aircraft path or reported heading

By correlating an observed radar position indication with an aircraft which is known to have just departed, provided that the identification is established within 2 km (1 nm) from the end of the runway used. Particular care should be taken to avoid confusion with aircraft holding over or overflying the aerodrome, or with aircraft departing from or making a missed approach over adjacent runways

By transfer of radar identification By ascertaining aircraft heading, if circumstances require, and following a period

of track observation:


• Instructing the pilot to execute one or more changes of heading of 30° or

more and correlating the movements of one particular radar position indication with the aircraft’s acknowledged execution of the instructions given, or

• Correlating the movements of a particular radar position indication with manoeuvres currently executed by an aircraft having so reported

When using these methods, the radar controller shall:

Verify that the movements of not more than one radar position indication corresponds with those of the aircraft, and

Ensure that the manoeuvre(s) will not carry the aircraft outside the coverage of the radar display

Use may be made of direction finding bearings to assist in radar identification of an aircraft. This method shall not be used as the sole means of establishing radar identification, unless so prescribed by the ATS authority for particular cases under specified conditions When two or more radar position indications:

Are observed in close proximity, or Are observed to be making similar movements at the same time, or When any doubt exists as to the identity of a radar position indication for any

other reason changes of heading should be prescribed or repeated as many times as necessary, or additional methods of identification should be employed, until all risk of error in identification is eliminated. Position Information An aircraft provided with radar service should be informed of its position in the following circumstances, when identified:

Based upon the pilots report of the aircraft position or within 1 nm of the runway upon departure and the observation is consistent with the aircraft’s time of departure, or

By use of assigned discrete SSR codes or Mode S and the location of the observed radar position indication is consistent with the current flight plan of the aircraft, or

By transfer of radar identification When the pilot requests this information When a pilots estimate differs significantly from the radar controller’s estimate

based on radar observation


When the pilot is instructed to resume own navigation after radar vectoring if the current instructions had diverted the aircraft from a previously assigned route

Immediately before termination of radar service, if the aircraft is observed to deviate from its intended route

Position information shall be passed to aircraft in one of the following forms:

As a well known geographical position Magnetic track and distance to a significant point, an en-route navigation aid, or

an approach aid Direction and distance from a known position Distance to touchdown, if the aircraft is on final approach, or Distance and direction from the centre line of an ATS route

Where practicable, position information shall relate to positions or routes pertinent to the navigation of the aircraft concerned and displayed on the radar map. The pilot may omit position reports at compulsory reporting points when specified by the ATS unit concerned, this includes points at which air-reports are required for meteorological purposes. Pilots shall resume position reporting:

When instructed When advised that radar service is terminated, or That radar identification is lost.

Radar Vectoring

Radar vectoring shall be achieved by issuing the pilot specific headings which enable the aircraft to maintain the desired track. When vectoring an aircraft, a radar controller should comply with the following:

Whenever practicable, the aircraft should be vectored along routes or tracks on

which the pilot can monitor the aircraft position with reference to pilot interpreted navigation aids

When an aircraft is given a vector diverting it from a previously assigned route, the pilot should be informed, unless it is self-evident, what the vector is to accomplish and, when possible, the limit of the vector should be specified

Except when transfer of radar control is to be effected aircraft shall not be vectored:

• Closer than 4.6 km (2.5 nm), or, • Where a radar separation greater than 9.3 km (5 nm) is prescribed, a

distance equivalent to ½ of the prescribed separation minimum, from the limit of the airspace for which the radar controller is responsible


unless local arrangements have been made to ensure that separation will exist with radar controlled aircraft operating in adjoining areas

Controlled flights should not be vectored into uncontrolled airspace except in:

• The case of emergency, or • In order to circumnavigate severe weather (in which case the pilot should be

so informed), or • At the specific request of the pilot

When an aircraft has reported unreliable directional instruments, the pilot should

be requested, prior to the issuance of manoeuvring instructions, to make turns at an agreed rate and to carry out the instruction immediately upon receipt

When vectoring an IFR flight, the radar controller shall issue clearances such that the required obstacle clearance will exist at all times until the aircraft reaches the point where the pilot will resume own navigation. Whenever possible, minimum vectoring altitudes should be sufficiently high to minimize activation of GPWS. States shall encourage operators to report incidents involving the activation of aircraft GPWS so that their locations can be identified and altitude, routing and/or aircraft operating procedures can be altered to prevent recurrences. In terminating radar vectoring of an aircraft, the radar controller shall instruct the pilot to resume own navigation, giving the pilot the aircraft’s position and appropriate instructions, as necessary. Information Regarding Adverse Weather Information that an aircraft appears likely to penetrate an area of adverse weather should be issued in sufficient time to permit the pilot to decide on an appropriate course of action, including that of requesting advice on how best to circumnavigate the adverse weather, if so desired. In vectoring an aircraft for circumnavigating any area of adverse weather, the radar controller should ascertain that the aircraft can be returned to its intended or assigned flight path within the available radar coverage, and, if this does not appear possible, inform the pilot of the circumstances. Use of Radar in the Air Traffic Control Service Functions The information presented on a radar display may be used to perform the following functions in the provision of air traffic control service:


Provide radar services as necessary in order to improve airspace utilization, reduce delays, provide for direct routings and more optimum flight profiles, as well as to enhance safety

Provide radar vectoring to departing aircraft for the purpose of facilitating an expeditious and efficient departure flow and expediting climb to cruising level

Provide radar vectoring to aircraft for the purpose of resolving potential conflicts Provide radar vectoring to arriving aircraft for the purpose of establishing an

expeditious and efficient approach sequence Provide radar vectoring to assist pilots in their navigation Provide separation and maintain normal traffic flow when an aircraft experiences

communication failure within the area of radar coverage Maintain monitoring of air traffic When applicable, maintain a watch on the progress of air traffic, in order to

provide a non-radar controller with:

• Improved position information regarding aircraft under control • Supplementary information regarding other traffic, and • Information regarding any significant deviations, by aircraft from the terms of

their respective ATC clearances, including their cleared routes as well as levels when appropriate

Co-ordination of Traffic under Radar and Non-Radar Control Appropriate arrangements shall be made in any ATCU using radar to ensure the co-ordination of traffic under radar control with traffic under non-radar control. This includes the provision of adequate separation between the radar controlled aircraft and all other controlled aircraft. To this end, close liaison shall be maintained at all times between radar controllers and non-radar controllers Radar Separation Minima Unless otherwise stated the horizontal radar separation minimum shall be 9.3 km (5 nm). The radar separation may, if prescribed by the appropriate ATS authority, be reduced, but not below:

5.6 km (3 nm) when radar capabilities at a given location so permit, and 4.6 km (2.5 nm) between succeeding aircraft which are established on the same

final approach track within 18.5 km (10 nm) of the runway end. A reduced separation minimum of 4.6 km (2.5 nm) may be applied provided:

• The average runway occupancy time of landing aircraft is proven, by

statistical means such as data collection and statistical analysis and methods based on a theoretical model, not to exceed 50 seconds

• Braking action is reported as good and runway occupancy times are not adversely affected by runway contaminants such as slush, snow or ice


• A radar system with appropriate azimuth and range resolution and an update rate of 5 seconds or less is used in combination with suitable radar displays, and

• The aerodrome controller is able to observe visually or by means of surface movement radar (SMR) or a surface movement guidance and control system (SMCGS), the runway in use and associated exit and entry taxiways

• The wake turbulence radar separation minima prescribed, or as may be prescribed by the appropriate ATS authority do not apply

• Aircraft approach speeds are closely monitored by the controller and when necessary adjusted so as to ensure that separation is not reduced below the minimum

• Aircraft operators and pilots have been made fully aware of the need to exit the runway in an expeditious manner whenever the reduced separation minimum on final approach is applied, and

• Procedures concerning the application of the reduced minimum are published in Aeronautical Information Publication

The radar separation minima to be applied shall be prescribed by the appropriate ATS authority according to the capability of the particular radar system or sensor to accurately identify the aircraft position in relation to the centre of an RPS, PSR blip or SSR response and taking into account factors which may affect the accuracy of the radar derived information, such as aircraft range from the radar site. The following wake turbulence radar separation minima shall be applied to aircraft in the approach and departure phases of flight:

Aircraft category Preceding aircraft Succeeding aircraft

Wake turbulence radar separation minima

HEAVY HEAVY MEDIUM

LIGHT

7.4 km (4 nm) 9.3 km (5 nm)

11.1 km (6 nm) MEDIUM LIGHT 9.3 km (5 nm)

The minima set out above shall be applied when:

An aircraft is operating directly behind another aircraft at the same altitude or less than 300 m (1000 ft), or

Both aircraft are using the same runway, or parallel runways separated by less than 760 m, or

An aircraft is crossing behind another aircraft, at the same altitude or less than 300 m (1000 ft)

Emergencies, Hazards and Equipment Failures In the event of an aircraft in, or appearing to be in, any form of emergency, every assistance shall be provided by the radar controller. The progress of an identified aircraft in emergency


shall be monitored and plotted on the radar display until the aircraft passes out of radar coverage. Position information shall be provided to all ATS units which may be able to give assistance to the aircraft radar transfer to adjacent radar sectors shall also be effected when appropriate. If the pilot of an aircraft encountering a state of emergency has previously been directed by ATC to operate the transponder on a specific code, that code will normally be maintained unless, in special circumstances, the pilot has decided or has been advised otherwise. Where ATC has not requested a code to be set, the pilot will set the transponder to Mode A 7700. Radar Equipment Failure If ATC suffer a total radar failure, but air-ground communications are still possible, the radar controller shall:

Plot the positions of all aircraft already identified and in conjunction with the non-radar controller take the necessary action to establish non-radar separation

And when relevant

Request that the appropriate non-radar controller take control of the aircraft Instruct aircraft to communicate with the appropriate controller

As an emergency measure if standard non-radar separation cannot be provided immediately, the use of Flight Levels spaced by half the normal vertical separation may be used. Ground Radio Failure Where there is a complete failure of ground radio equipment, the radar controller reverts to the procedures for a total radar failure unless he is unable to provide the radar service using other appropriate communications systems. When total radar failure procedures are not appropriate the controller shall:

Without delay inform all adjacent control positions or ATC units of the failure Inform the control positions or ATC units of the current traffic situation Request the assistance of the above units in establishing communications with

aircraft so that radar or non-radar separation can be achieved Instruct all adjacent positions or ATC units to hold all controlled flights outside the

area of responsibility until normal services can be resumed


Use of Radar in the Approach Control Service An aircraft vectored for final approach should be given headings close to the final approach track. The aircraft should be established in level flight prior to intercepting the glide path on a precision approach. The intercept angle should be 45° or less. For independent parallel approaches the intercept angle should not be greater than 30° and provide at least 1 nm straight and level flight prior to localiser intercept. The vector must also ensure that at least 2 nm straight and level flight occurs before glidepath intercept. Separation should be 1000 ft vertical or 3nm horizontal provided that aircraft are established:

Inbound on the localiser Are within the NOZ

A minimum of 3 nm separation is given to aircraft on the same localiser course. Clearance to land should be passed to an aircraft before it reaches 2 nm from touchdown. If no clearance to land has been received then a missed approach should be carried out. Surveillance Radar Approach If PAR is available then a final approach using SRA should not be carried out unless meteorological conditions are such that there is a reasonable certainty that the SRA can be completed successfully. When conducting a SRA the radar controller must comply with the following:

At or before the commencement of the final approach the aircraft shall be informed of the point at where the SRA will be terminated

The aircraft shall be informed when the aircraft is approaching the point at where the descent should begin.

Before reaching the computed descent point the aircraft shall be informed of the OCA/H and instructed to descend and check the appropriate minima

Distance to touchdown is normally passed at every 2 km (1 nm) with the pre-computed level the aircraft should be passing

The approach shall be terminated:

• At a distance of 4 km (2nm) from touchdown, or • Before the aircraft enters an area of continuous radar clutter, or • When the pilot reports that a visual approach can be completed

Whichever is the earliest.


Where the appropriate ATS determines that the radar accuracy is good enough. The SRA can be continued to:

The threshold, or To a point less than 4 km from touchdown

Where the approach is continued to a point less than 4 km from touchdown:

Distance and level information is given each km (½ nm) Transmission should not be interrupted for intervals of more than 5 seconds when

the aircraft is within a distance of 8 km (4 nm) from touchdown The radar controller should not be responsible for any other duties other than

those directly connected with a particular approach Speed Control Radar controllers may request aircraft to adjust their speed in order to facilitate radar control. Aircraft may be requested to maintain:

Maximum speed Minimum speed Minimum clean speed Minimum approach speed, or A specific speed

Where a specific speed is given it is expressed in:

Multiples of 20 km/h (10 knots) IAS, or Multiples of 0.01 Mach

Only minor speed adjustments of not more than 40 km/h (20 knots) should be requested of aircraft established on an intermediate or final approach. No speed control should be applied after 8 km (4 nm) from the threshold on the final approach.


Chapter 27.

Interception of Civil Aircraft References: Annex 2 - Rules of the Air Annex 11 – Air Traffic Services Introduction The word “interception” in this context does not include the intercept and escort service provided on request, to an aircraft in distress In accordance with Article 3(d) of the Chicago Convention the Contracting States of ICAO “undertake, when issuing regulations for their state aircraft, that they will have due regard for

the safety of navigation of civil aircraft”. As interceptions of civil aircraft are potentially hazardous, the ICAO Council has formulated special recommendations. The uniform application of these procedures is essential in the interest of safety of civil aircraft. General To eliminate, or reduce, the need for interception:

All possible efforts must be made by intercept control units to secure identification of any aircraft. Advice and instructions should be issued through the appropriate ATS units. To ensure rapid and reliable exchange of communications, links between intercept control units and ATS units must be established.

All areas where flight is prohibited, or not permitted without special authorization, to civil aircraft must be clearly promulgated in the AlP. The risk of interception in the event of penetration of such areas must also be stated. When areas are promulgated close to ATS routes, states should take into account:

• The availability and accuracy of the navigation systems to be used by civil

aircraft, and • The ability of civil aircraft to remain clear of the promulgated areas, and • The establishment of additional navigational aids must be considered where

necessary to ensure that civil aircraft are able to circumnavigate prohibited, restricted or danger areas.


To eliminate, or reduce, the hazards inherent in interceptions, all possible efforts should be made to ensure co-ordinated actions by the pilots and ground units concerned. Contracting States must ensure that:

All pilots of civil aircraft are made fully aware of the actions to be taken by them and the visual signals to be used, as specified later in this chapter.

Operators, or PlC, of civil aircraft implement the provisions regarding:

• The capability to communicate on 121.500 MHz, and • The availability of interception procedures and visual signals on board aircraft

All ATS personnel be made fully aware of the actions to be taken in the event of

interception taking place All PICs of intercepting aircraft be made aware of the general performance and

limitations of civil aircraft. Remembering that, intercepted civil aircraft may be in a state of emergency due to technical difficulty or unlawful interference

Clear and unambiguous instructions be issued to intercept control units and to PlC of intercepting aircraft. These instructions must cover:

• Intercept manoeuvres • Guidance of intercepted aircraft • Action by intercepted aircraft • Air-to-air visual signals • Radio Communication with intercepted aircraft • The need to refrain from resorting to the use of weapons

Intercept control units and intercepting aircraft be provided with the means to

communicate with civil aircraft on 121.500 MHz SSR facilities are made available so that intercept control units can identify civil

aircraft in areas where they might be otherwise intercepted. Facilities must be able to recognise Mode A codes, including immediate recognition of Mode A codes 7500, 7600 and 7700.

In-Flight Contingencies

Strayed Aircraft An aircraft which has deviated significantly from its intended track or which reports that it is lost Unidentified Aircraft An aircraft which has been observed or reported to be operating in a given area but whose identity has not been established


As soon as an ATS unit becomes aware of a strayed aircraft it shall take all necessary steps to assist the aircraft and safeguard its flight. If the aircraft’s position is not known, the ATS unit shall:

Attempt to establish two way communication with the aircraft, unless such communication already exists

Use all available means to determine its position Inform other ATS units into whose area the aircraft may have strayed or may

stray, taking into account all the factors which may have affected the navigation of the aircraft in the circumstances

Inform in accordance with locally agreed procedures, appropriate military units and provide them with pertinent flight plan and other data concerning strayed aircraft

Request from other units and from aircraft in flight every assistance in establishing communication with the aircraft and determining its position

When the aircraft’s position is established, the ATS unit shall:

Advise the aircraft of its position and corrective action to be taken, and Provide as necessary, other ATS units and appropriate military units with relevant

information concerning the strayed aircraft and any advice given to that aircraft As soon as an ATS unit becomes aware of an unidentified aircraft in its area, it shall endeavour to establish the identity of the aircraft whenever this is necessary for the provision of ATS services or required by the appropriate military authorities in accordance with locally agreed procedures. To this end, the ATS unit shall take such of the following steps as are appropriate in the circumstances:

Attempt to establish two way communication with the aircraft Inquire of other ATS units within the FIR about the flight and request their

assistance in establishing two way communication with the aircraft Inquire of ATS units serving the adjacent FIRs about the flight and request their

assistance in establishing two way communication with the aircraft Attempt to obtain information from other aircraft in the area

The ATS unit shall, as necessary, inform the appropriate military unit as soon as the identity of the aircraft has been established Principles to be Observed by States To achieve uniformity in the regulations:

Interception of civil aircraft will be undertaken as a last resort If undertaken, an interception will be limited to determining the identity of an

aircraft, unless it is necessary to:


• Return the aircraft to its planned track • Direct it beyond the boundaries of national airspace • Guide it away from prohibited, restricted or danger areas • 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 If the intercepted aircraft is required to land in the territory overflown, the

aerodrome designated for the landing is to be suitable for the safe landing of the aircraft type concerned

Interception Manoeuvres A standard method should be established for the manoeuvring of aircraft intercepting a civil aircraft in order to avoid any hazard for the intercepted aircraft. This method must take into account:

Collision hazard The need to avoid crossing an aircraft’s flight path The performance of manoeuvres in such a manner that wake turbulence may be

hazardous, especially if the intercepted aircraft is a light aircraft. Manoeuvres for Visual Identification The following is recommended for the manoeuvring of intercepting aircraft:

Phase I The intercepting aircraft should approach from the stern. The element leader, or single intercepting aircraft, should normally take up position on the left side, slightly above and ahead of the intercepted aircraft. This position should be within the field of view of the pilot of the intercepted aircraft; the intercepting aircraft should not be closer than 300 m. All other participating aircraft should remain well clear. Once speed and position have been established, the aircraft can then proceed with Phase II. Phase II The intercepting aircraft should gently close with the intercepted aircraft. This must be no closer than absolutely necessary. Caution should be used to avoid startling the flight crew or passengers. Upon completion of identification, the intercepting aircraft should withdraw using the procedures outlined in Phase III. Phase III The element leader, or the single intercepting aircraft, should break gently away from the intercepted aircraft in a shallow dive. Other aircraft must remain well clear and rejoin their leader.


Manoeuvres for Navigational Guidance If, following the visual identification manoeuvres in Phases I and II, it is considered necessary to intervene in the navigation of the intercepted aircraft the element leader, or single intercepting aircraft, should take up position on the left side, slightly above and ahead of the intercepted aircraft. This is to enable the pilot of the intercepted aircraft to see the visual signals. The pilot of the intercepting aircraft must be satisfied that the PlC of the intercepted aircraft is aware of the interception and acknowledges the signals given. If repeated attempts to attract the attention of the PlC of the intercepted aircraft are unsuccessful, then as a last resort other methods such as using reheat/afterburner may be used, provided that no hazard is created. Meteorological conditions may make it necessary for the intercepting aircraft to position on the right of the intercepted aircraft. In this case the pilot of the intercepting aircraft must ensure that he is in the view of the PIC of the intercepted aircraft at all times. Guidance of an intercepted Aircraft Navigational guidance, and related information, should be given to an intercepted aircraft by radio, whenever radio contact can be established. Where navigational guidance is given, care must be taken that the aircraft is not led into conditions where the visibility is below that required to maintain VMC. The manoeuvres demanded of the intercepted aircraft must not add to already existing hazards in the event that the operating efficiency of the aircraft is impaired. Where an intercepted aircraft is required to land in the territory overflown, care must also be taken that:

The designated aerodrome is suitable for the safe landing of the aircraft type concerned. Especially if the aerodrome is not normally used for civil operations.

The surrounding terrain is suitable for circling, approach and missed approach manoeuvres

The intercepted aircraft has sufficient fuel remaining to reach the aerodrome If the intercepted aircraft is a civil transport aircraft, the designated runway has a

length of at least 2500 m and a bearing strength sufficient to support the aircraft, and

The designated aerodrome, if possible, is described in detail in the relevant AIP Where a civil aircraft is landing at an unfamiliar aerodrome, sufficient time must be allowed for landing. The PlC of the civil aircraft is the only person who can judge whether the landing can be made safety. All information necessary to facilitate a safe approach and landing should be given by R/T.


Interception of Civil Aircraft If an ATS unit learns that an aircraft is being intercepted in its area of responsibility, it shall take any of the following steps as are appropriate in the circumstances:

Attempt to establish two way communication with the intercepted aircraft on any available frequency, including the emergency frequency 121.500 MHz, unless such communication already exists

Inform the pilot of the intercepted aircraft of the interception Establish contact with the intercept control unit maintaining two way

communication with the intercepting aircraft and provide it with available information concerning the aircraft

Relay messages between the intercepting aircraft or the intercept control unit and the intercepted aircraft, as necessary

In close co-ordination with the intercept control unit take all necessary steps to ensure the safety of the intercepted aircraft

Inform ATS units and adjacent FIRs if it appears that the aircraft has strayed As soon as an ATS unit learns that an aircraft is being intercepted outside its area of responsibility, it shall take such of the following steps as are appropriate in the circumstances:

Inform the ATS unit serving the airspace in which the interception is taking place, providing this unit with available information that will assist in identifying the aircraft and requesting it to take action

Relay messages between the intercepted aircraft and the appropriate ATS unit, the intercept control or the intercepting aircraft

Action by Intercepted Aircraft An aircraft that is intercepted by another aircraft shall immediately:

Follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals.

Notify, if possible, the appropriate ATS unit Attempt to establish communications with the intercepting aircraft, or with the

appropriate intercept control unit on, 121.500 MHz giving the identity of the intercepting aircraft and the nature of the flight. If no contact has been established, and if practicable, repeat this call on 243.00 MHz.

If equipped with SSR transponder, select Mode A 7700, unless otherwise instructed by the appropriate ATS unit

If any instructions received by radio conflict with those given by visual signal, the intercepted aircraft shall request immediate clarification. Whilst clarification is sought, the intercepted aircraft must continue to comply with the visual signals given by the intercepting aircraft.


If any instructions received by radio from any source conflicts with those given by the intercepting aircraft by radio, the intercepted aircraft shall request immediate clarification. Whilst clarification is sought, the intercepted aircraft must continue to comply with the radio signals given by the intercepting aircraft. Signals for use in the Event of Interception Air-to-Air Visual Signals Both intercepting and intercepted aircraft must adhere strictly to the following signals. All signals must be given as per the tables below. The intercepting aircraft must pay particular attention to any signals given by the intercepted aircraft that indicate it is in a state of distress. Signals Initiated by Intercepting Aircraft and Responses by Intercepted Aircraft

Intercepting Aircraft Signals

Meaning Intercepted Aircraft Responds

Meaning

1 DAY or NIGHT DAY or NIGHT

Rocking aircraft and flashing navigational lights at irregular intervals (and landing lights in the case of a helicopter) from a position slightly above and ahead of, and normally to the left of, the intercepted aircraft (or to the right if the intercepted aircraft is a helicopter) and after acknowledgement, a slow level turn, normally to the left, (or to the right in the case of a helicopter) on the desired heading NOTE: Meteorological conditions or terrain may require the intercepting aircraft to reverse the positions and directions of the turn above. If the intercepted aircraft is not able to keep pace with the intercepting aircraft, the latter is expected to fly a series of racetrack patterns and to rock the aircraft each time it passes the intercepted aircraft

You have been intercepted follow me

Rocking aircraft, flashing navigational lights at irregular intervals and following

Understood will comply


Intercepting Aircraft Signals

Meaning Intercepted Aircraft Responds

Meaning

DAY or NIGHT DAY or NIGHT 2 An abrupt breakaway manoeuvre from the intercepted aircraft consisting of a climbing turn of 90º or more without crossing the line of flight of the intercepted aircraft

You may proceed

Rocking the aircraft


DAY or NIGHT DAY or NIGHT 3 Lowering landing gear (if fitted), showing steady landing lights and overflying the runway in use or, if the aircraft is a helicopter, overflying the helicopter landing area. In the case of helicopters, the intercepting helicopter makes a landing approach coming to hover near the landing area

Land at this aerodrome

Lowering landing gear (if fitted), showing steady landing lights and following the intercepting aircraft and, if, after overflying the runway in use or helicopter landing area, landing is considered safe, proceeding to land


Signals Initiated by Intercepted Aircraft and Responses by Intercepting Aircraft

Intercepted Aircraft Signals Meaning Intercepting Aircraft Responds

Meaning

DAY or NIGHT DAY or NIGHT 4 Raising landing gear (if fitted) and flashing landing lights while passing over runway in use or helicopter landing area at a height exceeding 1000 ft but not exceeding 2000 ft (in the case of a helicopter, at a height exceeding 170 ft but not exceeding 330 ft) above the aerodrome level, and continue to circle runway in use or helicopter landing area. If unable to flash landing lights, flash any other lights available

Aerodrome you have designated is inadequate

If it is desired that the intercepted aircraft follow the intercepting aircraft to an alternate aerodrome, the intercepting aircraft raises its landing gear (if fitted) and uses Series 1 signals prescribed for intercepting aircraft If it is decided to release the intercepted aircraft, the intercepting aircraft uses the Series 2 signals prescribed for intercepting aircraft

Understood follow me

DAY or NIGHT DAY or NIGHT 5 Regular switching on and off of all available lights but in such a manner as to be distinct from flashing lights

Cannot comply Use Series 2 signals prescribed for intercepting aircraft

Understood

DAY or NIGHT DAY or NIGHT 6 Irregular flashing of all available lights

In distress Use Series 2 signals prescribed for intercepting aircraft

Understood


Radio Communication Between the Intercept Control Unit or the Intercepting Aircraft and the Intercepted Aircraft When an intercept is being made the intercept control unit or the intercepting aircraft should attempt to establish communications with the intercepted aircraft on 121.500 MHz. Failing this, an attempt to establish communications with the intercepted aircraft on other frequencies that may have been used with an ATS unit should be tried. If radio contact is made during interception but communication in a common language is not possible. Instructions can be issued and acknowledgements made using the table below:

Phrases for use by INTERCEPTING Aircraft Phrases for use by INTERCEPTED Aircraft Phrase Pronunciation Meaning Phrase Pronunciation Meaning

CALL SIGN KOL SA-IN What is your call sign?

CALL SIGN KOL SA-IN My call sign is

FOLLOW FOL-LO Follow me WILCO VILL-CO Understood, will comply

DESCEND DEE-SEND Descend for landing

CAN NOT KANN-NOTT Unable to comply

YOU LAND YOU-LAND Land at this aerodrome

REPEAT REE-PEET Repeat your instruction

PROCEED PRO-SEED You may proceed

AM LOST AM LOSST Position unknown

MAYDAY MAYDAY I am in distress

HIJACK HI-JACK I have been hijacked

LAND (Place name)

LAAND I request to land at

(Place name) DESCEND DEE-SEND I require

descent Syllables to be emphasized are underlined. Circumstances may not always permit, nor make desirable, the use of the phrase “HIJACK”


Chapter 28.

Doc 7030/4 – Regional Supplementary Procedures Introduction The ICAO Regional Supplementary Procedures (SUPPS) form the procedural part of the Air Navigation Plan developed by Regional Air Navigation (RAN) meetings to meet those needs of specific areas which are not covered in the world wide provisions. They complement the statement of requirements for facilities and services contained in the Air Navigation Publications. Procedures of worldwide applicability are either included in the Annexes to the Convention on International Civil Aviation as SARPS, or they form part of the documents entitled PANS. In the development of SUPPS, the following criteria must be satisfied:

SUPPS indicate a mode of implementing procedural provisions in Annexes and PANS as distinct from a statement or description of required facilities, and services as published in the Air Navigation Plan publications. SUPPS may also indicate permissible additions to provisions in Annexes and PANS, subject to the restrictions shown in the two paragraphs below

SUPPS must not be in conflict with the provisions contained in the Annexes or PANS. They must either:

• Specify detailed procedural regional options of those provisions, or • Promulgate a regional procedure of justifiable operational significance,

additional to existing provisions in Annexes or PANS

In the drafting of SUPPS, small variations in the text of procedures with similar intent applicable to more than one area should be avoided

The SUPPS do not have the same status as SARPS. The latter are adopted by Council in according of Article 37 (Adoption of International Standards and Procedures) of the Convention, subject to the full procedure of Article 90 (Adoption and Amendment of Annexes). The Council approves PANS and SUPPS:

The PANS are recommended to Contracting States for world wide use The SUPPS are recommended to Contracting States for application in the groups

of FIRs to which they are relevant PANS were originally developed from the common recommendations of regional meetings and were given worldwide application by the ICAO Council after action thereon by ICAO Divisions. There has been a gradual evolution of procedures from the regional to the worldwide category as ICAO Divisions have been able to adapt regionally developed procedures to worldwide requirements. Some of the worldwide procedures have been found suitable for classification as SARPS and therefore are gradually being incorporated in the Annexes of the Convention.


Application of the SUPPS in certain areas of the world has been specified according to groups of FIRs as shown below. The abbreviations identifying the groups of FIRs in which specific sets of SUPPS apply have been chosen in reference to ICAO region designators, but the limits of the areas of application do not necessarily coincide with the boundaries of the ICAO regions. The SUPPS are divided into the following 8 regions:

AFI Africa-Indian Ocean CAR Caribbean EUR Europe MID/ASIA Middle East/Asia NAM North America NAT North Atlantic PAC Pacific SAM South America

Whenever there is a specific relationship between a supplementary procedure and an Annex or PANS, such a relationship is indicated by reference to the parent document and relevant paragraph. These paragraph numbers appear above the text, together with the abbreviation as follows.

A Annexes to the Convention P Procedures for Air Navigation Services

eg A2-3.1.13

Refers to paragraph 3.1.13 of Annex 2 - Rules of the Air

Other abbreviations that might be seen are:

P-RAC Doc 4444/RAC/501 Rules of the Air and Air Traffic Services P-OPS Doc 8l65-OPS/611 Aircraft Operations

National differences or the non-application of the SUPPS are notified in the relevant AIPs.


EUR Regional Supplementary Procedures Part I - Rules of the Air, Air Traffic Services and Search and Rescue Flight Rules Special Application of IFR Flights shall be conducted in accordance with IFR (even when not operating in IMC) when operated above FL 150 within the following FIRs:

Amman Beirut Cairo Damascus Nicosia Tel Aviv

Air Traffic Advisory Service The PANS-RAC leave it to the discretion of the pilot whether or not to obtain air traffic advisory service when available. The following procedures make it compulsory to obtain such service under certain circumstances. All IFR flights shall comply with the procedure for air traffic advisory service when operating within the following FIRs:

Amman Beirut Cairo Damascus Nicosia Tel Aviv

Flight Plans Submission of a Flight Plan For flights subject to ATFM measures, the following procedures apply:

Flight plans shall be submitted at least 3 hours before the estimated off block time (EOBT)

Any changes to the EOBT of more than 15 minutes shall be the subject of a modification message


When a repetitive flight plan (RPL) or an individual flight plan (FPL) has been filed but it is decided, within 4 hours of EOBT, to use an alternative routing between the same aerodromes of departure and destination:

• A cancellation message (CNL) shall be transmitted immediately to all

addressees of the previous flight plan • A replacement flight plan (RFP) in the form of a FPL with identical call sign

shall be transmitted after the CNL message and with a delay of not less than 5 minutes

• The last RFP shall be filed at least 30 minutes before EOBT The submission of a RFP should be accepted as fulfilling a state’s requirement for advance notification of flight. Date of Flight in a Flight Plan PANS-RAC states that “if a flight plan is filed more than 24 hours in advance of the EOBT of the flight to which it refers, that flight plan shall be held in abeyance until at most 24 hours before the flight begins so as to avoid the need for the insertion of a date group into that flight plan”. The following removes this restriction and specifies details regarding the optional insertion of a date group into the flight plan. If a flight plan for a flight conducted wholly in the EUR Region is filed more than 24 hours in advance of the estimated EOBT, it is mandatory to provide the date of the flight. If the flight plan is filed less than 24 hours in advance of the EOBT, the date of the flight may be optionally indicated. This information will be inserted in Item 18 of the flight plan in the form of a 3-letter indicator followed by an oblique stroke and date of flight in a 6-figure format.

eg DOF/YYMMDD

DOF Date of flight YY Year MM Month DD Day

These flight plans shall be processed and transmitted without being held in abeyance. Air-Ground Communications and In-Flight Reporting Annex 2 and PANS-RAC require controlled flights and certain IFR flights outside controlled airspace to maintain a continuous listening watch on the appropriate radio frequency and to report positions in specified circumstances. The following expands such requirements and specifies additional details regarding the transmission and contents of in-flight reports.


Contents of Position Reports Abbreviated Reports Position reports should only contain:

The aircraft identification Position Time Flight level

unless otherwise specified in defined portions of the airspace, designated by the appropriate ATS authority, where:

Though SSR individual identity and verified Mode C information are permanently available in the form of labels associated with the radar position of the aircraft concerned, and

Reliable air-ground communications coverage, and direct pilot to controller communications exist,

The initial call after changing a radio frequency may only contain:

The aircraft identification Level

Subsequently any position report may only contain:

The aircraft identification Position Time

Action in the Event of Air-Ground Communication Failure A departing controlled IFR flight operating in IMC, having acknowledged an initial intermediate clearance to climb to a level other than the one specified in the current flight plan for the en-route phase of the flight, and experiencing two-way radio communication failure should, if no time limit or geographical limit was included in the climb clearance, maintain for a period of 3 minutes the level to which it was cleared and then continue its flight in accordance with the current flight plan. A departing controlled IFR flight being vectored by radar away from the route specified in its current flight plan and experiencing two-way radio communication failure should proceed in the most direct manner to the route specified in the current flight plan.


Air Traffic Control Clearances A PIC shall, if at any time in doubt, request a detailed description of the route from ATS. Separation of Aircraft Longitudinal Separation Minimum Based on Time and Radar Observed Distance A minimum longitudinal separation of 3 minutes may be applied between aircraft on the same track or crossing tracks, whether at the same level, climbing or descending, provided that:

Their flight progress is continuously monitored by radar forming an integral part of the ATCU concerned, and

The distance between the aircraft, as observed by radar, is never less than 20 nm Use of SSR Operation of SSR Equipment and Displays SSR derived information shall be checked by use of special monitoring devices, or by correlation of an identified primary radar blip with the appropriate SSR response. The “all codes” setting shall be used when it is necessary to display all aircraft in a specified area that are equipped with SSR or IFF/SSR transponders. The “all aircraft” setting shall be used when it is desired to display aircraft equipped with basic IFF transponders. Use of SSR Derived Information for the Provision of Separation Between Aircraft Except when the positional element of an SSR response cannot be resolved, SSR derived information may be used alone for the provision of horizontal separation between aircraft in the circumstances and under the conditions specified below:

Within the coverage area of the associated primary radar, in order to overcome known deficiencies of that radar eg the fact that primary radar echoes of certain aircraft are not, or not continuously, presented on the radar display due to the reflecting characteristics of such aircraft, clutter etc. In this case, SSR responses may be used for the separation of transponder equipped aircraft from other known aircraft not using SSR but displayed clearly on the primary radar display, provided that the SSR response from any aircraft (not necessarily the one being provided separation) coincide with the primary radar echo of the same aircraft


Outside the coverage area of the associated primary radar, or in certain areas (which shall be defined horizontally as well as vertically) and under circumstances specified by the appropriate authority in consultation with the operators, provided:

• Reliable SSR coverage exists within the area • The area is designated as controlled airspace • The control of air traffic in the area is vested in one ATC unit unless adequate

means of co-ordination exist between all ATC units concerned • Actual operating experience has shown that loss of SSR responses is not

occurring at a rate affecting the safety of operations and adequate measures for earliest possible detection of such losses have been developed

• Density and/or complexity of air traffic in the area and provision of navigational guidance allow to revert safely to other forms of separation in case of SSR failure

• The aircraft concerned have previously been identified and identification has been maintained

• Procedural separation is applied between aircraft with functioning transponders and other aircraft

In defined areas where advanced ATS systems are in operation and SSR is the

main source for the provision to ATS of continuous information on the position of aircraft, and where the carriage of SSR transponders is mandatory, the appropriate ATS authority, after consultation with operators, may authorize the systematic provision of horizontal and/or vertical separation based on SSR derived information, between aircraft which are equipped with correctly functioning transponders, provided that:

• Adequate SSR coverage exists throughout the area wherein this procedure is

used, and reliable operation of this service is assured • Identification of individual aircraft so separated is maintained by means of

discrete codes • Adequate primary radar or SSR ground based equipment back-up is provided

or, alternatively, in case of SSR failure density and/or complexity of air traffic in the area and availability of navigational guidance allow to revert safely to other forms of separation (based on either the use of primary radar or procedural control)

Note: Other appropriate forms of separation should be applied between aircraft with functioning transponders and other controlled aircraft

When primary radar fails and until procedural separation is established, provided

that:

• The positional accuracy of the SSR responses has been verified • The pilots of the aircraft concerned have been advised


In the case of aircraft in emergency

• The separation minima used should not be less than those applied when using the associated primary radar, if any, on the understanding that the resolution of the SSR is not better than that normally associated with primary radar.


Chapter 29.

Annex 7 – Aircraft Nationality and Registration Marks Annex 7 contains Standards adopted by the ICAO as the minimum Standards for the display of marks to indicate appropriate nationality and registration which have been determined to comply with Article 20 of the Convention. Nationality, Common and Registration Marks to be Used The nationality mark or common mark and registration mark shall consist of a group of characters. The nationality or common mark shall precede the registration mark. When the first character of the registration mark is a letter it shall be preceded by a hyphen. The nationality mark and common mark shall be selected from the series of nationality symbols included in the radio call signs allocated to the state of registry by the International Telecommunication Union. The nationality mark shall be notified to the ICAO. The common mark is assigned by ICAO.

eg G-BOBA The registration mark shall be letters, numbers, or a combination of letters and numbers and shall be assigned by the state of registry. When letters are used for the registration mark, combination shall not be used which might be confused with:

The five letter combinations used in the International Code of Signals The three letter combinations beginning with Q used in the Q code The distress signal SOS or other similar urgent signals, eg XXX, PAN and TTT

Location of Nationality Common and Registration Marks General The nationality or common mark and registration mark shall be painted on the aircraft or shall be affixed by any other means ensuring a similar degree of permanence. The marks must be kept clean and visible at all times. Heavier-Than-Air Aircraft

Wings On heavier-than-air aircraft the marks shall appear once on the lower surface of the wing and shall be at least 50 cm. Fuselage and Vertical Tail Surfaces On heavier-than-air aircraft the marks shall appear on each side of the fuselage between the wings and the tail surface. When located on a single vertical tail surface they shall appear on both sides and shall be at least 30 cm.


Special Cases If a heavier-than-air aircraft cannot comply with the above then the marks shall appear in a manner such that the aircraft can be identified readily

Type of Characters for Nationality, Common and Registration Marks The letters shall be in capital letters in Roman characters without ornamentation. Numbers shall be Arabic numbers without ornamentation. Certificate of Registration The certificate of registration shall be carried in the aircraft at all times, Supplement 2 to Annex 7 lists the States that:

Have notified ICAO of differences to the Standards Have notified ICAO that no differences exist No information has been received from

The certificate of registration, in wording and arrangement, shall be a replica of the form shown below. State or Common Mark Registering Authority Ministry Department or Service CERTIFICATE OF REGISTRATION 1. Nationality or Common Mark and Registration Mark

2. Manufacture and Manufacturer’s Designation of Aircraft

3. Aircraft Serial No

4. Name of Owner …………………………………………………………………. 5. Address of Owner ……………………………………………………………….. 6. It is hereby certified that the above described aircraft has been duly entered on the (Name of Register) in accordance with the Convention on International Civil Aviation dated 7th December 1944 and with the …………………………. Signature ………………… Date of Issue …………….. * For use by the State of Registry or common mark registering authority


Identification Plate All aircraft carry an identification plate inscribed with:

Nationality or common mark Registration mark

The plate is made of:

Fireproof metal, or Fireproof material.

It is secured to the aircraft in a prominent position near the main entrance.


Chapter 30.

Annex 8 – Airworthiness of Aircraft Annex 6 deals with aeroplane performance operating limitations and contains Standards that are complimentary to the airworthiness Standards of Annex 8. The Council has urged Contracting States not to impose on visiting aeroplanes operational requirements other than those established by the State of Registry, provided those requirements are not lower than the Standards of Annex 6. Certificate of Airworthiness The Certificate of Airworthiness as detailed in these standards, is the Certificate of Airworthiness referred to in Article 31 of the Convention. Proof of Compliance with Appropriate Airworthiness Requirements The Certificate of Airworthiness shall be issued by the Contracting State that approves the aircraft or by its authorized representatives on the basis of evidence that the aircraft complies with the appropriate airworthiness requirements. There shall be:

An approved design to show that the aircraft complies with the airworthiness requirements.

Records kept to establish the identification of the aircraft with its approved design An inspection of the aircraft during the course of construction to determine that it

conforms to the approved design. An inspection of the aircraft to establish that its construction and assembly are

satisfactory Flight tests as deemed necessary to show compliance with the airworthiness

requirements When an aircraft possessing a valid Certificate of Airworthiness (C of A) issued by a Contracting State is entered on the register of another Contracting State, the new State of Registry may accept the Certificate of Airworthiness as satisfactory evidence that the aircraft is airworthy. Contracting States can withhold a C of A if the aircraft is known, or suspected, to have dangerous features not specifically covered by the airworthiness requirements.


Continuing Airworthiness of Aircraft The continuing airworthiness of an aircraft shall be determined by the State of Registry in relation to the requirements in force for that aircraft. The State of Registry shall also develop or adopt requirements to ensure the continuing airworthiness of an aircraft throughout its life. Validity of Certificate of Airworthiness A Certificate of Airworthiness shall be renewed, or shall remain valid, subject to the laws of the State of Registry. The State of Registry shall require that the continuing airworthiness of the aircraft shall be determined by periodical inspections at appropriate intervals. Method of Rendering a Certificate of Airworthiness Valid A State of Registry can validate the Certificate of Airworthiness issued by another state, as an alternative to issuing its own certificate. This validation shall not extend beyond the period of validation of the original Certificate of Airworthiness. Temporary Loss of Airworthiness General Any failure to maintain an aircraft in an airworthy condition, as defined by the appropriate airworthiness requirements, shall render the aircraft ineligible for operation until the aircraft is restored to an airworthy condition. Damage To Aircraft When an aircraft has sustained damage the State of Registry shall judge whether the damage is such that the aircraft is no longer airworthy. If the damage is sustained or ascertained when the aircraft is in another Contracting State, the authorities of that State have the right to prevent the aircraft from flying on the condition that they inform the State of Registry immediately. Aircraft Limitations and Information Each aircraft shall be provided with a flight manual, or other documents, stating the approved limitations within which the aircraft is considered airworthy.


* * State of Registry Issuing Authority CERTIFICATE OF AIRWORTHINESS 1. Nationality or Common Mark and Registration Mark

2. Manufacture and Manufacturer’s Designation of Aircraft

3. Aircraft Serial No

4. Categories …………………………………………………………………. This Certificate of Airworthiness is issued pursuant to the Convention on International Civil Aviation dated 7th December 1944 and …………………….. in respect of the above-mentioned aircraft which is considered to be airworthy when maintained and operated in accordance with the foregoing and the pertinent operating limitations. Date of Issue ……………… Signature ………………………….. * For use by the State of Registry or common mark registering authority Instruments and Equipment Required Instruments and Equipment The aeroplane has to be provided with approved instruments and equipment necessary for the safe operation of the. These shall include the instruments and equipment necessary to enable the crew to operate the aeroplane within its operating limitations. Installation Instrument and equipment installations shall comply with the Standards of this Annex. Safety and Survival Equipment Prescribed safety and survival equipment which the crew or passengers are expected to use or operate at the time of an emergency is to be reliable, readily accessible and easily identified, and its method of operation plainly marked.


Navigation Lights and Anti-collision Lights The lights required must have the:

Intensities Colours Fields of coverage and Other characteristics

such that they are easy to interpret by other pilots and ground personnel. In the design of such lights due account shall be taken of the conditions under which they may reasonably be expected to perform these functions. Lights are installed in aeroplanes so as to minimize the possibility that they will:

adversely affect the satisfactory performance of the flight crews’ duties; or subject an outside observer to harmful dazzle.

In some cases it may be necessary to provide the pilot with the means to switch off or reduce the intensity of the flashing lights. Operating Limitations and Information General The operating limitations are made available by provision of:

an aeroplane flight manual markings and placards

and such other means as may effectively accomplish the purpose. Operating Limitations Where there is a risk of exceeding limitations in flight the instrument should be appropriately marked so that the pilot can easily determine when the limitation has been reached.


Flight Crew Limitations The minimum number of flight crew personnel necessary to operate the aeroplane should be listed on the C of A. Loading Limitations The loading limitations shall include all limiting mass, centres of gravity position, mass distributions, and floor loading. Airspeed Limitations The airspeed limitations shall include all speeds which limit

structural integrity or flying qualities of the aeroplane, or from other considerations.

These speeds shall be identified with respect to the appropriate aeroplane configurations and other pertinent factors. Limitations on Equipment and Systems The limitations on equipment and systems include all those established for the various equipment and systems as installed in the aeroplane. Loading Information The loading information includes:

The empty mass of the aeroplane A definition of the condition of the aeroplane at the time of weighing The corresponding centre of gravity position and The reference point(s) and datum line(s) to which the centre of gravity limits are

related. Usually the empty mass excludes:

The mass of the crew and payload The usable fuel supply and The drainable oil


It includes:

The mass of all fixed ballast Unusable fuel supply Undrainable oil Total quantity of engine coolant and Total quantity of hydraulic fluid.

Operating Procedures A description is given of normal and emergency operating procedures that are peculiar to the aeroplane and necessary for safe operation. Handling Information Sufficient information is given on any significant or unusual features of the aeroplane characteristics. Stalling speeds or minimum steady flight speeds are also given. Least-risk Bomb Location A least-risk location on the aeroplane shall be identified where a bomb or other explosive device may be placed to minimize the effects on the aeroplane in the case of detonation. Performance Information Included is information regarding the various aeroplane configurations and powers involved and the relevant speeds, together with information which would assist the flight crew in attaining the performance as scheduled. Aeroplane Flight Manual An aeroplane flight manual is available with the aircraft. It identifies the specific aeroplane or series of aeroplanes to which it is related. The aeroplane flight manual shall include at least the limitations, information and procedures specified in this chapter. Markings and Placards Markings and placards on instruments, equipment, controls, etc shall include such limitations or information as necessary for the direct attention of the flight crew during flight. Markings and placards, or instructions, shall be provided to give any information which is essential to the ground crew in order to preclude the possibility of mistakes in ground servicing (e.g. towing, refuelling) which could pass unnoticed and which could jeopardize the safety of the aeroplane in subsequent flights.


Chapter 31.

Annex 6 – Operation of Aircraft Applicability Annex 6 contains SARPs adopted by the ICAO as the minimum Standards applicable to the operation of aeroplanes by operators authorized to conduct international commercial air transport operations. These international commercial air transport operations include:

Scheduled international air services Non-scheduled international air services for remuneration or hire,

It is no longer necessary to differentiate in the SARPs between scheduled and non-scheduled international air services. The purpose of Annex 6 is to contribute to the safety of international air navigation by providing criteria of safe operating practice and to contribute to the efficiency and regularity of international air navigation by encouraging States to facilitate the passage over their territories of aeroplanes in international commercial air transport belonging to other States that operate in conformity with such standards. An element of the safety of an operation is the safety of the aircraft, that is, its level of airworthiness. The level of airworthiness is not fully defined by the application of the airworthiness Standards of Annex 8, but also requires the application of those standards in Annex 6 that are complementary to them. Annex 8 includes broad Standards which defined, for application by the competent national authorities, the complete minimum international basis for the recognition by States of the C of A for the purpose of the flight of aircraft of other States into or over their territories. It is recognized that the ICAO Standards of airworthiness would not replace national regulations and that national codes of airworthiness containing the full scope and extent of detail considered necessary by individual States are necessary as the basis for the certification of individual aircraft. Each State would establish its own comprehensive and detailed code of airworthiness, or would select a comprehensive and detailed code by another Contracting State. General An operator shall ensure that all employees when abroad know that they must comply with the laws, regulations and procedures of those States in which the operations are conducted.


An operator shall ensure that all pilots are familiar with the laws, regulations and procedures relevant to their duties:

Prescribed for the areas to be crossed The aerodromes to be used, and The air navigation facilities

The operator shall ensure that other members of the flight crew are familiar with such of these laws, regulations and procedures as are pertinent to the performance of their respective duties. An operator or a designated representative shall have responsibility for operational control, If an emergency situation, which endangers the safety of the aeroplane or persons, necessitates the taking of action that involves a violation of local regulations or procedures, the PlC shall notify the appropriate local authority without delay. If required by the State in which the incident occurs, the PlC shall submit a report on any such violation to the appropriate authority of such State. In the event, the PIC shall also submit a copy of any report to the State of the Operator. These reports shall be submitted as soon as possible and normally within 10 days. Operators shall ensure that PICs have available on board the aeroplane all the essential information concerning the SAR services in the area over which the aeroplane will be flown. An operator shall establish and maintain an accident prevention and flight safety programme. Flight Operations Operating Facilities An operator shall ensure that a flight will not be commenced unless it has been ascertained by every means available that the ground facilities available and directly required on such flight for the safe operation of the aeroplane and the protection of passengers, are adequate for the type of operation under which the flight is to be conducted and are adequately operated for this purpose.

Note: ‘Reasonable means” in this Standard is intended to denote the use, at the point of departure, of information available to the operator either through official information published by the aeronautical information services or readily available from other sources

An operator shall ensure that any inadequacy of facilities observed in the course of operations is reported to the authority responsible for them, without undue delay.


Subject to their published conditions of use, aerodromes and their facilities shall be kept continuously available for flight operations during their published hours of operations, irrespective of weather conditions. Aerodrome Operating Minima The State of the Operator shall require that the operator establish aerodrome operating minima for each aerodrome to be used in operations, and shall approve the method of determination of such minima. The minima shall not be lower than any that may be established for that aerodrome by the State, except when specifically approved by that State.

Note: This Standard does not require the State in which the aerodrome is located to establish aerodrome operating minima

The State of the Operator shall require that in establishing the aerodrome operating minima which will apply to any particular operation, full account shall be taken of:

The type, performance and handling characteristics of the aeroplane 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 aeroplane for the purpose of navigation and/or

control of the flight path during the approach to landing and missed approach The obstacles in the approach and missed approach areas and the OCA/H for

the instrument approach The means used to determine and report meteorological conditions, and The obstacles in the climb out areas and necessary clearance margins

For aeroplane landing operations, aerodrome operating minima below 800 m visibility should not be authorized unless RVR information is provided Crew Pilot In Command For each flight, the operator shall designate one pilot to act as PIC. Flight Time, Flight Duty Periods And Rest Periods An operator shall formulate rules to limit flight time and flight duty periods and for the provision of adequate rest periods for all its crew members. These rules shall be in accordance with the regulations established by the State, and included in the Operations Manual.


An operator shall maintain current records of the flight time, flight duty periods and rest periods of all its crewmembers. For each flight in an aeroplane above 15 000 m (49 000 ft), the operator shall maintain records so that the total cosmic radiation dose received by each crew member over a period of 12 consecutive months can be determined. Aeroplane Performance Operating Limitations Aeroplanes shall be operated in accordance with a comprehensive and detailed code of performance established by the State of Registry in compliance with the applicable Standards of Annex 6. Single engine aeroplanes shall only be operated in conditions of weather and light, and over such routes and diversions therefrom, that permit a safe forced landing to be executed in the event of engine failure. These Standards shall apply to aeroplanes of over 5700 kg maximum certificated take-off mass intended for the carriage of passengers or cargo or mail in international air navigation. An aeroplane shall be operated in compliance with the terms of its C of A and within the approved operating limitations contained in its flight manual, The State of Registry shall take such precautions as are reasonably possible to ensure that the general level of safety contemplated by these provisions is maintained under all expected operating conditions, including those not specifically by the provisions of this chapter A flight shall not be commenced unless the performance information provided in the flight manual indicates that the following Standards can be complied with for the flight to be undertaken. In applying the Standards, account shall be taken of all factors that significantly affect the performance of the aeroplane, such as:

Mass Elevation, or the pressure-altitude appropriate to the elevation of the aerodrome Temperature Wind Runway gradient, and Condition of the runway

Such factors shall be taken into account directly as operational parameters or indirectly by means of allowances or margins, which may be provided in the scheduling of performance data or in the comprehensive and detailed code of performance in accordance with which the aeroplane is being operated.


Mass Limitations The mass of the aeroplane at the start of take-off shall not exceed the mass at which take-off, en-route or landing performance is calculated, allowing for reductions in mass as the flight proceeds, and for such fuel jettisoning as is required. In no case shall the mass at the start of take-off exceed the maximum take-off mass specified in the flight manual for the elevation or the pressure-altitude appropriate to the elevation of the aerodrome, and, if used as a parameter to determine the maximum take-off mass, any other local atmospheric condition In no case shall the estimated mass for the expected time of landing at the aerodrome of intended landing and at any destination alternate aerodrome, exceed the maximum landing mass specified in the flight manual for the elevation or the pressure-attitude appropriate to the elevation of those aerodromes, and if used as a parameter to determine the maximum landing mass, any other local atmospheric condition. In no case shall the mass at the start of take-off, or at the expected time of landing at the aerodrome of intended landing and at any destination alternate aerodrome, exceed the relevant maximum masses at which the compliance has been demonstrated with the applicable noise certification Standards in Annex 16, unless otherwise authorized in exceptional circumstances for a certain aerodrome where there is no noise disturbance problem, by the competent authority of the State in which the aerodrome is situated. Take-Off The aeroplane shall be able, in the event of a critical power unit failing at any point in the take-oft either:

To discontinue the take-off and stop within the accelerate-stop distances available, or

To continue the take-off and clear all obstacles along the flight path by an adequate margin until the aeroplane is in a position to comply with the en-route criteria

In determining the length of the runway available, account shall be taken of the loss, if any, of runway length due to alignment of the aeroplane prior to take-off En-Route - One Power Unit Inoperative The aeroplane shall be able, in the event of the critical power-unit becoming inoperative at any point along the route or planned diversions therefrom, to continue the flight to an aerodrome at which the Standard for landing can be met, without flying below the minimum flight altitude at any point.


En-Route - Two Power Units Inoperative In the case of aeroplanes having 3 or more power units, on any part of a route where the location of en-route alternate aerodromes and the total duration of the flight are such that the probability of a second power-unit becoming inoperative must be allowed for if the general level of safety implied by the Standards of this chapter is to be maintained, the aeroplane shall be able, in the event of any two power units becoming inoperative, to continue the flight to an en-route alternate aerodrome and land. Landing The aeroplane shall, at the aerodrome of intended landing and at any alternate aerodrome, after clearing all obstacles in the approach path by a safe margin, be able to land, with assurance that it can come to a stop within the LDA. Allowance shall be made for expected variations in the approach and landing techniques, if such allowance has not been made in the scheduling of performance data.


Chapter 32.

Annex 9 - Facilitation Introduction The SARPs on Facilitation are the outcome of Article 37 of the Convention, which provides, that the ICAO shall adopt and amend as necessary, international SARPS dealing with:

Customs and immigration procedures, and Other matters concerned with the safety, regularity and efficiency of air navigation

as may appear appropriate. This policy is strengthened by Article 22 of the Convention, which expresses the obligation accepted by each Contracting State

“To adopt all practicable measures, through the issuance of special regulations or otherwise, to facilitate and expedite navigation between the territories of Contracting States, and to prevent unnecessary delays to aircraft, crews, passengers and cargo, especially in the laws relating to immigration, quarantine, customs and clearance”.

Article 23 of the Convention further strengthens this policy, by expressing the undertaking of each Contracting State:

“So far as it may find practicable to establish customs and immigration procedures affecting international air navigation in accordance with the practices which may be established or recommended from time to time pursuant to this Convention”

Entry and Departure of Aircraft General Contracting States shall make procedures for the clearance of aircraft, including those applied for aviation security purposes, as well as narcotics control, so as to retain the advantage of speed inherent in air transport. Description, Purpose and Use of Aircraft Documents Contracting States shall not require the presentation of the General Declaration when this information can be readily obtained in an alternative and acceptable manner. An attestation is acceptable. A Contracting State which continues to require the presentation of the General Declaration shall accept it when signed by either the authorized agent or the PlC. When necessary, the


health section can be signed by a crewmember when the General Declaration itself has been signed by a non-crew member Where Contracting States require the presentation on entry and departure of aircraft of information relating to crewmembers, such information shall be limited to the number of crew on board. Where the General Declaration continues to be required, this information shall be provided in the column headed “Total number of crew”. Contracting States shall not normally require the presentation of a Passenger Manifest, but when this type of information is required it can be provided in an alternative and acceptable manner; such as a computer printout. Contracting States shall not require the presentation of a written declaration of stores remaining on board aircraft. In respect of stores laden on or unladen from an aircraft, Contracting States which continue to require the presentation of a written declaration shall limit the information required to an absolute minimum. Outbound Procedures Contracting States shall not require the authorized agent or the PlC to deliver to the public authorities concerned, before departure of the aircraft, more than:

Two copies of the General Declaration, when used Two copies of the Cargo Manifest, when used, listing cargo, including

unaccompanied baggage, laden according to points of unlading Two copies of a simple stores list, when used, listing stores laden

Inbound Procedures Contracting States shall not require the authorized agent or the PlC to deliver to the public authorities concerned, on arrival of the aircraft, more than

Three copies of the General Declaration, when used Three copies of the Cargo Manifest, when used, listing cargo, including

unaccompanied baggage, laden according to points of unlading Two copies of a simple stores list, when used, listing stores laden

Entry and Departure of Persons and their Baggage General No documents other than those provided for in this Annex shall be required by Contracting States for the entry into and departure from their territories of visitors.


Entry Requirements and Procedures Passenger Identity Documents Contracting States shall not require from visitors by air any other document of identity other than a valid passport. Visas In cases where a Contracting State continues to require entrance visas from visitors, it shall adopt the practice of issuing such visas without charge through reciprocal or other acceptable arrangements. Additional Documentation A Contracting State which continues to require supplementary information from visitors travelling by air, shall use Embarkation/Disembarkation Cards. Public Health Requirements In cases where evidence of protection against yellow fever is required then Contracting States shall accept the International Certificate of Vaccination or Revaccination issued by the World Health Organization. Medical examination of persons arriving by air should normally be limited to those disembarking and coming within the incubation period of the disease concerned from an area infected with one of three quarantinable diseases:

Plague Cholera Yellow Fever

Clearance Procedures Except in special circumstances, Contracting States shall not require that identity documents be collected from passengers or crew before they arrive at the passport control points. After individual presentation by passengers and crew of the identity documents, except in special individual circumstances, they shall be handed back immediately. Contracting States shall accept an oral declaration of baggage from passengers and crew. Unaccompanied baggage shall be inspected on a sampling or selective basis. Crew and Other Operators Personnel


Contracting States shall ensure that when inspection of crew members and their baggage is required on arrival or departure, such inspection shall be carried out as quickly as possible. Contracting states shall provide facilities which will enable crew members of airlines who are not required to be licensed to obtain a crew member’s certificates containing the requirements set out in Annex 7. In the case of an airline flight crew member who:

Retains his licence in his possession when embarking and disembarking Remains at the airport where the aircraft has stopped or within the confines of

cities adjacent to the airport and departs on the same aircraft or on his next regular scheduled flight, each Contracting State shall accept such licence for temporary admission to the State and shall not require a passport or visa, Provided that the licence contains the specifications laid out in Annex 1 and:

A certification that the holder may at all times re-enter the State of Issuance of the licence upon production of the licence

A photograph of the holder The place and date of birth of the holder

Note: The licence is recognized as a satisfactory identity document even if the holder is not a national of the State of Registry of the aircraft on which he serves

Each Contracting State shall extend privileges of temporary admission to those flight crew members on aircraft not engaged in scheduled international air services, subject to the requirement that such flight crew members must depart on the aircraft on its first flight out of the territory of the state. Crewmembers shall be extended the same temporary admission rights as flight crewmembers. When it is necessary for an airline crew member, in the exercise of his duties, to travel to another state as a passenger by any means of transportation in order to join an aircraft, Each Contracting State shall accept from that crew member, in lieu of passport and visa for temporary admission either a licence or crew member’s certificate. Where required, a document from the crewmember’s employer certifying the purpose of the journey may be required. Non-scheduled services have the same rights as scheduled services subject to:

The crew member concerned is in possession of a valid Crew Member Certificate, and


The crew member concerned must depart on the aircraft on its first flight out of the territory of the State

Departure Requirements and Procedures Contracting States shall not require exit visas from their own nationals or residents wishing to tour abroad nor from visitors at the end of their stay. Contracting States shall not require inspection of baggage of passengers departing from their territory, except for aviation security measures, or in special circumstances. Particular Provisions Inadmissible Persons Each Contracting State shall ensure that a person found inadmissible is transferred back into the custody of the operator who shall be responsible for the prompt removal to:

The point where the person commenced his journey, or To any other place where the person is admissible

The public authorities shall without delay inform the operator when a person is found inadmissible and consult the operator regarding the possibilities of departure Contracting States shall accept for examination a person being returned from his point of disembarkation after having been found inadmissible if this person stayed in their territory before embarkation. This does not include a person in direct transit. Contracting States shall not return such a person to the country where he was earlier found to be inadmissible. The obligation of a carrier to transport any person away from the territory of a Contracting State shall terminate from the moment that person has been definitely admitted into that state. Operators shall take precautions at the point of embarkation to ensure that passengers are in possession of any control documents prescribed by the Contracting State. Deportees Each Contracting State shall ensure that operators are informed when persons are obliged to travel because they have been formally ordered by the public authorities to be removed from that State.


Chapter 33.

Air Traffic Advisory Service and Alerting Service Reference: Procedures For Air Navigation Services, Rules of the Air and Air Traffic Services, Document 4444-RAC/501 Air Traffic Advisory Service Objective and Basic Principles The objective of the air traffic advisory service is to make information on collision hazards more effective than it would be in the mere provision of FIS. It may be provided to aircraft conducting IFR flights in advisory airspace or on advisory routes (Class F airspace in the UK). Such areas or routes will be specified by the State concerned. Air traffic advisory service should only be implemented where the air traffic services are inadequate for the provision of air traffic control and the limited advice on collision hazards otherwise provided by FIS will not meet the requirement. Where air traffic advisory service is implemented, this should be considered normally as a temporary measure only until such time as it can be replaced by air traffic control service. Air traffic advisory service does not afford the same degree of safety and cannot assume the same responsibilities as air traffic control service in respect of the avoidance of collisions, since information regarding the disposition of traffic in the area concerned available to the unit providing air traffic advisory service may be incomplete. To make this quite clear, 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. Aircraft Using the Air Traffic Advisory Service IFR flights electing to use the air traffic advisory service when operating within Class F airspace are expected to comply with the same procedures as those applying to controlled flights except that:

The flight plan and any changes are not subjected to a clearance, since the unit furnishing air traffic advisory service will only provide advice on the presence of essential traffic or suggestions as to a possible course of action

It is for the aircraft to decide whether or not it will comply with the advice or suggestion received and to inform the unit providing air traffic advisory service without delay, of its decision

Air-ground contacts shall be made with the ATS unit designated to provide air traffic advisory service within the advisory airspace or portion thereof


Aircraft Not Using the Air Traffic Advisory Service Aircraft wishing to conduct IFR flights within advisory airspace, but not electing to use the air traffic advisory service, shall submit a flight plan, and notify changes to the unit providing the service. IFR flights planning to cross an advisory route should do so as nearly as possible at an angle of 90º to the direction of the route and at a level, appropriate to its track, selected from the tables of cruising levels for use by IFR flights outside controlled airspace. Air Traffic Services Units An ATS unit providing air traffic advisory service shall:

Advise the aircraft to depart at the time specified and to cruise at the levels indicated in the flight plan if it does not foresee any conflict with other known traffic Suggest to aircraft a course of action by which a potential hazard maybe avoided, giving priority to an aircraft already in advisory airspace over other aircraft desiring to enter such advisory airspace Pass to aircraft traffic information comprising the same information as that prescribed for area control service

The criteria used above should be at least those laid down for aircraft operating in CAS and should take into account the limitations inherent in the provision of air traffic control advisory service, navigation facilities and air-ground communications prevailing in the region. Alerting Service When required by the appropriate ATS authority to facilitate the provision of alerting and SAR services, an aircraft, prior to and when operating within or into designated areas or along designated routes, shall comply with the provisions detailed in Annex 2 concerning the submission, completion, changing and closing of a flight plan. In addition to the above, aircraft equipped with suitable two-way radio communications shall report during the period 20 to 40 minutes following the time of last contact, whatever the purpose of such contact, merely to indicate that the flight is progressing according to plan, such report to comprise of:

The identification of the aircraft The radio call “operations normal”, or The signal QRU


The “operations normal” message shall be transmitted air-ground to an appropriate ATS unit (normally to the aeronautical telecommunication station serving the FIR in which the aircraft is flying) It may be advisable, in case of a SAR operation of a substantial duration, to promulgate by NOTAM the lateral and vertical limits of the area of SAR action, and to warn aircraft not engaged in actual SAR operations and not controlled by air traffic control to avoid such areas unless authorized by the appropriate ATS unit Where no report from an aircraft has been received within a reasonable period of time (which may be a specified interval 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 30 minutes, endeavour to obtain such report in order to be in a position to apply the provisions relevant to the “INCERFA phase” should circumstances warrant such action. When alerting service is required in respect of a flight operated through more than one FIR or CTA, and when the position of the aircraft is in doubt, responsibility for co-ordinating such service shall rest with the ATS unit of the FIR or CTA:

Within which the aircraft was flying at the time of last air-ground contact That the aircraft was about to enter when last air-ground contact was established

at or close to the boundary of 2 FIRs or CTAs Within which the aircraft’s intermediate stop or final destination is located:

• If the aircraft was not equipped with suitable two-way radio communication

equipment, or • Was not under obligation to transmit reports


Chapter 34.

Alerting Service and Search and Rescue References: Annex 11 - Air Traffic Services

Annex 12 - Search and Rescue Alerting Service Application Alerting service shall be provided:

For all aircraft provided with air traffic control service In so far as is practicable, to all aircraft having filed a flight plan or otherwise

known to the ATS, and To any aircraft known or believed to be the subject of unlawful interference

Flight information centres or area control centres shall serve as the central point for collecting all information relevant to a state of emergency of an aircraft operating within the FIR or CTA concerned and for forwarding such information to the appropriate Rescue Co-ordination Centre (RCC). In the event of a state of emergency arising to an aircraft while it is under the control of an aerodrome control tower or approach control office, such unit shall notify immediately the flight information centre or area control centre responsible which shall in turn notify the RCC. Notification of the area control centre, flight information centre or RCC shall not be required when the nature of the emergency is one that can be dealt with by the service concerned. Whenever the urgency of the situation so requires, the aerodrome control tower or approach control office responsible shall first alert and take other necessary steps to set in motion all appropriate local rescue and emergency organizations which can give the immediate assistance required. Notification of Rescue Co-Ordination Centres Without prejudice to any other circumstances that may render such notification advisable, ATS units shall notify RCCs immediately an aircraft is considered to be in a state of emergency in accordance with the following phases: Uncertainty Phase (INCERFA)

No communication has been received from an aircraft within a period of thirty minutes after the time a communication should have been received, or from the


time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier, or when

An aircraft fails to arrive within thirty minutes of the ETA last notified to or estimated by ATS units, whichever is the later

Except when no doubt exists as to the safety of the aircraft and its occupants. Alert Phase (ALERFA)

Following the uncertainty phase, subsequent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft, or when

An aircraft has been cleared to land and fails to land within 5 minutes of the established time of landing and communication has not been re-established with the aircraft, or when

Information has been received which indicates that the operating efficiency of the aircraft has been impaired but not to the extent that a forced landing is likely

Except when evidence exists that would allay apprehension as to the safety of the aircraft and its occupants, or when

An aircraft is known or believed to be the subject of unlawful interference Distress Phase (DETRESFA)

Following the alert phase further unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in distress, or when

The fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety, or when

Information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely, or when

Information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing

Except when there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance The notification shall contain such of the following information as is available in the order listed:

INCERFA, ALERFA or DETRESFA as appropriate to the phase of emergency Agency and person calling Nature of the emergency Significant information from the flight plan


Unit which made last contact, time and frequency used Last position report and how determined Colour and distinctive marks of aircraft Any action taken by reporting office Other pertinent remarks

In addition to the above the RCC is given the following information:

Any useful additional information, especially on the development of the state of emergency through subsequent phases, or

Information that the emergency situation no longer exists Information to Aircraft Operating In the Vicinity of an Aircraft in a State of Emergency When it has been established by an ATS unit that an aircraft is in a state of emergency, other aircraft known to be in the vicinity of the aircraft involved shall be informed of the nature of the emergency as soon as practicable When an ATS unit knows or believes that an aircraft is being subjected to unlawful interference, no reference shall be made in ATS air-ground communications to the nature of the emergency unless it has been referred to in communications from the aircraft involved and it is certain that such reference will not aggravate the situation. Organisation Establishment and Provision of Search and Rescue Service Contracting States shall arrange for the establishment and provision of search and rescue (SAR) services on a 24 hour basis. Oceans, or areas of undetermined sovereignty, where SAR services have to be established shall be determined on the basis of regional air navigation agreements. A Contracting State having accepted the responsibility to provide a SAR service in such areas shall arrange for the service to be established and provided in accordance with the Annex.

Note: The phrase “regional air navigation agreements” refers to the agreements approved by the Council of ICAO normally on the advice of Regional Air Navigation Meetings

In providing assistance to aircraft in distress and to survivors of aircraft accidents, Contracting States shall do so regardless of the nationality of such aircraft or survivors


Establishment of Search and Rescue Regions Contracting States shall publish the SAR regions within which they will provide SAR service. Such regions shall not overlap. Boundaries of SAR regions should be, in so far as practicable, be coincident with the boundaries of corresponding FIR Establishment and Designation of Search and Rescue Service Units Contracting States shall establish a rescue co-ordination centre (RCC) in each SAR region. Contracting States should establish rescue sub-centres whenever this would improve the efficiency of SAR services In areas where public telecommunications would not permit persons observing an aircraft in emergency to notify the RCC concerned directly and promptly. Contracting States should designate suitable units of public or private services as alerting posts. Communications for Search and Rescue Services Units Each RCC shall have means of immediate communication with:

The associated ATS unit Associated rescue subentries Appropriate direction-finding and position-fixing stations in the region Where appropriate, coastal radio stations capable of alerting and communicating

with surface vessels in the region

Note: “Means of immediate communication” are considered to be direct-line telephone or teletype, direct radiotelephone circuit, or, when these cannot be made available, telephone or teletype via a switchboard

Each RCC shall have means of rapid and reliable communication with:

The headquarters of rescue units in the region RCC in adjacent regions A designated meteorological office or meteorological watch office Rescue units when employed in SAR Alerting posts The COSPAS-SARSAT Mission Control Centre servicing the SAR region when

the RCC has been designated SAR point of contact

COSPAS - Space system for search of vessels in distress SARSAT - Search and rescue satellite aided tracking


In addition to the above, each rescue sub-centre shall have means of rapid and reliable communication with:

Adjacent rescue sub-centres A meteorological office or meteorological watch office Rescue units when employed in SAR Alerting posts

The means of communication provided should be supplemented as and where necessary, by other means of visual or audio communication. Equipment of Rescue Units Rescue units shall be provided with facilities and equipment for locating promptly, and for providing adequate assistance at, the scene of an accident. Co-operation Co-Operation Between States Contracting States shall co-ordinate their SAR organizations with those of neighbouring Contracting States. Contracting States should in so far as is practicable, develop common SAR procedures to facilitate co-ordination of SAR operations with those of neighbouring states. Subject to conditions, a Contracting State shall permit immediate entry into its territory of rescue units of other states for the purpose of searching for the site of aircraft accidents and rescuing survivors of such accidents. The authorities of a Contracting State which wishes its rescue units to enter the territory of another Contracting State for SAR purposes shall transmit a request to the RCC of the state concerned or to such other authority as has been designated by that state. The authorities of Contracting States shall:

Immediately acknowledge the receipt of such a request, and As soon as possible indicate the conditions, if any, under which the mission may

be undertaken Each Contracting State should authorize its RCC to:

Request from other RCCs such assistance, including aircraft, vessels, personnel or equipment, as may be needed

Grant any necessary permission for the entry of such aircraft vessels, personnel or equipment into its territory, and


Make the necessary arrangements with the appropriate customs, immigration or other authorities with a view to expediting such entry

Each Contracting State should authorize its RCC to provide, when requested assistance to other RCCs, including assistance in the form of aircraft, vessels, personnel or equipment Co-Operation with Other Services Contracting States shall arrange for all aircraft, vessels and local services and facilities which do not form part of the SAR organization to co-operate fully with the latter in SAR and to extend any possible assistance to the survivors of aircraft accidents. Contracting States shall designate a SAR point of contact for the receipt of COSPAS-SARSAT distress data. Operating Procedures Information Concerning Emergencies Any authority or any element of the SAR organization having reason to believe that an aircraft is in an emergency shall give immediately all available information to the RCC concerned. RCCs shall, immediately upon receipt of information concerning aircraft in emergency, evaluate such information and determine the extent of operation required. When information concerning aircraft in emergency is received from other sources than ATS units, the RCC shall determine to which emergency phase the situation corresponds and shall apply the procedures applicable to that phase. Procedures for RCCs during Emergency Phases Uncertainty Phase During the uncertainty phase, the RCC shall co-operate to the utmost with ATS units and other appropriate agencies and services in order that incoming reports may be speedily evaluated. Alert Phase Upon the occurrence of an alert phase the RCC shall immediately alert appropriate SAR services units and rescue units and initiate any necessary action.


Distress Phase When an aircraft is believed to be in distress, or when a distress phase exists, the RCC shall:

Initiate action by appropriate SAR services units and rescue units in accordance with the detailed plan of operation

Ascertain the position of the aircraft, estimate the degree of uncertainty of this position, and, on the basis of this information and the circumstances, determine the extent of the area to be searched

Notify the operator, where possible, and keep him informed of developments Notify adjacent RCCs, the help of which seems likely to be required, or which

may be concerned in the operation Notify the associated ATS unit, when the information on the emergency has been

received from another source Request at an early stage such aircraft, vessels, coastal stations, or other

services not specifically included in SAR services or rescue units as are in a position to do so to:

• Maintain a listening watch for transmission from the aircraft in distress or from

an emergency locator transmitter

Note: The frequencies used by emergency locator beacons are 121.500 MHz and 406 MHz

• Assist the aircraft in distress as far as practicable • Inform the RCC of any developments

From the information available, draw up a plan for the conduct of the search

and/or rescue operation requited and communicate such plan for the guidance of the authorities immediately directing the conduct of such an operation

Amend as necessary, in the light of circumstances, the guidance already given above

Notify the State of Registry of the aircraft Notify the appropriate accident investigation authorities

The order in which the above actions are described shall be followed unless circumstances dictate otherwise. Procedures for Pilots-in-Command at the Scene of an Accident When a PIC observes that an aircraft or a surface vessel is in distress, he shall, unless he is unable, or in the circumstances of the case considers it unreasonable or unnecessary:

Keep in sight the craft in distress until such time as his presence is no longer necessary


If his position is not known with certainty, take such action as will facilitate the determination of it

Report to the RCC or ATS unit as much of the following information as possible:

• Type of craft in distress, its identification and condition • Its position expressed in:

a) Geographical co-ordinates, or b) In a distance and true bearing from a distinctive landmark, or c) From a radio navigation aid

• Time of observation expressed in hours and minutes UTC • Number of persons observed • Whether persons have been seen to abandon the craft in distress • Number of persons observed to be afloat • Apparent physical condition of survivors

Act as instructed by the RCC or the ATS unit

If the first aircraft to reach the scene of an accident is not a SAR aircraft it shall take charge of on-scene activities of all other aircraft subsequently arriving until the first SAR aircraft reaches the scene of the accident. If, in the meantime, such aircraft is unable to establish communication with the appropriate RCC or ATS unit, it shall, by mutual agreement, hand over to an aircraft capable of establishing and maintaining such communications until the arrival of the first SAR aircraft When it is necessary for an aircraft to direct a surface craft to the place where an aircraft or surface craft in distress, the aircraft shall do so by transmitting its precise instructions by any means at its disposal. If no radio communications can be established the aircraft shall use the appropriate signal at the end of this section. When it is necessary for an aircraft to convey information to survivors or surface rescue units, and two-way communication is not available, it shall, if practicable, drop communication equipment that would enable direct contact to be established, or convey the information by dropping a message When a ground signal has been displayed, the aircraft shall indicate whether the signal has been understood or not by use of the appropriate signal given at the end of this section. Procedures for Pilots-In-Command Intercepting a Distress Transmission Whenever a distress signal and/or message or equivalent transmission is intercepted on radiotelegraphy or radiotelephony by a PIC of an aircraft, he shall:

Record the position of the craft in distress if given


If possible take a bearing on the transmission Inform the appropriate RCC or ATS unit of the distress transmission, giving all

available information At his discretion, while awaiting instructions, proceed to the position given in the

transmission Search and Rescue Signals The signals shown below shall, when used, have the meaning indicated. They shall be used only for the purpose indicated and no other signals likely to be confused with them shall be used. Upon observing any of the signals given below, aircraft shall take such action as may be required by the interpretation of the signal given. Signals With Surface Craft The following manoeuvres performed in sequence by an aircraft mean that the aircraft wishes to direct a surface craft towards an aircraft or a surface craft in distress:

Circling the surface craft at least once Crossing the projected course of the surface craft close ahead at low altitude and:

• Rocking the wings, or • Opening and closing the throttle, or • Changing the propeller pitch

Note: Due to high noise level on board surface craft, the latter two signals may be less effective than the visual signal and are as such regarded as an alternative means of attracting attention

Heading in the direction in which the surface craft is to be directed. Repetition of

the above manoeuvres has the same meaning.


Note: The following replies may be made by surface craft to the above signal:

For acknowledging receipt of signals:

• The hoisting of the “Code Pennant” (vertical red and white stripes) close up (meaning understood)

• The flashing of a succession of “Ts” by signal lamp in Morse • The changing of heading to follow the aircraft

For indicating inability to comply:

• The hoisting of the international flag “N” (a blue and white chequered square) • The flashing of a succession of “N’s” in the Morse code

The following manoeuvre by an aircraft means that the assistance of the surface craft to which the signal is directed is no longer required

Crossing the wake of the surface craft close astern at a low altitude and:

• Rocking the wings, or • Opening and closing the throttle, or • Changing the propeller pitch

Medical Supplies The following supplies can be dropped from aircraft:

Streamer Colour Supply Red Medical supplies and first aid equipment Blue Food and Water Yellow Blankets and protective clothing Black Miscellaneous equipment such as stoves, axes,

compasses etc Where supplies are mixed a combination of the colour codes should be used.


Ground-Air Visual Signal Code Symbols shall be at least 2.5 metres long and shall be made as conspicuous as possible.

Air-To-Ground Signals The following signals by aircraft mean that the ground signals have been understood:

During the hours of daylight By rocking the aircraft’s wings During the hours of darkness Flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off twice its navigation lights

Lack of the above signals indicates that the ground signal is not understood.

GROUND - AIR VISUAL SIGNAL CODE FOR USE BY SURVIVORS

NO. MESSAGE CODESYMBOL

1 REQUIRE ASSISTANCE

2 REQUIRE MEDICAL ASSISTANCE

3 NO OR NEGATIVE

4 YES OR AFFIRMATIVE

5 PROCEEDING IN THIS DIRECTION

GROUND - AIR VISUAL SIGNAL CODE FOR USE BY RESCUE UNITS

NO. MESSAGE CODESYMBOL

1

2

3

4

5

6

7

OPERATION COMPLETED

WE HAVE FOUND ALL PERSONNEL

WE HAVE FOUND ONLY SOME PERSONNEL

WE ARE NOT ABLE TO CONTINUE.RETURNING TO BASEHAVE DEVIDED INTO TWO GROUPS.EACH PROCEEDING IN DIRECTION INDICATEDINFORMATION RECEIVED THAT AIRCRAFTIS IN THIS DIRECTION

NOTHING FOUND. WILL CONTINUE TO SEARCH


Chapter 35.

Annex 13 – Aircraft Accident Investigation Definitions Accident An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which: A person is fatally or seriously injured as a result of

Being in the aircraft or Direct contact with any part of the aircraft, including parts which have become

detached from the aircraft, or Direct exposure to jet blast

except when the injuries are from:

Natural causes Self-inflicted or inflicted by other persons, or When the injuries are to stowaways hiding outside the areas normally available to

the passengers and crew, or The aircraft sustains damage or structural failure which:

Adversely affects the structural strength, performance or flight characteristics of the aircraft and

Would normally require major repair or replacement of the affected component except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes, fairings, small dents or puncture holes in the aircraft skin, or The aircraft is missing or is completely inaccessible ICAO classes an injury resulting in death within 30 days of the date of the accident as a fatal injury An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located


Serious Incident An incident involving circumstances indicating that an accident nearly occurred The difference between an accident and a serious incident lies only in the result Serious Injury An injury which is sustained by a person in an accident and which:

Requires hospitalization for more than 48 hours, commencing within 7 days from the date the injury was received, or

Results in a fracture of any bone (Not simple fractures of fingers, toes or nose), or Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon

damage, or Involves injury to any internal organ, or Involves second or third degree burns, or any burns affecting more than 5% of

the body surface, or Involves verified exposure to infectious substances or injurious radiation

Applicability Unless otherwise stated, the specifications of Annex 13 apply to activities following accidents and incidents wherever they occurred. Objective of the Investigation The sole objective of the investigation of an accident or incident shall be the prevention of accidents and incidents. It is not the purpose of an investigation to apportion blame or liability. Protection of Evidence, Custody and Removal of Aircraft Responsibility of the State of Occurrence General The State of Occurrence shall take all reasonable measures to protect the evidence and to protect the aircraft and its contents for such a period as may be necessary for the period of an investigation. Protection of evidence shall include the preservation by:

Photographic evidence, or Other means of evidence which might be removed, effaced, lost or destroyed


Safe custody shall include:

Protection against further damage Access by unauthorized personnel Pilfering Deterioration

Protection of flight recorder evidence requires that the recovery and handling of the recorder and its recordings be assigned only to qualified personnel Request From State of Registry or State of Operator If a request is received from the State of Registry, or the State of the Operator, that the aircraft, its contents, and any other evidence remain undisturbed pending inspection by an accredited representative of the requesting state, the State of Occurrence shall take all necessary steps to comply with this. Providing that:

The aircraft may be moved to the extent necessary to extricate persons, animals and valuables

To prevent destruction by fire or other causes To eliminate any danger or obstruction to air navigation, to transport or to the

public Request From the State of Design or State of Manufacturer If a request is made that the aircraft remain undisturbed pending investigation by an accredited representative of the requesting state then the State of Occurrence shall take all reasonable steps to comply. This must be in accord with the proper conduct of the investigation and does not result in undue delay in returning the aircraft into service where this is practicable. Notification for Accidents or Serious Incidents in the Territory of a Contracting State to Aircraft of Another Contracting State Responsibility of the State of Occurrence The State of Occurrence shall forward a notification of an accident or serious incident with a minimum of delay and by the most suitable and quickest means to:

The State of Registry The State of the Operator The State of Design The State of Manufacture The ICAO when the aircraft involved is of a maximum mass of over 2250 kg


Note: Telephone, facsimile or the AFTN will in most cases constitute “the most suitable and quickest means

Responsibility of the State of Registry and the State of the Operator Upon receipt of the notification the State of Registry and the State of the Operator shall, as soon as possible, provide the State of Occurrence with any relevant information regarding the aircraft and flight crew involved. Investigation of Accidents or Serious Incidents in the Territory of a Contracting State to Aircraft of Another Contracting State Responsibility for Instituting and Conducting the Investigation The State of Occurrence shall institute an investigation into the circumstances of the accident. Such State shall also be responsible for the conduct of the investigation. It may delegate the whole or any part of the investigation to the State of Registry or the State of the Operator. In this case the State of Occurrence shall use every means to facilitate the investigation. Participation in the Investigation

Rights The State of Registry and the State of the Operator shall be entitled to appoint an accredited representative to participate in the investigation. When neither the State of Registry, nor the State of the Operator, appoint an accredited representative, the Slate conducting the investigation should invite the operator to participate, subject to the procedures of the State conducting the investigation Obligations When the State conducting an investigation of an accident to an aircraft of a maximum mass of over 2250 kg specifically requests participation by the State of Design and the State of Manufacture, the latter shall each appoint an accredited representative.

Final Report The Final Report of the investigation of an accident shall be sent with a minimum of delay to:

The State which instituted the investigation The State of Registry The State of the Operator The State of Design The State of Manufacture The State having suffered fatalities or serious injuries to its citizens Any State which provided relevant information


Chapter 36.

Annex 17 - Security General Each Contracting State shall specify to ICAO the appropriate authority designated to develop, implement and maintain a national civil aviation security program Aims and Objectives The aim of aviation security shall be to safeguard international civil aviation operations against acts of unlawful interference. Safety of passengers, crew, ground personnel and the general public shall be the primary objective of each Contracting State in all matters related to the safeguarding against acts of unlawful interference with international civil aviation. Each Contracting State shall establish an organization, develop plans and implement procedures, which together provide a standardized level of security for the operation of international flights in normal operating conditions and which are capable of rapid expansion to meet any increased security risk, Organisation National Organisation Each Contracting State shall:

Establish a national civil aviation security programme Keep under constant review the level of threat within its territory taking into

account the international situation and adjust relevant elements of its national civil aviation security programme accordingly

Ensure the establishment of an airport security programme, adequate to the needs of international traffic, for each airport serving international civil aviation

Require operators providing service from that state to implement a security programme appropriate to meet the requirements of the national civil aviation security programme of that state

International Co-Operation Each Contracting State shall co-operate with other states in order to adapt their respective national civil aviation security programmes as necessary.


Each Contracting State should:

Make available to other states on request, a written version of the appropriate parts of its national civil aviation security programme

Include in its bilateral agreements on air transport, a clause related to aviation security

Shall ensure that requests from other states for special security measures in respect of a specific flight or specified flights by operators, as far as may be practicable, are met.

Contracting States shall, as necessary, co-operate with each other in the development and exchange of information concerning training programmes. Preventative Security Measures General Objectives of the Measures Each Contracting State shall establish measures to prevent weapons, explosives or any other dangerous devices which may be used to commit an act of unlawful interference, the carriage or bearing of which is not authorized, from being introduced, by any means whatsoever, on board an aircraft engaged in international civil aviation.

Note: In applying the above Standard special attention must be paid to the threat posed by explosive devices concealed in, or using electric, electronic or battery-operated items carried as hand baggage and/or in checked baggage.

Contracting States should ensure that the carriage of weapons on board aircraft, by law enforcement officers and other authorized persons acting in the performance of their duties requires special authorization in accordance with the laws of the state involved Contracting States should ensure that the carriage of weapons in other cases is allowed only when an authorized and duly qualified person has determined that they are not loaded, if applicable, and then only if stowed in a place inaccessible to any person during flight time. Contracting States should ensure that the PIC is notified as to the number of armed persons and their seat locations Each Contracting State shall ensure that pre-flight checks of originating aircraft assigned to international flights include measures to discover suspicious objects or anomalies that could conceal weapons, explosives or any other dangerous devices. Measures Related to Passengers and their Cabin Baggage Each Contracting State shall ensure that adequate measures are taken to control transfer and transit passengers and their cabin baggage to prevent unauthorized articles from being taken on board aircraft engaged in international civil aviation operations.


Each Contracting State shall ensure that there is no possibility of mixing or contact between passengers subjected to security control and other persons not subjected to such control after the security screening at airports have been passed. If mixing or contact does take place, the passengers concerned and their cabin baggage shall be re-screened before boarding an aircraft. Each Contracting State shall establish measures to ensure that the aircraft operator and the PIC are informed when passengers are obliged to travel because they have been the subject of judicial or administrative proceedings, in order that appropriate security measures can be taken. Each Contracting State should require operators providing service from that state, to include in their security programmes, measures and procedures to ensure safety on board their aircraft when passengers are to he carried who are obliged to travel because they have been the subject of judicial or administrative proceedings Measures Relating to Checked Baggage, Cargo and Other Goods Each Contracting State shall establish measures to ensure that operators when providing service from that State do not transport the baggage of passengers who are not on board the aircraft unless the baggage separated from passengers is subjected to other security control measures. Measures Relating to Access Control Each Contracting State shall establish procedures and identification systems to prevent unauthorized access by persons or vehicles to:

The air side of an airport serving international civil aviation, and Other areas important to the security of the airport

Management of Response to Acts of Unlawful Interference Operational Aspects of an Act of Unlawful Interference Each Contracting State shall take adequate measures for the safety of passengers and crew of an aircraft which is subjected to an act of unlawful interference until their journey can be continued. Each Contracting State responsible for providing ATS for an aircraft which is subject to unlawful interference shall collect all pertinent information on the flight of that aircraft and transmit that information to all other states responsible for the ATS units concerned.


Each Contracting State shall provide such assistance to an aircraft subjected to an act of unlawful interference, including:

The provision of navigation aids ATS Permission to land as may be necessitated by the circumstances

Each Contracting State shall take measures, as it may find practicable, to ensure that an aircraft subjected to an act of unlawful seizure which has landed in its territory is detained on the ground unless its departure is necessitated by the overriding duty to protect human life, Reports A Contracting State in which an aircraft subjected to an act of unlawful interference has landed shall notify by the quickest means the State of Registry of the aircraft and the State of the operator of the landing. Other relevant information shall be transmitted to:

The State of Registry and the State of the operator Each state whose citizens suffered fatalities or injuries Each state whose citizens were detained as hostages Each Contracting State whose citizens are known to be on board the aircraft The ICAO

Annexes and Documents Relating to Aviation Security Document 4444 and Annexes 2, 6, 9, 10, 11, 13, and 14 all contain further information regarding aviation security. Annex 2 Any aircraft that is being subjected to unlawful interference shall endeavour to:

Notify the appropriate ATS unit of this fact Inform the ATS of any significant circumstances Notify any deviation from the current flight plan necessitated by the above

This is to ensure that the ATS unit gives priority to the aircraft and minimizes any risk of conflict with other aircraft. The following procedures are intended as guidance for use by aircraft when unlawful interference occurs and the aircraft is unable to notify an ATS unit of this fact.


Procedures if the Aircraft is Unable to Notify an ATS Unit Unless considerations on board dictate otherwise:

The PlC should attempt to continue flying on the assigned track and at the assigned cruising level, until

An ATS can be notified, or, the aircraft is within radar coverage Where the aircraft must depart from its assigned track or level without being able to make radio contact with ATS, the PlC should, whenever possible:

Attempt to broadcast warnings on the VHF emergency frequency and any other appropriate frequencies, unless circumstances dictate otherwise

Other equipment such as on board transponders, data links etc should also be used, conditions permitting

Proceed in accordance with the applicable special procedures for in-flight contingencies, where such procedures have been established and promulgated

If there is no applicable regional procedure, proceed at a level which differs from the cruising levels normally used for IFR flight:

• 300 m (1000 ft) if above FL 290, or • 150 m (500 ft) if below FL 290

Annex 6 In all aeroplanes the flight crew compartment door should be capable of being locked from within the compartment Aeroplane Search Procedure Checklist An operator shall ensure that there is on board a checklist of the procedures to be followed in searching for a bomb in case of suspected sabotage. The checklist shall be supported by guidance on the course of action to be taken should a bomb or suspicious object be found, Training Programmes An operator shall establish and maintain a training programme that enables crew members to act in the most appropriate manner to minimize the consequences of acts of unlawful interference.


An operator shall also establish and maintain a training programme to acquaint appropriate employees with preventative measures and techniques in relation to:

Passengers Baggage Cargo Mail Equipment Stores Supplies intended for carriage on an aeroplane

so that they contribute to the prevention of acts of sabotage or other forms of unlawful interference. Reporting Acts of Unlawful Interference The PIC should submit a report to the designated local authority. Annex 14 Isolated Aircraft Parking Position An isolated aircraft parking position shall be designated or the aerodrome control tower shall be advised of an area or areas suitable for the parking of an aircraft which is known or believed to be the subject of unlawful interference, or which for other reasons needs isolation from normal aerodrome activities. The isolated aircraft parking position should be located at the maximum distance practicable and in any case never less than 100 m from other parking positions, buildings or public areas. Care should be taken to ensure that the position is not located over underground utilities such as gas and aviation fuel and, to the extent feasible, electrical or communication cables Document 4444 Control of Taxiing Aircraft An aircraft known or believed to be the subject of unlawful interference or which for other reasons needs isolation from normal aerodrome activities shall be cleared to the designated isolated parking position. Where such an isolated parking position has not been designated, or if the designated position is not available, the aircraft shall be cleared to:

A position within the area or areas selected by prior agreement with the aerodrome authority

The taxi clearance shall specify the taxi route to be followed to the parking position

The route shall be selected with a view to minimizing any security risks to the public, other aircraft and installations at the aerodrome