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ATPL Aviation Law PDF
ATPL Aviation Law PDF
Aviation Law
ii
24 October 2003
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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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
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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24 October 2003
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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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
ix
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
24 October 2003
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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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
xiv
24 October 2003
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
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
Section 1
1-1
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
AC
Alto cumulus
ARR
Arrival
ACFT
Aircraft
AS
Alto stratus
ACT
Active
ASDA
AD
Aerodrome
AMSL
ADC
ATA
ADDN
Additional
ATC
ADF
ATIS
ADI
ATO
AEO
ATS
AFIS
AUX
Auxiliary
AFM
AVG
Average
AGL
AWY
Airway
AIP
AZM
Azimuth
ALT
Altitude
BKN
Broken
BRG
Bearing
Degrees Celsius
CI
Cirrus
CAS
CL
Lift coefficient
CAT
Cm
Centimetre
CB
Cumulonimbus
CO
Communications
CC
Cirrocumulus
CP
Critical point
CD
Drag coefficient
CRM
CDI
CS
Cirrostratus
CDU
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
DES
Descent
DP
Dewpoint
DEST
Destination
DR
Dead reckoning
DEV
Deviation
DVOR
Doppler VOR
D.F
Direction finding
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24 October 2003
E
E
East
EICAS
EAS
Equivalent airspeed
EPR
EAT
EST
Estimated
ECAM
ETA
EFIS
ETO
EGT
Degrees Fahrenheit
FL
Flight level
FAF
FLT
Flight
FCST
Forecast
FMS
FD
Flight director
FT
Feet
FIS
FT/MIN
Gramme
GP
Glide path
GAL
Gallons
GPWS
GND
Ground
GS
Ground speed
HDG
Heading
HSI
H
HF
High frequency
HT
Height
hPa
Hectopascal
Hz
Hertz
HR
Hours
I
IAS
Indicated airspeed
INT
Intersection
ILS
ISA
IMC
ISOL
Isolated
IMP GAL
Imperial gallons
ITCZ
INS
IVSI
Joule
kg
Kilogramme
kt
Knot
kHz
Kilohertz
kW
Kilowatt
km
Kilometre
1-3
L
LAT
Latitude
LMT
LB
Pounds
LONG
Longitude
LDG
Landing
LT
Local time
LDP
LTD
Limited
LEN
Length
LVL
Level
LLZ
Localizer
LYR
Layer
LMC
Metre
MLS
Mass
MM
Middle marker
Mach Number
MNM
Minimum
MAC
MNPS
MAP
Manifold pressure
MAPt
MOCA
max
Maximum
MORA
MDH
MPH
MDH/A
MPS, mps
MEA
MSA
MET
Meteorological
MSL
MIN
Minutes
MSU
Newton
N
NDB
Non-directional beacon
NGT
Night
NM
Nautical miles
North
NOTAM
Notice to airmen
NAT
NS
Nimbostratus
NAV
Navigation
OAT
OM
Operating mass
OBS
OM
Outer marker
OCA(H)
OPS
Operations
OCL
O/R
On request
OEI
OVC
Overcast
Point of no return
P
P
Pressure
PNR
PAX
Passenger
POS
Position
PET
PSI
PIC
Pilot in command
PTS
PLN
Flight plan
PWR
Power
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24 October 2003
R
r
Radius
RNAC
Area Navigation
RAC
ROC
Rate of climb
RAS
Rectified airspeed
ROD
Rate of descent
REP
Reporting point
RVR
RMI
RWY
Runway
RMK
Remark
South
SR
Sunrise
SAR
SS
Sunset
SC
Stratocumulus
SSR
SCT
Scattered
ST
Stratus
SDBY
Standby
STAR
SEC
Seconds
STD
Standard
SEV
Severe
STN
Station
SFC
Surface
STNR
Stationary
SID
STS
Status
SIM
Simulator
SWY
Stopway
SKC
Sky clear
Temperature
TL
Transition level
TA
Transition altitude
T/O
Take-off
TAS
True airspeed
TOC
Top of climb
TAT
TORA
TC
Tropical cyclone
TS
Thunderstorm
TDP
TWY
Taxiway
THR
Threshold
UTC
U
U/S
Unserviceable
US-GAL
US gallons
1-5
V
V
Volt
VLE
VAR
Magnetic variation
VLO
VDF
VLOF
VG
Vertical gyro
VMAX TYRE
VHF
VMBE
VIS
Visibility
VMC
VLF
VMCA
VMC
VMCG
VOLMET
VMO/MMO
VOR
VMU
vrb
Variable
VNE
VSI
VNO
VV
Vertical visibility
VR
Rotating speed
Speeds
VREF
VA
VS
VB
VSO
VC/MC
VS1
VD
VX
VF
VY
VFE
V1
VFO
V2
W
W
Watt
W/V
Wind velocity
West
WPT
Way point
WC
Wind component
WS
Wind shear
WCA
WX
Weather
Cross
XX
Heavy
XTK
Cross track
Y
YD
Yard
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24 October 2003
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:
Direct contact with any part of the aircraft, including parts which have
become detached from the aircraft, or
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:
strength,
performance
or
flight
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.
1-7
Advisory Route
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
from the air
Aerodrome Elevation The elevation of the highest point of the landing area
Aerodrome Identification Sign
the aerodrome from the air
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
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.
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24 October 2003
station
in
the
aeronautical
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
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
1-9
Air Traffic
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
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.
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24 October 2003
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
1-11
The code word used in an air traffic incident report to designate aircraft
Airway
A control area or portion thereof established in the form of a corridor
equipped with radio navigation aids.
ALERFA
Alert Phase
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).
1-12
24 October 2003
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
employing area navigation
ATIS
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
1-13
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.
1-14
24 October 2003
Circling Approach
An extension of an instrument approach procedure which provides
for visual circling of the aerodrome prior to landing
Clearance Limit
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
earth.
Controlled Aerodrome
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
Control Zone A controlled airspace extending upwards from the surface of the earth to a
specified upper limit.
1-15
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:
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
1-16
24 October 2003
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 takeoff
DETRESFA
1-17
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
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
alerting service.
1-18
24 October 2003
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
Flight Recorder
Any type of recorder installed in the aircraft for the purpose of
complementing accident/incident investigation
Flight Simulator
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
1-19
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
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/passengerhandling equipment
Ground Visibility
Hazard Beacon
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
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
IFR Flight
IMC
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24 October 2003
INCERFA
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
1-21
Range limitations
Instrument Time Instrument flight time or instrument ground time
Integrated Aeronautical Information Package A package which consists of the following
elements:
AIC
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
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
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24 October 2003
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
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
1-23
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
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24 October 2003
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
Pilot in Command
during flight.
The pilot responsible for the operation and safety of the aircraft
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 powerunit(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
1-25
1-26
24 October 2003
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
1-27
To reduce the risk of damage to aircraft running off the runway, and
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
transmitters/receivers (interrogators) and transponders
Serious Incident
occurred
Note:
result
radar
system
that
uses
The difference between an accident and a serious incident lies only in the
1-28
24 October 2003
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 second or third degree burns, or any burns affecting more than 5% of
the body surface, or
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
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
1-29
The State having jurisdiction over the organization responsible for the
State of Manufacture The State having jurisdiction over the organization responsible for
the final assembly of the aircraft
State of Occurrence
State of the Operator The State in which the operators principal place of business is
located or, if there is no such place of business, the operators permanent residence
State of Registry
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
1-30
24 October 2003
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)
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
1-31
Track The projection on the earths 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
and its occupants
VFR
VFR Flight
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
1-32
24 October 2003
Way-Point
A specified geographical location used to define an area navigation route or
the flight path of an aircraft employing area navigation
1-33
1-34
24 October 2003
Amber
ALTN
Alternate or alternating
A/A
Air-to-air
AMA
AAL
AMD
Amend or amended
ABM
Abeam
AMDT
Amendment
ABN
Aerodrome beacon
AMS
ABT
About
AMSL
ABV
Above
AMSS
ACAS
ANS
Answer
ACC
AOC
ACCID
AP
Airport
ACFT
Aircraft
APCH
Approach
ACK
Acknowledge
APP
ACL
APR
April
ACN
APRX
Approximately or approximate
ACP
Acceptance
APSG
After passing
ACPT
Accept or accepted
APV
ACT
ARFOR
Area forecast
AD
Aerodrome
ARNG
Arrange
ADA
Advisory area
ARO
ADDN
Additional or addition
ARP
ADF
ARQ
ADIZ
ARR
Arrive or arrival
ADJ
Adjacent
ARS
ADR
Advisory
ARST
Arresting
ADS
ASC
Ascend or ascending
ADSU
ASDA
ADVS
Advisory service
ASPH
Asphalt
ADZ
Advise
ATA
AES
ATC
AFIL
ATD
AFIS
ATFM
AFM
ATIS
AFS
ATM
AFT
After
ATN
AFTN
ATS
A/G
Air to ground
ATTN
Attention
AGA
ATZ
AGL
AUG
August
AGN
Again
AUTH
Authorized or authorization
AIC
AUW
All up weight
AIP
AUX
Auxiliary
AIRAC
AVASIS
AIREP
Air report
AVBL
Available or availability
1-35
AIS
AVG
ALA
Alighting area
AVGAS
Average
Aviation gasoline
ALERFA
Alert phase
AWTA
ALR
Alerting
AWY
Airway
ALRS
Alerting service
AZM
Azimuth
ALT
Altitude
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
BKN
Broken
BTL
Between layers
BL
Blowing
BTN
Between
CNS
C
C
CAT
COM
Communications
CAVOK
CONC
Concrete
CD
Candela
COND
Condition
CDN
Co-ordination
CONS
Continuous
CF
Change frequency to
CONST
Construct or constructed
CGL
CONT
Continue or continued
CH
Channel
COOR
Co-ordinate or co-ordination
CHG
Modification
COP
CIDIN
COR
CIT
COT
At the coast
CIV
Civil
COV
CK
Check
CPL
CL
Centre line
CRZ
Cruise
CLA
CTA
Control area
CLBR
Calibration
CTAM
CLD
Cloud
CTC
Contact
CLG
Calling
CTL
Control
CLR
CTN
Caution
CLSD
CTR
Control zone
CM
Centimetre
CUST
Customs
CMB
Climb to or climbing to
CW
Continuous wave
CMPL
CWY
Clearway
CNL
Cancel or cancelled
1-36
24 October 2003
D
D
DIV
Divert or diverting
DA
Decision altitude
DLA
Delay or delayed
DCD
DME
DCKG
Docking
DNG
Danger or dangerous
DCS
DOM
Domestic
DCT
Direct
DP
Dewpoint temperature
DEC
December
DPT
Depth
DEG
Degrees
DR
Dead reckoning
DENED
DRG
During
DEP
Depart or departure
DSB
DES
Descend or descending to
DTAM
DEST
Destination
DTG
DETRESFA
Distress phase
DTRT
Deteriorate
DEV
Deviating or deviation
DTW
DFTI
DUC
DH
Decision height
DUR
Duration
DIF
Diffuse
DVOR
Doppler VOR
DIST
Distance
DW
Dual wheels
E
E
ENRT
En-route
EAT
EOBT
EB
Eastbound
EQPT
Equipment
EET
ER
Here or herewith
EFC
ESE
EHF
EST
Estimate or estimated
ELBA
ETA
ELEV
Elevation
ETD
ELR
ETO
EM
Emission
EV
Every
EMBD
Embedded in a layer
EXC
Except
EMERG
Emergency
EXER
END
Stop-end
EXP
ENE
EXTD
Extend or extending
ENG
Engine
F
Fixed
FLTCK
Flight deck
FAC
Facilities
FLUC
FAF
FLW
Follow or following
FAL
Facilitation
FLY
Fly or flying
FAP
FM
From
FATO
FMU
Flow management
FAX
Facsimile transmission
FNA
Final approach
FBL
Light
FPL
1-37
FC
Funnel cloud
FPM
FCST
Forecast
FPR
FCT
Friction coefficient
FR
Fuel remaining
FEB
February
FREQ
Frequency
FIC
FRI
Friday
FIR
FRNG
Firing
FIS
FRONT
Front
FISA
FRQ
Frequent
FL
Flight level
FSL
FLD
Field
FSS
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
GNSS
GCA
GP
Glide path
GEN
General
GRASS
GEO
Geographic or true
GRID
GES
GRVL
Gravel
GLD
Glider
GS
Ground speed
H
H24
HOL
Holiday
HAPI
HOSP
Hospital aircraft
HBN
Hazard beacon
HPA
Hectopascal
HDF
HR
Hours
HDG
Heading
HS
HEL
Helicopter
HURCN
Hurricane
HF
High frequency
HVDF
HGT
HVY
Heavy
HJ
Sunrise to sunset
HX
HLDG
Holding
HYR
Higher
HN
Sunset to sunrise
HZ
Hertz
HO
Inbound
I
IAC
INBD
IAF
INC
In cloud
IAO
INCERFA
Uncertainty phase
IAR
INFO
Information
IAS
INOP
Inoperative
1-38
24 October 2003
IBN
Identification beacon
INP
If not possible
ICE
Icing
INPR
In progress
ID
Identifier
INS
IDENT
Identification
INSTL
IF
Intermediate
INSTR
Instrument
IFF
INT
Intersection
IFR
INTL
International
IGA
INTRG
Interrogator
ILS
INTRP
IM
Inner marker
INTSF
Intensify or intensifying
IMC
INTST
Intensity
IMG
Immigration
IR
Ice on runway
IMPR
Improve or improving
ISA
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
Left or locator
LM
Locator middle
LAM
Logical acknowledgement
LMT
LAN
Inland
LNG
Long
LAT
Latitude
LO
Locator outer
LDA
LOC
LDAH
LONG
Longitude
LDG
Landing
LORAN
LDI
LRG
Long range
LEN
Length
LSQ
Line squall
LF
Low frequency
LTD
Limited
LGT
Light or lighting
LTT
Landline teletypewriter
LGTD
Lighted
LV
LIH
LVE
Leave or leaving
LIL
LVL
Level
LIM
LYR
Layered or layer
LLZ
Localizer
MLS
M
M
1-39
MAA
MM
MAG
Magnetic
MNM
Middle marker
Minimum
MAINT
Maintenance
MNPS
MAP
MNT
Monitor or monitoring
MAPT
MNTN
Maintain
MAR
At sea or march
MOA
MAS
Manual A1 simplex
MOC
MAX
Maximum
MOD
Moderate
MAY
May
MON
MCA
MOTNE
Meteorological Operational
Telecommunications Network Europe
MCW
MOV
MDA
MPS
MDF
MRA
MDH
MRG
Medium range
MEA
MRP
MEHT
MS
Minus
MET
Meteorological or meteorology
MSA
METAR
MSG
Message
MF
Medium frequency
MSL
MHDF
MT
Mountain
MHVDF
MTU
Metric units
MHZ
Megahertz
MTW
Mountain waves
MID
Mid-point
MVDF
MIL
Military
MWO
MIN
Minutes
MX
MKR
NNW
NOF
NAT
North Atlantic
NOSIG
No significant change
NAV
Navigation
NOTAM
NB
Northbound
NBFR
Not before
N
N
NC
No change
NDB
Non-directional beacon
NE
North east
NOV
NEB
North eastbound
NR
Number
NEG
NRH
No reply heard
NSC
NGT
Night
NSW
NIL
NW
North west
NM
Nautical miles
NWB
North westbound
NML
Normal
NXT
Next
1-40
24 October 2003
NNE
OAC
OPC
OAS
OPMET
Operational meteorological
OBS
OPN
OBSC
Obscure
OPR
OBST
Obstacle
OPS
Operations
OCA
O/R
On request
OCC
Occulting
ORD
Indication of an order
OCH
OSV
OCNL
Occasional or occasionally
OTLK
Outlook
OCS
OTP
On top
OCT
October
OTS
OHD
Overhead
OUBD
Outbound
OM
Outer marker
OVC
Overcast
OPA
POB
Persons on board
P
P
Prohibited area
PALS
POSS
Possible
PANS
PPI
PAPI
PPR
PAR
PPSN
Present position
PARL
Parallel
PRI
Primary
PAX
Passenger(s)
PRKG
Parking
PCD
Proceed or proceeding
PROB
Probability
PCN
PROC
Procedure
PER
Performance
PROV
Provisional
PERM
Permanent
PS
Plus
PJE
PSG
Passing
PLA
PSN
Position
PLN
Flight plan
PSP
PLVL
Present level
PTN
Procedure turn
PN
PTS
PNR
Point of no return
PWR
Power
Q
QBI
QFU
QDM
Magnetic heading
QNH
QDR
Magnetic bearing
QTE
True bearing
QFE
QUAD
Quadrant
R
R
RNAV
Area navigation
RAC
RNG
Radio range
1-41
RAFC
RNP
RAG
ROBEX
RAI
Runway alignment
ROC
Rate of climb
RB
Rescue boat
ROD
Rate of descent
RCA
ROFOR
Route forecast
RCC
Rescue co-ordination
RON
Receiving only
RCF
RPL
RCH
Reach or reaching
RPLC
Replace or replaced
RCL
RPS
RCLL
RQMNTS
Requirements
RCLR
Recleared
RQP
RDH
RQS
RDL
Radial
RR
Report reaching
RDO
Radio
RSC
Rescue sub-centre
RE
Recent
RSCD
REC
Receive or receiver
RSP
Responder beacon
REDL
RSR
REF
Recleared
RTD
Delayed
REG
Registration
RTE
Route
RENL
RTF
Radiotelephone
REP
RTG
Radiotelegraph
REQ
Request or requested
RTHL
RERTE
Reroute
RTN
RG
Range
RTODAH
RIF
Reclearance in flight
RTS
Return to service
RITE
Right
RV
Rescue vessel
RL
Report leaving
RVR
RLA
Relay to
RWY
Runway
RLCE
RTT
Radioteletypewriter
RLLS
RTZL
RLNA
RUT
RMK
Remark
S
SPECI
SALS
SPECIAL
SAN
Sanitary
SPL
SAP
As soon as possible
SPOT
Spot wind
SAR
SQ
Squall
SARPS
SR
Sunrise
SAT
Saturday
SRA
SATCOM
Satellite communication
SRE
SB
Southbound
SRG
Short range
SCT
Scattered
SRR
SDBY
Stand by
SRY
Secondary
SE
South east
SS
Sunset
1-42
24 October 2003
SEB
South eastbound
SSB
Single sideband
SEC
Seconds
SSE
SECT
Sector
SSR
SELCAL
SST
Supersonic transport
SEP
September
SSW
SER
STA
Straight in approach
SEV
Severe
STAR
SFC
Surface
STD
Standard
SGL
Signal
STF
Stratiform
SHF
STN
Station
SID
STNR
Stationary
SIGMET
STOL
SIGWX
Significant weather
STS
Status
SIMUL
Simultaneous or simultaneously
STWL
Stopway lights
SIWL
SUB
Subject to
SKC
Sky clear
SUN
Sunday
SKED
Schedule or schedule
SUP
Supplement
SLP
SUPPS
SLW
Slow
SVC
Service message
SMC
SVCBL
Serviceable
SMR
SW
South west
SNOWTAM
SWB
SWY
Stopway
T
T
Temperature
TLOF
TA
Transition altitude
TMA
TACAN
TNA
Turn altitude
TAF
Aerodrome forecast
TO
To
TAIL
Tail wind
TOC
Top of climb
TAR
TODA
TAS
True airspeed
TODAH
TAX
Taxiing or taxi
TOP
Cloud top
TC
Tropical cyclone
TORA
TDO
Tornado
TP
Turning point
TDZ
Touchdown zone
TR
Track
TECR
Technical reason
TRA
TEL
Telephone
TRANS
Transmits or transmitter
TEMPO
Temporary or temporarily
TRL
Transition level
TREND
Trend forecast
TROP
Tropopause
TFC
Traffic
TT
Teletypewriter
TGL
TUE
Tuesday
TGS
TURB
Turbulence
THR
Threshold
TVOR
Terminal VOR
1-43
THRU
Through
TWR
THU
Thursday
TWY
Taxiway
TIL
Until
TWYL
Taxiway link
TIP
Until past
TYP
Type of aircraft
TKOF
Take-off
TYPH
Typhoon
TL
Till
U
Upward
UIR
UAB
Until advised by
ULR
UAC
UNA
Unable
UAR
UNAP
Unable to approve
UDF
UNL
Unlimited
UFN
UNREL
Unreliable
UHDT
U/S
Unserviceable
UHF
UTA
UIC
UTC
VIS
Visibility
V
VA
Volcanic ash
VAC
VLF
VAL
In valleys
VLR
VAN
VMC
VAR
VOLMET
VASIS
VOR
VCY
Vicinity
VORTAC
VDF
VOT
VER
Vertical
VRB
Variable
VFR
VSA
VHF
VSP
Vertical speed
VIP
VTOL
W
W
WINTEM
WAC
WIP
Work in progress
WAFC
WKN
Weaken or weakening
WB
Westbound
WNW
WBAR
WO
Without
WDI
WPT
Way point
WDSPR
Widespread
WRNG
Warning
WED
Wednesday
WS
Wind shear
WEF
WSW
WI
Within
WT
Weight
WID
Width
WTSPT
Waterspout
WIE
WX
weather
1-44
24 October 2003
immediately
WILCO
Will comply
X
Cross
XNG
Crossing
XBAR
Crossbar
XS
Atmospherics
YR
Your
Y
Y
Yellow
YCZ
1-45
1-46
24 October 2003
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 states 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:
The question of jurisdiction, by defining the courts before which any action may
be brought.
2-1
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 AircraftEach 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.
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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, 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.
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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
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
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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.
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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
undertakes, so far as it may be practicable, to:
Each
Contracting
State
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.
A certificate of registration
A certificate of airworthiness
If passengers are carried, a list of their names and places of embarkation and
destination
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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.
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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 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:
Airworthiness of aircraft
Log books
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
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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.
Air Transport
Committee
Legal Committee
Committee on Joint
Support of Air Navigation Services
Finance Committee
Committee on
Unlawful Interference
Legal Committee
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Not more than 13 members, with not less than 9 members appointed
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
Insure that the rights of Contracting States are fully respected and that every
Contracting State has a fair opportunity to operate international airlines
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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
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
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
Deal with any matter within the sphere of action of the Organization not
specifically assigned to the Council
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In electing the members of the Council, the Assembly shall give adequate
representation to:
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 predecessors office
Convene meetings of
The Council
Carry out on behalf of the Council the functions which the Council assigns to him
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Carry out the directions of the Assembly and discharge the duties and obligations
which are laid on it by this Convention
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
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
Consider any matter relating to the Convention which any Contracting State
refers to it
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
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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
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.
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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.
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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
partners territory (B)
Four The right to carry revenue traffic from treaty partners territory (B) to carriers
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 carriers 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.
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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 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 multinational 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 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.
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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.
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
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
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international regulation. However, charter operations have been affected by arbitrary and adhoc 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
For trunk services, the interests of the air carriers of the other governments shall
be taken into consideration
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.
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Passenger Ticket
Article 3
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
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:
A statement that delivery of the luggage will be made to the bearer of the luggage
ticket
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.
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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
from:
The right to damages are lost if an action is not brought within two years
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AOC
Dry lease
Wet lease
JAA operator An operator certificated under JAR-OPS Part 1 by one of the JAA
Member States.
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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 leasedin, 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 leasedin:
The safety standards of the lessor with respect to maintenance and operation
are equivalent to the JAR regulations
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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
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 conditions under which non-resident carriers may operate transport services
within a member state
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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:
Considering any special problem that might arise from the above
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JAA Organization
The JAA has developed since the 1970s 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
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
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
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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
Secretary General
Regulation
Certification
Maintenance
Operations
Licensing
Administration
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 measures to be taken in case a member would not fulfil the duties
and commitments implied by the signing of these Arrangements
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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 Committees 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:
No voting rights
Aviation safety
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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:
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:
Secondly, as a forum for the members from the NAAs to express the opinions of
their authorities
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To develop and draft the requirements, in consultation with industry, of new JAA
codes and amendments
To review major or long term exemptions granted by NAA to identify needs for
regulatory change
To make decisions on behalf of the JAA Committee when asked by the JAA
Committee to do so
Improve safety by having common and high standards derived from the
experience of many States
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
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:
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Co-ordinate, supervise and review the work of the Subject Expert Teams (SET) in
the following tasks:
The continuous review of the syllabi and related questions and the need for
any changes
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
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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:
Review the syllabi and related questions continually and advise the JAA
FCL Examination Sub-committee on the need for any changes
JAR FCL
JAR-FCL provides harmonized requirements for:
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)
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24 October 2003
Section 2
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 optimize the use of airspace by matching capacity to demand to carry out the
above
Objectives
Eurocontrol offers a variety of services that include:
4-9
4-10
24 October 2003
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:
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:
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.
5-1
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
5-2
24 October 2003
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
Restricted area
Danger area
AIC
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
5-3
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:
Temporary changes of long duration are made at short notice, except for
extensive text and/or graphics.
Change of frequencies
Change of identification
Change of orientation
Change of location
5-4
24 October 2003
Obstacles
Military exercises
Displays
Races
Missed approach
Approach areas
Runway strip
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)
The location
The flight levels and routes or portions thereof which could be affected
5-5
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
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
5-6
24 October 2003
NOTAM in force
AIC issued
NOTAMN
NOTAMR
NOTAMC
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:
3 mm for slush
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
5-7
SNOWTAM Form
The SNOWTAM Form is broken into 17 sections as shown in the form below.
5-8
24 October 2003
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
Red Alert
Orange Alert
or
Volcano dangerous, eruption likely, with ash plume/cloud not
expected to rise above FL250
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
Yellow Alert
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
Volcanic activity considered to have ceased and volcano reverted to
its normal state
Green Alert
FIR
CTA
CTR
Advisory areas
ATS routes
5-9
Hours of service
Aerodrome
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:
5-10
24 October 2003
shall be made available to flight operations personnel responsible for pre-flight information.
Aeronautical information provided for pre-flight planning purposes shall include relevant:
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.
5-11
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24 October 2003
5-13
5-14
24 October 2003
Aerodrome/heliport chart
5-15
5-16
24 October 2003
Chapter 6.
Annex 1- Personnel Licensing and JAR-FCL 1- Flight Crew Licensing
(Aeroplanes)
Introduction
SARPs are established for licensing the following personnel:
Glider pilot
Balloon pilot
Flight navigator
Flight engineer
6-1
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 pilots 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.
6-2
24 October 2003
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:
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
6-3
those privileges and they shall without undue delay seek the advice of the authority or AME
when becoming aware of:
Every holder of a medical certificate issued in accordance with JAR-FCL Part 3 (Medical) who
is aware of:
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
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
6-4
24 October 2003
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.
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.
6-5
Title of licence
Serial number
Name of holder
Holders address
Nationality of holder
Signature of holder
Signature of the officer issuing the licence and the date of issue
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
privileges
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
JAR-FCL
Language
Licences shall be written in the national language and in English and
such other languages as the authority deems appropriate
6-6
24 October 2003
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
All flight time as co-pilot on an aeroplane where more than one pilot is required
Instruction Time
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
17
Medical Fitness
Class 1 or Class 2
6-7
Helicopter
Microlight helicopters
Gyroplanes
Flight Instruction
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
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24 October 2003
Commercial
Pilot
(Aeroplane) CPL(A)
Licence
Airline
Transport
Aeroplane (ATPL)
Licence
Minimum Age
18
21
Medical
Fitness
Privileges
and
Conditions
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:
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
6-9
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
Modular Course
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
IR (A)
Medical Fitness
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:
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
6-10
24 October 2003
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
Type Ratings Other than those aeroplanes included in the class ratings above the following
aeroplanes require type ratings:
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
6-11
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.
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24 October 2003
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.
6-13
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24 October 2003
Chapter 7.
Rules of the Air
Reference:
A meteorological brief
7-1
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.
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24 October 2003
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:
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
7-3
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.
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24 October 2003
Converging
When two aircraft are converging at approximately the same level,
the aircraft that has the other on its right shall give way.
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 70.
7-5
Note: The overtaking aircraft is in a position that it is unable to see either the
aircrafts 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.
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24 October 2003
Anti collision lights intended to attract the attention of other aircraft, and
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
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:
7-7
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
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
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24 October 2003
Chapter 8.
Airspace Rules and Procedures
Reference:
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
8-1
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.
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24 October 2003
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
Not applicable
Speed Limitation
Not applicable
Continuous two-way
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
Not applicable
Speed limitation
Not applicable
Continuous two-way
Yes
VFR Flight
Separation Provided
All aircraft
Service Provided
Speed Limitation
Not applicable
Continuous two-way
Yes
8-3
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
IFR from IFR
Separation Provided
Not applicable
Speed limitation
Not applicable
Continuous two-way
Yes
VFR Flight
Separation Provided
Service Provided
(and
traffic
Speed Limitation
Continuous two-way
Yes
8-4
24 October 2003
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
Service Provided
Not applicable
Speed limitation
Continuous two-way
Yes
VFR Flight
Separation Provided
Nil
Service Provided
Speed Limitation
Continuous two-way
Yes
8-5
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
Service Provided
Not applicable
Speed limitation
Continuous two-way
Yes
VFR Flight
Separation Provided
Nil
Service Provided
Speed Limitation
No
No
8-6
24 October 2003
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
Service Provided
Not applicable
Speed limitation
Continuous two-way
No
VFR Flight
Separation Provided
Nil
Service Provided
FIS
Speed Limitation
No
No
8-7
Class G Airspace
IFR and VFR flights are permitted and receive FIS if requested
IFR Flight
Separation Provided
Nil
Service Provided
FIS
Not applicable
Speed limitation
Continuous two-way
No
VFR Flight
Separation Provided
Nil
Service Provided
FIS
Speed Limitation
No
No
8-8
24 October 2003
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:
At speeds that will give adequate opportunity to observe other traffic or any
obstacles in time to avoid collision, or
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
8-9
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.
AIRWAY
TERMINAL
CONTROL AREA
AIRWAY
CONTROL ZONE
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.
8-10
24 October 2003
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:
The CTA is situated below an upper CTA in which the upper limit coincides with
the lower limit of the upper CTA
8-11
8-12
24 October 2003
Chapter 9.
Flight Rules
Reference:
C, D & E
F&G
Above 900 m
(3000 ft) AMSL or
above 300 m
(1000 ft) above
terrain whichever
is higher
Distance From
Cloud
Clear of cloud
1500 m horizontally
Flight Visibility
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:
9-1
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
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
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:
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:
When so required submit a flight plan to the appropriate ATS unit and obtain a
clearance prior to proceeding IFR when in controlled airspace
9-2
24 October 2003
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
9-3
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:
Aircraft electing to use the air traffic advisory service while operating IFR are:
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
9-4
24 October 2003
9-5
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 000 to 179 ***
IFR Flights
Altitude
IFR Flights
Altitude
FL
Metres
Feet
10
300
1000
30
900
50
VFR Flights
Altitude
FL
Metres
Feet
3000
35
1050
3500
1500
5000
55
1700
70
2150
7000
75
90
2750
9000
110
3350
130
150
Altitude
FL
Metres
Feet
FL
Metres
Feet
20
600
2000
40
1200
5500
60
1850
4000
45
1350
4500
6000
65
2000
2300
7500
80
6500
2450
8000
85
2600
8500
95
2900
9500
100
3050
10 000
105
3200
10 500
11 000
115
3500
11 500
120
3650
12 000
125
3800
12 500
3950
13 000
135
4550
15 000
155
4100
13 500
140
4250
14 000
145
4400
14 500
4700
15 500
160
4900
16 000
165
5050
170
5200
17 000
16 500
175
5350
17 500
180
5500
18 000
185
5650
18 500
190
5800
19 000
195
5950
19 500
200
6100
20 000
205
6250
20 500
210
230
6400
21 000
215
6550
21 500
220
6700
22 000
225
6850
22 500
7000
23 000
235
7150
23 500
240
7300
24 000
245
7450
24 500
250
7600
25 000
255
7750
25 500
260
7900
26 000
265
8100
26 500
270
8250
27 000
275
8400
27 500
280
8550
28 000
285
8700
28 500
290
8850
19 000
300
9150
30 000
310
9450
31 000
320
9750
32 000
330
10 050
33 000
340
10 350
34 000
350
10 650
35 000
360
10 950
36 000
370
11 300
37 000
380
11 600
38 000
390
11 900
39 000
400
12 200
40 000
410
12 500
41 000
430
13 100
43 000
450
13 700
45 000
470
14 350
47 000
490
14 950
49 000
510
15 550
51 000
etc
etc
etc
etc
etc
etc
*
Except when, on the basis of regional air navigation agreements, a modified table of
cruising levels based on a nominal vertical separation minimum of 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 70 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
9-6
24 October 2003
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 090 to 269
and from 270 to 089 is prescribed to accommodate predominant traffic directions and
appropriate transition procedures to be associated therewith are specified
9-7
In Other Areas
TRACK*
From 000 to 179 **
IFR Flights
Altitude
IFR Flights
Altitude
FL
Metres
Feet
10
300
1000
30
900
50
VFR Flights
Altitude
FL
Metres
Feet
3000
35
1050
3500
1500
5000
55
1700
70
2150
7000
75
90
2750
9000
95
110
3350
11 000
130
3950
13 000
150
4550
170
190
Altitude
FL
Metres
Feet
FL
Metres
Feet
20
600
2000
40
1200
5500
60
1850
4000
45
1350
4500
6000
65
2000
6500
2300
7500
80
2900
9500
100
2450
8000
85
2600
8500
3050
10 000
105
3200
10 500
115
3500
11 500
135
4100
13 500
120
3650
12 000
125
3800
12 500
140
4250
14 000
145
4400
15 000
155
4700
14 500
15 500
160
4900
16 000
165
5050
16 500
5200
17 000
175
5800
19 000
195
5350
17 500
180
5500
18 000
185
5650
18 500
5950
19 500
200
6100
20 000
205
6250
20 500
210
6400
21 000
215
6550
21 500
220
6700
22 000
225
6850
22 500
230
7000
250
7600
23 000
235
7150
23 500
240
7300
24 000
245
7450
24 500
25 000
255
7750
25 500
260
7900
26 000
265
8100
270
26 500
8250
27 000
275
8400
27 500
280
8550
28 000
285
8700
28 500
290
8850
19 000
300
9150
30 000
310
9150
31 000
320
9750
32 000
330
10 050
33 000
340
10 350
34 000
350
10 650
35 000
360
10 950
36 000
370
11 300
37 000
380
11 600
38 000
390
11 900
39 000
400
12 200
40 000
410
12 500
41 000
420
12 800
42 000
430
13 100
43 000
440
13 400
44 000
450
13 700
45 000
460
14 000
46 000
470
14 350
47 000
480
14 650
48 000
490
14 950
49 000
500
15 250
50 000
510
15 550
51 000
520
15 850
52 000
etc
etc
etc
etc
etc
etc
etc
etc
etc
etc
etc
etc
*
Magnetic track, or Polar areas at a latitude higher than 70 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 090 to 269
and from 270 to 089 is prescribed to accommodate predominant traffic directions and
appropriate transition procedures to be associated therewith are specified
9-8
24 October 2003
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:
Fail to report after having been handed over to an aerodrome control tower, or
In either case fail to land 5 minutes after the expected landing time
The area control centre within whose CTA the aerodrome is located
10-1
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
10-2
24 October 2003
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
Final
Base Leg
Downwind Leg
10-3
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:
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 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
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.
10-4
24 October 2003
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 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:
Other temporary hazards, including parked aircraft and birds on the ground and in
the air
10-5
10-6
24 October 2003
Meaning
Green flashes
Steady red
Stop
Red flashes
White flashes
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
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:
Aircraft in formation are exempted from the separation minima with respect to
separation from other aircraft of the same flight
Separation minima does not apply to aircraft operating under military necessity
10-7
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:
Hospital aircraft or aircraft carrying any sick or seriously injured persons requiring
urgent medical attention
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
Between sunset and sunrise, or such other period between sunset and sunrise as
may be prescribed
10-8
24 October 2003
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:
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
Between sunset and sunrise, or such other period between sunset and sunrise as
may be prescribed
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.
10-9
MEDIUM (M)
Aircraft types less than 136 000 kg but more than 7000 kg
LIGHT (L)
- 2 minutes
- 3 minutes
- 2 minutes
- 2 minutes
10-10
24 October 2003
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:
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
10-11
10-12
24 October 2003
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:
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 takeoff. 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
11-1
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:
Visibility
Wind shear
Hail
Freezing precipitation
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
11-2
24 October 2003
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:
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 aircrafts position has been positively determined by the use of radar
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
11-3
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 point (in minutes from the appropriate reporting point) at which a procedure
turn shall be carried out, and
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.
11-4
24 October 2003
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:
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
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
11-5
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
11-6
24 October 2003
transmitted to the aircraft, with the exception of the elements which it is known the aircraft has
already received:
Runway in use
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
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.
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.
11-7
11-8
24 October 2003
Chapter 12.
Air Traffic Control Services, Flight Information Service and ATS Routes
Reference:
Note: The task of providing specified services on the apron may be assigned to an
aerodrome control tower or to a separate unit
12-1
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
Whenever an aircraft might otherwise conflict with traffic operated under the
control of 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:
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:
12-2
24 October 2003
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:
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:
12-3
Has landed
Prior to the time the aircraft leaves the vicinity of the aerodrome, or
Whichever is earlier.
When IMC Prevail at the Aerodrome
12-4
24 October 2003
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:
Clearance limit
Route of flight
Level(s) of flight for the entire route or part route and changes of level if required
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 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.
12-5
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 in accordance with local instructions
Notwithstanding the above, vehicles and vehicles towing aircraft shall comply with
instructions issued by the aerodrome control tower
12-6
24 October 2003
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:
FIS provided to flights includes, in addition to the information already outlined, the provision of
information concerning:
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
12-7
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:
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:
12-8
24 October 2003
Approach
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
12-9
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
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:
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
12-10
24 October 2003
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:
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 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
12-11
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.
12-12
24 October 2003
Chapter 13.
Altimeter Setting Procedures
References:
For flights en-route the vertical position of aircraft is expressed in terms of:
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.
13-1
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 coordinated 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:
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
13-2
24 October 2003
The change in reference from altitude to flight levels, and vice versa, is made:
When climbing
When descending
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.
13-3
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
Flight
Level
Number
Metres
Feet
Flight
Level
Number
Metres
Feet
10
300
1000
50
1500
5000
15
450
1500
20
600
2000
100
3050
10 000
25
750
2500
30
900
3000
150
4550
15 000
35
1050
3500
40
1200
4000
200
6100
20 000
45
1350
4500
500
15 250
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 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.
13-4
24 October 2003
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:
13-5
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:
Should ensure adequate terrain clearance at all points along the route to be flown
13-6
24 October 2003
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
000 ft)
30
50
13-7
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.
13-8
24 October 2003
Chapter 14.
Secondary Surveillance Radar
Reference:
Procedures for Air Navigation Services, Aircraft Operations (Document 8168OPS/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
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:
14-1
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 pilots 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.
14-2
24 October 2003
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
14-3
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
Phraseology
When acknowledging mode/code setting instructions, pilots shall read back the mode and
code to be set.
14-4
24 October 2003
Chapter 15.
Signals
Reference:
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:
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 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:
15-1
LIGHT
AIRCRAFT IN FLIGHT
AIRCRAFT
GROUND
ON
THE
Steady Green
Cleared to land
Steady Red
Stop
Cleared to taxi
Red Pyrotechnic
Acknowledgement by an Aircraft
When in Flight
During the hours of darkness by flashing on and off twice the aircrafts landing
lights or, if not so equipped, by switching on and off its navigation lights twice
During the hours of darkness by flashing on and off twice the aircrafts landing
lights or, if not so equipped, by switching on and off its navigation lights twice
15-2
24 October 2003
A horizontal red square with one yellow diagonal when displayed in a signal area:
The same dumbbell but with a black bar indicates that aircraft are required to land and takeoff on runways only, but other manoeuvres need not be confined to runways and taxiways.
15-3
L AND O R T AK E O FF
T HIS WAY
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 10 to the nearest 10 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.
15-4
24 October 2003
C
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 Helicopters
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.
15-5
This Bay
Arms above head in vertical position with palms facing forward.
Move Ahead
Arms a little aside, palms facing backward and
repeatedly moved upward-backward from shoulder
height.
15-6
24 October 2003
TURN
Turn to Your Left
Right arm downward, left 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.
15-7
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
15-8
24 October 2003
Move Back
Arms by sides, palms facing forward, swept
forward and upward repeatedly to shoulder
height.
All Clear
Right arm raised at elbow with thumb erect.
15-9
15-10
24 October 2003
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
16-1
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
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24 October 2003
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:
Unable to clear (level planned) ATC is unable to clear the flight at the
planned level, an alternative is usually offered at this stage
Cruising level of aircraft concerned and estimated time over the reporting point
nearest to where the level will be crossed
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24 October 2003
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
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:
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:
Through the use of electronic or other aids, ATCUs determine that action differing
from that required may be taken without impairing safety, or
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24 October 2003
Chapter 17.
Flight Plans
Reference:
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 within designated areas, or along designated routes, when required
by the appropriate ATS authority. This being to facilitate the provision of:
Flight information, or
Note:
Full information on all items comprised in the flight plan description, covering
the whole of the route of a flight, or
Crossing an airway
17-1
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):
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:
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:
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24 October 2003
Aircraft identification
Equipment
Departure aerodrome
Cruising speed(s)
Cruising level(s)
Route to be followed
Alternate aerodrome(s)
Fuel endurance
Other information
17-3
This transmission is made to the aeronautical station serving the ATS unit in
charge of the FIR in which the aircraft is operating
Aircraft identification
Departure aerodrome
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:
The elements of each flight plan shall have a high degree of stability.
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24 October 2003
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 aircrafts 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
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
17-5
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.
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24 October 2003
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
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.
17-7
Aircraft identification
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
Destination Changed
Aircraft identification
Flight rules
Alternate aerodrome(s)
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24 October 2003
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.
17-9
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:
Report its arrival by the most expeditious means to the appropriate ATC unit
Note:
If in IMC or conditions are such that it is not feasible to complete the flight in accordance with
VMC, the aircraft shall:
Maintain the last assigned speed and level, or minimum flight altitude if
higher, for a period of 20 minutes following the aircrafts 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:
Land, if possible, within 30 minutes after the ETA or the last acknowledged EAT,
whichever is later
Note:
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24 October 2003
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
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24 October 2003
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.
18-1
Abbreviations Used
ATIS
NOZ
C/L
Centre line
NTZ
No transgression zone
DA/H
Decision altitude/height
OCA/H
DER
OIS
DR
Dead reckoning
OM
Outer marker
EFIS
PAR
FAF
PDG
FAP
RNAV
Area navigation
FMS
RSR
HSI
RSS
IAF
SID
IF
Intermediate fix
SOC
Start of climb
MAPt
SPI
MDA/H
STAR
MOC
TAR
TP
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:
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24 October 2003
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:
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 15 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).
18-3
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:
THIS ALTITUDE/HEIGHT
AND GRADIENT TO BE
PROMULGATED IF MORE
3.3%
4.5% 3.7%
OIS
2.5%
5 m (16 ft)
DER
AERODROME ELEVATION
OBSTACLE
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 15.
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.
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24 October 2003
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 15 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
15
DER
150 m
(1.9 NM)
AREA 1
15
3.5 km
15
DEPARTURE TRACK
AREA 2
C/L
VOR 7.8/NDB 10.3
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
18-5
Turning Departures
When a turning departure requires a turn of more than 15, a turning area is constructed.
FLX TOLERANCE
FLIGHT TECHNICAL TOLERANCE
C/L
DB
R/N
VO
15
DE
K
AC
TR
RE
U
RT
PA
15
15
DER
15
150 m
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:
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.
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24 October 2003
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
120
165
265
290
360
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
15 average achieved
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Secondary Areas
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 operators 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 liftoff 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 15 can be specified
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24 October 2003
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
C/L
AREA 2
dr
AREA 1
dr
3.5 KM
(1.9 NM)
OR LESS
15
RUNWAY
DER
30
15
150 m
150 m
AREA BOUNDED BY THE DOTTED LINE
18-9
= OBSTACLE
d 0 = SHORTEST DISTANCE
FROM OBSTACLE TO
BOUNDARY OF TURN
INITIATION AREA
d0
d0
AREA 1
DER
AREA 2
d0
DISTANCE NECESSARY
600 m
d0
AREA 3
CENTRE LINE
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 180 - 360
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24 October 2003
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:
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
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
A fix may also be designated to mark the point at which a gradient in excess of 3.3% is no
longer required.
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24 October 2003
Chapter 19.
Approach Procedures
Reference:
Procedures For Air Navigation Services, Aircraft Operations (Doc 8168OPS/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 arrival
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
19-1
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 30 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
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.
19-2
24 October 2003
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:
19-3
ALTITUDE
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.
OBSTACLE CLEARANCE
ALTITUDE (OCA)
OR
OBSTACLE CLEARANCE
HEIGHT (OCH)
DA
DH
PCA
MARGIN.
OCH
THRESHOLD
ELEVATION
19-4
24 October 2003
19-5
NON-PRECISION APPROACH
ALTITUDE
MARGIN
OR
LOWER LIMIT
OBSTACLE CLEARANCE
ALTITUDE (OCA)
CREW QUALIFICATIONS
AIRCRAFT PERFORMANCE
METEOROLOGICAL CONDITIONS
AERODROME CHARACTERISTICS
LOCATION OF GUIDANCE AID RELATIVE TO RUNWAY
OR
OBSTACLE CLEARANCE
HEIGHT (OCH)
- ETC
MDA
MDH
OCA
OCH
AERODROME ELEVATION OR
THRESHOLD ELEVATION IF
MORE THAN 2 m (7 ft) BELOW
THE AERODROME ELEVATION
19-6
24 October 2003
ALTITUDE
AIRCRAFT CHARACTERISTICS
METEOROLOGICAL CONDITIONS
CREW QUALIFICATIONS
AERODROME CHARACTERISTICS
ETC.
BE LESS THAN:
(394 ft)
(492 ft)
(591 ft)
(689 ft)
MDA
MDH
OCA
OCH
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 IN
MOUNTAINOUS TERRAIN AND IS INCREASSED FOR
AERODROME
ELEVATION
19-7
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
SECONDARY AREA
MOC
PRIMARY AREA
MOC
SECONDARY AREA
1/4 OF
1/2 OF
1/4 OF
TOTAL
TOTAL
TOTAL
TOTAL WIDTH
CENTRE LINE
At any point the width of the primary area is equal to of the total width. The width of each
secondary area is equal to 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.
19-8
24 October 2003
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:
NOMINAL FIX
19-9
VOR
NDB
VOR
4.5 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 7.80
ILS Localizer
NDB
6.2 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 10.3
1.4
Azimuth resolution
19-10
24 October 2003
Fix tolerance is
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 50 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 50:
NDB
Fix tolerance overhead an NDB is based upon an inverted cone of ambiguity extending at an
angle of 40 either side of the facility. Entry into the cone is assumed to be achieved within an
accuracy of 15 from the prescribed track. Tracking through the cone is assumed to be
within an accuracy of 50.
CONE
EFFECT AREA
TRACK OF MAXIMUM
RIGHT TOLERANCE
z
15
NDB
15
TRACK OF MAXIMUM
LEFT TOLERANCE
POSITION FIX
TOLERANCE AREA
19-11
FARTHEST LIMIT
FOR MAPt
FAF
FACILITY
WIDTH TO
PRIMARY
FACILITY
AREA
FINAL APPROACH
SEGMENT
APPROACH TO FACILITY
SECONDARY
AREAS
FAF
PRIMARY
AREA
PRIMARY
AREA
FACILITY
FINAL APPROACH SEGMENT
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 3
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 3.8 glidepath. In the case of a
precision approach the operationally preferred glidepath angle is 3. An ILS glidepath in
excess of 3 is used only where alternate means of satisfying obstacle clearance
requirements are impractical.
19-12
24 October 2003
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 enroute 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 30 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 90 for a precision approach and 120 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.
19-13
Note:
Where no FAF is specified, the inbound track is the final approach segment
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.
19-14
24 October 2003
RWY
STEPDOWN
FIX
PROCEDURE
TURN
MAXIMUM DISTANCE
11 KM (6 NM)
IF REDUCED OBSTACLE
CLEARANCE APPLIED
VOR
FINAL
STEPDOWN
FIX
OCA/H
MOC
MAPt
VOR
PROCEDURE
TURN
MAXIMUM DISTANCE
11 KM (6NM)
IF REDUCED OBSTACLE
CLEARANCE APPLIED
REDUCED
OBSTACLE
CLEARANCE
19-15
Aircraft category
Approach coupling
are considered.
19-16
24 October 2003
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:
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
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
19-17
200 ft
ILS
200 ft
MLS
200 ft
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/operators manual. If no PEC is
specified then a PEC of + 50 ft should be used.
Determination of DA/DH or MDA/MDH
1.
2.
3.
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
19-18
24 October 2003
NOMINAL
DESCENT
NOMINAL
MAPt
2.5%
PATH
30 m (98 ft)
50 m (164 ft)
OCA/H
FINAL
MISSED
APPROACH
INITIAL
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
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%.
19-19
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
15 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:
Holding occurs, or
19-20
24 October 2003
In addition, where an obstacle is located early in the missed approach procedure, the
instrument approach chart will be annotated
eg
The dimensions of the turning missed approach area will be affected by the following:
Aircraft speed
The turning missed approach area is based on the following assumed conditions:
Bank Angle
15 average achieved
Speed
Wind
0 to 3 seconds
0 to + 3 seconds
19-21
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
19-22
24 October 2003
Runway layout
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:
19-23
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 accuracy and limitations of RNAV systems are those of a computer employed to convert
navigational data inputs into:
Aircraft position
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:
19-24
24 October 2003
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 minimum obstacle clearance in the primary area of the final approach
segment is 75 m (246 ft).
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:
Environmental considerations
19-25
19-26
24 October 2003
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
1 or 2
Mixed operations
Mode
1, 2, 3 or 4
19-27
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:
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 30 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
19-28
24 October 2003
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 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
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.
19-29
19-30
24 October 2003
Chapter 20.
Holding Procedures
Reference:
Procedures For Air Navigation Services, Aircraft Operations (Doc 8168OPS/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.
20-1
Normal Conditions
Turbulence Conditions
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.
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 25 or at a rate of 3 (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.
20-2
24 October 2003
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:
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
20-3
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
20-4
1 minutes
24 October 2003
75 seconds
2. Base Turn
A specific outbound track is used with track guidance given:
Electronically
By using timing, or
70
3
30
70
20-5
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
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
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
20-6
24 October 2003
On second arrival over the holding fix, the aircraft is turned right to follow the
holding pattern
In the first case, arrival at the entry point is generally effected using:
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)
20-7
20-8
24 October 2003
Time/Distance Outbound
The still air time for outbound entry heading should not exceed:
Where DME is available, the length of the outbound leg may be specified in terms
of distance instead of time
20-9
Until the appropriate limiting DME distance is attained, where the distance is
specified, then
20-10
24 October 2003
20-11
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.
20-12
24 October 2003
Chapter 21.
Area Control Service
Reference:
Procedures For Air Navigation Services, Aircraft Operations (Doc 8168OPS/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
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.
21-1
Risk of collision
No risk of collision
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:
21-2
24 October 2003
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 other airspace, a nominal 300 m (1000 ft) below FL 290 and a nominal
600 m (2000 ft) at or above this level.
21-3
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:
21-4
24 October 2003
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
28 km (15 NM)
VOR
15
28 km (15 NM)
21-5
NDB
At least 30 and at a distance of 28 km (15 nm) or more from the facility.
28 km(15 NM)
NDB
30
28 km(15 NM)
28 km (15 NM)
FIX
45
28
km
5
(1
)
NM
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.
21-6
24 October 2003
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
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 lose time
21-7
15 MIN
NAVIGATIONAL
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 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
AERODROME
OR
REPORTING POINT
5 MIN
21-8
24 October 2003
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.
AERODROME
OR
REPORTING POINT
74 KM/H (40
OR
KT)MORE
FASTER
3 MIN
15 MIN
21-9
FL 250
15 MIN
FL 240
15 MIN
or when descending,
1 5 M IN
FL 260
FL 250
1 5 M IN
FL 240
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
FL 260
FL 250
10 M IN
FL 240
10 M IN
21-10
24 October 2003
or when descending,
10 MIN
FL 260
FL 250
10 MIN
FL 240
10 MIN
NAVIGATION AID
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
5 M IN
FL 260
FL 250
5 M IN
1 0 M IN
F L 2 40
5 M IN
N A V IG A T IO N A ID
or when descending,
5 MIN
FL 260
10 MIN
FL 250
5 MIN
5 MIN
FL 240
NAVIGATION AID
21-11
FL 250
15 M IN
FL 240
15 M IN
or when descending,
15 M IN
FL 260
FL 250
15 M IN
15 M IN
FL 240
FL 250
10 MIN
FL 240
10 MIN
NAVIGATION AID
21-12
24 October 2003
or when descending,
10 MIN
FL 260
FL 250
10 MIN
FL 240
10 MIN
NAVIGATION AID
ESTIMATEDTIME
OF PASSING
10 MIN
10 MIN
21-13
37 KM (20 NM)
21-14
24 October 2003
DME
KM M)
37 0 N
(2
or,
37 KM/H (20 KT)
OR MORE FASTER
DME
KM )
19 0 NM
(1
21-15
One aircraft maintains a level while vertical separation does not exist, and
FL 260
FL 250
19 KM
1 0 NM
FL 240
1 9 KM
1 0 NM
or when descending,
19 KM
10 NM
FL 260
19 KM
10 NM
19 KM
10 NM
FL 250
FL 240
DME
21-16
24 October 2003
W AY -P O INT
1 50 k m
80 N M
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
21-17
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
150 KM
80 NM
WAY-POINT
FL 260
FL 250
150 KM
80 NM
FL 240
150 KM
80 NM
or when descending,
150 K M
W A Y -P O INT
F L 2 60
8 0 NM
FL 25 0
1 50 KM
8 0 NM
150 K M
F L 24 0
8 0 NM
21-18
24 October 2003
WAY -POINT
150 km
80 NM
W AY -POINT
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 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
21-19
21-20
24 October 2003
Chapter 22.
Aerodrome Aeronautical Data and Markings
Reference:
Annex 14 - Aerodromes
Introduction
This Annex contains SARPs that detail:
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
Code Element 2
Code
Number
Code
Letter
Wing Span
Outer
Main
Wheel Span
6 m up to but not
including 9 m
9 m up to but not
including 14 m
9 m up to but not
including 14 m
Gear
22-1
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 m or foot. For an aerodrome used
by international civil aviation:
22-2
24 October 2003
Taxiway
Apron
ATC
Clearway
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:
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
22-3
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
The movement area and the operational status of related facilities shall be
provided to the appropriate aeronautical information service units, and
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.
22-4
24 October 2003
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:
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
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
Determine the friction of paved runways that become slippery under unusual
conditions
22-5
Code
Good
0.39 to 0.36
Medium to good
0.35 to 0.30
Medium
0.29 to 0.26
Medium to poor
Poor
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:
22-6
24 October 2003
Physical Characteristics
Runway Width
The width of a runway should be:
Code
Number
Code Letter
A
18 m
18 m
23 m
23 m
23 m
30 m
30 m
30 m
30 m
45 m
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
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
22-7
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
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
150 m where the aeroplane reference field length is greater than 1200 m, and
22-8
24 October 2003
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.
22-9
Taxiway Width
7.5 m
10.5 m
23 m
22-10
24 October 2003
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
1.5m
2.25 m
4.5 m
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.
22-11
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:
Giving a signal in any one colour followed by a signal in either of the two other
colours and
22-12
24 October 2003
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.
22-13
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
22-14
24 October 2003
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 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
12
60m
16
22-15
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 instrument runway where the runway length is less than 800 m
22-16
24 October 2003
800 m up to
but
not
including
1200 m
1200 m up to but
not
including
2400 m
2400 m and
above
Distance
threshold
beginning
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
4m
6m
6 10 m
6 10 m
Lateral spacing
between inner
sides of stripes
6m
9m
18 22.5 m
18 22.5 m
from
to
of
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 nonprecision 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)
markings
2400 m or more
of
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.
22-17
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
22-18
24 October 2003
*1
*2
*3
*4
TAXIWAY 'A'
*1
SURFACE PAINTED
DIRECTION SIGN
A
A
B
*3
SURFACE PAINTED
LOCATION SIGN
*2
*1
TAXIWAY
CENTRE
INE
MARKING
20
*4
*2
*1
22-19
Taxiway centre line markings shall be provided on a paved runway when the runway is part of
a standard taxi route and:
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, nonprecision 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:
Any markings further from the runway shall use the pattern shown in circle 2
22-20
24 October 2003
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
147
VOR
116.3
147
4.3 NM
VOR
116.3
147
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 2 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
22-21
Where there is insufficient contrast between the marking and the pavement surface, the
marking shall include:
22-22
24 October 2003
Chapter 23.
Runway Lights and Visual Approach Systems
Reference:
Annex 14 - Aerodromes
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
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
23-1
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:
23-2
24 October 2003
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 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:
It is difficult to locate the aerodrome from the air due to surrounding lights or
terrain
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.
23-3
23-4
24 October 2003
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
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
23-5
A row of lights on the extended centre line of the runway extending over a
distance of 900 m from the runway threshold, with
23-6
24 October 2003
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 (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
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 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 (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.
23-7
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:
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).
23-8
24 October 2003
RUNWAY END
COLOUR CODED CENTRELINE
TOUCHDOWN ZONE
PAPI
RUNWAY THRESHOLD
AND WING BARS
SUPPLEMENTARY
APPROACH
23-9
The pilot of any type of aeroplane may have difficulty in judging the approach due
to:
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:
PAPI, T-VASIS or AT-VASIS shall be provided where the runway is 1200 m or greater. PAPI
or APAPI shall be provided when:
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.
23-10
24 October 2003
I TE
E
WH ISIBL
TV
O
N
Ap
IT E
E
IT E L E
WH ISIBL
WH ISIB
V
TV
T
O
N
NO
WH
a
p ro
IT E
RE D
ch
pe
S lo
E
IB L
V IS T E
T
NO WH I LE
B
RE D
IS
TV
NO
RE D
WH
IT E
T
NO
V IS
I BL
WH
ITE
RE D
THRESHOLD
FLY-DOWN LIGHT UNITS
WING BAR
LIGHT UNITS
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
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 3 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
23-11
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
23-12
24 October 2003
0'
33
E
HIT
W ED
0'
C
R
31 B +
E
T
I
2
WH ED pe =
R slo
'
ach E 250
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r
p WHIT
p
a
PI
RED
PA
WHIT E
RED
C
B
230'
THRESHOLD
A - 3 PAPI ILLUSTRATED
B
A +
2
=
pe
slo
h
ac
pro
I ap
P
A
AP
245'
TE
WHI
RED
ITE
WH ED
R
5'
31
THRESHOLD
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.
23-13
26
DIVERGENCE
APPROACH SURFACE
INNER EDGE
THRESHOLD
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.
23-14
24 October 2003
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 5
Join the downwind leg or align and adjust the aircrafts 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
Lights indicating the extended centre line of the runway and/or parts of any
approach lighting system, or
23-15
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.
23-16
24 October 2003
Chapter 24.
Runway, Taxiway and Apron Lighting
Reference:
Annex 14 - Aerodromes
Runway threshold identification lights shall be located symmetrically about the runway centre
line:
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 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:
24-1
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
Where circling guidance is provided they shall show in all angles of azimuth
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
24-2
24 October 2003
24-3
LIGHTS
RUNWAY THRESHOLD &
RUNWAY END LIGHTS
RED
RED
RED
GREEN
GREEN
GREEN
GREEN
GREEN
CONDITION
GREEN
GREEN
THRESHOLD AT
RUNWAY EXTREMITY
RUNWAY TYPE
RED
RED
NOTE: THE MINIMUM NUMBER OF LIGHTS ARE
SHOWN FOR A RUNWAY 45m WIDE WITH
LEGEND
UNIDIRECTIONAL LIGHT
BIDIRECTIONAL LIGHT
CONDITIONAL RECOMMENDATION
24-4
24 October 2003
Runway end lighting should consist of at least six lights and should be:
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:
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:
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:
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
24-5
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
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.
24-6
24 October 2003
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:
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:
Light spacing
Curve radius
up to 400
7.5 m
401 m to 899 m
15 m
900 m or greater
30 m
24-7
24-8
24 October 2003
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:
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 unidirectional 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 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
24-9
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
Configuration B
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:
24-10
24 October 2003
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:
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
24-11
The light shall be unidirectional and aligned so as to be visible to the driver of a vehicle
approaching the holding position
24-12
24 October 2003
Chapter 25.
Aerodrome Signs and Markers
Reference:
General
Signs shall be provided to convey:
A mandatory instruction
Frangible, and
Near a runway or taxiway they must be sufficiently low to preserve clearance for
engines and propellers
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.
25-1
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.
LEFT SIDE
B 25-07
RED
WHITE
LOCATION/RUNWAY DESIGNATION
BLACK
25-07 B
RUNWAY DESIGNATION/LOCATION
25 CAT
B2
TAXI-HOLDING POSITION
YELLOW
RIGHT SIDE
RUNWAY DESIGNATION/
CATEGORY II HOLDING POSITION
25
25
LOCATION/RUNWAY DESIGNATION
RUNWAY DESIGNATION/LOCATION
NO ENTRY
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.
25-2
24 October 2003
B 25- 07
B2
A 25
25 CAT II
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
25-3
LEFT SIDE
RIGHT SIDE
C B C
DIRECTION/LOCATION/DIRECTION
BLACK
YELLOW
YELLOW
B C
LOCATION/DIRECTION
APRON
DESTINATION
A
RUNWAY VACATED/LOCATION
LOCATION/RUNWAY VACATED
G G2
G G2
RUNWAY EXIT
RUNWAY EXIT
A
LOCATION
C B B C
DIRECTION/LOCATION/DIRECTION/DIRECTION
C E B D C E
DIRECTION/DIRECTION/DIRECTION/LOCATION/DIRECTION/DIRECTION/DIRECTION
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 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.
25-4
24 October 2003
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
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.
25-5
27
X
A 27
27 A
27
27
X
Y
CATEGORY I
A 27
A 27
27 A
27CAT
27
27 A
27CAT
27
Y
CATEGORY II
A 27
X
Y
A 27
27 A
27CAT
27
27 A
27CAT
27
Y
CATEGORY III
A 27
X
Y
A 27
27 A
27CAT
27 A
27CAT
Where appropriate:
A location designator
25-6
24 October 2003
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
25-7
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
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
A fixed obstacle above a horizontal surface should be marked and, if the aerodrome is used
at night, lit except that:
The markings may be omitted when the obstacle is lit by high intensity obstacle
lights by day
25-8
24 October 2003
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:
Objects that are sufficiently conspicuous by their shape, size or colour need not
otherwise be marked
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
Service Vehicles
Yellow
25-9
In clear weather from a distance of at least 1000 m for an object viewed from the
air, and
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
25-10
24 October 2003
At the lowest level of the catenary (lowest point) of the wires or cables, and
25-11
TOP LIGHT
MIDDLE LIGHT
BOTTOM LIGHT
(MARKS LOWEST POINT
OF 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:
25-12
24 October 2003
On a runway:
A closed marking shall be placed at each end of the runway, or portion, declared
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.
PRE-THRESHOLD AREA OF
FIT FOR USE AS A STOPWAY
RUNWAY
AIRCRAFT
LANDING IN THE
BY
OPPOSITE DIRECTION BUT NOT FI
FOR NORMAL MOVEMENT
OF
AIRCRAFT
A chevron marking should be of a conspicuous colour and contrast with the colour used for
runway markings; preferably yellow.
25-13
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 speed with which the personnel and equipment designated for rescue and
fire fighting purposes can be put to use
If after selecting the category appropriate to the aeroplanes 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
25-14
24 October 2003
Note:
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
1, 2, 3, 4 & 5
6 and 7
8, 9 and 10
Regulate entry of aircraft into, and co-ordinate exit of aircraft from, the apron with
the aerodrome tower, and
25-15
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 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
25-16
24 October 2003
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:
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.
26-1
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 an assigned discrete code, the setting of which has been verified,
in a radar label
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:
26-2
24 October 2003
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:
When any doubt exists as to the identity of a radar position indication for any
other reason
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 aircrafts 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
When a pilots estimate differs significantly from the radar controllers estimate
based on radar observation
26-3
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
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
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:
26-4
24 October 2003
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:
In order to circumnavigate severe weather (in which case the pilot should be
so informed), or
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 aircrafts 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:
26-5
Provide radar vectoring to aircraft for the purpose of resolving potential conflicts
Provide separation and maintain normal traffic flow when an aircraft experiences
communication failure within the area of radar coverage
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:
Braking action is reported as good and runway occupancy times are not
adversely affected by runway contaminants such as slush, snow or ice
26-6
24 October 2003
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
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
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:
Succeeding aircraft
Aircraft category
Preceding aircraft
HEAVY
MEDIUM
HEAVY
7.4 km (4 nm)
MEDIUM
9.3 km (5 nm)
LIGHT
11.1 km (6 nm)
LIGHT
9.3 km (5 nm)
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)
26-7
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 nonradar controller take the necessary action to establish non-radar separation
Request that the appropriate non-radar controller take control of the aircraft
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
Instruct all adjacent positions or ATC units to hold all controlled flights outside the
area of responsibility until normal services can be resumed
26-8
24 October 2003
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 precomputed level the aircraft should be passing
26-9
Where the appropriate ATS determines that the radar accuracy is good enough. The SRA can
be continued to:
The threshold, or
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
A specific speed
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.
26-10
24 October 2003
Chapter 27.
Interception of Civil Aircraft
References:
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 ability of civil aircraft to remain clear of the promulgated areas, and
27-1
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.
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
Intercept manoeuvres
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
27-2
24 October 2003
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 aircrafts position is not known, the ATS unit
shall:
Attempt to establish two way communication with the aircraft, unless such
communication already exists
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
Request from other units and from aircraft in flight every assistance in
establishing communication with the aircraft and determining its position
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:
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
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:
27-3
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
27-4
24 October 2003
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
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.
27-5
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
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
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.
27-6
24 October 2003
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
1
Meaning
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
Intercepted Aircraft
Responds
Meaning
DAY or NIGHT
You have been
intercepted
follow me
Understood
will comply
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
27-7
Intercepting Aircraft
Signals
2
Meaning
DAY or NIGHT
Meaning
DAY or NIGHT
An
abrupt
breakaway
manoeuvre
from
the
intercepted aircraft consisting
of a climbing turn of 90 or
more without crossing the
line of flight of the intercepted
aircraft
Intercepted Aircraft
Responds
You
proceed
may
DAY or NIGHT
Understood
will comply
DAY or NIGHT
Land at this
aerodrome
Understood
will comply
Aerodrome you
have
designated is
inadequate
DAY or NIGHT
Cannot comply
DAY or NIGHT
Understood
follow me
DAY or NIGHT
Irregular flashing
available lights
Meaning
DAY or NIGHT
Intercepting Aircraft
Responds
DAY or NIGHT
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
Meaning
Use
Series
2
signals
prescribed for intercepting
aircraft
Understood
DAY or NIGHT
of
all
In distress
27-8
Use
Series
2
signals
prescribed for intercepting
aircraft
Understood
24 October 2003
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
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
LAAND
I request to
land at
(Place
name)
DESCEND
(Place name)
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
27-9
27-10
24 October 2003
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 must not be in conflict with the provisions contained in the Annexes or
PANS. They must either:
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.
28-1
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
eg
A2-3.1.13
28-2
24 October 2003
Amman
Beirut
Cairo
Damascus
Nicosia
Tel Aviv
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
28-3
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 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 submission of a RFP should be accepted as fulfilling a states 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.
28-4
24 October 2003
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
The initial call after changing a radio frequency may only contain:
Level
Position
Time
28-5
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
28-6
24 October 2003
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:
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
The aircraft concerned have previously been identified and identification has
been maintained
between
aircraft
with
functioning
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
When primary radar fails and until procedural separation is established, provided
that:
28-7
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.
28-8
24 October 2003
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 distress signal SOS or other similar urgent signals, eg XXX, PAN and TTT
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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:
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
Manufacturers 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
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24 October 2003
Identification Plate
All aircraft carry an identification plate inscribed with:
Registration mark
Fireproof metal, or
Fireproof material.
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24 October 2003
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 to establish that its construction and assembly are
satisfactory
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24 October 2003
State of Registry
Issuing Authority
CERTIFICATE OF AIRWORTHINESS
1.
Nationality or Common
Mark and Registration Mark
2.
Manufacture
and
Manufacturers 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 abovementioned 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 ..
30-3
Intensities
Colours
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:
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:
markings and
placards
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24 October 2003
structural integrity or
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 reference point(s) and datum line(s) to which the centre of gravity limits are
related.
30-5
It includes:
Undrainable oil
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.
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24 October 2003
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:
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An operator shall ensure that all pilots are familiar with the laws, regulations and procedures
relevant to their duties:
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.
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24 October 2003
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 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 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.
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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
Temperature
Wind
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.
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24 October 2003
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 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.
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24 October 2003
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:
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
32-1
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 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 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
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24 October 2003
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
32-3
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 members certificates containing the requirements
set out in Annex 7.
In the case of an airline flight crew member who:
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
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 members certificate. Where required, a
document from the crewmembers employer certifying the purpose of the journey may be
required.
Non-scheduled services have the same rights as scheduled services subject to:
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24 October 2003
The crew member concerned must depart on the aircraft on its first flight out of
the territory of the State
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.
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24 October 2003
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
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24 October 2003
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
If the aircraft was not equipped with suitable two-way radio communication
equipment, or
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24 October 2003
Chapter 34.
Alerting Service and Search and Rescue
References:
Alerting Service
Application
Alerting service shall be provided:
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)
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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)
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
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
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:
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24 October 2003
34-3
Each RCC shall have means of rapid and reliable communication with:
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
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24 October 2003
In addition to the above, each rescue sub-centre shall have means of rapid and reliable
communication with:
Alerting posts
As soon as possible indicate the conditions, if any, under which the mission may
be undertaken
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
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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 COSPASSARSAT 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.
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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
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
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
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
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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:
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:
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24 October 2003
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
Crossing the projected course of the surface craft close ahead at low altitude and:
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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 hoisting of the international flag N (a blue and white chequered square)
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:
Medical Supplies
The following supplies can be dropped from aircraft:
Streamer Colour
Supply
Red
Blue
Yellow
Black
Miscellaneous equipment
compasses etc
such
as
stoves,
axes,
Where supplies are mixed a combination of the colour codes should be used.
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24 October 2003
MESSAGE
REQUIRE ASSISTANCE
NO OR NEGATIVE
YES OR AFFIRMATIVE
CODE
SYMBOL
CODE
SYMBOL
MESSAGE
OPERATION COMPLETED
Air-To-Ground Signals
The following signals by aircraft mean that the ground signals have been understood:
During the hours of daylight
During the hours of darkness Flashing on and off twice the aircrafts 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.
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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
Direct contact with any part of the aircraft, including parts which have become
detached from the aircraft, or
Natural causes
When the injuries are to stowaways hiding outside the areas normally available to
the passengers and crew, or
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
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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 second or third degree burns, or any burns affecting more than 5% of
the body surface, or
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
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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
The ICAO when the aircraft involved is of a maximum mass of over 2250 kg
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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:
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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:
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
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.
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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 batteryoperated 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.
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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:
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Each Contracting State shall provide such assistance to an aircraft subjected to an act of
unlawful interference, including:
ATS
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:
Each Contracting State whose citizens are known to be on board the aircraft
The ICAO
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.
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The PlC should attempt to continue flying on the assigned track and at the
assigned cruising level, until
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
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.
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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
Equipment
Stores
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
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
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
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