ATC Rules PDF

12 FEB 16 AIR TRAFFIC CONTROL WH-I
TABLE OF CONTENTS
Below is a complete list of the standard contents of Airway Manual. Limited or special coverages may not con-
tain all items, but that material which is included should be arranged in the order outlined.
TABLE OF CONTENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WH-I
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . 101
FLIGHT PROCEDURES (DOC 8168) – AIR TRAFFIC CONTROL
1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
1.2 State Pages – Rules and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FLIGHT PROCEDURES (DOC 8168) – GENERAL PRINCIPLES
1 GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
1.2 Obstacle Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
1.3 Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
1.4 Use of Flight Management System (FMS)/Area Navigation (RNAV) Equipment. . . . . . . . . . . . 203
2 ACCURACY OF FIXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

2.2 Fix formed by Intersection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
2.3 Fix Tolerance Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
2.4 Fix Tolerance for other Types of Navigation Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
2.5 Area Splay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
3. TURN AREA CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
3.2 Turn Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
3.3 Protection Area for Turns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
FLIGHT PROCEDURES (DOC 8168) – DEPARTURE PROCEDURES
1 GENERAL CRITERIA FOR DEPARTURE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209

1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
1.2 Operator’s Responsibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
1.3 Instrument Departure Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
1.5 Procedure Design Gradient (PDG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
1.6 Fixes as an Aid in Obstacle Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
1.7 Radar Vectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
2 STANDARD INSTRUMENT DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

2.2 Straight Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
2.3 Turning Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
3 OMNIDIRECTIONAL DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
3.2 Beginning of Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
3.3 Procedure Design Gradient (PDG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
4 PUBLISHED INFORMATION FOR DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
4.2 Standard Instrument Departures (SIDs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
4.3 Omnidirectional Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
© JEPPESEN, 2006, 2016. ALL RIGHTS RESERVED.

WH-II AIR TRAFFIC CONTROL 12 FEB 16
TABLE OF CONTENTS
FLIGHT PROCEDURES (DOC 8168) – ARRIVAL AND APPROACH PROCEDURES
1 GENERAL CRITERIA FOR ARRIVAL AND APPROACH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . 215

1.2 Instrument Approach Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
1.3 Categories of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
1.5 Obstacle Clearance Altitude/Height (OCA/H) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
1.6 Factors Affecting Operational Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
1.7 Vertical Path Control on Non-Precision Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 216
1.8 Approach Operations Utilizing BARO-VNAV Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
1.9 Descent Gradient. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
2 ARRIVAL SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222

2.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
2.2 Protection of the Arrival Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
2.3 Minimum Sector Altitudes (MSA)/Terminal Arrival Altitudes (TAA) . . . . . . . . . . . . . . . . . . . . . . 223
2.4 Terminal Area Radar (TAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
3 INITIAL APPROACH SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
3.2 Types of Manoeuvres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
3.3 Flight Procedures for Racetrack and Reversal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
4 INTERMEDIATE APPROACH SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
5 FINAL APPROACH SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

5.2 NPA with FAF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
5.3 NPA without FAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
5.4 Precision Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
5.5 Determination of Decision Altitude (DA) or Decision Height (DH) . . . . . . . . . . . . . . . . . . . . . . . 229
5.6 Obstacle Free Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
6 MISSED APPROACH SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

6.2 Initial Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
6.3 Intermediate Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
6.4 Final Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
7 VISUAL MANOEUVRING (CIRCLING) AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233

7.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
7.2 Visual Flight Manoeuvre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
7.3 Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
7.4 Missed Approach Procedure while Circling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
7.5 Visual Manoeuvring Using Prescribed Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
FLIGHT PROCEDURES (DOC 8168) – EN-ROUTE CRITERIA
1 EN-ROUTE CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

1.2 Obstacle Clearance Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
FLIGHT PROCEDURES (DOC 8168) – HOLDING PROCEDURES
1 HOLDING CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241

1.4 Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
2 OBSTACLE CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245

2.1 Holding Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
2.2 Buffer Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
2.3 Minimum Holding Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
FLIGHT PROCEDURES (DOC 8168) – NOISE ABATEMENT PROCEDURES
1 GENERAL NOISE ABATEMENT INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

12 FEB 16 AIR TRAFFIC CONTROL WH-III
TABLE OF CONTENTS
2 NOISE PREFERENTIAL RUNWAYS AND ROUTES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

2.1 Noise Preferential Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
2.2 Noise Preferential Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
3 AEROPLANE OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
3.2 Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
3.3 Development of Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
3.4 Aeroplane Operating Procedures – Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
3.5 Aeroplane Operating Procedures – Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
3.6 Displaced Thresholds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
3.7 Configuration and Speed Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
3.8 Upper Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
3.9 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
APPENDIX TO CHAPTER 3 – NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE
1 GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
2 NOISE ABATEMENT DEPARTURE CLIMB –

EXAMPLE OF A PROCEDURE ALLEVIATING NOISE CLOSE TO THE AERODROME (NADP 1) . . . 249
3 NOISE ABATEMENT DEPARTURE CLIMB –

EXAMPLE OF A PROCEDURE ALLEVIATING NOISE DISTANT FROM THE AERODROME
(NADP 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
FLIGHT PROCEDURES (DOC 8168) – RNAV AND SATELLITE-BASED
1 GENERAL INFORMATION FOR RNAV SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
2 TERMINAL ARRIVAL ALTITUDE (TAA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
2.2 Flight Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
2.3 Non-Standard TAA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
3 GENERAL INFORMATION FOR BASIC GNSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256

3.1 Basic GNSS Receiver Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
4 GENERAL INFORMATION FOR SATELLITE-BASED AUGMENTATION SYSTEM (SBAS). . . . . . . . . 257

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
4.2 SBAS Standard Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
4.3 Avionics Functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
5 GENERAL INFORMATION FOR GROUND-BASED AUGMENTATION SYSTEM (GBAS) . . . . . . . . . . 259

5.1 General Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
FLIGHT PROCEDURES (DOC 8168) – DEPARTURE PROCEDURES (RNAV)
1 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR

NAVIGATION SYSTEMS USING BASIC GNSS RECEIVERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
1.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
1.4 Departure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

SATELLITE-BASED AUGMENTATION SYSTEM (SBAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
2.2 Turning Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

GROUND-BASED AUGMENTATION SYSTEM (GBAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
3.1 Departure Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
4 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES

AND RNP BASED DEPARTURE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

WH-IV AIR TRAFFIC CONTROL 12 FEB 16
TABLE OF CONTENTS
FLIGHT PROCEDURES (DOC 8168) – ARRIVAL AND NON-PRECISION APPROACH PROCEDURES
1 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

FOR NAVIGATION SYSTEMS USING BASIC GNSS RECEIVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
1.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
1.4 GNSS Approach Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
1.5 Initial Approach Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
1.6 Intermediate Approach Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
1.7 Final Approach Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
1.8 Missed Approach Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264

BASED ON DME/DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266

BASED ON VOR/DME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
3.6 Navigation Accuracy Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
3.7 Arrival Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
3.8 Initial Approach Segment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
3.9 Final Approach Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
3.10 Missed Approach Segment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267

BASED ON GBAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
FLIGHT PROCEDURES (DOC 8168) – APPROACH PROCEDURES WITH VERTICAL GUIDANCE
1 APV/BARO-VNAV APPROACH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269

1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
1.2 System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
1.3 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
1.4 Operational Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269

BASED ON SBAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
2.2 SBAS Procedure Design Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
2.3 Missed Approach with Turning Point prior to Threshold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
FLIGHT PROCEDURES (DOC 8168) – PRECISION APPROACH PROCEDURES
1 GBAS PRECISION APPROACH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

1.1 Approach Conduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
1.2 GBAS Approach Display Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
1.4 Publication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
FLIGHT PROCEDURES (DOC 8168) – RNAV HOLDING
1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
1.2 Aircraft Equipped with RNAV Systems with Holding Functionality . . . . . . . . . . . . . . . . . . . . . . 275
1.3 Aircraft Equipped with RNAV Systems without Holding Functionality . . . . . . . . . . . . . . . . . . . . 275
1.5 Pilot Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
2 HOLDING PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
3. HOLDING ENTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
FLIGHT PROCEDURES (DOC 8168) – ENROUTE
1 AREA NAVIGATION (RNAV) AND RNP-BASED EN-ROUTE PROCEDURES . . . . . . . . . . . . . . . . . . . 277

1.1 Standard Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
1.2 Definition of Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
FLIGHT PROCEDURES (DOC 8168) – ALTIMETER SETTING PROCEDURES
1 INTRODUCTION TO ALTIMETER SETTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279

10 MAR 17 AIR TRAFFIC CONTROL WH-V
TABLE OF CONTENTS
2 BASIC ALTIMETER SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
2.2 Take-off and Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
2.3 Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
2.4 Approach and Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
2.5 Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
3 PROCEDURES FOR OPERATORS AND PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
3.1 Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
3.2 Pre-Flight Operational Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
3.3 Take-off and Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
3.4 Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
3.5 Approach and Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
4 ALTIMETER CORRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
4.1 Responsibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
4.2 Pressure Correction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
4.3 Temperature Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
4.4 Mountainous Areas – Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
4.5 Mountainous Terrain – Terminal Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
FLIGHT PROCEDURES (DOC 8168) – SIMULTANEOUS OPERATIONS ON PARALLEL

OR NEAR-PARALLEL INSTRUMENT RUNWAYS
1 MODES OF OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283

1.2 Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
1.3 Equipment Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
1.5 Vectoring to the ILS Localizer Course or MLS Final Approach Track . . . . . . . . . . . . . . . . . . . . 283
1.7 Track Divergence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
FLIGHT PROCEDURES (DOC 8168) – SECONDARY SURVEILLANCE RADAR (SSR) TRANSPONDER

OPERATING PROCEDURES
1 OPERATIONS OF TRANSPONDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
1.2 Use of Mode C. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
1.3 Use of Mode S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
1.7 Transponder Failure Procedures when the Carriage of a Functioning Transponder
is Mandatory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
2 PHRASEOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
2.2 Phraseology used by Pilots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
3 OPERATION OF AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) EQUIPMENT . . . . . . . . . . 285
3.2 Use of ACAS Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
3.3 High Vertical Rate (HVR) Encounters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
FLIGHT PROCEDURES (DOC 8168) – OPERATIONAL FLIGHT INFORMATION

1 AERODROME SURFACE OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
2 READ-BACK OF CLEARANCES AND SAFETY-RELATED INFORMATION. . . . . . . . . . . . . . . . . . . . . 287
3 STABILIZED APPROACH PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
3.2 Parameters for the Stabilized Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
3.3 Elements of the Stabilized Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
3.4 Go-Around Policy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
FLIGHT PROCEDURES (DOC 8168) – STANDARD OPERATING PROCEDURES (SOPs)

AND CHECKLISTS
1 STANDARD OPERATING PROCEDURES (SOPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
1.4 SOPs Implementation and Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
2 CHECKLISTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
3 CREW BRIEFINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289

WH-VI AIR TRAFFIC CONTROL 10 MAR 17
TABLE OF CONTENTS
FLIGHT PROCEDURES (DOC 8168) – OPERATION OF AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST IN TRAFFIC DISPLAY
1.1 ADS-B IN Traffic Display Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
1.2 Use of Information Provided by ADS-B IN Traffic Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
ICAO RULES OF THE AIR — ANNEX 2
CHAPTER 1 – DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
CHAPTER 2 – APPLICABILITY OF THE RULES OF THE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
2.1 Territorial Application of the Rules of the Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301

2.2 Compliance with the Rules of the Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
2.3 Responsibility for Compliance with the Rules of the Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
2.4 Authority of Pilot-in-Command of an Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
2.5 Problematic Use of Psychoactive Substances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
CHAPTER 3 – GENERAL RULES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
3.1 Protection of Persons and Property. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301

3.2 Avoidance of Collisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
3.3 Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
3.4 Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
3.5 Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
3.6 Air Traffic Control Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
3.7 Unlawful Interference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
3.8 Interception . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
3.9 VMC Visibility and Distance from Clouds Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
CHAPTER 4 – VISUAL FLIGHT RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
CHAPTER 5 – INSTRUMENT FLIGHT RULES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
5.1 Rules Applicable to All IFR Flights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309

5.2 Rules Applicable to IFR Flights Within Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
5.3 Rules Applicable to IFR Flights Outside Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . 310
APPENDIX 1 — SIGNALS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310

1 DISTRESS AND URGENCY SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
2 SIGNALS FOR USE IN THE EVENT OF INTERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
3 VISUAL SIGNALS USED TO WARN AN UNAUTHORIZED AIRCRAFT FLYING IN,
OR ABOUT TO ENTER A RESTRICTED, PROHIBITED OR DANGER AREA. . . . . . . . . . . . . . . . . . . 310
4 SIGNALS FOR AERODROME TRAFFIC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
5 MARSHALLING SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
6 STANDARD EMERGENCY HAND SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
APPENDIX 2 — INTERCEPTION OF CIVIL AIRCRAFT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318

1 PRINCIPLES TO BE OBSERVED BY STATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
2 ACTION BY INTERCEPTED AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
3 RADIO COMMUNICATION DURING INTERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319

31 MAY 19 AIR TRAFFIC CONTROL WH-VII
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APPENDIX 3 — TABLES OF CRUISING LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
APPENDIX 4 — REMOTELY PILOTED AIRCRAFT SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
1 GENERAL OPERATING RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
APPENDIX 5 — UNMANNED FREE BALLOONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
1 CLASSIFICATION OF UNMANNED FREE BALLOONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321

ICAO ATS AIRSPACE CLASSIFICATIONS — ANNEX 11
2.6 CLASSIFICATION OF AIRSPACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
AIR TRAFFIC MANAGEMENT (DOC 4444)
1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
4 GENERAL PROVISIONS FOR AIR TRAFFIC SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401

4.4 Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
4.5 Air Traffic Control Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
4.6 Horizontal Speed Control Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
4.7 Vertical Speed Control Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
4.8 Change from IFR to VFR Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
4.9 Wake Turbulence Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
4.10 Altimeter Setting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
4.11 Position Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
4.12 Reporting of Operational and Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
4.15 Data Link Communications Initiation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
5 SEPARATION METHODS AND MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
5.8 Time-Based Wake Turbulence Longitudinal Separation Minima . . . . . . . . . . . . . . . . . . . . . . . . 408
5.9 Clearances to Fly Maintaining Own Separation While in Visual Meteorological Conditions . . . 411
5.10 Essential Traffic Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
6 SEPARATION IN THE VICINITY OF AERODROMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412
6.3 Procedures for Departing Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412
6.5 Procedures for Arriving Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
6.6 Information for Arriving Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
6.7 Operations on Parallel or Near-Parallel Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
7 PROCEDURES FOR AERODROME CONTROL SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
7.3 Initial Call to Aerodrome Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
7.4 Information to Aircraft by Aerodrome Control Towers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
7.6 Control of Aerodrome Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
7.7 Control of Traffic in the Traffic Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
7.9 Control of Departing Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 423
7.11 Reduced Runway Separation Minima Between Aircraft Using the Same Runway . . . . . . . . . . 423
8 ATS SURVEILLANCE SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
8.3 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
8.5 Use of SSR Transponders and ADS-B Transmitters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
9 FLIGHT INFORMATION SERVICE AND ALERTING SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
9.1 Flight Information Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
9.2 Alerting Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
12 PHRASEOLOGIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
12.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
12.3 ATC Phraseologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426
12.4 ATS Surveillance Service Phraseologies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
12.5 Automatic Dependent Surveillance-Contract (ADS-C) Phraseologies . . . . . . . . . . . . . . . . . . . 448
12.6 Alerting Phraseologies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
12.7 Ground Crew/Flight Crew Phraseologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449
13 AUTOMATIC DEPENDENT SURVEILLANCE-CONTRACT (ADS-C) SERVICES . . . . . . . . . . . . . . . . 450
13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
13.2 ADS-C Ground System Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 450
13.4 Use of ADS-C in the Provision of Air Traffic Control Service. . . . . . . . . . . . . . . . . . . . . . . . . . . 450

WH-VIII AIR TRAFFIC CONTROL 31 MAY 19
TABLE OF CONTENTS
14 CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC). . . . . . . . . . . . . . . . . . . . . . . . . . . . 451

14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
14.2 Establishment of CPDLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
15 PROCEDURES RELATED TO EMERGENCIES, COMMUNICATION FAILURE AND

CONTINGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
15.1 Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451
15.2 Special Procedures for In-Flight Contingencies in Oceanic Airspace . . . . . . . . . . . . . . . . . . . . 452
15.3 Air-Ground Communication Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
15.5 Other In-Flight Contingencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
15.7 Other ATC Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
16 MISCELLANEOUS PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456

16.3 Air Traffic Incident Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
16.4 Use of Repetitive Flight Plans (RPLs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 456
16.5 Strategic Lateral Offset Procedures (SLOP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 457
16.6 Notification of Suspected Communicable Diseases, or Other Public
Health Risk, on Board an Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 458
APPENDIX 1 — INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS
REPORTING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459

1 POSITION REPORTS AND SPECIAL AIR-REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
2 DETAILED REPORTING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 459
SPECIAL AIR-REPORT OF VOLCANIC ACTIVITY FORM (MODEL VAR) . . . . . . . . . . . . . . . . . . . . . . 462
EXAMPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
APPENDIX 2 — FLIGHT PLAN
1 ICAO MODEL FLIGHT PLAN FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 465
2 INSTRUCTIONS FOR THE COMPLETION OF THE FLIGHT PLAN FORM . . . . . . . . . . . . . . . . . . . . . 466

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466
2.2 Instructions for Insertion of ATS Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 466
2.3 Filed By . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
2.4 Acceptance of the Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
2.5 Instructions for Insertion of COM Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
3 INSTRUCTIONS FOR THE TRANSMISSION OF A

FILED FLIGHT PLAN (FPL) MESSAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
4 INSTRUCTIONS FOR THE TRANSMISSION OF A

SUPPLEMENTARY FLIGHT PLAN (SPL) MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 473
5 EXAMPLE OF COMPLETED FLIGHT PLAN FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 474
6 ICAO MODEL REPETITIVE FLIGHT PLAN (RPL) LISTING FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . 475
7 INSTRUCTIONS FOR THE COMPLETION OF THE

REPETITIVE FLIGHT PLAN (RPL) LISTING FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476
7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476
7.4 Instructions for Insertion of RPL Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476
8 EXAMPLE OF A COMPLETED REPETITIVE FLIGHT PLAN (RPL) . . . . . . . . . . . . . . . . . . . . . . . . . . . 478
APPENDIX 4 — AIR TRAFFIC INCIDENT REPORT

1 ICAO MODEL AIR TRAFFIC INCIDENT REPORT FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 481
2 INSTRUCTIONS FOR THE COMPLETION OF THE

AIR TRAFFIC INCIDENT REPORT FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 484

23 AUG 19 AIR TRAFFIC CONTROL WH-IX
TABLE OF CONTENTS
AERONAUTICAL TELECOMMUNICATIONS
The following section has been extracted from ANNEX 10 (Vol. II) — Aeronautical Telecommunications
5 AERONAUTICAL MOBILE SERVICE — VOICE COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 487

5.2 Radiotelephony Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487
TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)
Extracted from ICAO Annex 11 — Air Traffic Services — Annexes to DOC 7300 (Attachment B)
1 INTRODUCTION AND APPLICABILITY OF BROADCASTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491
2 DETAILS OF BROADCASTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491

2.1 VHF RTF Frequency to Be Used. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491
2.2 Listening Watch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491
2.3 Time of Broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491
2.4 Forms of Broadcast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 491
2.5 Acknowledgement of the Broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
3 RELATED OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492

3.1 Change of Cruising Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
3.2 Collision Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
3.3 Normal Position Reporting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 492
MACH NUMBER TECHNIQUE

1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
2 OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
3 PREREQUISITES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
3.1 Area of Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
3.2 Aircraft Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
3.3 Flight Progress Information for ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
3.4 Adherence to Assigned Mach Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
4 GENERAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
PERFORMANCE BASED COMMUNICATION AND SURVEILLANCE (PBCS) — DOC 9869 . . . . . . . . . . 511
AERODROME OPERATING MINIMUMS — JEPPESEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 801

WH-X AIR TRAFFIC CONTROL 23 AUG 19
TABLE OF CONTENTS
AIR TRAFFIC CONTROL — AUSTRALIA
DEFINITIONS AND ABBREVIATIONS

1 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1
2 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-9
AIR TRAFFIC RULES AND SERVICES

1 AERONAUTICAL INFORMATION SERVICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-101
1.1 Aeronautical Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-101
1.2 Aeronautical Information Service (AIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-101
1.3 Published Aeronautical Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-101
2 SUMMARY OF NATIONAL REGULATIONS AND
INTERNATIONAL AGREEMENTS/CONVENTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-103
2.1 Key Civil Aviation Legislation and Air Navigation Regulations in Force in
Australia and Its Territories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-103
2.2 Other Relevant Legislation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-104
3 SECURITY OF GENERAL AVIATION OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-105
3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-105
3.2 Activities Which May Arouse Suspicion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-105
3.3 Actions and Contacts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-105
4 AUSTRALIAN SANCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-105
4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-105
4.2 Sanctions Regimes Under Australian Sanction Laws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-105
4.3 Further Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-106
5 AUSTRALIAN AIR CARGO PROHIBITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-106
5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-106
5.2 Air Cargo Prohibitions Under Australia Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-106
5.3 Further Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-106
6 AIR TRAFFIC SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-106
6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-106
7 REGULATION OF FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-107
7.1 Assessment of Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-107
8 FLIGHT INFORMATION SERVICE (FIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-108
8.1 Pilot Responsibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-108
8.2 Operational Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-108
8.3 Preflight Information (CAR 239). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-108
8.4 Inflight Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-108
8.5 ATC Initiated FIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-108
8.6 Automatic Broadcast Services. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-109
8.7 ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-109
8.8 Aerodrome Flight Information Service (AFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-111
8.9 AERIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-111
8.10 Aerodrome Weather Information Service (AWIS) and Weather and
Terminal Information Reciter (WATIR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-112
8.11 VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-112
8.12 On Request Service — ATC and Flightwatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-112
8.13 Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-112
8.14 Traffic Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-113
8.15 Traffic Information in Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-113
8.16 Traffic Information in Class G Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-113
8.17 Surveillance Information Service (SIS) to VFR Flights in
Class E and Class G Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-114

9 AUG 19 AIR TRAFFIC CONTROL WH-XI
TABLE OF CONTENTS
9 TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA). . . . . . . . . . . . . . . . . . . . . . . . . . AU-115

9.1 TIBA Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115
9.2 Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115
9.3 Listening Watch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115
9.4 Time of Broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115
9.5 Acknowledgement of Broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115
9.6 Changes of Cruising Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115
9.7 Collision Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-115
9.8 Position Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-116
10 INFORMATION BY PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-116
11 ALERTING SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-117
12 SAFETY ALERTS AND AVOIDING ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-117

12.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-117
AIRSPACE ORGANIZATION
1 CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-201

1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-201
1.2 Control Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-201
1.3 Control Zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-201
1.4 Authorization of Civil Flights in Military CTRs and
Other Military Administered Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-202
1.5 Release of Control Areas, Control Zones and Military Restricted Areas . . . . . . . . . . . . . . . AU-202
2 PROVISION OF SEPARATION IN CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-202

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-202
2.2 Special Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-202
3 CLASS G AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-203

3.1 Flight Information Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-203
3.2 Broadcast Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-203
4 AIRSPACE RESERVATION, PROHIBITED, RESTRICTED AND DANGER AREAS . . . . . . . . . . . AU-203

4.1 Airspace Reservation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-203
4.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-203
4.3 Flight Within Prohibited, Restricted and Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-204
4.4 Deactivation of Control Zones, Restricted or Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . AU-204
5 LANES OF ENTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-204
6 CLASSES OF AIRSPACE — SERVICES AND REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . AU-205
AIRPORTS AND GROUND AIDS

1 LIMITATIONS FOR LICENSED AIRPORTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-301
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-301
1.2 Care of Pavements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-301
1.3 Procedures for Ground Operation of Turbo-Jet Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-301
2 SUITABILITY OF AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-301
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-301
2.2 Runway Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-301
2.3 Airport Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-302
3 ALTERNATE AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-303
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-303
3.2 Weather Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-303
3.3 Radio Navigation Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-304
3.4 Runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-304

WH-XII AIR TRAFFIC CONTROL 9 AUG 19
TABLE OF CONTENTS
4 SIGNALS FOR THE CONTROL OF AIRPORT TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-305

4.1 Light Signals to Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-305
4.2 Light Signals to Vehicles and Pedestrians. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-305
4.3 Ground Signals to Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-306
5 AIRPORT GROUND AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-306

5.1 Airport Markers and Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-306
5.2 Unserviceable Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-307
5.3 Restricted Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-307
5.4 Reserved . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-307
5.5 Runway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-307
5.6 Runway Strip Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-309
5.7 Stopway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-309
5.8 Taxiway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-309
5.9 Holding Bay Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-310
5.10 Apron Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-310
5.11 Obstacle Marking. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-312
5.12 Airport Information Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-312
5.13 Airport Mandatory Instruction Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-313
6 LIGHTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-313
6.1 Runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-313
6.2 Taxiway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-315
6.3 Apron Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-316
6.4 Partial Unserviceability Area Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-316
6.5 Wind Direction Indicator Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-316
6.6 Airport Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-316
6.7 Obstacle Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-316
6.8 General Aviation Aircraft Lanes of Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-316
6.9 Approach Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-317
6.10 Operation of Multi-Stage Intensity Approach and Runway Lighting. . . . . . . . . . . . . . . . . . . AU-319
6.11 Pilot Activated Lighting (PAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-319
6.12 Airport Frequency Response Unit with PAL Option (AFRU + PAL) . . . . . . . . . . . . . . . . . . . AU-319
6.13 Visual Guidance and Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-320
7 VISUAL DOCKING GUIDANCE SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-321
8 CONTROL OF VEHICULAR AND PEDESTRIAN MOVEMENT ON AIRPORTS . . . . . . . . . . . . . . AU-321
GENERAL FLIGHT PROCEDURES

1 ALTIMETRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-501
1.1 Preflight Altimeter Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-501
1.2 Altimeter Setting Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-501
2 FLIGHT RULES NOMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-502
3 VISUAL METEOROLOGICAL CONDITIONS (VMC) — TAKE-OFF, ENROUTE AND LANDING . . AU-502
3.1 Controlled Airspace — Class A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-502
3.2 Controlled Airspace — Class C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-502
3.3 Controlled Airspace — Class D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-503
3.4 Controlled Airspace — Class E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-503
3.5 Non-Controlled Airspace — Class G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-503
4 FLIGHT RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-506
4.1 The Visual Flight Rules (VFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-506
4.2 Special VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-506
4.3 The Instrument Flight Rules (IFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-506

29 NOV 19 AIR TRAFFIC CONTROL WH-XIII
TABLE OF CONTENTS
5 NAVIGATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-506

5.1 Flight Under the IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-506
5.2 Flight Under the VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-506
5.3 Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-507
5.4 Track Keeping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-507
5.5 Position Fixing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-507
5.6 Aircraft Deviations in Controlled Airspace — Advice to ATC . . . . . . . . . . . . . . . . . . . . . . . . AU-507
5.7 Long Over-Water Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-508
5.8 Radio Navigation Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-508
5.9 Airborne Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-510
5.10 Ground Proximity Warning System (GPWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-510
5.11 ATS Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-510
5.12 Airborne Collision Avoidance System (ACAS) / Traffic Alert and
Collision Avoidance System (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-512
5.13 GNSS Reporting Requirements and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-512
5.14 GNSS — Operations Without RAIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-513
6 OPERATIONS IN OCEANIC CONTROL AREA (OCA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-513
6.1 Clearance Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-513
6.2 Mach Number Technique. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-513
6.3 Use of GNSS in Oceanic and Remote Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-514
6.4 Operations in Oceanic Airspace Requiring Performance-Based Communication and
Surveillance (PBCS) Authorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-514
6.5 Strategic Lateral Offset Procedures (SLOP) in OCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-514
7 CLEARANCES — PILOT RESPONSIBILITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-514
8 [Reserved] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-515
9 FUEL REQUIREMENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-515

9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-515
9.2 Holding Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-515
10 IN-FLIGHT FUEL MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-516
11 MINIMUM FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-516
12 EMERGENCY FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-516
13 FUEL DUMPING IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-516
14 FLYING TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-516
14.1 Flying Training Areas in Controlled Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-516
14.2 Ab Initio Flying Training at an Airport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-517
14.3 Asymmetric Training Clearance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-517
14.4 Circuit Training Operations at Night. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-517
14.5 Special Standby of Fire Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-517
15 AIR DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-517
FLIGHT PLANNING
1 FLIGHT PLAN PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-601

1.2 Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-601
1.3 GNSS Prediction Analysis — Flight in Oceanic and Remote Areas . . . . . . . . . . . . . . . . . . AU-601
1.4 Non-Instrument Procedure Destination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-601
1.5 Instrument Approach Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-602
© JEPPESEN 2006, 2019. ALL RIGHTS RESERVED.

WH-XIV AIR TRAFFIC CONTROL 29 NOV 19
TABLE OF CONTENTS
2 PREFLIGHT INFORMATION AND FLIGHT NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-602

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-602
2.2 Preflight Information Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-602
2.3 Airservices’ Internet Access to NAIPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-602
2.4 Specific Preflight Information Briefing (SPFIB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-603
2.5 Flight Information Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-604
2.6 AVFAX (Meteorological and NOTAM Facsimile Service). . . . . . . . . . . . . . . . . . . . . . . . . . . AU-604
2.7 METBRIEF (Automated Meteorological Telephone Briefing). . . . . . . . . . . . . . . . . . . . . . . . AU-604
2.8 Flightwatch (Flight Information Service on Request) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-605
2.9 Flight Notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-605
3 FLIGHT NOTIFICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-605
4 FLIGHT NOTIFICATION / NOTE CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-607

4.1 Forms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-607
4.2 Flight Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-607
4.3 PBN Notification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-607
4.4 Military Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-607
4.5 POB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-608
4.6 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-608
4.7 Location Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-608
5 FLIGHT NOTIFICATION AMENDMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-608
6 CARRIAGE OF FLIGHT DOCUMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-609
7 AIR TRAFFIC FLOW MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-609
7.1 Flow Management Stages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-609
7.2 Strategic — Schedule Coordination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-609
7.3 Pre Tactical — Ground Delay Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-610
7.4 Tactical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-611
7.5 Brisbane (YBBN) Air Traffic Flow Management Procedures . . . . . . . . . . . . . . . . . . . . . . . . AU-611
7.6 Melbourne (YMML) Air Traffic Flow Management Procedures . . . . . . . . . . . . . . . . . . . . . . AU-612
7.7 Melbourne (YMEN) Air Traffic Flow Management Procedures . . . . . . . . . . . . . . . . . . . . . . AU-612
7.8 Perth (YPPH) Air Traffic Flow Management Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . AU-612
7.9 Sydney (YSSY) Air Traffic Flow Management Procedures . . . . . . . . . . . . . . . . . . . . . . . . . AU-612
8 ATS FLIGHT NOTIFICATION — USERS GUIDE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-614
8.1 Example — ATS Flight Notification Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-614
8.2 Suggested Example — Flight Note Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-626
DEPARTURE, APPROACH AND LANDING PROCEDURES
1 OPERATIONS IN CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-701
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-701
1.2 Engine Start, Push-Back and Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-701
1.3 Provision of Operational Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-701
1.4 Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-703
1.5 Visual Departure — IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-704
1.6 VFR Departure by an Aircraft Planned IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-704
1.7 After Take-Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-704
1.8 VFR Climb and Descent — IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-705
1.9 VFR-on-Top — IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-705
1.10 Descent and Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-706
1.11 Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-708
1.12 Circuit Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-709
1.13 Go Around and Missed Approach Procedure in VMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-710
1.14 Taxiing After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-710
2 OPERATIONS IN CLASS E AIRSPACE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711
2.1 Air Traffic Services. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711
2.2 VFR Flights in Class E Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711
3 PARALLEL RUNWAY OPERATIONS AT CLASS C AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711
3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711
3.2 Pilot Notification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711
© JEPPESEN 2006, 2019. ALL RIGHTS RESERVED.

9 AUG 19 AIR TRAFFIC CONTROL WH-XV
TABLE OF CONTENTS
4 PARALLEL INSTRUMENT APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711

4.1 Dependent Parallel Approaches in IMC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711
4.2 Independent Approaches in IMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-711
4.3 Break-out Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-712
4.4 TCAS Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-712
5 PARALLEL VISUAL APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-712
5.1 Dependent Visual Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-712
5.2 Independent Visual Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-712
5.3 Pilot Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-712
5.4 Change of Runway for Separation During Independent Visual Approaches . . . . . . . . . . . . AU-713
5.5 Segregated Operations in IMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-713
5.6 Independent Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-713
5.7 Simultaneous Opposite Direction Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-713
6 OPERATIONS IN CLASS G AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-713

6.1 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-713
6.2 Circuit Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-715
6.3 Separation Minima for Take-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-716
6.4 Circuit Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-716
6.5 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-716
6.6 Departure Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-716
6.7 Descent from Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-717
6.8 Arrival Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-717
6.9 Landing Maneuvers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-717
6.10 Circuit Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-717
6.11 Straight-In Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-720
6.12 Joining on Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-720
6.13 Military Initial and Pitch Circuit Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-721
6.14 Separation Minima for Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-722
6.15 The Traffic Mix and Other Hazards at Non-Controlled Airports . . . . . . . . . . . . . . . . . . . . . . AU-722
6.16 Taxiing After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-723
6.17 SARWATCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-723
6.18 Radio Telephony Requirements Outside Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . AU-723
7 LAND AND HOLD SHORT OPERATIONS (LAHSO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-723

7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-723
7.2 Locations Where LAHSO Are Used. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-723
7.3 A Dependent Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-724
7.4 Participation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-724
7.5 Conditions for LAHSO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-724
7.6 Pilot Advise of LAHSO Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-725
7.7 ATIS Broadcast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-725
7.8 Directed Traffic Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-725
7.9 Readback Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-725
7.10 Landing Distance Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-725
7.11 Go Around During LAHSO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-725
CLIMB AND CRUISE

1 CLIMB AND CRUISE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-801
2 AIR TRAFFIC CONTROL CLEARANCES AND INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . AU-801
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-801
2.2 Entry to Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-802
2.3 Clearances for Class D Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-802
2.4 Clearances from Controlled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-803
2.5 Airways Clearances — Volcanic Ash. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-803
2.6 Pre-departure Clearance (PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-803
3 CRUISING LEVELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-804
3.1 Enroute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-804
3.2 Tables of Cruising Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-805
3.3 Selection of Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-806

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TABLE OF CONTENTS
3.4 Block Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-806

3.5 Change of Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-806
3.6 Calculation of Lowest Safe Altitude (LSALT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-807
4 AIR ROUTE SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-808
5 SEPARATION STANDARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-808
5.1 Reduced Vertical Separation Minimum (RVSM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-808
5.2 Wake Turbulence Separation Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-810
6 DIVERSIONS TO AN ALTERNATE AIRPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-812
7 FLIGHTS OVER WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-812
7.5 SAR Alerting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-812
8 POSITION REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-812
COMMUNICATIONS
1 RADIO COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-901
1.1 Radio Communications Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-901
1.2 Summary of Report and Broadcast Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-902
2 COMMUNICATIONS SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-905

2.1 Radio Frequencies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-905
2.2 Certified Air/Ground Radio Service (CA/GRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-905
2.3 UNICOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-906
2.4 Aerodrome Frequency Response Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-906
2.5 High Frequency Harmful Radio Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-907
2.6 Telephone Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-907
2.7 Recording of Operational Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-907
3 FIS: INFLIGHT INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-907

3.1 Automatic Broadcast Services. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-907
3.2 The ATS In-Flight Information Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-907
3.3 On Request Inflight Information Service (FLIGHTWATCH) . . . . . . . . . . . . . . . . . . . . . . . . . AU-907
3.4 Update of SPFIB/AVFAX Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-908
4 AERONAUTICAL FIXED TELECOMMUNICATION NETWORK (AFTN) . . . . . . . . . . . . . . . . . . . . . AU-908

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-908
4.2 Australian AFTN Circuitry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-909
4.3 Addressing of Flight Plan Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-909
5 ATS DATA LINK SERVICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-909

5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-909
5.2 Pilot Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-909
5.3 Controller Pilot Data Link Communication (CPDLC) Application. . . . . . . . . . . . . . . . . . . . . AU-910
5.4 Logon Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-911
5.5 Position Reporting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-911
5.6 CPDLC Level Reporting Following Change of Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-912
5.7 Reporting Back on Route by CPDLC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-912
5.8 Block Level Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-912
5.9 Revision of Estimates Using CPDLC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-912
5.10 CPDLC Message Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-912
5.11 CPDLC Contact and Monitor Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-912
5.12 CPDLC Route Clearances. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-912
5.13 CPDLC Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-913
5.14 Notification of Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-913
6 RADIOTELEPHONY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-913

6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-913
6.2 Transmission Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-913
6.3 Readback Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-913
6.4 Conditional Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-914
6.5 Route Terminology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-914
6.6 Amended Route or Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-914

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6.7 Language. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-914
6.8 Phonetic Alphabet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-914
6.9 Pronunciation of Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-914
6.10 Transmission of Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-915
6.11 Ground Station Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-916
6.12 Aircraft Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-916
6.13 Flight Number Call Signs — Using Group Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-916
6.14 Selection of Aircraft Identification Numbers and Suffixes . . . . . . . . . . . . . . . . . . . . . . . . . . AU-916
6.15 Ground Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-917
6.16 Interchange and Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-917
6.17 Unmanned Aerial Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-917
6.18 Call Signs — Full and Abbreviated Formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-917
6.19 Registration of Radiotelephony Designators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-917
6.20 Approvals Contact Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-918
6.21 Call Signs — Special Task Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-918
7 PHRASEOLOGIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-919
7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-919
7.2 Standard Words and Phrases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-919
7.3 Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-920
7.4 Traffic Alert and Collision Avoidance System (TCAS), Safety Alerts,
Avoiding Action and Wind Shear Escape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-921
7.5 Status of Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-923
7.6 SARWATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-923
7.7 General Phrases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-924
7.8 Frequency Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-926
7.9 Traffic Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-927
7.10 Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-928
7.11 Reports and Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-929
7.12 Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-930
7.13 SID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-932
7.14 STAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-933
7.15 Approach and Area Control Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-935
7.16 Phraseologies to Be Used Related to CPDLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-936
7.17 Vicinity of the Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-937
7.18 ATS Surveillance Service Phraseologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-947
8 CPDLC MESSAGE SET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-952
ATS SURVEILLANCE SERVICES AND PROCEDURES

1 RADIO COMMUNICATIONS PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1001
2 IDENTIFICATION PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1001
3 VECTORING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1001
4 ATC RESPONSIBILITIES IN RESPECT OF UNIDENTIFIED AIRCRAFT . . . . . . . . . . . . . . . . . . . AU-1002
5 SPEED CONTROL (ARRIVING AIRCRAFT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1002
6 EMERGENCY PROCEDURES (see EMERGENCY Section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1002
7 AIRCRAFT TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1002

7.1 Operation of SSR Transponders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1002
8 OPERATING REQUIREMENTS FOR TRANSPONDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1004
9 OPERATING REQUIREMENTS FOR ADS-B TRANSMITTERS . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1004

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SPECIAL OPERATIONS AND REQUIREMENTS

1 MERCY FLIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1101
2 GLIDING OPERATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1101

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1101
2.2 Operations at Certified or Registered Airports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1101
3 POLICE OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1102
4 BALLOON OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1102

4.1 Types of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1102
4.2 Carriage and Use of Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1103
4.3 Operations in the Vicinity of Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1103
4.4 Meteorological Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1103
4.5 Night Balloon Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1103
4.6 Operations in Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1103
5 PARACHUTING OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1103

5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1103
5.2 Conflicting Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1104
5.3 Additional Requirements in Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1104
5.4 Additional Requirements at Non-Controlled Airports
Where Radio Carriage is Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1104
5.5 Additional Requirements at Certified and Registered Airports . . . . . . . . . . . . . . . . . . . . . AU-1105
5.6 Additional Requirements for Operations above 10,000 ft AMSL . . . . . . . . . . . . . . . . . . . . AU-1105
6 AREAS HAVING LIMITATIONS ON ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1105

6.2 Bass Strait Crossings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1105
6.3 Blue Mountains National Park — Fly Neighbourly Advice . . . . . . . . . . . . . . . . . . . . . . . . . AU-1106
6.4 Purnululu National Park (Bungle Bungle) Scenic Flights. . . . . . . . . . . . . . . . . . . . . . . . . . AU-1106
6.5 Grampians National Park — Fly Neighbourly Advice . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1106
6.6 Great Barrier Reef Marine Park (GBRMP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1106
6.7 Great Sandy Bay Marine Park and Fraser Island . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1108
6.8 Kakadu National Park — Fly Neighbourly Advice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1109
6.9 Port Campbell National Park . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1109
6.10 Tasmanian World Heritage Area and Mt Field National Park . . . . . . . . . . . . . . . . . . . . . . AU-1110
7 DESIGNATED REMOTE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AU-1111
8 AERIAL PHOTOGRAPHY AND SURVEY OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1112
9 AERIAL PHOTOGRAPHY OF MILITARY INSTALLATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1112
10 MILITARY AUTHORITY ASSUMES RESPONSIBILITY FOR SEPARATION OF

AIRCRAFT (MARSA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1112
11 “DUE REGARD” OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1112
12 LOW JET ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1112

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13 SECURITY AWARENESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1113
14 FIRE OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1113
15 REQUIREMENTS FOR COMMUNITY SERVICE FLIGHTS (CSF) . . . . . . . . . . . . . . . . . . . . . . . . AU-1113
16 HELICOPTER OPERATIONS — AT AIRPORTS AND IN

HELICOPTER ACCESS CORRIDORS AND LANES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1114
16.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1114
16.2 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1114
16.3 Take-Off / Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1114
16.4 Helicopter Access Corridors and Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1114
16.5 Arrivals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1115
16.6 Circuit Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1115
17 UNMANNED AERIAL VEHICLE (UAV) TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1115

17.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1115
17.2 UAV Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1116
CONTINGENCY PROCEDURES
1 WEATHER DEVIATION PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1201
1.4 Weather Deviations — Obtaining Priority from ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1201
1.5 Weather Deviations — Pilot-Controller Communications Established. . . . . . . . . . . . . . . . AU-1201
1.6 Weather Deviations — Revised ATC Clearance Not Obtained . . . . . . . . . . . . . . . . . . . . . AU-1201
1.7 Aircraft Deviations — Greater Than Moderate Turbulence . . . . . . . . . . . . . . . . . . . . . . . . AU-1201
1.8 Aircraft Deviations — Other Than Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1202
2 AIR TRAFFIC SERVICES TEMPORARILY NOT AVAILABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1203

2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1203
2.2 Airspace Classification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1203
2.3 Enroute Service Not Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1203
2.4 Approach Control Service Not Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1203
2.5 Airport Control Service Not Available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1203
2.6 Airspace Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1203
2.7 Mandatory Broadcast Procedures (ATC Temporarily Not Available) . . . . . . . . . . . . . . . . . AU-1203
AIR TRAFFIC INCIDENTS

1 ACCIDENTS AND INCIDENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1301
1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1301
1.2 Immediately and Routine Reportable Matters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1301
2 REPORTING — ALL AIRCRAFT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1301

2.1 IRM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1301
3 REPORTING — ALL AIR TRANSPORT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1302

3.1 IRM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1302
3.2 RRM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1302
4 REPORTING — ALL AIRCRAFT OPERATIONS OTHER THAN AIR TRANSPORT

OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1303
4.1 RRM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1303
5 WRITTEN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1303
6 INVESTIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AU-1304

WH-XX AIR TRAFFIC CONTROL 15 NOV 19
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AIR TRAFFIC CONTROL — CANADA

SECTION 1: GENERAL
1.1 Air Traffic and Advisory Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-1
1.2 Services Other Than Air Traffic Services (ATS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-4
1.3 ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-5
1.4 Use of Term “CAVOK” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-5
1.5 Radar Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-6
1.6 VDF Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-9
1.7 ATC Clearances, Instructions and Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-9
1.8 Air Traffic Control (ATC) Service Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-12
1.9 Transponder Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-13
1.10 Collision Avoidance — Right of Way (CARs). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-15
1.11 Aerobatic Flight (CARs 602.27 and 602.28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-16
1.12 Pilot Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-16
1.13 ATS Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-17
1.14 Conservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-17
1.15 Bird Migration and Areas with Sensitive Fauna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-18
1.16 Potential Flight Hazards for Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-23
1.17 Canadian Runway Friction Index (CRFI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 1-23
SECTION 2: AIRSPACE REQUIREMENTS AND PROCEDURES

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-1
2.2 Canadian Domestic Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-1
2.3 High and Low Level Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-2
2.4 Flight Information Regions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-4
2.5 Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-4
2.6 High Level Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-4
2.7 Low Level Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-6
2.8 Airspace Classification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-9
2.9 Performance-Based Navigation (PBN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-14
2.10 Other Airspace Divisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-19
2.11 Altimeter Setting Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-20
2.12 Standard Pressure Region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-20
2.13 Mountainous Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-21
2.14 Emergency Communications and Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-22
2.15 Expansion of ATS Surveillance Services in the Edmonton Flight
Information Region (FIR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 2-23
SECTION 3: FLIGHT PLANNING

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-1
3.2 Pilot Briefing Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-1
3.3 Aeronautical Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-1
3.4 Weight and Balance Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-1
3.5 Flight Plans and Flight Itineraries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-6
3.6 Changes to the Information in a Flight Plan or Flight Itinerary. . . . . . . . . . . . . . . . . . . . . . . .CA 3-7
3.7 Composite Flight Plan or Flight Itinerary — VFR and IFR . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-7
3.8 Defence VFR Flight Plans and Defence Flight Itineraries (CAR 602.145) . . . . . . . . . . . . . .CA 3-8
3.9 Intermediate Stops. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-8
3.10 Cross Country Instrument Training Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-9
3.11 Closing a Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-9
3.12 Fuel Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-10
3.13 Requirements for Alternate Airport — IFR Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-10
3.14 Completion of Canadian Flight Plans and Flight Itineraries and ICAO Flight Plans . . . . . .CA 3-12
3.15 Contents of a Flight Plan and Flight Itinerary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 3-13

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SECTION 4: AIRPORT OPERATIONS

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-1
4.2 Pre-Departure Clearance (PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-3
4.3 Departure Procedures — Controlled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-4
4.4 Traffic Circuits — Controlled Airports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-6
4.5 Arrival Procedures — Controlled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-7
4.6 Aircraft Operations — Uncontrolled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-13
4.7 Helicopter Operations — Controlled Airports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 4-17
SECTION 5: VFR ENROUTE PROCEDURES

5.1 Monitoring 126.7 MHz and Position Reporting Enroute. . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-1
5.2 Acknowledgement of Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-1
5.3 Altitudes and Flight Levels — VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-1
5.4 Minimum Altitudes — VFR (CARs 602.14 and 602.15). . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-1
5.5 Minimum Altitudes — Overflying Aerodromes [CARs 602.96(4) and (5)] . . . . . . . . . . . . . . .CA 5-2
5.6 Controlled VFR (CVFR) Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-2
5.7 Enroute Radar Surveillance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-3
5.8 VFR Operations within Class C Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 5-3
SECTION 6: INSTRUMENT FLIGHT RULES (IFR) — GENERAL

6.1 ATC Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 6-1
6.2 IFR Flights in VMC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 6-1
6.3 Emergencies and Equipment Failures — IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 6-1
6.4 IFR Separation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 6-4
6.5 Visual Separation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 6-5
6.6 Development of Instrument Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 6-6
SECTION 7: INSTRUMENT FLIGHT RULES — DEPARTURE PROCEDURES

7.1 Airport Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-1
7.2 ATIS Broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-1
7.3 Initial Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-1
7.4 IFR Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-1
7.5 Standard Instrument Departure (SID) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-1
7.6 Noise Abatement Procedures — Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-2
7.7 Obstacle and Terrain Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-5
7.8 Release from Tower Frequency. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-6
7.9 IFR Departures from Uncontrolled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-6
7.10 Alerting Service IFR Departures from Uncontrolled Airports . . . . . . . . . . . . . . . . . . . . . . . . .CA 7-7
SECTION 8: INSTRUMENT FLIGHT RULES — ENROUTE PROCEDURES

8.1 Position Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-1
8.2 Aircraft Communications Addressing and Reporting System (ACARS) and
Future Air Navigation Systems (FANS) 1/A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-1
8.3 Mach Number/True Airspeed — Clearances and Reports . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-1
8.4 Altitude Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-2
8.5 Climb or Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-2
8.6 Minimum Instrument Flight Rules (IFR) Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-2
8.7 ATC Assignment of Altitudes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-3
8.8 “1000-Ft-on-Top” IFR Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-4
8.9 Clearances — Leaving or Entering Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-4
8.10 Clearance Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 8-5
8.11 Class G Airspace — Recommended Operating Procedures — Enroute. . . . . . . . . . . . . . . .CA 8-5

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SECTION 9: INSTRUMENT FLIGHT RULES — ARRIVAL PROCEDURES
9.1 ATIS Broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-1
9.2 Standard Terminal Arrival (STAR), Minimum Sector Altitude (MSA) and
Terminal Arrival Area (TAA). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-1
9.3 Approach Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-11
9.4 Descent Out of Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-12
9.5 Advance Notice of Intent in Minimum Weather Conditions . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-12
9.6 Contact and Visual Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-12
9.7 Radar Arrivals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-13
9.8 Initial Contact with Control Towers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-14
9.9 Approach Position Reports — Controlled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-14
9.10 Control Transfer — IFR Units to Towers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-15
9.11 Initial Contact with Air-to-Ground (A/G) Facility at Uncontrolled Airports . . . . . . . . . . . . . . CA 9-15
9.12 IFR Reporting Procedures at Uncontrolled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-15
9.13 IFR Procedures at Uncontrolled Airports in Uncontrolled Airspace . . . . . . . . . . . . . . . . . . CA 9-16
9.14 Outbound Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-16
9.15 Straight-In Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-16
9.16 Straight-In Approaches from an Intermediate Fix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-16
9.17 Procedure Altitudes and Current Altimeter Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-17
9.18 Departure, Approach and Alternate Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-19
9.19 Application of Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-20
9.20 Runway Visual Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-25
9.21 Aircraft Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-26
9.22 Straight-In Landing Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-26
9.23 Circling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-27
9.24 Circling Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-27
9.25 Missed Approach Procedure While Visually Maneuvering in the
Vicinity of the Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-27
9.26 Missed Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 9-27
9.27 Simultaneous Precision Instrument Approaches — Parallel Runways . . . . . . . . . . . . . . . . CA 9-28
9.28 Simultaneous Precision Instrument Approaches — Converging Runways. . . . . . . . . . . . . CA 9-28
SECTION 10: INSTRUMENT FLIGHT RULES — HOLDING PROCEDURES

10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-1
10.2 Holding Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-1
10.3 Standard Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-1
10.4 Non-Standard Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-1
10.5 Entry Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-1
10.6 Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-2
10.7 Speed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-2
10.8 DME Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-3
10.9 Shuttle Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 10-3
10.10 Holding Patterns Published on Enroute and Terminal Charts . . . . . . . . . . . . . . . . . . . . . . . CA 10-3
SECTION 11: NORTH ATLANTIC (NAT) OPERATIONS

11.1 Regulations Reference Documents and Guidance Material . . . . . . . . . . . . . . . . . . . . . . . . CA 11-1
11.2 General Aviation Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-1
11.3 North American Routes (NAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-1
11.4 Gander Oceanic Transition Area (GOTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-1
11.5 North Atlantic (NAT) Organized Track System (OTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-2
11.6 Flight Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-2
11.7 Flight Planning Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-2
11.8 Preferred Routes Messages (PRM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-4
11.9 Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-4
11.10 Position Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-6

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11.11 Minimum Navigation Performance Specifications (MNPS) for Operations Within the
North Atlantic High Level Airspace (NAT HLA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-7
11.12 Reduced Vertical Separation Minimum (RVSM) —
Minimum Aircraft System Performance Specifications (MASPS) . . . . . . . . . . . . . . . . . . . . CA 11-7
11.13 Adherence to Mach Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-7
11.14 Operation of Transponders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-7
11.15 Meteorological Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-8
11.16 Altitude Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-8
11.17 In-Flight Contingencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-8
11.18 Communications Failure — NAT Traffic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-8
11.19 North Atlantic High Level Airspace (NAT HLA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-8
11.20 North Atlantic (NAT) Reduced Vertical Separation Minimum (RVSM) . . . . . . . . . . . . . . . . CA 11-11
11.21 Strategic Lateral Offset Procedure (SLOP) in the North Atlantic Region. . . . . . . . . . . . . . CA 11-16
11.22 Notice of Commencement of Phase 2B of Mandate for Data Link Services in the
North Atlantic Region. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-16
11.23 Controller and Radio Operator Procedures (Extracted from ICAO Doc 10037—
Global Operational Data Link (GOLD) Manual, First Ed., 2017) . . . . . . . . . . . . . . . . . . . . CA 11-19
11.24 Flight Crew Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CA 11-19
SECTION 12: ATC SPECIAL PROCEDURES

12.1 Adherence to Mach Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-1
12.2 Parallel Offset Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-1
12.3 Structured Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-1
12.4 Canadian Domestic Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-1
12.5 Canadian Track Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-2
12.6 Security Control of Air Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-3
12.7 Abnormally High Altimeter Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-4
12.8 Traffic Alert and Collision Avoidance Systems and
Airborne Collision Avoidance Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-5
12.9 Reduced Vertical Separation Minimum (RVSM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-9
12.10 Minimum Safe Altitude Warning (MSAW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 12-15
SECTION 13: GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)

13.1 Global Navigation Satellite System (GNSS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-1
13.2 Global Navigation Satellite System (GNSS) Constellations . . . . . . . . . . . . . . . . . . . . . . . .CA 13-1
13.3 Augmentation Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-2
13.4 Domestic IFR Approval to Use GNSS and SBAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-3
13.5 Flight Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-7
13.6 IFR Flight Plan Equipment Suffixes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-8
13.7 Avionics Databases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-8
13.8 Use of GNSS in Lieu of Ground-Based Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-8
13.9 Area Navigation (RNAV) Approaches at Alternate Airports . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-9
13.10 GNSS Vulnerability — Interference and Anomaly Reporting. . . . . . . . . . . . . . . . . . . . . . .CA 13-10
13.11 Proper Use of GNSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 13-10
SECTION 15: ATC ANNEX — CANADIAN AVIATION REGULATIONS (CARs)

15.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 15-1
15.2 Canadian Aviation Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CA 15-1

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REDUCED VERTICAL SEPARATION MINIMA (RVSM)
LATIN AMERICA
1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-1
2 IDENTIFICATION OF RVSM AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-1

2.4 RVSM Flight Level Assignment System (FLAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-1
3 AIRWORTHINESS/OPERATIONS APPROVAL AND MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . LA-2

3.1 RVSM Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-2
3.2 Aircraft Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-2
3.3 Documentation for RVSM Approval, Monitoring, and Operation . . . . . . . . . . . . . . . . . . . . . . . LA-2
4 FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-2

4.1 RVSM Approved Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-2
4.2 Non-RVSM Approved Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-2
5 SUSPENSION OF RVSM PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-3
6 OPERATIONAL PROCEDURES FOR CREWS PREPARING TO ENTER RVSM AIRSPACE . . . . . . LA-3
7 OPERATIONAL PROCEDURES AFTER ENTERING RVSM AIRSPACE . . . . . . . . . . . . . . . . . . . . . . LA-3

7.2 Failure of Single Primary Altimeter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-3
7.3 Failure of all Primary Altimeter Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-3
7.4 Discrepancy in Primary Altimeter Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-3
7.5 Failure of Mode C SSR Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-3
7.6 Failure of Altitude Alert System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-3
7.7 Failure of Automatic Altitude Keeping Device (AKD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-3
7.8 Guidance for Pilots and Controllers for Actions in the Event of Aircraft System
Malfunction or Turbulence Greater than Moderate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-4
8 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC OR REMOTE

AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-7
8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-7
8.2 General Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-7
8.3 Deviation Procedures Due to Meteorological Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-7
9 OPERATION OF NON-RVSM APPROVED AIRCRAFT IN RVSM AIRSPACE . . . . . . . . . . . . . . . . . . LA-8
10 SPECIAL PROCEDURES FOR STRATEGIC LATERAL OFFSETS IN CONTROLLED OCEANIC

AREAS AND REMOTE CONTINENTAL AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-9
10.3 Implementation Considerations for ATS Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-9
10.4 Mandatory Lateral Offsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-9
11 RVSM PHRASEOLOGY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LA-10
PACIFIC
NORTH PACIFIC (NOPAC) ROUTE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NP-1
1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
1.2 Application of RVSM Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
1.3 Airworthiness and Operational Approval and Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
1.4 ACAS II and Transponder Equipage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
2 IN-FLIGHT PROCEDURES WITHIN RVSM AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1

2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
2.2 Transition Between Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
2.3 Pilot Level Call . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1

4 OCT 19 AIR TRAFFIC CONTROL WH-XXV
TABLE OF CONTENTS
3 FLIGHT PLANNING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1
3.2 Procedures for Operation of Non-RVSM Compliant Aircraft in RVSM Airspace. . . . . . . . . . . . P-1
3.3 State Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-2
3.4 Delivery Flights for Aircraft that Are RVSM Compliant on Delivery. . . . . . . . . . . . . . . . . . . . . . P-2
3.5 Procedures for Suspension of RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-2
4 PHRASEOLOGY RELATED TO RVSM OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-2

4.1 Controller-Pilot Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-2
4.2 Coordination Between ATS Units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-3
5 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-4

5.1 General Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-4
5.2 Weather Deviation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-4
5.3 Procedures for Strategic Lateral Offsets in Oceanic and Remote Continental Airspace . . . . . . P-5
6 GUIDANCE FOR PILOTS AND CONTROLLERS FOR ACTIONS IN THE EVENT OF

AIRCRAFT SYSTEM MALFUNCTION OR TURBULENCE GREATER THAN MODERATE . . . . . . . . . P-6
6.1 Contingency Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-6
6.2 Expanded Equipment Failure and Turbulence Encounter Scenarios . . . . . . . . . . . . . . . . . . . . P-7
SOUTH AMERICA
1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-1
2 IDENTIFICATION OF RVSM AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-1
2.4 RVSM Flight Level Assignment System (FLAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-1
3 AIRWORTHINESS/OPERATIONS APPROVAL AND MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . SA-2
3.1 RVSM Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-2
3.2 Aircraft Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-2
3.3 Documentation for RVSM Approval, Monitoring, and Operation . . . . . . . . . . . . . . . . . . . . . . . SA-2
4 FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-2
4.1 RVSM Approved Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-2
4.2 Non-RVSM Approved Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-2
5 SUSPENSION OF RVSM PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-3
6 OPERATIONAL PROCEDURES FOR CREWS PREPARING TO ENTER RVSM AIRSPACE . . . . . . SA-3
7 OPERATIONAL PROCEDURES AFTER ENTERING RVSM AIRSPACE . . . . . . . . . . . . . . . . . . . . . . SA-3
7.2 Failure of Single Primary Altimeter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-3
7.3 Failure of all Primary Altimeter Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-3
7.4 Discrepancy in Primary Altimeter Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-3
7.5 Failure of Mode C SSR Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-3
7.6 Failure of Altitude Alert System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-3
7.7 Failure of Automatic Altitude Keeping Device (AKD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-3
7.8 Guidance for Pilots and Controllers for Actions in the Event of Aircraft System Malfunction
or Turbulence Greater than Moderate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-4
8 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC OR
REMOTE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-7
8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-7
8.2 General Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-7
8.3 Deviation Procedures Due to Meteorological Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-7
9 OPERATION OF NON-RVSM APPROVED AIRCRAFT IN RVSM AIRSPACE . . . . . . . . . . . . . . . . . . SA-8
10 SPECIAL PROCEDURES FOR STRATEGIC LATERAL OFFSETS IN CONTROLLED
OCEANIC AREAS AND REMOTE CONTINENTAL AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-9
10.3 Implementation Considerations for ATS Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-9
10.4 Mandatory Lateral Offsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-9
11 RVSM PHRASEOLOGY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SA-10

WH-XXVI AIR TRAFFIC CONTROL 4 OCT 19
TABLE OF CONTENTS
AIR TRAFFIC CONTROL – UNITED STATES
PILOT/CONTROLLER GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US A-1
CHAPTER 2. AERONAUTICAL LIGHTING AND OTHER AIRPORT VISUAL AIDS

SECTION 1. AIRPORT LIGHTING AIDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-145
2-1-1 Approach Light Systems (ALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-145
2-1-2 Visual Glideslope Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-145
2-1-3 Runway End Identifier Lights (REIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-149
2-1-4 Runway Edge Light Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-149
2-1-5 In-Runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-149
2-1-6 Runway Status Light (RWSL) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-150
2-1-7 Stand-Alone Final Approach Runway Occupancy Signal (FAROS) . . . . . . . . . . . . . . . . . . US-153
2-1-8 Control of Lighting Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-154
2-1-9 Pilot Control of Airport Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-154
2-1-10 Airport/Heliport Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-158
2-1-11 Taxiway Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-158
SECTION 2. AIR NAVIGATION AND OBSTRUCTION LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-161

2-2-1 Aeronautical Light Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-161
2-2-2 Code Beacons and Course Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-161
2-2-3 Obstruction Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-161
SECTION 3. AIRPORT MARKING AIDS AND SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-163

2-3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-163
2-3-2 Airport Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-163
2-3-3 Runway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-163
2-3-4 Taxiway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-168
2-3-5 Holding Position Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-172
2-3-6 Other Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-176
2-3-7 Airport Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-179
2-3-8 Mandatory Instruction Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-179
2-3-9 Location Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-181
2-3-10 Direction Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-182
2-3-11 Destination Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-183
2-3-12 Information Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-184
2-3-13 Runway Distance Remaining Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-184
2-3-14 Aircraft Arresting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-184
2-3-15 Security Identifications Display Area (SIDA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-185
CHAPTER 3. AIRSPACE
SECTION 1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-201

3-1-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-201
3-1-2 General Dimensions of Airspace Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-201
3-1-3 Hierarchy of Overlapping Airspace Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-201
3-1-4 Basic VFR Weather Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-201
3-1-5 VFR Cruising Altitudes and Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-202
SECTION 2. CONTROLLED AIRSPACE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-203

3-2-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-203
3-2-2 Class A Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-203
3-2-3 Class B Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-204
3-2-4 Class C Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-205
3-2-5 Class D Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-209
3-2-6 Class E Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-210

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SECTION 3. CLASS G AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-215

3-3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-215
3-3-2 VFR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-215
3-3-3 IFR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-215
SECTION 4. SPECIAL USE AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-217

3-4-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-217
3-4-2 Prohibited Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-217
3-4-3 Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-217
3-4-4 Warning Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-217
3-4-5 Military Operations Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-217
3-4-6 Alert Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-218
3-4-7 Controlled Firing Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-218
3-4-8 National Security Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-218
3-4-9 Obtaining Special Use Airspace Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-218
SECTION 5. OTHER AIRSPACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-219

3-5-1 Airport Advisory/Information Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-219
3-5-2 Military Training Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-219
3-5-3 Temporary Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-220
3-5-4 Parachute Jump Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-222
3-5-5 Published VFR Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-222
3-5-6 Terminal Radar Service Area (TRSA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-225
3-5-7 Special Air Traffic Rules (SATR) and Special Flight Rules Area (SFRA). . . . . . . . . . . . . . . US-226
3-5-8 Weather Reconnaissance Area (WRA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-226
CHAPTER 4. AIR TRAFFIC CONTROL
SECTION 1. SERVICES AVAILABLE TO PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229

4-1-1 Air Route Traffic Control Centers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229
4-1-2 Control Towers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229
4-1-3 Flight Service Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229
4-1-4 Recording and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229
4-1-5 Communications Release of IFR Aircraft Landing at an
Airport Without an Operating Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229
4-1-6 Pilot Visits to Air Traffic Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229
4-1-7 Operation Rain Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229
4-1-8 Approach Control Service for VFR Arriving Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-229
4-1-9 Traffic Advisory Practices at Airports Without Operating Control Towers . . . . . . . . . . . . . . US-230
4-1-10 IFR Approaches/Ground Vehicle Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-233
4-1-11 Designated UNICOM/MULTICOM Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-233
4-1-12 Use of UNICOM for ATC Purposes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-234
4-1-13 Automatic Terminal Information Service (ATIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-234
4-1-14 Automatic Flight Information Service (AFIS) — Alaska FSSs Only . . . . . . . . . . . . . . . . . . . US-235
4-1-15 Radar Traffic Information Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-236
4-1-16 Safety Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-237
4-1-17 Radar Assistance to VFR Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-238
4-1-18 Terminal Radar Services for VFR Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-238
4-1-19 Tower En Route Control (TEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-241
4-1-20 Transponder Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-241
4-1-21 Airport Reservation Operations and Special Traffic Management Programs . . . . . . . . . . . US-244
4-1-22 Requests for Waivers and Authorizations from Title 14,
Code of Federal Regulations (14 CFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-245
4-1-23 Weather System Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-245

WH-XXVIII AIR TRAFFIC CONTROL 4 OCT 19
TABLE OF CONTENTS
SECTION 2. RADIO COMMUNICATIONS PHRASEOLOGY AND TECHNIQUES. . . . . . . . . . . . . . . . . US-247

4-2-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-247
4-2-2 Radio Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-247
4-2-3 Contact Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-247
4-2-4 Aircraft Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-248
4-2-5 Description of Interchange or Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-250
4-2-6 Ground Station Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-250
4-2-7 Phonetic Alphabet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-250
4-2-8 Figures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-250
4-2-9 Altitudes and Flight Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-251
4-2-10 Directions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-251
4-2-11 Speeds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-251
4-2-12 Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-251
4-2-13 Communications with Tower when Aircraft Transmitter or
Receiver or Both Are Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-251
4-2-14 Communications for VFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-252
SECTION 3. AIRPORT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-253

4-3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-253
4-3-2 Airports with an Operating Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-253
4-3-3 Traffic Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-254
4-3-4 Visual Indicators at Airports Without an Operating Control Tower . . . . . . . . . . . . . . . . . . . . US-257
4-3-5 Unexpected Maneuvers in the Airport Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-258
4-3-6 Use of Runways/Declared Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-258
4-3-7 Low Level Wind Shear/Microburst Detection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-262
4-3-8 Braking Action Reports and Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-263
4-3-9 Runway Condition Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-263
4-3-10 Intersection Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-264
4-3-11 Pilot Responsibilities when Conducting Land and Hold Short Operations (LAHSO). . . . . . US-265
4-3-12 Low Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-267
4-3-13 Traffic Control Light Signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-267
4-3-14 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-268
4-3-15 Gate Holding Due to Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-268
4-3-16 VFR Flights in Terminal Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-268
4-3-17 VFR Helicopter Operations at Controlled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-268
4-3-18 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-270
4-3-19 Taxi During Low Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-271
4-3-20 Exiting the Runway After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-272
4-3-21 Practice Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-272
4-3-22 Option Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-273
4-3-23 Use of Aircraft Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-273
4-3-24 Flight Inspection/‘Flight Check’ Aircraft in Terminal Areas. . . . . . . . . . . . . . . . . . . . . . . . . . US-274
4-3-25 Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-274
4-3-26 Operations at Uncontrolled Airports with Automated Surface Observing
System (ASOS)/Automated Weather Observing System (AWOS) . . . . . . . . . . . . . . . . . . . US-277
SECTION 4. ATC CLEARANCES AND AIRCRAFT SEPARATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-279

4-4-1 Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-279
4-4-2 Clearance Prefix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-279
4-4-3 Clearance Items. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-279
4-4-4 Amended Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-280
4-4-5 Coded Departure Route (CDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-280
4-4-6 Special VFR Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-281
4-4-7 Pilot Responsibility Upon Clearance Issuance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-281
4-4-8 IFR Clearance VFR-On-Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-282
4-4-9 VFR/IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-282
4-4-10 Adherence to Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-282
4-4-11 IFR Separation Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-284
4-4-12 Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-284

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4-4-13 Runway Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-286
4-4-14 Visual Separation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-286
4-4-15 Use of Visual Clearing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-287
4-4-16 Traffic Alert and Collision Avoidance System (TCAS I & II) . . . . . . . . . . . . . . . . . . . . . . . . . US-287
4-4-17 Traffic Information Service (TIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-288
SECTION 5. SURVEILLANCE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-289

4-5-1 Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-289
4-5-2 Air Traffic Control Radar Beacon System (ATCRBS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-290
4-5-3 Surveillance Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-294
4-5-4 Precision Approach Radar (PAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-294
4-5-5 Airport Surface Detection Equipment (ASDE-X)/
Airport Surface Surveillance Capability (ASSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-294
4-5-6 Traffic Information Service (TIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-295
4-5-7 Automatic Dependent Surveillance-Broadcast (ADS-B) Services . . . . . . . . . . . . . . . . . . . . US-301
4-5-8 Traffic Information Service-Broadcast (TIS-B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-304
4-5-9 Flight Information Service-Broadcast (FIS-B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-305
4-5-10 Automatic Dependent Surveillance-Rebroadcast (ADS-R) . . . . . . . . . . . . . . . . . . . . . . . . . US-306
SECTION 6. OPERATIONAL POLICY/PROCEDURES FOR

REDUCED VERTICAL SEPARATION MINIMUM (RVSM) IN THE
DOMESTIC U.S., ALASKA, OFFSHORE AIRSPACE AND THE SAN JUAN FIR . . . . . . . US-307
4-6-1 Applicability and RVSM Mandate (Date/Time and Area) . . . . . . . . . . . . . . . . . . . . . . . . . . . US-307
4-6-2 Flight Level Orientation Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-307
4-6-3 Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and
Databases for Aircraft and Operator Approval. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-307
4-6-4 Flight Planning into RVSM Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-308
4-6-5 Pilot RVSM Operating Practices and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-309
4-6-6 Guidance on Severe Turbulence and Mountain Wave Activity (MWA) . . . . . . . . . . . . . . . . US-309
4-6-7 Guidance on Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-310
4-6-8 Pilot/Controller Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-311
4-6-9 Contingency Actions: Weather Encounters and
Aircraft System Failures that Occur After Entry into RVSM Airspace . . . . . . . . . . . . . . . . . US-312
4-6-10 Procedures for Accommodation of Non-RVSM Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-313
4-6-11 Non-RVSM Aircraft Requesting Climb to and Descent from Flight Levels Above
RVSM Airspace Without Intermediate Level Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-314
SECTION 7. OPERATIONAL POLICY/PROCEDURES FOR THE
GULF OF MEXICO 50 NM LATERAL SEPARATION INITIATIVE . . . . . . . . . . . . . . . . . . . US-315
4-7-1 Introduction and General Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-315
4-7-2 Accommodating Non-RNP 10 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-315
4-7-3 Obtaining RNP 10 or RNP 4 Operational Authorization . . . . . . . . . . . . . . . . . . . . . . . . . . . US-315
4-7-4 Authority for Operations with a Single Long-Range Navigation System . . . . . . . . . . . . . . . US-315
4-7-5 Flight Plan Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-316
4-7-6 Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-316
CHAPTER 5. AIR TRAFFIC PROCEDURES
SECTION 1. PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-321
5-1-1 Preflight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-321
5-1-2 Follow IFR Procedures Even When Operating VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-322
5-1-3 Notice to Airmen (NOTAM) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-322
5-1-4 Flight Plan — VFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-327
5-1-5 Operational Information System (OIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-329
5-1-6 Flight Plan — Defense VFR (DVFR) Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-329
5-1-7 Composite Flight Plan (VFR/IFR Flights). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-329
5-1-8 Flight Plan (FAA Form 7233-1) — Domestic IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . US-330
5-1-9 International Flight Plan (FAA Form 7233-4) — IFR Flights
(for Domestic or International Flights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-335
5-1-10 IFR Operations to High Altitude Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-344
5-1-11 Flights Outside U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-345

WH-XXX AIR TRAFFIC CONTROL 19 APR 19
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5-1-12 Change in Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-345

5-1-13 Change in Proposed Departure Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-346
5-1-14 Closing VFR/DVFR Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-346
5-1-15 Canceling IFR Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-346
5-1-16 RNAV and RNP Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-346
5-1-17 Cold Temperature Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-347
SECTION 2. DEPARTURE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-359

5-2-1 Pre-Taxi Clearance Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-359
5-2-2 Automated Pre-Departure Clearance Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-359
5-2-3 IFR Clearances Off Uncontrolled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-359
5-2-4 Taxi Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-360
5-2-5 Line Up and Wait (LUAW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-360
5-2-6 Abbreviated IFR Departure Clearance (Cleared . . . as Filed) Procedures . . . . . . . . . . . . . US-360
5-2-7 Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times . . . US-362
5-2-8 Departure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-362
5-2-9 Instrument Departure Procedures (DP) — Obstacle Departure Procedures (ODP),
Standard Instrument Departures (SID), and Diverse Vector Areas (DVA) . . . . . . . . . . . . . . US-363
SECTION 3. EN ROUTE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-373

5-3-1 ARTCC Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-373
5-3-2 Position Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-385
5-3-3 Additional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-386
5-3-4 Airways and Route Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-387
5-3-5 Airway or Route Course Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-390
5-3-6 Changeover Points (COPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-390
5-3-7 Minimum Turning Altitude (MTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-391
5-3-8 Holding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-391
SECTION 4. ARRIVAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-401

5-4-1 Standard Terminal Arrival (STAR) Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-401
5-4-2 Local Flow Traffic Management Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-403
5-4-3 Approach Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-403
5-4-4 Advance Information on Instrument Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-404
5-4-5 Instrument Approach Procedure (IAP) Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-405
5-4-6 Approach Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-425
5-4-7 Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-426
5-4-8 Special Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-428
5-4-9 Procedure Turn and Hold-in-Lieu of Procedure Turn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-428
5-4-10 Timed Approaches from a Holding Fix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-431
5-4-11 Radar Approaches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-432
5-4-12 Radar Monitoring of Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-434
5-4-13 Simultaneous Approaches to Parallel Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-435
5-4-14 Simultaneous Dependent Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-436
5-4-15 Simultaneous Independent ILS/RNAV/GLS Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . US-438
5-4-16 Simultaneous Close Parallel PRM Approaches and
Simultaneous Offset Instrument Approaches (SOIA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-439
5-4-17 Simultaneous Converging Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-446
5-4-18 RNP AR Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-446
5-4-19 Side-Step Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-448
5-4-20 Approach and Landing Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-448
5-4-21 Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-451
5-4-22 Use of Enhanced Flight Vision Systems (EFVS) on Instrument Approaches . . . . . . . . . . . US-453
5-4-23 Visual Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-455
5-4-24 Charted Visual Flight Procedure (CVFP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-456
5-4-25 Contact Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-456
5-4-26 Landing Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-457
5-4-27 Overhead Approach Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-457

4 OCT 19 AIR TRAFFIC CONTROL WH-XXXI
TABLE OF CONTENTS
SECTION 5. PILOT/CONTROLLER ROLES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . US-465

5-5-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-465
5-5-2 Air Traffic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-465
5-5-3 Contact Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-465
5-5-4 Instrument Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-466
5-5-5 Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-466
5-5-6 Radar Vectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-467
5-5-7 Safety Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-467
5-5-8 See and Avoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-467
5-5-10 Traffic Advisories (Traffic Information) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-468
5-5-11 Visual Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-468
5-5-12 Visual Separation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-469
5-5-13 VFR-on-Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-469
5-5-14 Instrument Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-469
5-5-15 Minimum Fuel Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-470
5-5-16 RNAV and RNP Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-470
SECTION 6. NATIONAL SECURITY AND INTERCEPTION PROCEDURES. . . . . . . . . . . . . . . . . . . . . US-483

5-6-1 National Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-483
5-6-2 National Security Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-483
5-6-3 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-483
5-6-4 ADIZ Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-483
5-6-5 Civil Aircraft Operations to or from U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . . US-485
5-6-6 Civil Aircraft Operations Within U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . US-485
5-6-7 Civil Aircraft Operations Transiting U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . . US-486
5-6-8 Foreign State Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-487
5-6-9 FAA/TSA Airspace Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-487
5-6-10 TSA Aviation Security Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-488
5-6-11 FAA Flight Routing Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-488
5-6-12 Emergency Security Control of Air Traffic (ESCAT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-488
5-6-13 Interception Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-488
5-6-14 Law Enforcement Operations by Civil and Military Organizations . . . . . . . . . . . . . . . . . . . . US-490
5-6-15 Interception Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-491
5-6-16 ADIZ Boundaries and Designated Mountainous Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-492
5-6-17 Visual Warning System (VWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-494
CHAPTER 7. SAFETY OF FLIGHT

SECTION 2. ALTIMETER SETTING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-501
7-2-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-501

7-2-2 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-501
7-2-3 Altimeter Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-502
7-2-4 High Barometric Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-503
7-2-5 Low Barometric Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-503
SECTION 3. WAKE TURBULENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-511

7-3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-511
7-3-2 Vortex Generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-511
7-3-3 Vortex Strength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-511
7-3-4 Vortex Behavior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-511
7-3-5 Operations Problem Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-513
7-3-6 Vortex Avoidance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-513
7-3-7 Helicopters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-514
7-3-8 Pilot Responsibility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-514
7-3-9 Air Traffic Wake Turbulence Separations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-515
7-3-10 Development and New Capabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-516

WH-XXXII AIR TRAFFIC CONTROL 4 OCT 19
TABLE OF CONTENTS
SECTION 4. BIRD HAZARDS AND FLIGHT OVER NATIONAL REFUGES,

PARKS, AND FORESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-521
7-4-1 Migratory Bird Activity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-521
7-4-2 Reducing Bird Strike Risks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-521
7-4-3 Reporting Bird Strikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-521
7-4-4 Reporting Bird and Other Wildlife Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-521
7-4-5 Pilot Advisories on Bird and Other Wildlife Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-521
7-4-6 Flights Over Charted U.S. Wildlife Refuges, Parks, and Forest Service Areas. . . . . . . . . . US-521
SECTION 5. POTENTIAL FLIGHT HAZARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-531
7-5-1 Accident Cause Factors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-531

7-5-2 VFR in Congested Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-531
7-5-3 Obstructions to Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-531
7-5-4 Avoid Flight Beneath Unmanned Balloons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-532
7-5-5 Unmanned Aircraft Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-532
7-5-6 Mountain Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-532
7-5-7 Use of Runway Half-Way Signs at Unimproved Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . US-534
7-5-8 Seaplane Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-535
7-5-9 Flight Operations in Volcanic Ash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-536
7-5-10 Emergency Airborne Inspection of Other Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-537
7-5-11 Precipitation Static . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-537
7-5-12 Light Amplification by Stimulated Emission of Radiation (LASER) Operations and
Reporting Illumination of Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-538
7-5-13 Flying in Flat Light, Brown Out Conditions, and White Out Conditions . . . . . . . . . . . . . . . . US-539
7-5-14 Operations in Ground Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-540
7-5-15 Avoid Flight in the Vicinity of Exhaust Plumes (Smoke Stacks and Cooling Towers) . . . . . US-541
SECTION 6. SAFETY, ACCIDENT AND HAZARD REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-545
7-6-1 Aviation Safety Reporting Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-545

7-6-2 Aircraft Accident and Incident Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-545
7-6-3 Near Midair Collision Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-546
7-6-4 Unidentified Flying Object (UFO) Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-547
7-6-5 Safety Alerts for Operational (SAFO) and Information for Operators (InFO). . . . . . . . . . . . US-547
APPENDICES
APPENDIX 1 — BIRD/OTHER WILDLIFE STRIKE REPORT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-551
APPENDIX 2 — VOLCANIC ACTIVITY REPORTING FORM (VAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . US-553
APPENDIX 3 — ABBREVIATIONS/ACRONYMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-555
CHAPTER 8. MEDICAL FACTS FOR PILOTS
SECTION 1. FITNESS FOR FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-601

8-1-1 Fitness for Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-601
8-1-2 Effects of Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-602
8-1-3 Hyperventilation in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-604
8-1-4 Carbon Monoxide Poisoning in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-604
8-1-5 Illusions in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-604
8-1-6 Vision in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-606
8-1-7 Aerobatic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-607
8-1-8 Judgement Aspects of Collision Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-607
© JEPPESEN, 2006, 2019. ALL RIGHTS RESERVED.9

4 OCT 19 AIR TRAFFIC CONTROL WH-XXXIII
TABLE OF CONTENTS
REDUCED VERTICAL SEPARATION MINIMUMS (RVSM) — UNITED STATES

1 RVSM AIRSPACE: DATE, TIME AND AIRSPACE WHERE IMPLEMENTED . . . . . . . . . . . . . . . . . US-651
2 FLIGHT LEVEL ALLOCATION SCHEME (FLAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-651
3 ELIMINATION OF RVSM TRANSITION AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-651
4 SOURCES OF RVSM INFORMATION: FAA RVSM HOMEPAGE AND RVSM
DOCUMENTATION WEBPAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-651
5 AIRWORTHINESS AND OPERATIONAL APPROVAL, APPROVALS DATABASES,
AND MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-651
5.1 Approval Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-651
5.2 Registration On Approvals Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-651
5.3 Aircraft Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-652
6 TCAS II VERSION 7.0 (ACAS II) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-652

6.1 U.S. Operators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-652
6.2 Non U.S. Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-652
7 PILOT-CONTROLLER PHRASEOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-652
8 FLIGHT PLANNING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-653
9 BASIC IN-FLIGHT PROCEDURES WITHIN RVSM AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . US-653

9.2 Transition between Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-657
9.3 Pilot Level Call . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-657
10 PROCEDURES FOR OPERATION OF NON-RVSM AIRCRAFT IN OCEANIC

RVSM AIRSPACE IN WATRS AND THE SAN JUAN FIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-657
11 PROCEDURES FOR SUSPENSION OF RVSM IN OCEANIC AIRSPACE . . . . . . . . . . . . . . . . . . . US-658
12 HEIGHT DEVIATION REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-658
13 IN-FLIGHT CONTINGENCIES IN OCEANIC AIRSPACE–GENERAL PROCEDURES. . . . . . . . . . US-658
14 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC AIRSPACE . . . . . . . US-659

14.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-659
14.2 General Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-659
14.3 Extended Range Operations by Aircraft with Two-Turbine Power-Units (ETOPS) . . . . . . . US-659
15 WEATHER DEVIATION PROCEDURES FOR OCEANIC OPERATIONS . . . . . . . . . . . . . . . . . . . . US-659

15.4 Obtaining ATC Priority When Weather Deviation is Required . . . . . . . . . . . . . . . . . . . . . . . US-660
15.5 Actions to be Taken When Pilot-Controller Communications Are Established . . . . . . . . . . US-660
15.6 Actions to be Taken if a Revised ATC Clearance Cannot be Obtained . . . . . . . . . . . . . . . . US-660
16 STRATEGIC LATERAL OFFSETS IN OCEANIC AIRSPACE TO MITIGATE

WAKE TURBULENCE AND TO MITIGATE COLLISION RISK . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-661
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US-901
AERONAUTICAL INFORMATION MANUAL — UNITED STATES
CHAPTER 2. AERONAUTICAL LIGHTING AND OTHER AIRPORT VISUAL AIDS

SECTION 1. AIRPORT LIGHTING AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-1
2-1-1 Approach Light Systems (ALS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-1
2-1-2 Visual Glideslope Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-1
2-1-3 Runway End Identifier Lights (REIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-5
2-1-4 Runway Edge Light Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-5
2-1-5 In-Runway Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-5
2-1-6 Runway Status Light (RWSL) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-6
2-1-7 Stand-Alone Final Approach Runway Occupancy Signal (FAROS) . . . . . . . . . . . . . . . . . US 2-1-9
2-1-8 Control of Lighting Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-10
2-1-9 Pilot Control of Airport Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-10
2-1-10 Airport/Heliport Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-14
2-1-11 Taxiway Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-1-14

WH-XXXIV AIR TRAFFIC CONTROL 4 OCT 19
TABLE OF CONTENTS
SECTION 2. AIR NAVIGATION AND OBSTRUCTION LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-2-1

2-2-1 Aeronautical Light Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-2-1
2-2-2 Code Beacons and Course Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-2-1
2-2-3 Obstruction Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-2-1
SECTION 3. AIRPORT MARKING AIDS AND SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-1
2-3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-1
2-3-2 Airport Pavement Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-1
2-3-3 Runway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-1
2-3-4 Taxiway Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-6
2-3-5 Holding Position Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-10
2-3-6 Other Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-14
2-3-7 Airport Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-17
2-3-8 Mandatory Instruction Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-17
2-3-9 Location Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-19
2-3-10 Direction Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-20
2-3-11 Destination Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-21
2-3-12 Information Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-22
2-3-13 Runway Distance Remaining Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-22
2-3-14 Aircraft Arresting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-22
2-3-15 Security Identifications Display Area (SIDA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 2-3-23
CHAPTER 3. AIRSPACE
SECTION 1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-1-1
3-1-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-1-1
3-1-2 General Dimensions of Airspace Segments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-1-1
3-1-3 Hierarchy of Overlapping Airspace Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-1-1
3-1-4 Basic VFR Weather Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-1-1
3-1-5 VFR Cruising Altitudes and Flight Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-1-2
SECTION 2. CONTROLLED AIRSPACE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-2-1
3-2-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-2-1
3-2-2 Class A Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-2-1
3-2-3 Class B Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-2-2
3-2-4 Class C Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-2-3
3-2-5 Class D Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-2-7
3-2-6 Class E Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-2-8
SECTION 3. CLASS G AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-3-1
3-3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-3-1
3-3-2 VFR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-3-1
3-3-3 IFR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-3-1
SECTION 4. SPECIAL USE AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-1
3-4-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-1
3-4-2 Prohibited Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-1
3-4-3 Restricted Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-1
3-4-4 Warning Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-1
3-4-5 Military Operations Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-1
3-4-6 Alert Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-2
3-4-7 Controlled Firing Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-2
3-4-8 National Security Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-2
3-4-9 Obtaining Special Use Airspace Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-4-2
SECTION 5. OTHER AIRSPACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-5-1
3-5-1 Airport Advisory/Information Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-5-1
3-5-2 Military Training Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-5-1
3-5-3 Temporary Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-5-2
3-5-4 Parachute Jump Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-5-4
3-5-5 Published VFR Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-5-4
3-5-6 Terminal Radar Service Area (TRSA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-5-7
3-5-7 Special Air Traffic Rules (SATR) and Special Flight Rules Area (SFRA). . . . . . . . . . . . . . US 3-5-8
3-5-8 Weather Reconnaissance Area (WRA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 3-5-8
4 OCT 19 AIR TRAFFIC CONTROL WH-XXXV
TABLE OF CONTENTS
CHAPTER 4. AIR TRAFFIC CONTROL

SECTION 1. SERVICES AVAILABLE TO PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-1 Air Route Traffic Control Centers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-2 Control Towers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-3 Flight Service Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-4 Recording and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-5 Communications Release of IFR Aircraft Landing at an
Airport Without an Operating Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-6 Pilot Visits to Air Traffic Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-7 Operation Rain Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-8 Approach Control Service for VFR Arriving Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-1
4-1-9 Traffic Advisory Practices at Airports Without
Operating Control Towers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-2
4-1-10 IFR Approaches/Ground Vehicle Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-5
4-1-11 Designated UNICOM/MULTICOM Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-5
4-1-12 Use of UNICOM for ATC Purposes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-6
4-1-13 Automatic Terminal Information Service (ATIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-6
4-1-14 Automatic Flight Information Service (AFIS) — Alaska FSSs Only . . . . . . . . . . . . . . . . . . US 4-1-7
4-1-15 Radar Traffic Information Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-8
4-1-16 Safety Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-9
4-1-17 Radar Assistance to VFR Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-10
4-1-18 Terminal Radar Services for VFR Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-10
4-1-19 Tower En Route Control (TEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-13
4-1-20 Transponder Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-13
4-1-21 Airport Reservation Operations and Special Traffic Management Programs . . . . . . . . . US 4-1-16
4-1-22 Requests for Waivers and Authorizations from Title 14,
Code of Federal Regulations (14 CFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-17
4-1-23 Weather System Processor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-1-17
SECTION 2. RADIO COMMUNICATIONS PHRASEOLOGY AND TECHNIQUES. . . . . . . . . . . . . . . . US 4-2-1

4-2-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-1
4-2-2 Radio Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-1
4-2-3 Contact Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-1
4-2-4 Aircraft Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-2
4-2-5 Description of Interchange or Leased Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-4
4-2-6 Ground Station Call Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-4
4-2-7 Phonetic Alphabet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-4
4-2-8 Figures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-4
4-2-9 Altitudes and Flight Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-5
4-2-10 Directions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-5
4-2-11 Speeds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-5
4-2-12 Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-5
4-2-13 Communications with Tower when Aircraft Transmitter or
Receiver or Both Are Inoperative. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-5
4-2-14 Communications for VFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-2-6
SECTION 3. AIRPORT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-1

4-3-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-1
4-3-2 Airports with an Operating Control Tower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-1
4-3-3 Traffic Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-2
4-3-4 Visual Indicators at Airports Without an Operating Control Tower . . . . . . . . . . . . . . . . . . . US 4-3-5
4-3-5 Unexpected Maneuvers in the Airport Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-6
4-3-6 Use of Runways/Declared Distances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-6
4-3-7 Low Level Wind Shear/Microburst Detection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-10
4-3-8 Braking Action Reports and Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-11
4-3-9 Runway Condition Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-11
4-3-10 Intersection Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-12

WH-XXXVI AIR TRAFFIC CONTROL 4 OCT 19
TABLE OF CONTENTS
4-3-11 Pilot Responsibilities When Conducting Land and

Hold Short Operations (LAHSO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-13
4-3-12 Low Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-15
4-3-13 Traffic Control Light Signals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-15
4-3-14 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-16
4-3-15 Gate Holding Due to Departure Delays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-16
4-3-16 VFR Flights in Terminal Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-16
4-3-17 VFR Helicopter Operations at Controlled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-16
4-3-18 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-18
4-3-19 Taxi During Low Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-19
4-3-20 Exiting the Runway After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-20
4-3-21 Practice Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-20
4-3-22 Option Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-21
4-3-23 Use of Aircraft Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-21
4-3-24 Flight Inspection/‘Flight Check’ Aircraft in Terminal Areas. . . . . . . . . . . . . . . . . . . . . . . . US 4-3-22
4-3-25 Hand Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-3-22
4-3-26 Operations at Uncontrolled Airports with Automated Surface Observing
System (ASOS)/Automated Weather Observing System (AWOS) . . . . . . . . . . . . . . . . . US 4-3-25
SECTION 4. ATC CLEARANCES AND AIRCRAFT SEPARATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-1

4-4-1 Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-1
4-4-2 Clearance Prefix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-1
4-4-3 Clearance Items. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-1
4-4-4 Amended Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-2
4-4-5 Coded Departure Route (CDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-2
4-4-6 Special VFR Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-3
4-4-7 Pilot Responsibility upon Clearance Issuance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-3
4-4-8 IFR Clearance VFR-on-Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-4
4-4-9 VFR/IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-4
4-4-10 Adherence to Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-4
4-4-11 IFR Separation Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-6
4-4-12 Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-6
4-4-13 Runway Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-8
4-4-14 Visual Separation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-8
4-4-15 Use of Visual Clearing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-9
4-4-16 Traffic Alert and Collision Avoidance System (TCAS I & II). . . . . . . . . . . . . . . . . . . . . . . . US 4-4-9
4-4-17 Traffic Information Service (TIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-4-10
SECTION 5. SURVEILLANCE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-1
4-5-1 Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-1

4-5-2 Air Traffic Control Radar Beacon System (ATCRBS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-2
4-5-3 Surveillance Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-6
4-5-4 Precision Approach Radar (PAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-6
4-5-5 Airport Surface Detection Equipment (ASDE-X)/
Airport Surface Surveillance Capability (ASSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-6
4-5-6 Traffic Information Service (TIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-7
4-5-7 Automatic Dependent Surveillance-Broadcast (ADS-B) Services . . . . . . . . . . . . . . . . . . US 4-5-13
4-5-8 Traffic Information Service-Broadcast (TIS-B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-16
4-5-9 Flight Information Service-Broadcast (FIS-B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-5-17
4-5-10 Automatic Dependent Surveillance-Rebroadcast (ADS-R) . . . . . . . . . . . . . . . . . . . . . . . US 4-5-18

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REDUCED VERTICAL SEPARATION MINIMUM (RVSM) IN THE
DOMESTIC U.S., ALASKA, OFFSHORE AIRSPACE AND THE SAN JUAN FIR . . . . . . US 4-6-1
4-6-1 Applicability and RVSM Mandate (Date/Time and Area) . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-1
4-6-2 Flight Level Orientation Scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-1
4-6-3 Aircraft and Operator Approval Policy/Procedures, RVSM Monitoring and
Databases for Aircraft and Operator Approval. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-1
4-6-4 Flight Planning into RVSM Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-2
4-6-5 Pilot RVSM Operating Practices and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-3
4-6-6 Guidance on Severe Turbulence and Mountain Wave Activity (MWA) . . . . . . . . . . . . . . . US 4-6-3
4-6-7 Guidance on Wake Turbulence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-5
4-6-8 Pilot/Controller Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-5
4-6-9 Contingency Actions: Weather Encounters and
Aircraft System Failures that Occur after Entry into RVSM Airspace . . . . . . . . . . . . . . . . US 4-6-6
4-6-10 Procedures for Accommodation of Non-RVSM Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-8
4-6-11 Non-RVSM Aircraft Requesting Climb to and Descent from Flight Levels Above
RVSM Airspace without Intermediate Level Off. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-6-8

THE GULF OF MEXICO 50 NM LATERAL SEPARATION INITIATIVE . . . . . . . . . . . . . . US 4-7-1
4-7-1 Introduction and General Policies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-7-1
4-7-2 Accommodating Non-RNP 10 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-7-1
4-7-3 Obtaining RNP 10 or RNP 4 Operational Authorization . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-7-1
4-7-4 Authority for Operations with a Single Long-Range Navigation System . . . . . . . . . . . . . . US 4-7-1
4-7-5 Flight Plan Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-7-2
4-7-6 Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 4-7-2
CHAPTER 5. AIR TRAFFIC PROCEDURES

SECTION 1. PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-1
5-1-1 Preflight Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-1
5-1-2 Follow IFR Procedures Even When Operating VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-2
5-1-3 Notice to Airmen (NOTAM) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-2
5-1-4 Flight Plan — VFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-7
5-1-5 Operational Information System (OIS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-9
5-1-6 Flight Plan — Defense VFR (DVFR) Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-9
5-1-7 Composite Flight Plan (VFR/IFR Flights). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-9
5-1-8 Flight Plan (FAA Form 7233-1) — Domestic IFR Flights . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-10
5-1-9 International Flight Plan (FAA Form 7233-4) — IFR Flights
(for Domestic or International Flights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-15
5-1-10 IFR Operations to High Altitude Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-24
5-1-11 Flights Outside U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-25
5-1-12 Change in Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-25
5-1-13 Change in Proposed Departure Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-26
5-1-14 Closing VFR/DVFR Flight Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-26
5-1-15 Canceling IFR Flight Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-26
5-1-16 RNAV and RNP Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-26
5-1-17 Cold Temperature Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-1-27
SECTION 2. DEPARTURE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-2-1

5-2-1 Pre-Taxi Clearance Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-2-1
5-2-2 Automated Pre-Departure Clearance Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-2-1
5-2-3 IFR Clearances Off Uncontrolled Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-2-1
5-2-4 Taxi Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-2-2
5-2-5 Line UP and Wait (LUAW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-2-2
5-2-6 Abbreviated IFR Departure Clearance (Cleared... as Filed) Procedures . . . . . . . . . . . . . US 5-2-2

WH-XXXVIII AIR TRAFFIC CONTROL 19 APR 19
TABLE OF CONTENTS
5-2-7 Departure Restrictions, Clearance Void Times,

Hold for Release, and Release Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-2-4
5-2-8 Departure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-2-4
5-2-9 Instrument Departure Procedures (DP) — Obstacle Departure Procedures (ODP),
Standard Instrument Departures (SID), and Diverse Vector Areas (DVA) . . . . . . . . . . . . . US 5-2-5
SECTION 3. EN ROUTE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-1
5-3-1 ARTCC Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-1
5-3-2 Position Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-13
5-3-3 Additional Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-14
5-3-4 Airways and Route Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-15
5-3-5 Airway or Route Course Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-18
5-3-6 Changeover Points (COPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-18
5-3-7 Minimum Turning Altitude (MTA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-19
5-3-8 Holding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-3-19
SECTION 4. ARRIVAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-1
5-4-1 Standard Terminal Arrival (STAR) Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-1

5-4-2 Local Flow Traffic Management Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-3
5-4-3 Approach Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-3
5-4-4 Advance Information on Instrument Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-4
5-4-5 Instrument Approach Procedure (IAP) Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-5
5-4-6 Approach Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-25
5-4-7 Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-26
5-4-8 Special Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-28
5-4-9 Procedure Turn and Hold-in-Lieu of Procedure Turn. . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-28
5-4-10 Timed Approaches from a Holding Fix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-31
5-4-11 Radar Approaches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-32
5-4-12 Radar Monitoring of Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-34
5-4-13 Simultaneous Approaches to Parallel Runways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-35
5-4-14 Simultaneous Dependent Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-36
5-4-15 Simultaneous Independent ILS/RNAV/GLS Approaches . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-38
5-4-16 Simultaneous Close Parallel PRM Approaches and
Simultaneous Offset Instrument Approaches (SOIA) . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-39
5-4-17 Simultaneous Converging Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-46
5-4-18 RNP AR Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-46
5-4-19 Side-Step Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-48
5-4-20 Approach and Landing Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-48
5-4-21 Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-51
5-4-22 Use of Enhanced Flight Vision Systems (EFVS) on Instrument Approaches . . . . . . . . . US 5-4-53
5-4-23 Visual Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-55
5-4-24 Charted Visual Flight Procedure (CVFP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-56
5-4-25 Contact Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-56
5-4-26 Landing Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-57
5-4-27 Overhead Approach Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-4-57
SECTION 5. PILOT/CONTROLLER ROLES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . US 5-5-1

5-5-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-1
5-5-2 Air Traffic Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-1
5-5-3 Contact Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-1
5-5-4 Instrument Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-2
5-5-5 Missed Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-2
5-5-6 Radar Vectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-2
5-5-7 Safety Alert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-3
5-5-8 See and Avoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-3
5-5-9 Speed Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-3
5-5-10 Traffic Advisories (Traffic Information) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-4

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TABLE OF CONTENTS
5-5-11 Visual Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-4

5-5-12 Visual Separation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-4
5-5-13 VFR-on-Top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-5
5-5-14 Instrument Departures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-5
5-5-15 Minimum Fuel Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-5
5-5-16 RNAV and RNP Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-5-6
SECTION 6. NATIONAL SECURITY AND INTERCEPTION PROCEDURES. . . . . . . . . . . . . . . . . . . . US 5-6-1
5-6-1 National Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-1
5-6-2 National Security Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-1
5-6-3 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-1
5-6-4 ADIZ Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-1
5-6-5 Civil Aircraft Operations to or from U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . US 5-6-3
5-6-6 Civil Aircraft Operations Within U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-3
5-6-7 Civil Aircraft Operations Transiting U.S. Territorial Airspace . . . . . . . . . . . . . . . . . . . . . . . US 5-6-4
5-6-8 Foreign State Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-5
5-6-9 FAA/TSA Airspace Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-5
5-6-10 TSA Aviation Security Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-6
5-6-11 FAA Flight Routing Authorizations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-6
5-6-12 Emergency Security Control of Air Traffic (ESCAT). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-6
5-6-13 Interception Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-6
5-6-14 Law Enforcement Operations by Civil and Military Organizations . . . . . . . . . . . . . . . . . . . US 5-6-8
5-6-15 Interception Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-9
5-6-16 ADIZ Boundaries and Designated Mountainous Areas . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-10
5-6-17 Visual Warning System (VWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 5-6-12
CHAPTER 8. MEDICAL FACTS FOR PILOTS
SECTION 1. FITNESS FOR FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-1
8-1-1 Fitness for Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-1
8-1-2 Effects of Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-2
8-1-3 Hyperventilation in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-4
8-1-4 Carbon Monoxide Poisoning in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-4
8-1-5 Illusions in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-4
8-1-6 Vision in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-6
8-1-7 Aerobatic Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-7
8-1-8 Judgement Aspects of Collision Avoidance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 8-1-7
CHAPTER 9. CHARTS AND PUBLICATIONS
Not published herein.
CHAPTER 10. HELICOPTER OPERATIONS
SECTION 1. HELICOPTER IFR OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-1-1
10-1-1 Helicopter Flight Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-1-1
10-1-2 Helicopter Instrument Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-1-2
10-1-3 Helicopter Approach Procedures to VFR Heliports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-1-3
10-1-4 The Gulf of Mexico Grid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-1-4
SECTION 2. SPECIAL OPERATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-2-1
10-2-1 Offshore Helicopter Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-2-1
10-2-2 Helicopter Night VFR Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-2-7
10-2-3 Landing Zone Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US 10-2-10
10-2-4 Emergency Medical Service (EMS) Multiple Helicopter Operations . . . . . . . . . . . . . . . US 10-2-14
APPENDICES
APPENDIX 1 – BIRD/OTHER WILDLIFE STRIKE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US A1-1
APPENDIX 2 – VOLCANIC ACTIVITY REPORTING FORM (VAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . US A2-1
APPENDIX 3 – ABBREVIATIONS / ACRONYMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US A3-1
PILOT/CONTROLLER GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US A-1
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US I-I

WH-XL AIR TRAFFIC CONTROL 2 JUN 17
TABLE OF CONTENTS
ICAO DIFFERENCES OR STATE RULES AND PROCEDURES PAGES

(Filed alphabetically by sheet title)
Anguilla . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1

Antigua . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1
American Samoa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1
Argentina . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARGENTINA-1
Aruba . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARUBA-1
Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUSTRALIA-1
Bahamas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BAHAMAS-1
Barbados . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BARBADOS-1
Belize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BELIZE-1
Bermuda . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BERMUDA-1
Bolivia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .BOLIVIA-1
Bonaire I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see NETH ANTILLES-1
Brazil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRAZIL-1
British Virgin Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1
Brunei . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BRUNEI-1
Caicos Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see TURKS AND CAICOS IS-1
Cambodia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAMBODIA-1
Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CANADA-1
Cayman Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAYMAN IS-1
Chile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHILE-1
Cooks Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see NEW ZEALAND & PAC IS-1
Colombia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COLOMBIA-1
Costa Rica . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COSTA RICA-1
Cuba . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CUBA-1
Curacao I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see NETH ANTILLES-1
Dominica. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E CARIBBEAN STATES-1
Dominican Republic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOMINICA REPUBLIC-1
Eastern Caribbean States. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E CARIBBEAN STATES-1
Ecuador . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ECUADOR-1
El Salvador . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EL SALVADOR-1
Falkland Is (no ICAO differences published)
Fiji Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIJI ISLANDS-1
French Antilles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRENCH ANTILLES-1
French Guiana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRENCH GUIANA-1
French Pacific Overseas Territories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRENCH PACIFIC OS TERR-1
Futuna Is. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see FRENCH PACIFIC OS TERR-1
Grenada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1
Guadeloupe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see FRENCH ANTILLES-1
Guam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1
Guatemala . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUATEMALA-1
Guyana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUYANA-1
Haiti . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HAITI-1
Hawaii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see UNITED STATES-1
Honduras . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HONDURAS-1
Indonesia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDONESIA-1
Isla De Pascua . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see CHILE-1
Jamaica . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JAMAICA-1
Japan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JAPAN-1
Johnston Atoll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1
Kiribati. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KIRIBATI-1
Korea, Republic of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KOREA, REPUBLIC OF-1
Laos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAOS-1
Malaysia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MALAYSIA-1
Marshall Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1
Martinique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see FRENCH ANTILLES-1
Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MEXICO-1
Micronesia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1

2 JUN 17 AIR TRAFFIC CONTROL WH-XLI
TABLE OF CONTENTS
Midway I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1

Myanmar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .MYANMAR-1
Nauru . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAURU-1
Netherlands Antilles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NETH ANTILLES-1
Nevis I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1
New Caledonia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see FRENCH PACIFIC OS TERR-1
New Zealand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .NEW ZEALAND & PAC IS-1
Nicaragua . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NICARAGUA-1
Niue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see NEW ZEALAND & PAC IS-1
Northern Mariana Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1
Panama . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PANAMA-1
Palau. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1
Papua New Guinea. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PAPUA NEW GUINEA-1
Paraguay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PARAGUAY-1
Peru . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PERU-1
Philippines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PHILIPPINES-1
Puerto Rico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US CAR TERRITORIES-1
St Kitts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1
St Lucia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1
St Maarten I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see NETH ANTILLES-1
St Vincent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1
Samoa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAMOA-1
Singapore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SINGAPORE-1
Solomon Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOLOMON IS-1
Suriname . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SURINAME-1
Taiwan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAIWAN-1
Thailand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THAILAND-1
Tonga . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TONGA-1
Trinidad and Tobago . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see E CARIBBEAN STATES-1
Turks Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TURKS AND CAICOS IS-1
Tuvalu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .TUVALU-1
United States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .UNITED STATES-1
United States Caribbean Territories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US CAR TERRITORIES-1
United States Pacific Territories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . US PAC TERRITORIES-1
Uruguay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . URUGUAY-1
Vanuatu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VANUATU-1
Venezuela . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VENEZUELA-1
Vietnam. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VIETNAM-1
Virgin Is. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US CAR TERRITORIES-1
Wake I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see US PAC TERRITORIES-1
Wallis Is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see FRENCH PACIFIC OS TERR-1

27 JUL 18 AIR TRAFFIC CONTROL 1 q$i
INTRODUCTION
This Air Traffic Control Section is designed to provide pilots with International Civil Aviation Organization
(ICAO) Standards, Recommended Practices and Procedures for international operations. In addition, on
a state-by-state basis, flight procedures unique to each state, or different from the published ICAO rules
and procedures, are included. Each part of this Air Traffic Control Section is described below.
ICAO DEFINITIONS – GENERAL

These definitions are applicable to the ICAO infor- A general statement concerning conformance,
mation contained in this ATC section and have been or non-conformance, with ICAO procedures and
extracted from appropriate ICAO publications. units of measurement used by the state are pro-
vided.
FLIGHT PROCEDURES – FLIGHT PROCEDURES
Information is extracted from the latest amended edi-
HOLDING
tion of Procedures for Air Navigation Services — Air-
craft Operations (PANS-OPS), Document 8168, Vol- Holding speed tables are provided in the Flight
ume I, Flight Procedures. Topics include departure, Procedures ICAO pages. Reference to the
approach, holding, and noise abatement procedures. specific, applicable table is included on the
state rules and procedures page. If the state
ICAO RULES OF THE AIR—ANNEX has exceptions to the published holding tables,
2 and ICAO ATS AIRSPACE a complete tabulation of holding speeds is pro-
vided.
CLASSIFICATIONS—ANNEX 11
– PROCEDURE LIMITATIONS AND OPTIONS
ICAO Rules of the Air consist of an extraction of ICAO
Annex 2. ICAO ATS Airspace Classifications contain Statements concerning conformance with ICAO
definitions and requirements for airspace classifica- PANS-OPS are included here. The latest version
tions. of PANS-OPS, Volume I is provided in the ICAO
Flight Procedures chapter. The statement “Instru-
ICAO PROCEDURES FOR AIR ment Procedures are in conformance with the new
NAVIGATION SERVICES AIR TRAFFIC PANS-OPS Document 8168, Volume II” indicates
compliance with this document.
MANAGEMENT PANS-ATM (DOC 4444)
Procedure limitations, non-standard circling pro-
These pages contain those extracts of the PANS-ATM
tected area, airspeed restrictions, and similar
Document 4444 that have been specifically identified
type information is included. Significant state
as being of particular interest to pilots-in-command.
differences with ICAO PANS-OPS Instrument
TRAFFIC INFORMATION Departure Procedures are also published under
this heading.
BROADCASTS BY AIRCRAFT (TIBA)
– AIRPORT OPERATING MINIMUMS
Extracted from Attachment B, Annex 11 to ICAO DOC
7300. This section presents when, why and how TIBA The type landing, take-off and alternate minimums
is implemented. published by the state are detailed. If the state
publishes Obstruction Clearance Altitude/Height
MACH NUMBER TECHNIQUE (OCA/H), or the earlier PANS-OPS Obstruction
These pages contain the objectives, prerequisites Clearance Limit (OCL) information, the informa-
and general procedures for Mach Number Technique tion is noted. Approach ban information is also
as laid out in ICAO DOC 9426. included.
– PILOT CONTROLLED LIGHTING (PCL)
REQUIRED NAVIGATIONAL The pilot operating procedures are included for
PERFORMANCE (RNP) AREA those States utilizing a standard PCL system.
NAVIGATION (RNAV) – NOISE ABATEMENT PROCEDURES
RNP and RNAV approval and certification require- Standard procedures, unique to all airports within
ments, system descriptions, and general operational a state and not published elsewhere by Jeppesen,
limitations are described. are listed here.
EASA AIR OPS AERODROME – ATS AIRSPACE CLASSIFICATION
OPERATING MINIMUMS (AOM) Airspace classifications are explained in ICAO
ATS Airspace Classifications Annex 11. State-
This section is extracted from EASA AIR OPS regard-
ments under this heading indicate classifications
ing the use and methods used to determine AOM.
the state has implemented, include any state
STATE PAGES RULES AND exceptions, or provide a brief description of the
system still in effect.
PROCEDURES
– SPECIAL REQUIREMENTS AND REGULA-
These pages contain flight information applicable to
TIONS
the specific state. They are compiled by Jeppesen
using the state’s Aeronautical Information Publication Special restrictions to filing flight plans, night
(AIP) as primary source material. operations, special reporting procedures, use of
non-standard altimeter setting procedures, etc.,
The state name is shown with the page number, are listed under this heading.
such as Australia-1, Bulgaria-1, etc. Information is
– DIFFERENCES FROM ICAO STANDARDS AND
presented as follows:
PROCEDURES
q$z

2 AIR TRAFFIC CONTROL 27 JUL 18
INTRODUCTION q$i
Information published is limited to significant state

differences with ICAO Definitions, ICAO Annex 2,
Rules of the Air, and PANS-ATM, Document 4444,
referenced to specific paragraph numbers.
q$z

19 APR 19 AIR TRAFFIC CONTROL 101 q$i
INTERNATIONAL CIVIL AVIATION ORGANIZATION - DEFINITIONS

Definitions in this listing are extracted from the following ICAO documents:
ICAO RULES OF THE AIR, ANNEX 2
PROCEDURES FOR AIR NAVIGATION SERVICES — AIR TRAFFIC MANAGEMENT, PANS-ATM (Doc
4444)
PROCEDURES FOR AIR NAVIGATION SERVICES — AIRCRAFT OPERATIONS, PANS -OPS (Doc 8168)
DEFINITIONS AERODROME CONTROL SERVICE — Air traffic

ACCEPTING UNIT/CONTROLLER — Air traffic con- control service for aerodrome traffic.
trol unit/air traffic controller next to take control of an AERODROME CONTROL TOWER — A unit estab-
aircraft. lished to provide air traffic control service to aero-
NOTE: See definition of "transferring unit/controller". drome traffic.
ACROBATIC FLIGHT — Manoeuvres intentionally AERODROME ELEVATION — The elevation of the
performed by an aircraft involving an abrupt change highest point of the landing area.
in its attitude, an abnormal attitude, or an abnormal AERODROME TRAFFIC — All traffic on the
variation in speed. manoeuvring area of an aerodrome and all aircraft
ADS AGREEMENT — An ADS reporting plan which flying in the vicinity of an aerodrome.
establishes the conditions of ADS data reporting NOTE: An aircraft is in the vicinity of an aerodrome
(i.e., data required by the air traffic services unit and when it is in, entering or leaving an aerodrome traffic
frequency of ADS reports which have to be agreed circuit.
to prior to the provision of the ADS services). AERODROME TRAFFIC CIRCUIT — The specified
NOTE: The terms of the agreement will be path to be flown by aircraft operating in the vicinity
exchanged between the ground system and the air- of an aerodrome.
craft by means of a contract, or a series of contracts. AERODROME TRAFFIC ZONE — An airspace of
ADS-C AGREEMENT — A reporting plan which defined dimensions established around an aero-
establishes the conditions of ADS-C data reporting drome for the protection of aerodrome traffic.
(i.e. data required by the air traffic services unit and AERONAUTICAL FIXED SERVICE (AFS) — A
frequency of ADS-C reports which have to be agreed telecommunication service between specified fixed
to prior to using ADS-C in the provision of air traffic points provided primarily for the safety of air navi-
services). gation and for the regular, efficient and economical
NOTE: The terms of the agreement will be operation of air services.
exchanged between the ground system and the air- AERONAUTICAL FIXED STATION — A station in
craft by means of a contract, or a series of contracts. the aeronautical fixed service.
ADS CONTRACT — A means by which the terms AERONAUTICAL GROUND LIGHT — Any light
of an ADS agreement will be exchanged between specially provided as an aid to air navigation, other
the ground system and the aircraft, specifying under than a light displayed on an aircraft.
what conditions ADS reports would be initiated, and
AERONAUTICAL INFORMATION PUBLICATION
what data would be contained in the reports.
(AIP) — A publication issued by or with the authority
NOTE: The term “ADS contract” is a generic of a State and containing aeronautical information
term meaning variously, ADS event contract, ADS of a lasting character essential to air navigation.
demand contract, ADS periodic contract or an emer-
AERONAUTICAL MOBILE SERVICE — A mobile
gency mode. Ground forwarding of ADS reports
service between aeronautical stations and aircraft
may be implemented between ground systems.
stations, or between aircraft stations, in which sur-
ADVISORY AIRSPACE — An airspace of defined vival craft stations may participate; emergency posi-
dimensions, or designated route, within which air tion-indicating radio beacon stations may also par-
traffic advisory service is available. ticipate in this service on designated distress and
ADVISORY ROUTE — A designated route along emergency frequencies.
which air traffic advisory service is available. AERONAUTICAL STATION — A land station in the
NOTE: Air traffic control service provides a much aeronautical mobile service. In certain instances, an
more complete service than air traffic advisory ser- aeronautical station may be located, for example, on
vice; advisory areas and routes are therefore not board ship or on a platform at sea.
established within controlled airspace, but air traffic AERONAUTICAL TELECOMMUNICATION SER-
advisory service may be provided below and above VICE — A telecommunication service provided for
control areas. any aeronautical purpose.
AERODROME — A defined area on land or water AERONAUTICAL TELECOMMUNICATION STA-
(including any buildings, installations and equipment) TION — A station in the aeronautical telecommuni-
intended to be used either wholly or in part for the cation service.
arrival, departure and surface movement of aircraft.
AEROPLANE — A power-driven heavier-than-air
NOTE: The term “aerodrome” where used in the pro- aircraft, deriving its lift in flight chiefly from aero-
visions relating to flight plans and ATS messages is dynamic reactions on surfaces which remain fixed
intended to cover also sites other than aerodromes under given conditions of flight.
which may be used by certain types of aircraft; e.g.,
helicopters or balloons.
q$z

102 AIR TRAFFIC CONTROL 19 APR 19
INTERNATIONAL CIVIL AVIATION ORGANIZATION - DEFINITIONS q$i
AIRBORNE COLLISION AVOIDANCE SYSTEM AIR-REPORT — A report from an aircraft in flight

(ACAS) — An aircraft system based on secondary prepared in conformity with requirements for position
surveillance radar (SSR) transponder signals which and operational and/or meteorological reporting.
operates independently of ground-based equipment AIR-TAXIING — Movement of a helicopter/VTOL
to provide advice to the pilot on potential conflicting above the surface of an aerodrome, normally in
aircraft that are equipped with SSR transponders. ground effect and at a ground speed normally less
AIRCRAFT — Any machine that can derive support than 37 km/h (20 kt).
in the atmosphere from the reactions of the air other NOTE: The actual height may vary, and some heli-
than the reactions of the air against the earth’s sur- copters may require air-taxiing above 8m (25 ft) AGL
face. to reduce ground effect turbulence or provide clear-
AIRCRAFT ADDRESS — A unique combination of ance for cargo slingloads.
24 bits available for assignment to an aircraft for the AIR-TO-GROUND COMMUNICATION — One-way
purpose of air-ground communications, navigation communication from aircraft to stations or locations
and surveillance. on the surface of the earth.
AIRCRAFT IDENTIFICATION — A group of letters, AIR TRAFFIC — All aircraft in flight or operating on
figures or a combination thereof which is either iden- the manoeuvring area of an aerodrome.
tical to, or the coded equivalent of, the aircraft call
AIR TRAFFIC ADVISORY SERVICE — A service
sign to be used in air-ground communications, and
provided within advisory airspace to ensure separa-
which is used to identify the aircraft in ground-ground
tion, in so far as practical, between aircraft which are
air traffic services communications.
operating on IFR flight plans.
AIRCRAFT OBSERVATION — The evaluation of
AIR TRAFFIC CONTROL CLEARANCE — Autho-
one or more meteorological elements made from an
rization for an aircraft to proceed under conditions
aircraft in flight.
specified by an air traffic control unit.
AIRCRAFT PROXIMITY — A situation in which, in
NOTE 1: For convenience, the term “air traffic control
the opinion of a pilot or air traffic services personnel,
clearance” is frequently abbreviated to “clearance”
the distance between aircraft as well as their relative
when used in appropriate contexts.
positions and speed have been such that the safety
of the aircraft involved may have been compromised. NOTE 2: The abbreviated term “clearance” may be
An aircraft proximity is classified as follows: prefixed by the words “taxi,” “take-off,” “departure,”
“en route,” “approach” or “landing” to indicate the
Risk of Collision — The risk classification of an
particular portion of flight to which the air traffic con-
aircraft proximity in which serious risk of collision has
trol clearance relates.
existed.
AIR TRAFFIC CONTROL INSTRUCTION — Direc-
Safety not Assured — The risk classification of an
tives issued by air traffic control for the purpose of
aircraft proximity in which the safety of the aircraft
requiring a pilot to take a specific action.
may have been compromised.
AIR TRAFFIC CONTROL SERVICE — A service
No Risk of Collision — The risk classification of
provided for the purpose of:
an aircraft proximity in which no risk of collision has
existed. a. preventing collisions:
Risk not Determined — The risk classification of 1. between aircraft; and
an aircraft proximity in which insufficient informa- 2. on the manoeuvring area between aircraft
tion was available to determine the risk involved, or and obstructions; and
inconclusive or conflicting evidence precluded such b. expediting and maintaining an orderly flow of
determination. air traffic.
AIR-GROUND COMMUNICATION — Two -way AIR TRAFFIC CONTROL UNIT — A generic term
communication between aircraft and stations or meaning variously, area control centre, approach
locations on the surface of the earth. control office or aerodrome control tower.
AIR-GROUND CONTROL RADIO STATION — An AIR TRAFFIC FLOW MANAGEMENT (ATFM) — A
aeronautical telecommunication station having pri- service established with the objective of contributing
mary responsibility for handling communications per- to a safe, orderly and expeditious flow of air traf-
taining to the operation and control of aircraft in a fic by ensuring that ATC capacity is utilized to the
given area. maximum extent possible, and that the traffic vol-
AIRMET INFORMATION — Information issued by ume is compatible with the capacities declared by
a meteorological watch office concerning the occur- the appropriate ATS authority.
rence or expected occurrence of specified en route AIR TRAFFIC SERVICE (ATS) — A generic term
weather phenomena which may affect the safety meaning variously, flight information service, alerting
of low-level aircraft operations and which was not service, air traffic advisory service, air traffic control
already included in the forecast issued for low-level service (area control service, approach control ser-
flights in the flight information region concerned or vice or aerodrome control service).
sub-area thereof.
AIRPROX — The code word used in an air traffic
incident report to designate aircraft proximity.
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19 APR 19 AIR TRAFFIC CONTROL 103
AIR TRAFFIC SERVICES AIRSPACES — APPROACH CONTROL SERVICE — Air traffic con-
Airspaces of defined dimensions, alphabetically trol service for arriving or departing controlled flights.
designated, within which specific types of flights APPROACH CONTROL UNIT — A unit established
may operate and for which air traffic services and to provide air traffic control service to controlled
rules of operation are specified. flights arriving at, or departing from, one or more
NOTE: ATS airspaces are classified as Class “A” to aerodromes.
“G.” APPROACH SEQUENCE — The order in which two
AIR TRAFFIC SERVICES REPORTING OFFICE — or more aircraft are cleared to approach to land at
A unit established for the purpose of receiving the aerodrome.
reports concerning air traffic services and flight APPROPRIATE ATS AUTHORITY — The relevant
plans submitted before departure. authority designated by the State responsible for pro-
NOTE: An air traffic services reporting office may be viding air traffic services in the airspace concerned.
established as a separate unit or combined with an APPROPRIATE AUTHORITY —
existing unit, such as another air traffic services unit,
a. Regarding flight over the high seas: The rel-
or a unit of the aeronautical information service.
evant authority of the State of Registry.
AIR TRAFFIC SERVICES UNIT — A generic term
b. Regarding flight other than over the high
meaning variously, air traffic control unit, flight infor-
seas: The relevant authority of the State having
mation centre or air traffic services reporting office.
sovereignty over the territory being overflown.
AIRWAY — A control area or portion thereof estab-
APRON — A defined area, on a land aerodrome,
lished in the form of a corridor.
intended to accommodate aircraft for purposes of
ALERFA — The code word used to designate an loading or unloading passengers, mail or cargo, fuel-
alert phase. ing, parking or maintenance.
ALERTING SERVICE — A service provided to notify AREA CONTROL CENTRE (ACC) — A unit estab-
appropriate organizations regarding aircraft in need lished to provide air traffic control service to con-
of search and rescue aid, and assist such organiza- trolled flights in control areas under its jurisdiction.
tions as required.
AREA CONTROL SERVICE — Air traffic control ser-
ALERT PHASE — A situation wherein apprehension vice for controlled flights in control areas.
exists as to the safety of an aircraft and its occu-
AREA MINIMUM ALTITUDE (AMA) — The mini-
pants.
mum altitude to be used under instrument meteo-
ALLOCATION, ALLOCATE — Distribution of fre- rological conditions (IMC), that provides a minimum
quencies, SSR Codes, etc. to a State, unit or service, obstacle clearance within a specified area, normally
Distribution of 24-bit aircraft addresses to a State or formed by parallels and meridians.
common mark registering authority.
AREA NAVIGATION (RNAV) — A method of
ALPHANUMERIC CHARACTERS (Alphanumer- navigation which permits aircraft operation on any
ics) — A collective term for letters and figures desired flight path within the coverage of ground- or
(digits). space-based navigation aids or within the limits of
ALTERNATE AERODROME — An aerodrome to the capability of self-contained aids, or a combina-
which an aircraft may proceed when it becomes tion of these.
either impossible or inadvisable to proceed to or to AREA NAVIGATION ROUTE — An ATS route
land at the aerodrome of intended landing where established for the use of aircraft capable of employ-
the necessary services and facilities are available, ing area navigation.
where aircraft performance requirements can be met
ASSIGNMENT, ASSIGN — Distribution of frequen-
and which is operational at the expected time of use.
cies to stations. Distribution of SSR Codes or 24-bit
Alternate aerodromes include the following:
addresses to aircraft.
Take-Off Alternate — An alternate aerodrome at
ATIS — The symbol used to designate automatic
which an aircraft would be able to land should this
terminal information service.
become necessary shortly after take-off and it is not
possible to use the aerodrome of departure. ATS ROUTE — A specified route designed for chan-
neling the flow of traffic as necessary for the provi-
En-Route Alternate — An alternate aerodrome at
sion of air traffic services.
which an aircraft would be able to land in the event
that a diversion becomes necessary while en-route. NOTE 1: The term “ATS route” is used to mean var-
iously, airway, advisory route, controlled or uncon-
Destination Alternate — An alternate aerodrome
trolled route, arrival or departure route, etc.
at which an aircraft would be able to land should it
become either impossible or inadvisable to land at NOTE 2: An ATS route is defined by route specifi-
the aerodrome of intended landing. cations which include an ATS route designator, the
track to or from significant points (waypoints), dis-
NOTE: The aerodrome from which a flight departs
tance between significant points, reporting require-
may also be an en route or a destination alternate
ments and, as determined by the appropriate ATS
aerodrome for that flight.
authority, the lowest safe altitude.
ALTITUDE — The vertical distance of a level, a
ATS SURVEILLANCE SERVICE — A term used to
point, or an object considered as a point, measured
indicate a service provided directly by means of an
from mean sea level (MSL).
ATS surveillance system.
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ATS SURVEILLANCE SYSTEM — A generic term NOTE: Changeover points are established to provide
meaning variously, ADS-B, PSR, SSR or any com- the optimum balance in respect of signal strength
parable ground-based system that enables the iden- and quality between facilities at all levels to be used
tification of aircraft. and to ensure a common source of azimuth guidance
NOTE: A comparable ground-based system is for all aircraft operating along the same portion of a
one that has been demonstrated, by comparative route segment.
assessment or other methodology, to have a level CIRCLING APPROACH — An extension of an
of safety and performance equal to or better than instrument approach procedure which provides for
monopulse SSR. visual circling of the aerodrome prior to landing.
AUTOMATIC DEPENDENT SURVEILLANCE — CLEARANCE LIMIT — The point to which an aircraft
BROADCAST (ADS-B) — A means by which air- is granted an air traffic control clearance.
craft, aerodrome vehicles and other objects can CONTINUOUS CLIMB OPERATION (CCO) — An
automatically transmit and/or receive data such operation, enabled by airspace design, procedure
as identification, position and additional data, as design and ATC, in which a departing aircraft climbs
appropriate, in a broadcast mode via a data link. continuously, to the greatest possible extent, by
AUTOMATIC DEPENDENT SURVEILLANCE — employing optimum climb engine thrust and climb
CONTRACT (ADS-C) — A means by which the speeds until reaching the cruise flight level.
terms of an ADS-C agreement will be exchanged CONTINUOUS DESCENT FINAL APPROACH
between the ground system and the aircraft, via a (CDFA) — A technique, consistent with stabilized
data link, specifying under what conditions ADS-C approach procedures, for flying the final approach
reports would be initiated, and what data would be segment of a non-precision instrument approach
contained in the reports. procedure as a continuous descent, without level-off,
NOTE: The abbreviated term “ADS” contract is com- from an altitude/height at or above the final approach
monly used to refer to ADS event contract, ADS fix altitude/height to a point approximately 15m
demand contract or an emergency mode. (50 ft) above the landing runway threshold or the
AUTOMATIC TERMINAL INFORMATION SER- point where the flare maneuver should begin for the
VICE (ATIS) — The automatic provision of current, type of aircraft flown.
routine information to arriving and departing aircraft CONTINUOUS DESCENT OPERATION (CDO) —
throughout 24 hours or a specified portion thereof: An operation, enabled by airspace design, proce-
– Data link-automatic terminal information service dure design and ATC, in which an arriving aircraft
(D-ATIS) . The provision of ATIS via data link. descends continuously, to the greatest possible
extent, by employing minimum engine thrust, ide-
– Voice-automatic terminal information service
ally in a low drag configuration, prior to the final
(Voice-ATIS) . The provision of ATIS by means
approach fix/final approach point.
of continuous and repetitive voice broadcasts.
CODE (SSR) — The number assigned to a particular
BALKED LANDING — A landing manoeuvre that
multiple pulse reply signal transmitted by a transpon-
is unexpectedly discontinued at any point below the
der in Mode A or Mode C.
OCA/H.
COMPUTER — A device which performs sequences
BASE TURN — A turn executed by the aircraft dur-
of arithmetical and logical steps upon data without
ing the initial approach between the end of the out-
human intervention.
bound track and the beginning of the intermediate or
final approach track. The tracks are not reciprocal. NOTE: When the word “computer” is used in this
document it may denote a computer complex, which
NOTE: Base turns may be designated as being
includes one or more computers and peripheral
made either in level flight or while descending,
equipment.
according to the circumstances of each individual
procedure. CONTROL AREA — A controlled airspace extend-
ing upwards from a specified limit above the earth.
BLIND TRANSMISSION — A transmission from one
station to another station in circumstances where CONTROLLED AERODROME — An aerodrome at
two-way communication cannot be established but which air traffic control service is provided to aero-
where it is believed that the called station is able to drome traffic.
receive the transmission. NOTE: The term “controlled aerodrome” indicates
BROADCAST — A transmission of information relat- that air traffic control service is provided to aero-
ing to air navigation that is not addressed to a spe- drome traffic but does not necessarily imply that a
cific station or stations. control zone exists.
CEILING — The height above the ground or water CONTROLLED AIRSPACE — An airspace of
of the base of the lowest layer of cloud below 6,000 defined dimensions within which air traffic control
metres (20,000 feet) covering more than half the sky. service is provided in accordance with the airspace
classification.
CHANGEOVER POINT — The point at which an air-
craft navigating on an ATS route segment defined NOTE: Controlled airspace is a generic term which
by reference to very high frequency omnidirectional covers ATS airspace Classes A, B, C, D and E as
radio ranges is expected to transfer its primary navi- described in Annex 11, 2.6.
gational reference from the facility behind the aircraft CONTROLLED FLIGHT — Any flight which is sub-
to the next facility ahead of the aircraft. ject to an air traffic control clearance.
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CONTROLLER-PILOT DATA LINK COMMUNICA- DESCENT FIX — A fix established in a precision

TIONS (CPDLC) — A means of communication approach at the FAP to eliminate certain obstacles
between controller and pilot, using data link for ATC before the FAP, which would otherwise have to be
communications. considered for obstacle clearance purposes.
CONTROL ZONE — A controlled airspace extend- DESCENT POINT (DP) — A point defined by track
ing upwards from the surface of the earth to a spec- and distance from the MAPt to identify the point at
ified upper limit. which the helicopter may descend below the OCA/H
CRUISE CLIMB — An aeroplane cruising technique on a visual descent to the heliport or landing location.
resulting in a net increase in altitude as the aero- DIRECT VISUAL SEGMENT (DIRECT-VS) — A
plane mass decreases. visual segment designed as:
CRUISING LEVEL — A level maintained during a a. a leg in a PinS approach, which may contain a
significant portion of a flight. single turn, from the MAPt direct to the heliport
CURRENT FLIGHT PLAN (CPL) — The flight plan, or landing location or via a descent point to the
including changes, if any, brought about by subse- heliport or landing location; or
quent clearances. b. a straight leg from the helicopter or landing
NOTE: When the word “message” is used as a suffix location to the IDF in a PinS departure.
to this term, it denotes the content and format of the DISCRETE CODE — A four-digit SSR Code with the
current flight plan data sent from one unit to another. last two digits not being “00.”
DANGER AREA — An airspace of defined dimen- DISTRESS PHASE — A situation wherein there is
sions within which activities dangerous to the flight a reasonable certainty that an aircraft and its occu-
of aircraft may exist at specified times. pants are threatened by grave and imminent danger
DATA CONVENTION — An agreed set of rules gov- or require immediate assistance.
erning the manner or sequence in which a set of data DME DISTANCE — The line of sight distance (slant
may be combined into a meaningful communication. range) from the source of a DME signal to the receiv-
DATA LINK COMMUNICATIONS — A form of coming antenna.
munication intended for the exchange of messages ELEVATION — The vertical distance of a point or
via a data link. a level, on or affixed to the surface of the earth,
DATA LINK INITIATION CAPABILITY (DLIC) — measured from mean sea level.
A data link application that provides the ability to EMERGENCY PHASE — A generic term meaning,
exchange addresses, names and version numbers as the case may be, uncertainty phase, alert phase
necessary to initiate data link applications. or distress phase.
DEAD RECKONING (DR) NAVIGATION — The ESTIMATED ELAPSED TIME — The estimated
estimating or determining of position by advancing time required to proceed from one significant point
an earlier known position by the application of direc- to another.
tion, time and speed data. ESTIMATED OFF-BLOCK TIME — The estimated
DECISION ALTITUDE (DA) OR DECISION HEIGHT time at which the aircraft will commence movement
(DH) — A specified altitude, or height, in a 3D associated with departure.
instrument approach operation at which a missed ESTIMATED TIME OF ARRIVAL — For IFR flights,
approach must be initiated if the required visual the time at which it is estimated that the aircraft will
reference to continue the approach has not been arrive over that designated point, defined by refer-
established. ence to navigation aids, from which it is intended
NOTE 1: Decision altitude (DA) is referenced to that an instrument approach procedure will be com-
mean sea level and decision height (DH) is refer- menced, or if no navigation aid is associated with
enced to the threshold elevation. the aerodrome, the time at which the aircraft will
NOTE 2: The required visual reference means that arrive over the aerodrome. For VFR flights, the time
section of the visual aids or of the approach area at which it is estimated that the aircraft will arrive
which should have been in view for sufficient time for over the aerodrome.
the pilot to have made an assessment of the aircraft EXPECTED APPROACH TIME — The time at which
position and rate of change of position, in relation to ATC expects that an arriving aircraft, following a
the desired flight path. In Category III operations with delay, will leave the holding point to complete its
a decision height the required visual reference is that approach for a landing.
specified for the particular procedure and operation. NOTE: The actual time of leaving the holding point
NOTE 3: For convenience where both expressions will depend upon the approach clearance.
are used they may be written in the form “decision FILED FLIGHT PLAN (FPL) — The flight plan as
altitude/height” and abbreviated “DA/H.” filed with an ATS unit by the pilot or a designated
DEPENDENT PARALLEL APPROACHES — representative, without any subsequent changes.
Simultaneous approaches to parallel or near-parallel FINAL APPROACH — That part of an instrument
instrument runways where ATS surveillance system approach procedure which commences at the spec-
separation minima between aircraft on adjacent ified final approach fix or point, or, where such a fix
extended runway centre lines are prescribed. or point is not specified:
DETRESFA — The code word used to designate a
distress phase.
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a. at the end of the last procedure turn, base turn NOTE: Specifications for flight plans are contained
or inbound turn of a racetrack procedure, if in ICAO Rules of the Air, Annex 2. A Model Flight
specified; or Form is contained in ICAO Rules of the Air and Air
b. at the point of interception of the last track spec- Traffic Services, PANS -RAC (Doc 4444), Appendix
ified in the approach procedure; and ends at a 2.
point in the vicinity of an aerodrome from which: FLIGHT VISIBILITY — The visibility forward from the
1. landing can be made; or cockpit of an aircraft in flight.
2. a missed approach procedure is initiated. FLOW CONTROL — Measures designed to adjust
the flow of traffic into a given airspace, along a given
FINAL APPROACH AND TAKE-OFF AREA
route, or bound for a given aerodrome, so as to
(FATO) — A defined area over which the final phase
ensure the most effective utilization of the airspace.
of the approach manoeuvre to hover or landing is
completed and from which the take-off manoeuvre FORECAST — A statement of expected meteoro-
is commenced. Where the FATO is to be used by logical conditions for a specified time or period, and
performance Class 1 helicopters, the defined area for a specified area or portion of airspace.
includes the rejected take-off area available. FREE TEXT MESSAGE ELEMENT — Part of a
FINAL APPROACH SEGMENT (FAS) — That seg- message that does not conform to any standard
ment of an instrument approach procedure in which message element in the PANS -ATM (Doc 4444).
alignment and descent for landing are accomplished. GBAS LANDING SYSTEM (GLS) — A system for
FLIGHT CREW MEMBER — A licensed crew mem- approach and landing operations utilizing GNSS,
ber charged with duties essential to the operation of augmented by a ground based augmentation sys-
an aircraft during flight duty period. tem (GBAS), as the primary navigational reference.
FLIGHT INFORMATION CENTRE — A unit estab- GLIDE PATH — A descent profile determined for
lished to provide flight information service and alert- vertical guidance during a final approach.
ing service. GROUND EFFECT — A condition of improved per-
FLIGHT INFORMATION REGION (FIR) — An formance (lift) due to the interference of the surface
airspace of defined dimensions within which flight with the airflow pattern of the rotor system when a
information service and alerting service are pro- helicopter or other VTOL aircraft is operating near
vided. the ground.
FLIGHT INFORMATION SERVICE — A service pro- NOTE: Rotor efficiency is increased by ground effect
vided for the purpose of giving advice and informa- to a height of about one rotor diameter for most
tion useful for the safe and efficient conduct of flights. helicopters.
FLIGHT LEVEL (FL) — A surface of constant atmo- GROUND VISIBILITY — The visibility at an aero-
spheric pressure which is related to a specific pres- drome, as reported by an accredited observer or by
sure datum, 1013.2 hectopascals (hPa), and is sep- automatic systems.
arated from other such surfaces by specific pressure HEADING — The direction in which the longitudi-
intervals. nal axis of an aircraft is pointed, usually expressed
NOTE 1: A pressure type altimeter calibrated in in degrees from North (true, magnetic, compass or
accordance with the Standard Atmosphere: grid).
a. when set to a QNH altimeter setting, will indi- HEIGHT — The vertical distance of a level, a point
cate altitude; or an object considered as a point, measured from
a specified datum.
b. when set to a QFE altimeter setting, will indicate
height above the QFE reference datum; HEIGHT ABOVE SURFACE (HAS) — The differ-
ence in height between the OCA and the elevation of
c. when set to a pressure of 1013.2 hectopascals
the highest terrain, water surface or obstacle within
(hPa), may be used to indicate flight levels.
a radius of at least 1.5km (0.8 NM) from the MAPt
NOTE 2: The terms “height” and “altitude,” used in in a PinS "Proceed VFR" procedure.
NOTE 1 above, indicate altimetric rather than geo-
HELIPORT REFERENCE POINT (HRP) — The des-
metric heights and altitudes.
ignated location of a heliport or a landing location.
FLIGHT PATH MONITORING — The use of ATS
HOLDING FIX — A geographical location that
surveillance systems for the purpose of providing
serves as a reference for a holding procedure.
aircraft with information and advice relative to sig-
nificant deviations from nominal flight path, including HOLDING PROCEDURE — A predetermined
deviations from the terms of their air traffic control manoeuvre which keeps an aircraft within a speci-
clearances. fied airspace while awaiting further clearance.
NOTE: Some applications may require a specific HOT SPOT — A location on an aerodrome move-
technology, e.g. radar, to support the function of ment area with a history or potential risk of collision
flight path monitoring. or runway incursion, and where heightened attention
by pilots/drivers is necessary.
FLIGHT PLAN — Specified information provided to
air traffic services units, relative to an intended flight HUMAN FACTORS PRINCIPLES — Principles
or portion of a flight of an aircraft. which apply to aeronautical design, certification,
training, operations and maintenance and which
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seek safe interface between the human and other INSTRUMENT APPROACH PROCEDURE (IAP) —
system components by proper consideration to A series of predetermined manoeuvres by reference
human performance. to flight instruments with specified protection from
HUMAN PERFORMANCE — Human capabilities obstacles from the initial approach fix, or where
and limitations which have an impact on the safety applicable, from the beginning of a defined arrival
and efficiency of aeronautical operations. route to a point from which a landing can be com-
pleted and thereafter, if a landing is not completed,
IDENTIFICATION — The situation which exists
to a position at which holding or en-route obstacle
when the position indication of a particular aircraft is
clearance criteria apply. Instrument approach pro-
seen on a situation display and positively identified.
cedures are classified as follows:
IFR — The symbol used to designate the instrument
– Non-precision approach (NPA) procedure. An
flight rules.
instrument approach procedure designed for 2D
IFR FLIGHT — A flight conducted in accordance with instrument approach operations Type A.
the instrument flight rules.
NOTE: Non-precision approach procedures
IMC — The symbol used to designate instrument may be flown using a continuous descent
meteorological conditions. final approach (CDFA) technique. CDFAs
INCERFA — The code word used to designate an with advisory VNAV guidance calculated by
uncertainty phase. on-board equipment are considered 3D instru-
INCIDENT — An occurrence, other than an accident, ment approach operations. CDFAs with manual
associated with the operation of an aircraft which calculation of the required rate of descent are
affects or could affect the safety of operation. considered 2D instrument approach opera-
tions. For more information on CDFAs, refer
NOTE: The type of incidents which are of main
to PANS -OPS (Doc 8168), Volume I, Part II,
interest to the International Civil Aviation Organiza-
Section 5.
tion for accident prevention studies can be found at
http://www.icao.int/anb/aig – Approach procedure with vertical guidance
(APV). A performance-based navigation (PBN)
INDEPENDENT PARALLEL APPROACHES —
instrument approach procedure designed for 3D
Simultaneous approaches to parallel or near-parallel
instrument approach operations Type A.
instrument runways where ATS surveillance system
separation minima between aircraft on adjacent – Precision approach (PA) procedure. An instru-
extended runway centre lines are not prescribed. ment approach procedure based on navigation
systems (ILS, MLS, GLS and SBAS Cat I)
INDEPENDENT PARALLEL DEPARTURES —
designed for 3D instrument approach operations
Simultaneous departures from parallel or near-par-
Type A or B.
allel instrument runways.
NOTE: Refer to Annex 6 for instrument approach
INITIAL APPROACH FIX (IAF) — A fix that marks
operation types (not published herein).
the beginning of the initial segment and the end of
the arrival segment, if applicable. In RNAV applica- INSTRUMENT METEOROLOGICAL CONDITIONS
tions this fix is normally defined by a fly-by waypoint. (IMC) — Meteorological conditions expressed in
terms of visibility, distance from cloud, and ceiling,
INITIAL APPROACH SEGMENT — That segment
less than the minima specified for visual meteoro-
of an instrument approach procedure between the
logical conditions.
initial approach fix and the intermediate approach fix
or, where applicable, the final approach fix or point. NOTE 1: The specified minima for visual meteoro-
logical conditions are contained in ICAO Rules of
INITIAL DEPARTURE FIX (IDF) — The terminal fix
the Air, Annex 2, Chapter 4.
for the visual segment and the fix where the instru-
ment phase of the PinS departure begins. NOTE 2: In a control zone, a VFR flight may proceed
under instrument meteorological conditions if and as
INSTRUMENT APPROACH OPERATIONS — An
authorized by air traffic control.
approach and landing using instruments for naviga-
tion guidance based on an instrument approach pro- INTERMEDIATE APPROACH SEGMENT — That
cedure. There are two methods for executing instru- segment of an instrument approach procedure
ment approach operations: between either the intermediate approach fix and
the final approach fix or point, or between the end
a. a two-dimensional (2D) instrument approach
of a reversal, racetrack or dead reckoning track
operation, using lateral navigation guidance
procedure and the final approach fix or point, as
only; and
appropriate.
b. a three-dimensional (3D) instrument approach
INTERMEDIATE FIX (IF) — A fix that marks the
operation, using both lateral and vertical navi-
end of an initial segment and the beginning of the
gation guidance.
intermediate segment. In RNAV applications this fix
NOTE: Lateral and vertical navigation guidance is normally defined by a fly-by waypoint.
refers to the guidance provided either by:
ITP AIRCRAFT — An aircraft approved by the State
a. a ground-based radio navigation aid; or of the Operator to conduct in-trail procedure (ITP).
b. computer-generated navigation data from ITP DISTANCE — The distance between the ITP
ground-based, space-based. sell-contained aircraft and a reference aircraft as defined by:
navigation aid or a combination of these.
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a. aircraft on the same track, the difference in 2m (7 ft) below the aerodrome elevation. A minimum
distance to an aircraft calculated common point descent height for a circling approach is referenced
along a projection of each other's track; or to the aerodrome elevation.
b. aircraft on parallel tracks, the distance mea- NOTE 2: The required visual reference means that
sured along the track of one of the aircraft using section of the visual aids or of the approach area
its calculated position and the point abeam the which should have been in view for sufficient time for
calculated position of the other aircraft. the pilot to have made an assessment of the aircraft
NOTE: Reference aircraft refers to one or two aircraft position and rate of change of position, in relation
with ADS-B data that meet the ITP criteria described to the desired flight path. In the case of a circling
in 5.4.2.7 (not published herein) and are indicated to approach the required visual reference is the runway
ATC by the ITP aircraft as part of the ITP clearance environment.
request. NOTE 3: For convenience when both expressions
LANDING AREA — That part of a movement area are used they may be written in the form “minimum
intended for the landing or take-off of aircraft. descent altitude/height” abbreviated “MDA/H.”
LANDING LOCATION — A marked or unmarked MINIMUM ENROUTE ALTITUDE (MEA) — The alti-
area that has the same physical characteristics as tude for an enroute segment that provides adequate
a visual heliport final approach and take-off area reception of relevant navigation facilities and ATS
(FATO) . communications, complies with the airspace struc-
ture and provides the required obstacle clearance.
LEVEL — A generic term relating to the vertical
position of an aircraft in flight and meaning variously, MINIMUM FUEL — The term used to describe a sit-
height, altitude or flight level. uation in which an aircraft’s fuel supply has reached
a state where the flight is committed to land at a
LOCATION INDICATOR — A four-letter code group
specific aerodrome and no additional delay can be
formulated in accordance with rules prescribed by
accepted.
ICAO and assigned to the location of an aeronautical
fixed station. MINIMUM INSTRUMENT METEOROLOGICAL
CONDITIONS AIRSPEED (Vmini) — The minimum
LOCALIZER PERFORMANCE WITH VERTICAL
indicated airspeed that a specific helicopter is
GUIDANCE (LPV) — The label to denote minima
certified to operate in instrument meteorological
lines associated with APV-I or APV-II performance
conditions.
on approach charts.
MINIMUM OBSTACLE CLEARANCE ALTITUDE
LOGON ADDRESS — A specified code used for
(MOCA) — The minimum altitude for a defined seg-
data link logon to an ATS unit.
ment that provides the required obstacle clearance.
MANOEUVERING AREA — That part of an aero-
MINIMUM SECTOR ALTITUDE (MSA) — The low-
drome to be used for the take-off, landing and taxi-
est altitude which may be used which will provide
ing of aircraft, excluding aprons.
a minimum clearance of 300m (1000 ft) above all
MANOEUVERING VISUAL SEGMENT (MANOEU- objects located in an area contained within a sector
VERING-VS) — PinS visual segment protected for of a circle of 46km (25 NM) radius centered on a
the following manoeuverers for: significant point, the airport reference point (ARP) or
PinS approaches. Visual manoeuver from the MAPt the heliport reference point (HRP).
around the heliport or landing location to land from MINIMUM STABILIZATION DISTANCE (MSD) —
a direction other than directly from the MAPt. The minimum distance to complete a turn manoeu-
PinS departures. Take -off in a direction other than vre and after which a new manoeuvre can be initi-
directly to the IDF followed by visual manoeuver to ated. The minimum stabilization distance is used to
join the instrument segment at the IDF. compute the minimum distance between waypoints.
METEOROLOGICAL INFORMATION — Meteoro- MISSED APPROACH HOLDING FIX (MAHF) — A
logical report, analysis, forecast, and any other state- fix used in RNAV applications that marks the end of
ment relating to existing or expected meteorological the missed approach segment and the centre point
conditions. for the missed approach holding.
METEOROLOGICAL OFFICE — An office desig- MISSED APPROACH POINT (MAPt) — That point
nated to provide meteorological service for interna- in an instrument approach procedure at or before
tional air navigation. which the prescribed missed approach procedure
METEOROLOGICAL REPORT — A statement of must be initiated in order to ensure that the mini-
observed meteorological conditions related to a mum obstacle clearance is not infringed.
specified time and location. MISSED APPROACH PROCEDURE — The proce-
MINIMUM DESCENT ALTITUDE (MDA) OR MINI- dure to be followed if the approach cannot be con-
MUM DESCENT HEIGHT (MDH) — A specified alti- tinued.
tude or height in a 2D instrument approach operation MODE (SSR) — The conventional identifier related
or circling approach below which descent must not to specific functions of the interrogation signals
be made without the required visual reference. transmitted by an SSR interrogator. There are four
NOTE 1: Minimum descent altitude (MDA) is ref- modes specified in ICAO Annex 10 (not published
erenced to mean sea level and minimum descent herein): A, C, S and intermode.
height (MDH) is referenced to the aerodrome eleva-
tion or to the threshold elevation if that is more than
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MOVEMENT AREA — That part of an aerodrome OBSTACLE FREE ZONE (OFZ) — The airspace
to be used for the take-off, landing and taxiing of above the inner approach surface, inner transitional
aircraft, consisting of the manoeuvring area and the surfaces, and balked landing surface and that portion
apron(s). of the strip bounded by these surfaces, which is
MULTILATERATION (MLAT) SYSTEM — A group not penetrated by any fixed obstacle other than a
of equipment configured to provide position derived low-mass and frangibility mounted one required for
from the secondary surveillance radar (SSR) air navigation purposes.
transponder signals (replies or squitters) primarily OPERATIONAL CONTROL — The exercise of
using time difference of arrival (TDOA) techniques. authority over the initiation, continuation, diversion
Additional information, including identification, can or termination of a flight in the interest of the safety
be extracted from the received signals. of the aircraft and the regularity and efficiency of
NEAR-PARALLEL RUNWAYS — Non-intersecting the flight.
runways whose extended centre lines have an angle OPERATOR — A person, organization or enterprise
of convergence / divergence of 15 degrees or less. engaged in or offering to engage in an aircraft oper-
NEXT DATA AUTHORITY — The ground system ation.
so designated by the current data authority through PERFORMANCE-BASED COMMUNICATION
which an onward transfer of communications and (PBC) — Communication based on performance
control can take place. specifications applied to the provision of air traffic
NORMAL OPERATING ZONE (NOZ) — Airspace services.
of defined dimensions extending to either side of NOTE: An RCP specification includes communica-
a published instrument approach procedure final tion performance requirements that are allocated to
approach course or track. Only that half of the nor- system components in terms of the communication
mal operating zone adjacent to a no transgression to be provided and associated transaction time, con-
zone (NTZ) is taken into account in independent tinuity, availability, integrity, safety and functionality
parallel approaches. needed for the proposed operation in the context of
NOTAM — A notice distributed by means of a particular airspace concept.
telecommunication containing information concern- PERFORMANCE-BASED NAVIGATION (PBN) —
ing the establishment, condition or change in any Area navigation based on performance requirements
aeronautical facility, service, procedure or hazard, for aircraft operating along an ATS route, on an
the timely knowledge of which is essential to per- instrument approach procedure or in a designated
sonnel concerned with flight operations. airspace.
NO TRANSGRESSION ZONE (NTZ) — In the NOTE: Performance requirements are expressed in
context of independent parallel approaches, a cor- navigation specifications (RNAV specification, RNP
ridor of airspace of defined dimensions located specification) in terms of accuracy, integrity, con-
centrally between the two extended runway centre tinuity, availability and functionality needed for the
lines, where a penetration by an aircraft requires a proposed operation in the context of a particular
controller intervention to manoeuvre any threatened airspace concept.
aircraft on the adjacent approach. PERFORMANCE-BASED SURVEILLANCE
OBSTACLE ASSESSMENT SURFACE (OAS) — A (PBS) — Surveillance based on performance
defined surface intended for the purpose of deter- specifications applied to the provision of air traffic
mining those obstacles to be considered in the cal- services.
culation of obstacle clearance altitude/height for a NOTE: An RSP specification includes surveillance
specific ILS facility and procedure. performance requirements that are allocated to sys-
OBSTACLE CLEARANCE ALTITUDE (OCA) OR tem components in terms of the surveillance to be
OBSTACLE CLEARANCE HEIGHT (OCH) — The provided and associated data delivery time, conti-
lowest altitude or the lowest height above the ele- nuity, availability, integrity, accuracy of the surveil-
vation of the relevant runway threshold or the aero- lance data, safety and functionality needed for the
drome elevation as applicable, used in establishing proposed operation in the context of a particular
compliance with appropriate obstacle clearance cri- airspace concept.
teria. PILOT-IN-COMMAND — The pilot designated by
NOTE 1: Obstacle clearance altitude is referenced the operator, or in the case of general aviation, the
to mean sea level and obstacle clearance height owner, as being in command and charged with the
is referenced to the threshold elevation or in the safe conduct of a flight.
case of non-precision approaches to the aerodrome POINT-IN-SPACE APPROACH (PinS) — An
elevation or the threshold elevation if that is more approach procedure designed for helicopters only
than 2m (7 ft) below the aerodrome elevation. An that includes both a visual and an instrument seg-
obstacle clearance height for a circling approach is ment.
referenced to the aerodrome elevation.
POINT-IN-SPACE DEPARTURE (PinS) — A depar-
NOTE 2: For convenience when both expressions ture procedure designed for helicopters only that
are used they may be written in the form “obstacle includes both a visual and an instrument segment.
clearance altitude/height” and abbreviated “OCA/H.”
POINT-IN-SPACE REFERENCE POINT (PRP) —
Reference point for the point-in-space approach as
identified by the latitude and longitude of the MAPt.
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POSITION INDICATION — The visual indication, in NOTE 2: Procedure turns may be designated as
non-symbolic and/or symbolic form, on a situation being made either in level flight or while descending,
display, of the position of an aircraft, airport vehicle according to the circumstances of each individual
or other object. procedure.
POSITION SYMBOL — The visual indication in sym- PROFILE — The orthogonal projection of a flight
bolic form, on a situation display, of the position of path or portion thereof on the vertical surface con-
an aircraft, airport vehicle or other object, obtained taining the nominal track.
after automatic processing of positional data derived PROHIBITED AREA — An airspace of defined
from any source, dimensions, above the land areas or territorial
PRECISION APPROACH RADAR (PAR) — Primary waters of a State, within which the flight of aircraft
radar equipment used to determine the position of an is prohibited.
aircraft during final approach, in terms of lateral and PSR BLIP — The visual indication, in non-symbolic
vertical deviations relative to a nominal approach form, on a situation display of the position of an
path, and in range relative to touchdown. aircraft obtained by primary radar.
NOTE: Precision approach radars are designated PSYCHOACTIVE SUBSTANCES — Alcohol,
to enable pilots of aircraft to be given guidance by opioids, cannabinoids, sedatives and hypnotics,
radio communication during the final stages of the cocaine, other psychostimulants, hallucinogens, and
approach to land. volatile solvents, whereas coffee and tobacco are
PREFORMATTED FREE TEXT MESSAGE ELE- excluded.
MENT — A free text message element that is stored RACETRACK PROCEDURE — A procedure
within the aircraft system or ground system for selec- designed to enable the aircraft to reduce altitude
tion. during the initial approach segment and/or establish
PRESSURE-ALTITUDE — An atmospheric pres- the aircraft inbound when the entry into a reversal
sure expressed in terms of altitude which corre- procedure is not practical.
sponds to that pressure in the Standard Atmosphere. RADAR — A radio detection device which provides
PRIMARY AREA — A defined area symmetrically information on range, azimuth and/or elevation of
disposed about the nominal flight track in which objects.
full obstacle clearance is provided. (See also SEC- RADAR APPROACH — An approach, in which the
ONDARY AREA.) final approach phase is executed under the direction
PRIMARY RADAR — A radar system which uses of a controller using radar.
reflected radio signals. RADAR CLUTTER — The visual indication on a
PRIMARY SURVEILLANCE RADAR (PSR) — A situation display of unwanted signals.
surveillance radar system which uses reflected radio RADAR CONTACT — The situation which exists
signals. when the radar position of a particular aircraft is seen
PROBLEMATIC USE OF SUBSTANCES — The and identified on a situation display.
use of one or more psychoactive substances by avi- RADAR SEPARATION — The separation used
ation personnel in a way that: when aircraft position information is derived from
a. constitutes a direct hazard to the user or radar sources.
endangers the lives, health or welfare of others; RADIOTELEPHONY — A form of radio communica-
and/or tion primarily intended for the exchange of informa-
b. causes or worsens an occupational, social, tion in the form of speech.
mental or physical problem or disorder. RECEIVING UNIT/CONTROLLER — Air traffic ser-
PROCEDURAL CONTROL — Term used to indicate vices unit/air traffic controller to which a message is
that information derived from an ATS surveillance sent.
system is not required for the provision of air traffic NOTE: See definition of "sending unit/controller".
control service.
REMOTE PILOT — A person charged by the
PROCEDURAL SEPARATION — The separation operator with duties essential to the operation of a
used when providing procedural control. remotely piloted aircraft and who manipulates the
PROCEDURE ALTITUDE/HEIGHT — A specified flight controls, as appropriate, during flight time.
altitude/height flown operationally at or above the REMOTE PILOT STATION — The component of
minimum altitude/height and established to accom- the remotely piloted aircraft system containing the
modate a stabilized descent at a prescribed descent equipment used to pilot the remotely piloted aircraft.
gradient/angle in the intermediate/final approach
REMOTELY PILOTED AIRCRAFT (RPA) — An
segment.
unmanned aircraft which is piloted from a remote
PROCEDURE TURN — A manoeuvre in which a pilot station.
turn is made away from a designated track followed
REMOTELY PILOTED AIRCRAFT SYSTEM
by a turn in the opposite direction to permit the air-
(RPAS) — A remotely piloted aircraft, its associated
craft to intercept and proceed along the reciprocal of
remote pilot station(s), the required command and
the designated track.
control links and any other components as specified
NOTE 1: Procedure turns are designated “left” or in the type design.
“right” according to the direction of the initial turn.
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REPETITIVE FLIGHT PLAN (RPL) — A flight plan RUNWAY INCURSION — Any occurrence at an
related to a series of frequently recurring, regularly aerodrome involving the incorrect presence of an air-
operated individual flights with identical basic fea- craft, vehicle or person on the protected area of a
tures, submitted by an operator for retention and surface designated for the landing and take-off of
repetitive use by ATS units. aircraft.
REPORTING POINT — A specified geographical RUNWAY VISUAL RANGE (RVR) — The range
location in relation to which the position of an air- over which the pilot of an aircraft on the centre line
craft can be reported. of a runway can see the runway surface markings
REQUIRED COMMUNICATION PERFORMANCE or the lights delineating the runway or identifying its
(RCP) — A set of requirements for air traffic service centre line.
provision and associated ground equipment, aircraft SAFETY MANAGEMENT SYSTEM (SMS) — A
capability, and operations needed to support perfor- systematic approach to managing safety, including
mance-based communication. the necessary organizational structures, account-
REQUIRED NAVIGATION PERFORMANCE abilities, policies and procedures.
(RNP) — A statement of the navigation performance SAFETY-SENSITIVE PERSONNEL — Persons who
accuracy necessary for operation within a defined might endanger aviation safety if they perform their
airspace. duties and functions improperly including, but not
NOTE: Navigation performance and requirements limited to, crew members, aircraft maintenance per-
are defined for a particular RNP type and/or applica- sonnel and air traffic controllers.
tion. SECONDARY AREA — A defined area on each
RESCUE COORDINATION CENTRE — A unit side of the primary area located along the nominal
responsible for promoting efficient organization of flight track in which decreasing obstacle clearance is
search and rescue service and for coordinating the provided. (See also PRIMARY AREA)
conduct of search and rescue operations within a SECONDARY RADAR — A radar system wherein
search and rescue region. a radio signal transmitted from a radar station initi-
RESCUE UNIT — A unit composed of trained per- ates the transmission of a radio signal from another
sonnel and provided with equipment suitable for the station.
expeditious conduct of search and rescue. SECONDARY SURVEILLANCE RADAR (SSR) —
RESTRICTED AREA — An airspace of defined A surveillance radar system which uses transmitters
dimensions, above the land areas or territorial / receivers (interrogators) and transponders.
waters of a State, within which the flight of aircraft SEGREGATED PARALLEL OPERATIONS —
is restricted in accordance with certain specified Simultaneous operations on parallel or near-parallel
conditions. instrument runways in which one runway is used
REVERSAL PROCEDURE — A procedure exclusively for approaches and the other runway is
designed to enable aircraft to reverse direction used exclusively for departures.
during the initial approach segment of an instrument SENDING UNIT/CONTROLLER — Air traffic ser-
approach procedure. The sequence may include vices unit/air traffic controller transmitting a mes-
procedure turns or base turns. sage.
RNP TYPE — A containment value expressed as a NOTE: See definition of "receiving unit/controller”.
distance in nautical miles from the intended position SHORELINE — A line following the general contour
within which flights would be for at least 95 per cent of the shore, except that in cases of inlets or bays
of the total flying time. less than 30 NM in width, the line shall pass directly
EXAMPLE: RNP 4 represents a navigation accuracy across the inlet or bay to intersect the general con-
of plus or minus 7.4 km (4 NM) on a 95 percent tour on the opposite side.
containment basis. SIGMET INFORMATION — Information issued by
RPA OBSERVER — A trained and competent per- a meteorological watch office concerning the occur-
son designated by the operator who, by visual obser- rence or expected occurrence of specified en-route
vation of the remotely piloted aircraft, assists the weather and other phenomena which may affect the
remote pilot in the safe conduct of the flight. safety of aircraft operations.
RUNWAY — A defined rectangular area on a land SIGNAL AREA — An area on an aerodrome used
aerodrome prepared for the landing and take-off of for the display of ground signals.
aircraft. SIGNIFICANT POINT — A specified geographical
RUNWAY -HOLDING POSITION — A designated location used in defining an ATS route or the flight
position intended to protect a runway, an obstacle path of an aircraft and for other navigation and ATS
limitation surface, or an ILS/MLS critical/sensitive purposes.
area at which taxiing aircraft and vehicles shall NOTE: There are three categories of significant
stop and hold, unless otherwise authorized by the points: ground-based navigation aid, intersection
aerodrome control tower. and waypoint. In the context of this definition, inter-
NOTE: In radiotelephony phraseologies, the expres- section is a significant point expressed as radials,
sion “holding point” is used to designate the run- bearings and/or distances from ground-based navi-
way-holding position. gation aids.
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SITUATION DISPLAY — An electronic display TAXIING — Movement of an aircraft on the surface

depicting the position and movement of aircraft and of an aerodrome under its own power, excluding
other information as required. take-off and landing.
SLUSH — Water-saturated snow which with a heel- TAXIWAY — A defined path on a land aerodrome
and-toe slap-down motion against the ground will be established for the taxiing of aircraft and intended to
displaced with a splatter; specific gravity: 0.5 up to provide a link between one part of the aerodrome
0.8. and another, including:
NOTE: Combinations of ice, snow and/or standing Aircraft Stand Taxilane — A portion of an apron
water may, especially when rain, rain and snow, designated as a taxiway and intended to provide
or snow is falling, produce substances with specific access to aircraft stands only.
gravities in excess of 0.8. These substances, due to Apron Taxiway — A portion of a taxiway system
their high water/ice content, will have a transparent located on an apron and intended to provide a
rather than a cloudy appearance and, at the higher through taxi route across the apron.
specific gravities, will be readily distinguishable from
Rapid Exit Taxiway — A taxiway connected to a
slush.
runway at an acute angle and designed to allow
SNOW (on the ground) — landing aeroplanes to turn off at higher speeds than
a. Dry snow. Snow which can be blown if loose are achieved on other exit taxi-ways and thereby
or, if compacted by hand, will fall apart upon minimizing runway occupancy times.
release; specific gravity: up to but not including TERMINAL ARRIVAL ALTITUDE (TAA) — The low-
0.35. est altitude that will provide a minimum clearance of
b. Wet snow. Snow which, if compacted by hand, 300m (1000 ft) above all objects located in an arc of
will stick together and tend to or form a snow- a circle defined by a 46km (25 NM) radius centered
ball; specific gravity: 0.35 up to but not including on the initial approach fix (IAF), or where there is no
0.5. IAF on the intermediate fix (IF), delimited by straight
c. Compacted snow. Snow which has been com- lines joining the extremity of the arc to the IF. The
pressed into a solid mass that resists further combined TAAs associated with an approach proce-
compression and will hold together or break up dure shall account for an area of 360 degrees around
into lumps if picked up; specific gravity: 0.5 and the IF.
over. TERMINAL CONTROL AREA (TMA) — A control
SPECIAL VFR FLIGHT — A VFR flight cleared by area normally established at the confluence of ATS
air traffic control to operate within a control zone in routes in the vicinity of one or more major aero-
meteorological conditions below VMC. dromes.
SSR RESPONSE — The visual indication, in THRESHOLD (THR) — The beginning of that portion
non-symbolic form, on a situation display, of a of the runway usable for landing.
response from an SSR transponder in reply to an TIME DIFFERENCE OF ARRIVAL (TDOA) — The
interrogation. difference in relative time that a transponder signal
STANDARD INSTRUMENT ARRIVAL (STAR) — A from the same aircraft (or ground vehicle) is received
designated instrument flight rule (IFR) arrival route at different receivers.
linking a significant point, normally on an ATS route, TOTAL ESTIMATED ELAPSED TIME — For IFR
with a point from which a published instrument flights, the estimated time required from take-off to
approach procedure can be commenced. arrive over that designated point, defined by refer-
STANDARD INSTRUMENT DEPARTURE (SID) — ence to navigation aids, from which it is intended
A designated instrument flight rule (IFR) departure that an instrument approach procedure will be com-
route linking the aerodrome or a specified runway menced, or, if no navigation aid is associated with
of the aerodrome with a specified significant point, the destination aerodrome, to arrive over the des-
normally on a designated ATS route, at which the tination aerodrome. For VFR flights, the estimated
enroute phase of a flight commences. time required from take-off to arrive over the desti-
nation aerodrome.
STANDARDIZED FREE TEXT MESSAGE ELE-
MENT — A message element that uses a defined TOUCHDOWN — The point where the nominal glide
free text message format, using specific words in a path intercepts the runway.
specific order. NOTE: “Touchdown” as defined above is only a
NOTE: Standardized free text message elements datum and is not necessarily the actual point at
may be manually entered by the user or preformat- which the aircraft will touch the runway.
ted. TRACK — The projection on the earth’s surface of
STOPWAY — A defined rectangular area on the the path of an aircraft, the direction of which path at
ground at the end of take-off run available prepared any point is usually expressed in degrees from North
as a suitable area in which an aircraft can be stopped (true, magnetic or grid).
in the case of an abandoned take-off. TRAFFIC AVOIDANCE ADVICE — Advice provided
SURVEILLANCE RADAR — Radar equipment used by an air traffic services unit specifying manoeuvres
to determine the position of an aircraft in range and to assist a pilot to avoid a collision.
azimuth.
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TRAFFIC INFORMATION — Information issued by NOTE 2: The definition applies to the observations
an air traffic services unit to alert a pilot to other of visibility in local routine and special reports, to
known or observed air traffic which may be in prox- the observations of prevailing and minimum visibility
imity to the position or intended route of flight and to reported in METAR and SPECI and to the observa-
help the pilot avoid a collision. tions of ground visibility.
TRANSFER OF CONTROL POINT — A defined VISUAL APPROACH — An approach by an IFR
point located along the flight path of an aircraft, at flight when either part or all of an instrument
which the responsibility for providing air traffic control approach procedure is not completed and the
service to the aircraft is transferred from one control approach is executed in visual reference to terrain.
unit or control position to the next. VISUAL MANOEUVERING (CIRCLING) AREA —
TRANSFERRING UNIT/CONTROLLER — Air traf- The area in which obstacle clearance should be
fic control unit/air traffic controller in the process of taken into consideration for aircraft carrying out a
transferring the responsibility for providing air traffic circling approach.
control service to an aircraft to the next air traffic con- VISUAL METEOROLOGICAL CONDITIONS
trol unit/air traffic controller along the route of flight. (VMC) — Meteorological conditions expressed in
NOTE: See definition of "accepting unit/controller”. terms of visibility, distance from cloud, and ceiling
TRANSITION ALTITUDE — The altitude at or below equal to or better than specified minima.
which the vertical position of an aircraft is controlled NOTE: The specified minima are contained in ICAO
by reference to altitudes. Rules of the Air, Annex 2, Chapter 4.
TRANSITION LAYER — The airspace between the VISUAL SEGMENT DESCENT ANGLE (VSDA) —
transition altitude and the transition level. The angle between the MDA/H at the MPAt /DP and
TRANSITION LEVEL — The lowest flight level avail- the heliport crossing height.
able for use above the transition altitude. VISUAL SEGMENT DESIGN GRADIENT
UNCERTAINTY PHASE — A situation wherein (VSDG) — The gradient of the visual segment in
uncertainty exists as to the safety of an aircraft and a PinS departure procedure. The visual segment
its occupants. connects the heliport or landing location with the
initial departure fix (IDF) minimum crossing altitude
UNMANNED FREE BALLOON — A non-power-
(MCA).
driven, unmanned, lighter-than-air aircraft in free
flight. VISUAL SURVEILLANCE SYSTEM — An electro-
optical system providing an electronic visual presen-
NOTE: Unmanned free balloons are classified as
tation of traffic and any other information necessary
heavy, medium or light in accordance with specifi-
to maintain situational awareness at an aerodrome
cations contained in ICAO Rules of the Air, Annex
and its vicinity.
2, Appendix 5.
VMC — The symbol used to designate visual mete-
VECTORING — Provision of navigational guidance
orological conditions.
to aircraft in the form of specific headings, based on
the use of an ATS surveillance system. WAYPOINT — A specified geographical location
used to define an area navigation route or the
VERTICAL PATH ANGLE (VPA) — Angle of the
flight path of an aircraft employing area navigation.
published final approach descent in baro-VNAV pro-
Waypoints are identified as either:
cedures.
Fly-By Waypoint — A waypoint which requires turn
VFR — The symbol used to designate the visual
anticipation to allow tangential interception of the
flight rules.
next segment of a route or procedure, or
VFR FLIGHT — A flight conducted in accordance
Flyover Waypoint — A waypoint at which a turn is
with the visual flight rules.
initiated in order to join the next segment of a route
VISIBILITY — Visibility for aeronautical purposes is or procedure.
the greater of:
a. the greatest distance at which a black object of
suitable dimensions, situated near the ground,
can be seen and recognized when observed
against a bright background;
b. the greatest distance at which lights in the vicin-
ity of 1000 candelas can be seen and identified
against an unlit background.
NOTE 1: The two distances have different values in
air of a given extinction coefficient, and the latter b)
varies with the background illumination. The former
a) is represented by the meteorological optical range
(MOR).
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5 FEB 16 AIR TRAFFIC CONTROL 201 q$i
FLIGHT PROCEDURES (DOC 8168) - AIR TRAFFIC CONTROL

Extracted from ICAO Document 8168, Volume I - Fifth Edition - Procedures for Air Navigation Services -
AIRCRAFT OPERATIONS, Flight Procedures, herein known as PANS-OPS.
1 GENERAL
1.1 This section describes operational proce-
dures and outlines the parameters on which the
criteria of ICAO Document 8168, Volume II - Con-
struction of Visual and Instrument Flight Procedures,
are based, so as to illustrate the need for pilots to
adhere strictly to the published procedures.
1.1.1 With the exception of this introductory
material, paragraphs have been extracted in whole
or in part from PANS-OPS. The PANS-OPS para-
graph numbers are used beginning with Part I.
1.2 STATE PAGES - RULES AND
PROCEDURES
1.2.1 On RULES AND PROCEDURES pages,
any differences to the latest PANS-OPS are explained
under the subtitle “Flight Procedures”.
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24 MAR 17 AIR TRAFFIC CONTROL 203 q$i
FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES

1 GENERAL INFORMATION 1.3 AREAS

1.1 GENERAL 1.3.1 Where track guidance is provided in the
design of a procedure, each segment comprises a
1.1.2 Procedures contained in PANS-OPS specified volume of airspace, the vertical cross-sec-
assume that all engines are operating. tion of which is an area located symmetrically
NOTE: Development of contingency procedures is about the centre line of each segment. The vertical
the responsibility of the operator. cross-section of each segment is divided into primary
1.1.3 All procedures depict tracks. Pilots should and secondary areas. Full obstacle clearances are
attempt to maintain the track by applying corrections applied over the primary areas reducing to zero at
to heading for known wind. the outer edges of the secondary areas (see Figure
I-2-1-2).
1.2 OBSTACLE CLEARANCE
1.3.2 On straight segments, the width of the pri-
1.2.1 Obstacle clearance is a primary safety
mary area at any given point is equal to one-half of
consideration in the development of instrument
the total width. The width of each secondary area is
flight procedures. The criteria used and the detailed
equal to one-quarter of the total width.
method of calculation are covered in PANS-OPS,
Volume II. However, from the operational point of 1.3.4 The minimum obstacle clearance (MOC)
view it is stressed that the obstacle clearance applied is provided for the whole width of the primary area.
in the development of each instrument procedure In the secondary area, MOC is provided at the inner
is considered to be the minimum required for an edges reducing to zero at the outer edges (see Figure
acceptable level of safety in operations. I-2-1-2).
Figure I-2-1-2. Relationship of minimum obstacle clearance in primary and

secondary areas in cross-section
1245248582000
1.4 USE OF FLIGHT MANAGEMENT 2 ACCURACY OF FIXES

SYSTEM (FMS)/AREA NAVIGATION
2.2 FIX FORMED BY INTERSECTION
(RNAV) EQUIPMENT
Because all navigation facilities and waypoints have
1.4.1 Where FMS/RNAV equipment is avail- accuracy limitations, the geographic point which is
able, it may be used to fly conventional procedures identified is not precise but may be anywhere within
provided: an area called the fix tolerance area which surrounds
a. the procedure is monitored using the basic dis- its plotted point of intersection. Figure I-2-2-1 illus-
play normally associated with that procedure; trates the intersection of two radials or tracks from
and different navigation facilities.
b. the tolerances for flight using raw data on the
2.3 FIX TOLERANCE FACTORS
basic display are complied with.
2.3.1 The dimensions of the fix tolerance area
1.4.2 Lead radials are determined by the system use accuracy of the
Lead radials are for use by non-RNAV-equipped air- navigation aid(s) on which the fix is based, and the
craft and are not intended to restrict the use of turn distance from the facility.
anticipation by the FMS.
2.3.2 System use accuracy is based on a root
sum square calculation using the following toler-
ances:
a. ground system tolerance;
b. airborne receiving system tolerance; and
c. flight technical tolerance (FTT).
q$z

204 AIR TRAFFIC CONTROL 24 MAR 17
FLIGHT PROCEDURES (DOC 8168) - GENERAL PRINCIPLES q$i
See Table I-2-2-1 for system use accuracies and 2.5.3 The area splays from the facility at the fol-
Table I-2-2-2 for the tolerances on which these val- lowing angle:
ues are based. a. 7.8° for VOR; and
2.4 FIX TOLERANCE FOR OTHER b. 10.3° for NDB.
TYPES OF NAVIGATION SYSTEMS
Table I-2-2-1. System use accuracy (2 SD) of
2.4.1 Surveillance radar facility providing track guidance and facility
Radar fix tolerances are based on radar mapping not providing track guidance
accuracies, azimuth resolution, flight technical toler- VOR1 ILS NDB
ance, controller technical tolerances, and the speed System use accuracy of
of aircraft in the terminal area. The fix tolerances are ±5.2° ±2.4° ±6.9°
facility providing track
listed below:
System use accuracy
a. terminal area surveillance radar (TAR) within 37 ±4.5° ±1.4° ±6.2°
of facility NOT providing
km (20 NM): fix tolerance is ±1.5 km (0.8 NM);
track
and
b. en-route surveillance radar (RSR) within 74 km NOTE: The VOR values of ± 5.2° and ± 4.5° may be
(40 NM): fix tolerance is ±3.1 km (1.7 NM). modified according to the value of a) in Table I-2-2-2,
resulting from flight tests.
2.4.2 Distance measuring equipment (DME)
Fix tolerance is ±0.46 km (0.25 NM) + 1.25 per cent Table I-2-2-2. Tolerances on which system
of distance to the antenna. use accuracies are based
2.4.3 75 MHz marker beacon The values in Table
I-2-2-1 are the result of a
Use Figure I-2-2-2 to determine the fix tolerance for
combination, on a root VOR ILS NDB
instrument landing system (ILS) and “z” markers for
sum square basis, of the
use with instrument approach procedures.
following tolerances
2.4.4 Fix tolerance overheading a station a) ground system tolerance ±3.6° ±1°1 ±3°
2.4.4.1 Very high frequency b) airborne receiving
±2.7° ±1° ±5.4°
omnidirectional radio range (VOR) system tolerance
Fix tolerance overheading a VOR is based upon a c) flight technical
±2.5° ±2° ±3°
circular cone of ambiguity generated by a straight line tolerance2
passing through the facility and making an angle of
50° from the vertical, or a lesser angle as determined NOTE 1: Includes beam bends.
by flight test. Entry into the cone is assumed to be NOTE 2: Flight technical tolerance is only applied to
achieved within such an accuracy from the prescribed navigation aids providing track. It is not applied to fix
track as to keep the lateral deviation abeam the VOR: intersecting navigation aids.
– d = 0.2 h (d and h in km); or Figure I-2-2-1. Fix tolerance area
– d = 0.033 h (d in NM, h in thousands of feet).
For a cone angle of 50°, the accuracy of entry is ±5°.
Tracking through the cone is assumed to be within an
accuracy of ±5°. Station passage is assumed to be
within the limits of the cone of ambiguity. See Figure
I-2-2-3 for an illustration of fix tolerance area.
2.4.4.2 Non-directional beacon (NDB)
Fix tolerance overheading 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°
1245327915000
from the prescribed track. Tracking through the cone

is assumed to be within an accuracy of ±5°.
2.5 AREA SPLAY
2.5.1 The construction of area outer boundaries
is derived from the fix tolerance of the facility provid-
ing track. This value is multiplied by a factor of 1.5 to
provide a 99.7 per cent probability of containment (3
SD).
2.5.2 The area width at a facility is:
a. 3.7 km (2.0 NM) for VOR; and
b. 4.6 km (2.5 NM) for NDB.
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5 FEB 16 AIR TRAFFIC CONTROL 205
Figure I-2-2-2. ILS or “z” marker coverage
1245321914000
NOTE : This figure is based on the use of modern aircraft antenna systems with a receiver sensitivity setting
of 1000 µV up to 1800 m (5905 ft) above the facility.
Figure I-2-2-3. Fix tolerance area overhead a VOR
1245326312000
NOTE : Example with a cone angle of 50°.
3 TURN AREA CONSTRUCTION – Inner boundary - The inner boundary starts at the
earliest TP. It splays outward at an angle of 15º
3.1 GENERAL relative to the nominal track.
3.1.2 The turning point (TP) is specified in one – Outer boundary - (See Figure I-2-3-1.) The
of two ways: outer boundary is constructed in the following
a. at a designated facility or fix - the turn is made sequence:
upon arrival overhead a facility or fix; or a. it starts at Point A. The parameters that deter-
b. at a designated altitude - the turn is made upon mine Point A are:
reaching the designated altitude unless an addi- 1. fix tolerance; and
tional fix or distance is specified to limit early
turns (departures and missed approach only). 2. flight technical tolerance
b. then from Point A, there are three methods for
3.2 TURN PARAMETERS constructing the curving portion of the turn outer
The parameters on which the turn areas are based boundary:
are shown in Table I-2-3-1. For the specific applica- 1. by calculating the wind spiral;
tion of the parameters in the table, see the applicable
2. by drawing bounding circles; and
chapters in this document.
3. by drawing arcs; and
3.3 PROTECTION AREA FOR TURNS c. after the curved area is constructed, a straight
3.3.1 As with any turning manoeuvre, speed is section begins where the tangent of the area
a controlling factor in determining the aircraft track becomes parallel to the nominal track (Point P).
during the turn. The outer boundary of the turning At this point:
area is based on the highest speed of the category for 1. if there is no track guidance available, the
which the procedure is authorized. The inner bound- outer boundary splays at 15º; or
ary caters for the slowest aircraft. The construction of
the inner and outer boundaries is described in more 2. if track guidance is available after the turn,
detail below: the turning area may be reduced. The outer
edges of the turning area end where they
intersect the area splay of the navaid giving
track.
q$z

206 AIR TRAFFIC CONTROL 5 FEB 16
3.3.2 Turn area using wind spiral 3.3.2.2 The outer boundary of the turn area is
3.3.2.1 In the wind spiral method, the area is constructed using a spiral derived from the radius of
based on a radius of turn calculated for a specific turn. The spiral results from applying wind effect to
value of true airspeed (TAS) and bank angle. the ideal flight path. See Figure I-2-3-3.
Table I-2-3-1 Turn construction parameter summary

FTT (seconds)
c (seconds)
Segment or Bank Out-
fix of turn Speed (IAS)1 Altitude/height Wind Bank angle2 estab- Pilot bound
location lish- reac- timing Head-
ment tion toler- ing tol-
time time ance erance
Turn at altitude/
height:
15° until 305 m
Final missed Specified (1000 ft)
altitude/height 95%
approach IAS omnidirectional 20° between 305
Departure + 10%, see Turn at turn wind or 56 km/h m (1000 ft) and 3 3 N/A N/A
Table I-4-1-1 or point: (30 kt) for wind 915 m (3000 ft)
Table I-4-1-23 A/D elevation spirals 25° above 915
+ height based m (3000 ft)
on 10% climb
from DER
95% probability
585 km/h (315
En route Specified altitude wind or ICAO 15° 5 10 N/A N/A
kt)
standard wind4
Tables I-6-1-1 ICAO standard
Holding Specified altitude 23° N/A 5 N/A N/A
and I-6-1-21 wind4
Initial
approach Table I-4-1-1 or ICAO standard
–reversal Specified altitude wind4 or 25° 5 0–6 10 5
and racetrack Table I-4-1-2 statistical wind
procedures
CAT A, B: 165
CAT A, B: 1500
Initial to 335 km/h (90 ICAO standard
m (5000 ft)
approach to 180 kt) wind4
CAT C, D, E: 25° 5 0–6 N/A 5
– DR track CAT C, D, E: DR leg: 56 km/h
procedures 3000 m (10000
335 to 465 km/h (30 kt)
ft)
(180 to 250 kt)
See Tables
I-4-1-1 and
I-4-1-2
Use initial
95%
approach speed
omnidirectional
IAF, IF, FAF for turn at IAF Specified altitude 25° 3 3 N/A N/A
wind or 56 km/h
or IF
(30 kt)
Use maximum
final approach
speed for turn
at FAF
Missed Table I-4-1-1 or A/D elevation +
56 km/h (30 kt) 15° 3 3 N/A N/A
approach Table I-4-1-23 300 m (1000 ft)
q$z

3 JUL 09 AIR TRAFFIC CONTROL 207
Table I-2-3-1 Turn construction parameter summary (continued)

FTT (seconds)
c (seconds)
Segment or Bank Out-
fix of turn Speed (IAS)1 Altitude/height Wind Bank angle2 estab- Pilot bound
location lish- reac- timing Head-
ment tion toler- ing tol-
time time ance erance
Visual
manoeuvring See Tables
A/D elevation +
using I-4-1-1 and 46 km/h (25 kt) 25° N/A N/A N/A N/A
300 m (1000 ft)
prescribed I-4-1-2
track
See Tables
A/D elevation +
Circling I-4-1-1 and 46 km/h (25 kt) 20° N/A N/A N/A N/A
300 m (1000 ft)
I-4-1-2
GENERAL NOTES:
1. For the specific application of the parameters in the table, see the applicable chapters in this document.
2. The rate of turn associated with the stated bank angle values In this table shall not be greater than 3°/s.
NOTE 1: Where operationally required to avoid obstacles, reduced speeds as slow as the IAS for intermediate missed approach
may be used. In this case, the procedure is annotated “Missed approach turn limited to ___ km/h (kt) IAS maximum”.
NOTE 2: The conversion from IAS to TAS is determined using a temperature equal to ISA at the corresponding altitude plus
15°C. Holding procedures are an exception: the calculation formula appears in PANS-OPS, Volume II, Part II, Section 4,
Chapter 1, Appendix A, paragraph 6.
NOTE 3: Where operationally required to avoid obstacles, reduced speeds as slow as the IAS tabulated for “intermediate
missed approach” in Tables I-4-1-1 and I-4-1-2 increase by 10 per cent may be used. In this case, the procedure is annotated
“Departure turn limited to ___ km/h (kt) IAS maximum”.
NOTE 4: ICAO standard wind = 12 h + 87 km/h (h in 1000 m): 2h + 47 kt (h in 1000 ft)
Figure I-2-3-1. Start of construction of outer boundary
1245248582000
Figure I-2-3-3. Wind spiral
1245248582000
q$z

FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES

1 GENERAL CRITERIA FOR 1.3 INSTRUMENT DEPARTURE

DEPARTURE PROCEDURES PROCEDURE
1.1 INTRODUCTION 1.3.1 Design considerations
The design of an instrument departure procedure is,
1.1.1 Application
in general, dictated by the terrain surrounding the
1.1.1.1 The criteria in this section are aerodrome. It may also be required to provide for air
designed to provide flight crews and other flight traffic control (ATC) requirements in the case of SID
operations personnel with an appreciation, from the routes. These factors in turn influence the type and
operational point of view, of the parameters and siting of navigation aids in relation to the departure
criteria used in the design of instrument departure route. Airspace restrictions may also affect the rout-
procedures. These include, but are not limited to, ing and siting of navigation aids.
standard instrument departure (SID) routes and
associated procedures (see Annex 11, Appendix 3). 1.3.2 Non-prescribed departure routes
At many aerodromes, a prescribed departure route is
1.1.1.2 These procedures assume that all
not required for ATC purposes. Nevertheless, there
engines are operating. In order to ensure acceptable
may be obstacles in the vicinity of some aerodromes
clearance above obstacles during the departure
that have to be considered in the determining whether
phase, instrument departure procedures may be
restrictions to departure are to be prescribed. In such
published as specific routes to be followed or as
cases, departure procedures may be restricted to a
omnidirectional departures, together with procedure
given sector(s) or may be published with a procedure
design gradients and details of significant obstacles.
design gradient in the sector containing the obstacle.
1.2 OPERATOR’S RESPONSIBILITY 1.3.3 Omnidirectional departures
1.2.1 Contingency procedures 1.3.3.1 Where no suitable navigation aid is
Development of contingency procedures, required to available, the criteria for omnidirectional departures
cover the case of engine failure or an emergency in are applied.
flight which occurs after V1 , is the responsibility of the 1.3.3.2 Omnidirectional departures may spec-
operator, in accordance with Annex 6. ify sectors to be avoided.
Where terrain and obstacles permit, these proce- 1.3.4 Aerodrome operating minima
dures should follow the normal departure route.
1.3.4.1 Where obstacles cannot be cleared by
1.2.2 Turning procedures the appropriate margin when the aeroplanes is flown
When it is necessary to develop a turning procedure on instruments, aerodrome operating minima are
to avoid an obstacle which would have become limit- established to permit visual flight clear of obstacles.
ing, then the procedure should be described in detail 1.3.4.2 Wherever possible, a straight depar-
in the appropriate operator’s manual. The point for ture is specified which is aligned with the runway cen-
start of turn in this procedure must be readily iden- tre line.
tifiable by the pilot when flying under instrument con-
ditions. 1.3.4.3 When a departure route requires a
turn of more than 15° to avoid an obstacle, a turning
1.2.3 Reduced power take-off departure is constructed. Flight speeds for turning
Reduced power take-off should not be required in departure are specified in Table I-3-2-1. Wherever
adverse operating conditions such as: limiting speeds other than those specified in Table
a. if the runway surface conditions are adversely I-3-2-1 are promulgated, they must be complied with
affected (e.g. by snow, slush, ice, water, mud, in order to remain within the appropriate areas. If an
rubber, oil or other substances); aeroplane operation requires a higher speed, then an
b. when the horizontal visibility is less than 1.9 km alternative departure procedure must be requested.
(1 NM); 1.3.6 Wind effect
c. when the crosswind component, including The procedures assume that pilots will not compen-
gusts, exceeds 28 km/h (15 kt); sate for wind effects when being radar vectored. They
d. when the tailwind component, including gusts, also assume that pilot will compensate for known or
exceeds 9 km/h (5 kt); and estimated wind effects when flying departure routes
e. when wind shear has been reported or forecast which are expressed as tracks to be made good.
or when thunderstorms are expected to affect 1.4 OBSTACLE CLEARANCE
the approach or departure.
1.4.1 The minimum obstacle clearance equals
1.2.4 Automatic take-off thrust control zero at the departure end of runway (DER). From that
systems (ATTCS) and noise point, it increased by 0.8 per cent of the horizontal dis-
abatement procedures tance in the direction of flight assuming a maximum
The use of automatic take-off thrust control systems turn of 15°.
(ATTCS) and noise abatement procedures needs to
be taken into consideration by the pilot and the oper-
ator.
q$z

FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES q$i
1.4.2 In the turn initiation area and turn area, a 1.5.5 Gradient specification
minimum obstacle clearance of 75 m (246 ft) (CAT H, 1.5.5.1 Published gradients are specified to
65 m (213 ft)) is provided. an altitude/height after which the minimum gradient
1.4.3 Where precipitous and mountainous ter- of 3.3 per cent is considered to prevail.
rain exist, consideration is given by the procedures 1.5.5.2 The final PDG continues until obsta-
designer to increasing the minimum obstacle clear- cle clearance is ensured for the next phase of flight
ance. (i.e. en-route, holding or approach). At this point, the
1.5 PROCEDURE DESIGN GRADIENT departure procedure ends and is marked by a signif-
icant point.
(PDG)
1.5.1 The procedure design gradient (PDG) is 1.6 FIXES AS AN AID IN OBSTACLE
intended as an aid to the procedures designer, who AVOIDANCE
adjusts the route with the intention of minimizing the Whenever a suitably located DME exists, additional
PDG consistent with other constraints. specific height/distance information intended for
1.5.2 Unless otherwise published, a PDG of 3.3 obstacle avoidance may be published. RNAV way-
per cent is assumed. point or other suitable fixes may be used to provide a
means of monitoring climb performance.
1.5.3 The PDG is not intended as an operational
limitation for those operators who assess departure 1.7 RADAR VECTORS
obstacles in relation to aircraft performance, taking Pilots should not accept radar vectors during depar-
into account the availability of appropriate ground/air- ture unless:
borne equipment. a. they are above the minimum altitude(s)/height(s)
1.5.4 Basis of the PDG required to maintain obstacle clearance in the
The PDG is based on: event of engine failure. This relates to engine
failure between V1 and minimum sector altitude
a. an obstacle identification surface (OIS) having a or the end of the contingency procedure as
2.5 per cent gradient or a gradient determined appropriate; or
by the most critical obstacle penetrating the sur-
face, whichever is the higher (see Figure I-3-1- b. the departure route is non-critical with respect to
2); and obstacle clearance.
b. an additional margin of 0.8 per cent.
Figure I-3-1-2. Climb gradient reduction in departure
1243254925000
Because of obstacle B, the gradient cannot be reduced to 3.3% (2.5% + 0.8%) (CAT H, 5%) just after passing
obstacle A. The altitude/height or fix at which a gradient in excess of 3.3% (CAT H, 5%) is no longer required
is promulgated in the procedure.
Obstacles A and B will be promulgated. Mountain promulgated on Aerodrome Obstacle Chart Type C.
q$z

2 STANDARD INSTRUMENT 2.3.6 Turn speeds

DEPARTURES 2.3.6.1 The speeds used are those of the final
missed approach increased by 10 per cent to account
2.1.2 SID termination
for increased aeroplane mass in departure (see Table
The SID terminates at the first fix/facility/waypoint of I-3-2-1).
the en-route phase following the departure proce-
dure. 2.3.6.2 In exceptional cases, where accept-
able terrain clearances cannot otherwise be provided,
2.1.3 Types of SID turning departure routes are constructed with max-
There are two basic types of SID: straight departures imum speeds as low as the intermediate missed
and turning departures. SIDs are based on track guid- approach speed increased by 10 per cent (see Table
ance acquired: I-4-1-1 and I-4-1-2). In such cases, the procedure is
a. within 20.0 km (10.8 NM) from the departure end annotated “Departure turn limited to ... km/h (kt) IAS
of the runway (DER) on straight departures; and maximum”.
b. within 10.0 km (5.4 NM) after completion of turns 2.3.7 Turn parameters
on departures requiring turns. 2.3.7.1 The parameters that are common to all
Track guidance may be provided by a suitably located turns appear in Table I-2-3-1 in Section 2, Chapter 3,
facility (VOR or NDB) or by RNAV. See Figure I-3-2-1. “Turn Area Construction”. The following parameters
are specific to turning departures:
2.2 STRAIGHT DEPARTURES
a. altitude:
2.2.1 Alignment 1. turn designated at an altitude/height: turn
2.2.1.1 A straight departure is one in which altitude/height; and
the initial departure track is within 15° of the alignment 2. turn at a designated turning point: aero-
of the runway centre line. drome elevation plus the height based on
2.2.1.2 When obstacles exist which affect the a 10 per cent climb from the DER to the
departure route, procedure design gradients (PDGs) turning point;
greater than 3.3 per cent may be specified. When b. airspeed: See 2.3.6, “Turn speeds”;
such a gradient is specified, the altitude/height to c. wind: maximum 95 per cent probability wind on
which it extends shall be promulgated. After this an omnidirectional basis, where statistical wind
point, the PDGs of 3.3 per cent (Category H, 5.0 per data are available. Where no wind data are avail-
cent) resumes. able, an omnidirectional 56 km/h (30 kt) is used;
2.2.1.3 Gradients to a height of 60 m (200 ft) and
or less, caused by close-in obstacles, are not speci- d. flight technical tolerances:
fied. A note will be published stating that the close-in 1. pilot reaction time 3 s; and
obstacles exist. See Figure I-3-2-2.
2. bank establishment time 3 s.
2.3 TURNING DEPARTURES 2.3.7.2 When obstacles exist prohibiting a
2.3.1 When a departure route requires a turn turn before the DER or prior to reaching an alti-
of more than 15°, it is called a turning departure. tude/height, an earliest turn point or a minimum
Straight flight is assumed until reaching an altitude/ turning altitude/height is specified.
height of at least 120 m (394 ft), or 90 m (295 ft) for
helicopters. Procedures normally cater for turns at a Table I-3-2-1. Maximum speeds for
point 600 m from the beginning of the runway. How- turning departures
ever, in some cases turns may not be initiated before Maximum Speed kt
the DER (or a specified point), and this information Aeroplane Category
(km/h)
will be noted on the departure chart. A 120 (225)
2.3.3 No provision is made in this document for B 165 (305)
turning departures requiring a turn below 120 m (394
C 265 (490)
ft) (90 m (295 ft) for helicopters) above the elevation
of the DER. D 290 (540)
E 300 (560)
2.3.4 Where the location and/or height of obsta-
cles preclude(s) the construction of turning depar- H 90 (165)
tures which satisfy the minimum turn height criterion,
departure procedures should be developed by the
competent authority in consultation with the opera-
tors concerned.
2.3.5 Types of turns
Turns may be defined as occurring at:
a. an altitude/height; and
b. a fix or facility.
q$z

Figure I-3-2-1. Area for straight departure with track guidance
1453716407829
Figure I-3-2-2. Procedure design gradient
1453716407829
3 OMNIDIRECTIONAL DEPARTURES 3.2.2 Since the point of lift-off will vary, the
departure procedure assumes that a turn at 120 m
3.1 GENERAL (394 ft) above the elevation of the aerodrome is not
3.1.1 In cases where no track guidance is pro- initiated sooner than 600 m from the beginning of the
vided, departure procedures are designed using the runway.
omnidirectional method.
3.2.3 Procedures are normally designed/opti-
3.1.2 Where obstacles do not permit develop- mized for turns at a point 600 m from the beginning
ment of omnidirectional procedures, it is necessary of the runway. However, in some cases turns may
to: not be initiated before the DER (or a specified point),
a. fly a standard instrument departure (SID) route; and this information will be noted on the departure
or chart.
b. ensure that ceiling and visibility will permit 3.3 PROCEDURE DESIGN GRADIENT
obstacles to be avoided by visual means. (PDG)
3.2 BEGINNING OF DEPARTURE 3.3.1 Unless otherwise specified, departure
3.2.1 The departure procedure begins at the procedures assume a 3.3 per cent (helicopters, 5
departure end of the runway (DER), which is the end per cent) PDG and a straight climb on the extended
of the area declared suitable for take-off (i.e. the end runway centre line until reaching 120 m (394 ft)
of the runway or clearway as appropriate). (helicopters, 90 m (295 ft)) above the aerodrome
elevation.
3.3.2 The basic procedure ensures:
q$z

24 MAR 17 AIR TRAFFIC CONTROL 213
a. the aircraft climbs on the extended runway cen- Figure I-3-3-1. Areas 1 and 2 and turn initiation
tre line to 120 m (394 ft) (helicopters, 90 m (295 area for omnidirectional departures
ft)) before turns can be specified; and
b. at least 75 m (246 ft) (CAT H, 65 m (213 ft))
of obstacle clearance is provided before turns
greater than 15° are specified.
3.3.3 The omnidirectional departure procedure
is designed using any one of a combination of the
following:
a. Standard case: Where no obstacles penetrate
the 2.5 per cent obstacle identification surface
(OIS), and 75 m (246 ft) (CAT H, 65 m (213 ft)) of
obstacle clearance prevails, a 3.3 per cent climb
to 120 m (394 ft) (helicopters, 90 m (295 ft)) will
satisfy the obstacle clearance requirements for
a turn in any direction (see Figure I-3-3-1 - Area
1).
b. Specified turn altitude/height: Where obsta-
cle(s) preclude omnidirectional turns at 120 m
(394 ft), the procedure will specify a 3.3 per
cent climb to an altitude/height where omnidi-
rectional turns can be made (see Figure I-3-3-1
- Area 2).
c. Specified procedure design gradient: Where
obstacle(s) exist, the procedure may define a
minimum gradient of more than 3.3 per cent
to a specified altitude/height before turns are
permitted (see Figure I-3-3-1 - Area 3).
d. 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 (e.g. “climb straight ahead
1245829042000
to altitude/height ... before commencing a turn Figure I-3-3-2. Area 3 for omnidirectional
to the east/the sector 0°-180° and to altitude/ departures.
height ... before commencing a turn to the west/
the sector 180°-360°”).
1245829042000
q$z

4 PUBLISHED INFORMATION 4.2.2 The following information is also promul-

FOR DEPARTURES gated:
a. Significant obstacles which penetrate the OIS;
4.1 GENERAL
b. The position and height of close-in obstacles
4.1.1 The information listed in the following penetrating the OIS. A note is included on the
paragraphs will be published for operational person- SID chart whenever close-in obstacles exist
nel. which were not considered for the published
4.1.2 When it is necessary, after a turn, to fly PDG;
a heading to intercept a specified radial/bearing, the c. The highest obstacle in the departure area, and
procedure will specify: any significant obstacle outside the area which
a. the turning point; dictates the design of the procedure;
b. the track to be made good; and d. A PDG greater than 3.3 per cent. When such a
c. the radial/bearing to be intercepted. gradient is specified, the altitude/height to which
it extends shall be promulgated;
4.1.3 Departures that are limited to specific air-
craft categories will be clearly annotated. e. The altitude/height at which a gradient greater
than 3.3 per cent stops. A note is included when-
4.1.4 When cloud base and visibility minima ever the published procedure design gradient
are limiting criteria, then this information will be pub- is based only on airspace restriction (i.e., PDG
lished. based only on airspace restriction);
4.1.5 When a suitable fix is not available, pro- f. Altitude/heights to be achieved during the depar-
cedure design gradients may be expressed in the fol- ture when overheading significant points that
lowing formats: “50 m/km (300 ft/NM)”. can be identified by means of navigation facili-
ties or fixes;
4.1.6 Where a suitable DME or fixes are avail-
able, the procedure design gradient is specified by g. The fact that the average flight path has been
a DME distance and associated altitude/height (e.g. designed by using statistical data on aircraft per-
“reach 1000 m by DME 15 km” or “reach 3500 ft by formance, when close conformance to an accu-
DME 8”). rate desired track is important (for noise abate-
ment/ATC constraints, etc.); and
4.1.7 Turning points are identified by means of h. All navigation facilities, fixes or waypoints, radi-
a fix or an altitude/height (e.g. “at DME 4 km” or “at als and DME distances which designate route
120 m” (“at DME 2” or “at 400 ft”) ). segments. These are clearly indicated on the
4.1.8 When a gradient is promulgated to over- SID chart.
fly obstacles in instrument meteorological conditions
4.3 OMNIDIRECTIONAL DEPARTURES
(IMC), aerodrome operating minima may be estab-
lished for use as an alternative to the instrument pro- 4.3.1 Omnidirectional departures normally
cedure. allow departures in any direction. Restrictions are
expressed as:
4.1.9 Additional specific height/distance infor-
a. sectors to be avoided; or
mation may be included in the chart in order to
provide a means of monitoring aircraft position rela- b. sectors having minimum gradients and/or mini-
tive to critical obstacles. mum altitudes.
4.3.2 Sectors are described by bearings and
4.1.10 When it is unnecessary to accommodate
distance from the centre of Area 3 (see Figure
turns initiated as early as 600 m from the beginning of
I-3-3-2).
the runway, the turn initiation area starts at the DER.
This information is noted on the departure chart. 4.3.3 When more than one sector is involved,
the published minimum gradient will be the highest of
4.1.11 Departure procedures may be developed
any sector that may be expected to be overflown.
to procedurally separate air traffic. In doing so, the
procedure may be accompanied with altitudes/flight 4.3.4 The altitude to which the minimum gra-
levels that are not associated with any obstacle clear- dient is specified will permit the aircraft to continue
ance requirements but are developed to separate at the 3.3 per cent (helicopters, 5 per cent) mini-
arriving and departing air traffic procedurally. These mum gradient through that sector, a succeeding sec-
altitudes/flight levels shall be charted as indicated in tor, or to an altitude authorized for another phase of
Table I-4-8-1. The method of charting altitudes/flight flight (i.e. en-route, holding or approach) (see Figure
levels to correctly depict the designed procedure I-3-1-2).
may differ between avionics manufactures.
4.3.5 A fix may also be designated to mark the
4.2 STANDARD INSTRUMENT point at which a gradient in excess of 3.3 per cent
DEPARTURES (SIDs) (helicopters, 5 per cent) is no longer required.
4.2.1 For standard instrument departures
(SIDs), all tracks, points, fixes, and altitudes/heights
(including turning altitudes/heights) required on the
procedure are published.
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FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES

1 GENERAL CRITERIA FOR are also a factor for the calculation of the obstacle
ARRIVAL AND APPROACH clearance height (OCH). For Category DL aircraft,
an additional obstacle clearance altitude/height
PROCEDURES (OCA/H) is provided, when necessary, to take into
1.2 INSTRUMENT APPROACH account the specific dimensions of these aircraft.
PROCEDURE 1.3.3 The criterion taken into consideration for
1.2.1 External factors influencing the the classification of aeroplanes by categories is the
approach procedure indicated airspeed at threshold (Vat), which is equal
to the stall speed Vso multiplied by 1.3, or stall speed
The design of an instrument approach procedure is,
Vslg multiplied by 1.23 in the landing configuration at
in general, dictated by the terrain surrounding the
the maximum certificated landing mass. If both Vso
aerodrome, the type of operations contemplated and
and Vslg are available, the higher resulting Vat shall
the aircraft to be accommodated. These factors in
be applied.
turn influence the type and siting of navigation aids in
relation to the runway or aerodrome. Airspace restric- 1.3.4 The landing configuration that is to be
tions may also affect the siting of navigation aids. taken into consideration shall be defined by the
operator or by the aeroplane manufacturer.
1.2.2 Segments of the approach procedure
1.2.2.1 An instrument approach proce- 1.3.5 Aircraft categories will be referred to
dure may have five separate segments. They are throughout this document by their letter designations
the arrival, initial, intermediate, final and missed as shown in Table I-4-1-2.
approach segments. See Figure I-4-1-1. In addition, 1.3.6 Permanent change of category (maximum
an area for circling the aerodrome under visual con- landing mass).
ditions is also considered.
An operator may impose a permanent lower land-
1.2.2.2 The approach segments begin and ing mass, and use of this mass for determining Vat if
end at designated fixes. However, under some cir- approved by the State of the Operator. The category
cumstances certain of the segments may begin at defined for a given aeroplane shall be a permanent
specified points where no fixes are available. For value and thus independent of changing day-to-day
example, the final approach segment of a precision operations.
approach may start where the intermediate flight
altitude intersects the nominal glide path (the final 1.3.7 As indicated in Tables I-4-1-1 and I-4-1-2,
approach point). a specified range of handling speeds for each cate-
gory of aircraft has been assumed for use in calcu-
1.2.3 Types of approach lating airspace and obstacle clearance requirements
1.2.3.1 There are two types of approach: for each procedure.
straight-in and circling.
1.3.8 The instrument approach chart (IAC) will
1.2.3.2 Straight-in approach specify the individual categories of aircraft for which
the procedure is approved. Normally, procedures will
Whenever possible, a straight-in approach will be
be designed to provide protected airspace and obsta-
specified which is aligned with the runway centre
cle clearance for aircraft up to and including Category
line. In the case of non-precision approaches, a
D. However, where airspace requirements are criti-
straight-in approach is considered acceptable if the
cal, procedures may be restricted to lower speed cat-
angle between the final approach track and the run-
egories.
way centre line is 30° or less.
1.3.9 Alternatively, the procedure may specify a
1.2.3.3 Circling approach
maximum IAS for a particular segment without ref-
A circling approach will be specified in those cases erence to aircraft category. In any case, it is essen-
where terrain or other constraints cause the final tial that pilots comply with the procedures and infor-
approach track alignment or descent gradient to fall mation depicted on instrument flight charts and the
outside the criteria for a straight-in approach. The appropriate flight parameters shown in Tables I-4-1-1
final approach track of a circling approach procedure and I-4-1-2 if the aircraft is to remain in the areas
is in most cases aligned to pass over some portion developed for obstacle clearance purposes.
of the usable landing surface of the aerodrome.
1.3.10 Helicopters
1.3 CATEGORIES OF AIRCRAFT 1.3.10.1 The stall speed method of calculating
1.3.1 Aircraft performance has a direct effect on aircraft category does not apply to helicopters. Where
the airspace and visibility required for the various helicopters are operated as aeroplanes, the proce-
manoeuvres associated with the conduct of instru- dure may be classified as Category A. However, spe-
ment approach procedures. The most significant per- cific procedures may be developed for helicopters
formance factor is aircraft speed. and these shall be clearly designated “H”. Category
H procedures shall not be promulgated on the same
1.3.2 These categories provides a standardized lAC as joint helicopter/aeroplane procedures.
basis for relating aircraft manoeuvrability to specific
instrument approach procedures. For precision
approach procedures, the dimensions of the aircraft
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FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND APPROACH PROCEDURES q$i
1.3.10.2 It is intended that helicopter-only pro- stepdown descent technique for flying non-preci-
cedures should be designed using the same conven- sion approaches, is prone to error, and is therefore
tional techniques and practices as those pertaining to discouraged. Operators should reduce this risk by
Category A aeroplanes. Some criteria such as mini- emphasizing training and standardization in vertical
mum airspeeds and descent gradients may be differ- path control on non-precision approach procedures.
ent, but the principles are the same. Operators typically employ one of three techniques
for vertical path control on non-precision approaches.
1.3.10.3 The specifications for Category A
Of these techniques, the continuous descent final
aeroplane procedure design apply equally to heli-
approach (CDFA) technique is preferred. Operators
copters, except as specifically modified herein. The
should use the CDFA technique whenever possible
criteria that are changed for helicopter-only proce-
as it adds to the safety of the approach operation
dures are appropriately indicated throughout the text.
by reducing pilot workload and by lessening the
1.5 OBSTACLE CLEARANCE possibility of error in flying the approach.
ALTITUDE/HEIGHT (OCA/H) 1.7.2 Continuous descent final approach
For each individual approach procedure an obsta- (CDFA)
cle clearance altitude/height (OCA/H) is calculated in 1.7.2.1 Many Contracting States require the
the development of the procedure and published on use of the CDFA technique and apply increased visi-
the instrument approach chart. In the case of preci- bility or RVR requirements when the technique is not
sion approach and circling approach procedures, an used.
OCA/H is specified for each category of aircraft listed
in 1.3. 1.7.2.2 This technique requires a continuous
descent, flown either with VNAV guidance calculated
Obstacle clearance altitude/height (OCA/H) is: by on-board equipment or based on manual calcu-
a. in a precision approach procedure, the lowest lation of the required rate of descent, without level-
altitude (OCA) or alternatively the lowest height offs. The rate of descent is selected and adjusted
above the elevation of the relevant runway to achieve a continuous descent to a point approxi-
threshold (OCH), at which a missed approach mately 15 m (50 ft) above the landing runway thresh-
must be initiated to ensure compliance with the old or the point where the flare manoeuvre should
appropriate obstacle clearance criteria; or begin for the type of aircraft flown. The descent shall
b. in a non-precision approach procedure, the low- be calculated and flown to pass at or above the mini-
est altitude (OCA) or alternatively the lowest mum altitude at any stepdown fix.
height above aerodrome elevation or the ele- 1.7.2.3 If the visual references required to
vation of the relevant runway threshold, if the land have not been acquired when the aircraft is
threshold elevation is more than 2 m (7 ft) below approaching the MDA/H, the vertical (climbing) por-
the aerodrome elevation (OCH), below which tion of the missed approach is initiated at an altitude
an aircraft cannot descend without infringing the above the MDA/H sufficient to prevent the aircraft
appropriate obstacle clearance criteria; or from descending through the MDA/H. At no time is
c. in a visual (circling) procedure, the lowest alti- the aircraft flown in level flight at or near the MDA/H.
tude (OCA) or alternatively the lowest height Any turns on the missed approach shall not begin
above the aerodrome elevation (OCH) below until the aircraft reaches the MAPt. Likewise, if the
which an aircraft cannot descend without infring- aircraft reaches the MAPt before descending to near
ing the appropriate obstacle clearance criteria. the MDA/H, the missed approach shall be initiated at
the MAPt.
1.6 FACTORS AFFECTING
OPERATIONAL MINIMA 1.7.2.4 Regardless of the type of vertical path
control that is used on a non-precision approach, the
In general, minima are developed by adding the
lateral “turning” portion of the missed approach shall
effect of a number of operational factors to OCA/H
not be executed prior to the MAPt.
to produce, in the case of precision approaches,
decision altitude (DA) or decision height (DH) and, 1.7.2.5 An increment for the MDA/H may
in the case of non-precision approaches, minimum be prescribed by the operator to determine the
descent altitude (MDA) or minimum descent height altitude/height at which the vertical portion of the
(MDH). The general operational factors to be con- missed approach shall be initiated in order to prevent
sidered are specified in Annex 6. The relationship descent below the MDA/H. In such cases, there is no
of OCA/H to operating minima (landing) is shown in need to increase the RVR or visibility requirements
Figures I-4-1-2, I-4-1-3, and I-4-1-4. for the approach. The RVR and/or visibility published
for the original MDA/H should be used.
1.7 VERTICAL PATH CONTROL ON
NON-PRECISION APPROACH 1.7.2.6 It should be emphasized that upon
PROCEDURES approaching the MDA/H only two options exist for the
crew: continue the descent below MDA/H to land with
1.7.1 Introduction the required visual references in sight; or, execute a
Studies have shown that the risk of controlled missed approach. There is no level flight segment
flight into terrain (CFIT) is high on non-precision after reaching the MDA/H.
approaches. While the procedures themselves are
not inherently unsafe, the use of the traditional
q$z

1.7.2.7 The CDFA technique simplifies the b. Non-precision approach and landing operations.
final segment of the non-precision approach by incor- In this case, the use of a baro-VNAV system is
porating techniques similar to those used when flying not required but auxiliary to facilitate the CDFA
a precision approach procedure or an approach technique as described in 1.7.2. This means that
procedure with vertical guidance (APV). The CDFA advisory VNAV guidance is being overlaid on a
technique improves pilot situational awareness and non-precision approach. The lateral navigation
is entirely consistent with all “stabilized approach” guidance is predicated on the navigation system
criteria. designated on the chart.
1.7.3 Constant angle descent 1.8.2 Approach and landing operations with
vertical guidance provide significant benefits over
1.7.3.1 The second technique involves
advisory VNAV guidance being overlaid on a non-pre-
achieving a constant, unbroken angle from the
cision approach, as they are based on specific pro-
final approach fix (FAF), or optimum point on proce-
cedure design criteria, avoiding the requirement
dures without an FAF, to a reference datum above the
for cross-checking the non-precision approach pro-
runway threshold, e.g. 15 m (50 ft). When the aircraft
cedure constraints such as stepdown fixes. These
approaches the MDA/H, a decision shall be made to
criteria furthermore address:
either continue on the constant angle or level off at or
above the MDA/H, depending on visual conditions. a. height loss after initiating a missed approach
allowing the use of a DA instead of an MDA,
1.7.3.2 If the visual conditions are adequate, thereby standardizing flight techniques for ver-
the aircraft continues the descent to the runway with- tically guided approach operations;
out any intermediate level-off.
b. obstacles clearance throughout the approach
1.7.3.3 If visual conditions are not adequate and landing phase taking into account tempera-
to continue, the aircraft shall level off at or above ture constraints down to the DA, therefore result-
the MDA/H and continue inbound until either encoun- ing in better obstacle protection compared to a
tering visual conditions sufficient to descent below non-precision approach procedure.
the MDA/H to the runway or, reaching the published
missed approach point and thereafter executing the 1.9 DESCENT GRADIENT
missed approach procedure. 1.9.1 In instrument approach procedure design,
adequate space is allowed for the descent from the
1.7.4 Stepdown descent facility crossing altitude/height to the runway thresh-
The third technique involves an expeditious descent old for straight-in approach or to OCA/H for circling
and is described as “descend immediately to not approaches.
below the minimum stepdown fix altitude/height or 1.9.2 Adequate space for descent is pro-
MDA/H, as appropriate”. This technique is acceptable vided by establishing a maximum allowable descent
as long as the achieved descent gradient remains gradient for each segment of the procedure. The
less than 15 per cent and the missed approach is minimum/optimum descent gradient/angle in the
initiated at or before the MAPt. Careful attention to final approach of a procedure with FAF is 5.2 per
altitude control is required with this technique due to cent/3.0° (52 m/km (318 ft/NM)). Where a steeper
the high rates of descent before reaching the MDA/H descent gradient is necessary, the maximum permis-
and, thereafter, because of the increased time of sible is 6.5 per cent/3.7° (65 m/km (395 ft/NM)) for
exposure to obstacles at the minimum descent alti- Category A and B aircraft, 6.1 per cent/3.5° (61 m/km
tude. (370 ft/NM)) for Category C, D and E aircraft, and
1.7.5 Temperature correction 10 per cent (5.7°) for Category H. For procedures
with VOR or NDB on aerodrome and no FAF, rates
In all cases, regardless of the flight technique used, of descent in the final approach phase are given in
a temperature correction shall be applied to all mini- Table I-4-1-3. In the case of a precision approach,
mum altitudes. the operationally preferred glide path angle is 3.0°.
1.7.6 Training An ILS glide path/MLS elevation angle in excess of
3.0° is used only where alternate means available to
Regardless of which of the above described tech- satisfy obstacle clearance requirements are imprac-
niques an operator chooses to employ, specific and tical.
appropriate training for that technique is required.
1.9.3 In certain cases. the maximum descent
1.8 APPROACH OPERATIONS gradient of 6.5 per cent (65 m/km (395 ft/NM)) results
UTILIZING BARO-VNAV EQUIPMENT in descent rates which exceed the recommended
1.8.1 Baro-VNAV equipment can be applied to rates of descent for some aircraft. For example, at
two different approach and landing operations: 280 km/h (150 kt), such a gradient result in a 5 m/s
a. Approach and landing operations with the ver- (1000 ft/min) rate of descent.
tical guidance. In this case, the use of a VNAV 1.9.4 Pilot should consider carefully the descent
system such as baro-VNAV is required. When rate required for non-precision final approach seg-
baro-VNAV is used, the lateral navigation guid- ments before starting the approach.
ance is based on the RNP APCH and RNP AR
APCH navigation specifications. 1.9.5 Any constant descent angle shall clear all
stepdown fix minimum crossing altitudes within any
segment.
q$z

1.9.6 Procedure altitude/height 1.9.6.2 Procedure altitudes/heights are devel-

1.9.6.1 In addition to minimum IFR altitudes oped to place the aircraft at altitudes/heights that
established for each segment of the procedure, pro- would normally be flown to intercept and fly an opti-
cedure altitudes/heights will also be provided. Pro- mum 5.2 per cent (3.0°) descent path angle in the
cedure altitudes/heights will, in all cases, be at or final approach segment to a 15 m (50 ft) threshold
above any minimum crossing altitude associated with crossing for non-precision approach procedures and
the segment. Procedure altitude/height will be estab- procedures with vertical guidance. In no case will a
lished taking into account the air traffic control needs procedure altitude/height be less than any OCA/H.
for that phase of flight.
Table I-4-1-1. Speeds for procedure calculations in kilometers per hour (km/h)
Maximum Maximum Speeds for
Initial Final Speeds Missed Approach
Aircraft
Vat Approach Approach for Visual
Category
Speeds Speeds Manoeuvring Intermediate Final
(Circling)
A <169 165/280 130/185 185 185 205
(205*)
B 169/223 220/335 155/240 250 240 280
(260*)
C 224/260 295/445 215/295 335 295 445
D 261/306 345/465 240/345 380 345 490
E 307/390 345/467 285/425 445 425 510
H N/A 130/220** 110/165*** N/A 165 165
CAT H N/A 130/220 110/165 N/A 130 or 165 130 or 165
(PinS)***
Vat: Speed at threshold based on 1.3 times stall speed *** Helicopter point-in-space procedures based on
Vso or 1.23 times stall speed Vslg in the landing con- basic GNSS may be designed using maximum
figuration at maximum certificated landing mass. (Not speeds of 220 km/h for initial and intermediate seg-
applicable to helicopters.) ments and 165 km/h on final and missed approach
segments, or 165 km/h for initial and intermedi-
* Maximum speed for reversal and racetrack proce-
ate segments and 130 km/h on final and missed
dures.
approach segments depending on the operational
** Maximum speed for reversal and racetrack proce- need.
dures up to and including 6000 ft is 185 km/h, and
maximum speed for reversal and racetrack proce-
dures above 6000 ft is 205 km/h.
Table I-4-1-2. Speeds for procedure calculations in knots (kt)

Maximum Maximum Speeds for
Initial Final Speeds Missed Approach
Aircraft
Vat Approach Approach for Visual
Category
Speeds Speeds Manoeuvring Intermediate Final
(Circling)
A <91 90/150 (110*) 70/100 100 100 110
B 91/120 120/180 85/130 135 130 150
(140*)
C 121/140 160/240 115/160 180 160 240
D 141/165 185/250 130/185 205 185 265
E 166/210 185/250 155/230 240 230 275
H N/A 70/120** 60/90*** N/A 90 90
CAT H N/A 70/120 60/90 N/A 70 or 90 70 or 90
(PinS)***
Vat: Speed at threshold based on 1.3 times stall speed ** Maximum speed for reversal and racetrack proce-
Vso or 1.23 times stall speed Vslg in the landing con- dures up to and including 6000 ft is 100 kt, and max-
figuration at maximum certificated landing mass. (Not imum speed for reversal and racetrack procedures
applicable to helicopters.) above 6000 ft is 110 kt.
* Maximum speed for reversal and racetrack proce-
dures.
q$z

*** Helicopter point-in-space procedures based on

basic GNSS may be designed using maximum
speeds of 120 KIAS for initial and intermediate seg-
ments and 90 KIAS on final and missed approach
segments, or 90 KIAS initial and intermediate seg-
ments and 70 KIAS on final and missed approach
segments depending on the operational need.
Table I-4-1-3. Rate of descent in the final approach segment of a procedure with no FAF
Rate of descent
Aircraft categories
Minimum Maximum
A, B 120 m/min 200 m/min
(394 ft/min) (655 ft/min)
C, D, E 180 m/min 305 m/min
(590 ft/min) (1000 ft/min)
Figure I-4-1-1. Segments of instrument approach
1243254932000
q$z

PRECISION APPROACH
Figure I-4-1-2. Relationship of obstacle clearance altitude/height (OCA/H) to decision
altitude/height (DA/H) for precision approaches
1243254932000
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NON-PRECISION APPROACH
Figure I-4-1-3. Relationship of obstacle clearance altitude/height (OCA/H) to minimum descent altitude/
height (MDA/H) for non-precision approaches (example with a controlling obstacle in the final approach)
1243254932000
q$z

VISUAL MANOEUVRING (CIRCLING)

Figure I-4-1-4. Relationship of obstacle clearance altitude/height (OCA/H) to minimum
descent altitude/height (MDA/H) for visual manoeuvring (circling)
1243254932000
2 ARRIVAL SEGMENT 2.2 PROTECTION OF THE ARRIVAL

SEGMENT
2.1 PURPOSE
2.2.1 The width of the protection area
2.1.1 A standard instrument arrival (STAR)
decreases from the “en-route” value until the “ini-
route permits transition from the en-route phase to
tial-approach” value with a maximum convergence
the approach phase.
angle of 30° each side of the axis.
2.1.2 When necessary or where an opera-
tional advantage is obtained, arrival routes from the
en-route phase to a fix or facility used in the proce-
dure are published.
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8 JUN 18 AIR TRAFFIC CONTROL 223
2.2.2 This convergence begins at 46 km (25 3.2.2 Reversal procedure

NM) before the initial approach fix (IAF) if the length 3.2.2.1 The reversal procedure may be in the
of the arrival route is greater than or equal to 46 km form of a procedure or base turn. Entry is restricted
(25 NM). It begins at the starting point of the arrival to a specific direction or sector. In these cases, a
route if the length of the arrival route is less than 46 specific pattern - normally a base turn or procedure
km (25 NM). turn - is prescribed.
2.2.3 The arrival route normally ends at the IAF. 3.2.2.2 The directions and timing specified
Omnidirectional or sector arrivals can be provided should be strictly followed in order to remain within
taking into account minimum sector altitudes (MSA). the airspace provided. It should be noted that the
2.3 MINIMUM SECTOR ALTITUDES airspace provided for these procedures does not
permit a racetrack or holding manoeuvre to be con-
(MSA)/TERMINAL ARRIVAL
ducted unless so specified.
ALTITUDES (TAA)
Minimum sector altitudes or terminal arrival altitudes 3.2.2.3 There are three generally recognized
are established for each aerodrome and provide at manoeuvres related to the reversal procedure, each
least 300 m (1000 ft) obstacle clearance within 46 with its own airspace characteristics:
km (25 NM) of the significant point, the aerodrome a. 45°/180° procedure turn (see Figure I-4-3-1 A),
reference point (ARP) or the heliport reference point starts at a facility or fix and consists of:
(HRP) associated with the approach procedure for 1. a straight leg with track guidance. This
that aerodrome. straight leg may be timed or may be limited
by a radial or DME distance;
2.4 TERMINAL AREA RADAR (TAR)
2. a 45° turn;
When terminal area radar is employed, the aircraft
is vectored to a fix, or onto the intermediate or final 3. a straight leg without track guidance. This
approach track, at a point where the approach may straight leg is timed. It is:
be continued by the pilot by referring to the instrument (a) 1 minute from the start of the turn for
approach chart. Category A and B aircraft; and
(b) 1 minute 15 seconds from the start
3 INITIAL APPROACH SEGMENT of the turn for Category C, D and E
3.1 GENERAL aircraft; and
3.1.1 Purpose 4. a 180° turn in the opposite direction to inter-
cept the inbound track.
3.1.1.1 The initial approach segment begins
at the initial approach fix (IAF) and ends at the inter- The 45°/180° procedure turn is an alternative to
mediate fix (IF). In the initial approach, the aircraft has the 80°/260° procedure turn unless specifically
left the en-route structure and is manoeuvring to enter excluded.
the intermediate approach segment. b. 80°/260° procedure turn (see Figure I-4-3-1 B),
starts at a facility or fix and consists of:
3.1.1.2 Aircraft speed and configuration will
depend on the distance from the aerodrome, and the 1. a straight leg with track guidance. This
descent required. straight leg may be timed or may be limited
by a radial or DME distance;
3.1.2 Maximum angle of interception of 2. an 80° turn;
initial approach segment
3. a 260° turn in the opposite direction to inter-
Normally track guidance is provided along the initial cept the inbound track.
approach segment to the IF, with a maximum angle
of interception of: The 80°/260° procedure turn is an alternative to
the 45°/180° procedure turn unless specifically
a. 90° for a precision approach; and excluded.
b. 120° for a non-precision approach. NOTE: The duration of the initial outbound leg of
3.1.3 Minimum obstacle clearance a procedure may be varied in accordance with
The initial approach segment provides at least 300 aircraft speed categories in order to reduce the
m (1000 ft) of obstacle clearance in the primary area, overall length of the protected area. In this case,
reducing laterally to zero at the outer edge of the sec- separate procedures are published.
ondary area. c. Base turn, consisting of:
1. a specified outbound track and timing or
3.2 TYPES OF MANOEUVRES
DME distance from a facility; followed by
3.2.1 Where no suitable IAF or IF is available to
2. a turn to intercept the inbound track (see
construct the instrument procedure in the form shown
Figure I-4-3-1 C).
in Figure I-4-3-1, a reversal procedure, racetrack or
holding pattern is required. The outbound track and/or the timing may be
different for the various categories of aircraft.
Where this is done, separate procedures are
published.
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224 AIR TRAFFIC CONTROL 8 JUN 18
3.2.3 Racetrack procedure 3.3.3 Bank angle

3.2.3.1 A racetrack procedure consists of: Procedures are based on average achieved bank
a. a turn from the inbound track through 180° from angle of 25°, or the bank angle giving a rate of turn
overhead the facility or fix on to the outbound of 3°/second, whichever is less.
track, for 1, 2 or 3 minutes; followed by 3.3.4 Descent
b. a 180° turn in the same direction to return to the The aircraft shall cross the fix or facility and fly out-
inbound track (see Figure I-4-3-1 D). bound on the specified track, descending as neces-
As an alternative to timing, the outbound leg may be sary to the procedure altitude/height but no lower than
limited by a DME distance or intersecting radial/bear- the minimum crossing altitude/height associated with
ing. that segment. If a further descent is specified after the
inbound turn, this descent shall not be started until
3.2.3.2 Entry into a racetrack procedure
the aircraft is established on the inbound track. An
Normally a racetrack procedure is used when aircraft aircraft is considered established when it is:
arrive overhead the fix from the various directions. In a. within half full scale deflection for the ILS and
these cases, aircraft are expected to enter the proce- VOR; or
dure in a manner similar to that prescribed for a hold-
b. within ±5° of the required bearing for the NDB.
ing procedure entry with the following considerations:
a. offset entry from Sector 2 shall limit the time on 3.3.5 Outbound timing racetrack procedure
the 30° offset track to 1 min 30 s, after which 3.3.5.1 When the procedure is based on a
the pilot is expected to turn to a heading parallel facility, the outbound timing starts:
to the outbound track for the remainder of the a. from abeam the facility; or
outbound time. If the outbound time is only 1
b. on attaining the outbound heading,
min, the time on the 30° offset track shall be 1
min also; whichever comes later.
b. parallel entry shall not return directly to the facil- 3.3.5.2 When the procedure is based on fix,
ity without first intercepting the inbound track the outbound timing starts from attaining the out-
when proceeding to the final segment of the bound heading.
approach procedure; and
3.3.5.3 The turn on to the inbound track
c. all manoeuvring shall be done in so far as pos- should be started:
sible on the manoeuvring side of the inbound
a. within the specified time (adjusted for wind); or
track.
b. when encountering any DME distance; or
NOTE: Racetrack procedures are used where suffi-
cient distance is not available in a straight segment to c. when the radial/bearing specifying a limiting dis-
accommodate the required loss of altitude and when tance has been reached,
entry into a reversal procedure is not practical. They whichever occurs first.
may also be specified as alternatives to reversal
3.3.6 Wind effect
procedures to increase operational flexibility (in this
case, they are not necessarily published separately). 3.3.6.1 To achieve a stabilized approach, due
allowance should be made in both heading and tim-
3.3 FLIGHT PROCEDURES FOR ing to compensate for the effects of wind so that the
RACETRACK AND REVERSAL aircraft regains the inbound track as accurately and
PROCEDURES expeditiously as possible. In making these correc-
tions, full use should be made of the indications avail-
3.3.1 Entry able from the aid and from estimated or known winds.
3.3.1.1 Unless the procedure specifies partic- This is particularly important for slow aircraft in high
ular entry restrictions, reversal procedures shall be wind conditions, when failure to compensate may ren-
entered from a track within ±30° of the outbound track der the procedure unflyable (i.e. the aircraft may pass
of the reversal procedure. However, for base turns, the fix before establishing on the inbound track) and
where the ±30° direct entry sector does not include it could depart outside the protected area).
the reciprocal of the inbound track, the entry sector is
expanded to include it. 3.3.6.2 When a DME distance or radial/bear-
ing is specified, it shall not be exceeded when flying
3.3.1.2 For racetrack procedures, entry shall on the outbound track.
be as specified in 3.2.3.2, “Entry into a racetrack pro-
cedure”, unless other restrictions are specified (see 3.3.7 Descent rates
Figures I-4-3-2, I-4-3-3 and I-4-3-4). The specified timings and procedure altitudes are
based on rates of descent that do not exceed the
3.3.2 Speed restrictions values shown in Table I-4-3-1.
These may be specified in addition to, or instead of,
aircraft category restrictions. The speeds must not be 3.3.8 Shuttle
exceeded to ensure that the aircraft remains within A shuttle is normally prescribed where the descent
the limits of the protected areas. required between the end of initial approach and
the beginning of final approach exceeds the values
shown in Table I-4-3-1.
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NOTE: A shuttle is descent or climb conducted in a 5). The DR track will intersect the localizer at 45° and
holding pattern. will not be more than 19 km (10 NM) in length. The
point of interception is the beginning of the intermedi-
3.3.9 Dead reckoning (DR) segment
ate segment and will allow for proper glide path inter-
Where an operational advantage can be obtained, an ception.
ILS procedure may include a dead reckoning (DR)
segment from a fix to the localizer (see Figure I-4-3-
Table I-4-3-1. Maximum/minimum descent rate to be specified on a reversal or racetrack procedure

Outbound track Maximum* Minimum*
Category A/B 245 m/min (804 ft/min) N/A
Category C/D/E/H 365 m/min (1197 ft/min) N/A
Inbound track Maximum* Minimum*
Category A/B 200 m/min (655 ft/min) 120 m/min (394 ft/min)
Category H 230 m/min (755 ft/min) N/A
Category C/D/E 305 m/min (1000 ft/min) 180 m/min (590 ft/min)
* Maximum/minimum descent for 1 minute nominal outbound time in m (ft).
Figure I-4-3-1. Types of reversal and racetrack procedures
1243254932000
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Figure I-4-3-2. Direct entry to procedure turn
1243254932000
Figure I-4-3-3. Direct entry to base turn
1243254932000
Figure I-4-3-4. Example of omnidirectional arrival using a holding procedure in

association with a reversal procedure
1243254932000
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Figure I-4-3-5. Dead reckoning segment
1243254932000
4 INTERMEDIATE APPROACH c. Approach with vertical guidance (APV); and

SEGMENT d. Precision approach (PA).
4.1.1 Purpose 5.2 NPA WITH FAF
This is the segment during which the aircraft speed 5.2.1 FAF location
and configuration should be adjusted to prepare
the aircraft for final approach. For this reason, the This segment begins at a facility or fix, called the
designed descent gradient is kept as shallow as pos- final approach fix (FAF) and ends at the missed
sible. To fly an efficient descent profile, the pilot may approach point (MAPt) (see Figure I-4-1-1). The FAF
elect to configure the aircraft whilst in a continuous is sited on the final approach track at a distance that
descent along this segment. permits selection of final approach configuration, and
descent from intermediate approach altitude/height
4.1.2 Minimum obstacle clearance to the appropriate MDA/H either for a straight-in
During the intermediate approach, the obstacle clear- approach or for a visual circling. The optimum dis-
ance requirement reduces from 300 m (984 ft) to 150 tance for locating the FAF relative to the threshold
m (492 ft) in the primary area, reducing laterally to is 9.3 km (5.0 NM). The maximum length should
zero at the outer edge of the secondary area. not normally be greater than 19 km (10 NM). The
minimum length is equal to 5.6 km (3.0 NM) and this
4.1.3 Beginning and end of the segment value may be increased if required in case of a turn
Where a final approach fix (FAF) is available, the at the FAF for category D, DL and E aircraft.
intermediate approach segment begins when the air-
craft is on the inbound track of the procedure turn, 5.2.2 Optimum descent gradient/Maximum
base turn or final inbound leg of the racetrack proce- descent gradient
dure. It ends at the FAF or final approach point (FAP), 5.2.2.1 Compatible with the primary safety
as applicable. consideration of obstacle clearance, a non-preci-
NOTE: Where no FAF is specified, the inbound track sion approach provides the optimum final approach
is the final approach segment. descent gradient of 5.2 per cent, or 3°, providing a
rate of descent of 52 m per km (318 ft per NM).
5 FINAL APPROACH SEGMENT 5.2.2.2 Information provided in approach
5.1.1 Purpose charts displays the optimum constant approach
This is the segment in which alignment and descent slope.
for landing are made. Final approach may be made to 5.2.2.3 The maximum descent gradient for
a runway for a straight-in landing or to an aerodrome non-precision procedures with FAF is:
for a visual manoeuvre. – 6.5 per cent for Cat A and B aircraft (Cat H: 10 per
5.1.2 Types of final approach cent); and
The criteria for final approach vary according to the – 6.1 per cent for Cat C, D and E aircraft
type. These types are: Non-standard procedures published with a final
a. Non-precision approach (NPA) with final approach descent gradient/angle greater than these
approach fix (FAF); values shall be subject to an aeronautical study and
b. NPA without FAF; require a special approval by the national competent
authority.
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5.2.3 Standard operating procedures (SOPs) 5.3 NPA WITHOUT FAF

Operators shall include in their SOPs specific guid- 5.3.1 Sometimes an aerodrome is served by a
ance for using on-board technology with ground-base single facility located on or near the aerodrome, and
aids, such as distance measuring equipment (DME), no other facility is suitably situated to form a FAF. In
in order to facilitate the execution of optimum con- this case, a procedure may be designed where the
stant approach slope descents during non-precision facility is both the IAF and the MAPt.
approaches.
5.3.2 These procedures indicate:
5.2.4 FAF Crossing a. a minimum altitude/height for a reversal proce-
The FAF is crossed at the procedure altitude/height dure or racetrack; and
in descent but no lower than the minimum crossing b. an OCA/H for final approach.
altitude associated with FAF under international stan-
5.3.3 In the absence of a FAF, descent to
dard atmosphere (ISA) conditions. The descent is
MDA/H is made once the aircraft is established
normally initiated prior to the FAF in order to achieve
inbound on the final approach track. Procedure alti-
the prescribed descent gradient/angle. Delaying the
tudes/heights will not be developed for non-precision
descent until reaching the FAF at the procedure alti-
approach procedures without a FAF.
tude/height will cause a descent gradient/angle to be
greater than 3°. The descent gradient/angle is pub- 5.3.4 In procedures of this type, the final
lished to the nearest one-tenth of a degree for chart approach track cannot normally be aligned on the
presentation an to the nearest one-hundredth of a runway centre line. Whether OCA/H for straight-in
degree for database coding purposes. Where range approach limits are published or not depends on the
information is available, descent profile information is angular difference between the track and the runway
provided. and position of the track with respect to the runway
threshold.
5.2.5 Stepdown fixes
5.2.5.1 A stepdown fix may be incorporated 5.4 PRECISION APPROACH
in some non-precision approach procedures. In this 5.4.1 Final approach point (FAP)
case, two OCA/H values are published:
The final approach segment begins at the final
a. a higher value applicable to the primary proce- approach point (FAP). This is a point in space on
dure; and the final approach track where the intermediate
b. a lower value applicable only if the stepdown fix approach altitude/height intercepts the nominal glide
is positively identified during the approach (see path/microwave landing system (MLS) elevation
Figure I-4-5-1). angle.
5.2.5.2 Normally only one stepdown fix is 5.4.2 Final approach length
specified. However, in the case of a VOR/DME pro-
cedure several DME fixes may be depicted, each 5.4.2.1 The intermediate approach alti-
with its associated minimum crossing altitude. tude/height generally intercepts the glide path/MLS
elevation angle at heights from 300 m (1000 ft) to
5.2.5.3 Procedure design caters to a maxi- 900 m (3000 ft) above runway elevation. In this case,
mum final approach flight descent path after the fix of for a 3° glide path, interception occurs between 6 km
15 per cent (Category H, 15 per cent or descent gra- (3 NM) and 19 km (10 NM) from the threshold.
dient of the nominal track multiplied by 2.5, whichever
is greater). 5.4.2.2 The intermediate approach track or
radar vector is designed to place the aircraft on the
5.2.5.4 Stepdown fixes with helicopters localizer or the MLS azimuth specified for the final
When obstacles are close to final approach or step- approach track at an altitude/height that is below the
down fixes, they are discounted for Category A air- nominal glide path/MLS elevation angle.
craft if they lie below a 15 per cent plane relative to 5.4.3 Outer marker/DME fix
the earliest point defined by the fix tolerance area and 5.4.3.1 The final approach area contains a fix
MOC. Helicopters, on the other hand, are capable or facility that permits verification of the glide path/
of nominal descent gradients which could penetrate MLS elevation angle/altimeter relationship. The outer
this plane. Therefore, for helicopters, rates of descent marker or equivalent DME fix is normally used for this
after crossing the final approach fix and any stepdown purpose. Prior to crossing the fix, descent may be
fix should be limited accordingly. made on the glide path/MLS elevation angle to the
5.2.5.5 Stepdown fix with DME altitude/height of the published fix crossing.
Where a stepdown procedure using a suitably located 5.4.3.2 Descent below the fix crossing alti-
DME is published, the pilot shall not begin descent tude/height should not be made prior to crossing the
until established on the specified track. Once estab- fix.
lished on track, the pilot shall begin descent while 5.4.3.3 It is assumed that the aircraft altimeter
maintaining the aeroplane on or above the published reading on crossing the fix is correlated with the pub-
DME distance / height requirements. lished altitude, allowing for altitude error and altimeter
NOTE: The use of DME provides an additional check tolerances.
for en-route radar descent distances.
q$z

NOTE: Pressure altimeters are calibrated to indicate 5.5.2.4 Additional values of OCA/H may be
true altitude under ISA conditions. Any deviation from promulgated to cater for specific aircraft dimensions,
ISA will therefore result in an erroneous reading on improved missed approach performance and use of
the altimeter. If the temperature is higher than ISA, autopilot in Category II approach when applicable.
then the true altitude will be higher than the figure
5.5.3 Additional factors listed, including those
indicated by the altimeter. Similarly, the true altitude
in Annex 6, are considered by the operator and are
will be lower when the temperature is lower than ISA.
applied to the OCA/IH. This results in the DA/H value.
The altimeter error may be significant in extremely
cold temperatures. 5.5.4 Non-standard procedures
5.4.3.4 In the event of loss of glide path/MLS 5.5.4.1 Non-standard procedures are those
elevation angle guidance during the approach, the involving glide paths greater than 3.5° or any angle
procedure becomes a non-precision approach. The when the nominal rate of descent exceeds 5 m/sec
OCA/H and associated procedure published for the (1000 ft/min). Procedure design takes into account:
glide path/MLS elevation angle inoperative case will a. increase of height loss margin (which may be
then apply. aircraft-type specific);
5.5 DETERMINATION OF DECISION b. adjustment of the protection surfaces;
ALTITUDE (DA) OR DECISION c. re-survey of obstacles; and
HEIGHT (DH) d. the application of related operational con-
5.5.1 In addition to the physical characteristics straints.
of the ILS/MLS/GBAS installation, the procedures 5.5.4.2 Non-standard procedures are nor-
specialist considers obstacles both in the approach mally restricted to specifically approved operators
and in the missed approach areas in the calculation and aircraft, and are promulgated with appropri-
of the OCA/H for a procedure. The calculated OCA/H ate aircraft and crew restrictions annotated on the
is the height of the highest approach obstacle or approach chart. They are not to be used as a means
equivalent missed approach obstacle, plus an air- to introduce noise abatement procedures.
craft category related allowance (see 5.5.8).
5.5.4.3 The height loss/altimeter margin
5.5.2 In assessing these obstacles the opera- should be verified by certification or flight trials to
tional variables of the aircraft category, approach cou- cover the effects of minimum drag configuration,
pling, category of operation and missed approach wind shear, control laws, handling characteristics,
climb performance are considered. The OCA/H val- minimum power for anti-icing, GPWS modification,
ues, as appropriate, are promulgated on the instru- use of flight director/autopilot, engine spin-up time
ment approach chart for those categories of aircraft and Vat increase for handling considerations.
for which the procedure is designed. OCA/H values
are based on the standard conditions (among others) 5.5.4.4 In addition, consideration should have
listed in the sub-paragraphs that follow. been given to operational factors including configu-
ration, engine-out operation, maximum tailwind/min-
5.5.2.1 Aircraft dimensions: See Table I-4-5-1. imum headwind limits, weather minima, visual aids
5.5.2.2 ILS: and crew qualifications, etc.
a. Category I flown with pressure altimeter; 5.5.5 Protection of the precision segment
b. Category II flown with radio altimeter and flight 5.5.5.1 The width of the ILS/MLS/GBAS final
director; approach protection area is much narrower than
c. missed approach climb gradient is 2.5 per cent; those of non-precision approaches. Descent on the
and glide path/MLS elevation angle must never be initi-
ated until the aircraft is within the tracking tolerance
d. glide path angle: of the localizer/azimuth.
– minimum: 2.5°
5.5.5.2 The protection area assumes that the
– optimum: 3.0° pilot does not normally deviate from the centre line
– maximum: 3.5° (3° for Category II/III opera- more than halfscale deflection after being established
tions). on track. Thereafter the aircraft should adhere to the
5.5.2.3. MLS: on-course, on-glide path/elevation angle position
a. Category I flown with pressure altimeter; since a more than half course sector deflection or
a more than half course fly-up deflection combined
b. Category II flown auto coupled/flight director, with other allowable system tolerances could place
with radio altimeter; the aircraft in the vicinity of the edge or bottom of
c. missed approach climb gradient is 2.5 per cent; the protected airspace where loss of protection from
and obstacles can occur.
d. elevation angle:
– minimum: 2.5°
– optimum: 3.0°
– maximum: 3.5° (3° for Category II/III opera-
tions).
q$z

5.5.6 Operators must consider weight, altitude 5.6 OBSTACLE FREE ZONE
and temperature limitations and wind velocity when 5.6.1 For precision approaches, an obstacle
determining the DA/H for a missed approach, since free zone has been established for Category II and
the OCA/H might be based on an obstacle in the III operations to provide protection in the event of a
missed approach area and since advantage may balked landing (See Annex 14, Volume I, Chapter 4,
be taken of variable missed approach climb perfor- 4.2.15.).
mances.
5.6.2 For Category I operations, an obstacle
5.5.7 Unless otherwise noted on the instrument free zone may be provided (See Annex 14, Volume
approach chart, the nominal missed approach climb I, Chapter 4, 4.2.14.).
gradient is 2.5 per cent.
5.6.3 If an obstacle free zone is not provided,
5.5.8 Table I-4-5-2 shows the allowance used then it is indicated (See Annex 4, Chapter 11,
by the procedures specialist for vertical displacement 11.10.2.7.).
during initiation of a missed approach. It takes into
account type of altimeter used and the height loss due
to aircraft characteristics.
5.5.9 It should be recognized that no allowance
has been included in the table for any abnormal mete-
orological conditions; for example, wind shear and
turbulence.
Table I-4-5-1. Aircraft dimensions

Vertical distance between the flight paths of
Aircraft category Wing span (m)
the wheels and the GP antenna (m)
H 30 3
A, B 60 6
C, D 65 7
DL 80 8
NOTE: OCA/H for DL aircraft is published when necessary.
Table I-4-5-2. Height loss/altimeter margin

Margin using radio altimeter Margin using pressure altimeter
Aircraft category – Vat
Metres Feet Metres Feet
A – 169 km/h (90 kt) 13 42 40 130
B – 223 km/h (120 kt) 18 59 43 142
C – 260 km/h (140 kt) 22 71 46 150
D – 306 km/h (165 kt) 26 85 49 161
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Figure I-4-5-1. Stepdown fix
1453807533530
6 MISSED APPROACH SEGMENT NOTE 1: This does not preclude flying over the MAPt
6.1.1 During the missed approach phase of the at an altitude/height greater than that required by the
instrument approach procedure, the pilot is faced procedure.
with the demanding task of changing the aircraft NOTE 2: In the case of a missed approach with a
configuration, attitude and altitude. For this reason, turn at an altitude/height, when an operational need
the design of the missed approach has been kept exists, an additional protection is provided for the
as simple as possible and consists of three phases safeguarding of early turns. When it is not possible, a
(initial, intermediate and final). See Figure I-4-6-1. note is published on the profile view of the approach
chart to specify that turns must not commence before
6.1.2 Purpose
the MAPt (or before an equivalent point in the case
Only one missed approach procedure is estab- of a precision approach).
lished for each instrument approach procedure.
6.1.5 The MAPt in a procedure may be defined
It is designed to provide protection from obstacle
by:
throughout the missed approach manoeuvre. It
specifies a point where the missed approach begins, a. the point of intersection of an electronic glide
an a point or an altitude/height where it ends. path with the applicable DA/H in APV or preci-
sion approaches; or
6.1.3 The missed approach should be initiated
b. a navigational facility, a fix, or a specified
not lower than the decision altitude/height (DA/H) in
distance from the final approach fix (FAF) in
precision approach procedures, or at a specified point
non-precision approaches.
in non-precision approach procedures not lower than
the minimum descent altitude/height (MDA/H). When the MAPt is defined by a navigational facility
or a fix, the distance from the FAF to the MAPt is nor-
6.1.4 It is expected that the pilot will fly the mally published as well, and may be used for timing to
missed approach procedure as published. If a the MAPt. In all cases where timing may not be used,
missed approach is initiated before arriving at the the procedure is annotated “timing not authorized for
missed approach point (MAPt), the pilot will normally defining the MAPt”.
proceed to the MAPt (or to the middle marker fix
NOTE: Timing from the FAF based on ground speed
or specified DME distance for precision approach
may also be used to assist the planning of a stabilized
procedures) and then follow the missed approach
approach (See Chapter 3, 3.3.6.1).
procedure in order to remain within the protected
airspace.
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6.1.6 If upon reaching the MAPt the required 6.4.2.2 If a turn from the final approach track
visual reference is not established, the procedure is made, a specially constructed turning missed
requires that a missed approach be initiated at once approach area is specified. (See General Principles,
in order to maintain protection from obstacles. Turn Area Construction.)
6.1.7 Missed approach gradient 6.4.3 Airspeed
6.1.7.1 Normally procedures are based on a 6.4.3.1 The protected airspace for turns is
minimum missed approach climb gradient of 2.5 per based on the speeds for final missed approach (see
cent. A gradient of 2 per cent may be used in the Tables I-4-1-1 and I-4-1-2).
procedure construction if the necessary survey and
6.4.3.2 However, where operationally
safeguarding have been provided. With the approval
required to avoid obstacles, the IAS as slow as
of the appropriate authority, gradients of 3, 4 or 5
for intermediate missed approach may be used. In
per cent may be used for aircraft whose climb perfor-
this case, the instrument approach chart contains
mance permits an operational advantage to be thus
the following note: “Missed approach turn limited to
obtained.
... km/h (kt) IAS maximum”.
6.1.7.2 When a gradient other than 2.5 per
6.4.3.3 In addition, where an obstacle is
cent is used, this is indicated on the instrument
located early in the missed approach procedure,
approach chart. In addition to the OCA/H for this gra-
the instrument approach chart is annotated “Missed
dient, the OCA/H applicable to the nominal gradient
approach turn as soon as operationally practicable
will also be shown.
to ... heading”.
6.1.7.3 Special conditions. It is emphasized NOTE: Flight personnel are expected to comply with
that a missed approach procedure which is based such annotations on approach charts and to execute
on the nominal climb gradient of 2.5 per cent can- the appropriate manoeuvres without undue delay.
not be used by all aeroplanes when operating at or
near maximum certificated gross mass and engine- 6.4.4 Turn parameters
out conditions. The operation of aeroplanes under The following parameters are specific to turning
these conditions needs special consideration at aero- missed approaches:
dromes which are critical due to obstacles on the a. bank angle: 15° average achieved;
missed approach area. This may result in a special
b. speed: see 6.4.3, “Airspeed”;
procedure being established with a possible increase
in the DA/H or MDA/H. c. wind: where statistical data are available, a
maximum 95 per cent probability on omnidi-
6.2 INITIAL PHASE rectional basis is used. Where no data are
The initial phase begins at the MAPt and ends at the available, omnidirectional wind of 56 km/h (30
start of climb (SOC). This phase requires the con- kt) is used; and
centrated attention of the pilot on establishing the d. flight technical tolerances:
climb and the changes in aeroplane configuration. It is 1. pilot reaction time: 0 to +3 s; and
assumed that guidance equipment is not extensively
utilized during these manoeuvres, and for this reason, 2. bank establishment time: 0 to +3 s.
no turns are specified in this phase.
6.3 INTERMEDIATE PHASE
6.3.1 The intermediate phase begins at the
SOC. 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 main-
tained.
6.3.2 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 begins track corrections.
6.4 FINAL PHASE
6.4.1 The final phase begins at the point where
50m (164 ft) obstacle clearance is first obtained
(for Category H procedures, 40 m (131 ft)) and can
be maintained. It extends to the point where a new
approach, holding or a return to en-route flight is
initiated. Turns may be prescribed in this phase.
6.4.2 Turning missed approach
6.4.2.1 Turns in a missed approach procedure
are only prescribed where terrain or other factors
make a turn necessary.
q$z

Figure I-4-6-1. Missed approach phases
1453807533530
7 VISUAL MANOEUVRING 7.3 PROTECTION

(CIRCLING) AREA 7.3.1 The visual manoeuvring (circling) area
7.1 PURPOSE The visual manoeuvring area for a circling approach
7.1.1 Visual maneuvering (circling) is the term is determined by drawing arcs centred on each run-
used to describe the phase of flight after an instru- way threshold and joining those arcs with tangent
ment approach has been completed. It brings the air- lines (see Figure I-4-7-1). The radius of the arcs is
craft into position for landing on a runway which is related to:
not suitably located for straight-in approach, i.e. one a. aircraft category;
where the criteria for alignment or descent gradient b. speed: speed for each category see Arrival and
cannot be met. Approach Procedures, Categories of Aircraft;
7.1.2 Applicability to helicopters c. wind speed: 46 km/h (25 kt) throughout the
Circling procedures are not applicable to helicopters. turn; and
The helicopter pilot has to conduct a visual manoeu- d. bank angle: 20° average or 3° per second,
vre in adequate meteorological conditions to see and whichever requires less bank.
avoid obstacles in the vicinity of the final approach NOTE: See Tables I-4-7-1 and I-4-7-2 and Figure
and take-off area (FATO) in the case of Category H I-4-7-1.
procedures, or a suitable landing area in the case
of Category A or point-in-space procedures. How- 7.3.2 Obstacle clearance
ever, the pilot must be alert to any operational notes When the visual manoeuvring (circling) area has
regarding ATS requirements while manoeuvring to been established, the obstacle clearance alti-
land. tude/height (OCA/H) is determined for each category
of aircraft (see Table I-4-7-3).
7.2 VISUAL FLIGHT MANOEUVRE
NOTE: The information in Table I-4-7-3 should not be
7.2.1 A circling approach is a visual flight construed as operating minima.
manoeuvre. Each circling situation is different
because of variables such as runway layout, final 7.3.3 Minimum descent altitude/height
approach track, wind velocity and meteorological (MDA/H)
conditions. Therefore, there can be no single proce- When the OCA/H is established, an MDA/H is also
dure designed that will cater for conducting a circling specified to allow for operational considerations.
approach in every situation. Descent below MDA/H should not be made until:
7.2.2 After initial visual contact, the basic a. visual reference has been established and can
assumption is that the runway environment should be maintained;
be kept in sight while at minimum descent alti- b. the pilot has the landing threshold in sight; and
tude/height (MDA/H) for circling. The runway envi- c. the required obstacle clearance can be main-
ronment includes features such as the runway tained and the aircraft is in a position to carry
threshold or approach lighting aids or other markings out a landing.
identifiable with the runway.
q$z

7.3.4 Visual manoeuvring (circling) 7.5.2 Standard track

area exclusions 7.5.2.1 Figure I-4-7-3 shows a standard track
7.3.4.1 A sector in the circling area where a general case.
prominent obstacle exists may be ignored for OCA/H
7.5.2.2 The direction and the length of each
calculations if it is outside the final approach and
segment are defined. If a speed restriction is pre-
missed approach areas (see Figure I-4-7-1).
scribed, it must be published on the chart.
7.3.4.2 When this option is exercised, the pub-
7.5.2.3 The length of a the final segment is
lished procedure prohibits circling within the entire
based on an allowance of 30 s of flight before the
sector in which the obstacle is located (see Figure
threshold (at IAS for final approach in Tables I-4-1-1
I-4-7-2).
and I-4-1-2).
7.4 MISSED APPROACH PROCEDURE 7.5.2.4 When a minimum altitude/height is
WHILE CIRCLING specified at the beginning of the segment, the length
7.4.1 If visual reference is lost while circling of the final segment is adjusted, if necessary, tak-
to land from an instrument approach, the missed ing into account the descent gradient/angle. This
approach specified for that particular procedure descent gradient/angle is indicated on the chart.
shall be followed. The transition from the visual (cir-
7.5.3 Protection area associated with
cling) manoeuvre to the missed approach should
the prescribed track
be initiated by a climbing turn, within the circling
area, towards the landing runway, to return to the The protection area is based on a corridor with a con-
circling altitude or higher, immediately followed by stant width, centred on the nominal track. The corridor
interception and execution of the missed approach starts at the “divergence” point and follows the track,
procedure. The indicated airspeed during these including a go-around for a second visual manoeu-
manoeuvres shall not exceed the maximum indi- vring with prescribed track (see Table I-4-7-4 and Fig-
cated airspeed associated with visual manoeuvring. ure I-4-7-4).
7.4.2 The circling manoeuvre may be carried 7.5.4 Minimum obstacle clearance
out in more than one direction. For this reason, dif- (MOC) and OCA/H
ferent patterns are required to establish the aircraft The OCA/H for visual manoeuvring on prescribed
on the prescribed missed approach course depend- tracks provides the minimum obstacle clearance
ing on its position at the time visual reference is lost. (MOC) over the highest obstacle within the pre-
scribed track area. It also conforms to the limits
7.5 VISUAL MANOEUVRING USING specified in Table I-4-7-3 and is not less than the
PRESCRIBED TRACK OCA/H calculated for the instrument approach pro-
7.5.1 General cedure which leads to the visual manoeuvre.
7.5.1.1 In those locations where clearly 7.5.5 Visual aids
defined visual features permit (and if it is opera- Visual aids associated with the runway used for the
tionally desirable), a State may prescribe a specific prescribed track (i.e. sequenced flashing lights, PAPI,
track for visual manoeuvring in addition to the circling VASIS, etc.) are shown on the chart with their main
area. characteristics (i.e. slope of the PAPI or VASIS).
7.5.1.2 Since visual manoeuvring with a pre- Lighting on obstacles is specified on the chart.
scribed track is intended for use where specific terrain
features warrant such a procedure, it is necessary
for the flight crew to be familiar with the terrain and
visual cues to be used in weather conditions above
the aerodrome operating minima prescribed for this
procedure.
7.5.1.3 This procedure is based on the aircraft
speed category. It is published on a special chart on
which the visual features used to define the track,
or other characteristic features near the track, are
shown.
7.5.1.4 Note that in this procedure:
a. navigation is primarily by visual reference and
any radio navigation information presented is
advisory only; and
b. the missed approach for the normal instrument
procedure applies, but the prescribed tracks pro-
vide for manoeuvring to allow for a go-around
and to achieve a safe altitude/height thereafter
(joining the downwind leg of the prescribed track
procedure or the instrument missed approach
trajectory).
q$z

12 JAN 18 AIR TRAFFIC CONTROL 235
Table I-4-7-1. Example of determining radii for visual manoeuvring (circling) area
for aerodromes at 300 m MSL (SI units)
Category of
A/185 B/250 C/335 D/380 E/445
aircraft/IAS (km/h)
TAS at 600 m MSL 241 310 404 448 516
+ 46 km/h wind
factor (km/h)
Radius (r) of turn 1.28 2.08 3.46 4.34 5.76
(km)
Straight segment 0.56 0.74 0.93 1.11 1.30
(km)
Radius (R) from 3.12 4.9 7.85 9.79 12.82
threshold (km)
Table I-4-7-2. Example of determining radii for visual manoeuvring (circling) area
for aerodromes at 1000 ft MSL (non-SI units)
Category of
A/100 B/135 C/180 D/205 E/240
aircraft/IAS (kt)
TAS at 2000 ft 131 168 215 242 279
MSL + 25 kt wind
factor (kt)
Radius (r) of turn 0.69 1.13 1.85 2.34 3.12
(NM)
Straight segment 0.30 0.40 0.5 0.60 0.70
(NM) (this is a
constant value)
Radius (R) from 1.68 2.66 4.20 5.28 6.94
threshold (NM)
NOTE: Radius from threshold (R) = 2r + straight segment.
Table I-4-7-3. OCA/H for visual manoeuvring (circling) approach

Lowest OCH above
Minimum visibility
Aircraft category Obstacle clearance m (ft) aerodrome elevation
km (NM)
m (ft)
A 90 (295) 120 (394) 1.9 (1.0)
B 90 (295) 150 (492) 2.8 (1.5)
C 120 (394) 180 (591) 3.7 (2.0)
D 120 (394) 210 (689) 4.6 (2.5)
E 150 (492) 240 (787) 6.5 (3.5)
Table I-4-7-4. Semi-width of the corridor

Aircraft
A B C D E
category
Semi-width of 4593 ft/1400 m 4921 ft/1500 m 5905 ft/1800 m 6890 ft/2100 m 8530 ft/2600 m
the corridor
q$z

236 AIR TRAFFIC CONTROL 12 JAN 18
Figure I-4-7-1. Visual manoeuvring (circling approach) area
1243254932000
Figure I-4-7-2. Visual manoeuvring (circling) area - prohibition on circling
1243254932000
q$z

Figure I-4-7-3. Standard track general case
1453807533530
Figure I-4-7-4. Area
1243254932000
q$z

FLIGHT PROCEDURES (DOC 8168) - EN-ROUTE CRITERIA

1 EN-ROUTE CRITERIA 1.4.2 The MOC to be applied outside the pri-

mary area is as follows:
1.2 OBSTACLE CLEARANCE AREAS
a. simplified method: in the buffer area, the MOC is
1.2.1 In the simplified method, the obstacle equal to half the value of the primary area MOC;
clearance area is divided into a central primary area and
and two lateral buffer areas. In the refined method,
the obstacle clearance area is divided into a central b. refined method: in the secondary area, the
primary area and two lateral secondary areas. The obstacle clearance is reduced linearly from the
width of the primary area corresponds to 95 per cent full clearance at the inner edge to zero at the
probability of containment (2 SD). The total width of outer edge.
the area corresponds to 99.7 per cent probability of 1.4.3 Minimum obstacle clearance altitude
containment (3 SD). (MOCA). The MOCA is the minimum altitude for a
defined segment that provides the required obstacle
1.2.2 Reductions to secondary area widths clearance. A MOCA is determined and published for
Secondary areas for en-route operations may be each segment of the route.
reduced when justified by factors such as: 1.5.1 Protection Areas associated with turns
a. relevant information on flight operational expe- Turns can be executed overhead a facility or at a fix.
rience;
b. regular flight inspection of facilities to ensure 1.5.2 Turn parameters
better than standard signals; and/or The parameters which are common to all turns
c. radar surveillance. appear in Table I-2-3-1 in Section 2, Chapter 3, “Turn
Area Construction”. The following parameters are
1.2.3 Area without track guidance specific ton en-route turns:
When track guidance is not provided, for example, a. altitude: an altitude at or above which the area
outside the coverage of navigational facilities along is designed;
the route, the primary area splays at an angle of 15° b. indicated airspeed: 585 km/h (315 kt);
from its width at the last point where track guidance
was available. The width of the buffer area (simplified c. wind: omnidirectional for the altitude h
method) or the secondary area (refined method) is w = (12 h + 87) km/h, where h is in kilometres,
progressively reduced to zero, ending in an area with- [w = (2 h + 47) kt, where h is in thousands of
out track guidance where the full minimum obstacle feet]
clearance (MOC) is applied. or provided adequate statistical data are avail-
1.2.4 Maximum area width able, the maximum 95 per cent probability
omnidirectional wind; and
There is no maximum area width for routes within the
coverage of the facilities defining the route. Outside d. flight technical tolerances:
the coverage of the facilities defining the route, the 1. maximum pilot reaction time: 10 s; and
area splays at 15°. 2. bank establishment time: 5 s.
1.2.5 Area minimum altitudes
1.2.5.1 Within each quadrant formed by the
parallels and meridians the area minimum altitude
shall be shown, except in areas of high altitude where
it is determined by the appropriate authority that true
north orientation of the chart is impractical.
1.2.5.2 In areas of high latitude where it is
determined by the appropriate authority that true
north orientation of the chart is impractical, the area
minimum altitude should be shown within each quad-
rant formed by reference lines of the grid used.
1.4 OBSTACLE CLEARANCE
1.4.1 The MOC value to be applied in the pri-
mary area for the en-route phase of an IFR flight is
300 m (1000 ft). In mountainous areas, this shall be
increased depending on:
Variation in terrain elevation MOC

Between 3000 ft (900 m ) 1476 ft (450 m)
and 5000 ft (1500 m)
Greater than 5000 ft (1500 m) 1969 ft (600 m)
q$z

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES

1 HOLDING CRITERIA 1.4 ENTRY

1.1.1 To ensure that aircraft remain in the pro- 1.4.1 The entry into the holding pattern shall be
tecting holding areas, pilots shall use established according to heading in relation to the three entry sec-
error check procedures to reduce the effects of oper- tors shown in Figure I-6-1-2, recognizing a zone of
ating errors, data errors or equipment malfunction. flexibility of 5° on either side of the sector boundaries.
1.1.3 The procedures described in this chapter 1.4.2 For holding on a VOR intersection, the
are related to right turn holding patterns. For left turn entry track is limited to the radials forming the inter-
holding patterns, the corresponding entry and hold- section.
ing procedures are symmetrical with respect to the
1.4.3 For holding on a VOR/DME fix, the entry
inbound holding track.
track is limited to:
1.3.1 Speeds a. the VOR radial;
Holding patterns shall be entered and flown at or b. the DME arc; or
below the airspeeds given in Table I-6-1-1.
c. the entry radial to a VOR/DME fix at the end of
NOTE: The speeds in given in Table I-6-1-1 are the outbound leg, as published.
rounded to the nearest multiple of five for operational
reasons. From the standpoint of operational safety, 1.4.4 Sector 1 entry
these speeds are considered to be equivalent to the Sector 1 procedure (parallel entry):
unrounded originals. a. at the fix, the aircraft is turned left onto an
1.3.2 Bank angle/rate of turn outbound heading for the appropriate period of
time; then
All turns are to be made at a bank angle of 25° or at a
rate of 3° per second, whichever requires the lesser b. the aircraft is turned left onto the holding side to
bank. intercept the inbound track or to return to the fix;
and then
1.3.3 Allowance for known wind
c. on second arrival over the holding fix, the aircraft
All procedures depict tracks. Pilots should attempt to is turned right to follow the holding pattern.
maintain the track by making allowance for known
wind by applying corrections both to heading and tim- 1.4.5 Sector 2 entry
ing. This should be done during entry and while flying Sector 2 procedure (offset entry):
in the holding pattern. a. at the fix, the aircraft is turned onto a heading to
1.3.4 Start of outbound timing make good a track making an angle of 30° from
the reciprocal of the inbound track on the holding
Outbound timing begins over or abeam the fix,
side; then
whichever occurs later. If the abeam position cannot
be determined, start timing when turn to outbound is b. the aircraft will fly outbound:
completed. 1. for the appropriate period of time (see
1.4.9, “Time/distance outbound”), where
1.3.5 Outbound leg length based on
timing is specified; or
a DME distance
2. until the appropriate limiting DME distance
If the outbound leg length is based on a DME dis-
is reached, where distance is specified. If
tance, then the outbound leg terminates as soon as
a limiting radial is also specified, then the
the limiting DME distance is reached.
outbound distance is determined either by
1.3.6 Limiting radials limiting DME distance or the limiting radial,
1.3.6.1 In the case of holding away from the whichever comes first;
station, where the distance from the holding fix to c. the aircraft is turned right to intercept the
the VOR/DME station is short, a limiting radial may inbound holding track; and
be specified. A limiting radial may also be specified d. on second arrival over the holding fix, the aircraft
where airspace conservation is essential. is turned right to follow the holding pattern.
1.3.6.2 If the limiting radial is reached before 1.4.6 Sector 3 entry
the limiting DME distance, this radial should be fol-
Sector 3 procedure (direct entry): Having reached the
lowed until a turn inbound is initiated. The turn should
fix, the aircraft is turned right to follow the holding
be initiated at the latest where the limiting DME dis-
pattern.
tance is reached.
1.4.7 DME arc entry
1.3.7 ATC notification
DME arc entry: at the fix, the aircraft shall enter the
If for any reason a pilot is unable to conform to the
holding pattern in accordance with either the Sector
procedures for normal conditions, air traffic control
1 or Sector 3 entry procedure.
should be advised as early as possible.
1.4.8 Special entry procedure for
VOR/DME holding
NOTE: Where a special entry procedure is used, the
entry radial is clearly depicted.
q$z

FLIGHT PROCEDURES (DOC 8168) - HOLDING PROCEDURES q$i
1.4.9 Time/distance outbound 2. where distance is specified until the appro-

The still air time for flying the outbound entry heading priate limiting DME distance is reached;
should not exceed: then
a. one minute if at or below 4250 m (14000 ft); or c. the aircraft turns so as to realign itself on the
inbound track.
b. one and one-half minutes if above 4250 m
(14000 ft). 1.5.2 Corrections for wind effect
Where DME is available, the length of the outbound Due allowance should be made in both heading and
leg may be specified in terms of distance instead of timing to compensate for the effects of wind to ensure
time. the inbound track is regained before passing the hold-
ing fix inbound. In making these corrections, full use
1.5.1 Still air condition
should be made of the indications available from the
a. Having entered the holding pattern, on the sec- navaid and estimated or known wind.
ond and subsequent arrivals over the fix, the air-
craft turns to fly an outbound track which will 1.5.3 Departing the pattern
most appropriately position the aircraft for the When clearance is received specifying the time of
turn onto the inbound track; departure from the holding point, the pilot should
b. It continues outbound: adjust the pattern within the limits of the established
holding procedure in order to leave the holding point
1. where timing is specified:
at the time specified.
(a) for one minute if at or below 4250 m
(14000 ft); or
(b) for one and one-half minutes if above
4250 m (14000 ft);
Table IV-1-1 (or I-6-1-1 in PANS-OPS). Holding speeds - Categories A through E

Levels1 Normal conditions Turbulence conditions
425 km/h (230 kt)2 520 km/h (280 kt)3
Up to 4250 m (14000 ft) inclusive
315 km/h (170 kt)4 315 km/h (170 kt)4
Above 4250 m (14000 ft) to 6100 m 445 km/h (240 kt)5 520 km/h (280 kt)
(20000 ft) inclusive or
Above 6100 m (20000 ft ) to 10350 m 490 km/h (265 kt)5 0.8 Mach,
(34000 ft) inclusive
whichever is less3
Above 10350 m (34000 ft) 0.83 Mach 0.83 Mach
1. The levels shown 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) (0.8 Mach) reserved for turbulence conditions shall be used for holding
only after prior clearance with ATC, unless the relevant publications indicate that the holding area can
accommodate aircraft flight at these high holding speeds.
4. For holdings limited to CAT A and B aircraft only.
5. Wherever possible, 520 km/h (280 kt) should be used for holding procedures associated with airway
route structures.
Table IV-1-2. PANS-OPS Second Edition Holding Speeds Applicable to Many of

the Presently Published Holdings
Jet aircraft
Levels1 Propeller2 aircraft
Normal conditions Turbulence conditions
up to 1850 m inclusive 315 km/h 390 km/h
6000 ft (170 kt) (210 kt)
above 1850 m to 4250 m 315 km/h 405 km/h 520 km/h
inclusive (280 kt) or
(170 kt) (220 kt) 0.8 Mach whichever
6000 ft to 14000 ft is less3
above 4250 m 325 km/h 445 km/h
14000 ft (175 kt) (240 kt)
1. The levels tabulated represent altitudes or corresponding flight levels depending upon the altimeter setting
in use.
q$z

Table IV-1-2. PANS-OPS Second Edition Holding Speeds Applicable to Many of the
Presently Published Holdings (continued)
Jet aircraft
Levels1 Propeller2 aircraft
Normal conditions Turbulence conditions
2. Certain types of propeller aircraft may need to hold at higher speeds.
3. The speed of 520 km/h (280 kt) (0.8 Mach) 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 flying at these high holding speeds.
NOTE: Holdings calculated in accordance with the Second Edition criteria should not be flown at higher
holding speeds as the lateral limits of the holding area are larger when the holding speed is higher. The
obstacle clearance or separation may not be guaranteed when these holdings are flown at the new higher
holding speeds.
Table IV-1-3. Holding Speeds Per U.S. FAA Regulations

Levels All aircraft
at 6000 ft or below 200 kt
above 6000 ft to and including 14000 ft 230 kt
above 14000 ft 265 kt
1. Holding patterns from 6001 ft to 14000 ft may be restricted to a maximum airspeed of 210 kt. This
nonstandard pattern will be depicted by an icon.
2. Holding patterns at all altitudes may be restricted to a maximum airspeed of 175 kt. This nonstandard
pattern will be depicted by an icon.
3. Holding patterns at USAF airfields only - 310 kt maximum, unless otherwise depicted.
4. Holding patterns at U.S. Navy fields only - 230 kt maximum, unless otherwise depicted.
q$z

Figure I-6-1-1. Shape and terminology associated with right turn holding pattern
1243255967000
q$z

Figure I-6-1-2. Entry sectors
1243255967000
2 OBSTACLE CLEARANCE a. 300 m (984 ft) above obstacles in the holding

area;
2.1 HOLDING AREA
b. one of the values shown in Table I-6-2-1 above
The holding area includes the basic holding area and obstacles in the buffer area.
the entry area. The basic holding area is the airspace
required for a holding pattern at specified level, based The minimum holding altitude to be published shall be
on the allowances for aircraft speed, wind effect, tim- rounded up to the nearest 50 m or 100 ft as appropri-
ing errors, holding fix characteristics, etc. The entry ate.
area is the airspace required for the entry procedure. 2.3.2 Obstacle clearance over high terrain
or in mountainous areas
2.2 BUFFER AREA
Over high terrain or in mountainous areas, additional
An additional buffer area extends 9.3 km (5.0 NM)
obstacle clearance up to a total of 600 m (1969 ft) is
beyond the boundary of the holding area. Significant
provided to accommodate the possible effects of tur-
obstacles in the buffer area are taken into considera-
bulence, down drafts and other meteorological phe-
tion when determining the minimum holding level.
nomena on the performance of altimeters.
2.3 MINIMUM HOLDING LEVEL
2.3.1 The minimum permissible holding level
(see Figure I-6-2-1) provides a clearance of at least:
Table I-6-2-1. Obstacle clearance increment

Distance beyond the boundary Minimum obstacle clearance over low flat terrain
of the holding area Metres Feet
0 to 1.9 km (0 to 1.0 NM) 300 984
1.9 to 3.7 km (1.0 to 2.0 NM) 150 492
3.7 to 5.6 km (2.0 to 3.0 NM) 120 394
q$z

Table I-6-2-1. Obstacle clearance increment (continued)

Distance beyond the boundary Minimum obstacle clearance over low flat terrain
of the holding area Metres Feet
5.6 to 7.4 km (3.0 to 4.0 NM) 90 295
7.4 to 9.3 km (4.0 to 5.0 NM) 60 197
Category H
0 to 3.7 km (0 to 2.0 NM) Linear Linear
300 to 0 984 to 0
Figure I-6-2-1. Minimum holding level as determined by the obstacle clearance surface
related to the holding area and the buffer area
1243255967000
q$z

FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES

1 GENERAL NOISE ABATEMENT 2. when the approach requires vertical min-

INFORMATION ima greater than 100 m (300 ft) above aero-
drome elevation and:
1.1 Nothing in these procedures shall prevent
the pilot-in-command from exercising authority for (a) the ceiling is lower than 240 m (800
the safe operation of the aeroplane. ft) above aerodrome elevation; or
(b) the visibility is less than 3000 m;
1.2 Noise abatement procedures shall not be
implemented except where a need for such proce- c. for take-off when the visibility is less than 1900
dures has been determined. m;
d. when wind shear has been reported or forecast
1.3 The procedures herein describe the methods
or when thunderstorms are expected to affect
for noise abatement. They have been designed for
the approach or departure;
application to turbojet aeroplanes. They can com-
prise any one or more of the following: e. when the crosswind component, including
gusts, exceeds 28 km/h (15 kt), or the tailwind
a. use of noise preferential runways to direct the
component, including gusts, exceeds 9 km/h (5
initial and final flight paths of aeroplanes away
kt).
from noise-sensitive areas;
b. use of noise preferential routes to assist aero- 2.2 NOISE PREFERENTIAL ROUTES
planes in avoiding noise-sensitive areas on 2.2.1 Noise preferential routes are established
departure and arrival, including the use of turns to ensure that departing and arriving aeroplanes
to direct aeroplanes away from noise-sensitive avoid over-flying noise-sensitive areas in the vicinity
areas located under or adjacent to the usual of the aerodrome as far as practicable.
take-off and approach flight paths; and
2.2.2 In establishing noise preferential routes:
c. use of noise abatement take-off or approach
procedures, designed to minimize the overall a. turns during take-off and climb should not be
exposure to noise on the ground and at the same required unless:
time maintain the required levels of flight safety. 1. the aeroplane has reached (and can main-
1.4 For the purpose of these procedures, the tain throughout the turn) a height of not less
heights given in metres and feet and speeds given than 150 m (500 ft) above terrain and the
in kilometers/hour and knots are considered to be highest obstacles under the flight path;
operationally acceptable equivalents. NOTE: PANS-OPS, Volume 11, permits
turns after take-off at 120 m (394 ft) (heli-
2 NOISE PREFERENTIAL RUNWAYS copters, 90 m (295 ft)) and obstacle clear-
AND ROUTES ance of at least 75 m (246 ft) (CAT H, 65
m (213 ft)) during the aircraft’s turn. These
2.1 NOISE PREFERENTIAL RUNWAYS are minimum requirements for noise abate-
2.1.1 A runway for take-off or landing, appro- ment purposes.
priate to the operation, may be nominated for noise 2. the bank angle for turns after take-off is lim-
abatement purposes, the objective being to utilize ited to 15° except where adequate provi-
whenever possible those runways that permit aero- sion is made for an acceleration phase per-
planes to avoid noise-sensitive areas during the initial mitting attainment of safe speeds for bank
departure and final approach phases of flight. angles greater than 15°;
2.1.2 Runways should not be selected for noise b. no turns should be required coincident with
abatement purposes for landing operations unless a reduction of power associated with a noise
they are equipped with suitable glide path guidance, abatement procedure; and
e.g. ILS, or a visual approach slope indicator system c. sufficient navigation guidance should be pro-
for operations in visual meteorological conditions. vided to permit aeroplanes to adhere to the des-
2.1.3 A pilot-in-command prompted by safety ignated route.
concerns can refuse a runway offered for noise pref- 2.2.3 In establishing noise preferential routes,
erential reasons. the safety criteria of standard departure and standard
arrival routes regarding obstacle clearance climb gra-
2.1.4 Noise abatement shall not be determining
dients and other factors should be taken into full con-
factor in runway nomination under the following cir-
sideration.
cumstances:
a. if the runway surface conditions are adversely 2.2.4 Where noise preferential routes are
affected (e.g. by snow, slush, ice, water, mud, established, these routes and standard departure
rubber, oil or other substances); and arrival routes should be compatible.
b. for landing in conditions: 2.2.5 An aeroplane should not be diverted from
1. when the ceiling is lower than 150 m (500 its assigned route unless:
ft) above aerodrome elevation or the visibil-
ity is less than (1900 m); or,
q$z

FLIGHT PROCEDURES (DOC 8168) - NOISE ABATEMENT PROCEDURES q$i
a. in the case of a departing aeroplane, it has f. The maximum acceptable body angle specified
attained the altitude or height which represents for an aeroplane type shall not be exceeded.
the upper limit for noise abatement procedures;
or 3.3 DEVELOPMENT OF PROCEDURES
b. it is necessary for the safety of the aeroplane 3.3.1 Noise abatement procedures shall be
(e.g. for avoidance of severe weather or to developed by the aircraft operator for each aeroplane
resolve a traffic conflict). type (with advice from the aeroplane manufacturer,
as needed) and approved by the State of the Opera-
3 AEROPLANE OPERATING tor complying at a minimum with the following safety
PROCEDURES criteria.
a. Initial power or thrust reductions shall not be
3.1 INTRODUCTION executed below a height of 240 m (800 ft) above
3.1.2 The State in which the aerodrome is the aerodrome elevation.
located is responsible for ensuring that aerodrome b. The level of power or thrust for the flap/slat con-
operators specify the location of noise sensitive figuration, after power or thrust reduction, shall
areas and/or the location of noise monitors and not be less than:
their respective maximum allowable noise levels,
1. for aeroplanes in which derated take-off
if applicable. Aircraft operators are responsible for
thrust and climb thrust are computed by the
developing operating procedures in accordance with
flight management system, the computed
this chapter to meet the noise concerns of aerodrome
climb power/thrust; or
operators. The approval of the aircraft operators’ pro-
cedures by the State of the Operator will ensure that 2. for other aeroplanes, normal climb power/
the safety criteria contained in 3.3 of this chapter are thrust.
met. 3.3.2 To minimize the impact on training while
maintaining flexibility to address variations in the loca-
3.1.3 The appendix to this chapter contains two
tion of noise sensitive areas, the aeroplane operator
examples of noise abatement departure climb pro-
shall develop no more than two noise abatement pro-
cedures. One example is designed to alleviate noise
cedures for each aeroplane type. It is recommended
close to the aerodrome, and the other is designed to
that one procedure should provide noise benefits for
alleviate noise more distant from the aerodrome.
areas close to the aerodrome, and the other for areas
3.2 OPERATIONAL LIMITATIONS more distant from the aerodrome.
3.2.1 General 3.3.3 Any difference of power or thrust reduction
The pilot-in-command has the authority to decide not initiation height for noise abatement purposes consti-
to execute a noise abatement departure procedure if tutes a new procedure.
conditions preclude the safe execution of the proce- 3.4 AEROPLANE OPERATING
dure. PROCEDURES - APPROACH
3.2.2 Departure climb 3.4.1 In noise abatement approach procedures
Aeroplane operating procedures for the departure which are developed:
climb shall ensure that the safety of flight operations a. the aeroplane shall not be required to be in any
is maintained while minimizing exposure to noise on configuration other than the final landing con-
the ground. The following requirements need to be figuration at any point after passing the outer
satisfied. marker or 5 NM from the threshold of the run-
a. All necessary obstacle data shall be made avail- way of intended landing, whichever is earlier;
able to the operator, and the procedure design and
gradient shall be observed. b. excessive rates of descent shall not be
b. Conduct of noise abatement climb procedures required.
is secondary to meeting obstacle clearance 3.4.2 When it is necessary to develop a noise
requirements. abatement approach procedure based on currently
c. The power or thrust settings specified in the air- available (1982) systems and equipment, the fol-
craft operating manual are to take account of the lowing safety considerations shall be take fully into
need for engine anti-icing when applicable. account:
d. The power or thrust settings to be used subse- a. glide path or approach angles should not require
quent to the failure or shutdown of an engine or an approach to be made:
any other apparent loss of performance, at any 1. above the ILS glide path angle;
stage in the take-off or noise abatement climb, 2. above the glide path of the visual approach
are at the discretion of the pilot-in-command, slope indicator system;
and noise abatement considerations no longer
apply. 3. above the normal PAR final approach
angle; and
e. Noise abatement climb procedures are not to be
required in conditions where wind shear warn- 4. above an angle of 3° except where it has
ings exist, or the presence of wind shear or been necessary to establish, for opera-
downburst activity is suspected. tional purposes, an ILS with a glide path
angle greater than 3°;
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b. the pilot should not be required to complete a Appendix to Chapter 3 - NOISE

turn on to final approach at distances less than ABATEMENT DEPARTURE CLIMB
will:
GUIDANCE
1. in the case of visual operations, permit
an adequate period of stabilized flight on 1 GENERAL
final approach before crossing the runway 1.1 Aeroplane operating procedures for the
threshold; or departure climb shall ensure that the necessary
2. in the case of instrument approaches, per- safety of flight operations is maintained while min-
mit the aircraft to be established on final imizing exposure to noise on the ground. These
approach prior to interception of the glide procedures are provided as examples because the
path. noise reductions obtained depend greatly on the type
3.4.4 Compliance with published noise abate- of aeroplane, engine type, thrust required, and the
ment approach procedures should not be required in height at which thrust is reduced. For this reason,
adverse operating conditions such as: procedures that provide the best possible noise ben-
efit may differ significantly from one aeroplane type
a. if the runway is not clear and dry, i.e. it is to another, and between aeroplanes of the same
adversely affected by snow, slush, ice or water, type with different engines.
mud, rubber, oil or other substances;
b. in conditions when the ceiling is lower than 150 States should avoid the practice of requiring all oper-
m (500 ft) above aerodrome elevation, or when ators to use one of the example procedures for depar-
the horizontal visibility is less than 1.9 km (1 tures from specific runways, and should instead allow
NM); aircraft operators to develop operational procedures
that maximize the noise benefits obtainable from their
c. when the crosswind component, including aeroplanes. This is not intended to prevent States
gusts, exceeds 28 km/h (15 kt); from suggesting the use of a procedure based on one
d. when the tailwind component, including gusts, of the examples, as an alternative to operator-spe-
exceeds 9 km/h (5 kt); and cific procedures. The following two examples of oper-
e. when wind shear has been reported or forecast ating procedures for the climb have been developed
or when adverse weather conditions, e.g. thun- as guidance and are considered safe when the crite-
derstorms, are expected to affect the approach. ria in 3.2.2 are satisfied.
3.5 AEROPLANE OPERATING The first example (NADP 1) is intended to describe

PROCEDURES - LANDING one method, but not the only method, of providing
noise reduction for noise-sensitive areas in close
Noise abatement procedures shall not contain a pro- proximity to the departure end of the runway (see
hibition of use of reverse thrust during landing. Figure I-7-3-App-1).
3.6 DISPLACED THRESHOLDS The second example (NADP 2) similarly describes
The practice of using a displaced runway threshold one method, but not the only method, of providing
as a noise abatement measure shall not be employed noise reduction to areas more distant from the runway
unless aircraft noise is significantly reduced by such end (see Figure I-7-3-App-2). Aircraft operators may
use and the runway length remaining is safe and suf- find that to suit their particular route system (i.e. at
ficient for all operational requirements. aerodromes where they operate), two different proce-
dures, one designed for close and the other designed
3.7 CONFIGURATION AND SPEED for distant noise reduction, may be appropriate.
CHANGES
1.2 The two example procedures differ in that
Deviations from normal configuration and speeds
the acceleration segment for flap/slat retraction is
appropriate to the phase of flight shall not be made
either initiated prior to reaching the maximum pre-
mandatory.
scribed height or at the maximum prescribed height.
3.8 UPPER LIMIT To ensure optimum acceleration performance, power
Noise abatement procedures shall include informa- or thrust reduction may be initiated at an intermediate
tion on the altitude/height above which they are no flap setting.
longer applicable.
3.9 COMMUNICATIONS
In order not to distract flight crews during the execu-
tion of noise abatement procedures, air/ground com-
munications should be kept to a minimum.
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2 NOISE ABATEMENT DEPARTURE a. in the case of a departing aeroplane it has

CLIMB - EXAMPLE OF A attained the altitude or height which represents
PROCEDURE ALLEVIATING NOISE the upper limit for noise abatement procedures;
CLOSE TO THE AERODROME or
(NADP 1) b. it is necessary for the safety of the aeroplane
(e.g. for avoidance of severe weather or to
2.1 This procedure involves a power or thrust
resolve a traffic conflict).
reduction at or above the prescribed minimum alti-
tude (240 m/800 ft above aerodrome elevation) and
the delay of flap/slat retraction until the prescribed
maximum altitude is attained. At the prescribed max-
imum altitude (900 m/3000 ft above aerodrome ele-
vation), the aircraft is accelerated and the flaps/slats
are retracted on schedule while maintaining a posi-
tive rate of climb, to complete the transition to normal
en-route climb speed. The initial climbing speed to
the noise abatement initiation point is not less than
V2 plus 20 km/h (V2 plus 10 kt).
2.2 In the example shown below, on reaching
an altitude of 240 m/800 ft above aerodrome eleva-
tion, engine power or thrust is adjusted in accordance
with the noise abatement power thrust schedule pro-
vided in the aircraft operating manual. A climb speed
of V2 plus 20 to 40 km/h ( V2 plus 10 to 20 kt) is main-
tained with flaps and slats in the take-off configura-
tion. On reaching an altitude of 900 m/3000 ft above
aerodrome elevation, the aircraft is accelerated and
the flaps/slats are retracted on schedule while main-
taining a positive rate of climb to complete the transi-
tion to normal en-route climb speed.
3 NOISE ABATEMENT DEPARTURE
CLIMB - EXAMPLE OF A
PROCEDURE ALLEVIATING
NOISE DISTANT FROM THE
AERODROME (NADP 2)
3.1 This procedure involves initiation of
flap/slat retraction at or above the prescribed mini-
mum altitude (240 m/800 ft above aerodrome eleva-
tion) but before reaching the prescribed maximum
altitude (900 m/3000 ft above aerodrome elevation).
The flaps/slats are to be retracted on schedule while
maintaining a positive rate of climb. Intermediate
flap retraction, if required for performance, may be
accomplished below the prescribed minimum alti-
tude. The power or thrust reduction is initiated at a
point along the acceleration segment that ensures
satisfactory acceleration performance. At the pre-
scribed maximum altitude, a transition is made to
normal en-route climb procedures. The initial climb-
ing speed to the noise abatement initiation point is
not less than V2 plus 20 km/h (V2 plus 10kt).
3.2 In the example shown below, on reaching
240 m/800 ft above aerodrome elevation, the aircraft
body angle/angle of pitch is decreased, the aeroplane
is accelerated towards Vzf , and the flaps/slats are
retracted on schedule. Power or thrust reduction is
initiated at a point along the acceleration segment
that ensures satisfactory acceleration performance.
A positive rate of climb is maintained to 900 m/3000 ft
above aerodrome elevation. On reaching this altitude,
a transition is made to normal en-route climb speed.
3.3 An aeroplane should not be diverted from
its assigned route unless:
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Figure I-7-3-App-1. Noise abatement take-off climb - Example of a procedure alleviating

noise close to the aerodrome (NADP 1)
1344956502415
Figure I-7-3-App-2. Noise abatement take-off climb - Example of a procedure alleviating

noise distant from the aerodrome (NADP 2)
1344956502415
SUPERCEDED NOISE ABATEMENT PROCE- NOTE: Many locations continue to prescribe the for-
DURES mer Noise Abatement Departure Procedures A and
B. Though no longer part of the ICAO PANS-OPS
Doc. 8168, they have been reproduced in the follow-
ing paragraphs as supplementary information.
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Noise Abatement Departure Procedure A (NADP At 450 m (1500 ft):

A) – reduce thrust to not less than climb power/thrust.
Take-off to 450 m (1500 ft) above aerodrome eleva- At 450 m (1500 ft) to 900 m (3000 ft):
tion: – climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
– take-off power At 900 m (3000 ft):
– take-off flap – accelerate smoothly to enroute climb speed with
– climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt) (or flap retraction on schedule.
as limited by body angle).
Noise Abatement Take-Off Climb - Procedure A
1344956502415
NOTE: For purposes of these procedures the heights NOTE: Aeroplanes such as supersonic aeroplanes
given in metres and feet, and speeds given in kilo- not using wing flaps for take-off should reduce thrust
meters/hour and knots are considered to be opera- before attaining 300 m (1000 ft) but not lower than
tionally acceptable equivalents. 150 m (500 ft).
Noise Abatement Departure Procedure B (NADP
B)
Take-off to 300 m (1000 ft) above aerodrome eleva-
tion:
– take-off power/thrust
– take-off flap
– climb at V2 + 20 to 40 km/h (V2 + 10 to 20 kt).
At 300 m (1000 ft):
– maintaining a positive rate of climb, accelerate to
zero flap minimum safe manoeuvring speed (VZF
) retracting flap on schedule;
thereafter, reduce thrust consistent with the following:
a. for high by-pass ration engines reduce to normal
climb power/thrust;
b. for low by-pass ratio engines, reduce power/
thrust to below normal climb thrust but not less
than that necessary to maintain the final take-off
engine-out climb gradient; and
c. for aeroplanes with slow flap retracting reduce
power/thrust at an intermediate flap setting;
thereafter, from 300 m (1000 ft) to 900 m (3000 ft):
– continue climb at not greater than VZF + 20 km/h
(VZF + 10 kt).
At 900 m (3000 ft):
– accelerate smoothly to enroute climb speed.
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Noise Abatement Take-Off Climb - Procedure B
1344956502415
NOTE: For purposes of these procedures the heights

given in metres and feet, and speeds given in kilo-
meters/hour and knots are considered to be opera-
tionally acceptable equivalents.
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FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED

1 GENERAL INFORMATION FOR 2.1.8 Minimum altitudes charted for each TAA
RNAV SYSTEMS shall provide at least 300 m (1000 ft) obstacle clear-
ance.
1.1 In RNAV guidance systems, a computer
converts navigation data inputs into aircraft position, 2.1.9 Stepdown arcs
calculates track and distance and provides steering TAAs may contain stepdown arcs defined by an
guidance to the next waypoint. The limitations of RNAV distance from the IAF (see Figure II-1-2-2).
RNAV systems are those of the computers on which
they are based. 2.1.10 TAA icons
TAAs are depicted on the plan view of approach
1.2 The computer is programmed so that calcu-
charts by the use of “icons” which identify the TAA
lation errors are minimal and do not affect the accu-
reference point (IAF or IF), the radius from the refer-
racy of the output significantly. The computer, how-
ence point and the bearings of the TAA boundaries.
ever, cannot identify data input errors.
The icon for each TAA will be located and oriented on
1.3 Since the waypoint and, in some cases, data the plan view with respect to the direction of arrival
contained in the navigation database, have been cal- to the approach procedure, and will show minimum
culated and promulgated by States and inserted by altitudes and stepdowns. The IAF for each TAA is
the operator or crew, the actual computed position will identified by the waypoint name to help the pilot
contain any errors that they have introduced into the orient the icon to the approach procedure. The IAF
navigation database. name and the distance of the TAA boundary from the
IAF are included on the outside arc of the TAA icon.
2 TERMINAL ARRIVAL ALTITUDE TAA icon also identify, where necessary, the location
(TAA) of the intermediate fix by the letter “IF” and not the
IF waypoint identifier to avoid misidentification of
2.1 GENERAL the TAA reference point and to assist in situational
2.1.1 The purpose of the terminal arrival alti- awareness.
tude (TAA) is to provide a transition from the en-route
structure to an RNAV approach procedure. 2.2 FLIGHT PROCEDURES
2.1.2 TAAs are associated with an RNAV pro- 2.2.1 Establishment
cedure based upon the “T” or “Y” arrangement Prior to operating at the TAA, the pilot must deter-
described in Section 3, Chapter 1. mine that the aircraft is located within the TAA bound-
ary by selecting the relevant IAF and measuring the
2.1.3 An RNAV-equipped aircraft approaching
bearing and distance of the aircraft to the IAF. That
the terminal area and intending to conduct an RNAV
bearing should then be compared with the published
approach is required to track via the appropriate IAF
bearings that define the lateral boundaries of the TAA.
associated with the procedure. If a 46 km (25 NM)
This is critical when approaching the TAA near the
MSA is published, once the IAF is selected as the next
extended boundary between the left and right base
waypoint, the MSA reference is unavailable unless
areas, especially where TAAs are at different levels.
the aircraft is equipped with additional navigation sys-
tems or the reference point for the 46 km (25 NM) 2.2.2 Manoeuvring
MSA is reselected. The publication of TAAs avoids the An aircraft may be manoeuvring at the TAA provided
requirement for distance and/or azimuth information the flight path is contained within the TAA boundaries
in relation to the MSA reference point and provides by reference to bearings and distance to the IAF.
obstacle clearance while tracking direct to an IAF.
2.2.3 Transitioning between TAAs
2.1.4 Where published, TAAs replace the 46 km
An aircraft may transition from one TAA to another
(25 NM) MSA.
provided that the aircraft does not descend to, or has
2.1.5 The standard TAA arrangement consists climbed to, the next TAA prior to crossing the bound-
of three areas defined by the extension of the ini- ary between TAAs. Pilots must exercise caution in
tial legs and the intermediate segment course. These transitioning to another TAA to ensure that reference
areas are called the straight-in, left base, and right is made to the correct IAF and that the aircraft is con-
base areas. tained within the boundaries of bothTAAs.
2.1.6 TAA area boundaries are defined by a 2.2.4 Entry to procedure
radial RNAV distance from, and magnetic bearings An aircraft established within a TAA area may enter
to, the TAA reference point. The TAA reference point the associated approach procedure at the IAF with-
is normally the associated IAF but in some cases out conducting a procedure turn provided the angle of
may be the IF. turn at the IAF does not exceed 110°. In most cases,
2.1.7 The standard TAA radius is 46 km (25 NM) the design of the TAA will not require a turn in excess
from the IAF, and the boundaries between TAAs are of 110° unless the aircraft is located close to the inter-
normally defined by the extension of the initial seg- mediate segment or is transitioning from one TAA to
ments (see Figure II-1-2-1). another. In such cases, the aircraft may be manoeu-
vred with the TAA to establish the aircraft on a track
prior to arrival at the IAF that does not require a pro-
cedure turn (see Figure II-1-2-6).
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FLIGHT PROCEDURES (DOC 8168) - RNAV AND SATELLITE-BASED q$i
2.2.5 Reversal procedures Figure II-1-2-2. TAA with stepdown arcs

Where entry cannot be made to the procedure with a
turn at the IAF less than 110°, a reversal procedure
shall be flown.
2.2.6 Holding
A racetrack holding procedure will normally be
located at an IAF or the IF. When one or more of
the initial segments are not provided, the holding
pattern will normally be located to facilitate entry to
the procedure.
2.3 NON-STANDARD TAA
2.3.1 Modification to the standard TAA design
may be necessary to accommodate operational
requirements. Variations may eliminate one or both
of the base areas or modify the angular size of the
straight-in area. In cases where the left or right base
area is eliminated, the straight-in area is modified
by extending its 46 km (25 NM) radius to join the
remaining area boundary. 1453796703942
2.3.2 If both the left and right base areas are Figure II-1-2-6. Procedure entry
eliminated, the straight-in area is constructed on the
straight-in IAF or IF with a 46 km (25 NM) radius,
through 360° of arc.
2.3.3 For procedures with a single TAA, the TAA
area may be subdivided by pie-shaped sectors with
the boundaries identified by magnetic bearings to the
IAF, and may have one stepdown arc.
Figure II-1-2-1. Typical TAA arrangement
1453796703942
3 GENERAL INFORMATION FOR

BASIC GNSS
3.1 BASIC GNSS RECEIVER
SPECIFICATIONS
3.1.1 The term “basic GNSS receiver” was
developed to describe first generation GNSS
receivers that at least meet RTCA DO 208, SC-181
and JAA TGL 3, and equivalent IFR certification
1453796703942
standards, for example TSO-C129.

3.1.2 These documents specify the minimum
performance standards that GNSS receivers must
meet in order to comply with en-route, terminal area
and non-precision approach procedures developed
specifically for GNSS.
3.1.3 The main requirement of these standards
is for the GNSS receiver to have the following capa-
bilities incorporated:
a. integrity monitoring routines, for example,
receiver autonomous integrity monitoring
(RAIM);
b. turn anticipation; and
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c. capability for procedures retrieved from the SBAS service. SBAS en-route service requirements
read-only electronic navigation database. are much less stringent than those of the SBAS ver-
tically guided approach service.
4 GENERAL INFORMATION
4.1.4 SBAS operational considerations
FOR SATELLITE-BASED
Key to providing accurate and high integrity approach
AUGMENTATION SYSTEM (SBAS) capability with SBAS is the correcting for the signal
4.1 GENERAL delay caused by the ionosphere. This requires a rela-
4.1.1 An SBAS augment core satellite constel- tively dense network of reference stations to measure
lations by providing ranging, integrity and correction ionospheric characteristics and provide information to
information via geostationary satellites. The systems the SBAS Master Station.
comprises a network of ground reference stations 4.1.5 SBAS avionics certification
that observe satellite signals and master stations SBAS avionics certification requirements have been
that process observed data and generate SBAS developed (RTCA DO 229D) and are based on Annex
messages for uplink to the geostationary satellites, 10. At a minimum, the SBAS airborne sensors shall
which broadcast the SBAS messages to the users. be able to operate within the coverage volume of any
4.1.2 By providing extra ranging signals via SBAS.
geostationary satellites and enhanced integrity infor-
4.2 SBAS STANDARD CONDITIONS
mation for each navigation satellite, SBAS delivers
higher availability of service than the core satellite 4.2.1 Departure. All classes of SBAS avionics
constellations. may be used to fly existing GNSS RNAV departure
procedures. Display scaling and more transitions are
4.1.3 SBAS coverage and service areas equivalent to Basic GNSS. SBAS meets or exceeds
It is important to distinguish between SBAS coverage Basic GNSS accuracy, integrity, availability and con-
areas and service areas. An SBAS coverage area tinuity requirements for Basic GNSS departure.
is defined by GEO satellite signal footprints. Service
4.2.1.1 Departure procedure. The entire
areas for a particular SBAS are established by a State
departure procedure shall be selected from the
within an SBAS coverage area. The State is responsi-
on-board data base. Pilot entry of the departure
ble for designating the types of operations that can be
procedure is not authorized. When integrity require-
supported within a specified service area. Different
ments cannot be met to support the SBAS departure
SBAS service areas may overlap. When this occurs
operation, the SBAS receiver will annunciate the
and when an FAS data block is available, it identi-
procedure is not available.
fies which SBAS service provider(s) may be used for
approach operations using GNSS APV I and II perfor- 4.2.1.2 Straight departure. From the DER to
mance levels. Receiver standards dictate that such the turn initiation point of the first waypoint in the
approaches cannot be flown using data from more departure procedure, the SBAS receiver provides a
than one SBAS service provider, but de-selection is nominal full-scale deflection (FSD) of 0.3 NM. Larger
possible for these approaches. When an FAS data FSDs may be acceptable with augmentations, such
block is not available, the minimum avionics require- as an autopilot, that can control the flight technical
ments permit the use of any SBAS service provider error.
and permit the mixing of information from more than
4.2.1.3 Terminal operation mode reversion. At
ore SBAS service provider for en-route, terminal and
the turn initiation point of the first waypoint in the
LNAV approach procedures.
departure procedure, the SBAS receiver will revert to
4.1.3.1 SBAS coverage area the terminal operation mode until the last waypoint of
SBAS avionics should function within the cover- the departure procedure is sequenced. In the termi-
age area of any SBAS. States or regions should nal mode, the nominal FSD is 1 NM and the horizontal
coordinate through ICAO to ensure that SBAS pro- alert limit is 1 NM. After the last waypoint in the depar-
vides seamless global coverage and that aircraft do ture procedure is sequenced, the SBAS receiver will
not suffer operational restrictions. If a State does provide en-route display scaling and integrity.
not approve the use of some or all SBAS signals 4.2.2 Arrival. Performance requirements for
for en-route, terminal and SBAS LNAV approach SBAS in the arrival phase are the same as for Basic
operations, pilots would have to de-select GNSS GNSS.
altogether, since receiver standards do not permit
de-selection of a particular SBAS for these opera- 4.2.3 Approach
tions. It is not expected that APV I or II operations 4.2.3.1 SBAS sensor approach performance.
are available within the coverage area other than in SBAS avionics standards provide for three levels of
specifically designated service areas. approach performance:
4.1.3.2 SBAS service area a. LPV;
Near the edge of the SBAS service area, several out- b. LNAV/VNAV; and
ages of vertical guidance a day at a specific loca- c. LNAV.
tion could occur. Although these outages are of short NOTE 1: LNAV may be an automatic reversionary
duration, they could totally overburden the NOTAM mode upon the loss of LPV.
system. As a result, the State may elect to define
different SBAS service areas for different levels of
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NOTE 2: LPV performance is only provided by a. When the first leg in the missed approach pro-
Class 3 and 4 receivers in accordance with RTCA cedure is a Track to Fix (TF) leg aligned within
DO-229D. 3° of the final approach course, FSD switches to
4.2.3.2 SBAS accuracy and integrity. SBAS 0.3 NM and the integrity switches to NPA mode.
avionics accurately calculates position, and ensures These remain in this state until the turn initia-
integrity in the calculated position for a given tion point for the first waypoint in the missed
approach operation type. approach procedure. At this point FSD switches
to 1.0 NM and the integrity to terminal mode. The
4.2.3.3 Integrity. The necessary level of turn initiation point is associated with fly-by way-
integrity for each of these approach types is estab- points. Where the sequencing to the next seg-
lished by specific horizontal and vertical alert limits ment begins is termed the turn initiation point.
called HAL and VAL. These limits are analogous to This point is not fixed. It is determined by the
the monitoring limits for ILS. These alert limits form avionics based on several factors including:
the region of maximum error that shall be satisfied to
1. current tracking error;
meet the integrity requirements for a given approach
type. 2. ground speed;
3. wind conditions; and
4.2.3.4 When either HPL or VPL exceeds the
specific alert limits, HAL or VAL, for a specific type 4. track change between segments.
of approach operation, the pilot is alerted to suspend b. When the first leg is not a TF leg aligned within
the current operation. The pilot only receives the alert 3° of the final approach course, at missed
and is not required to monitor VPL or HPL. approach initiation FSD switches to 1.0 NM and
the integrity to terminal mode.
4.2.4 Missed approach
4.2.4.1 General. SBAS provides guidance in 4.3 AVIONICS FUNCTIONALITY
the missed approach segment. 4.3.1 SBAS avionics equipment classification
4.2.4.2 Missed approach sequencing and capabilities. There are four separate SBAS
avionics equipment classes. The different equipment
4.2.4.2.1 The pilot physically initiates the classes provide for different performance capabil-
missed approach by beginning the pull-up. Initiation ities. The minimum performance capability exists
in the following discussion refers to when the pilot with Class I equipment. This equipment supports
takes action(s) required to sequence guidance and en-route, terminal and LNAV approach operations.
transition display and integrity modes of the avion- Class II SBAS equipment supports Class I capabili-
ics for the missed approach segment. For missed ties and LNAV/VNAV approach operations. Class III
approaches, SBAS avionics perform at least three and IV equipment support Class II SBAS equipment
functions based on when the missed approach is capabilities plus LPV approach operations.
sequenced. These functions are:
a. transition the guidance to the missed approach 4.3.2 Final approach segment (FAS) data block.
guidance for the selected approach procedure The APV database for SBAS includes a FAS Data
after the MAPt is sequenced; Block. The FAS Data Block information is protected
with high integrity using a cyclic redundancy check
b. transition the lateral FSD to either 0.3 NM or 1.0 (CRC).
NM depending on the initial leg type and leg
alignment in the missed approach procedure; 4.3.3 SBAS avionics annunciation
and requirements
c. transition the integrity mode (HAL) to either NPA 4.3.3.1 The avionics are required to annunci-
or terminal depending on the initial leg type and ate the most accurate level of service supported by
alignment in the missed approach procedure. the combination of the SBAS signal, the receiver, and
4.2.4.2.2 With SBAS avionics, missed the selected approach, using the naming conventions
approaches may be initiated under four different on the minima lines of the selected approach proce-
conditions. The conditions are: dure. This annunciation is the function of:
a. the pilot initiates the missed approach sequence a. avionics capability associated with the SBAS
prior to arriving at the landing threshold point/ equipment capability;
fictitious threshold point (LTP/FTP); b. SBAS signal-in-space performance accom-
b. the pilot initiates the missed approach sequence plished through the comparison of VPL and
after the LTP/FTP but prior to the departure end HPL with the procedure required VAL and HAL;
of runway (DER); and
c. the pilot does not initiate missed approach c. published procedure availability that is identified
sequencing prior to reaching the DER. In this in the database.
case, the avionics will automatically initiate the 4.3.3.2 Based on the three factors in 4.3.3.1:
missed approach; and a. if an approach is published with an LPV min-
d. the pilot cancels the approach mode prior to the ima line and the receiver is only certified for
LTP/FTP. LNAV/VNAV, the equipment would indicate “LPV
4.2.4.3 Missed approach FSD. The value of not available - use LNAV/VNAV minima,” even
missed approach FSD can vary based on two differ- though the SBAS signal would support LPV;
ent situations:
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b. if an approach is published without an LPV min-

ima line, even if the receiver is certified for LPV
and the SBAS signal in space supports the LPV,
the receiver will notify the pilot either “LNAV/
VNAV available” or “LNAV available”; and
c. if the SBAS signal does not support published
minima lines which the receiver is certified to fly,
the receiver will notify the pilot with a message
such as “LPV not available - use LNAV/VNAV
minima” or “LPV not available - use LNAV min-
ima”.
5 GENERAL INFORMATION FOR

GROUND-BASED AUGMENTATION
SYSTEM (GBAS)
5.1 GENERAL CRITERIA
5.1.1 GBAS receiver
A GBAS receiver is a type of GNSS avionics that
at least meets requirements for a GBAS receiver
in Annex 10, Volume I, and specifications of RTCA
DO-253A and DO-246B as amended by the respec-
tive FAA TSO (or equivalent).
5.1.2 GBAS avionics requirements
Minimum GBAS avionics requirements do not include
provisions for RNAV. GBAS may provide a position,
velocity and time (PVT) vector output. When the
GBAS ground station supports this service, it is
called GBAS positioning service. The PVT vector is
intended to be used as input to existing on-board
navigation equipment. However, there is no require-
ment that the aircraft be RNAV-equipped. There is
no requirement that GBAS avionics provide missed
approach guidance. Minimum display functionality
is an ILS look-alike and includes display of course
deviation indications, vertical deviation indications,
distance to threshold information, and failure flags.
Without on-board navigation equipment, the pilot is
not provided with position and navigation informa-
tion. Only guidance information relative to the final
approach course and glide path is provided.
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2 JUN 17 AIR TRAFFIC CONTROL 261 q$i
FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES (RNAV)

1 AREA NAVIGATION (RNAV) 1.4 DEPARTURE

DEPARTURE PROCEDURES FOR 1.4.2.2 The departure navigation routes must
NAVIGATION SYSTEMS USING be loaded into the active flight plan from a current
navigation database in order to fly the published SID.
BASIC GNSS RECEIVERS Certain segments of a SID may require some manual
1.2 GENERAL intervention by the pilot, especially when the aircraft
is radar vectored to a track or required to intercept a
1.2.1 Operational approval specific track to a waypoint.
Aircraft equipped with basic GNSS receivers (either
as stand-alone equipment or in a multi-sensor envi- 1.4.4 Turning departures
ronment) may use these systems to carry out RNAV Turns are specified as a “turn at a fly-by waypoint”,
procedures provided that before conducting any “turn at a flyover waypoint” or “turn at an altitude/
flight, the following criteria are met: height”. For some systems, turns at an altitude/height
a. the GNSS equipment is serviceable; cannot be coded in the database, and in this case,
such turns must be executed manually.
b. the pilot has current knowledge of how to oper-
ate the equipment so as to achieve the optimum 2 AREA NAVIGATION (RNAV)
level of navigation performance; DEPARTURE PROCEDURES
c. satellite availability is checked to support the FOR SATELLITE-BASED
intended operation;
AUGMENTATION SYSTEM (SBAS)
d. an alternate airport with conventional navaids
must be selected; and 2.2 TURNING DEPARTURE
e. the procedure is retrievable from an airborne The criteria are dependent on whether the first
navigation database. waypoint is a fly-by or flyover waypoint. For a fly-by
waypoint, turn anticipation is always provided. At turn
1.2.3 Navigation database
initiation, FSD and integrity performance transitions
Departure and approach waypoint information is are as described in Section 1, Chapter 4, 4.2.1.2,
contained in a navigation database. If the navigation “Straight departure”. For a flyover waypoint, there is
database does not contain the departure or approach no turn anticipation. FSD and integrity performance
procedure, then the basic GNSS stand-alone receiver transitions occur when the waypoint is sequenced.
or FMC shall not be used for these procedures. The SBAS receiver will not transition to en-route
1.2.5 Equipment operation integrity performance until the final waypoint in the
departure procedure is sequenced.
1.2.5.1 There are a number of manufacturers
of basic GNSS receivers and of FMCs using GNSS 3 AREA NAVIGATION (RNAV)
sensors on the market, and each employs a different
pilot interface. Flight crews shall be thoroughly famil-
DEPARTURE PROCEDURES FOR
iar with the operation of their particular system prior GROUND-BASED AUGMENTATION
to using it in flight operations. SYSTEM (GBAS)
1.2.5.2 The equipment shall be operated in 3.1 DEPARTURE OPERATIONS
accordance with the provisions of the applicable No departure criteria specifically designed for GBAS
aircraft operating manual. An appropriate checklists exists. Departure operations based upon basic
shall be available on board the aircraft for easy refer- GNSS or SBAS may be flown by aircraft with a
ence during the sequence of loading information into GBAS receiver using the optional GBAS positioning
the system and when operating the equipment. service.
1.2.6 Operating modes and alert limits
4 AREA NAVIGATION (RNAV)
The basic GNSS receiver has three modes of oper-
ation: en-route, terminal and approach mode. The DEPARTURE PROCEDURES
RAIM alert limits are automatically coupled to the AND RNP BASED DEPARTURE
receiver modes and are set to: PROCEDURES
a. ±3.7 km (2.0 NM) in en-route mode; 4.1 The general principles of RNAV and
b. ±1.9 km (1.0 NM) in terminal mode; and RNP-based approach procedures apply also to
c. ±0.6 km (0.3 NM) in approach mode. RNAV and RNP-based departures.
1.2.7 Course deviation indicator (CDI) 4.2 Departures may be based on RNAV
sensitivity VOR/DME, RNAV DME/DME, basic GNSS or RNP
criteria. Most FMS-equipped aircraft are capable of
The CDI sensitivity is automatically coupled to the following RNAV procedures based on more than one
operating mode of the receiver. Its setting are: of the above systems. However, in some cases the
a. ±9.3 km (5.0 NM) in en-route mode; procedure may specify constraints on the system
b. ±1.9 km (1.0 NM) in terminal mode; and used.
c. ±0.6 km (0.3 NM) in approach mode.
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FLIGHT PROCEDURES (DOC 8168) - DEPARTURE PROCEDURES (RNAV) q$i
4.3 To follow a procedure based on RNP, the

RNAV system must be approved for the promulgated
RNP and it is assumed that all navaids on which the
RNP procedure is based are in service (see NOTAMs
related to DME stations, GNSS, etc.).
4.4 A route may consist of segments where differ-
ent RNP values are applicable. Note that the segment
with the lowest RNP value is the most demanding one
for the flight. Prior to the flight, the pilot must verify
that the aircraft is able to meet the RNP requirements
specified for each segment. In some cases, this may
require the pilot to manually update the aircraft’s nav-
igation system immediately before take-off.
4.5 During the flight, the pilot must check that the
system complies with the RNP requirements of the
current segment. The pilot must also check in partic-
ular the RNP changes along the route.
4.6 The pilot will use the system’s information to
intervene and keep the flight technical error (FTE)
within the tolerances established during the system
certification process.
4.7 There are four kinds of turns:
a. turn at a fly-by waypoint;
b. turn at a fly-over waypoint;
c. turn at an altitude/height; and
d. fixed radius turn (generally associated with pro-
cedures based on RNP).
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FLIGHT PROCEDURES (DOC 8168) - ARRIVAL AND NON-PRECISION

APPROACH PROCEDURES
1 AREA NAVIGATION (RNAV) alerts for ±0.6 km (0.3 NM ). For both basic GNSS
ARRIVAL AND APPROACH and FMCs, manually setting CDI sensitivity does not
automatically change the RAIM alert limit on some
PROCEDURES FOR NAVIGATION avionics implementations.
SYSTEMS USING BASIC GNSS
1.4.7 Approaches must be flown in accordance
RECEIVERS with the aircraft operating manual and the procedure
1.2 GENERAL depicted on an appropriate instrument approach
chart.
1.2.3 Navigation database
Departure and approach waypoint information is 1.4.9 Procedures must be established in the
contained in a navigation database. If the navigation event that GNSS outages occur. In these situations,
database does not contain the departure or approach the operator must rely on other instrument proce-
procedure, then the basic GNSS stand-alone receiver dures. For installations where the FMC includes an
or FMC shall not be used for these procedures. AAIM capability, there may be no disruption to the
operation unless the outage exceeds the FMC capa-
1.4 GNSS APPROACH PROCEDURES bility to sustain the required level of performance.
1.4.1 Usually, flying a basic GNSS non-preci- 1.4.10 To begin the basic GNSS approach, the
sion instrument approach procedure is very similar appropriate airport, runway/approach procedure and
to a traditional approach. The differences include the initial approach fix (IAF) must first be selected. Pilots
navigation information displayed on the GNSS equip- must maintain situational awareness to determine the
ment control and display unit and the terminology bearing and distance to the GNSS procedure IAF
used to describe some of the features. before flying the procedure. This can be critical to
1.4.2 Flying a basic GNSS approach is nor- ascertain whether entering a right or left base when
mally point-to-point navigation and independent of entering the terminal approach area in the vicinity of
any ground-based navaids. the extended runway centre line. All sectors and step-
downs are based on the bearing and distance to the
1.4.3 GNSS procedures utilize a straight IAF for that area, which the aircraft should be pro-
line (TO-TO) flight from waypoint to waypoint, as ceeding direct to, unless on radar vectors.
sequenced in the database. Slight differences
between the published track and track presented 1.4.11 Pilots must fly the full approach from the
may occur. These differences are usually due to IAF unless specifically cleared otherwise. Randomly
rounding of the track bearing and/or the application joining an approach at an intermediate fix does not
of magnetic variation. ensure terrain clearance.
1.4.4 The approach cannot be flown unless that 1.4.13 The pilot must be aware of the bank angle/
instrument approach is retrievable from the avionics turn rate that the particular GNSS avionics implemen-
database which: tation uses to compute turn anticipation, and whether
wind and airspeed are included in the calculations.
a. contains all the waypoints depicted in the
This information must be in the manual describing
approach to be flown;
avionics functionality. Over- or under-banking the turn
b. presents them in the same sequence as the onto the final approach course may significantly delay
published procedure chart; and achieving course alignment and may result in high
c. is updated for the current AIRAC cycle. descent rates to achieve the next segment altitude.
1.4.5 To ensure the correctness of the GNSS 1.4.14 Pilots must pay particular attention to the
database display, pilots should check the data dis- exact operation of the basic GNSS avionics imple-
played as reasonable for the GNSS approach after mentations for performing holding patterns and, in
loading the procedure into the active flight plan and the case of overlay approaches, operations such as
prior to flying the procedure. Some GNSS avion- procedure turns and course reversals. These proce-
ics implementations provide a moving map display dures may require manual intervention by the pilot
which aids the pilot in conducting this reasonable- to stop the sequencing of waypoints by the receiver
ness check. and to resume automatic GNSS navigation sequenc-
1.4.6 Pilots should no attempt to fly any ing once the manoeuvre is complete. The same way-
approach unless the procedure is contained in point may appear in the route of flight more than
the current navigation database. Flying from one one consecutively (IAF, FAF, MAHF on a procedure
approach waypoint to another waypoint that has turn/course reversal).
not been loaded from a database does not ensure
compliance with the published approach procedure.
For the basic GNSS receiver, the proper RAIM alert
limit will not be selected and the CDI sensitivity
will not automatically change to ±0.6 km (0.3 NM).
An FMC using GNSS may contain either the same
RAIM alert limits as the basic GNSS receiver, or
appropriate navigation performance indications and
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APPROACH PROCEDURES q$i
1.4.19 All FMCs and some stand-alone basic profile. Use of FMC vertical navigation capability will
GNSS receivers provide altitude information. How- be subject to flight crew familiarity, training and any
ever, the pilot must still comply with the published other requirements of the operational approval.
minimum altitudes using the barometric altime-
1.7.4 Descent gradient/angle
ter. Where the FMC provides vertical information,
flight director guidance cues, or coupled autopilot The optimum descent gradient/angle is 5.2 per cent/
operation, the pilot should follow the appropriate 3°, however, where a higher gradient/angle is neces-
information or cues along with any necessary cross sary, the maximum permissible is 6.5 per cent/3.7°.
checks with the barometric altimetry. The descent gradient/angle is published.
1.5 INITIAL APPROACH SEGMENT 1.8 MISSED APPROACH SEGMENT

1.5.1 Offset IAFs 1.8.1 CDI Sensitivity
1.5.1.1 Offset IAFs in procedures based on 1.8.1.1 For basic GNSS receivers, sequenc-
the “Y” or “T” bar design concept for basic GNSS are ing of the guidance past the MAPt activitates transi-
aligned such that a course change of 70° to 90° is tion of the CDI sensitivity and RAIM alert limit to ter-
required at the IF. A capture region is associated with minal mode (1.9 km (1.0 NM)).
each IAF of the basic GNSS procedure from which
the aircraft will enter the procedure. The capture
region for tracks inbound to the offsets IAFs extends
180° about the IAFs, thus providing a Sector 3 entry
in cases where the track change at the IF is 70°. The
central IAF is aligned with the final approach track,
the angle being identical to the track change at the
IF for the corresponding offset IAF. In this way, there
are no gaps between the capture regions of all IAFs
regardless of the course change at the IF. Its capture
region is 70° to 90° either side of the final track. For
turns greater than 110° at the IAFs, Sector 1 or 2
entries should be used.
1.5.1.2 When used, the central initial
approach segment has no maximum length. The
optimum length is 9.3 km (5.0 NM). The minimum
segment length is established by using the highest
initial approach speed of the fastest category of
aircraft for which the approach is designed and the
minimum distance between waypoints required by
the aircraft avionics in order to correctly sequence
the waypoints.
1.6 INTERMEDIATE APPROACH
SEGMENT
1.6.1 The intermediate segment consists of two
components - a turning component abeam the IF fol-
lowed by a straight component immediately before
the final approach fix (FAF). The length of the straight
component is variable but will not be less than 3.7 km
(2.0 NM) allowing the aircraft to be stabilized prior to
overflying the FAF.
1.7 FINAL APPROACH SEGMENT
1.7.1 The final approach segment for a GNSS
approach will begin at a named waypoint normally
located 9.3 km (5.0 NM) form the runway threshold.
1.7.3 Stepdown fixes
1.7.3.1 A stepdown fix is flown in the same
manner as a ground-based approach. Any required
stepdown fixes prior to the missed approach waypoint
will be identified by along-track distances.
1.7.3.2 Where the FMC includes a vertical
navigation capability, the navigation database pro-
cedure may contain a continuous descent flight path
that remains above the stepdown procedure vertical
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Figure II-3-1-1. Basic GNSS RNAV approach
1243255990000
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2 AREA NAVIGATION (RNAV) 3 AREA NAVIGATION (RNAV)

ARRIVAL AND APPROACH ARRIVAL AND APPROACH
PROCEDURES BASED ON PROCEDURES BASED ON
DME/DME VOR/DME
2.1 Area navigation (RNAV) approach pro- 3.1 Area navigation (RNAV) approach proce-
cedures based on DME/DME are non-precision dures based on VOR/DME are assumed to be based
approach procedures. These procedures are not on one reference facility composed of a VOR and
required to specify a reference facility, and are based collocated DME equipment. The reference facility will
on two different cases: be indicated.
a. only two DME stations are available; and 3.2 The VOR/DME RNAV approach procedure is
b. more than two DME stations are available. a non-precision approach procedure.
2.4 The factors on which the navigation accuracy 3.6 NAVIGATION ACCURACY FACTORS
of the DME/DME RNAV depends are:
3.6.1 The factors on which the navigation accu-
a. DME tolerance based on the specified altitude/ racy of the VOR/DME RNAV depends are:
height at the waypoints;
a. ground system tolerance;
b. flight technical tolerance; and
b. airborne receiving system tolerance;
c. system computation tolerance.
c. flight technical tolerance;
2.5 For procedures based on two DME stations
only, the maximum DME tolerance is factored in order d. system computation tolerance; and
to take into account both the effects of track orien- e. distance from the reference facility.
tation relative to the DME facilities and the intersect 3.6.2 The fixes used in the procedure are indi-
angle between the two DME stations. cated as waypoints. These waypoints are referred to
2.7 If only two DME station are available, the by alphanumeric indicators. Their positions are spec-
protected airspace required for obstacle clearance ified in latitude and longitude (degrees, minutes and
is larger than if more than two DME stations are seconds with an accuracy to the nearest second of
available. arc or equivalent). A radial and DME distance (to an
accuracy of 0.18 km (0.1 NM)) from the reference
2.8 Arrival. Standard instrument arrivals (STARs) facility are also provided.
can be based on required navigation performance
(RNP) criteria (limited to RNP 1 or better) or on spe- 3.7 ARRIVAL SEGMENT
cific RNAV criteria. When specific RNAV criteria are Standard instrument arrivals (STARs) can be based
used, the same principles apply to the protection of all on RNP criteria (limited to RNP 1 or better) or on spe-
of the arrival phase. The FTT, however, is assumed to cific RNAV criteria. When specific criteria are used,
be equal to: the same principles apply to the protection of all of
a. 3.7 km (2.0 NM) until at 46 km (25 NM) from the the arrival phase. The FTT, however, is assumed to
IAF; and be equal to:
b. 1.9 km (1.0 NM) after this point. a. 3.7 km (2.0 NM) until at 46 km (25 NM) from the
IAF; and
2.9 The FMS DME/DME navigation sensor may
revert to VOR/DME or IRS (inertial Reference Sys- b. 1.9 km (1.0 NM) after this point.
tem) navigation in a specific order. When this occurs, 3.8 INITIAL APPROACH SEGMENT
the following steps must be taken:
When the procedure requires a track reversal, a race-
a. the approach procedure must be discontinued; track pattern may be established.
b. a missed approach must be initiated; and
3.9 FINAL APPROACH SEGMENT
c. ATC must be informed that the navigation accu-
racy fails to meet the requirements. 3.9.1 The final approach segment is generally
aligned with the runway.
2.10 If the FMS reverts to IRS, the route or proce-
dure can be continued for a limited amount of time. 3.9.2 The minimum obstacle clearance in the
This is due to the drift factor inherent in IRS. The primary area of the final approach segment is 75 m
exact amount of time that the IRS system may be (246 ft).
used depends on its certification and the navigation
3.9.3 Waypoints in the final approach
accuracy to which the procedure has been designed.
The maximum flight times which are acceptable for 3.9.3.1 The FAF is defined by a fly-by way-
the different phases of flight appear in Table II-3-2-1. point.
3.9.3.2 A flyover waypoint is also provided at
Table II-3-2-1. Maximum flight times under IRS
the runway threshold.
Flight Phase Time (minutes)
Enroute 50
TMA 25
Approach 12
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3.10 MISSED APPROACH SEGMENT

3.10.1 The missed approach waypoint (MAPt) is
defined by a flyover waypoint. From the earliest MAPt,
the area splays at 15° on each side of the missed
approach track, at least until the SOC is reached. This
allows for the limitations of some RNAV systems, and
the pilot’s workload at the beginning of the missed
approach phase.
3.10.2 A missed approach holding fix (MAHF)
defines the end of the missed approach segment. It is
located at or after the point where the aircraft, climb-
ing at the minimum prescribed gradient, reaches the
minimum altitude for enroute or holding, whichever
is appropriate.

ARRIVAL AND APPROACH
PROCEDURES BASED ON GBAS
No arrival criteria specifically designed for GBAS
exist. Arrival operations based upon basic GNSS
or SBAS may be flown by aircraft with a navigation
system that is compatible with the optional GBAS
positioning service. Such operations may not be
flown using a navigation system meeting only the
minimum GBAS avionics requirements, unless it is
also equipped with basic GNSS or SBAS avionics as
appropriate.
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FLIGHT PROCEDURES (DOC 8168) - APPROACH PROCEDURES

WITH VERTICAL GUIDANCE
1 APV/BARO-VNAV APPROACH gin when the lateral navigation system is not certifi-
PROCEDURES cated to ensure the aircraft will arrive within the Annex
14 inner approach, inner transitional and balked land-
NOTE: Barometric vertical navigation (baro-VNAV) is
ing surfaces (extended as necessary above the inner
a navigation system that presents to the pilot com-
horizontal surface to OCH) with a high degree of prob-
puted vertical guidance referenced to a specified ver-
ability.
tical path angle (VPA), normally 3°. The computer-
resolved vertical guidance is based on barometric 1.2 SYSTEM PERFORMANCE
altitude and is specified as a VPA from reference
datum height (RDH). 1.2.2 Atmospheric effects
1.2.2.1 Atmospheric errors associated with
1.1 GENERAL non-standard temperatures are considered in the
1.1.1 Procedure classification design of the approach obstacle clearance surface.
When temperatures are lower than standard, the
1.1.1.1 The information in this section
aircraft’s true altitude will be lower than its barometric
refers only to the procedures designed using
indicated altitudes.
APV/baro-VNAV criteria found in Volume II. Part
III, Section 3, Chapter 4. APV/baro-VNAV approach 1.2.2.2 Most existing VNAV systems do not
procedures are classified as instrument approach correct for non-standard temperatures. At tempera-
procedures in support of approach and landing oper- tures below standard, these errors can be significant
ations with vertical guidance. Such procedures are and increase in magnitude as altitude above the sta-
promulgated with a decision altitude/height (DA/H). tion increases. The gradient of the approach obstacle
They should not be confused with classical non-pre- clearance surface is reduced as a function of the min-
cision approach (NPA) procedures, which specify imum temperature promulgated for the procedure.
a minimum descent altitude/height (MDA/H) below
1.2.3 Along-track position uncertainty
which the aircraft must not descend.
All RNAV systems have some amount of along-track
1.1.1.2 APV/baro-VNAV procedures pro- error. This along-track uncertainty can mean that the
vide a greater margin of safety than non-precision VNAV system will start the descent too early and
approach procedures by providing for a guided, result in an error in the vertical path. This is com-
stabilized descent to landing. They are particularly pensated for in procedure design by relocating the
relevant to large commercial jet transport aircraft, for threshold level origin of the approach obstacle clear-
which they are considered safer than the alternative ance surface.
technique of an early descent to minimum altitudes.
An independent altimeter cross-check which is avail- 1.2.4 Flight technical error (FTE)
able for ILS, MLS, GLS, APV I/II or CAT I is not Flight technical error (FTE) is assumed to be con-
available with APV/baro-VNAV since the altimeter tained within the standard non-precision margin of 75
is also the source on which the vertical guidance m (246 ft). This is added below the VPA before the
is based. Mitigation of altimeter failures or incorrect obstacle clearance surface is adjusted for cold tem-
settings shall be accomplished by means of standard perature and along-track error.
operating procedures similar to those applied to
1.2.5 Other system errors
non-precision approach procedures.
Other errors include static source error, non-homoge-
1.1.1.3 However, the inaccuracies inherent in nous weather phenomena and latency effects. These
barometric altimeters, combined with the certificated are insignificant compared with the other errors
performance of the specific area navigation (RNAV) already addressed and are considered as contained
mode used, make these procedures less accurate within the existing margin.
than precision approach systems. In particular, with
certain systems the aircraft may not arrive within the 1.2.6 Blunder errors
Annex 14 obstacle-free surfaces, and the pilot should Application of an incorrect or out-of-fate altimeter set-
consider this possibility when making the decision to ting, either by air traffic control of the pilot, is possi-
land at DA/H. ble and must be prevented by appropriate operational
techniques.
1.1.1.4 The lateral portions of APV/baro-
VNAV criteria are based on RNAV non-preci- 1.3 EQUIPMENT REQUIREMENTS
sion criteria. However, the FAF is not part of the 1.3.1 APV/baro-VNAV procedures are intended
APV/baro-VNAV procedure and is replaced by a for use by aircraft equipped with flight management
final approach point, although the RNAV FAF may systems (FMS) or other RNAV systems capable of
be used as a final approach course fix in database computing baro-VNAV paths and displaying the rele-
design. Similarly, the MAPt is replaced by an aircraft vant deviations on the instrument display.
category dependent DA/H.
1.4 OPERATIONAL CONSTRAINTS
1.1.1.5 The APV/baro-VNAV minimum DH is
75 m (246 ft) plus a height loss margin. However, this 1.4.1 Pilots are responsible for any necessary
minimum DH limit must be increased by the opera- cold temperature corrections to all published mini-
tor to at least 90 m (295 ft) plus a height loss mar- mum altitudes/heights. This includes:
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WITH VERTICAL GUIDANCE q$i
a. the altitudes/heights for the initial and intermedi- must be suitably located and have sufficient sensitiv-
ate segment(s); ity to enable the pilot to limit vertical path excursions
b. the DA/H; and to less than:
c. subsequent missed approach altitudes/heights. a. +30 m (+100 ft); and
NOTE: The final approach path vertical angle (VPA) b. -15 m (-50 ft)
is safeguarded against the effects of low temperature from the VPA.
by the design of the procedure.
1.4.5.2 Vertical path deviation
1.4.2 Temperatures below the promulgated Where equipment does not meet these criteria, an
minimum operational assessment and specific flight crew pro-
Baro-VNAV procedures are not permitted when the cedures may be required for the approval of baro-
aerodrome temperature is below the promulgated VNAV operations. This may include requirements for
minimum aerodrome temperature for the proce- the availability and use of a flight director or autopilot
dure, unless the flight management system (FMS) system.
is equipped with approved cold temperature com-
1.4.6 The LNAV FAF and MAPt are used for
pensation for the final approach. In this case, the
coding purposes for the baro-VNAV procedure and
minimum temperature can be disregarded provided
are not intended to inhibit descent at the FAP or to
it is within the minimum certificated temperature
restrict DA/H.
limits for the equipment. Below this temperature,
and for aircraft that do not have FMS equipped with 2 AREA NAVIGATION (RNAV)
approved cold temperature compensation for the
final approach, an LNAV procedure may still be used
ARRIVAL AND APPROACH
provided that: PROCEDURES BASED ON SBAS
a. a conventional RNAV non-precision procedure 2.2 SBAS PROCEDURE DESIGN
and APV/LNAV OCA/H are promulgated for the CONSIDERATIONS
approach; and
2.2.1 SBAS operations are based on the follow-
b. the appropriate cold temperature altimeter cor- ing design criteria:
rection is applied to all minimum promulgated
a. LNAV: Basic GNSS criteria;
altitudes/heights by the pilot.
b. LNAV/VNAV: Baro-VNAV criteria; and
1.4.3 Vertical path angle (VPA)
c. APV: Specific APV-I and II criteria.
deviation table
Published temperature restrictions for barometric
1.4.3.1 A VPA deviation table provides an
VNAV procedures do not apply to SBAS approach
aerodrome temperature with an associated true ver-
operations.
tical path angle. This table is intended to advise flight
crews that, although the non-temperature-compen- 2.2.2 Publication and minima line descrip-
sated aircraft’s avionics system may be indicating tion for APV. The charted minima lines associated
the promulgated final approach vertical path angle, with SBAS APV-I or APV-II performance levels are
the actual vertical path angle is different form the labeled “LPV” (localizer performance with vertical
information presented to them by the aircraft avion- guidance). This labeling is consistent with existing
ics system. This table is not intended to have the SBAS avionics standard annunciations and indicates
pilot adjust the VPA flown to achieve the actual that the lateral performance is equivalent to an ILS
promulgated vertical path angle, nor is it meant to localizer lateral performance.
affect those avionics systems that have a capacity
to properly apply temperature compensation to a 2.3 MISSED APPROACH WITH TURNING
baro-derived final approach VPA. Non-compensated POINT PRIOR TO THRESHOLD
baro-VNAV guidance should not be flown when the 2.3.1 Normally, the MAPt is located at the
aerodrome temperature is below the lowest promul- LTP/FTP for NPA and when arriving at the DA for
gated temperature. vertically guided approaches. To accommodate pro-
cedures requiring a missed approach turning point
1.4.4 Altimeter setting
prior to the runway threshold, the MAPt can be
Baro-VNAV procedures shall only be flown with: located at the missed approach turning point. For
a. a current local altimeter setting source available; a vertically guided procedure, the distance prior to
and threshold where the missed approach turning point
b. the QNH/QFE, as appropriate, set on the air- is located is limited by the FTP crossing height (TCH
craft’s altimeter. value).
Procedures using a remote altimeter setting source 2.4.2 Procedure identification. SBAS proce-
cannot support a baro-VNAV approach. dures are RNAV procedures and shall be identified
as follows: RNAV (GNSS) RWY XX.
1.4.5 Vertical guidance sensitivity
1.4.5.1 The baro-VNAV vertical guidance dis- 2.4.3 Charting of SBAS minima lines. Minima
play sensitivity varies with different equipment. How- lines associated with SBAS APV I/II performance as
ever, cockpit displays showing vertical path deviation defined in Annex 10 are charted as LPV (localizer
performance with vertical guidance).
q$z

WITH VERTICAL GUIDANCE q$i
2.4.4 Charting of an SBAS channel number.

SBAS APV procedures can be selected through
the use of a channel number. This five-digit number
is included in the final approach segment (FAS)
data block in the procedure database and shall be
charted. Alternatively, the procedure can be selected
through the use of a menu-driven selection process.
2.4.5 Charting of the SBAS approach ID. The
FAS data block also includes an SBAS approach ID.
This ID consists of four alphanumeric characters (e.g.
S24A). This would imply an SBAS (S) procedure to
runway 24 (24) and it is the first (A) SBAS procedure
to this runway. Charting of the approach ID is the
equivalent of charting the identity of a conventional
navigation aid.
2.4.6 Non-applicability of the charted temper-
ature restriction for SBAS LNAV/VNAV procedures.
Charted barometric VNAV temperature restrictions
do not apply when vertical guidance is provided by
SBAS.
2.4.7 Reduced level of SBAS NOTAM service.
A reduced level of SBAS NOTAM service can be
provided at specific area edge locations without
overburdening the NOTAM system. Since degrada-
tion of SBAS lateral service to HPL values greater
than 556 meters is extremly unlikely, the reduced
SBAS NOTAM service monitors SBAS lateral perfor-
mance only at these locations.
2.4.8 Promulgation of information concerning
SBAS NOTAM service. The information that has to
be promulgated to the pilot, is the identification of
the level of SBAS NOTAM service that is provided in
specific locations. The State is responsible to identify
the level of SBAS NOTAM service that is available.
q$z

FLIGHT PROCEDURES (DOC 8168) - PRECISION APPROACH PROCEDURES

1 GBAS PRECISION APPROACH

PROCEDURES
1.1 APPROACH CONDUCT
A precision approach using GBAS is selected by use
of a channel number in the airborne equipment. The
GBAS precision approach is carried out in a manner
very similar to an ILS precision approach by using lat-
eral guidance on the intermediate segment until inter-
cepting the glide path, whereupon vertical guidance
is initiated and continued, along with lateral guidance,
for landing.
1.2 GBAS APPROACH DISPLAY
CRITERIA
1.2.1 GBAS provides precision approach ser-
vice equivalent to ILS Category I approach service.
Minimum required GBAS display functionality is
equivalent to ILS. GBAS continuously provides very
accurate distance to landing threshold information.
System failure display and annunciation are equiva-
lent to ILS.
1.2.2 The GBAS path is defined differently from
an ILS path. Data defining the path, including the
glide path, lateral sector width, lateral sensitivity
and other characteristics of the guidance sector, are
transmitted by ground equipment to the airborne
system using a high-integrity digital data message.
The digital message defines the final approach seg-
ment (FAS) path and guidance characteristics. The
airborne system geometrically calculates the path
and defines the guidance characteristics specified
in the transmitted digital data. The airborne system
generates guidance with characteristics similar to
other precision approach systems such as ILS that
transmit electronic beams for the aircraft equipment
to track.
1.4 PUBLICATION
The instrument approach chart for a GBAS approach
procedure is identified by the title GLS RWY XX.
q$z

FLIGHT PROCEDURES (DOC 8168) - RNAV HOLDING

1 GENERAL 1.3.5.1 Outbound leg defined by timing. Out-

bound timing begins when turn to outbound is com-
1.1 INTRODUCTION pleted or abeam the waypoint, whichever occurs later.
1.1.2 Holding functionality varies across differ-
ent RNAV systems. 1.3.5.2 Outbound leg defined by an RNAV dis-
tance from the waypoint. When the end of the out-
1.1.3 The RNAV holding pattern design criteria bound leg is defined by an RNAV distance from the
protect all types of RNAV systems. holding waypoint (WD), the outbound leg terminates
as soon as the distance is reached.
1.2 AIRCRAFT EQUIPPED WITH
RNAV SYSTEMS WITH HOLDING 1.4 Conventional holding patterns may be flown
FUNCTIONALITY with the assistance of an RNAV system. In this case,
the RNAV system has no other function than to pro-
1.2.1 These systems are approved by the State
vide guidance for the autopilot or flight director. The
of the Operator for the appropriate level of RNAV
pilot remains responsible for ensuring that the aircraft
operations and may be used to carry out RNAV hold-
complies with the speed, bank angle, timing and dis-
ing.
tance assumptions contained in chapter Holding Cri-
1.2.2 Holding waypoints and supporting data teria.
contained in the navigation database are calculated
and promulgated by the State authority. Holding 1.5 PILOT RESPONSIBILITIES
waypoints may also be input by the operator or crew 1.5.1 When RNAV equipment is used for
for some applications (e.g. RNAV 5) when identified non-RNAV holding procedures, the pilot shall verify
in OPS approval documentation. Any errors intro- positional accuracy at the holding fix on each pas-
duced from the navigation database or manual entry sage of the fix.
will affect the computed position. The pilot should
cross-check the waypoint position using VOR/DME 2 HOLDING PATTERNS
fix information where this is available. 2.2 RNAV holding may be conducted in specifi-
cally designed holding patterns. These holding pat-
1.3 AIRCRAFT EQUIPPED WITH RNAV terns utilize the criteria and flight procedure assump-
SYSTEMS WITHOUT HOLDING tions of conventional holding with orientations that are
FUNCTIONALITY referenced to a track to a waypoint. These holding
1.3.1 For aircraft equipped with RNAV systems patterns assume that the aircraft is approved for the
without any holding functionality, it is possible to fly a RNAV application associated with the holding pat-
published RNAV holding procedure overhead a way- tern and is being operated in accordance with that
point manually. approval (e.g. RNAV 5, RNP 4, RNAV 2, RNAV 1,
Basic RNP 1, RNP APCH).
1.3.2 The holding waypoint is retrieved from
the database or input by the flight crew. The desired 2.3 RNAV area holding is specified by an area
inbound course and the end of the outbound shall be holding waypoint and an associated circle. The radius
published by the State. The pilot should cross-check of this circle is always such that the pilot may select
the waypoint position using VOR/DME fix information any inbound track to the fix and join and follow a stan-
where this is available. dard left or right holding pattern based on the fix and
selected track. Alternatively, any other pattern may be
1.3.3 The pilot shall fly the holding manually by flown, which will remain within the specified area.
at least:
a. changing the automatic sequencing of waypoint 3 HOLDING ENTRY
to manual; Except where it is published that specific entries are
b. designating the holding waypoint as active required, entries into an RNAV holding pattern are the
(Direct to); same as for conventional holding.
c. selecting the desired inbound course (by means
of numerical keypad entry, HSI course pointer,
or CDI omnidirectional bearing selector (OBS))
to the designated holding waypoint.
1.3.4 This type of holding will be flown manu-
ally and RNAV track guidance is provided only on the
inbound track.
NOTE: The holding waypoint may not be charted as
a flyover waypoint, but the pilot and/or aircraft navi-
gation system is expected to treat the waypoint as a
flyover waypoint while flying the holding.
1.3.5 The end of the outbound leg of the holding
is defined by timing or by a distance from the holding
waypoint (WD) provided by the RNAV system.
q$z

FLIGHT PROCEDURES (DOC 8168) - ENROUTE


AND RNP-BASED EN-ROUTE
PROCEDURES
1.1 STANDARD CONDITIONS
1.1.1 The general criteria for VOR and NDB
routes apply except that the area has a constant
width and no angular limits.
1.1.2 The standard assumptions on which
enroute RNAV/RNP procedures are developed are:
a. the fix tolerance area of the waypoint is a circle
of radius equal to the enroute RNP;
b. the system provides information which the pilot
monitors and uses to intervene and thus limit
excursions of the FTT to values within those
taken into account during the system certifica-
tion process; and
c. enroute procedures are normally based on RNP
4 or higher. Where necessary and appropriate,
they may be based on RNP 1.
1.2 DEFINITION OF TURNS
1.2.1 Turns in an RNAV route only allow the use
of fly-by waypoints.
1.2.2 There are two kinds of turns for RNP
routes:
a. the turn at a fly-by waypoint ; and
b. the controlled turn. For this kind of turn, used on
RNP 1 routes, the radius of turn is:
1. 28 km (15 NM) at and below FL 190; and
2. 41.7 km (22.5 NM) at and above FL 200.
q$z

FLIGHT PROCEDURES (DOC 8168) - ALTIMETER SETTING PROCEDURE

1 INTRODUCTION TO ALTIMETER 1.3 These procedures apply to all IFR flights and
SETTING PROCEDURES to other flights which are operating at specific cruising
levels in accordance with Annex 2 - Rules of the Air or
1.1 These procedures describe the method for
the Procedures for Air Navigation Services - Air Traffic
providing adequate vertical separation between air-
Management (PANS-ATM, Doc 4444) or the Regional
craft and for providing adequate terrain clearance
Supplementary Procedures (Doc 7030).
during all phases of a flight. This method is based on
the following basic principles: 2 BASIC ALTIMETER SETTING
a. States may specify a fixed altitude known as the REQUIREMENTS
transition altitude. In flight, when an aircraft is at
or below the transition altitude, its vertical posi- 2.1 GENERAL
tion is expressed in terms of altitude, which is 2.1.1 System of flight levels
determined from an altimeter set to sea level
pressure (QNH). 2.1.1.1 Flight level zero shall be located at the
atmospheric pressure level of 1013.2 hPa. Consec-
b. In flight above the transition altitude, the verti- utive flight levels shall be separated by a pressure
cal position of an aircraft is expressed in terms interval corresponding to at least 500 ft (152.4 m) in
of flight levels, which are surfaces of constant the standard atmosphere.
atmospheric pressure based on an altimeter set-
ting of 1013.2 hPa. 2.1.2 Transition altitude
c. The change in reference from altitude to flight 2.1.2.1 A transition altitude shall normally be
levels, and vice versa, is made: specified for each aerodrome by the State in which
1. at the transition altitude, when climbing; the aerodrome is located.
and 2.1.2.2 Where two or more closely spaced
2. at the transition level, when descending. aerodromes are located so that coordinated pro-
d. The transition level may be nearly coincident cedures are required, a common transition altitude
with the transition altitude to maximize the num- shall be established. This common transition altitude
ber of flight levels available. Alternatively, the shall be the highest that would be required if the
transition level may be located 300 m (or 1000 aerodromes were considered separately.
ft) above the transition altitude to permit the tran- 2.1.2.4 The height above the aerodrome of
sition altitude and the transition level to be used the transition altitude shall be as low as possible but
concurrently in cruising flight, with vertical sepa- normally not less than 900 m (3000 ft).
ration ensured. The airspace between the tran-
sition level and the transition altitude is called the 2.1.2.5 The calculated height of the transition
transition layer. altitude shall be rounded up to the next full 300 m
(1000 ft).
e. Where no transition altitude has been estab-
lished for the area, aircraft in the en-route phase 2.1.2.7 Transition altitudes shall be published
shall be flown at a flight level. in aeronautical information publications and shown
f. The adequacy of terrain clearance during any on the appropriate charts.
phase of a flight may be maintained in any 2.1.3 Transition level
of several ways, depending upon the facilities 2.1.3.1 States shall make provision for the
available in a particular area. The recommended determination of the transition level to be used at any
methods in the order of preference are: given time at each of their aerodromes.
1. the use of current QNH reports from an
adequate network of QNH reporting sta- 2.1.3.2 Where two or more closely spaced
tions; aerodromes are located so that coordinated proce-
dures and a common transition altitude are required,
2. the use of such QNH reports as are avail- a common transition level shall also be used at those
able, combined with other meteorological aerodromes.
information such as forecast lowest mean
sea level pressure for the route or portions 2.1.4 References to vertical position
thereof; and 2.1.4.1 The vertical position of aircraft oper-
3. where relevant current information is not ating at or below the transition altitude shall be
available, the use of values of the lowest expressed in terms of altitude. Vertical position at or
altitudes or flight levels, derived from clima- above the transition level shall be expressed in terms
tological data. of flight levels. This terminology applies during:
g. During the approach to land, terrain clearance a. climb;
may be determined by using: b. en-route flight; and
1. the QNH altimeter setting (giving altitude); c. approach and landing
or 2.1.4.2 Passing through the transition layer
2. under specified circumstances a QFE set-
ting (giving height above the QFE datum). While passing through the transition layer, vertical
position shall be expressed in terms of:
q$z

FLIGHT PROCEDURES (DOC 8168) - ALTIMETER SETTING PROCEDURE q$i
a. flight levels when climbing; and a. With the aircraft at a known elevation on the
b. altitude when descending. aerodrome, set the altimeter pressure scale to
the current QNH setting.
2.2 TAKE-OFF AND CLIMB b. Vibrate the instrument by tapping unless
A QNH altimeter setting shall be made available to mechanical vibration is provided. A service-
aircraft in taxi clearance prior to take-off. able altimeter indicates the elevation of the
point selected, plus the height of the altimeter
2.3 EN ROUTE
above this point, within a tolerance of:
2.3.2 Terrain clearance 1. ±20 m or 60 ft for altimeters with a test
2.3.2.1 QNH altimeter setting reports should range of 0 to 9000 m (0 to 30000 ft); and
be provided from sufficient locations to permit deter- 2. ±25 m or 80 ft for altimeters with a test
mination of terrain clearance with an acceptable range of 0 to 15000 m (0 to 50000 ft).
degree of accuracy.
QFE Setting
2.3.2.2 For areas where adequate QNH a. With the aircraft at a known elevation on the
altimeter setting reports cannot be provided, the aerodrome, set the altimeter pressure scale to
appropriate authorities shall provide the information the current QFE setting.
required to determine the lowest flight level which will
b. Vibrate the instrument by tapping unless
ensure adequate terrain clearance. This information
mechanical vibration is provided. A serviceable
shall be made available in the most usable form.
altimeter indicates the height of the altimeter
2.4 APPROACH AND LANDING in relation to the QFE reference point, within a
2.4.1 The QNH altimeter setting shall be made tolerance of:
available to aircraft in approach clearances and in 1. ±20 m or 60 ft for altimeters with a test
clearances to enter the traffic circuit. range of 0 to 9000 m (0 to 30000 ft); and
2.4.2 A QFE altimeter setting, clearly identified 2. ±25 m or 80 ft for altimeters with a test
as such, should be made available in approach and range of 0 to 15000 m (0 to 50000 ft).
landing clearances. This should be available on 3.3 TAKE-OFF AND CLIMB
request or on a regular basis, in accordance with
3.3.1 Before taking off, one altimeter shall be set
local arrangements.
on the latest QNH altimeter setting for the aerodrome.
2.4.3 References to vertical positioning
3.3.2 During climb to, and while at the tran-
after approach clearance
sition altitude, references to the vertical position of
After approach clearance has been issued and the the aircraft in air-ground communications shall be
descent to land is begun, the vertical positioning of an expressed in terms of altitudes.
aircraft above the transition level may be by reference
to altitudes (QNH) provided that level flight above the 3.3.3 On climbing through the transition altitude,
transition altitude is not indicated or anticipated. the reference for the vertical position of the aircraft
shall be changed from altitudes (QNH) to flight levels
2.5 MISSED APPROACH (1013.2 hPa), and thereafter the vertical position shall
The relevant parts of 2.2, “Take-off and climb”, 2.3, be expressed in terms of flight levels.
“En route”, and 2.4, “Approach and landing” shall
3.4 EN ROUTE
apply in the event of a missed approach.
3.4.1 Vertical separation
3 PROCEDURES FOR OPERATORS 3.4.1.1 During en-route flight at or below
AND PILOTS the transition altitude, an aircraft shall be flown
3.1 FLIGHT PLANNING at altitudes. References to the vertical position of
the aircraft in air-ground communications shall be
3.1.1 The levels at which a flight is to be con- expressed in terms of altitudes.
ducted shall be specified in a flight plan:
a. as flight levels if the flight is to be conducted at 3.4.1.2 During en-route flight at or above
or above the transition level (or the lowest usable transition levels or the lowest usable flight level,
flight level, if applicable); and whichever is applicable, an aircraft shall be flown at
flight levels. References to the vertical position of
b. as altitudes if the flight is to be conducted at or the aircraft in air-ground-communications shall be
below the transition altitude. expressed in terms of flight levels.
3.2 PRE-FLIGHT OPERATIONAL TEST 3.5 APPROACH AND LANDING
The following test should be carried out in an air- 3.5.1 Before beginning the initial approach to an
craft by flight crew members before flight. Flight crews aerodrome, the number of the transition level shall be
should be advised of the purpose of the test and the obtained.
manner in which it should be carried out. They should
also be given specific instructions on the action to be 3.5.2 Before descending below the transition
taken based on the test results. level, the latest QNH altimeter setting for the aero-
drome shall be obtained.
QNH Setting
q$z

3.5.3 As the aircraft descends through the tran- the lowest usable flight level is the responsibility of
sition level, the reference for the vertical position of the pilot-in-command. Current or forecast QNH and
the aircraft shall be changed from flight levels (1013.2 temperature values should be taken into account.
hPa) to altitudes (QNH). From this point on, the verti-
4.1.5.2 It is possible that altimeter corrections
cal position of the aircraft shall be expressed in terms
below controlled airspace may accumulate to the
of altitudes.
point where the aircraft’s position may impinge on a
3.5.4 When an aircraft which has been given a flight level or assigned altitude in controlled airspace.
clearance as number one to land is completing its The pilot-in-command must then obtain clearance
approach using QFE, the vertical position of the air- from the appropriate control agency.
craft shall be expressed in terms of the height above
the aerodrome datum which was used in establishing 4.2 PRESSURE CORRECTION
obstacle clearance height (OCH). All subsequent ref- 4.2.1 Flight levels
erences to vertical position shall be made in terms of When flying at levels with the altimeter set to 1013.2
height. hPa, the minimum safe altitude must be corrected
4 ALTIMETER CORRECTIONS for deviations in pressure when the pressure is lower
than the standard atmosphere (1013 hPa). An appro-
NOTE: This chapter deals with altimeter corrections priate correction is 10 m (30 ft) per hPa below 1013
for pressure, temperature and, where appropriate, hPa. Alternatively, the correction can be obtained
wind and terrain effects. The pilot is responsible for from standard correction graphs or tables supplied
these corrections except when under radar vectoring. by the operator.
In that case, the radar controller issues clearances
such that the prescribed obstacle clearance will exist 4.2.2 QNH/QFE
at all times, taking the cold temperature correction When using the QNH or QFE altimeter setting (giving
into account. altitude or height above QFE datum respectively), a
pressure correction is not required.
4.1 RESPONSIBILITY
4.1.1 Pilot’s responsibility 4.3 TEMPERATURE CORRECTION
The pilot-in-command is responsible for the safety of 4.3.1 Requirement for temperature
the operation and the safety of the aeroplane and correction
of all persons on board during flight time (Annex 6, The calculated minimum safe altitudes/heights must
4.5.1). This includes responsibility for obstacle clear- be adjusted when the ambient temperature on the
ance, except when an IFR flight is being vectored by surface is much lower than that predicted by the
radar. standard atmosphere. In such conditions, an approx-
4.1.2 Operator’s responsibility imate correction is 4 per cent height increase for
every 10°C below standard temperature as mea-
The operator is responsible for establishing minimum sured at the altimeter setting source. This is safe for
flight altitudes, which may not be less than those all altimeter setting source altitudes for temperatures
established by States that are flown over (Annex above -15°C.
6, 4.2.6). The operator is responsible for specifying
a method for determining these minimum altitudes 4.3.2 Tabulated corrections
(Annex 6, 4.2.6). Annex 6 recommends that the For colder temperatures, a more accurate correc-
method should be approved by the State of the Oper- tion should be obtained from Tables III-1-4-1 a) and
ator and also recommends the factors to be taken III-1-4-1 b). These tables are calculated for a sea
into account. level aerodrome. They are therefore conservative
4.1.3 State’s responsibility when applied at higher aerodromes.
Annex 15, Appendix 1 (Contents of Aeronautical 4.3.4 Accurate corrections
Information Publication), indicates that States should 4.3.4.1 For occasions when a more accu-
publish in Section GEN 3.3.5, “The criteria used rate temperature correction is required, this may be
to determine minimum flight altitudes”. If nothing is obtained from Equation 24 of the Engineering Sci-
published, it should be assumed that no corrections ences Data Unit (ESDU) publication, Performance,
have been applied by the State. Volume 2, Item Number 7702. This assumes an
4.1.4 Air traffic control (ATC) off-standard atmosphere.
If an aircraft is cleared by ATC to an altitude which the
pilot-in-command finds unacceptable due to low tem-
perature, then the pilot-in-command should request a
higher altitude. If such a request is not received, ATC
will consider that the clearance has been accepted 1243256021000
and will be complied with.

where:
4.1.5 Flights outside controlled airspace
hPAirplane = aircraft height above aerodrome (pres-
4.1.5.1 For IFR flights outside controlled
sure)
airspace, including flights operating below the lower
limit of controlled airspace, the determination of hGAirplane = aircraft height above aerodrome (geopo-
tential)
q$z

tstd = temperature deviation from the International b. the flight is within 19 km (10 NM) of terrain
Standard Atmosphere (ISA) temperature having a maximum elevation exceeding 900 m
(3000 ft).
L0 = standard temperature lapse rate with pressure
altitude in the first layer (sea level to tropopause) of 4.5 MOUNTAINOUS TERRAIN -
the ISA TERMINAL AREAS
t0 = standard temperature at sea level 4.5.1 The combination of strong winds and
mountainous terrain can cause local changes in
4.3.6 Small corrections
atmospheric pressure due to the Bernoulli effect.
For practical operational use, it is appropriate to apply This occurs particularly when the wind direction is
a temperature correction when the value of the cor- across mountain crests or ridges. It is not possible
rection exceeds 20 per cent of the associated mini- to make an exact calculation, but theoretical stud-
mum obstacle clearance (MOC). ies (CFD Norway, Report 109.1989) have indicated
4.4 MOUNTAINOUS AREAS - EN ROUTE altimeter errors as shown in Tables III-1-4-4 and
III-1-4-5. Although States may provide guidance, it is
The MOC over mountainous areas is normally up to the pilot-in-command to evaluate whether the
applied during the design of routes and is stated in combination of terrain, wind strength and direction
State aeronautical information publications. How- are such as to make a correction for wind necessary.
ever, where no information is available, the margins
in Tables III-1-4-2 and III-1-4-3 may be used when: 4.5.2 Corrections for wind speed should be
a. the selected cruising altitude or flight level or applied in addition to the standard corrections for
one engine inoperative stabilizing altitude is at pressure and temperature, and ATC should be
or close to the calculated minimum safe altitude; advised.
and
Table III-1-4-1 a). Values to be added by the pilot to minimum promulgated heights/altitudes (m)
Aerodrome Height above the elevation of the altimeter setting source (metres)
temperature
(°C) 60 90 120 150 180 210 240 270 300 450 600 900 1200 1500
0 5 5 10 10 10 15 15 15 20 25 35 50 70 85
–10 10 10 15 15 25 20 25 30 30 45 60 90 120 150
–20 10 15 20 25 25 30 35 40 45 65 85 130 170 215
–30 15 20 25 30 35 40 45 55 60 85 115 170 230 285
–40 15 25 30 40 45 50 60 65 75 110 145 220 290 365
–50 20 30 40 45 55 65 75 80 90 135 180 270 360 450
Table III-1-4-1 b). Values to be added by the pilot to minimum promulgated heights/altitudes (ft)
Aerodrome Height above the elevation of the altimeter setting source (feet)
temperature
(°C) 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
–10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
–20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
–30 40 60 80 100 120 140 150 170 190 280 380 570 760 950
–40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
–50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500
Table III-1-4-2/3. Margin in mountainous areas Table III-1-4-4/5. Altimeter error due to wind speed
Terrain variation MOC Wind speed Altimeter error
Between 3000 ft and 1476 ft 20 kt (37 km/h) 53 ft (17 m)
5000 ft (450 m) 40 kt (74 km/h) 201 ft (62 m)
(900 m and 1500 m) 60 kt (111 km/h) 455 ft (139 m)
Greater than 5000 ft 1969 ft 80 kt (148 km/h) 812 ft (247 m)
(1500 m) (600 m)
q$z

FLIGHT PROCEDURES (DOC 8168) - SIMULTANEOUS OPERATIONS ON PARALLEL

OR NEAR-PARALLEL INSTRUMENT RUNWAYS
1 MODES OF OPERATION 1.3 EQUIPMENT REQUIREMENTS

1.2 MODES OF OPERATION 1.3.1 Airborne avionics
1.2.1 There can be a variety of modes of opera- Normal instrument flight rules (IFR) avionics including
tion associated with the use of parallel or near-parallel full ILS or MLS capability are required for conducting
instrument runways. parallel approaches.
1.2.1.1 Modes 1 and 2 - Simultaneous parallel 1.5 VECTORING TO THE ILS
instrument approaches LOCALIZER COURSE OR MLS
There are two basic modes of operation for FINAL APPROACH TRACK
approaches made to parallel runways: 1.5.1 When simultaneous independent parallel
a. Mode 1, Independent parallel approaches: In approaches are in progress, the following apply:
this mode, radar separation minima between a. The main objective is that both aircraft be estab-
aircraft using adjacent ILS and/or MLS are not lished on the ILS localizer course or MLS final
prescribed; and approach track before the 300 m (1000 ft) verti-
b. Mode 2, Dependent parallel approaches: In this cal separation is reduced; and
mode, radar separation minima between air- b. All approaches regardless of weather conditions
craft using adjacent ILS and/or MLS are pre- shall be radar-monitored. Control instructions
scribed. and information necessary to ensure separa-
1.2.1.2 Mode 3 - Simultaneous instrument tion between aircraft and to ensure that aircraft
departures do not enter the NTZ shall be issued. The air
traffic control procedure will be to vector arriv-
Mode 3, Independent parallel departures: In this ing aircraft to one or the other of the paral-
mode, aircraft are departing in the same direction lel ILS localizer courses and/or the MLS final
from parallel runways simultaneously. approach tracks. When cleared for an ILS or
1.2.1.3 Mode 4 - Segregated parallel MLS approach, a procedure turn is not permit-
approaches/departures ted.
c. When vectoring to intercept the ILS localizer
Mode 4, Segregated parallel operations: In this mode,
course or MLS final approach track, the final
one runway is used for approaches, and one runway
vector shall be such as to:
is used for departures.
1. allow the aircraft to intercept the ILS local-
1.2.1.4 Semi-mixed and mixed operations izer course or MLS final approach track at
1.2.1.4.1 In the case of parallel approaches an angle not greater than 30 degrees; and
and departures, there may be semi-mixed operations. 2. provide at least 2 km (1.0 NM) straight and
In this scenario: level flight prior to ILS localizer course or
a. one runway is used exclusively for departures, MLS final approach track intercept. The
while the other runway accepts a mixture of vector shall also be such as to enable the
approaches and departures; or aircraft to be established on the ILS local-
izer course or MLS final approach track
b. one runway is used exclusively for approaches
in level flight for at least 3.7 km (2.0 NM)
while the other runway accepts a mixture of
prior to intercepting the ILS glide path or
approaches and departures.
specified MLS elevation angle.
1.2.1.4.2 There may also be mixed oper-
d. Each pair of parallel approaches will have a
ations, i.e. simultaneous parallel approaches with
“high side” and a “low side” for vectoring, to
departures interspersed on both runways.
provide vertical separation until aircraft are
1.2.2.1 Normal operating zone (NOZ) established inbound on their respective parallel
ILS localizer course and/or MLS final approach
1.2.2.1.1 This is airspace of defined dimen-
track. The low side altitude will normally be such
sions extending to either side of an ILS localizer
that the aircraft will be established on the ILS
course and/or MLS final approach track centre line. It
localizer course or MLS final approach track well
extends from the runway threshold to the point where
before ILS glide path or specified MLS elevation
aircraft are established on the centre line.
angle interception. The high side altitude will be
1.2.2.2 No transgression zone (NTZ) 300 m (1000 ft) above the low side.
In the context of independent parallel approaches, e. When the aircraft is assigned its final heading
this is a corridor of airspace at least 610 m (2000 ft) to intercept the ILS localizer course or MLS final
wide located centrally between the two extended run- approach track, it shall be advised of:
way centre lines. It extends from the nearer runway 1. its final heading to intercept the ILS local-
threshold to the point where 300 m (1000 ft) vertical izer course (or MLS final approach track);
separation is reduced. Penetration of the NTZ by an 2. the altitude to be maintained until both:
aircraft requires a controller intervention to manoeu-
vre any threatened aircraft on the adjacent approach.
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FLIGHT PROCEDURES (DOC 8168) - SIMULTANEOUS OPERATIONS ON PARALLEL

OR NEAR-PARALLEL INSTRUMENT RUNWAYS q$i
(a) the aircraft is established on the ILS h. If an aircraft that deviates substantially from
localizer centre line (or MLS final the ILS localizer course (or MLS final approach
approach track); and track) fails to take corrective action and pene-
(b) the aircraft has reached the ILS glide trates the NTZ, the aircraft on the adjacent ILS
path (or specified MLS elevation localizer course (or MLS final approach track)
angle) intercept point; and will be instructed to immediately climb and turn
to the assigned altitude and heading in order to
3. if required, clearance for the final approach.
avoid the deviating aircraft.
f. If an aircraft is observed to overshoot the ILS
localizer course or MLS final approach track dur- 1.7 TRACK DIVERGENCE
ing turn-to-final, the aircraft will be instructed to Simultaneous parallel operations require diverg-
return immediately to the correct track. Pilots ing tracks for missed approach procedures and
are not required to acknowledge these transmis- departures. When turns are prescribed to establish
sions or subsequent instructions while on final divergence, pilots shall begin the turns as soon as
approach unless requested to do so. practicable.
g. Once the 300 m (1000 ft) vertical separation
is reduced, the radar controller monitoring the
approach will issue control instructions if the air-
craft deviates substantially from the ILS localizer
course or MLS final approach track.
Figure III-2-1-1. Example of normal operating zones (NOZs) and no transgression zone (NTZ)
1243256024000
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FLIGHT PROCEDURES (DOC 8168) - SECONDARY SURVEILLANCE RADAR

(SSR) TRANSPONDER OPERATING PROCEDURES
1 OPERATION OF TRANSPONDERS vres, and through traffic advisories (TAs), which are
intended to prompt visual acquisition and to act as
1.1 GENERAL a warning that an RA may follow. TAs indicate the
1.1.1 When an aircraft carries a serviceable approximate positions of intruding aircraft that may
transponder, the pilot shall operate the transponder later cause resolution advisories. RAs propose ver-
at all times during flight, regardless of whether the tical manoeuvres that are predicted to increase or
aircraft is within or outside airspace where secondary maintain separation from threatening aircraft. ACAS
surveillance radar (SSR) is used for ATS purposes. I equipment is only capable of providing TAs, while
1.1.3 When the aircraft carries serviceable ACAS II is capable of providing both TAs and RAs. In
Mode C equipment, the pilot shall continuously oper- this chapter, reference to ACAS means ACAS II.
ate this mode, unless otherwise directed by ATC. 3.1.2 ACAS indications shall be used by pilots
1.1.5 When requested by ATC to “CONFIRM in the avoidance of potential collisions, the enhance-
SQUAWK [code]” the pilot shall: ment of situational awareness, and the active search
for, and visual acquisition of, conflicting traffic.
a. verify the Mode A code setting on the transpon-
der; 3.1.3 Nothing in the procedures specified in
b. reselect the assigned code if necessary; and 3.2 hereunder shall prevent pilots-in-command from
exercising their best judgment and full authority in
c. confirm to ATC the setting displayed on the con- the choice of the best course of action to resolve a
trols of the transponder. traffic conflict or avert a potential collision.
1.1.6 Pilots shall not SQUAWK IDENT unless
requested by ATC. 3.2 USE OF ACAS INDICATORS
The indications generated by ACAS shall be used by
1.2 USE OF MODE C pilots in conformity with the following safety consider-
Whenever Mode C is operated, pilots shall, in ations:
air-ground voice communications where level infor- a. pilots shall not maneuver their aircraft in
mation is required, give such information by stating response to traffic advisories (TAs) only;
their level to the nearest full 30 m or 100 ft as indi-
cated on the pilot’s altimeter. b. on receipt of a TA, pilots shall use all available
information to prepare for appropriate action if
1.3 USE OF MODE S an RA occurs; and
Pilots of aircraft equipped with Mode S having an air- c. in the event of an RA, pilots shall:
craft identification feature shall set the aircraft iden- 1. respond immediately by following the RA
tification in the transponder. This setting shall corre- as indicated, unless doing so would jeop-
spond to the aircraft identification specified in item 7 ardize the safety of the aeroplane;
of the ICAO flight plan, or, if no flight plan has been
2. follow the RA even if there is a conflict
filed, the aircraft registration.
between the RA and an air traffic control
1.7 TRANSPONDER FAILURE (ATC) instruction to manoeuvre;
PROCEDURES WHEN THE 3. not manoeuvre in the opposite sense to
CARRIAGE OF A FUNCTIONING an RA;
TRANSPONDER IS MANDATORY 4. as soon as possible, as permitted by flight
1.7.1 In case of a transponder failure after crew workload, notify the appropriate ATC
departure, ATC units shall attempt to provide for con- unit of any RA which requires a deviation
tinuation of the flight to the destination aerodrome in from the current ATC instruction or clear-
accordance with the flight plan. Pilots may, however, ance;
expect to comply with specific restrictions. 5. promptly comply with any modified RAs;
6. limit the alterations of the flight path to the
2 PHRASEOLOGY minimum extent necessary to comply with
2.2 PHRASEOLOGY USED BY PILOTS the RAs;
Pilots shall read back the mode and code to be set 7. promptly return to the terms of the ATC
when they acknowledge mode/code setting instruc- instruction or clearance when the conflict
tions. is resolved; and
8. notify ATC when returning to the current
3 OPERATION OF AIRBORNE clearance.
COLLISION AVOIDANCE SYSTEM NOTE 1: Procedures in regard to ACAS-
(ACAS) EQUIPMENT equipped aircraft and the phraseology to be
3.1.1 The information provided by an ACAS used for the notification of manoeuvres in
is intended to assist pilots in the safe operation of response to a resolution advisory are con-
aircraft by providing advice on appropriate action to tained in the PANS-ATM (Doc 4444), Chapters
reduce the risk of collision. This is achieved through 15 and 12 respectively.
resolution advisories (RAs), which propose manoeu-
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FLIGHT PROCEDURES (DOC 8168) - SECONDARY SURVEILLANCE RADAR

(SSR) TRANSPONDER OPERATING PROCEDURES q$i
NOTE 2: Where aircraft can provide auto- of climb or descent to the assigned altitude or flight
matic following of an RA when the autopilot is level when the pilot is made aware of another aircraft
engaged supported by a link between ACAS at or approaching an adjacent altitude or flight level,
and autopilot, the operational procedures in unless otherwise instructed by ATC. Some aircraft
items 4) and 8) still apply. have auto-flight systems with the capability to detect
the presence of such aircraft and adjust their vertical
3.3 HIGH VERTICAL RATE (HVR) rate accordingly. These procedures are intended to
ENCOUNTERS avoid unnecessary ACAS II resolution advisories in
Pilots should use appropriate procedures by which aircraft at or approaching adjacent altitudes or flight
an aeroplane climbing or descending to an assigned levels. For commercial operations, these procedures
altitude or flight level, especially with an autopilot should be specified by the operator.
engaged, may do so at a rate less than 8 m/s (or
1500 ft/min) throughout the last 300 m (or 1000 ft)
Figure III-3-3-B-1. Representative HVR encounter geometry
1243256034000
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FLIGHT PROCEDURES (DOC 8168) - OPERATIONAL FLIGHT INFORMATION

1 AERODROME SURFACE eters shall be included in the operator’s operations

OPERATIONS manual and shall provide details regarding at least
the following:
1.1 Operators shall develop and implement stan-
dard operating procedures (SOPs) for aerodrome a. range of speeds specific to each aircraft type;
surface operations. The development and implemen- b. minimum power setting(s) specific to each air-
tation of SOPs shall take into consideration the risk craft type;
factors (listed in 1.3) associated with the following c. range of attitudes specific to each aircraft type;
operations:
d. crossing altitude deviation tolerances;
a. runway intersection take-offs;
e. configuration(s) specific to each aircraft type;
b. line-up and wait clearances;
f. maximum sink rate; and
c. land and hold-short clearances;
g. completion of checklists and crew briefings.
d. take-offs from displaced runway thresholds;
e. hazards associated with runway crossing traffic; 3.3 ELEMENTS OF THE STABILIZED
APPROACH
f. hazards associated with runway crossing traffic
in the case of closely spaced parallel runways; The elements of a stabilized approach (according to
and the parameters in 3.2) shall be stated in the operator’s
SOPs. These elements should include as a minimum:
g. hazards associated with the risk of collision at
hot spot locations on aerodromes. a. that in instrument meteorological conditions
(IMC), all flights shall be stabilized by no lower
1.3 Operators should ensure that flight personnel
than 300 m (1000 ft) height above threshold;
are aware of the risk factors in the aerodrome sur-
and
face operations listed in 1.1. Such risk factors should
include, but not be limited to: b. that all flights of any nature shall be stabilized
by no lower than 150 m (500 ft) height above
a. human error due to excessive workload, loss of
threshold.
vigilance and fatigue;
b. potential distractions associated with the per- 3.4 GO-AROUND POLICY
formance of flight deck tasks; and Standard operating procedures should include the
c. failure to use standard phraseology in aeronau- operator’s policy with regard to the parameters in 3.2
tical communications. and the elements in 3.3. This policy should state that
NOTE: The safety of aerodrome surface operations if an approach is not stabilized in accordance with 3.3,
is especially vulnerable to the failure to use stan- or has become destabilized at any subsequent point
dard phraseology in aeronautical communications. during an approach, a go-around is required. Opera-
Frequency congestion, as well as operational con- tors should reinforce this policy through training.
siderations, may adversely affect the issuance and
read-back of clearances, leaving flight crews’ and
controllers vulnerable to misunderstandings.
2 READ-BACK OF CLEARANCES
AND SAFETY-RELATED
INFORMATION
NOTE: Provisions on read-back of clearances and
safety-related information are included in Annex 11,
Chapter 3, 3.7.3, and in the PANS-ATM (Doc 4444),
Chapter 4.
3 STABILIZED APPROACH
PROCEDURE
3.1 GENERAL
The primary safety consideration in the development
of the stabilized approach procedure shall be main-
tenance of the intended flight path as depicted in
the published approach procedure, without excessive
manoeuvring. The parameters to be considered in the
definition of a stabilized approach are listed in 3.2.
3.2 PARAMETERS FOR THE
STABILIZED APPROACH
The parameters for the stabilized approach shall be
defined by the operator’s standard operating proce-
dures (SOPs) (Section 5, Chapter 1). These param-
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FLIGHT PROCEDURES (DOC 8168) - STANDARD OPERATING

PROCEDURES (SOPS) AND CHECKLISTS
1 STANDARD OPERATING 3.1.2 Operators shall establish both individual

PROCEDURES (SOPs) and combined crew briefings for flight crew and cabin
crew.
1.1 GENERAL
3.3.2 Any intended deviation from SOPs
Operators shall established standard operating pro- required by operational circumstances should be
cedures (SOPs) that provide guidance to flight oper- included as a specific briefing item.
ations personnel to ensure safe, efficient, logical and
predictable means of carrying out flight procedures. 3.5.3 Flight crew departure briefings should pri-
oritize all relevant conditions that exist for the take-off
1.4 SOPs IMPLEMENTATION AND USE and climb. They should include, but not be limited to:
Operators should established a formal process a. runway in use, aircraft configuration and take-off
of feedback from flight operations personnel to speeds;
ensure standardization, compliance and evaluation
b. taxi-out route and relevant hot spots;
of reasons for non-compliance during SOPs imple-
mentation and use. c. departure procedures;
d. departure routes;
2 CHECKLISTS e. navigation and communications equipment
2.1 GENERAL set-up;
Operators shall establish checklists as an integral f. aerodrome, terrain and performance restric-
part of standard operating procedures (SOPs). tions, including noise abatement procedures (if
Checklists should describe the actions relevant to applicable);
specific phases of operations (engine start, taxi, g. take-off alternates (if applicable);
take-off etc.) that flight crews must perform or verify h. any item(s) included in the minimum equipment
and which relate to flight safety. Checklists should list (if applicable);
also provide a framework for verifying aircraft and
systems configuration that guards against vulnera- i. review of applicable emergency procedures;
bilities in human performance. and
j. applicable standard call-outs.
2.3.2 Number of checklist items
3.5.4 Flight crew arrival briefings should priori-
The number of items in checklists should be restricted tize all relevant conditions that exist for the descent,
to those critical to flight safety. approach and landing. They should include, but not
2.3.3 Checklists interruptions be limited to:
SOPs should include techniques to ensure a a. terrain restrictions and minimum safe altitudes
step-by-step, uninterrupted sequence of completing during descent;
checklists. SOPs should unambiguously indicate the b. arrival routes;
actions by flight crews in case of checklist interrup- c. instrument or visual approach procedures and
tions. runway in use;
2.3.4 Checklist ambiguity d. operational minima, aircraft configuration, and
Checklist responses should portray the actual sta- landing speeds;
tus or the value of the item (switches, levers, lights, e. navigation and communications equipment
quantities, etc.). Checklists should avoid non-specific set-up;
responses such as “set”, “checked”, or “completed”. f. taxi-in route and relevant hot spots;
2.3.5 Checklist coupling g. missed approach procedures;
Checklists should be coupled to specific phases of h. alternate aerodromes and fuel considerations;
flight (engine start, taxi, take-off, etc.). SOPs should i. review of applicable emergency procedures;
avoid tight coupling of checklists with the critical part
of a phase of flight (for example, completing the take- j. applicable standard call-outs; and
off checklist on the active runway). SOPs should dic- k. cold temperature correction.
tate a use of checklists that allows buffers for detec-
tion and recovery from incorrect configurations.
3 CREW BRIEFINGS
3.1.1 Operators shall establish crew briefings
as an integral part of standard operating procedures
(SOPs). Crew briefings communicate duties, stan-
dardize activities, ensure that a plan of action is
shared by crew members and enhance crew situa-
tional awareness.
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FLIGHT PROCEDURES (DOC 8168) - OPERATION OF AUTOMATIC DEPENDENT

SURVEILLANCE-BROADCAST IN TRAFFIC DISPLAY
1.1 ADS-B IN TRAFFIC DISPLAY 1.2.3 Operators shall include in their standard
OVERVIEW operating procedures (SOPs) (see Part III, Section
5, Chapter 1) specific guidance for using ADS-B IN
1.1.1 ADS-B IN on-board traffic displays are based
to support ATC procedures specified in PANS-ATM
on aircraft receiving and making use of ADS-B mes-
(Doc 4444).
sage information transmitted by other aircraft/vehi-
cles or ground stations. The applications enhance NOTE: An example is the in-trail procedure (ITP)
the pilot’s traffic situational awareness both while air- described in PANS-ATM, Chapter 5, 5.4.2.7, “Longi-
borne and on the airport surface through the display tudinal separation minima based on distance using
of traffic symbols enriched by the received ADS-B ADS-B in-trail procedure (ITP)”. Details of the ITP
messages (e.g. aircraft identification, track, altitude). equipment are specified in RTCA DO-312/EURO-
CAE ED-159, Safety Performance and Interop-
NOTE: Depending on the implementation, a single
erability Requirements Document for the In-Trail
display can show ADS-B traffic symbols and those
Procedure in Oceanic Airspace (ATSA-ITP) Applica-
generated by ACAS.
tion. Additional information can be found in RTCA
1.1.2 Training on the use of the ADS-B IN traffic DO-317A/EUROCAE ED-194, Minimum Operational
display shall be provided to pilots. Performance Standards (MOPS) for Aircraft Surveil-
lance Applications (ASA) System and Supplement.
1.2 USE OF INFORMATION PROVIDED
BY ADS-B IN TRAFFIC DISPLAY
1.2.1 When using an ADS-B IN traffic display:
a. in the event of a TA or an RA, pilots shall comply
with the ACAS procedures whether or not the
tracks generated by ADS-B are shown on the
same display as those generated by ACAS;
b. unless approved by the State of the Operator,
ADS-B IN traffic display shall only be used as
supplementary information to current proce-
dures;
c. its use should not lead to a significant increase
in radio communications; and
d. pilots shall not undertake any manoeuvres rela-
tive to traffic based solely on the ADS-B IN traf-
fic display that would lead to either a deviation
from or a non-execution of an ATC clearance
or instruction unless exercising their emergency
authority.
NOTE 1: See Annex 2 - Rules of the Air, sections 3.2
and 3.6.2.
NOTE 2: ADS-B IN is not a collision avoidance sys-
tem.
NOTE 3: Acceptable reaction to a traffic situation
observed on an ADS-B IN traffic display may, for
example, include manoeuvring into airspace visually
cleared for traffic within the limitations of the current
ATC clearance and remaining stationary during sur-
face operations when a clearance to enter a runway
has been provided.
NOTE 4: The ADS-B IN traffic picture displayed
may be incomplete, e.g. due to the presence of
non-ADS-B equipped aircraft in the same airspace.
1.2.2 Pilots may use the information provided by
the ADS-B IN traffic display to aid with the visual
acquisition of surrounding traffic. The ADS-B IN infor-
mation supplements other information such as that
which may be obtained through visual scanning or
radio communications.
q$z

11 DEC 09 AIR TRAFFIC CONTROL 301
ICAO RULES OF THE AIR – ANNEX 2

Extracted from ICAO Rules of the Air, Annex 2
CHAPTER 1 — DEFINITIONS 2.3 RESPONSIBILITY FOR

See AIR TRAFFIC CONTROL – International Civil COMPLIANCE WITH THE
Aviation Organization Definitions. RULES OF THE AIR
CHAPTER 2 — APPLICABILITY OF 2.3.1 Responsibility of Pilot-in-Command
THE RULES OF THE AIR The pilot-in-command of an aircraft shall, whether
manipulating the controls or not, be responsible for
2.1 TERRITORIAL APPLICATION OF the operation of the aircraft in accordance with the
THE RULES OF THE AIR rules of the air, except that the pilot-in-command may
2.1.1 The rules of the air shall apply to air- depart from these rules in circumstances that render
craft bearing the nationality and registration marks such departure absolutely necessary in the interests
of a Contracting State, wherever they may be, to of safety.
the extent that they do not conflict with the rules 2.3.2 Pre-Flight Action
published by the State having jurisdiction over the
Before beginning a flight, the pilot-in-command of
territory overflown.
an aircraft shall become familiar with all available
NOTE: The council of the International Civil Aviation information appropriate to the intended operation.
Organization resolved, in adopting Annex 2 in April Pre-flight action for flights away from the vicinity of
1948 and Amendment 1 to the said Annex in Novem- an aerodrome, and for all IFR flights, shall include a
ber 1951, that the Annex constitutes “Rules relating to careful study of available current weather reports and
the flight and manoeuvre of aircraft” within the mean- forecasts, taking into consideration fuel requirements
ing of Article 12 of the Convention. Over the high and an alternative course of action if the flight cannot
seas, therefore, these rules apply without exception. be completed as planned.
2.1.2 If, and so long as, a Contracting State has
not notified the International Civil Aviation Organiza- 2.4 AUTHORITY OF PILOT-IN-
tion to the contrary, it shall be deemed, as regards COMMAND OF AN AIRCRAFT
aircraft of its registration, to have agreed as follows: The pilot-in-command of an aircraft shall have final
authority as to the disposition of the aircraft while in
For purposes of flight over those parts of the high
command.
seas where a Contracting State has accepted, pur-
suant to a regional air navigation agreement, the 2.5 PROBLEMATIC USE OF
responsibility of providing air traffic services, the PSYCHOACTIVE SUBSTANCES
“appropriate ATS authority” referred to in this Annex
No person whose function is critical to the safety of
is the relevant authority designated by the State
aviation (safety-sensitive personnel) shall undertake
responsible for providing those services.
that function while under the influence of any psy-
NOTE: The phrase “regional air navigation agree- choactive substance, by reason of which human per-
ment” refers to an agreement approved by the Coun- formance is impaired. No such person shall engage
cil of ICAO normally on the advice of a Regional Air in any kind of problematic use of substances.
Navigational Meeting.
CHAPTER 3 — GENERAL RULES
2.2 COMPLIANCE WITH THE RULES
OF THE AIR 3.1 PROTECTION OF PERSONS
The operation of an aircraft either in flight or on the AND PROPERTY
movement area of an aerodrome shall be in compli- 3.1.1 Negligent or Reckless Operation
ance with the general rules and, in addition, when in of Aircraft
flight, either with:
An aircraft shall not be operated in a negligent or reck-
a. the visual flight rules, or less manner so as to endanger life or property of oth-
b. the instrument flight rules. ers.
NOTE 1: Information relevant to the services pro- 3.1.2 Minimum Heights
vided to aircraft operating in accordance with both
Except when necessary for take-off or landing, or
visual flight rules and instrument flight rules in the
except by permission from the appropriate authority,
seven ATS airspace classes contained in Annex 11
aircraft shall not be flown over the congested areas
are published as ICAO ATS AIRSPACE CLASSIFI-
of cities, towns or settlements or over an open-air
CATIONS – ANNEX 11, 2.6 CLASSIFICATION OF
assembly of persons, unless at such a height as will
AIRSPACES.
permit, in the event of an emergency arising, a land-
NOTE 2: A pilot may elect to fly in accordance with ing to be made without undue hazard to persons or
instrument flight rules in visual meteorological condi- property on the surface.
tions or he may be required to do so by the appropri-
NOTE: See 4.6 for minimum heights for VFR flights
ate ATS authority.
and 5.1.2 for minimum levels for IFR flights.
3.1.3 Cruising Levels
The cruising levels at which a flight or a portion of a
flight is to be conducted shall be in terms of:
q$z

302 AIR TRAFFIC CONTROL 11 DEC 09
a. flight levels, for flights at or above the lowest 3.1.10 Prohibited Areas and Restricted Areas
usable flight level or, where applicable, above Aircraft shall not be flown in a prohibited area, or in
the transition altitude; a restricted area, the particulars of which have been
b. altitudes, for flights below the lowest usable flight duly published, except in accordance with the condi-
level or, where applicable, at or below the tran- tions of the restrictions or by permission of the State
sition altitude. over whose territory the areas are established.
NOTE: The system of flight levels is prescribed 3.2 AVOIDANCE OF COLLISIONS
in the Procedures for Air Navigation Services ―
Aircraft Operations, (Doc 8168) (not published NOTE: It is important that vigilance for the purpose of
herein). detecting potential collisions be not relaxed on board
an aircraft in flight, regardless of the type of flight or
3.1.4 Dropping or Spraying the class of airspace in which the aircraft is operat-
Nothing shall be dropped or sprayed from an air- ing, and while operating on the movement area of an
craft in flight except under conditions prescribed by aerodrome.
the appropriate authority and as indicated by relevant 3.2.1 Proximity
information, advice and/or clearance from the appro-
priate air traffic services unit. An aircraft shall not be operated in such proximity to
other aircraft as to create a collision hazard.
3.1.5 Towing
3.2.2 Right-of-Way
No aircraft or other object shall be towed by an air-
craft, except in accordance with requirements pre- The aircraft that has the right-of-way shall maintain its
scribed by the appropriate authority and as indicated heading and speed, but nothing in these rules shall
by relevant information, advice and/or clearance from relieve the pilot-in-command of an aircraft from the
the appropriate air traffic services unit. responsibility of taking such action, including collision
avoidance manoeuvre based on resolution advisories
3.1.6 Parachute Descents provided by ACAS equipment, as will best avert colli-
Parachute descents, other than emergency descents, sion.
shall not be made except under conditions prescribed NOTE 1: Operating procedures for use of ACAS are
by the appropriate authority and as indicated by rel- contained in AIR TRAFFIC CONTROL – International
evant information, advice and/or clearance from the Civil Aviation Organization Flight Procedures (PANS-
appropriate air traffic services unit. OPS Doc 8168, Vol I, Part VIII, Chapter 3).
3.1.7 Acrobatic Flight NOTE 2: Carriage requirements for ACAS equipment
No aircraft shall be flown acrobatically except under are addressed in Annex 6, Part I, Chapter 6 (not pub-
conditions prescribed by the appropriate authority lished herein).
and as indicated by relevant information, advice 3.2.2.1 An aircraft that is obliged by the follow-
and/or clearance from the appropriate air traffic ser- ing rules to keep out of the way of another shall avoid
vices unit. passing over, under or in front of the other, unless it
passes well clear and takes into account the effect of
3.1.8 Formation Flights aircraft wake turbulence.
Aircraft shall not be flown in formation except by
pre-arrangement among the pilots-in-command of 3.2.2.2 Approaching Head-On
the aircraft taking part in the flight and, for formation When two aircraft are approaching head-on or
flight in controlled airspace, in accordance with the approximately so and there is danger of collision,
conditions prescribed by the appropriate ATS author- each shall alter its heading to the right.
ity(ies). These conditions shall include the following: 3.2.2.3 Converging
a. the formation operates as a single aircraft with When two aircraft are converging at approximately
regard to navigation and position reporting; the same level, the aircraft that has the other on its
b. separation between aircraft in the flight shall be right shall give way, except as follows:
the responsibility of the flight leader and the a. power-driven heavier-than-air aircraft shall give
pilots-in-command of the other aircraft in the way to airships, gliders and balloons;
flight and shall include periods of transition when
aircraft are manoeuvring to attain their own sep- b. airships shall give way to gliders and balloons;
aration within the formation and during join-up c. gliders shall give way to balloons;
and break-away; and d. power-driven aircraft shall give way to aircraft
c. a distance not exceeding 1km (0.5 NM) later- which are seen to be towing other aircraft or
ally and longitudinally and 30m (100 ft) verti- objects.
cally from the flight leader shall be maintained
by each aircraft.
3.1.9 Unmanned Free Balloons
An unmanned free balloon shall be operated in such a
manner as to minimize hazards to persons, property
or other aircraft and in accordance with the conditions
specified in Appendix 4.

3.2.2.4 Overtaking 3.2.2.7.3 An aircraft taxiing on the manoeu-

An overtaking aircraft is an aircraft that approaches vring area shall stop and hold at all lighted stop bars
another from the rear on a line forming an angle of and may proceed further when the lights are switched
less than 70 degrees with the plane of symmetry of off.
the latter; i.e., is in such a position with reference 3.2.3 Lights to be Displayed by Aircraft
to the other aircraft that at night it should be unable
NOTE 1: The characteristics of lights intended to
to see either of the aircraft’s left (port) or right (star-
meet the requirements of 3.2.3 for aeroplanes are
board) navigation lights. An aircraft that is being over-
specified in Annex 8. Specifications for navigation
taken has the right-of-way and the overtaking air-
lights for aeroplanes are contained in the Appen-
craft, whether climbing, descending or in horizontal
dices to Parts I and II of Annex 6. Detailed technical
flight, shall keep out of the way of the other aircraft by
specifications for lights for aeroplanes are contained
altering its heading to the right, and no subsequent
in Volume II, Part A, Chapter 4 of the Airworthiness
change in the relative positions of the two aircraft
Manual (Doc 9760) and for helicopters in Part A,
shall absolve the overtaking aircraft from this obliga-
Chapter 5 of that document. (Annex 6 and 8, and
tion until it is entirely past and clear.
Doc 9760 not published herein).
3.2.2.5 Landing NOTE 2: In the context of 3.2.3.2c. and 3.2.3.4a., an
3.2.2.5.1 An aircraft in flight, or operating on aircraft is understood to be operating when it is taxiing
the ground or water, shall give way to aircraft landing or being towed or is stopped temporarily during the
or in the final stages of an approach to land. course of taxiing or being towed.
3.2.2.5.2 When two or more heavier-than- NOTE 3: For aircraft on the water see 3.2.6.2.
air aircraft are approaching an aerodrome for the pur- 3.2.3.1 Except as provided by 3.2.3.5, from
pose of landing, aircraft at the higher level shall give sunset to sunrise or during any other period which
way to aircraft at the lower level, but the latter shall not may be prescribed by the appropriate authority all air-
take advantage of this rule to cut in front of another craft in flight shall display:
which is in the final stages of an approach to land, or a. anti-collision lights intended to attract attention
to overtake that aircraft. Nevertheless, power-driven to the aircraft; and
heavier-than-air aircraft shall give way to gliders.
b. navigation lights intended to indicate the rela-
3.2.2.5.3 Emergency Landing tive path of the aircraft to an observer and other
An aircraft that is aware that another is compelled to lights shall not be displayed if they are likely to
land shall give way to that aircraft. be mistaken for these lights.
NOTE: Lights fitted for other purposes, such as
3.2.2.6 Taking Off
landing lights and airframe floodlights, may be
An aircraft taxiing on the manoeuvre area of an aero- used in addition to the anti-collision lights speci-
drome shall give way to aircraft taking off or about to fied in the Airworthiness Manual Volume II (Doc
take off. 9760) to enhance aircraft conspicuity.
3.2.2.7 Surface Movement of Aircraft 3.2.3.2 Except as provided by 3.2.3.5, from
3.2.2.7.1 In case of danger of collision sunset to sunrise or during any other period pre-
between two aircraft taxiing on the movement area scribed by the appropriate authority:
of an aerodrome the following shall apply: a. all aircraft moving on the movement area of
a. when two aircraft are approaching head on, or an aerodrome shall display navigation lights
approximately so, each shall stop or where prac- intended to indicate the relative path of the
ticable alter its course to the right so as to keep aircraft to an observer and other lights shall not
well clear; be displayed if they are likely to be mistaken for
these lights;
b. when two aircraft are on a converging course,
the one which has the other on its right shall give b. unless stationary and otherwise adequately illu-
way; minated, all aircraft on the movement area of an
aerodrome shall display lights intended to indi-
c. an aircraft which is being overtaken by another
cate the extremities of their structure;
aircraft shall have the right-of-way and the over-
taking aircraft shall keep well clear of the other c. all aircraft operating on the movement area of an
aircraft. aerodrome shall display lights intended to attract
attention to the aircraft; and
NOTE: For the description of an overtaking air-
craft see 3.2.2.4. d. all aircraft on the movement area of an aero-
drome whose engines are running shall display
3.2.2.7.2 An aircraft taxiing on the manoeu-
lights which indicate that fact.
vring area shall stop and hold at all runway-holding
positions unless otherwise authorized by the aero- NOTE: If suitably located on the aircraft, the nav-
drome control tower. igation lights referred to in 3.2.3.1b. may also
meet the requirements of 3.2.3.2b. Red anti-col-
NOTE: For runway-holding position markings and
lision lights fitted to meet the requirements of
related signs, see Annex 14, Volume I, 5.2.10 and
3.2.3.1a. may also meet the requirements of
5.4.2 or the INTRODUCTION – Signs and Markings
3.2.3.2c. and 3.2.3.2d. provided they do not sub-
– ICAO Recommended Airport Signs and Taxiway
ject observers to harmful dazzle.
Markings.

3.2.3.3 Except as provided by 3.2.3.5, all air- Conference on Revision of the International Regula-
craft in flight and fitted with anti-collision lights to meet tions for Preventing Collisions at Sea (London, 1972)
the requirement of 3.2.3.1a. shall display such lights may be applicable in certain cases.
also outside of the period specified in 3.2.3.1. 3.2.6.1 When two aircraft or an aircraft and a
3.2.3.4 Except as provided by 3.2.3.5, all air- vessel are approaching one another and there is a
craft: risk of collision, the aircraft shall proceed with care-
ful regard to existing circumstances and conditions
a. operating on the movement area of an aero-
including the limitations of the respective craft.
drome and fitted with anti-collision lights to meet
the requirements of 3.2.3.2c.; or 3.2.6.1.1 Converging
b. on the movement area of an aerodrome and fit- An aircraft which has another aircraft or a vessel on
ted with lights to meet the requirement of 3.2.3. its right shall give way so as to keep well clear.
2d);
3.2.6.1.2 Approaching Head-On
shall display such lights also outside the period spec-
An aircraft approaching another aircraft or a vessel
ified in 3.2.3.2.
head-on, or approximately so, shall alter its heading
3.2.3.5 A pilot shall be permitted to switch off to the right to keep well clear.
or reduce the intensity of any flashing lights fitted to
3.2.6.1.3 Overtaking
meet the requirements of 3.2.3.1, 3.2.3.2, 3.2.3.3 and
3.2.3.4 if they do or are likely to: The aircraft or vessel which is being overtaken has
the right-of-way, and the one overtaking shall alter its
a. adversely affect the satisfactory performance of
heading to keep well clear.
duties; or
b. subject an outside observer to harmful dazzle. 3.2.6.1.4 Landing and Taking Off
3.2.4 Simulated Instrument Flights — An air- Aircraft landing on or taking off from the water shall,
craft shall not be flown under simulated instrument in so far as practicable, keep well clear of all vessels
flight conditions unless: and avoid impeding their navigation.
a. fully functioning dual controls are installed in the 3.2.6.2 Lights to be Displayed by Aircraft
aircraft; and on the Water
b. a qualified pilot occupies a control seat to act Between sunset and sunrise or such other period
as safety pilot for the person who is flying under between sunset and sunrise as may be prescribed by
simulated instrument conditions. The safety the appropriate authority, all aircraft on the water shall
pilot shall have adequate vision forward and display lights as required by the International Regula-
to each side of the aircraft, or a competent tions for Preventing Collisions at Sea (revised 1972)
observer in communication with the safety pilot unless it is impractical for them to do so, in which case
shall occupy a position in the aircraft from which they shall display lights as closely similar as possible
the observer’s field of vision adequately supple- in characteristics and position to those required by the
ments that of the safety pilot. International Regulations.
3.2.5 Operation on and in the Vicinity NOTE 1: Specifications for lights to be shown by aero-
of an Aerodrome planes on the water are contained in the Appendices
to Parts I and II of Annex 6 (not published herein).
An aircraft operated on or in the vicinity of an aero-
drome shall, whether or not within an aerodrome traf- NOTE 2: The International Regulations for Prevent-
fic zone: ing Collisions at Sea specify that the rules concerning
lights shall be complied with from sunset to sunrise.
a. observe other aerodrome traffic for the purpose
Any lesser period between sunset and sunrise estab-
of avoiding collision;
lished in accordance with 3.2.6.2 cannot, therefore,
b. conform with or avoid the pattern of traffic be applied in areas where the International Regula-
formed by other aircraft in operation; tions for Preventing Collisions at Sea apply; e.g., on
c. make all turns to the left, when approaching for the high seas.
a landing and after taking off, unless otherwise
instructed; 3.3 FLIGHT PLANS
d. land and take off into the wind unless safety, 3.3.1 Submission of a Flight Plan
the runway configuration, or air traffic consid- 3.3.1.1 Information relative to an intended
erations determine that a different direction is flight or portion of a flight, to be provided to air traffic
preferable. services units, shall be in the form of a flight plan.
NOTE 1: See 3.6.5.1. 3.3.1.2 A flight plan shall be submitted prior to
NOTE 2: Additional rules may apply in aero- operating:
drome traffic zones. a. any flight or portion thereof to be provided with
3.2.6 Water Operations air traffic control service;
NOTE: In addition to the provisions of 3.2.6.1, rules b. any IFR flight within advisory airspace;
set forth in the International Regulations for Prevent-
ing Collisions at Sea, developed by the International

ICAO RULES OF THE AIR - ANNEX 2 q$i
c. any flight within or into designated areas, or NOTE 1: For flight plans submitted during flight, the
along designated routes, when so required information provided in respect of this item will be an
by the appropriate ATS authority to facilitate indication of the location from which supplementary
the provision of flight information, alerting and information concerning the flight may be obtained, if
search and rescue services; required.
d. any flight within or into designated areas, or NOTE 2: For flight plans submitted during flight, the
along designated routes, when so required by information to be provided in respect of this item will
the appropriate ATS authority to facilitate coor- be the time over the first point of the route to which
dination with appropriate military units or with air the flight plan relates.
traffic services units in adjacent States in order NOTE 3: The term “aerodrome” where used in the
to avoid the possible need for interception for the flight plan is intended to cover also sites other than
purpose of identification; aerodromes which may be used by certain types of
e. any flight across international borders. aircraft; e.g., helicopters or balloons.
NOTE: The term “flight plan” is used to mean 3.3.3 Completion of a Flight Plan
variously, full information on all items comprised
3.3.3.1 Whatever the purpose for which it is
in the flight plan description, covering the whole
submitted, a flight plan shall contain information,
route of a flight, or limited information required
as applicable, on relevant items up to and including
when the purpose is to obtain a clearance for
“Alternate aerodrome(s)” regarding the whole route
a minor portion of a flight such as to cross an
or the portion thereof for which the flight plan is
airway, to take off from, or to land at a controlled
submitted.
aerodrome.
3.3.1.3 A flight plan shall be submitted before 3.3.3.2 It shall, in addition, contain informa-
departure to an air traffic services reporting office or, tion, as applicable, on all other items when so pre-
during flight, transmitted to the appropriate air traf- scribed by the appropriate ATS authority or when oth-
fic services unit or air-ground control radio station, erwise deemed necessary by the person submitting
unless arrangements have been made for submission the flight plan.
of repetitive flight plans. 3.3.4 Changes to a Flight Plan
3.3.1.4 Unless otherwise prescribed by the Subject to the provisions of 3.6.2.2, all changes to a
appropriate ATS authority, a flight plan for a flight to flight plan submitted for an IFR flight, or a VFR flight
be provided with air traffic control service or air traffic operated as a controlled flight, shall be reported as
advisory service shall be submitted at least sixty min- soon as practicable to the appropriate air traffic ser-
utes before departure, or, if submitted during flight, at vices unit. For other VFR flights, significant changes
a time which will ensure its receipt by the appropriate to a flight plan shall be reported as soon as practica-
air traffic services unit at least ten minutes before the ble to the appropriate air traffic services unit.
aircraft is estimated to reach: NOTE 1: Information submitted prior to departure
a. the intended point of entry into a control area or regarding fuel endurance or total number of persons
advisory area; or carried on board, if incorrect at time of departure,
b. the point of crossing an airway or advisory route. constitutes a significant change to the flight plan and
as such must be reported.
3.3.2 Contents of a Flight Plan
NOTE 2: Procedures for submission of changes to
A flight plan shall comprise information regarding repetitive flight plans are contained in the PANS-ATM
such of the following items as are considered relevant (Doc 4444). (see AIR TRAFFIC CONTROL – Interna-
by the appropriate ATS authority: tional Civil Aviation Organization Air Traffic Manage-
– Aircraft identification ment)
– Flight rules and type of flight 3.3.5 Closing a Flight Plan
– Number and type(s) of aircraft and wake turbu- 3.3.5.1 Unless otherwise prescribed by the
lence category appropriate ATS authority, a report of arrival shall be
– Equipment made in person, by radiotelephony or via data link
– Departure aerodrome (see Note 1) at the earliest possible moment after landing, to the
appropriate air traffic services unit at the arrival aero-
– Estimated off-block time (see Note 2)
drome, by any flight for which a flight plan has been
– Cruising speed(s) submitted covering the entire flight or the remaining
– Cruising level(s) portion of a flight to the destination aerodrome.
– Route to be followed 3.3.5.2 When a flight plan has been submitted
– Destination aerodrome and total estimated only in respect of a portion of a flight, other than the
elapsed time remaining portion of a flight to destination, it shall,
– Alternate aerodrome(s) when required, be closed by an appropriate report to
the relevant air traffic services unit.
– Fuel endurance
– Total number of persons on board
– Emergency and survival equipment
– Other information
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3.3.5.3 When no air traffic services unit exists 3.6 AIR TRAFFIC CONTROL SERVICE
at the arrival aerodrome, the arrival report, when
3.6.1 Air Traffic Control Clearances
required, shall be made as soon as practicable after
landing and by the quickest means available to the 3.6.1.1 An air traffic control clearance shall be
nearest air traffic services unit. obtained prior to operating a controlled flight, or a por-
tion of a flight as a controlled flight. Such clearance
3.3.5.4 When communication facilities at the shall be requested through the submission of a flight
arrival aerodrome are known to be inadequate and plan to an air traffic control unit.
alternate arrangements for the handling of arrival
NOTE 1: A flight plan may cover only part of a flight,
reports on the ground are not available, the following
as necessary, to describe that portion of the flight or
action shall be taken. Immediately prior to landing
those manoeuvres which are subject to air traffic con-
the aircraft shall, if practicable, transmit to the appro-
trol. A clearance may cover only part of a current flight
priate air traffic services unit, a message comparable
plan, as indicated in a clearance limit or by reference
to an arrival report, where such a report is required.
to specific manoeuvres such as taxiing, landing or
Normally, this transmission shall be made to the
taking off.
aeronautical station serving the air traffic services
unit in charge of the flight information region in which NOTE 2: If an air traffic control clearance is not satis-
the aircraft is operated. factory to a pilot-in-command of an aircraft, the pilot-
in-command may request and, if practicable, will be
3.3.5.5 Arrival reports made by aircraft shall issued an amended clearance.
contain the following elements of information:
3.6.1.2 Whenever an aircraft has requested
a. aircraft identification; a clearance involving priority, a report explaining
b. departure aerodrome; the necessity for such priority shall be submitted, if
c. destination aerodrome (only in the case of a requested by the appropriate air traffic control unit.
diversionary landing); 3.6.1.3 Potential Reclearance in Flight
d. arrival aerodrome; If prior to departure it is anticipated that depending on
e. time of arrival. fuel endurance and subject to reclearance in flight, a
NOTE: Whenever an arrival report is required, decision may be taken to proceed to a revised des-
failure to comply with these provisions may tination aerodrome, the appropriate air traffic con-
cause serious disruption in the air traffic ser- trol units shall be so notified by the insertion in the
vices and incur great expense in carrying out flight plan of information concerning the revised route
unnecessary search and rescue operations. (where known) and the revised destination.
NOTE: The intent of this provision is to facilitate a
3.4 SIGNALS reclearance to a revised destination, normally beyond
3.4.1 Upon observing or receiving any of the the filed destination aerodrome.
signals given in Appendix 1, aircraft shall take such 3.6.1.4 An aircraft operated on a controlled
action as may be required by the interpretation of the aerodrome shall not taxi on the manoeuvring area
signal given in that Appendix. without clearance from the aerodrome control tower
3.4.2 The signals of Appendix 1 shall, when and shall comply with any instructions given by that
used, have the meaning indicated therein. They shall unit.
be used only for the purpose indicated and no other 3.6.2 Adherence to Current Flight Plan
signals likely to be confused with them shall be used.
3.6.2.1 Except as provided for in 3.6.2.4,
3.5 TIME an aircraft shall adhere to the current flight plan
3.5.1 Coordinated Universal Time (UTC) shall or the applicable portion of a current flight plan for
be used and shall be expressed in hours and min- a controlled flight within the tolerances defined in
utes and, when required, seconds of the 24-hour day paragraphs 3.6.2.1.1 to 3.6.2.2 unless a request for
beginning at midnight. a change has been made and clearance obtained
from the appropriate air traffic control unit, or unless
3.5.2 A time check shall be obtained prior to an emergency situation arises which necessitates
operating a controlled flight and at such other times immediate action by the aircraft, in which event as
during the flight as may be necessary. soon as circumstances permit, after such emergency
NOTE: Such time check is normally obtained from authority is exercised, the appropriate air traffic ser-
an air traffic services unit unless other arrangements vices unit shall be notified of the action taken and
have been made by the operator or by the appropriate that this action has been taken under emergency
ATS authority. authority.
3.5.3 Whenever time is utilized in the application 3.6.2.1.1 Unless otherwise authorized by
of data link communications, it shall be accurate to the appropriate ATS authority or directed by the
within 1 second of UTC. appropriate air traffic control unit, controlled flights
shall, in so far as practicable:
a. when on an established ATS route, operate
along the defined centre line of that route; or
q$z

b. when on any other route operate directly c. Change of Route:

between the navigation facilities and/or points 1. Destination Unchanged: Aircraft identifica-
defining that route. tion; flight rules; description of new route
3.6.2.1.2 Subject to the overriding require- of flight including related flight plan data
ment in 3.6.2.1.1, an aircraft operating along an ATS beginning with the position from which
route segment defined by reference to very high requested change of route is to com-
frequency omnidirectional radio ranges shall change mence; revised time estimates; any other
over for its primary navigation guidance from the pertinent information.
facility behind the aircraft to that ahead of it at, or as 2. Destination changed: aircraft identification;
close as operationally feasible to, the change-over flight rules; description of revised route
point, where established. of flight to revised destination aerodrome
3.6.2.1.3 Deviation from the requirements in including related flight plan data, beginning
3.6.2.1.1 shall be notified to the appropriate air traffic with the position from which requested
services unit. change of route is to commence; revised
time estimates; alternate aerodrome(s);
3.6.2.2 Deviations from the Current any other pertinent information.
Flight Plan
3.6.2.4 Weather Deterioration Below
In the event that a controlled flight inadvertently devi-
the VMC
ates from its current flight plan, the following action
shall be taken: When it becomes evident that flight in VMC in accor-
dance with its current flight plan will not be practica-
a. Deviation from Track: If the aircraft is off track,
ble, a VFR flight operated as a controlled flight shall:
action shall be taken forthwith to adjust the
heading of the aircraft to regain track as soon a. request an amended clearance enabling the air-
as practicable. craft to continue in VMC to destination or to an
alternative aerodrome, or to leave the airspace
b. Deviation from ATC assigned Mach num-
within which an ATC clearance is required; or
ber/indicated airspeed: the appropriate air traffic
services unit shall be informed immediately. b. if no clearance in accordance with a. can be
obtained, continue to operate in VMC and notify
c. Deviation from Mach number/true airspeed: if
the appropriate ATC unit of the action being
the sustained Mach number/true airspeed at
taken either to leave the airspace concerned or
cruising level varies by plus or minus Mach 0.02
to land at the nearest suitable aerodrome; or
or more, or plus or minus 19km/h (10 kt) true
airspeed or more from the current flight plan, c. if operated within a control zone, request autho-
the appropriate air traffic services unit shall be rization to operate as a special VFR flight; or
so informed. d. request clearance to operate in accordance with
d. Change in time estimate: except where ADS-C the instrument flight rules.
is activated and serviceable in airspace where 3.6.3 Position Reports
ADS-C services are provided, if the time esti-
3.6.3.1 Unless exempted by the appropriate
mate for the next applicable reporting point,
ATS authority or by the appropriate air traffic services
flight information region boundary or destination
unit under conditions specified by that authority, a
aerodrome, whichever comes first, changes in
controlled flight shall report to the appropriate air traf-
excess of 2 minutes from that previously notified
fic services unit, as soon as possible, the time and
to air traffic services, or such other period of
level of passing each designated compulsory report-
time as is prescribed by the appropriate ATS
ing point, together with any other required informa-
authority or on the basis of regional air naviga-
tion. Position reports shall similarly be made in rela-
tion agreements, the flight crew shall notify the
tion to additional points when requested by the appro-
appropriate air traffic services unit as soon as
priate air traffic services unit. In the absence of desig-
possible.
nated reporting points, position reports shall be made
3.6.2.2.1 When ADS-C services are pro- at intervals prescribed by the appropriate ATS author-
vided and ADS-C is activated, the air traffic services ity or specified by the appropriate air traffic services
unit shall be informed automatically via data link unit.
whenever changes occur beyond the threshold val-
ues stipulated by the ADS event contract. 3.6.3.1.1 Controlled flights providing posi-
tion information to the appropriate air traffic services
3.6.2.3 Change Requests unit via data link communications shall only provide
Requests for current flight plan changes shall include voice position reports when requested.
information as indicated hereunder: NOTE: The conditions and circumstances in which
a. Change of Cruising Level: Aircraft identification; SSR Mode C transmission of pressure-altitude sat-
requested new cruising level and cruising Mach isfies the requirement for level information in position
number/true airspeed at this level, revised time reports are indicated in the PANS-RAC, Part II (Doc
estimates (when applicable) at subsequent flight 4444). (Air Traffic Control pages, Series 400)
information region boundaries.
b. Change of Mach number/true airspeed: aircraft
identification; requested Mach number/true air-
speed.
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3.6.4 Termination of Control NOTE: Responsibility of ATS units in situations of

A controlled flight shall, except when landing at a con- unlawful interference is contained in Annex 11 (not
trolled aerodrome, advise the appropriate ATC unit as published herein).
soon as it ceases to be subject to air traffic control 3.8 INTERCEPTION
service.
NOTE: The word “interception” in this context does
3.6.5 Communications not include intercept and escort service provided, on
3.6.5.1 An aircraft operated as a controlled request, to an aircraft in distress, in accordance with
flight shall maintain continuous air-ground voice com- the International Aeronautical and Maritime Search
munication watch on the appropriate communication and Rescue (IAMSAR) Manual (DOC 9731) (not pub-
channel of, and establish two-way communication lished herein).
as necessary with, the appropriate air traffic control 3.8.1 Interception of civil aircraft shall be gov-
unit, except as may be prescribed by the appropriate erned by appropriate regulations and administrative
ATS authority in respect of aircraft forming part of directives issued by contracting States in compliance
aerodrome traffic at a controlled aerodrome. with the Convention on International Civil Aviation,
NOTE 1: SELCAL or similar automatic signaling and in particular Article 3(d) under which contracting
devices satisfy the requirement to maintain an States undertake, when issuing regulations for their
air-ground voice communication watch. State aircraft, to have due regard for the safety of nav-
NOTE 2: The requirement for an aircraft to maintain igation of civil aircraft.
an air-ground voice communication watch remains in See EMERGENCY Section for related Interception
effect after CPDLC has been established. Information.
3.6.5.2 Communications Failure 3.9 VMC VISIBILITY AND DISTANCE
See EMERGENCY Section for related Communica- FROM CLOUDS MINIMA
tion Failure Information. VMC visibility and distance from clouds minima are
3.7 UNLAWFUL INTERFERENCE contained in Table 3-1.
See EMERGENCY Section for related Unlawful Inter-
ference Information.
TABLE 3-1* (see 4.1)

Altitude band Airspace class Flight visibility Distance from cloud
At and above 3050m “A”*** “B” “C” “D” “E” “F” “G” 8km 1500m horizontally
(10,000 ft) AMSL 300m (1000 ft) vertically
Below 3050m (10,000 ft) “A”*** “B” “C” “D” “E” “F” “G” 5km 1500m horizontally
AMSL and above 900m 300m (1000 ft) vertically
(3000 ft) AMSL, or above
300m (1000 ft) above
terrain, whichever is the
higher
At and below 900m (3000 “A”*** “B” “C” “D” “E” 5km 1500m horizontally
ft) AMSL, or 300m (1000 300m (1000 ft) vertically
ft) above terrain, whichever “F” “G” 5km** Clear of cloud and with the
is the higher surface in sight
* When the height of the transition altitude is lower than 3050m (10,000 ft) AMSL, FL100 should be used in
lieu of 10,000 ft.
** When so prescribed by the appropriate ATS authority:
a) flight visibilities reduced to not less than 1500m may be permitted for flights operating:
1) at speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic
or any obstacles in time to avoid collision; or
2) in circumstances in which the probability of encounters with other traffic would normally be low,
e.g. in areas of low volume traffic and for aerial work at low levels.
b) HELICOPTERS may be permitted to operate in less than 1500m flight visibility, if manoeuvred at a
speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid
collision.
***The VMC minima in Class “A” airspace are included for guidance to pilots and do not imply acceptance of
VFR flights in Class “A” airspace.
q$z

CHAPTER 4 — VISUAL FLIGHT RULES 4.10 An aircraft operated in accordance with the
4.1 Except when operating as a special VFR visual flight rules which wishes to change to compli-
flight, VFR flights shall be conducted so that the ance with the instrument flight rules shall:
aircraft is flown in conditions of visibility and distance a. if a flight plan was submitted, communicate the
from clouds equal to or greater than those specified necessary changes to be effected to its current
in Table 3-1. flight plan, or
4.2 Except when a clearance is obtained from an b. when so required by 3.3.1.2, submit a flight plan
air traffic control unit, VFR flights shall not take off or to the appropriate air traffic services unit and
land at an aerodrome within a control zone, or enter obtain a clearance prior to proceeding IFR when
the aerodrome traffic zone or traffic pattern: in controlled airspace.
a. when the ceiling is less than 450m (1500 ft); or CHAPTER 5 — INSTRUMENT
b. when the ground visibility is less than 5km. FLIGHT RULES
4.3 VFR flights between sunset and sunrise, or
such other period between sunset and sunrise as 5.1 RULES APPLICABLE TO ALL
may be prescribed by the appropriate ATS authority, IFR FLIGHTS
shall be operated in accordance with the conditions 5.1.1 Aircraft Equipment
prescribed by such authority.
Aircraft shall be equipped with suitable instruments
4.4 Unless authorized by the appropriate ATS and with navigation equipment appropriate to the
authority, VFR flights shall not be operated: route to be flown.
a. above FL200; 5.1.2 Minimum Levels
b. at transonic and supersonic speeds. Except when necessary for take-off or landing, or
4.5 Authorization for VFR flights to operate above except when specifically authorized by the appro-
FL290 shall not be granted in areas where a verti- priate authority, an IFR flight shall be flown at a
cal separation minimum of 300m (1000 ft) is applied level which is not below the minimum flight altitude
above FL290. established by the State whose territory is overflown,
or, where no such minimum flight altitude has been
4.6 Except when necessary for take-off or land-
established:
ing, or except by permission from the appropriate
authority, a VFR flight shall not be flown: a. over high terrain or in mountainous areas, at
a level which is at least 600m (2000 ft) above
a. over the congested areas of cities, towns or set-
the highest obstacle located within 8km of the
tlements or over an open-air assembly of per-
estimated position of the aircraft;
sons at a height less than 300m (1000 ft) above
the highest obstacle within a radius of 600m b. elsewhere than as specified in a., at a level
from the aircraft; which is at least 300m (1000 ft) above the high-
est obstacle located within 8km of the estimated
b. elsewhere than as specified in 4.6a., at a height
position of the aircraft.
less than 150m (500 ft) above the ground or
water. NOTE 1: The estimated position of the aircraft will
take account of the navigational accuracy which can
NOTE: See also 3.1.2.
be achieved on the relevant route segment, having
4.7 Except where otherwise indicated in air traf- regard to the navigational facilities available on the
fic control clearances or specified by the appropriate ground and in the aircraft.
ATS authority, VFR flights in level cruising flight when
NOTE 2: See also 3.1.2.
operated above 900m (3000 ft) from the ground or
water, or a higher datum as specified by the appropri- 5.1.3 Change from IFR Flight to VFR Flight
ate ATS authority, shall be conducted at a flight level 5.1.3.1 An aircraft electing to change the
appropriate to the track as specified in the Tables of conduct of its flight from compliance with the instru-
cruising levels in Appendix 3. ment flight rules to compliance with the visual flight
4.8 VFR flights shall comply with the provisions rules shall, if a flight plan was submitted, notify the
of 3.6: appropriate air traffic services unit specifically that
the IFR flight is canceled and communicate thereto
a. when operated within Classes “B”, “C” and “D”
the changes to be made to its current flight plan.
airspace;
b. when forming part of aerodrome traffic at con- 5.1.3.2 When an aircraft operating under the
trolled aerodromes; or instrument flight rules is flown in or encounters visual
meteorological conditions it shall not cancel its IFR
c. when operated as special VFR flights.
flight unless it is anticipated, and intended, that the
4.9 A VFR flight operating within or into areas, flight will be continued for a reasonable period of time
or along routes, designated by the appropriate ATS in uninterrupted visual meteorological conditions.
authority in accordance with 3.3.1.2c. or d., shall
maintain continuous air-ground voice communication
watch on the appropriate communication channel of,
and report its position as necessary to, the air traffic
services unit providing flight information service.
NOTE: See Note following 3.6.5.1.
q$z

5.2 RULES APPLICABLE TO IFR – maintain an air-ground voice communication

FLIGHTS WITHIN CONTROLLED watch on the appropriate communication channel
AIRSPACE and establish two-way communication, as nec-
essary, with the air traffic services unit providing
5.2.1 IFR flights shall comply with the provisions
flight information service;
of 3.6 when operated in controlled airspace.
shall report position as specified in 3.6.3 for controlled
5.2.2 An IFR flight operating in cruising flight in flights.
controlled airspace shall be flown at a cruising level,
NOTE: Aircraft electing to use the air traffic advisory
or, if authorized to employ cruise climb techniques,
service whilst operating IFR within specified advisory
between two levels or above a level, selected from:
airspace are expected to comply with the provisions
a. the Tables of cruising levels in Appendix 3; or of 3.6, except that the flight plan and changes thereto
b. a modified table of cruising levels, when so pre- are not subjected to clearances and that two-way
scribed in accordance with Appendix 3 for flight communication will be maintained with the unit pro-
above FL410; viding the air traffic advisory service.
except that the correlation of levels to track prescribed
therein shall not apply whenever otherwise indicated
APPENDIX 1 — SIGNALS
in air traffic control clearances or specified by the NOTE: See Chapter 3, para 3.4 of the Annex.
appropriate ATS authority in Aeronautical Information
Publications.
1 DISTRESS AND URGENCY
SIGNALS
5.3 RULES APPLICABLE TO IFR See EMERGENCY Section for complete information.
FLIGHTS OUTSIDE CONTROLLED
NOTE: None of the provisions contained in the Emer-
AIRSPACE gency Section shall prevent the use, by an aircraft in
5.3.1 Cruising Levels distress, of any means at its disposal to attract atten-
An IFR flight operating in level cruising flight outside tion, make known its position and obtain help.
of controlled airspace shall be flown at a cruising level 2 SIGNALS FOR USE IN THE EVENT
appropriate to its track as specified in:
OF INTERCEPTION
a. the Tables of cruising levels in Appendix 3,
except when otherwise specified by the appro- See EMERGENCY Section for complete information.
priate ATS authority for flight at or below 900m 3 VISUAL SIGNALS USED TO WARN
(3000 ft) above mean sea level; or
AN UNAUTHORIZED AIRCRAFT
b. a modified table of cruising levels, when so pre-
scribed in accordance with Appendix 3 for flight FLYING IN, OR ABOUT TO ENTER
above FL410. A RESTRICTED, PROHIBITED
NOTE: This provision does not preclude the use OR DANGER AREA
of cruise climb techniques by aircraft in super- By day and by night, a series of projectiles dis-
sonic flight. charged from the ground at intervals of 10 seconds,
5.3.2 Communications each showing, on bursting, red and green lights or
stars will indicate to an unauthorized aircraft that it
An IFR flight operating outside controlled airspace is flying in or about to enter a restricted, prohibited
but within or into areas, or along routes, designated or danger area, and that the aircraft is to take such
by the appropriate ATS authority in accordance remedial action as may be necessary.
with 3.3.1.2c. or d., shall maintain an air-ground
voice communication watch on the appropriate 4 SIGNALS FOR AERODROME
communication channel and establish two-way com- TRAFFIC
munication, as necessary, with the air traffic services
unit providing flight information service. 4.1 LIGHT AND PYROTECHNIC
NOTE: See Note following 3.6.5.1. SIGNALS
5.3.3 Position Reports 4.1.1 Instructions
An IFR flight operating outside controlled airspace Light signals are directed from Aerodrome Control to
and required by the appropriate ATS authority to: aircraft concerned. (See Figure 4-1.)
– submit a flight plan;
LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND

Steady green Cleared to land Cleared for take-off
Give way to other aircraft and continue
Steady red Stop
circling
Series of green flashes Return for landing* Cleared to taxi
Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
q$z

LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND

Land at this aerodrome and proceed Return to starting point on the
Series of white flashes
to apron* aerodrome
Notwithstanding any previous
Red pyrotechnic instructions do not land for the time
being
*Clearances to land and to taxi will be given in due course.
4.1.2 Acknowledgment by an Aircraft — b. When on the ground:

a. When in flight: 1. during the hours of daylight:
1. during the hours of daylight: – by moving the aircraft’s ailerons or rud-
– by rocking the aircraft’s wings; der;
NOTE: This signal should not be expected 2. during the hours of darkness:
on the base and final legs of the approach. – by flashing on and off twice the aircraft’s
2. during the hours of darkness: landing lights or, if not so equipped, by
switching on and off twice its navigation
– by flashing on and off twice the aircraft’s
lights.
landing lights or, if not so equipped, by
switching on and off twice its navigation
lights.
Figure 4-1 (see 4.1.1)
1218141140000
4.2 VISUAL GROUND SIGNALS

NOTE: For details of visual ground aids, see Annex
14 (not published herein).
4.2.1 Prohibition of Landing
A horizontal red square panel with yellow diagonals
when displayed in a signal area indicates that land-
ings are prohibited and that the prohibition is liable to
be prolonged. 1218141140000
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4.2.2 Need for Special Precautions While

Approaching or Landing
A horizontal red square panel with one yellow diag-
onal when displayed in a signal area indicates that
owing to the bad state of the manoeuvring area, or
for any other reason, special precautions must be
observed in approaching to land or in landing.
1218141140000
NOTE: When used at night, the landing T is either

illuminated or outlined in white colored lights.
4.2.5.2 A set of two digits displayed vertically
at or near the aerodrome control tower indicates to
aircraft on the manoeuvring area the direction for
take-off, expressed in units of 10 degrees to the
nearest 10 degrees of the magnetic compass.
1218141140000
4.2.3 Use of Runways and Taxiways

4.2.3.1 A horizontal white dumb-bell when
displayed in a signal area indicates that aircraft are
required to land, take-off and taxi on runways and 1218141140000
taxiways only.
4.2.6 Right-Hand Traffic
When displayed in a signal area, or horizontally at the
end of the runway or strip in use, a right-hand arrow of
conspicuous color indicates that turns are to be made
1218141140000
to the right before landing and after take-off.
4.2.3.2 The same horizontal white dumb-bell

as in 4.2.3.1 but with a black bar placed perpendicular
to the shaft across each circular portion of the dumb-
bell when displayed in a signal area indicates that
aircraft are required to land and take-off on runways
only, but other manoeuvres need not be confined to
runways and taxiways.
1218141140000
4.2.7 Air Traffic Services Reporting Office

The letter C displayed vertically in black against a
yellow background indicates the location of the air
traffic services reporting office.
1218141140000
4.2.4 Closed Runways or Taxiways

Crosses of a single contrasting color, yellow or white,
displayed horizontally on runways and taxiways or
parts thereof indicate an area unfit for movement of
aircraft.
1218141140000
4.2.8 Glider Flights in Operation

A double white cross displayed horizontally in the sig-
nal area indicates that the aerodrome is being used
by gliders and that glider flights are being performed.
1218141140000
4.2.5 Directions for Landing or Take-off

4.2.5.1 A horizontal white or orange landing T
indicates the direction to be used by aircraft for land- 1218141140000
ing and take-off, which shall be in a direction parallel

to the shaft of the T towards the cross arm.
q$z

5 MARSHALLING SIGNALS
5.1 FROM A SIGNALMAN TO AN
AIRCRAFT
NOTE 1: These signals are designed for use by the
signalman, with hands illuminated as necessary to
facilitate observation by the pilot, and facing the air-
craft in a position:
a) for fixed wing aircraft: on left side of aircraft
where best seen by the pilot; and 1360350807712
b) for helicopters: where the signalman can best

be seen by the pilot. 5.1.1.3 Proceed To Next Signalman or as
Directed by Tower/Ground Control
NOTE 2: The meaning of the relevant signals remains
the same if bats, illuminated wands or torchlights are Point both arms upward; move and extend arms out-
held. ward to sides of body and point with wands to direc-
tion of next signalman or taxi area.
NOTE 3: The aircraft engines are numbered for the
signalman facing the aircraft, from right to left (i.e.,
No.1 engine being the port outer engine).
NOTE 4: Signals marked with an asterisk are
designed for use by hovering helicopters.
NOTE 5: References to wands may also be read
to refer to daylight-fluorescent table-tennis bats or
gloves (daytime only).
NOTE 6: References to the signalman may also be
read to refer to marshaller.
5.1.1 Prior to using the following signals, the sig-
nalman shall ascertain that the area within which an
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aircraft is to be guided is clear of objects which the air- 5.1.1.4 Straight Ahead
craft, in complying with 3.4.1, might otherwise strike. Bend extended arms at elbows and move wands up
NOTE: The design of many aircraft is such that the and down from chest height to head.
path of the wing tips, engines and other extremities
cannot always be monitored visually from the flight
deck while the aircraft is being manoeuvred on the
ground.
5.1.1.1 Wingwalker/guide
Raise right hand above head level with wand pointing
up; move left-hand wand pointing down toward body.
NOTE: This signal provides an indication by a
person positioned at the aircraft wing tip, to the
pilot/marshaller/push-back operator, that the aircraft
movement on/off a parking position would be unob- 1360350807712
structed. 5.1.1.5 Turn

a) Turn left (from pilot’s point of view): With right
arm and wand extended at a 90-degree angle
to body, make “come ahead” signal with left
hand. The rate of signal motion indicates to pilot
the rate of aircraft turn.
1360081802554
5.1.1.2 Identify Gate

Raise fully extended arms straight above head with
wands pointing up.
1360350807712
q$z

b) Turn right (from pilot’s point of view): With left b) Release brakes: Raise hand just above shoul-
arm and wand extended at a 90-degree angle der height with hand closed in a fist. Ensuring
to body, make “come ahead” signal with right eye contact with flight crew, open palm. Do not
hand. The rate of signal motion indicates to pilot move until receipt of “thumbs up” acknowledge-
the rate of aircraft turn. ment from flight crew.
1360350807712
1360350807712
5.1.1.8 Chocks
5.1.1.6 Stop
a) Chocks inserted: With arms and wands fully
a) Normal stop: Fully extend arms and wands at
extended above head, move wands inward in
a 90-degree angle to sides and slowly move to
a “jabbing” motion until wands touch. Ensure
above head until wands cross.
acknowledgement is received from flight crew.
1360350807712
b) Emergency stop: Abruptly extend arms and

1360350807712
wands to top of head, crossing wands. b) Chocks removed: With arms and wands fully
extended above head, move wands outward in
a “jabbing” motion. Do not remove chocks until
authorized by flight crew.
1360350807712
5.1.1.7 Brakes
a) Set brakes: Raise hand just above shoulder 1360350807712
height with open palm. Ensuring eye contact 5.1.1.9 Start Engine(s)
with flight crew, close hand into a fist. Do not
move until receipt of “thumbs up” acknowledge- Raise right arm to head level with wand pointing up
ment from flight crew. and start a circular motion with hand; at the same
time, with left arm raised above head level, point to
engine to be started.
1360350807712
1360350807712
q$z

5.1.1.10 Cut Engines 5.1.1.14 Turns While Backing

Extend arm with wand forward of body at shoulder a) For tail to starboard: Point left arm with wand
level; move hand and wand to top of left shoulder and down and bring right arm from overhead ver-
draw wand to top of right shoulder in a slicing motion tical position to horizontal forward position,
across throat. repeating right-arm movement.
1360350807712
1360350807712
5.1.1.11 Slow Down b) For tail to port: Point right arm with wand down
Move extended arms downwards in a “patting” ges- and bring left arm from overhead vertical posi-
ture, moving wands up and down from waist to knees. tion to horizontal forward position, repeating
left-arm movement.
1360350807712
5.1.1.12 Slow Down Engine(s) on 1360350807712
Indicated Side
5.1.1.15 Affirmative/All Clear
With arms down and wands toward ground, wave
either right or left wand up and down indicating Raise right arm to head level with wand pointing up
engine(s) on left or right side respectively should be or display hand with “thumbs up”; left arm remains at
slowed down. side by knee.
NOTE: This signal is also used as a technical/servic-
ing communication signal.
1360350807712
5.1.1.13 Move Back

With arms in front of body at waist height, rotate arms
1360350807712
in a forward motion. To stop rearward movement, use 5.1.1.16 Hover

signal 5.1.1.6 a) or b). Fully extend arms and wands at a 90-degree angle to
sides.
1360350807712
1360350807712
q$z

5.1.1.17 Move Upwards

Fully extend arms and wands at a 90-degree angle
to sides and, with palms turned up, move hands
upwards. Speed of movement indicates rate of
ascent.
1360350807712
5.1.1.21 Hold Position/Stand By

Fully extend arms and wands downwards at a
45-degree angle to sides. Hold position until aircraft
is clear for next manoeuvre.
1360350807712
5.1.1.18 Move Downwards

Fully extend arms and wands at a 90-degree angle
to sides and, with palms turned down, move hands
downwards. Speed of movement indicates rate of
descent.
1360350807712
5.1.1.22 Dispatch Aircraft

Perform a standard salute with right hand and/or
wand to dispatch the aircraft. Maintain eye contact
with flight crew until aircraft has begun to taxi.
1360350807712
5.1.1.19 Move Horizontally

a) Left (from pilot’s point of view): Extend arm hor-
izontally at a 90-degree angle to right side of
1360350807712
body. Move other arm in same direction in a 5.1.1.23 Do Not Touch Controls (Technical/
sweeping motion. Servicing Communication Signal)
Extend right arm fully above head and close fist or
hold wand in horizontal position; left arm remains at
side by knee.
1360350807712
b) Right (from pilot’s point of view): Extend arm

horizontally at a 90-degree angle to left side of
body. Move other arm in same direction in a 1360350807712
sweeping motion.
5.1.1.24 Connect Ground Power (Technical/
Servicing Communication Signal)
Hold arms fully extended above head; open left hand
horizontally and move finger tips of right hand into and
touch open palm of left hand (forming a “T”). At night,
illuminated wands can also be used to form the “T”
above head.
1360350807712
5.1.1.20 Land
Cross arms with wands downwards and in front of
body.
q$z

NOTE: This signal is intended mainly for aircraft with

the set of integral stairs at the front.
1360350807712
5.1.1.25 Disconnect power (Technical/

Hold arms fully extended above head with finger tips 1360350807712
of right hand touching open horizontal palm of left

5.2 FROM THE PILOT OF AN AIRCRAFT
hand (forming a “T”); then move right hand away from
the left. Do not disconnect power until authorized by TO A SIGNALMAN
flight crew. At night, illuminated wands can also be NOTE:
used to form the “T” above head. a. These signals are designed for use by a pilot in
the cockpit with hands plainly visible to the sig-
nalman, and illuminated as necessary to facili-
tate observation by the signalman.
b. The aircraft engines are numbered in relation to
the signalman facing the aircraft, from right to left
(i.e., No. 1 engine being the port outer engine).
5.2.1 Brakes
NOTE: The moment the fist is clenched or the fingers
are extended indicates, respectively, the moment of
brake engagement or release.
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5.1.1.26 Negative (Technical/Servicing a. Brakes engaged: Raise arm and hand, with fin-
Communication Signal) gers extended, horizontally in front of face, then
Hold right arm straight out at 90 degrees from shoul- clench fist.
der and point wand down to ground or display hand b. Brakes released: Raise arm, with fist clenched,
with “thumbs down”; left hand remains at side by horizontally in front of face, then extend fingers.
knee.
5.2.2 Chocks
a. Insert chocks: Arms extended, palms outwards,
move hands inwards to cross in front of face.
b. Remove chocks: Hands crossed in front of face,
palms outwards, move arms outwards.
5.2.3 Ready to Start Engine(s)
Raise the appropriate number of fingers on one hand
1360350807712
indicating the number of the engine to be started.
5.1.1.27 Establish Communication Via 5.3 TECHNICAL/SERVICING
Interphone (Technical/Servicing COMMUNICATION SIGNALS
Communication Signal) 5.3.1 Manual signals shall only be used when
Extend both arms at 90 degrees from body and move verbal communication is not possible with respect to
hands to cup both ears. technical/servicing communication signals.
5.3.2 Signalmen shall ensure that an acknowl-
edgement is received from the flight crew with respect
to technical/servicing communication signals.
NOTE: The technical/servicing communication sig-
nals are included to standardize the use of hand sig-
nals used to communicate to flight crews during the
aircraft movement process that relate to servicing or
handling functions.
1360350807712
5.1.1.28 Open/Close Stairs (Technical/

With right arm at side and left arm raised above head
at a 45-degree angle, move right arm in a sweeping
motion towards top of left shoulder.
q$z

6. STANDARD EMERGENCY
HAND SIGNALS
The following hand signals are established as the
minimum required for emergency communication
between the aircraft rescue and firefighting (ARFF)
incident commander/ARFF firefighters and the cock- 1258487164000
pit and/or cabin crews of the incident aircraft. ARFF

6.4 Fire
emergency hand signals should be given from the
left front side of the aircraft for the flight crew. Move right hand in a “fanning” motion from shoulder
NOTE: In order to communicate more effectively with to knee, while at the same time pointing with left hand
the cabin crew, emergency hand signals may be to area of fire.
given by firefighters from other positions. Night — same with wands.
6.1 Recommend evacuation
Evacuation recommended based on ARFF and inci-
dent commander’s assessment of external situation.
Arm extended from body and held horizontal with
hand upraised at eye level. Execute beckoning arm
motion angled backward. Non-beckoning arm held
against body.
Night — same with wands.
1258487164000
APPENDIX 2 — INTERCEPTION
OF CIVIL AIRCRAFT
1 PRINCIPLES TO BE OBSERVED
BY STATES
1.1 To achieve the uniformity in regulations which
1258487164000
is necessary for the safety of navigation of civil aircraft
due regard shall be had by Contracting States to the
6.2 Recommended stop following principles when developing regulations and
Recommend evacuation in progress be halted. Stop administrative directives:
aircraft movement or other activity in progress. a. Interception of civil aircraft will be undertaken
Arms in front of head, crossed at wrists. only as a last resort;
b. If undertaken, an interception will be limited to
Night — same with wands. determining the identity of the aircraft, unless it
is necessary to return the aircraft to its planned
track, direct it beyond the boundaries of national
airspace, guide it away from a prohibited,
restricted or danger area or instruct it to effect a
landing at a designated aerodrome;
c. Practice interception of civil aircraft will not be
undertaken;
d. Navigational guidance and related informa-
tion will be given to an intercepted aircraft by
radiotelephony, whenever radio contact can be
1258487164000
6.3 Emergency contained established; and

No outside evidence of dangerous conditions or “all- e. In the case where an intercepted civil aircraft is
clear” required to land in the territory overflown, the
aerodrome designated for the landing is to be
Arms extended outward and down at a 45–degree
suitable for the safe landing of the aircraft type
angle. Arms moved inward below waistline simulta-
concerned.
neously until wrists crossed, then extended outward
to starting position (umpire’s “safe” signal). NOTE: In the unanimous adoption by the 25th
Session (Extraordinary) of the ICAO Assembly
Night — same with wands. on 10 May 1984 of Article 3 bis to the Convention
on International Civil Aviation, the Contracting
States have recognized that “every State must
refrain from resorting to the use of weapons
against civil aircraft in flight”.
q$z

1.2 Contracting States shall publish a standard 3 RADIO COMMUNICATION DURING

method that has been established for the manoeu- INTERCEPTION
vring of aircraft intercepting a civil aircraft. Such
See EMERGENCY Section for related information.
method shall be designed to avoid any hazard for the
intercepted aircraft. APPENDIX 3 — TABLES OF
1.3 Contracting States shall ensure that provision CRUISING LEVELS
is made for the use of secondary surveillance radar, The cruising levels to be observed when so required
where available, to identify civil aircraft in areas where by this Annex are as follows:
they may be subject to interception.
a. In areas where, in accordance with regional air
2 ACTION BY INTERCEPTED navigation agreements, a vertical separation
minimum (VSM) of 300m (1000 ft) is applied
AIRCRAFT between FL290 and FL410 inclusive:*
See EMERGENCY Section for related information.
TRACK **
From 000° to 179° *** From 180° to 359° ***
IFR Flights VFR Flights IFR Flights VFR Flights
Altitude Altitude Altitude Altitude
FL Meters Feet FL Meters Feet FL Meters Feet FL Meters Feet
010 300 1000 — — — 020 600 2000 — — —
030 900 3000 035 1050 3500 040 1200 4000 045 1350 4500
050 1500 5000 055 1700 5500 060 1850 6000 065 2000 6500
070 2150 7000 075 2300 7500 080 2450 8000 085 2600 8500
090 2750 9000 095 2900 9500 100 3050 10,000 105 3200 10,500
110 3350 11,000 115 3500 11,500 120 3650 12,000 125 3800 12,500
130 3950 13,000 135 4100 13,500 140 4250 14,000 145 4400 14,500
150 4550 15,000 155 4700 15,500 160 4900 16,000 165 5050 16,500
170 5200 17,000 175 5350 17,500 180 5500 18,000 185 5650 18,500
190 5800 19,000 195 5950 19,500 200 6100 20,000 205 6250 20,500
210 6400 21,000 215 6550 21,500 220 6700 22,000 225 6850 22,500
230 7000 23,000 235 7150 23,500 240 7300 24,000 245 7450 24,500
250 7600 25,000 255 7750 25,500 260 7900 26,000 265 8100 26,500
270 8250 27,000 275 8400 27,500 280 8550 28,000 285 8700 28,500
290 8850 29,000 300 9150 30,000
310 9450 31,000 320 9750 32,000
330 10,050 33,000 340 10,350 34,000
350 10,650 35,000 360 10,950 36,000
370 11,300 37,000 380 11,600 38,000
390 11,900 39,000 400 12,200 40,000
410 12,500 41,000 430 13,100 43,000
450 13,700 45,000 470 14,350 47,000
490 14,950 49,000 510 15,550 51,000
etc. etc. etc. etc. etc. etc.
* Except when, on the basis of regional air navigation agreements, a modified table of cruising levels
based on a nominal vertical separation minimum of 300m (1000 ft) is prescribed for use, under
specified conditions, by aircraft operating above FL410 within designated portions of the airspace.
** Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions 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 on a polar stereographic chart in
which the direction towards the North Pole is employed as the Grid North.
*** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and from
270 to 089 degrees is prescribed to accommodate predominant traffic directions and appropriate
transition procedures to be associated therewith are specified.
NOTE: Guidance material relating to vertical separation is contained in the Manual on Implementation of
a 300m (1000 ft) Vertical Separation Minimum Between FL290 and FL410 Inclusive (Doc 9574) (Not
published herein).
b. In other areas:
q$z

TRACK*
From 000° to 179 ° ** From 180° to 359° **
IFR Flights VFR Flights IFR Flights VFR Flights
Altitude Altitude Altitude Altitude
FL Meters Feet FL Meters Feet FL Meters Feet FL Meters Feet
010 300 1000 — — — 020 600 2000 — — —
030 900 3000 035 1050 3500 040 1200 4000 045 1350 4500
050 1500 5000 055 1700 5500 060 1850 6000 065 2000 6500
070 2150 7000 075 2300 7500 080 2450 8000 085 2600 8500
090 2750 9000 095 2900 9500 100 3050 10,000 105 3200 10,500
110 3350 11,000 115 3500 11,500 120 3650 12,000 125 3800 12,500
130 3950 13,000 135 4100 13,500 140 4250 14,000 145 4400 14,500
150 4550 15,000 155 4700 15,500 160 4900 16,000 165 5050 16,500
170 5200 17,000 175 5350 17,500 180 5500 18,000 185 5650 18,500
190 5800 19,000 195 5950 19,500 200 6100 20,000 205 6250 20,500
210 6400 21,000 215 6550 21,500 220 6700 22,000 225 6850 22,500
230 7000 23,000 235 7150 23,500 240 7300 24,000 245 7450 24,500
250 7600 25,000 255 7750 25,500 260 7900 26,000 265 8100 26,500
270 8250 27,000 275 8400 27,500 280 8550 28,000 285 8700 28,500
290 8850 29,000 300 9150 30,000 310 9450 31,000 320 9750 32,000
330 10,050 33,000 340 10,350 34,000 350 10,650 35,000 360 10,950 36,000
370 11,300 37,000 380 11,600 38,000 390 11,900 39,000 400 12,200 40,000
410 12,500 41,000 420 12,800 42,000 430 13,100 43,000 440 13,4 00 44,000
450 13,700 45,000 460 14,000 46,000 470 14,350 47,000 480 14,650 48,000
490 14,950 49,000 500 15,250 50,000 510 15,550 51,000 520 15,850 52,000
etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc.
* Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions 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 on a polar stereographic chart in
which the direction towards the North Pole is employed as the Grid North.
** Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and from
270 to 089 degrees is prescribed to accommodate predominant traffic directions and appropriate
transition procedures to be associated therewith are specified.
NOTE: Guidance material relating to vertical separation is contained in the Manual on Implementation of
a 300m (1000 ft) Vertical Separation Minimum Between FL290 and FL410 Inclusive (Doc 9574) (Not
published herein).
APPENDIX 4 — REMOTELY PILOTED 1.3 An RPA shall not be operated over the high
AIRCRAFT SYSTEMS seas without prior coordination with the appropriate
ATS authority.
NOTE: See Chapter 3, para 3.1.9 of the Annex (not
published herein). 1.4 The authorization and coordination referred
NOTE: The Manual on Remotely Piloted Aircraft Sys- to in 1.2 and 1.3 shall be obtained prior to take-off if
tems (RPAS) (Doc 10019) contains explanatory infor- there is reasonable expectation, when planning the
mation related to remotely piloted aircraft systems operation, that the aircraft may enter the airspace
(not published herein). concerned.
1.5 An RPAS shall be operated in accordance
1 GENERAL OPERATING RULES with conditions specified by the State of Registry, the
1.1 A remotely piloted aircraft system (RPAS) State of the Operator, if different, and the State(s) in
engaged in international air navigation shall not be which the flight is to operate.
operated without appropriate authorization from the
State from which the take-off of the remotely piloted 1.6 Flight plans shall be submitted in accordance
aircraft (RPA) is made. with Chapter 3 of this Annex or as otherwise man-
dated by the State(s) in which the flight is to operate.
1.2 An RPA shall not be operated across the ter-
ritory of another State without special authorization 1.7 RPAS shall meet the performance and equip-
issued by each State in which the flight is to operate. ment carriage requirements for the specific airspace
This authorization may be in the form of agreements in which the flight is to operate.
between the States involved.
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APPENDIX 5 — UNMANNED 1. has a combined mass of 6kg or more; or

FREE BALLOONS 2. includes a package of 3kg or more; or
NOTE: See Chapter 3, para 3.1.10 of the Annex (not 3. includes a package of 2kg or more with an
published herein). area density of more than 13g per square
centimeter; or
1 CLASSIFICATION OF UNMANNED 4. uses a rope or other device for suspen-
FREE BALLOONS sion of the payload that requires an impact
Unmanned free balloons shall be classified as: force of 230 N or more to separate the sus-
a. light: an unmanned free balloon which carries a pended payload from the balloon.
payload of one or more packages with a com- NOTE:
bined mass of less than 4kg, unless qualifying (a) The area density referred to in c.(3) is
as a heavy balloon in accordance with c.(2), (3) determined by dividing the total mass
or (4) below; or in grams of the payload package by
b. medium: an unmanned free balloon which car- the area in square centimeters of its
ries a payload of two or more packages with a smallest surface.
combined mass of 4kg or more, but less than (b) See the following figure.
6kg, unless qualifying as a heavy balloon in
accordance with c.(2), (3) or (4) below; or
c. heavy: an unmanned free balloon which carries
a payload which:
1218141140000
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AIR TRAFFIC CONTROL 5 JUL 02 Eff ? 351

2.6 CLASSIFICATION OF AIRSPACES Class F. IFR and VFR flights are permitted, all partic-
ipating IFR flights receive an air traffic advisory
2.6.1 ATS airspaces shall be classified and des- service and all flights receive flight information
ignated in accordance with the following: service if requested.
Class A. IFR flights only are permitted, all flights are NOTE: Where air traffic advisory service is
provided with air traffic control service and are implemented, this is considered normally as
separated from each other. a temporary measure only until such time as
it can be replaced by air traffic control.
Class B. IFR and VFR flights are permitted, all flights
are provided with air traffic control service and Class G. IFR and VFR flights are permitted and
are separated from each other. receive flight information service if requested.
Class C. IFR and VFR flights are permitted, all flights 2.6.2 States shall select those airspace classes
are provided with air traffic control service and appropriate to their needs.
IFR flights are separated from other IFR flights
and from VFR flights. VFR flights are separated 2.6.3 The requirements for flights within each
from IFR flights and receive traffic information in class of airspace shall be as shown in the following
respect of other VFR flights. table.
Class D. IFR and VFR flights are permitted and all NOTE: Where the ATS airspaces adjoin ver-
flights are provided with air traffic control service, tically, i.e., one above the other, flights at a
IFR flights are separated from other IFR flights common level would comply with the require-
and receive traffic information in respect of VFR ments of, and be given services applicable
flights, VFR flights receive traffic information in to, the less restrictive class of airspace. In
respect of all other flights. applying these criteria, Class B airspace is
therefore considered less restrictive than
Class E. IFR and VFR flights are permitted, IFR
Class A airspace; Class C airspace less
flights are provided with air traffic control service
restrictive than Class B airspace, etc.
and are separated from other IFR flights. All
flights receive traffic information as far as is prac-
tical. Class E shall not be used for control zones.
Radio com- Subject to

Type of Separation
Class Service provided Speed limitation* munication an ATC
flight provided
requirement clearance
Continuous
A IFR only All aircraft Air traffic control service Not applicable Yes
two-way
Continuous
IFR All aircraft Air traffic control service Not applicable Yes
two-way
B
Continuous
VFR All aircraft Air traffic control service Not applicable Yes
two-way
IFR from IFR Continuous
IFR Air traffic control service Not applicable Yes
IFR from VFR two-way
1. Air traffic control ser-
vice for separation
C from IFR; 250 KT IAS below
Continuous
VFR VFR from IFR 2. VFR/VFR traffic infor- 3,050m (10,000 ft) two-way Yes
mation (and traffic AMSL
avoidance advice on
request);
Air traffic control service,
traffic information about 250 KT IAS below
Continuous
IFR IFR from IFR VFR flights (and traffic 3,050m (10,000 ft) Yes
two-way
avoidance advice on AMSL
D request)
IFR/VFR and VFR/VFR
250 KT IAS below
traffic information (and Continuous
VFR Nil 3,050m (10,000 ft) Yes
traffic avoidance advice two-way
AMSL
on request)
© JEPPESEN SANDERSON, INC., 2002. ALL RIGHTS RESERVED.

352 5 JUL 02Eff ? AIR TRAFFIC CONTROL

Radio com- Subject to
Type of Separation
Class Service provided Speed limitation* munication an ATC
flight provided
requirement clearance
Air traffic control service
250 KT IAS below
and, as far as practical, Continuous
IFR IFR from IFR 3,050m (10,000 ft) Yes
traffic information about two-way
AMSL
E VFR flights
250 KT IAS below
Traffic information as far
VFR Nil 3,050m (10,000 ft) No No
as practical
AMSL
IFR from IFR Air traffic advisory ser- 250 KT IAS below
Continuous
IFR as far as vice; flight information 3,050m (10,000 ft) No
two-way
practical service AMSL
F
250 KT IAS below
VFR Nil Flight information service 3,050m (10,000 ft) No No
AMSL
250 KT IAS below
Continuous
IFR Nil Flight information service 3,050m (10,000 ft) No
two-way
AMSL
G
250 KT IAS below
VFR Nil Flight information service 3,050m (10,000 ft) No No
AMSL
* When the height of the transition altitude is lower than 3,050m (10,000 ft) AMSL, FL 100 should be used in
lieu of 10,000 ft.
© JEPPESEN SANDERSON, INC., 2002. ALL RIGHTS RESERVED.

AIR TRAFFIC MANAGEMENT (DOC 4444)

Extracted from ICAO Document 4444, Sixteenth Edition, PROCEDURES FOR AIR NAVIGATION SER-
VICES — AIR TRAFFIC MANAGEMENT, herein known as PANS -ATM.
1 DEFINITIONS 4.4.2.1.2 Except when other arrangements

Refer to ‘International Civil Aviation Organization have been made for submission of repetitive flight
Definitions’ chapter. plans, a flight plan submitted prior to departure
should be submitted to the air traffic services report-
4 GENERAL PROVISIONS FOR ing office at the departure aerodrome. If no such
AIR TRAFFIC SERVICES unit exists at the departure aerodrome, the flight
plan should be submitted to the unit serving or
4.4 FLIGHT PLAN designated to serve the departure aerodrome.
4.4.1 Flight Plan Form 4.4.2.1.3 In the event of a delay of 30 min-
NOTE: Procedures for the use of repetitive flight utes in excess of the estimated off-block time for a
plans are contained in Chapter 16, Section 16.4. controlled flight or a delay of one hour for an uncon-
4.4.1.1 A flight plan form based on the model trolled flight for which a flight plan has been sub-
in Appendix 2 should be provided and should be mitted, the flight plan should be amended or a new
used by operators and air traffic services units for flight plan submitted and the old flight plan cancelled,
the purpose of completing flight plans. whichever is applicable.
NOTE: A different form may be provided for use in 4.4.2.2 During Flight
completing repetitive flight plan listings. 4.4.2.2.1 A flight plan to be submitted dur-
4.4.1.2 The flight plan form should be printed ing flight should normally be transmitted to the ATS
and should include an English text in addition to the unit in charge of the FIR, control area, advisory area
language(s) of the State concerned. or advisory route in or on which the aircraft is flying,
or in or through which the aircraft wishes to fly or to
4.4.1.3 Operators and air traffic services units the aeronautical telecommunication station serving
should comply with: the air traffic services unit concerned. When this is
a. the instructions for completion of a flight plan not practicable, it should be transmitted to another
form and the repetitive flight plan listing form ATS unit or aeronautical telecommunication station
given in Appendix 2; and for retransmission as required to the appropriate air
b. any constraints identified in relevant Aeronauti- traffic services unit.
cal Information Publications (AlPs). NOTE: If the flight plan is submitted for the purpose
NOTE 1: Failure to adhere to the provisions of of obtaining air traffic control service, the aircraft is
Appendix 2 or any constraint identified in relevant required to wait for an air traffic control clearance
AIPs may result in data being rejected, processed prior to proceeding under the conditions requiring
incorrectly or lost. compliance with air traffic control procedures. If the
NOTE 2: The instructions for completing the flight flight plan is submitted for the purpose of obtaining
plan form given in Appendix 2 may be conveniently air traffic advisory service, the aircraft is required
printed on the inside cover of flight plan form pads, to wait for acknowledgment of receipt by the unit
or posted in briefing rooms. providing the service.
4.4.1.4 An operator shall, prior to departure: 4.4.3 Acceptance of a Flight Plan
a. ensure that, where the flight is intended to oper- 4.4.3.1 The first ATS unit receiving a flight
ate on a route or in an area where a navigation plan, or change thereto, shall:
specification is prescribed, it has an appropriate a. check it for compliance with the format and data
RNP approval, and that all conditions applying conventions;
to that approval will be satisfied; b. check it for completeness and, to the extent
b. ensure that, where the flight is intended to possible, for accuracy;
operate in reduced vertical separation minimum c. take action, if necessary, to make it acceptable
(RVSM) airspace, it has the required RVSM to the air traffic services; and
approval;
d. indicate acceptance of the flight plan or change
c. ensure that, where the flight is intended to oper- thereto, to the originator.
ate where an RCP specification is prescribed, it
has an appropriate approval, and that all condi- 4.5 AIR TRAFFIC CONTROL
tions applying to that approval will be satisfied. CLEARANCES
d. ensure that, where the flight is intended to oper- 4.5.1 Scope and Purpose
ate where an RSP specification is prescribed, it
has an appropriate RSP approval, and that all 4.5.1.1 Clearances are issued solely for
conditions applying to that approval will be sat- expediting and separating air traffic and are based
isfied. on known traffic conditions which affect safety in
aircraft operations. Such traffic conditions include
4.4.2 Submission of a Flight Plan not only aircraft in the air and on the manoeuvring
4.4.2.1 Prior to Departure area over which control is being exercised, but
also any vehicular traffic or other obstructions not
4.4.2.1.1 Flight plans shall not be submitted permanently installed on the manoeuvring area in
more than 120 hours before the estimated off-block use.
time of a flight.
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AIR TRAFFIC MANAGEMENT (DOC 4444) q$i
4.5.1.2 If an air traffic control clearance is not 4.5.6 En-route Aircraft

suitable to the pilot-in-command of an aircraft, the
4.5.6.1 General
flight crew may request and, if practicable, obtain an
amended clearance. 4.5.6.1.2 After the initial clearance has
been issued to an aircraft at the point of departure,
4.5.1.3 The issuance of air traffic control it will be the responsibility of the appropriate ATC
clearances by air traffic control units constitutes unit to issue an amended clearance whenever nec-
authority for an aircraft to proceed only in so far essary and to issue traffic information, if required.
as known air traffic is concerned. ATC clearances
do not constitute authority to violate any applicable 4.5.6.1.3 When so requested by the flight
regulations for promoting the safety of flight opera- crew, an aircraft shall be cleared for cruise climb
tions or for any other purpose; neither do clearances whenever traffic conditions and coordination proce-
relieve a pilot-in-command of any responsibility dures permit. Such clearance shall be for cruise
whatsoever in connection with a possible violation climb either above a specified level or between spec-
of applicable rules and regulations. ified levels.
4.5.1.4 ATC units shall issue such ATC clear- 4.5.7 Description of Air Traffic Control
ances as are necessary to prevent collisions and to Clearances
expedite and maintain an orderly flow of air traffic. 4.5.7.1 Clearance Limit
4.5.1.5 ATC clearances must be issued early 4.5.7.1.1 A clearance limit shall be
enough to ensure that they are transmitted to the described by specifying the name of the appropri-
aircraft in sufficient time for it to comply with them. ate significant point, or aerodrome, or controlled
airspace boundary.
4.5.2 Aircraft Subject to ATC for
Part of Flight 4.5.7.1.3 If an aircraft has been cleared to
4.5.2.1 When a flight plan specifies that the an intermediate point in adjacent controlled airspace,
initial portion of a flight will be uncontrolled, and that the appropriate ATC unit will then be responsible for
the subsequent portion of the flight will be subject issuing, as soon as practicable, an amended clear-
to ATC, the aircraft shall be advised to obtain its ance to the destination aerodrome.
clearance from the ATC unit in whose area controlled 4.5.7.1.4 When the destination aerodrome
flight will be commenced. is outside controlled airspace, the ATC unit respon-
4.5.2.2 When a flight plan specifies that the sible for the last controlled airspace through which
first portion of a flight will be subject to ATC, and an aircraft will pass shall issue the appropriate clear-
that the subsequent portion will be uncontrolled, the ance for flight to the limit of that controlled airspace.
aircraft shall normally be cleared to the point at which 4.5.7.2 Route of Flight
the controlled flight terminates.
4.5.7.2.1 The route of flight shall be detailed
4.5.3 Flights Through Intermediate Stops in each clearance when deemed necessary. The
4.5.3.1 When an aircraft files, at the depar- phrase “cleared flight planned route” may be used
ture aerodrome, flight plans for the various stages to describe any route or portion thereof, provided
of flight through intermediate stops, the initial clear- the route or portion thereof is identical to that filed
ance limit will be the first destination aerodrome and in the flight plan and sufficient routing details are
new clearances shall be issued for each subsequent given to definitely establish the aircraft on its route.
portion of flight. The phrases “cleared (designation) departure” or
“cleared (designation) arrival” may be used when
4.5.3.2 The flight plan for the second stage, standard departure or arrival routes have been
and each subsequent stage, of a flight through inter- established by the appropriate ATS authority and
mediate stops will become active for ATS and search published in Aeronautical Information Publications
and rescue (SAR) purposes only when the appropri- (AIPs).
ate ATS unit has received notification that the air-
NOTE: See 6.3.2.3 pertaining to standard clear-
craft has departed from the relevant departure aero-
ances for departing aircraft and 6.5.2.3 pertaining to
drome, except as provided for in 4.5.3.3.
clearances for arriving aircraft.
4.5.3.3 By prior arrangement between ATC 4.5.7.2.2 The phrase “cleared flight planned
units and the operators, aircraft operating on an route” shall not be used when granting a re-clear-
established schedule may, if the proposed route of ance.
flight is through more than one control area, be
cleared through intermediate stops within other con- 4.5.7.5 Readback of Clearances
trol areas but only after coordination between the 4.5.7.5.1 The flight crew shall read back to
ACCs concerned. the air traffic controller safety-related parts of ATC
clearances and instructions which are transmitted by
voice. The following items shall always be read back:
a. ATC route clearances;
b. clearances and instructions to enter, land on,
take off from, hold short of, cross, taxi and
backtrack on any runway; and
q$z

c. runway-in-use, altimeter settings, SSR codes, 4.6.1.5 The flight crew shall inform the ATC
level instructions, heading and speed instruc- unit concerned if at any time they are unable to com-
tions and, whether issued by the controller or ply with a speed instruction. In such cases, the con-
contained in automatic terminal information ser- troller shall apply an alternative method to achieve
vice (ATIS) broadcasts, transition levels. the desired spacing between the aircraft concerned.
NOTE: If the level of an aircraft is reported in 4.6.1.6 At levels at or above 7600m (FL250),
relation to standard pressure 1 013.2 hPa, the speed adjustments should be expressed in multi-
words “FLIGHT LEVEL” precede the level fig- ples of 0.01 Mach; at levels below 7600m (FL250),
ures. If the level of the aircraft is reported in speed adjustments should be expressed in multiples
relation to QNH/QFE, the figures are followed of 20km/h (10 kt) based on indicated airspeed (lAS).
by the word “METRES” or "FEET”, as appropri-
NOTE 1: Mach 0.01 equals approximately 11km/h
ate.
(6 kt) lAS at higher flight levels.
4.5.7.5.1.1 Other clearances or instruc-
NOTE 2: When an aircraft is heavily loaded and at a
tions, including conditional clearances, shall be
high level, its ability to change speed may, in cases,
read back or acknowledged in a manner to clearly
be very limited.
indicate that they have been understood and will be
complied with. 4.6.1.7 Aircraft shall be advised when a
speed control restriction is no longer required.
4.5.7.5.2 The controller shall listen to the
readback to ascertain that the clearance or instruc- 4.6.2 Methods of Application
tion has been correctly acknowledged by the flight 4.6.2.1 In order to establish a desired spacing
crew and shall take immediate action to correct any between two or more successive aircraft, the con-
discrepancies revealed by the readback. troller should first either reduce the speed of the last
aircraft, or increase the speed of the lead aircraft,
4.5.7.5.2.1 Unless specified by the appro-
then adjust the speed(s) of the other aircraft in order.
priate ATS authority, voice readback of controller-
pilot data link communications (CPDLC) messages 4.6.2.2 In order to maintain a desired spac-
shall not be required. ing using speed control techniques, specific speeds
NOTE: The procedures and provisions relating to the need to be assigned to all the aircraft concerned.
exchange and acknowledgement of CPDLC mes- NOTE 1: The true airspeed (TAS) of an aircraft
sages are contained in Annex 10, Volume II and the will decrease during descent when maintaining a
PANS -ATM, Chapter 14. constant lAS. When two descending aircraft main-
tain the same lAS, and the leading aircraft is at the
4.6 HORIZONTAL SPEED CONTROL lower level, the TAS of the leading aircraft will be
INSTRUCTIONS lower than that of the following aircraft. The distance
4.6.1 General between the two aircraft will thus be reduced, unless
a sufficient speed differential is applied. For the
4.6.1.1 In order to facilitate a safe and orderly
purpose of calculating a desired speed differential
flow of traffic, aircraft may, subject to conditions
between two succeeding aircraft, 11km/h (6 kt) lAS
specified by the appropriate authority, be instructed
per 300m (1000 ft) height difference may be used
to adjust speed in a specified manner. Flight crews
as a general rule. At levels below 2450m (FL80) the
should be given adequate notice of planned speed
difference between lAS and TAS is negligible for
control.
speed control purposes.
NOTE 1: Application of speed control over a long
NOTE 2: Time and distance required to achieve
period of time may affect aircraft fuel reserves.
a desired spacing will increase with higher levels,
NOTE 2: Provisions concerning longitudinal separa- higher speeds, and when the aircraft is in a clean
tion using the Mach number technique are contained configuration.
in Chapter 5, Separation Methods and Minima.
4.6.3 Descending and Arriving Aircraft
4.6.1.2 Speed control instructions shall
remain in effect unless explicitly cancelled or 4.6.3.1 An aircraft should, when practicable,
amended by the controller. be authorized to absorb a period of notified terminal
delay by cruising at a reduced speed for the latter
NOTE: Cancellation of any speed control instruction
portion of its flight.
does not relieve the flight crew of compliance with
speed limitations associated with airspace classifica- 4.6.3.2 An arriving aircraft may be instructed
tions as specified in Annex 11 — Air Traffic Services, to maintain its “maximum speed”, “minimum clean
Appendix 4. speed”, “minimum speed”, or a specified speed.
4.6.1.3 Speed control shall not be applied to NOTE: “Minimum clean speed” signifies the min-
aircraft entering or established in a holding pattern. imum speed at which an aircraft can be flown in
a clean configuration, i.e. without deployment of
4.6.1.4 Speed adjustments should be limited
lift-augmentation devices, speed brakes or landing
to those necessary to establish and/or maintain a
gear.
desired separation minimum or spacing. Instruc-
tions involving frequent changes of speed, including 4.6.3.3 Speed reductions to less than
alternate speed increases and decreases, should 460km/h (250 kt) lAS for turbojet aircraft during
be avoided. initial descent from cruising level should be applied
only with the concurrence of the flight crew.
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4.6.3.4 Instructions for an aircraft to simulta- 4.7.2 Methods of Application

neously maintain a high rate of descent and reduce 4.7.2.1 An aircraft may be instructed to expe-
its speed should be avoided as such manoeuvres dite climb or descent as appropriate to or through
are normally not compatible. Any significant speed a specified level, or may be instructed to reduce its
reduction during descent may require the aircraft to rate of climb or rate of descent.
temporarily level off to reduce speed before contin-
uing descent. 4.7.2.2 Climbing aircraft may be instructed to
maintain a specified rate of climb, a rate of climb
4.6.3.5 Arriving aircraft should be permitted to equal to or greater than a specified value or a rate
operate in a clean configuration for as long as pos- of climb equal to or less than a specified value.
sible. Below 4550m (FL150), speed reductions for
turbojet aircraft to not less than 410km/h (220 kt) 4.7.2.3 Descending aircraft may be instructed
lAS, which will normally be very close to the mini- to maintain a specified rate of descent, a rate of
mum speed of turbojet aircraft in a clean configura- descent equal to or greater than a specified value
tion, may be used. or a rate of descent equal to or less than a specified
value.
4.6.3.6 Only minor speed adjustments not
exceeding plus/minus 40km/h (20 kt) lAS should be 4.7.2.4 In applying vertical speed control, the
used for aircraft on intermediate and final approach. controller should ascertain to which level(s) climbing
aircraft can sustain a specified rate of climb or, in
4.6.3.7 Speed control should not be applied the case of descending aircraft, the specified rate of
to aircraft after passing a point 7km (4 NM) from the descent which can be sustained, and shall ensure
threshold on final approach. that alternative methods of maintaining separation
NOTE: The flight crew has a requirement to fly a can be applied in a timely manner, if required.
stabilized approach (airspeed and configuration) typ- NOTE: Controllers need to be aware of aircraft per-
ically by 5km (3 NM) from the threshold (Doc 8168, formance characteristics and limitations in relation to
PANS -OPS, Volume I Part III Section 4, Chapter 3, a simultaneous application of horizontal and vertical
3.3 refers). speed limitations.
4.6.4 SID and STAR 4.8 CHANGE FROM IFR TO VFR FLIGHT
The flight crew shall comply with published SID and 4.8.1 Change from instrument flight rules
STAR speed restrictions unless the restrictions are (IFR) flight to visual flight rules (VFR) flight is
explicitly cancelled or amended by the controller. only acceptable when a message initiated by the
NOTE 1: Some SID and STAR speed restrictions pilot-in-command containing the specific expression
ensure containment within RNAV departure or arrival “CANCELLING MY IFR FLIGHT”, together with the
procedure (e.g. maximum speed associated with a changes, if any, to be made to the current flight
constant radius arc to a fix (RF) leg). plan, is received by an air traffic services unit. No
NOTE 2: See 6.3.2.4 pertaining to clearances on a invitation to change from IFR flight to VFR flight is
SID and 6.5.2.4 pertaining to clearances on a STAR . to be made either directly or by inference.
4.7 VERTICAL SPEED CONTROL 4.8.2 No reply, other than the acknowledgment
INSTRUCTIONS “IFR FLIGHT CANCELLED AT . . . (time)”, should
normally be made by an air traffic services unit.
4.7.1 General
4.8.3 When an ATS unit is in possession of
4.7.1.1 In order to facilitate a safe and orderly information that instrument meteorological condi-
flow of traffic, aircraft may be instructed to adjust tions are likely to be encountered along the route of
rate of climb or rate of descent. Vertical speed con- flight, a pilot changing from IFR flight to VFR flight
trol may be applied between two climbing aircraft or should, if practicable, be so advised.
two descending aircraft in order to establish or main-
tain-a specific vertical separation minimum. 4.9 WAKE TURBULENCE CATEGORIES
4.7.1.2 Vertical speed adjustments should 4.9.1 Wake Turbulence Categories
be limited to those necessary to establish and/or of Aircraft
maintain a desired separation minimum. Instructions 4.9.1.1 Wake turbulence separation minima
involving frequent changes of climb/descent rates shall be based on a grouping of aircraft types into
should be avoided. three categories according to the maximum certifi-
4.7.1.3 The flight crew shall inform the ATC cated take-off mass as follows:
unit concerned if unable, at any time, to comply with a. HEAVY (H) – all aircraft types of 136,000kg or
a specified rate of climb or descent. In such cases, more;
the controller shall apply an alternative method b. MEDIUM (M) – aircraft types less than
to achieve an appropriate separation minimum 136,000kg but more than 7000kg; and
between aircraft, without delay.
c. LIGHT (L) – aircraft types of 7000kg or less.
4.7.1.4 Aircraft shall be advised when a rate
of climb/descent restriction is no longer required.
q$z

4.9.2 Indication of Heavy Wake interval. In applying this, account should be taken of
Turbulence Category the meteorological requirement for the making and
For aircraft in the heavy wake turbulence category reporting of routine aircraft observations.
the word “Heavy” shall be included immediately after NOTE: This is intended to apply in cases where ade-
the aircraft call sign in the initial radiotelephony con- quate flight progress data are available from other
tact between such aircraft and ATS units. sources; e.g., radar, or ADS-B (see Chapter 8, 8.6.4.
4), or ADS-C (see Chapter 13), and in other circum-
4.10 ALTIMETER SETTING stances where the omission of routine reports from
PROCEDURES selected flights is found to be acceptable.
4.10.1 Expression of Vertical Position 4.11.1.4 The position reports required by 4.11.
of Aircraft 1.1 and 4.11.1.2 shall be made to the ATS unit serv-
4.10.1.1 For flights in the vicinity of aero- ing the airspace in which the aircraft is operated. In
dromes and within terminal control areas, the vertical addition, when so prescribed by the appropriate ATS
position of aircraft shall, except as provided for in authority in aeronautical information publications or
4.10.1.2, be expressed in terms of altitudes at or requested by the appropriate ATS unit, the last posi-
below the transition altitude and in terms of flight tion report before passing from one FIR or control
levels at or above the transition level. While passing area to an adjacent FIR or control area shall be
through the transition layer, vertical position shall made to the ATS unit serving the airspace about to
be expressed in terms of flight levels when climbing be entered.
and in terms of altitudes when descending. 4.11.2 Contents of Voice Position Reports
4.10.1.2 When an aircraft which has been 4.11.2.1 The position reports required by 4.11.
given clearance to land is completing its approach 1.1 and 4.11.1.2 shall contain the following elements
using atmospheric pressure at aerodrome elevation of information, except that elements d., e. and f.
(QFE), the vertical position of the aircraft shall be may be omitted from position reports transmitted by
expressed in terms of height above aerodrome radiotelephony, when so prescribed on the basis of
elevation during that portion of its flight for which regional air navigation agreements:
QFE may be used, except that it shall be expressed a. aircraft identification;
in terms of height above runway threshold elevation:
b. position;
a. for instrument runways, if the threshold is 2
c. time;
metres (7 feet) or more below the aerodrome
elevation; and d. flight level or altitude, including passing level
and cleared level if not maintaining the cleared
b. for precision approach runways.
level;
4.10.1.3 For flights en route, the vertical posi-
e. next position and time over; and
tion of aircraft shall be expressed in terms of:
f. ensuing significant point.
a. flight levels at or above the lowest usable flight
level; 4.11.2.1.1 Element d., flight level or altitude,
shall, however, be included in the initial call after a
b. altitudes below the lowest usable flight level;
change of air-ground voice communication channel.
except where, on the basis of regional air navigation
agreements, a transition altitude has been estab- 4.11.2.2 When assigned a speed to maintain,
lished for a specified area, in which case the pro- the flight crew shall include this speed in their
visions of 4.10.1.1 shall apply. position reports. The assigned speed shall also be
included in the initial call after a change of air-ground
4.11 POSITION REPORTING voice communication channel, whether or not a full
4.11.1 Transmission of Position Reports position report is required.
4.11.1.1 On routes defined by designated sig- NOTE: Omission of element d. may be possible
nificant points, position reports shall be made when when flight level or altitude, as appropriate, derived
over, or as soon as possible after passing, each des- from pressure-altitude information can be made con-
ignated compulsory reporting point, except as pro- tinuously available to controllers in labels associated
vided in 4.11.1.3. Additional reports over other points with the position indication of aircraft and when ade-
may be requested by the appropriate ATS unit. quate procedures have been developed to guaran-
tee the safe and efficient use of this altitude informa-
4.11.1.2 On routes not defined by designated tion.
significant points, position reports shall be made
by the aircraft as soon as possible after the first 4.11.3 Radiotelephony Procedures for
half hour of flight and at hourly intervals thereafter, Air-Ground Voice Communication
except as provided in 4.11.1.3. Additional reports at Channel Changeover
shorter intervals of time may be requested by the When so prescribed by the appropriate ATS author-
appropriate ATS unit. ity, the initial call to an ATC unit after a change of
air-ground voice communication channel shall con-
4.11.1.3 Under conditions specified by the tain the following elements:
appropriate ATS authority, flights may be exempted
from the requirement to make position reports at a. designation of the station being called;
each designated compulsory reporting point or b. call sign and, for aircraft in the heavy wake
turbulence category, the word “Heavy”;
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c. level, including passing and cleared levels if not longitude at projected intent point
maintaining the cleared level; altitude at projected intent point
d. speed, if assigned by ATC; and time of projection
e. additional elements, as required by the appro- If an altitude, track or speed change is predicted
priate ATS authority. to occur between the aircraft’s current position
4.11.4 Transmission of ADS-C Reports and the projected intent point, additional infor-
mation would be provided in an intermediate
The position reports shall be made automatically to
intent block as follows:
the ATS unit serving the airspace in which the air-
craft is operating. The requirements for the transmis- distance from current point to change point
sion and contents of automatic dependent surveil- track from current point to change point
lance-contract (ADS-C) reports shall be established altitude at change point
by the controlling ATC unit on the basis of current
predicted time to change point
operational conditions and communicated to the air-
craft and acknowledged through an ADS-C agree- 4.11.5.2 The basic ADS-C data block shall be
ment. required from all ADS-C-equipped aircraft. Remain-
ing ADS-C data blocks shall be included as nec-
4.11.5 Contents of ADS-C Reports essary. In addition to any requirements concern-
4.11.5.1 ADS-C reports shall be composed of ing its transmission for ATS purposes, data block
data blocks selected from the following: f) (Meteorological information) shall be transmitted
a. Aircraft Identification in accordance with Annex 3, 5.3.1 (not published
herein). ADS-C emergency and/or urgency reports
b. Basic ADS-C:
shall include the emergency and/or urgency status
latitude in addition to the relevant ADS-C report information.
longitude
4.12 REPORTING OF OPERATIONAL
altitude
AND METEOROLOGICAL
time INFORMATION
figure of merit
4.12.1 General
NOTE: The basic ADS-C block is mandatory
and is included in all ADS-C reports. 4.12.1.1 When operational and/or routine
meteorological information is to be reported, using
c. Ground Vector: data link, by an aircraft en route at times where
track position reports are required in accordance with
ground speed 4.11.1.1 and 4.11.1.2, the position report shall be
rate of climb or descent given in accordance with 4.11.5.2 (requirements
concerning transmission of meteorological informa-
d. Air Vector: tion from ADS-C equipped aircraft), in the form of a
heading routine air-report. Special aircraft observations shall
Mach or IAS be reported as special air-reports. All air-reports
rate of climb or descent shall be reported as soon as is practicable.
e. Projected Profile: 4.12.2 Contents of Routine Air-Reports
next way-point 4.12.2.1 Routine air-reports transmitted by
estimated altitude at next way-point data link, when ADS-C is not being applied, shall
give information relating to such of the following
estimated time at next way-point elements as are necessary for compliance with
(next + 1) way-point 4.12.2.2:
estimated altitude at (next + 1) way-point – Section 1 — Position Information:
estimated time at (next + 1) way-point 1. Aircraft identification
f. Meteorological Information: 2. Position
wind speed 3. Time
wind direction 4. Flight level or altitude
wind quality flag (if available) 5. Next position and time over
temperature 6. Ensuing significant point.
turbulence (if available) – Section 2 — Operational Information:
humidity (if available) 7. Estimated time of arrival
NOTE: The specifications for the elements 8. Endurance.
in the meteorological information data block, – Section 3 — Meteorological Information:
including their ranges and resolutions, are
shown in Appendix 3 to Annex 3 (not published 9. Wind direction
herein). 10. Wind speed
g. Short-term Intent: 11. Wind quality flag
latitude at projected intent point 12. Air temperature
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13. Turbulence (if available) • Humidity (if available)

14. Humidity (if available). – Data block 3:
4.12.2.2 Section 1 of the air-report is oblig- • Condition prompting the issuance of the spe-
atory, except that elements (5) and (6) thereof cial air-report; to be selected from the list a. to
may be omitted when so prescribed on the basis k. presented under 4.12.3.1 above.
of regional air navigation agreements. Section 2 4.12.3.3 When voice communications are
of the air-report, or a portion thereof, shall only used, special air-reports shall contain the following
be transmitted when so requested by the operator elements:
or a designated representative, or when deemed
– Message type designator
necessary by the pilot-in-command. Section 3 of the
air-report shall be transmitted in accordance with – Section 1 — Position Information:
Annex 3, Chapter 5. 1. Aircraft identification
NOTE: While element 4., flight level or altitude, may, 2. Position
in accordance with 4.11.2.1, be omitted from the con- 3. Time
tents of a position report transmitted by radiotele-
4. Flight level or altitude
phony when so prescribed on the basis of regional
air navigation agreements, that element may not be – Section 3 — Meteorological Information:
omitted from Section 1 of an air-report. 5. Condition prompting the issuance of the
special air-report; to be selected from the
4.12.3 Contents of Special Air-Reports
list a. to k. presented under 4.12.3.1.
4.12.3.1 Special air-reports shall be made by
all aircraft whenever the following conditions are 4.12.4 Compilation and Transmission of
encountered or observed: Air-Reports by Voice Communications
a. moderate or severe turbulence; or 4.12.4.1 Forms based on the model AIREP
SPECIAL form at Appendix 1 shall be provided for
b. moderate or severe icing; or
the use of flight crews in compiling the reports. The
c. severe mountain wave; or detailed instructions for reporting as given at Appen-
d. thunderstorms, without hail that are obscured, dix 1, shall be complied with.
embedded, widespread or in squall-lines; or
4.12.4.2 The detailed instructions, including
e. thunderstorms, with hail that are obscured, the formats of messages and the phraseologies
embedded, widespread or in squall-lines; or given at Appendix 1, shall be used by flight crews
f. heavy dust storm or heavy sandstorm; or when transmitting air-reports and by air traffic ser-
g. volcanic ash cloud; or vices units when retransmitting such reports.
h. pre-eruption volcanic activity or a volcanic erup- NOTE: Increasing use of air-reports in automated
tion. systems makes it essential that the elements of such
reports be transmitted in the order and form pre-
NOTE: Pre-eruption volcanic activity in this con-
scribed.
text means unusual and/or increasing volcanic
activity which could presage a volcanic erup- 4.12.5 Recording of Special Air-Reports
tion. of Volcanic Activity
In addition, in the case of transonic and super- Special air-reports containing observations of vol-
sonic flight; canic activity shall be recorded on the special air-
i. moderate turbulence; or report of volcanic activity form. Forms based on the
model form for special air-reports of volcanic activity
j. hail; or
at Appendix 1 shall be provided for flight crews oper-
k. cumulonimbus clouds. ating on routes which could be affected by volcanic
4.12.3.2 When air-ground data link is used, ash clouds.
special air-reports shall contain the following ele- NOTE: The recording and reporting instructions may
ments: conveniently be printed on the back of the special
– Message type designator air-report of volcanic activity form.
– Aircraft identification 4.15 DATA LINK COMMUNICATIONS
– Data block 1: INITIATION PROCEDURES
• Latitude
4.15.1 General
• Longitude
4.15.1.1 Before entering an airspace where
• Pressure-altitude data link applications are used by the ATS unit,
• Time data link communications shall be initiated between
– Data block 2: the aircraft and the ATS unit in order to register the
aircraft and, when necessary, allow the start of a
• Wind direction
data link application. This shall be initiated by the
• Wind speed aircraft, either automatically or by the pilot, or by the
• Wind quality flag ATS unit on address forwarding.
• Air temperature
• Turbulence (if available)
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4.15.2 Aircraft Initiation 5.8.2.2 The following minima shall be applied

On receipt of a valid data link initiation request from to aircraft landing behind a HEAVY or a MEDIUM
an aircraft approaching or within a data link service aircraft:
area, the ATS unit shall accept the request and, if a. MEDIUM aircraft behind HEAVY aircraft —
able to correlate it with a flight plan, shall establish 2 minutes;
a connection with the aircraft. b. LIGHT aircraft behind a HEAVY or MEDIUM
4.15.4 Failure aircraft — 3 minutes.
4.15.4.1 In the case of a data link initiation fail- 5.8.3 Departing Aircraft
ure, the data link system shall provide an indication 5.8.3.1 A minimum separation of 2 minutes
of the failure to the appropriate ATS unit(s). The data shall be applied between a LIGHT or MEDIUM air-
link system shall also provide an indication of the fail- craft taking off behind a HEAVY aircraft or a LIGHT
ure to the flight crew when a data link initiation failure aircraft taking off behind a MEDIUM aircraft when
results from a logon initiated by the flight crew. the aircraft are using:
NOTE: When the aircraft's logon request results from a. the same runway;
responding to a contact request by a transferring
b. parallel runways separated by less than 760m
ATS unit, then both ATS units will receive the indi-
(2500 ft);
cation.
c. crossing runways if the projected flight path of
4.15.4.3 The aircraft operator shall establish
the second aircraft will cross the projected flight
procedures to resolve, as soon as practicable, initi-
path of the first aircraft at the same altitude or
ation failures. Procedures should include, as a mini-
less than 300m (1000 ft) below;
mum, that the pilot:
d. parallel runways separated by 760m (2500 ft) or
a. verify the correctness and consistency of the
more, if the projected flight path of the second
flight plan information available in the FMS or
aircraft will cross the projected flight path of the
equipment from which the data link is initiated,
first aircraft at the same altitude or less than
and where differences are detected make the
300m (1000 ft) below.
necessary changes;
NOTE: See Figures 5-42 and 5-43.
b. verify the correct address of the ATS unit; then
c. re-initiate data link.
5 SEPARATION METHODS
AND MINIMA
5.8 TIME-BASED WAKE TURBULENCE
LONGITUDINAL SEPARATION
MINIMA
5.8.1 Applicability
5.8.1.1 The ATC unit concerned shall not be
required to apply wake turbulence separation:
a. for arriving VFR flights landing on the same run-
way as a preceding landing HEAVY or MEDIUM
aircraft; and
b. between arriving IFR flights executing visual
approach when the aircraft has reported the
preceding aircraft in sight and has been
instructed to follow and maintain own separa-
tion from that aircraft.
5.8.1.2 The ATC unit shall, in respect of the
flights specified in 5.8.1.1 a. and b., as well as when
otherwise deemed necessary, issue a caution of
possible wake turbulence. The pilot-in-command of
the aircraft concerned shall be responsible for ensur-
ing that the spacing from a preceding aircraft of a
heavier wake turbulence category is acceptable. If
it is determined that additional spacing is required,
the flight crew shall inform the ATC unit accordingly,
stating their requirements.
5.8.2 Arriving Aircraft
5.8.2.1 Except as provided for in 5.8.1.1 a.
and b., the following separation minima shall be
applied.
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Figure 5-42 — Two-minute Separation for Following Aircraft (see 5.8.3.1 a. and b.)
450457856861
Figure 5-43 — Two-minute Wake Turbulence Separation for Crossing Aircraft (see 5.8.3.1 c. and d.)
1489164553672
5.8.3.2 A separation minimum of 3 minutes b. an arriving LIGHT or MEDIUM aircraft follows

shall be applied between a LIGHT or MEDIUM air- a HEAVY aircraft departure and an arriving
craft when taking off behind a HEAVY aircraft or a LIGHT aircraft follows a MEDIUM aircraft
LIGHT aircraft when taking off behind a MEDIUM air- departure if the projected flight paths are
craft from: expected to cross.
a. an intermediate part of the same runway; or 5.8.5 Opposite Direction
b. an intermediate part of a parallel runway sepa- A separation minimum of 2 minutes shall be applied
rated by less than 760m (2500 ft). between a LIGHT or MEDIUM aircraft and a HEAVY
NOTE: See Figure 5-44. aircraft and between a LIGHT aircraft and a MEDIUM
aircraft when the heavier aircraft is making a low or
5.8.4 Displaced Landing Threshold
missed approach and the lighter aircraft is:
A separation minimum of 2 minutes shall be applied
a. utilizing an opposite-direction runway for take-
between a LIGHT or MEDIUM aircraft and a HEAVY
off; or
aircraft and between a LIGHT aircraft and a MEDIUM
aircraft when operating on a runway with a displaced NOTE: See Figure 5-45.
landing threshold when: b. landing on the same runway in the opposite
a. a departing LIGHT or MEDIUM aircraft follows direction, or on a parallel opposite-direction run-
a HEAVY aircraft arrival and a departing LIGHT way separated by less than 760m (2500 ft).
aircraft follows a MEDIUM aircraft arrival; or NOTE: See Figure 5-46.
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Figure 5-44 — Three-minute Wake Turbulence Separation for Following Aircraft (see 5.8.3.2)
1489164553672
Figure 5-45 — Two-minute Wake Turbulence Separation for Opposite-Direction Take-off (see 5.8.5 a.)
450457856861
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Figure 5-46 — Two-minute Wake Turbulence Separation for Opposite-Direction Landing (see 5.8.5 b.)
1489164553672
5.9 CLEARANCES TO FLY a. the clearance shall be for a specified portion of

MAINTAINING OWN the flight at or below 3050m (10,000 ft), during
SEPARATION WHILE IN VISUAL climb or descent and subject to further restric-
METEOROLOGICAL CONDITIONS tions as and when prescribed on the basis of
regional air navigation agreements;
NOTE 1: As indicated in this Section, the provision
of vertical or horizontal separation by an air traffic b. if there is a possibility that flight under visual
control unit is not applicable in respect of any speci- meteorological conditions may become imprac-
fied portion of a flight cleared subject to maintaining ticable, an IFR flight shall be provided with alter-
own separation and remaining in visual meteorologi- native instructions to be complied with in the
cal conditions. It is for the flight so cleared to ensure, event that flight in visual meteorological condi-
for the duration of the clearance, that it is not oper- tions (VMC) cannot be maintained for the term
ated in such proximity to other flights as to create a of the clearance;
collision hazard. c. the pilot of an IFR flight, on observing that con-
NOTE 2: It is axiomatic that a VFR flight must ditions are deteriorating and considering that
remain in visual meteorological conditions at all operation in VMC will become impossible, shall
times. Accordingly, the issuance of a clearance inform ATC before entering instrument mete-
to a VFR flight to fly subject to maintaining own orological conditions (IMC) and shall proceed
separation and remaining in visual meteorological in accordance with the alternative instructions
conditions has no other object than to signify that, given.
for the duration of the clearance, the provision of NOTE: See also 5.10.1.2.
separation by air traffic control is not entailed.
5.10 ESSENTIAL TRAFFIC
When so requested by an aircraft and provided it INFORMATION
is agreed by the pilot of the other aircraft and so
authorized by the appropriate ATS authority, an ATC 5.10.1 General
unit may clear a controlled flight, including departing 5.10.1.1 Essential traffic is that controlled traf-
and arriving flights, operating in airspace Classes fic to which the provision of separation by ATC is
D and E in visual meteorological conditions during applicable, but which, in relation to a particular con-
the hours of daylight to fly subject to maintaining trolled flight is not, or will not be, separated from
own separation to one other aircraft and remaining in other controlled traffic by the appropriate separation
visual meteorological conditions. When a controlled minimum.
flight is so cleared, the following shall apply:
5.10.1.2 Essential traffic information shall be
given to controlled flights concerned whenever they
constitute essential traffic to each other.
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NOTE: This information will inevitably relate to con- 2. follow the lateral profile of the SID; and
trolled flights cleared subject to maintaining own sep- 3. comply with published speed restrictions
aration and remaining in visual meteorological con- or ATC -issued speed control instructions
ditions and also whenever the intended separation as applicable.
minimum has been infringed.
b. CLIMB VIA SID TO (level), CANCEL LEVEL
5.10.2 Information to Be Provided RESTRICTION(S):
Essential traffic information shall include: 1. climb to the cleared level; published level
a. direction of flight of aircraft concerned; restrictions are cancelled;
b. type and wake turbulence category (if relevant) 2. follow the lateral profile of the SID; and
of aircraft concerned; 3. comply with published speed restrictions
c. cruising level of aircraft concerned; and or ATC -issued speed control instructions
as applicable.
1. estimated time over the reporting point
nearest to where the level will be crossed; c. CLIMB VIA SID TO (level), CANCEL LEVEL
or RESTRICTION(S) AT (point(s)):
2. relative bearing of the aircraft concerned 1. climb to the cleared level; published level
in terms of the 12-hour clock as well as restriction(s) at the specified point(s) are
distance from the conflicting traffic; or cancelled;
3. actual or estimated position of the aircraft 2. follow the lateral profile of the SID; and
concerned. 3. comply with published speed restrictions
or ATC -issued speed control instructions
6 SEPARATION IN THE VICINITY as applicable.
OF AERODROMES d. CLIMB VIA SID TO (level), CANCEL SPEED
6.3 PROCEDURES FOR DEPARTING RESTRICTION(S):
AIRCRAFT 1. climb to the cleared level and comply with
published level restrictions;
6.3.2 Standard Clearances for Departing
2. follow the lateral profile of the SID; and
Aircraft
3. published speed restrictions and
6.3.2.1 General ATC -issued speed control instructions are
The appropriate ATS authority should, wherever cancelled.
possible, establish standardized procedures for e. CLIMB VIA SID TO (level), CANCEL SPEED
transfer of control between the ATC units concerned, RESTRICTION(S) AT (point(s)):
and standard clearances for departing aircraft.
1. climb to the cleared level and comply with
6.3.2.3 Contents published level restrictions;
Standard clearances for departing aircraft shall con- 2. follow the lateral profile of the SID; and
tain the following items: 3. published speed restrictions are cancelled
a. aircraft identification; at the specified point(s).
b. clearance limit, normally destination aero- f. CLIMB UNRESTRICTED TO (level) or CLIMB
drome; TO (level), CANCEL LEVEL AND SPEED
c. designator of the assigned SID, if applicable; RESTRICTION(S):
d. cleared level; 1. climb to the cleared level; published level
restrictions are cancelled;
e. allocated SSR code;
2. follow the lateral profile of the SID; and
f. any other necessary instructions or informa-
tion not contained in the SID description, e.g. 3. published speed restrictions and
instructions relating to change of frequency. ATC -issued speed control instructions are
cancelled.
NOTE 1: See 6.3.2.4.1 for clearances to aircraft on
SID. 6.3.2.4.2 If there are no remaining pub-
lished level or speed restrictions on the SID, the
NOTE 2: The use of a SID designator without a
phrase CLIMB TO (level) should be used.
cleared level does not authorize the aircraft to climb
on the SID vertical profile. 6.3.2.4.3 When subsequent speed restric-
tion instructions are issued, and if the cleared level
6.3.2.4 Clearance on a SID
is unchanged, the phrase CLIMB VIA SID TO (level)
6.3.2.4.1 Clearances to aircraft on a SID should be omitted.
with remaining published level and/or speed restric-
tions shall indicate if such restrictions are to be fol- 6.3.2.4.4 When a departing aircraft is
lowed or are cancelled. The following phraseologies cleared to proceed direct to a published waypoint
shall be used with the following meanings: on the SID, the speed and level restrictions asso-
ciated with the bypassed waypoints are cancelled.
a. CLIMB VIA SID TO (level):
All remaining published speed and level restrictions
1. climb to the cleared level and comply with shall remain applicable.
published level restrictions;
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6.3.2.4.5 When a departing aircraft is vec- e. any other necessary instructions or informa-
tored or cleared to proceed to a point that is not on tion not contained in the STAR description, e.g.
the SID, all the published speed and level restrictions change of communications.
of the SID are cancelled and the controller shall: NOTE 1: See 6.5.2.4.1 for clearances on a STAR .
a. reiterate the cleared level; NOTE 2: The use of a STAR designator without
b. provide speed and level restrictions as neces- a cleared level does not authorize the aircraft to
sary; and descend on the STAR vertical profile.
c. notify the pilot if it is expected that the aircraft 6.5.2.4 Clearance on a STAR
will be instructed to subsequently rejoin the SID.
6.5.2.4.1 Clearances to aircraft on a STAR
NOTE: See also 8.6.5.2 regarding prescribed obsta- with remaining published level and/or speed restric-
cle clearance. tions shall indicate if such restrictions are to be fol-
6.3.2.4.6 ATC instructions to an aircraft to lowed or are cancelled. The following phraseologies
rejoin a SID shall include: shall be used with the following meaning:
a. the designator of the SID to be rejoin, unless a. DESCEND VIA STAR TO (level):
advance notification of rejoin has been provided 1. descend to the cleared level and comply
in accordance with 6.3.2.4.5; with published level restrictions;
b. the cleared level in accordance with 6.3.2.4.1; 2. follow the lateral profile of the STAR; and
and
3. comply with published speed restrictions
c. the position at which it is expected to rejoin the or ATC -issued speed control instructions
SID. as applicable.
NOTE: See 12.3.3.1 for phraseology on rejoin b. DESCEND VIA STAR TO (level), CANCEL
instructions. LEVEL RESTRICTION(S):
6.3.2.5 Communication Failure 1. descend to the cleared level; published
6.3.2.5.1 Clearances for departing aircraft level restrictions are cancelled;
may specify a cleared level other than that indicated 2. follow the lateral profile of the STAR; and
in the filed flight plan for the en-route phase of flight, 3. comply with published speed restrictions
without a time or geographical limit for the cleared or ATC -issued speed control instructions
level. Such clearances will normally be used to facil- as applicable.
itate the application of tactical control methods by
c. DESCEND VIA STAR TO (level), CANCEL
ATC, normally through the use of an ATS surveil-
LEVEL RESTRICTION(S) AT (point(s)):
lance system.
1. descend to the cleared level; published
6.3.2.5.2 Where clearances for departing level restriction(s) at the specified point(s)
aircraft contain no time or geographical limit for are cancelled;
a cleared level, action to be taken by an aircraft
2. follow the lateral profile of the STAR; and
experiencing air-ground communication failure in
the event the aircraft has been radar vectored away 3. comply with published speed restrictions
from the route specified in its current flight plan or ATC -issued speed control instructions
should be prescribed on the basis of a regional as applicable.
air navigation agreement and included in the SID d. DESCEND VIA STAR TO (level), CANCEL
description or published in AIPs. SPEED RESTRICTION(S):
6.3.3 Departure Sequence 1. descend to the cleared level and comply
with published level restrictions;
6.3.3.1 Departing aircraft may be expedited
by suggesting a take-off direction which is not into 2. follow the lateral profile of the STAR; and
the wind. It is the responsibility of the pilot-in-com- 3. published speed restrictions and
mand of an aircraft to decide between making such ATC -issued speed control instructions are
a take-off or waiting for normal take-off in a preferred cancelled.
direction. e. DESCEND VIA STAR TO (level), CANCEL
6.5 PROCEDURES FOR ARRIVING SPEED RESTRICTION(S) AT (point(s)):
AIRCRAFT 1. descend to the cleared level and comply
with published level restrictions;
6.5.2 Standard Clearances for Arriving
2. follow the lateral profile of the STAR; and
Aircraft
3. published speed restrictions are cancelled
6.5.2.3 Contents at the specified point(s).
Standard clearances for arriving aircraft shall contain f. DESCEND UNRESTRICTED TO (level) or
the following items: DESCEND TO (level), CANCEL LEVEL AND
a. aircraft identification; SPEED RESTRICTION(S):
b. designator of the assigned STAR if applicable; 1. descend to the cleared level; published
c. runway-in-use, except when part of the STAR level restrictions are cancelled;
description; 2. follow the lateral profile of the STAR; and
d. cleared level; and
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3. published speed restrictions and 6.5.3.4 Separation shall be provided between

ATC -issued speed control instructions are an aircraft cleared to execute a visual approach and
cancelled. other arriving and departing aircraft.
6.5.2.4.2 If there are no remaining pub- 6.5.3.5 For successive visual approaches,
lished level or speed restrictions on the STAR, the separation shall be maintained by the controller until
phrase DESCEND TO (level) should be used. the pilot of a succeeding aircraft reports having the
6.5.2.4.3 When subsequent speed restric- preceding aircraft in sight. The aircraft shall then
tion instructions are issued and if the cleared level be instructed to follow and maintain own separation
is unchanged, the phrase DESCEND VIA STAR TO from the preceding aircraft. When both aircraft are of
(level) should be omitted. a heavy wake turbulence category, or the preceding
aircraft is of a heavier wake turbulence category
6.5.2.4.4 When an arriving aircraft is than the following, and the distance between the
cleared to proceed direct to a published waypoint aircraft is less than the appropriate wake turbulence
on the STAR, the speed and level restrictions asso- minimum, the controller shall issue a caution of
ciated with the bypassed waypoints are cancelled. possible wake turbulence. The pilot-in-command
All remaining published speed and level restrictions of the aircraft concerned shall be responsible for
shall remain applicable. ensuring that the spacing from a preceding aircraft
6.5.2.4.5 When an arriving aircraft is vec- of a heavier wake turbulence category is acceptable.
tored or cleared to proceed to a point that is not on If it is determined that additional spacing is required,
the STAR, all the published speed and level restric- the flight crew shall inform the ATC unit accordingly,
tions of the STAR are cancelled and the controller stating their requirements.
shall: 6.5.4 Instrument Approach
a. reiterate the cleared level; 6.5.4.1 The approach control unit shall spec-
b. provide speed and level restrictions as neces- ify the instrument approach procedure to be used by
sary; and arriving aircraft. A flight crew may request an alterna-
c. notify the pilot if it is expected that the air- tive procedure and, if circumstances permit, should
craft will be instructed to subsequently rejoin be cleared accordingly.
the STAR . 6.5.4.3 If visual reference to terrain is estab-
NOTE: See 8.6.5.2 regarding prescribed obstacle lished before completion of the approach procedure,
clearance. the entire procedure must nevertheless be executed
6.5.2.4.6 ATC instructions to an aircraft to unless the aircraft requests and is cleared for a visual
rejoin a STAR shall include: approach.
a. the designator of the STAR to be rejoined, 6.5.5 Holding
unless advance notification of rejoin has been 6.5.5.5 Holding and holding pattern entry
provided in accordance with 6.5.2.4.5; shall be accomplished in accordance with proce-
b. the cleared level on rejoining the STAR in dures established by the appropriate ATS authority
accordance with 6.5.2.4.1; and and published in AIPs. If entry and holding proce-
c. the position at which it is expected to rejoin the dures have not been published, or if the procedures
STAR . are not known to a flight crew, the appropriate air
traffic control unit shall specify the designator of the
NOTE: See 12. 3. 3. 2 for phraseology on rejoin
location or aid to be used, the inbound track, radial
instructions.
or bearing, direction of turn in the holding pattern as
6.5.3 Visual Approach well as the time of the outbound leg or the distances
6.5.3.1 Subject to the conditions in 6.5.3.3, between which to hold.
clearance for an IFR flight to execute a visual 6.5.5.9 If an aircraft is unable to comply with
approach may be requested by a flight crew or the published or cleared holding procedure, alterna-
initiated by the controller. In the latter case, the tive instructions shall be issued.
concurrence of the flight crew shall be required.
6.5.6 Approach Sequence
6.5.3.3 An IFR flight may be cleared to exe-
cute a visual approach provided that the pilot can 6.5.6.1 General
maintain visual reference to the terrain and; The following procedures shall be applied whenever
a. the reported ceiling is at or above the level of approaches are in progress:
the beginning of the initial approach segment 6.5.6.1.1 The approach sequence shall be
for the aircraft so cleared; or established in a manner which will facilitate arrival
b. the pilot reports at the level of the beginning of the maximum number of aircraft with the least
of the initial approach segment or at any time average delay. Priority shall be given to:
during the instrument approach procedure that a. an aircraft which anticipates being compelled to
the meteorological conditions are such that with land because of factors affecting the safe oper-
reasonable assurance a visual approach and ation of the aircraft (engine failure, shortage of
landing can be completed. fuel, etc.);
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b. hospital aircraft or aircraft carrying any sick or 6.5.6.2.1.2 The time at which aircraft
seriously injured person requiring urgent medi- should pass the specified point shall be determined
cal attention. by the unit providing approach control service and
c. aircraft engaged in search and rescue opera- notified to the aircraft sufficiently in advance to per-
tions; and mit the pilot to arrange the flight path accordingly.
d. other aircraft as may be determined by the 6.5.6.2.1.3 Each aircraft in the approach
appropriate authority. sequence shall be cleared to pass the specified point
6.5.6.1.2 Succeeding aircraft shall be inbound at the previously notified time, or any revi-
cleared for approach: sion thereof, after the preceding aircraft has reported
passing the point inbound.
a. when the preceding aircraft has reported that
it is able to complete its approach without 6.6 INFORMATION FOR ARRIVING
encountering instrument meteorological condi- AIRCRAFT
tions; or
6.6.1 As early as practicable after an aircraft
b. when the preceding aircraft is in communica- has established communication with the unit provid-
tion with and sighted by the aerodrome control ing approach control service, the following elements
tower and reasonable assurance exists that a of information, in the order listed, shall be transmitted
normal landing can be accomplished; or to the aircraft, with the exception of such elements
c. when timed approaches are used, the pre- which it is known the aircraft has already received:
ceding aircraft has passed the defined point a. type of approach and runway-in-use
inbound and reasonable assurance exists that
b. meteorological information, as follows:
a normal landing can be accomplished;
1. surface wind direction and speed, includ-
NOTE: See 6.5.6.2.1 concerning timed
ing significant variations;
approach procedures.
2. visibility and, when applicable, runway
d. when the use of an ATS surveillance system
visual range (RVR);
confirms that the required longitudinal spacing
between succeeding aircraft has been estab- 3. present weather;
lished. 4. cloud below 1500m (5000 ft) or below
6.5.6.1.4 If the pilot of an aircraft in an the highest minimum sector altitude,
approach sequence has indicated an intention to whichever is greater; cumulonimbus; if the
hold for weather improvement, or for other reasons, sky is obscured, vertical visibility when
such action shall be approved. However, when available;
other holding aircraft indicate intention to continue 5. air temperature;
their approach-to-land, the pilot desiring to hold will 6. dew point temperature, inclusion deter-
be cleared to an adjacent fix for holding awaiting mined on the basis of a regional air
weather change or re-routing. Alternatively, the air- navigation agreement;
craft should be given a clearance to place it at the
7. altimeter setting(s);
top of the approach sequence so that other holding
aircraft may be permitted to land. Coordination shall 8. any available information on signifi-
be effected with any adjacent ATC unit or control cant meteorological phenomena in the
sector, when required, to avoid conflict with the approach area; and
traffic under the jurisdiction of that unit or sector. 9. trend-type landing forecast, when avail-
able.
6.5.6.2 Sequencing and Spacing of
Instrument Approaches c. current runway surface conditions, in case of
precipitants or other temporary hazards;
6.5.6.2.1 TIMED APPROACH
d. changes in the operational status of visual and
PROCEDURES
non visual aids essential for approach and land-
6.5.6.2.1.1 Subject to approval by the ing.
appropriate ATS authority, the following procedure
6.6.4 At the commencement of final approach,
should be utilized as necessary to expedite the
the following information shall be transmitted to air-
approaches of a number of arriving aircraft:
craft:
a. a suitable point on the approach path, which
a. significant changes in the mean surface wind
shall be capable of being accurately determined
direction and speed;
by the pilot, shall be specified, to serve as a
check point in timing successive approaches; NOTE: Significant changes are specified in
Annex 3, Chapter 4. However, if the controller
b. aircraft shall be given a time at which to pass
possesses wind information in the form of
the specified point inbound, which time shall
components, the significant changes are:
be determined with the aim of achieving the
desired interval between successive landings – Mean head-wind component: 19km/h (10 kt)
on the runway while respecting the applicable – Mean tail-wind component: 4km/h (2 kt)
separation minima at all times, including the – Mean cross-wind component: 9km/h (5 kt)
period of runway occupancy.
b. the latest information, if any, on wind shear
and/or turbulence in the final approach area;
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c. the current visibility representative of the direc- 6.7.3 Arriving Aircraft

tion of approach and landing or, when provided,
6.7.3.1 Types of Operations
the current runway visual range value(s) and
the trend. 6.7.3.1.1 Parallel runways may be used for
simultaneous instrument operations for:
6.6.5 During final approach, the following infor-
mation shall be transmitted without delay: a. independent parallel approaches; or
a. the sudden occurrence of hazards (e.g. unau- b. dependent parallel approaches; or
thorized traffic on the runway); c. segregated parallel operations.
b. significant variations in the current surface 6.7.3.2 Requirements and Procedures for
wind, expressed in terms of minimum and Independent Parallel Approaches
maximum values;
6.7.3.2.1 Independent parallel approaches
c. significant changes in runway surface condi- may be conducted to parallel runways provided that:
tions;
a. the runway centre lines are spaced by the dis-
d. changes in the operational status of required tance specified in Table 6-1 (see Annex 14, Vol-
visual or non-visual aids; ume I) and the surveillance criteria contained in
e. changes in observed RVR value(s), in accor- Table 6-1 are met;
dance with the reported scale in use, or
changes in the visibility representative of the
direction of approach and landing.
6.7 OPERATIONS ON PARALLEL OR
NEAR-PARALLEL RUNWAYS
6.7.2 Departing Aircraft
6.7.2.1 Types of Operation
Parallel runways may be used for independent
instrument departures as follows:
a. both runways are used exclusively for depar-
tures (independent departures);
b. one runway is used exclusively for departures
while the other runway is used for a mixture of
arrivals and departures (semi-mixed operation);
and
c. both runways are used for mixed arrivals and
departures (mixed operation).
6.7.2.2 Requirements and Procedures for
Independent Parallel Departures
Independent IFR departures may be conducted from
parallel runways provided:
a. the runway centre lines are spaced by a mini-
mum distance of 760m (2500 ft) (see Annex 14,
Volume I);
b. the nominal departure tracks diverge by at
least:
1. 15 degrees immediately after take-off; or
2. 10 degrees, where:
i) both aircraft are flying an RNAV or
RNP instrument departure; and
ii) the turn commences no more than
3.7km (2.0 NM) from the departure
end of the runway;
c. a suitable ATS surveillance system capable of
identification of the aircraft within 1.9km (1.0
NM) from the end of the runway is available;
and
d. ATS operational procedures ensure that the
required track divergence is achieved.
NOTE: For further details refer to Circular 350,
Guidelines for the Implementation of Reduced
Divergence Departures (not published herein).
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Table 6-1. ATS Surveillance System Criteria for Different Runway Spacings
Runway Centre Line Spacing ATS Surveillance System Criteria
Less than 1310m (4300 ft) but not less a) a minimum accuracy for an ATS surveillance system as
than 1035m (3400 ft) follows:
1) for SSR, an azimuth accuracy of 0.06 degrees (one
sigma); or
2) for MLAT or ADS-B, an accuracy of 30m (100 ft);
b) an update period of 2.5 seconds or less; and
c) a high resolution display providing position prediction and
deviation alert is available.
Less than 1525m (5000 ft) but not less a) an ATS surveillance system with performance
than 1310m (4300 ft) specifications other than those above, but equal to or
better than:
1) for SSR, a minimum azimuth accuracy of 0.3
degrees (one sigma); or
2) for MLAT or ADS-B, a performance capability
equivalent to or better than the SSR requirement
can be demonstrated;
b) an update period of 5 seconds or less; and
c) when it is determined that the safety of aircraft operations
would not be adversely affected.
1525m (5000 ft) or more a) a minimum SSR azimuth accuracy of 0.3 degrees (one
sigma), or for MLAT or ADS-B, a performance capability
equivalent to or better than the SSR requirement can be
demonstrated; and
b) an update period of 5 seconds or less.
NOTE 1: Information pertaining to use of ADS-B 3. an APV procedure designed using either
and MLAT and their system performance is the RNP APCH or RNP AR APCH naviga-
contained in the Assessment of ADS-B and tion specification, provided that:
Multilateration Surveillance to Support Air Traf- i) an appropriate, documented safety
fic Services and Guidelines for Implementation assessment has shown that an
(Circ 326). acceptable level of safety can be
NOTE 2: Refer to Chapter 2, Section 2.6.2 f) on met;
ADS-B implementation that envisages reliance ii) operations are approved by the
upon a common source for surveillance and/or appropriate ATS authority (Note 1
navigation. refers); and
b. the instrument approach procedures that align iii) the instrument approach is demon-
the aircraft with the extended runway centre line strated to protect the NTZ from
are any combination of the following: infringement during normal opera-
1. a precision approach procedure; or tions.
2. except as provided in 6.7.3.2.1 b. 3., an
approach with vertical guidance (APV)
designed using the RNP AR APCH speci-
fication where:
i) the RNP value for B, and the RNP
value for C if that segment of the
approach is within the horizontal
separation minimum of a parallel
approach, do not exceed one-quar-
ter of the distance between runway
centre lines (A), (Figure 6-1 refers);
and
ii) the RNP value for B, and the
RNP value for C if that part of the
approach is within the horizontal
separation minimum of a parallel
approach, do not exceed (A-D)/2,
(Figure 6-1 refers); or
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Figure 6-1. Distance between Centre Lines, NTZ and NOZ
1554391472619
NOTE 1: The demonstration of the safety e. aircraft are advised as early as possible, of the
of an APV procedure designed using assigned runway, instrument approach proce-
either RNP APCH or RNP AR APCH dure and any additional information considered
navigation specification during simulta- necessary to confirm correct selection;
neous approaches may consider: the f. the final approach course or track, is inter-
collision risk from normal and residual cepted by use of:
(not mitigated) atypical errors; likelihood
1. vectoring; or
of ACAS nuisance alerting during normal
operations; wake hazard; monitoring and 2. a published arrival and approach proce-
available levels of system automation; dure that intercepts with the IAF or IF;
database management; flight manage- g. a no-transgression zone (NTZ) at least 610m
ment system input and related crew work- (2000 ft) wide is established equidistant
load; impacts of meteorological conditions between extended runway centre lines and
and other environmental factors; training is depicted on the ATS surveillance system
and published ATC break-out procedures. situation display;
NOTE 2: For examples of the approach h. the approaches are monitored by:
types and scenarios applicable to 6.7.3. 1. a separate monitoring controller for each
2.1 b. see Manual on Simultaneous Oper- runway; or
ations on Parallel or Near-Parallel Instru-
2. a single monitoring controller for no more
ment Runways (SOIR) (Doc 9643), Table
than two runways, if determined by a
2-2 and Appendix C.
safety assessment and approved by
c. the nominal tracks of the missed approach pro- the appropriate ATS authority (6.7.3.2.2
cedures diverge by at least 30 degrees; refers);
d. an obstacle survey and evaluation is com- i. monitoring ensures that when the 300m
pleted, as appropriate, for the areas adjacent (1000 ft) vertical separation is reduced:
to the final approach segments;
1. aircraft do not penetrate the depicted NTZ;
and
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2. the applicable minimum longitudinal sepa- 6.7.3.4 Requirements and Procedures for
ration between aircraft on the same final Dependent Parallel Approaches
approach course or track is maintained; 6.7.3.4.1 Dependent parallel approaches
and may be conducted to parallel runways provided;
j. if no dedicated radio channels are available a. the runway centre lines are spaced by 915m
for the controllers to control the aircraft until (3000 ft) or more (see Annex 14, Volume I);
landing:
b. the final approach course or track is intercepted
1. transfer of communication of aircraft to the by use of:
respective aerodrome controller’s channel
1. vectoring; or
is effected before either of the two aircraft
on adjacent final approach tracks inter- 2. a published arrival and approach proce-
cepts the glide path or vertical path for the dure that intercepts with the IAF or IF;
selected instrument approach procedure; c. an ATS surveillance system with a minimum
and SSR azimuth accuracy of 0.3 degrees (one
2. the controller(s) monitoring the sigma), or for MLAT or ADS-B, a performance
approaches to each runway are provided capability equivalent to or better than the SSR
with the capability to override trans- requirement can be demonstrated and an
missions of aerodrome control on the update period of 5 seconds or less is available;
respective radio channels for each arrival d. the instrument flight procedures that align the
flow. aircraft with the extended runway centre line are
6.7.3.2.2 States conducting safety assess- any combination of the following:
ments to enable the monitoring of not more than two 1. a precision approach procedure;
runways by a single controller (6.7.3.2.1 h. refers) 2. an APV procedure designed using the
should review factors such as, but not limited to: RNP AR APCH navigation specification,
complexity, times of operation, traffic mix and den- provided that the RNP value for B, and
sity, arrival rate, available levels of system automa- the RNP value for C if that segment of the
tion, availability of backup systems, impacts of mete- approach is within the horizontal separa-
orological conditions and other environmental fac- tion minimum of a parallel approach, does
tors. not exceed one quarter of the distance
6.7.3.2.9 When an aircraft is observed to between runway centre lines (A) (Figure
overshoot the turn-on or to continue on a track which 6-2 refers); and
will penetrate the NTZ, the aircraft shall be instructed
to return immediately to the correct track.
6.7.3.2.10 When an aircraft is observed
penetrating the NTZ, the aircraft on the adjacent
ILS localizer course or MLS final approach course
or track shall be instructed to immediately climb
and turn to the assigned altitude/height and head-
ing (break-out procedures) in order to avoid the
deviating aircraft. Where parallel approach obstacle
assessment surfaces (PAOAS) criteria are applied
for the obstacle assessment, the monitoring con-
troller shall not issue the heading instruction to
the aircraft below 120m (400 ft) above the runway
threshold elevation, and the heading instruction
shall not exceed 45 degrees track difference with
the final approach course or track.
6.7.3.2.11 Flight path monitoring using ATS
surveillance system shall not be terminated until:
a. visual separation is applied, provided proce-
dures ensure that both controllers are advised
whenever visual separation is applied;
b. the aircraft has landed, or in the case of a
missed approach, is at least 1.9km (1.0 NM)
beyond the departure end of the runway and
adequate separation with any other traffic is
established.
NOTE: There is no requirement to advise the
aircraft that flight path monitoring using radar is
terminated.
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Figure 6-2. RNP value and distance between centre lines
1554391472619
3. an APV procedure designed using the e. aircraft are advised that approaches are in use
RNP AR APCH navigation specification to both runways (this information may be pro-
that does not meet the provisions in d) 2) vided through the ATIS);
or an RNP APCH, provided that: f. the nominal tracks of the missed approach pro-
i) an appropriate, documented safety cedures diverge by at least 30 degrees; and
assessment has shown that an g. approach control has a frequency override
acceptable level of safety can be capability to aerodrome control.
met; and
6.7.3.5 Determination that an Aircraft is
ii) operations are approved by the
Established on RNP AR APCH
appropriate ATS authority (Note 1
refers). 6.7.3.5.1 In addition to the requirements
specified under 6.7.3.2, for the purposes of applying
NOTE 1: The demonstration of the safety of
6.7.3.2.5 b., an aircraft conducting an RNP AR
an APV procedure designed using either RNP
APCH procedure is considered to be established
APCH or RNP AR APCH navigation specifica-
for the entire approach procedure after the IAF/IF
tion during simultaneous approaches may con-
provided that:
sider: the collision risk from normal and resid-
ual (not mitigated) atypical errors; likelihood of a. the aircraft confirms that it is established on the
ACAS nuisance alerting during normal opera- RNP AR APCH procedure prior to a designated
tions; wake hazard; monitoring and available point, the location of such point to be deter-
levels of system automation; database man- mined by the appropriate ATS authority;
agement; flight management system input and b. the designated point shall be positioned on the
related crew workload; impacts of meteorologi- RNP AR APCH to ensure the applicable hori-
cal conditions and other environmental factors; zontal separation minimum (e.g. 5.6km (3 NM))
training; and published ATC break-out proce- from the adjacent approach procedure (Figure
dures. 6-6 refers). The designated point may normally
NOTE 2: For examples of approach types and be coincident with the IAF; and
scenarios that meet the requirements of 6.7.3. c. to facilitate the application of the procedure, the
4.1 d., see Manual on Simultaneous Operations designated point shall be readily apparent to the
on Parallel or Near-Parallel Instrument Run- approach and monitoring controllers. The des-
ways (SOIR) (Doc 9643) Table 2-3 and Appen- ignated point may be depicted on the situation
dix C. display.
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6.7.3.5.2 Appropriate wake turbulence sep- shall notify the controller immediately with a pro-
aration shall be applied between aircraft on the same posed course of action, and thereafter follow ATC
approach. instructions (e.g. break-out procedure).
6.7.3.5.3 If, after reporting that it is estab- NOTE: Break-out procedures are described in the
lished on the RNP AR APCH procedure, the air- Manual on Simultaneous Operations on Parallel
craft is unable to execute the procedure, the pilot or Near-Parallel Instrument Runways (SOIR) (Doc
9643).
Figure 6-6. Established on RNP AR APCH Concept (RNP AR APCH/Precision Approach

with 3 NM Separation Minimum Example)
554391472619
6.7.3.5.4 In circumstances where a 7 PROCEDURES FOR AERODROME

break-out procedure becomes necessary during the CONTROL SERVICE
application of the independent parallel approach
procedure (for example, an aircraft penetrating the 7.3 INITIAL CALL TO AERODROME
NTZ), the controller may issue climb and/or heading CONTROL TOWER
instructions to an aircraft established on an RNP For aircraft being provided with aerodrome control
AR APCH. service, the initial call shall contain:
6.7.3.5.5 To support a break-out instruction, a. designation of the station being called;
an obstacle assessment shall be completed. b. call sign and, for aircraft in the heavy wake
NOTE: Guidance on obstacle assessment is pro- turbulence category, the word “Heavy”;
vided in the Manual on Simultaneous Operations on c. position; and
Parallel or Near-Parallel Instrument Runways (SOIR)
d. additional elements, as required by the appro-
(Doc 9643).
priate ATS authority.
6.7.3.5.6 Break-out procedures shall be
prescribed in the AIP and local instructions. 7.4 INFORMATION TO AIRCRAFT BY
AERODROME CONTROL TOWERS
6.7.3.5.7 The monitoring controller shall
protect the NTZ in accordance with 6.7.3.2.1 i. 7.4.1 Information Related to the
Operation of Aircraft
6.7.3.6 Requirements and Procedures for
Segregated Parallel Operations 7.4.1.4 Runway Incursion or Obstructed
6.7.3.6.1 Segregated parallel operations Runway
may be conducted on parallel runways provided: 7.4.1.4.2 Pilots and air traffic controllers
a. the runway centre lines are spaced by a min- shall report any occurrence involving an obstruction
imum of 760m (2500 ft) (see Annex 14, Vol- on the runway or a runway incursion.
ume I); and
b. the nominal departure track diverges imme-
diately after take-off by at least 30 degrees
from the missed approach track of the adjacent
approach.
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NOTE 1: Information regarding runway incursions’ – Position 4. Clearance to land is issued here as
reporting forms together with instructions for their practicable.
completion are contained in the Manual on the Pre- – Position 5. Clearance to taxi to apron is issued
vention of Runway Incursions (Doc 9870). Attention here.
is drawn to the guidance for analysis, data collection
– Position 6. Parking information issued here, if
and sharing of data related to runway incursions (see
necessary.
Chapter 5 of Doc 9870).
NOTE 1: Arriving aircraft executing an instrument
NOTE 2: The provisions in 7.4.1.4.2 have the objec-
approach procedure will normally enter the traffic
tive of supporting the State’s safety programme and
circuit on final except when visual manoeuvring to
safety management system (SMS).
the landing runway is required.
7.4.1.5 Uncertainty of Position on the NOTE 2: See Figure 7-1.
Manoeuvring Area
7.6.3 Traffic on the Manoeuvring Area
7.4.1.5.1 Except as provided for in 7.4.1.
5.2, a pilot in doubt as to the position of the aircraft 7.6.3.1 Control of Taxiing Aircraft
with respect to the manoeuvring area shall immedi-
7.6.3.1.3 USE OF RUNWAY -HOLDING
ately:
POSITIONS
a. stop the aircraft; and
7.6.3.1.3.1 Except as provided in 7.6.3.1.
b. simultaneously notify the appropriate ATS unit 3.2 or as prescribed by the appropriate ATS author-
of the circumstances (including the last known ity, aircraft shall not be held closer to a runway-in-use
position). than at a runway-holding position.
7.4.1.5.2 In those situations where a pilot is
7.6.3.1.3.2 Aircraft shall not be permitted
in doubt as to the position of the aircraft with respect
to line up and hold on the approach end of a run-
to the manoeuvring area, but recognizes that the
way-in-use whenever another aircraft is effecting a
aircraft is on a runway, the pilot shall immediately:
landing, until the landing aircraft has passed the
a. notify the appropriate ATS unit of the circum- point of intended holding.
stances (including the last known position);
b. if able to locate a nearby suitable taxiway,
vacate the runway as expeditiously as possible,
unless otherwise instructed by the ATS unit;
and then,
c. stop the aircraft.
7.6 CONTROL OF AERODROME
TRAFFIC
7.6.1 General
As the view from the flight deck of an aircraft is
normally restricted, the controller shall ensure that
instructions and information which require the flight
crew to employ visual detection, recognition and
observation are phrased in a clear, concise and com-
plete manner.
7.6.2 Designated Positions of Aircraft in the
Aerodrome Traffic and Taxi Circuits
The following positions of aircraft in the traffic and
taxi circuits are the positions where the aircraft nor-
mally receive aerodrome control tower clearances.
Aircraft should be watched closely as they approach
these positions so that proper clearances may be
issued without delay. Where practicable, all clear-
ances should be issued without waiting for the air-
craft to initiate the call.
– Position 1. Aircraft initiates call to taxi for depart-
ing flight. Runway-in-use information and taxi
clearances given.
– Position 2. If there is conflicting traffic, the depart-
ing aircraft will be held at this position. Engine
run-up will, when required, normally be performed
here.
– Position 3. Take -off clearance is issued here, if
not practicable at position 2.
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31 MAY 19 AIR TRAFFIC CONTROL 423
Figure 7-1 — Designated Positions of Aircraft From an Aerodrome Control Tower Viewpoint (see 7.6.2)
1554391472619
7.7 CONTROL OF TRAFFIC IN THE 7.9.3.3 The expression TAKE -OFF shall only
TRAFFIC CIRCUIT be used in radiotelephony when an aircraft is cleared
for take-off or when cancelling a take-off clearance.
7.7.3 Priority for Landing
NOTE: The expression TORA, pronounced
7.7.3.2 In cases of emergency it may be nec- TOR-AH, may be used to indicate take-off run
essary, in the interests of safety, for an aircraft to available.
enter a traffic circuit and effect a landing without
proper authorization. Controllers should recognize 7.9.3.4 Subject to 7.9.3.2, the take-off clear-
the possibilities of emergency action and render all ance shall be issued when the aircraft is ready for
assistance possible. take-off and at or approaching the departure runway,
and the traffic situation permits. To reduce the poten-
7.7.3.3 Priority shall be given to: tial for misunderstanding, the take-off clearance shall
a. an aircraft which anticipates being compelled to include the designator of the departure runway.
land because of factors affecting the safe oper- 7.9.3.5 In the interest of expediting traffic, a
ation of the aircraft (engine failure, shortage of clearance for immediate take-off may be issued to an
fuel, etc.); aircraft before it enters the runway. On acceptance
b. hospital aircraft or aircraft carrying any sick or of such clearance the aircraft shall taxi out to the
seriously injured persons requiring urgent med- runway and take off in one continuous movement.
ical attention;
7.11 REDUCED RUNWAY SEPARATION
c. aircraft engaged in search and rescue opera-
tions; and MINIMA BETWEEN AIRCRAFT
USING THE SAME RUNWAY
d. other aircraft as may be determined by the
appropriate authority. 7.11.1 Provided that an appropriate, docu-
mented safety assessment has shown that an
NOTE: An aircraft which has encountered an emer-
acceptable level of safety can be met, lower minima
gency is handled as outlined in Chapter 15, Sec-
than those in 7.9.2 and 7.10.1 (not published herein)
tion 15.1.
may be prescribed by the appropriate ATS authority,
7.9 CONTROL OF DEPARTING after consultation with the operators. The safety
AIRCRAFT assessment shall be carried out for each runway for
which the reduced minima are intended, taking into
7.9.3 Take-off Clearance account factors such as:
7.9.3.1 Take -off clearance may be issued to a. runway length;
an aircraft when there is reasonable assurance that
b. aerodrome layout; and
the separation in 7.9.2 (not published herein), or pre-
scribed in accordance with 7.11, will exist when the c. types/categories of aircraft involved.
aircraft commences take-off. 7.11.2 All applicable procedures related to the
application of reduced runway separation minima
7.9.3.2 When an ATC clearance is required
shall be published in the Aeronautical Information
prior to take-off, the take-off clearance shall not be
Publication as well as in local air traffic control
issued until the ATC clearance has been transmit-
instructions. Controllers shall be provided with
ted to and acknowledged by the aircraft concerned.
appropriate and adequate training in the use of the
The ATC clearance shall be forwarded to the aero-
procedures.
drome control tower with the least possible delay
after receipt of a request made by the tower or prior
to such request if practicable.
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424 AIR TRAFFIC CONTROL 31 MAY 19
7.11.3 Reduced runway separation minima shall 2) a succeeding landing Category 2 aircraft
only be applied during the hours of daylight from 30 may cross the runway threshold when the
minutes after local sunrise to 30 minutes before local preceding aircraft is a Category 1 or 2
sunset. aircraft which either:
7.11.4 For the purpose of reduced runway sep- i) has landed and has passed a point
aration, aircraft shall be classified as follows: at least 1500m from the threshold
of the runway, is in motion and will
a. Category 1 aircraft: single-engine propeller air-
vacate the runway without back-
craft with a maximum certificated take-off mass
tracking; or
of 2000kg or less;
ii) is airborne and has passed a point
b. Category 2 aircraft: single-engine propeller air-
at least 1500m from the threshold
craft with a maximum certificated take-off mass
of the runway;
of more than 2000kg but less than 7000kg; and
twin-engine propeller aircraft with a maximum 3) a succeeding landing aircraft may cross
certificated take-off mass of less than 7000kg; the runway threshold when a preceding
Category 3 aircraft:
c. Category 3 aircraft: all other aircraft.
i) has landed and has passed a point
7.11.5 Reduced runway separation minima shall
at least 2400m from the threshold
not apply between a departing aircraft and a preced-
of the runway, is in motion and will
ing landing aircraft.
vacate the runway without back-
7.11.6 Reduced runway separation minima shall tracking; or
be subject to the following conditions: ii) is airborne and has passed a point
a. wake turbulence separation minima shall be at least 2400m from the threshold
applied; of the runway.
b. visibility shall be at least 5km and ceiling shall b. departing aircraft:
not be lower than 300m (1000 ft); 1) a Category 1 aircraft may be cleared for
c. tailwind component shall not exceed 5 kt; take-off when the preceding departing air-
d. there shall be available means, such as suitable craft is a Category 1 or 2 aircraft which is
landmarks, to assist the controller in assess- airborne and has passed a point at least
ing the distances between aircraft. A surface 600m from the position of the succeeding
surveillance system that provides the air traf- aircraft;
fic controller with position information on aircraft 2) a Category 2 aircraft may be cleared for
may be utilized, provided that approval for oper- take-off when the preceding departing air-
ational use of such equipment includes a safety craft is a Category 1 or 2 aircraft which is
assessment to ensure that all requisite opera- airborne and has passed a point at least
tional and performance requirements are met; 1500m from the position of the succeed-
e. minimum separation continues to exist between ing aircraft; and
two departing aircraft immediately after take-off 3) an aircraft may be cleared for take-off
of the second aircraft; when a preceding departing Category 3
f. traffic information shall be provided to the flight aircraft is airborne and has passed a point
crew of the succeeding aircraft concerned; and at least 2400m from the position of the
succeeding aircraft.
g. the braking action shall not be adversely
affected by runway contaminants such as ice, 7.11.7.1 Consideration should be given to
slush, snow and water. increased separation between high performance
single-engine aircraft and preceding Category 1 or
7.11.7 Reduced runway separation minima
2 aircraft.
which may be applied at an aerodrome shall be
determined for each separate runway. The separa- 8 ATS SURVEILLANCE SERVICES
tion to be applied shall in no case be less than the
following minima: 8.3 COMMUNICATIONS
a. landing aircraft: 8.3.2 Direct pilot-controller communications
1) a succeeding landing Category 1 aircraft shall be established prior to the provision of ATS
may cross the runway threshold when the surveillance services, unless special circumstances,
preceding aircraft is a Category 1 or 2 such as emergencies, dictate otherwise.
aircraft which either: 8.5 USE OF SSR TRANSPONDERS
i) has landed and has passed a point AND ADS-B TRANSMITTERS
at least 600m from the threshold of 8.5.1 To ensure the safe and efficient use of
the runway, is in motion and will ATS surveillance services, pilots and controllers
vacate the runway without back- shall strictly adhere to published operating proce-
tracking; or dures and standard radiotelephony phraseology
ii) is airborne and has passed a point shall be used. The correct setting of transponder
at least 600m from the threshold of codes and/or aircraft identification shall be ensured
the runway. at all times.
q$z

8.5.2 SSR Code Management 9.2 ALERTING SERVICE

8.5.2.1 Codes 7700, 7600 and 7500 shall be 9.2.1 Aircraft
reserved internationally for use by pilots encounter-
NOTE: Whenever applied, the procedures for the
ing a state of emergency, radio communication fail-
provision of air traffic control service or air traffic
ure or unlawful interference, respectively.
advisory service take the place of the following pro-
8.5.3 Operation of SSR Transponders cedures, except when relevant procedures do not
8.5.3.3 Aircraft equipped with Mode S having call for more than hourly position reports, in which
an aircraft identification feature shall transmit the air- case the Operations normal procedure applies.
craft identification as specified in Item 7 of the ICAO 9.2.1.1 When so required by the appropriate
flight plan or, when no flight plan has been filed, the ATS authority to facilitate the provision of alerting
aircraft registration. and search and rescue services, an aircraft, prior to
NOTE: All Mode S-equipped aircraft engaged in and when operating within or into designated areas
international civil aviation are required to have an or along designated routes, shall comply with the
aircraft identification feature. provisions detailed in Annex 2, Chapter 3, concern-
ing the submission, completion, changing and clos-
9 FLIGHT INFORMATION SERVICE ing of a flight plan.
AND ALERTING SERVICE 9.2.1.2 In addition to the above, aircraft
9.1 FLIGHT INFORMATION SERVICE equipped with suitable two-way radio communica-
tions shall report during the period twenty to forty
9.1.4 Air Traffic Advisory Service minutes following the time of last contact, whatever
9.1.4.2 Aircraft the purpose of such contact, merely to indicate that
the flight is progressing according to plan, such
9.1.4.2.1 AIRCRAFT USING THE AIR report to comprise identification of the aircraft and
TRAFFIC ADVISORY SERVICE the words “Operations normal” or the signal QRU.
IFR flights electing to use or required by the appropri- 9.2.1.3 The “Operations normal” message
ate ATS authority on the basis of regional air naviga- shall be transmitted air-ground to an appropriate
tion agreements to use the air traffic advisory service air traffic services unit (e.g., normally to the aero-
when operating within Class F airspace are expected nautical telecommunication station serving the air
to comply with the same procedures as those apply- traffic services unit in charge of the FIR in which the
ing to controlled flights except that: aircraft is flying, otherwise to another aeronautical
a. the flight plan and changes thereto are not sub- telecommunication station to be retransmitted as
jected to a clearance, since the unit furnish- required to the air traffic services unit in charge of
ing air traffic advisory service will only provide the FIR).
advice on the presence of essential traffic or
suggestions as to a possible course of action; 9.2.1.4 It may be advisable, in case of a SAR
operation of a substantial duration, to promulgate by
b. it is for the aircraft to decide whether or not it will NOTAM the lateral and vertical limits of the area
comply with the advice or suggestion received of SAR action, and to warn aircraft not engaged
and to inform the unit providing air traffic advi- in actual SAR operations and not controlled by air
sory service, without delay, of its decision; traffic control to avoid such areas unless otherwise
c. air-ground contacts shall be made with the authorized by the appropriate ATS unit.
air traffic services unit designated to provide
air traffic advisory service within the advisory 12 PHRASEOLOGIES
airspace or portion thereof.
12.2 GENERAL
NOTE: See Chapter 4, 4.4.2, for procedures
12.2.1 Most phraseologies contained in Section
governing submission of a flight plan.
12.3 of this Chapter show the text of a complete
9.1.4.2.2 AIRCRAFT NOT USING THE AIR message without call signs. They are not intended to
TRAFFIC ADVISORY SERVICE be exhaustive, and when circumstances differ, pilots,
9.1.4.2.2.1 Aircraft wishing to conduct IFR ATS personnel and other ground personnel will be
flights within advisory airspace, but not electing to expected to use plain language which should be as
use the air traffic advisory service, shall nevertheless clear and concise as possible, to the level specified
submit a flight plan, and notify changes made thereto in the ICAO language proficiency requirements con-
to the unit providing that service. tained in Annex 1—Personnel Licensing (not pub-
lished herein), in order to avoid possible confusion
NOTE: See Chapter 4, 4.4.2, for procedures govern-
by those persons using a language other than one
ing submission of a flight plan.
of their national languages.
9.1.4.2.2.2 IFR flights intending to cross
an advisory route should do so as nearly as possible
at an angle of 90 degrees to the direction of the route
and at a level, appropriate to its track, selected from
the table of cruising levels prescribed for use by IFR
flights operating outside controlled airspace.
q$z

12.2.2 The phraseologies are grouped accord- runway(s), except when the aircraft or vehicles con-
ing to types of air traffic service for convenience of cerned are seen by the appropriate controller and
reference. However, users shall be familiar with, and pilot. The aircraft or vehicle causing the condition in
use as necessary, phraseologies from groups other the clearance issued shall be the first aircraft/vehicle
than those referring specifically to the type of air traf- to pass in front of the other aircraft concerned. In all
fic service being provided. All phraseologies shall be cases a conditional clearance shall be given in the
used in conjunction with call signs (aircraft, ground following order and consist of:
vehicle, ATC or other) as appropriate. In order that a. identification;
the phraseologies listed should be readily discernible
b. the condition;
in Section 12.3, call signs have been omitted. Pro-
visions for the compilation of RTF messages, call c. the clearance; and.
signs and procedures are contained in Annex 10, d. brief reiteration of the condition,
Volume II, Chapter 5. For Example: “SAS 941, BEHIND DC9 ON SHORT
12.2.3 Section 12.3 includes phrases for use by FINAL, LINE UP BEHIND”.
pilots, ATS personnel and other ground personnel. NOTE: This implies the need for the aircraft receiving
the conditional clearance to identify the aircraft or
12.2.4 During operations in or vertical tran-
vehicle causing the conditional clearance.
sit through reduced vertical separation minimum
(RVSM) airspace with aircraft not approved for 12.2.8 The phraseology in Section 12.3 does not
RVSM operations, pilots shall report non-approved include phrases and regular radiotelephony proce-
status in accordance with 12.3.1.12 c. as follows: dure words contained in Annex 10, Volume II.
a. at initial call on any channel within RVSM 12.2.9 Words in parentheses indicate that spe-
airspace; cific information, such as a level, a place or a time,
b. in all requests for level changes; and etc., must be inserted to complete the phrase, or
alternatively that optional phrases may be used.
c. in all read-backs of level clearances.
Words in square parentheses indicate optional addi-
12.2.5 Air traffic controllers shall explicitly tional words or information that may be necessary
acknowledge receipt of messages from aircraft in specific instances.
reporting RVSM non-approved status.
12.2.10 Examples of the application of the
12.2.6 Phraseologies for the movement of vehi- phraseologies may be found in the Manual of
cles on the manoeuvring area shall be the same as Radiotelephony (Doc 9432).
those used for the movement of aircraft, with the
exception of taxi instructions, in which case the word 12.3 ATC PHRASEOLOGIES
“PROCEED” shall be substituted for the word “TAXI” 12.3.1 General
when communicating with vehicles.
12.2.7 Conditional phrases, such as “behind
landing aircraft” or “after departing aircraft”, shall
not be used for movements affecting the active
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmissions in Bold Type)

12.3.1.1 Description of Levels a. FLIGHT LEVEL (number); or
(subsequently referred to
b. (number) METRES; or
as “(level)”)
c. (number) FEET.
12.3.1.2 Level Changes, Reports and a. CLIMB (or DESCEND); followed as necessary by:
Rates
1. TO (level);
. . . instruction that a climb (or 2. TO AND MAINTAIN BLOCK (level) TO (level);
descent) to a level within the vertical
3. TO REACH (level) AT (or BY) (time or
range defined is to commence
significant point);
4. REPORT LEAVING (or REACHING, or
PASSING) (level);
5. AT (number) METRES PER SECOND (or
FEET PER MINUTE) [OR GREATER (or OR
LESS)];
. . . for SST aircraft only 6. REPORT STARTING ACCELERATION (or
DECELERATION) .
q$z


b. MAINTAIN AT LEAST (number) METRES (or FEET)
ABOVE (or BELOW) (aircraft call sign);
c. REQUEST LEVEL (or FLIGHT LEVEL or ALTITUDE)
CHANGE FROM (name of unit) [AT (time or
significant point)];
d. STOP CLIMB (or DESCENT) AT (level);
e. CONTINUE CLIMB (or DESCENT) TO (level);
f. EXPEDITE CLIMB (or DESCENT) [UNTIL PASSING
(level)];
g. WHEN READY CLIMB (or DESCEND) TO (level);
h. EXPECT CLIMB (or DESCENT) AT (time or
significant point);
i. REQUEST DESCENT AT (time);
. . . to require action at a j. IMMEDIATELY;
specific time or place
k. AFTER PASSING (significant point);
l. AT (time or significant point);
. . . to require action when m. WHEN READY (instruction);
convenient
. . . to require an aircraft to n. MAINTAIN OWN SEPARATION AND VMC [FROM
climb or descend maintaining (level)] [TO (level)];
own separation and VMC
o. MAINTAIN OWN SEPARATION AND VMC ABOVE
(or BELOW, or TO) (level);
. . . when there is doubt that p. IF UNABLE (alternative instructions) AND ADVISE;
an aircraft can comply with a
clearance or instruction
. . . when a pilot is unable to comply q. UNABLE;
with a clearance or instruction
. . . after a flight crew starts to r. TCAS RA
deviate from any ATC clearance
s. ROGER;
or instruction to comply with an
ACAS resolution advisory (pilot
and controller interchange)
. . . after the response to an t. CLEAR OF CONFLICT, RETURNING TO (assigned
ACAS RA is completed and a clearance);
return to the ATC clearance or
u. ROGER (or alternative instructions);
instruction is initiated (pilot and
controller interchange)
. . . after the response to an ACAS v. CLEAR OF CONFLICT (assigned clearance),
RA is completed and the assigned RESUMED;
ATC clearance or instruction
w. ROGER (or alternative instructions);
has been resumed (Pilot and
. . . after an ATC clearance or x. UNABLE, TCAS RA;
instruction contradictory to the
y. ROGER;
ACAS RA is received, the flight
crew will follow the RA and
inform ATC directly (Pilot and
. . . clearance to climb on a SID z. CLIMB VIA SID TO (level).
which has published level and/or
speed restrictions, where the
pilot is to climb to the cleared
level and comply with published
level restrictions, follow the lateral
profile of the SID and comply
with published speed restrictions
or ATC issued speed control
instructions as applicable .
q$z


. . . clearance to cancel level aa. [CLIMB VIA SID TO (level)], CANCEL LEVEL
restriction(s) of the vertical profile RESTRICTION(S);
of a SID during climb
. . . clearance to cancel level bb. [CLIMB VIA SID TO (level)], RESTRICTION(S) AT
restriction(s) of the vertical profile (point(s));
of a STAR during descent
. . . clearance to cancel speed cc. [CLIMB VIA SID TO (level)], CANCEL SPEED
restrictions of a SID during climb RESTRICTION(S);
. . . clearance to cancel specific dd. [CLIMB VIA SID TO (level)], CANCEL SPEED
speed restrictions of a SID RESTRICTION(S) AT (point(s));
during climb
. . . clearance to climb and to cancel ee. CLIMB UNRESTRICTED TO (level) (or) CLIMB
speed and level restrictions of a SID TO (level), CANCEL LEVEL AND SPEED
RESTRICTIONS;
. . . clearance to descend on ff. DESCEND VIA STAR TO (level);
a STAR which has published
level and/or speed restrictions,
where the pilot is to descend
to the cleared level and comply
with published level restrictions,
follow the lateral profile of the
STAR and comply with published
speed restrictions or ATC issued
speed control instructions.
. . . clearance to cancel gg. [DESCEND VIA STAR TO (level)] , CANCEL LEVEL
level restrictions of a STAR RESTRICTION(S);
during descent
. . . clearance to cancel specific hh. [DESCEND VIA STAR TO (level)], CANCEL LEVEL
level restrictions of a STAR RESTRICTION(S) AT (point(s));
during descent
. . . clearance to cancel ii. [DESCEND VIA STAR TO (level)] , CANCEL SPEED
speed restrictions of a STAR RESTRICTION(S);
during descent
. . . clearance to cancel specific jj. [DESCEND VIA STAR TO (level)], CANCEL SPEED
speed restrictions of a STAR RESTRICTION(S) AT (point(s));
during descent
. . . clearance to descend kk. DESCEND UNRESTRICTED TO (level) or
and to cancel speed and level DESCEND TO (level), CANCEL LEVEL AND SPEED
restrictions of a STAR RESTRICTIONS.
12.3.1.3 Minimum Fuel
. . . indication of minimum fuel a. MINIMUM FUEL
b. ROGER [NO DELAY EXPECTED or EXPECT
(delay information)].
12.3.1.4 Transfer of Control and/or a. CONTACT (unit call sign) (frequency) [NOW];
Frequency Change
b. AT (or OVER) (time or place) [or WHEN]
[PASSING /LEAVING/REACHING (level)] CONTACT
(unit call sign) (frequency);
c. IF NO CONTACT (instructions);
NOTE: An aircraft may be d. STAND -BY FOR (unit call sign) (frequency);
requested to “STAND BY” on a e. REQUEST CHANGE TO (frequency);
frequency when it is intended
f. FREQUENCY CHANGE APPROVED;
that the ATS unit will initiate
communications soon and to g. MONITOR (unit call sign) (frequency);
“MONITOR” a frequency when h. MONITORING (frequency);
information is being broadcast i. WHEN READY CONTACT (unit call sign)
thereon. (frequency);
j. REMAIN THIS FREQUENCY.
q$z


12.3.1.5 8.33 kHz Channel Spacing
NOTE: In this paragraph, the term
“point” is used only in the context
of naming the 8.33 kHz channel
spacing concept and does not
constitute any change to existing
ICAO provisions or phraseology
regarding the use of the term
“decimal.”
. . . to request confirmation of a. CONFIRM EIGHT POINT THREE THREE;
8.33 kHz capability
. . . to indicate 8.33 kHz capability b. AFFIRM EIGHT POINT THREE THREE;
. . . to indicate lack of 8.33 c. NEGATIVE EIGHT POINT THREE THREE;
kHz capability
. . . to request UHF capability d. CONFIRM UHF;
. . . to indicate UHF capability e. AFFIRM UHF;
. . . to indicate lack of UHF capability f. NEGATIVE UHF;
. . . to request status in respect g. CONFIRM EIGHT POINT THREE THREE
of 8.33 kHz exemption EXEMPTED;
. . . to indicate 8.33 kHz h. AFFIRM EIGHT POINT THREE THREE
exempted status EXEMPTED;
. . . to indicate 8.33 kHz i. NEGATIVE EIGHT POINT THREE THREE
non-exempted status EXEMPTED.
. . . to indicate that a certain j. DUE EIGHT POINT THREE THREE
clearance is given because REQUIREMENT.
otherwise a non-equipped and/or
non-exempted aircraft would enter
airspace of mandatory carriage
12.3.1.6 Change of Call Sign
. . . to instruct an aircraft to a. CHANGE YOUR CALL SIGN TO (new call sign)
change its type of call sign [UNTIL FURTHER ADVISED];
. . . to advise an aircraft to b. REVERT TO FLIGHT PLAN CALL SIGN (call sign)
revert to the call sign indicated [AT (significant point)].
in the flight plan
12.3.1.7 Traffic Information a. TRAFFIC (information);
. . . to pass traffic information b. NO REPORTED TRAFFIC;
. . . to acknowledge traffic c. LOOKING OUT;
information
d. TRAFFIC IN SIGHT;
e. NEGATIVE CONTACT [reasons];
f.[ADDITIONAL] TRAFFIC (direction) BOUND (type of
aircraft) (level) ESTIMATED (or OVER) (significant
point) AT (time);
g. TRAFFIC IS (classification) UNMANNED FREE
BALLOON(S) WAS [or ESTIMATED] OVER
(place) AT (time) REPORTED (level(s)) [or LEVEL
UNKNOWN] MOVING (direction) (other pertinent
information, if any).
q$z


12.3.1.8 Meteorological Conditions a. [SURFACE] WIND (number) DEGREES (speed)
(units);
b. WIND AT (level) (number) DEGREES (number)
KILOMETRES PER HOUR (or KNOTS);
NOTE: Wind is always expressed by giving the mean
direction and speed and any significant variations
thereof.
c. VISIBILITY (distance) (units) [direction];
d. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] (distance) (units);
e. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] NOT AVAILABLE (or NOT REPORTED);
. . . for multiple RVR observations f. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
(number)] (first position) (distance) (units), (second
position) (distance) (units), (third position) (distance)
(units);
NOTE 1: Multiple RVR observations are always
representative of the touchdown zone, midpoint zone and
the roll-out / stop end zone respectively.
NOTE 2: Where reports for three locations are given, the
indication of these locations may be omitted, provided
that the reports are passed in the order of touchdown
zone, followed by the midpoint zone and ending with the
roll-out/stop end zone report.
. . . in the event that RVR g. RUNWAY VISUAL RANGE (or RVR) [RUNWAY
information on any one position is (number)] (first position) (distance) (units), (second
not available this information will position) NOT AVAILABLE, (third position) (distance)
be included in the appropriate (units);
sequence
h. PRESENT WEATHER (details);
i. CLOUD (amount, [(type)] and height of base) (units)
(or SKY CLEAR);
NOTE: Details of the means to describe the amount
and type of cloud are in Chapter 11, 11.4.3.2.3.
j. CAVOK;
NOTE: CAVOK pronounced CAV-O-KAY .
k. TEMPERATURE [MINUS] (number) (and/or
DEW-POINT [MINUS] (number));
l. QNH (number) [(units)];
m. QFE (number) [(units)];
n. (aircraft type) REPORTED (description) ICING (or
TURBULENCE) [IN CLOUD] (area) (time);
o. REPORT FLIGHT CONDITIONS.
12.3.1.9 Position Reporting a. NEXT REPORT AT (significant point);
. . . to omit position reports until b. OMIT POSITION REPORTS [UNTIL (specify)];
a specified position
c. RESUME POSITION REPORTING.
12.3.1.10 Additional Reports a. REPORT PASSING (significant point);
. . . to request a report at a b. REPORT (distance) MILES (GNSS or DME) FROM
specified place or distance (name of DME station) (or significant point);
. . . to report at a specified c. (distance) MILES (GNSS or DME) FROM (name of
place or distance DME station) (or significant point);
d. REPORT PASSING (three digits) RADIAL (name
of VOR) VOR;
. . . to request a report of e. REPORT (GNSS or DME) DISTANCE FROM
present position (significant point) or (name of DME station);
q$z


. . . to report present position f. (distance) MILES (GNSS or DME) FROM (name of
DME station) (or significant point).
12.3.1.11 Aerodrome Information a. [(location)] RUNWAY SURFACE CONDITION
RUNWAY (number) (condition);
b. [(location)] RUNWAY SURFACE CONDITION
RUNWAY (number) NOT CURRENT;
c. LANDING SURFACE (condition);
d. CAUTION CONSTRUCTION WORK (location);
e. CAUTION (specify reasons) RIGHT (or LEFT), (or
BOTH SIDES) OF RUNWAY [number];
f. CAUTION WORK IN PROGRESS (or
OBSTRUCTION) (position and any necessary
advice);
g. RUNWAY REPORT AT (observation time) RUNWAY
(number) (type of precipitant) UP TO (depth of
deposit) MILLIMETERS. ESTIMATED SURFACE
FRICTION GOOD (or MEDIUM TO GOOD, or
MEDIUM, or MEDIUM TO POOR, or POOR);
h. BRAKING ACTION REPORTED BY (aircraft type) AT
(time) GOOD (or MEDIUM to GOOD, or MEDIUM,
or MEDIUM to POOR, or POOR);
i. RUNWAY (or TAXIWAY) (number) WET [or
STANDING WATER, or SNOW REMOVED (length
and width as applicable), or TREATED, or COVERED
WITH PATCHES OF DRY SNOW (or WET SNOW,
or COMPACTED SNOW, or SLUSH, or FROZEN
SLUSH, or ICE, or WET ICE, or ICE UNDERNEATH,
or ICE AND SNOW, or SNOWDRIFTS or FROZEN
RUTS AND RIDGES)];
j. TOWER OBSERVES (weather information);
k. PILOT REPORTS (weather information);
12.3.1.12 Operational Status of Visual and a. (specify visual or non-visual aid) RUNWAY (number)
Non-Visual Aids (description of deficiency);
b. (type) LIGHTING (unserviceability)
c. GBAS/SBAS/MLS/ILS CATEGORY (category)
(serviceability state);
d. TAXIWAY LIGHTING (description of deficiency);
e. (type of visual approach slope indicator) RUNWAY
(number) (description of deficiency);
12.3.1.13 Reduced Vertical Separation
Minimum (RVSM) Operations
. . . to ascertain RVSM approval a. CONFIRM RVSM APPROVED;
status of an aircraft
. . . to report RVSM approved status b. AFFIRM RVSM;
. . . to report RVSM non-approved c. NEGATIVE RVSM [(supplementary information, e.g.
status followed by supplementary State Aircraft)];
information
NOTE: See 12.2.4 and 12.2.5 for
procedures relating to operations
in RVSM airspace by aircraft with
non-approved status.
. . . to deny ATC clearance d. UNABLE ISSUE CLEARANCE INTO RVSM
into RVSM airspace AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB
TO] (level);
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. . . to report when severe e. UNABLE RVSM DUE TURBULENCE;
turbulence affects the capability
of an aircraft to maintain
height-keeping requirements
for RVSM
. . . to report that the equipment f. UNABLE RVSM DUE EQUIPMENT;
of an aircraft has degraded
below minimum aviation system
performance standards
. . . to request an aircraft to g. REPORT WHEN ABLE TO RESUME RVSM;
provide information as soon as
RVSM-approved status has been
regained or the pilot is ready to
resume RVSM operations
. . . to request confirmation h. CONFIRM ABLE TO RESUME RVSM;
that an aircraft has regained
RVSM-approved status or a pilot is
ready to resume RVSM operations
. . . to report ability to resume RVSM i. READY TO RESUME RVSM.
operations after an equipment or
weather-related contingency
12.3.1.14 GNSS Service Status a. GNSS REPORTED UNRELIABLE (or GNSS MAY
NOT BE AVAILABLE [DUE TO INTERFERENCE]);
1. IN THE VICINITY OF (location) (radius)
[BETWEEN (levels)]; or
2. IN THE AREA OF (description) (or IN (name)
FIR) [BETWEEN (levels)];
b. BASIC GNSS (or SBAS, or GBAS) UNAVAILABLE
FOR (specify operation) [FROM (time) TO (time) (or
UNTIL FURTHER NOTICE)];
c. BASIC GNSS UNAVAILABLE [DUE TO (reason
e.g. LOSS OF RAIM or RAIM ALERT)];
d. GBAS (or SBAS) UNAVAILABLE ;
e. CONFIRM GNSS NAVIGATION; and
f. AFFIRM GNSS NAVIGATION .
12.3.1.15 Degradation of Aircraft UNABLE RNP (specify type) (or RNAV) [DUE TO (reason
Navigation Performance e.g. LOSS OF RAIM or RAIM ALERT)].
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12.3.2 Area Control Services

12.3.2.1 Issuance of a Clearance a. (name of unit) CLEARS (aircraft call sign);
b. (aircraft call sign) CLEARED TO;
c. RECLEARED (amended clearance details) [REST
OF CLEARANCE UNCHANGED];
d. RECLEARED (amended route portion) TO
(significant point of original route) [REST OF
CLEARANCE UNCHANGED];
e. ENTER CONTROLLED AIRSPACE (or CONTROL
ZONE) [VIA (significant point or route)] AT (level)
[AT (time)];
f. LEAVE CONTROLLED AIRSPACE (or CONTROL
ZONE) [VIA (significant point or route)] AT (level) (or
CLIMBING, or DESCENDING);
g. JOIN (specify) AT (significant point) AT (level) [AT
(time)].
12.3.2.2 Indication of Route and Clearance a. FROM (location) TO (location);
Limit
b. TO (location), followed as necessary by:
1. DIRECT;
2. VIA (route and/or significant points);
3. FLIGHT PLANNED ROUTE;
NOTE: Conditions associated with the use of
this phrase are in Chapter 4, 4.5.7.2.
4. VIA (distance) DME ARC (direction) OF (name
of DME station);
c. (route) NOT AVAILABLE DUE (reason)
ALTERNATIVE[S] IS/ARE (routes) ADVISE.
12.3.2.3 Maintenance of Specified Levels a. MAINTAIN (level) [TO (significant point)];
b. MAINTAIN (level) UNTIL PASSING (significant
point);
c. MAINTAIN (level) UNTIL (minutes) AFTER PASSING
(significant point);
d. MAINTAIN (level) UNTIL (time);
e. MAINTAIN (level) UNTIL ADVISED BY (name of
unit);
f. MAINTAIN (level) UNTIL FURTHER ADVISED;
g. MAINTAIN (level) WHILE IN CONTROLLED
AIRSPACE;
h. MAINTAIN BLOCK (level) TO (level).
NOTE: The term “MAINTAIN” is not to be used in
lieu of “DESCEND” or “CLIMB” when instructing an
aircraft to change level.
12.3.2.4 Specification of Cruising Levels a. CROSS (significant point) AT (or ABOVE, or
BELOW) (level);
b. CROSS (significant point) AT (time) OR LATER (or
BEFORE) AT (level);
c. CRUISE CLIMB BETWEEN (levels) (or ABOVE)
(level);
d. CROSS (distance) MILES, (GNSS or DME)
[(direction)] OF (name of DME station) OR (distance)
[(direction)] OF (significant point) AT (or ABOVE or
BELOW) (level).
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12.3.2.5 Emergency Descent a. EMERGENCY DESCENT (intentions);
b. ATTENTION ALL AIRCRAFT IN THE VICINITY OF
[or AT] (significant point or location) EMERGENCY
DESCENT IN PROGRESS FROM (level) (followed
as necessary by specific instructions, clearances,
traffic information, etc.).
12.3.2.6 If Clearance Cannot be Issued EXPECT CLEARANCE (or type of clearance) AT (time).
Immediately upon Request
12.3.2.7 When Clearance for Deviation UNABLE, TRAFFIC (direction) BOUND (type of aircraft)
Cannot be Issued (level) ESTIMATED (or OVER) (significant point) AT (time)
CALL SIGN (call sign) ADVISE INTENTIONS.
12.3.2.8 Separation Instructions a. CROSS (significant point) AT (time) [OR LATER (or
OR BEFORE)];
b. ADVISE IF ABLE TO CROSS (significant point) AT
(time);
c. MAINTAIN MACH (number) [OR GREATER (or OR
LESS)] [UNTIL (significant point)];
d. DO NOT EXCEED MACH (number);
e. CONFIRM ESTABLISHED ON THE TRACK
BETWEEN (significant point) AND (significant point)
[WITH ZERO OFFSET];
f. ESTABLISHED ON THE TRACK BETWEEN
(significant point) AND (significant point) [WITH
ZERO OFFSET];
g. MAINTAIN TRACK BETWEEN (significant point)
AND (significant point). REPORT ESTABLISHED
ON THE TRACK;
h. ESTABLISHED ON THE TRACK;
NOTE: When used to apply a lateral i. CONFIRM ZERO OFFSET;
VOR/GNSS separation confirmation j. AFFIRM ZERO OFFSET.
of zero offset is required.
12.3.2.9 Instructions Associated with a. ADVISE IF ABLE TO PROCEED PARALLEL
Flying a Track (Offset), Parallel to OFFSET;
the Cleared Route
b. PROCEED OFFSET (distance) RIGHT/LEFT OF
(route) (track) [CENTRE LINE] [AT (significant point
or time)] [UNTIL (significant point or time)];
c. CANCEL OFFSET (instructions to rejoin cleared
flight route or other information).
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12.3.3 Approach Control Services

12.3.3.1 Departure Instructions a. [AFTER DEPARTURE] TURN RIGHT (or LEFT)
HEADING (three digits) (or CONTINUE RUNWAY
HEADING) (or TRACK EXTENDED CENTRE LINE)
TO (level or significant point) [(other instructions as
required)];
b. AFTER REACHING (or PASSING) (level or
significant point) (instructions);
c. TURN RIGHT (or LEFT) HEADING (three digits) TO
(level) [TO INTERCEPT (track, route, airway, etc.)];
d. (standard departure name and number)
DEPARTURE;
e. TRACK (three digits) DEGREES [MAGNETIC (or
TRUE)] TO (or FROM) (significant point) UNTIL
(time, or REACHING (fix or significant point or level))
[BEFORE PROCEEDING ON COURSE];
f. CLEARED VIA (designation).
NOTE: Conditions associated with the use of this
phrase are in Chapter 4, 4.5.7.2.
. . . clearance to proceed direct g. CLEARED DIRECT (waypoint), CLIMB TO (level),
with advance notice of a future EXPECT TO REJOIN SID [(SID designator)] [AT
instruction to rejoin the SID (waypoint)],
then
REJOIN SID (SID designator) AT (waypoint);
h. CLEARED DIRECT (waypoint), CLIMB TO (level),
then
REJOIN SID (SID designator) AT (waypoint).
12.3.3.2 Approach Instructions a. CLEARED (designation) ARRIVAL;
b. CLEARED TO (clearance limit) (designation);
c. CLEARED (or PROCEED) (details of route to be
followed);
. . . clearance to proceed direct d. CLEARED DIRECT (waypoint), DESCEND TO
with advance notice of a future (level), EXPECT TO REJOIN STAR [(STAR
instruction to rejoin the STAR designator)] AT (waypoint),
then
REJOIN STAR [(STAR designator)] [AT (waypoint)];
e. CLEARED DIRECT (waypoint), DESCEND TO
(level),
then
REJOIN STAR (STAR designator) AT (waypoint);
f. CLEARED (type of approach) APPROACH
[RUNWAY (number)];
g. CLEARED (type of approach) RUNWAY (number)
FOLLOWED BY CIRCLING TO RUNWAY (number);
h. CLEARED APPROACH [RUNWAY (number)];
i. COMMENCE APPROACH AT (time);
j. REQUEST STRAIGHT-IN [(type of approach)]
APPROACH [RUNWAY (number)];
k. CLEARED STRAIGHT-IN [(type of approach)]
APPROACH [RUNWAY (number)];
l. REPORT VISUAL:
m. REPORT RUNWAY [LIGHTS] IN SIGHT;
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. . . when a pilot requests a n. REQUEST VISUAL APPROACH;
visual approach
o. CLEARED VISUAL APPROACH RUNWAY
(number);
. . . to request if a pilot is able to p. ADVISE ABLE TO ACCEPT VISUAL APPROACH
accept a visual approach RUNWAY (number);
NOTE: See 6.5.3 for provisions
relating to visual approach
procedures.
. . . in case of successive visual q. CLEARED VISUAL APPROACH RUNWAY
approaches when the pilot of a (number), MAINTAIN OWN SEPARATION FROM
succeeding aircraft has reported PRECEDING (aircraft type and wake turbulence
having the preceding aircraft in sight category as appropriate) [CAUTION WAKE
TURBULENCE];
r. REPORT (significant point); [OUTBOUND, or
INBOUND];
s. REPORT COMMENCING PROCEDURE TURN;
t. REQUEST VMC DESCENT;
u. MAINTAIN OWN SEPARATION;
v. MAINTAIN VMC;
w. ARE YOU FAMILIAR WITH (name) APPROACH
PROCEDURE;
x. REQUEST (type of approach) APPROACH
[RUNWAY (number)];
y. REQUEST (MLS/RNAV plain-language
designator);
z. CLEARED (MLS/RNAV plain-language designator).
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12.3.3.3 Holding Clearances
. . . visual a. HOLD VISUAL [OVER] (position), (or BETWEEN
(two prominent landmarks));
. . . published holding procedure b. CLEARED (or PROCEED) TO (significant point,
over a facility or fix name of facility or fix) [MAINTAIN (or CLIMB
or DESCEND TO) (level) HOLD [(direction)] AS
PUBLISHED EXPECT APPROACH CLEARANCE
(or FURTHER CLEARANCE) AT (time);
c. REQUEST HOLDING INSTRUCTIONS;
. . . when a detailed holding d. CLEARED (or PROCEED) TO (significant point,
clearance is required name of facility or fix) [(MAINTAIN (or CLIMB
or DESCEND TO) (level)] HOLD [(direction)]
[(specified) RADIAL, COURSE, INBOUND TRACK
(three digits) DEGREES] [RIGHT (or LEFT) HAND
PATTERN] [OUTBOUND TIME (number) MINUTES]
EXPECT APPROACH CLEARANCE (or FURTHER
CLEARANCE) AT (time) (additional instructions, if
necessary);
e. CLEARED TO THE (three digits) RADIAL OF THE
(name) VOR AT (distance) DME FIX [MAINTAIN (or
CLIMB or DESCEND TO) (level)] HOLD [(direction)]
[RIGHT (or LEFT) HAND PATTERN] [OUTBOUND
TIME (number) MINUTES] EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT
(time) (additional instructions, if necessary);
f. CLEARED TO THE (three digits) RADIAL OF THE
(name) VOR AT (distance) DME FIX [MAINTAIN
(or CLIMB or DESCEND TO) (level)] HOLD
BETWEEN (distance) AND (distance) DME [RIGHT
(or LEFT) HAND PATTERN] EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT
(time) (additional instructions, if necessary);
12.3.3.4 Expected Approach Time a. NO DELAY EXPECTED;
b. EXPECTED APPROACH TIME (time);
c. REVISED EXPECTED APPROACH TIME (time);
d. DELAY NOT DETERMINED (reasons).
12.3.4 Phraseologies for use on and in the

Vicinity of the Aerodrome

12.3.4.1 Identification of Aircraft SHOW LANDING LIGHT.
12.3.4.2 Acknowledgment by Visual a. ACKNOWLEDGE BY MOVING AILERONS (or
Means RUDDER);
b. ACKNOWLEDGE BY ROCKING WINGS;
c. ACKNOWLEDGE BY FLASHING LANDING
LIGHTS.
12.3.4.3 Starting Procedures
. . . to request permission a. [aircraft location] REQUEST START UP;
to start engines
b. [aircraft location] REQUEST START UP,
INFORMATION (ATIS identification);
. . . ATC replies c. START UP APPROVED;
d. START UP AT (time);
e. EXPECT START UP AT (time);
f. START UP AT OWN DISCRETION;
g. EXPECT DEPARTURE (time) START UP AT OWN
DISCRETION.
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12.3.4.4 Pushback Procedures
NOTE: When local procedures
so prescribe, authorization for
pushback should be obtained from
the control tower.
. . . aircraft/ATC a. [aircraft location] REQUEST PUSHBACK;
b. PUSHBACK APPROVED;
c. STANDBY;
d. PUSHBACK AT OWN DISCRETION;
e. EXPECT (number) MINUTES DELAY DUE (reason);
12.3.4.5 Towing Procedures a. * REQUEST TOW [company name] (aircraft type)
FROM (location) TO (location);
. . . ATC response b. TOW APPROVED VIA (specific routing to be
followed);
c. HOLD POSITION;
d. STANDBY .
* Denotes Transmission from Aircraft/Tow Vehicle
Combination
12.3.4.6 To Request Time Check and/or a. REQUEST TIME CHECK;
Aerodrome Data for Departure
b. TIME (time)
. . . when no ATIS broadcast c. REQUEST DEPARTURE INFORMATION;
is available
d. RUNWAY (number), WIND (direction and
speed) (units), QNH (or QFE) (number) [(units)]
TEMPERATURE [MINUS] (number), [VISIBILITY
(distance) (units) (or RUNWAY VISUAL RANGE (or
RVR) (distance) (units))] [(TIME (time)].
NOTE: If multiple visibility and RVR observations are
available, those that represent the roll-out/stop end
zone should be used for take-off.
12.3.4.7 Taxi Procedures
. . . for departure a. [aircraft type] [wake turbulence category if
“heavy”] [aircraft location] REQUEST TAXI
(intentions);
b. [aircraft type] [wake turbulence category if
“heavy”] [aircraft location] (flight rules) TO
(aerodrome of destination) REQUEST TAXI
(intentions);
c. TAXI TO HOLDING POINT [number] [RUNWAY
(number)] [HOLD SHORT OF RUNWAY (number)
(or CROSS RUNWAY (number))] [TIME (time)];
. . . where detailed taxi instructions d. [aircraft type] [wake turbulence category
are required if “heavy”] REQUEST DETAILED TAXI
INSTRUCTIONS;
e. TAXI TO HOLDING POINT [(number)] [RUNWAY
(number)] VIA (specific route to be followed) [TIME
(time)] [HOLD SHORT OF RUNWAY (number)] (or
CROSS RUNWAY (number))];
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. . . where aerodrome information f. TAXI TO HOLDING POINT [(number)] (followed
is not available from an alternative by aerodrome information as applicable) [TIME
source such as ATIS (minutes)];
g. TAKE (or TURN) FIRST (or SECOND) LEFT (or
RIGHT);
h. TAXI VIA (identification of taxiway);
i. TAXI VIA RUNWAY (number);
j. TAXI TO TERMINAL (or other location, e.g.
GENERAL AVIATION AREA) [STAND (number)];
. . . for helicopter operations k. REQUEST AIR-TAXIING FROM (or VIA) TO
(location or routing as appropriate);
l. AIR-TAXI TO (or VIA) (location or routing as
appropriate) [CAUTION (dust, blowing snow, loose
debris, taxiing light aircraft, personnel, etc.)];
m. AIR-TAXI VIA (direct, as requested, or specified
route) TO (location, heliport, operating or movement
area, active or inactive runway). AVOID (aircraft or
vehicles or personnel);
. . . after landing n. REQUEST BACKTRACK;
o. BACKTRACK APPROVED;
p. BACKTRACK RUNWAY (number);
. . . general q. [aircraft location] REQUEST TAXI TO (destination
on aerodrome);
r. TAXI STRAIGHT AHEAD;
s. TAXI WITH CAUTION;
t. GIVE WAY TO (description and position of other
aircraft);
u. GIVING WAY TO (traffic);
v. TRAFFIC (or type of aircraft) IN SIGHT;
w. TAXI INTO HOLDING BAY;
x. FOLLOW (description of other aircraft or vehicle);
y. VACATE RUNWAY;
z. RUNWAY VACATED;
aa. EXPEDITE TAXI [reason];
bb. EXPEDITING;
cc. [CAUTION] TAXI SLOWER [reason];
dd. SLOWING DOWN.
12.3.4.8 Holding a. *HOLD (direction) OF (position, runway number,
etc.);
b. *HOLD POSITION;
c. *HOLD (distance) FROM (position);
. . . to hold not closer to a d. *HOLD SHORT OF (position);
runway than specified in Chapter
e. **HOLDING
7, 7.6.3.1.3.1.
f. **HOLDING SHORT.
* Requires specific acknowledgment from the pilot.
** The procedure words ROGER and WILCO are
insufficient acknowledgment of the instructions HOLD,
HOLD POSITION and HOLD SHORT OF (position).
In each case the acknowledgment shall be by the
phraseology HOLDING or HOLDING SHORT, as
appropriate.
q$z


12.3.4.9 To Cross a Runway a. REQUEST CROSS RUNWAY (number);
NOTE: If the control tower is unable to see the
crossing aircraft (e.g., night, low visibility, etc.), the
instruction should always be accompanied by a
request to report when the aircraft has vacated the
runway.
b. CROSS RUNWAY (number) [REPORT VACATED];
c. EXPEDITE CROSSING RUNWAY (number)
TRAFFIC (aircraft type) (distance) KILOMETERS
(or MILES) FINAL;
d. TAXI TO HOLDING POSITION [number] [RUNWAY
(number)] VIA (specific route to be followed),
[HOLD SHORT OF RUNWAY (number)] or [CROSS
RUNWAY (number)];
NOTE: The pilot will, when e. RUNWAY VACATED .
requested, report “RUNWAY
VACATED” when the entire
aircraft is beyond the relevant
runway-holding position.
12.3.4.10 Preparation for Take-Off a. UNABLE TO ISSUE (designator) DEPARTURE
(reasons);
b. REPORT WHEN READY [FOR DEPARTURE];
c. ARE YOU READY [FOR DEPARTURE]?;
d. ARE YOU READY FOR IMMEDIATE DEPARTURE?;
e. READY:
. . . clearance to enter runway f. LINE UP [AND WAIT];
and await take-off clearance
g. *LINE UP RUNWAY (number);
h. LINE UP. BE READY FOR IMMEDIATE
DEPARTURE;
. . . conditional clearances i. **(condition) LINE UP (brief reiteration of the
condition):
. . . acknowledgment of a j. (condition) LINING UP (brief reiteration of the
conditional clearance condition);
. . . confirmation or otherwise of the k. [THAT IS] CORRECT (or NEGATIVE) [I SAY
readback of conditional clearance AGAIN]... (as appropriate).
* When there is the possibility of confusion during multiple
runway operations.
** Provisions concerning the use of conditional clearances
are contained in 12.2.7.
12.3.4.11 Take-off Clearance a. RUNWAY (number) CLEARED FOR TAKE -OFF
[REPORT AIRBORNE];
. . . when reduced runway b. (traffic information) RUNWAY (number) CLEARED
separation is used FOR TAKE -OFF;
. . . when take-off clearance has c. TAKE OFF IMMEDIATELY OR VACATE RUNWAY
not been complied with [(instructions)];
d. TAKE OFF IMMEDIATELY OR HOLD SHORT OF
RUNWAY;
. . . to cancel a take-off clearance e. HOLD POSITION, CANCEL TAKE -OFF I SAY
AGAIN CANCEL TAKE -OFF (reasons);
f. *HOLDING;
. . . to stop a take-off after g. STOP IMMEDIATELY (repeat aircraft call sign)
an aircraft has commenced STOP IMMEDIATELY;
take-off roll
h. *STOPPING;
q$z


. . . for helicopter operations i. CLEARED FOR TAKE -OFF [FROM (location)]
(present position, taxiway, final approach and
take-off area, runway and number);
j. REQUEST DEPARTURE INSTRUCTIONS;
k. AFTER DEPARTURE TURN RIGHT (or LEFT, or
CLIMB) (instructions as appropriate).
* HOLDING and STOPPING are the procedural responses
to e. and g respectively.
12.3.4.12 Turn or Climb Instructions After a. REQUEST RIGHT (or LEFT) TURN;
Take-Off
b. RIGHT (or LEFT) TURN APPROVED;
c. WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;
. . . to request airborne time d. REPORT AIRBORNE;
e. AIRBORNE (time);
f. AFTER PASSING (level) (instructions);
. . . heading to be followed g. CONTINUE RUNWAY HEADING (instructions);
. . . when a specific track is h. TRACK EXTENDED CENTRE LINE (instructions);
to be followed
i. CLIMB STRAIGHT AHEAD (instructions).
12.3.4.13 Entering an Aerodrome Traffic a. [aircraft type] (position) (level) FOR LANDING;
Circuit
b. JOIN (direction of circuit) (position in circuit) (runway
number) [SURFACE] WIND (direction and speed)
(units) [TEMPERATURE [MINUS] (number)] QNH
(or QFE) (number) [(units)] [TRAFFIC (detail)];
c. MAKE STRAIGHT-IN APPROACH, RUNWAY
(number) [SURFACE] WIND (direction and speed)
(units) [TEMPERATURE [MINUS] (number)] QNH
(or QFE) (number) [(units)] [TRAFFIC (detail)];
. . . when ATIS information d. (aircraft type) (position) (level) INFORMATION
is available (ATIS identification) FOR LANDING;
e. JOIN (position in circuit) [RUNWAY (number) QNH
(or QFE) (number) [(units)] [TRAFFIC (detail)].
12.3.4.14 In the Circuit a. (position in circuit, e.g. DOWNWIND/FINAL);
b. NUMBER . . . FOLLOW (aircraft type and position)
[additional instructions if required].
12.3.4.15 Approach Instructions a. MAKE SHORT APPROACH;
NOTE: The report “LONG FINAL” b. MAKE LONG APPROACH (or EXTEND
is made when aircraft turn on DOWNWIND);
to final approach at a distance c. REPORT BASE (or FINAL, or LONG FINAL);
greater than 7km (4 NM) from
d. CONTINUE APPROACH [PREPARE FOR
touchdown or when an aircraft on
POSSIBLE GO AROUND].
a straight-in approach is 15km
(8 NM) from touchdown. In both
cases a report “FINAL” is required
at 7km (4 NM) from touchdown.
12.3.4.16 Landing Clearance a. RUNWAY (number) CLEARED TO LAND;
. . . when reduced runway b. (traffic information) RUNWAY (number) CLEARED
separation is used TO LAND;
. . . special operations c. CLEARED TOUCH AND GO;
d. MAKE FULL STOP;
. . . to make an approach along, or e. REQUEST LOW APPROACH (reasons);
parallel to a runway, descending
f. CLEARED LOW APPROACH [RUNWAY (number)]
to an agreed minimum level
[(altitude restriction if required) (go around
instructions)];
q$z


. . . to fly past the control tower g. REQUEST LOW PASS (reasons);
or other observation point for the
h. CLEARED LOW PASS [as in f.];
purpose of visual inspection by
persons on the ground
. . . for helicopter operations i. REQUEST STRAIGHT-IN (or CIRCLING
APPROACH, LEFT (or RIGHT) TURN TO
(location);
j. MAKE STRAIGHT-IN (or CIRCLING APPROACH,
LEFT (or RIGHT) TURN TO (location, runway,
taxiway, final approach and take-off area) [ARRIVAL
(or ARRIVAL ROUTE) (number, name or code)].
[HOLD SHORT OF (active runway, extended runway
centre line, other)]. [REMAIN (direction or distance)
FROM (runway, runway centre line, other helicopter
or aircraft)]. [CAUTION (power lines, unlighted
obstructions, wake turbulence, etc.)]. CLEARED TO
LAND.
12.3.4.17 Delaying Aircraft a. CIRCLE THE AERODROME;
b. ORBIT (RIGHT, or LEFT) [FROM PRESENT
POSITION];
c. MAKE ANOTHER CIRCUIT.
12.3.4.18 Missed Approach a. GO AROUND;
b. GOING AROUND.
12.3.4.19 Information to Aircraft
. . . when pilot requested visual a. LANDING GEAR APPEARS DOWN;
inspection of landing gear
b. RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP
(or DOWN);
c. WHEELS APPEAR UP;
d. RIGHT (or LEFT, or NOSE) WHEEL DOES NOT
APPEAR UP (or DOWN);
. . . wake turbulence e. CAUTION WAKE TURBULENCE [FROM ARRIVING
(OR DEPARTING) (type of aircraft)] [(additional
information as required)];
. . . jet blast on apron or taxiway f. CAUTION JET BLAST;
. . . propeller-driven aircraft g. CAUTION SLIPSTREAM.
slipstream
12.3.4.20 Runway Vacating and a. CONTACT GROUND (frequency);
Communications After Landing
b. WHEN VACATED CONTACT GROUND (frequency);
c. EXPEDITE VACATING;
d. YOUR STAND (or GATE) (designation);
e. TAKE (or TURN) FIRST (or SECOND, or
CONVENIENT) LEFT (or RIGHT) AND CONTACT
GROUND (frequency).
. . . for helicopter operations f. AIR-TAXI TO HELICOPTER STAND (or)
HELICOPTER PARKING POSITION (area);
g. AIR-TAXI TO (or VIA) (location or routing as
appropriate) [CAUTION (dust, blowing snow, loose
debris, taxiing light aircraft, personnel, etc.);
h. AIR TAXI VIA (direct, as requested, or specified
route) TO (location, heliport, operating or movement
area, active or inactive runway). AVOID (aircraft or
vehicles or personnel).
q$z

12.4 ATS SURVEILLANCE SERVICE in the provision of air traffic services are also applica-
PHRASEOLOGIES ble, as appropriate, when an ATS surveillance sys-
NOTE: The following comprise phraseologies specif- tem is used.
ically applicable when an ATS surveillance system 12.4.1 General ATS Surveillance Service
is used in the provision of air traffic services. The Phraseologies
phraseologies detailed in the sections above for use

12.4.1.1 Identification of Aircraft a. REPORT HEADING [AND FLIGHT LEVEL (or
ALTITUDE)];
b. FOR IDENTIFICATION TURN LEFT (or RIGHT)
HEADING (three digits);
c. TRANSMIT FOR IDENTIFICATION AND REPORT
HEADING;
d. RADAR CONTACT [position];
e. IDENTIFIED [position];
f. NOT IDENTIFIED [reason], [RESUME (or
CONTINUE) OWN NAVIGATION] .
12.4.1.2 Position Information POSITION (distance) (direction) OF (significant point) (or
OVER or ABEAM (significant point)).
12.4.1.3 Vectoring Instructions a. LEAVE (significant point) HEADING (three digits);
b. CONTINUE HEADING (three digits);
c. CONTINUE PRESENT HEADING;
d. FLY HEADING (three digits);
e. TURN LEFT (or RIGHT) HEADING (three digits)
[reason];
f. TURN LEFT (or RIGHT) (number of degrees)
DEGREES [reason];
g. STOP TURN HEADING (three digits);
h. FLY HEADING (three digits), WHEN ABLE
PROCEED DIRECT (name) (significant point);
i. HEADING IS GOOD.
12.4.1.4 Termination of Vectoring a. RESUME OWN NAVIGATION (position of aircraft)
(specific instructions);
b. RESUME OWN NAVIGATION [DIRECT] (significant
point) [MAGNETIC TRACK (three digits) DISTANCE
(number) KILOMETRES (or MILES)].
12.4.1.5 Manoeuvres a. MAKE A THREE SIXTY TURN LEFT (or RIGHT)
[reason];
b. ORBIT LEFT (or RIGHT) [reason];
. . . (in case of unreliable directional c. MAKE ALL TURNS RATE ONE (or RATE HALF, or
instruments on board aircraft) (number) DEGREES PER SECOND) START AND
STOP ALL TURNS ON THE COMMAND "NOW";
NOTE: When it is necessary to d. TURN LEFT (or RIGHT) NOW;
specify a reason for vectoring or for e. STOP TURN NOW.
the above manoeuvres, the following
phraseologies should be used:
a. DUE TRAFFIC ;
b. FOR SPACING;
c. FOR DELAY;
d. FOR DOWNWIND (or BASE, or
FINAL).
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12.4.1.6 Speed Control a. REPORT SPEED;
b. SPEED (number) KILOMETRES PER HOUR (or
KNOTS);
c. MAINTAIN (number) KILOMETRES PER HOUR
(or KNOTS) [OR GREATER (or OR LESS)] [UNTIL
(significant point)];
d. DO NOT EXCEED (number) KILOMETRES PER
HOUR (or KNOTS);
e. MAINTAIN PRESENT SPEED;
f. INCREASE (or REDUCE) SPEED TO (number)
KILOMETRES PER HOUR (or KNOTS) [OR
GREATER (or OR LESS)];
g. INCREASE (or REDUCE) SPEED BY (number)
KILOMETRES PER HOUR (or KNOTS);
h. RESUME NORMAL SPEED;
i. REDUCE TO MINIMUM APPROACH SPEED;
j. REDUCE TO MINIMUM CLEAN SPEED;
k. RESUME PUBLISHED SPEED;
l. NO [ATC] SPEED RESTRICTIONS.
12.4.1.7 Position Reporting
. . . to omit position reports a. OMIT POSITION REPORTS [UNTIL (specify)];
b. NEXT REPORT AT (significant point);
c. REPORTS REQUIRED ONLY AT (significant
point(s));
d. RESUME POSITION REPORTING.
12.4.1.8 Traffic Information and Avoiding a. TRAFFIC (number) O'CLOCK (distance) (direction
Action of flight) [any other pertinent information]:
1. UNKNOWN;
2. SLOW MOVING;
3. FAST MOVING;
4. CLOSING;
5. OPPOSITE (or SAME) DIRECTION;
6. OVERTAKING;
7. CROSSING LEFT TO RIGHT (or RIGHT TO
LEFT);
. . . (if known) 8. (aircraft type);
9. (level);
10. CLIMBING (or DESCENDING);
. . . to request avoiding action b. REQUEST VECTORS;
c. DO YOU WANT VECTORS?;
. . . when passing unknown traffic d. CLEAR OF TRAFFIC [appropriate instructions];
. . . for avoiding action e. TURN LEFT (or RIGHT) IMMEDIATELY HEADING
(three digits) TO AVOID [UNIDENTIFIED] TRAFFIC
(bearing by clock-reference and distance);
f. TURN LEFT (or RIGHT) (number of degrees)
DEGREES IMMEDIATELY TO AVOID
[UNIDENTIFIED] TRAFFIC AT (bearing by
clock-reference and distance).
12.4.1.9 Communications and Loss of a. [IF] RADIO CONTACT LOST (instructions);
Communications
b. IF NO TRANSMISSIONS RECEIVED FOR (number)
MINUTES (or SECONDS) (instructions);
c. REPLY NOT RECEIVED (instructions);
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. . . if loss of communications d. IF YOU READ [manoeuvre instructions or SQUAWK
suspected (code or IDENT)];
e. (manoeuvre, SQUAWK or IDENT) OBSERVED.
POSITION (position of aircraft). [(instructions)].
12.4. Termination of Radar and/or ADS-B a. RADAR SERVICE (or IDENTIFICATION)
1.10 Service TERMINATED [DUE (reason)] [(instructions)];
b. WILL SHORTLY LOSE IDENTIFICATION
(appropriate instructions or information);
c. IDENTIFICATION LOST [reasons] (instructions).
12.4. Radar and/or/ADS-B Equipment a. SECONDARY RADAR OUT OF SERVICE
1.11 Degradation (appropriate information as necessary);
b. PRIMARY RADAR OUT OF SERVICE (appropriate
information as necessary);
c. ADS-B OUT OF SERVICE (appropriate information
as necessary).
12.4.2 Radar in Approach Control Service
CIRCUMSTANCES PHRASEOLOGIES (Pilot Transmission in Bold Type)

12.4.2.1 Vectoring for Approach a. VECTORING FOR (type of pilot-interpreted aid)
APPROACH RUNWAY (number);
b. VECTORING FOR VISUAL APPROACH RUNWAY
(number) REPORT FIELD (or RUNWAY) IN SIGHT;
c. VECTORING FOR (positioning in the circuit);
d. VECTORING FOR SURVEILLANCE RADAR
APPROACH RUNWAY (number);
e. VECTORING FOR PRECISION APPROACH
RUNWAY (number);
f. (type) APPROACH NOT AVAILABLE DUE (reason)
(alternative instructions).
12.4.2.2 Vectoring for ILS and Other a. POSITION (number) KILOMETRES (or MILES)
Pilot-Interpreted Aids from (fix). TURN LEFT (or RIGHT) HEADING (three
digits);
b. YOU WILL INTERCEPT (radio aid or track) (distance)
FROM (significant point or TOUCHDOWN);
. . . when a pilot wishes to be c. REQUEST (distance) FINAL;
positioned a specific distance
d. CLEARED FOR (type of approach) APPROACH
from touchdown
RUNWAY (number); .
. . . instructions and information e. REPORT ESTABLISHED ON [ILS] LOCALIZER (or
ON GBAS/SBAS/MLS APPROACH COURSE);
f. CLOSING FROM LEFT (or RIGHT) [REPORT
ESTABLISHED];
g. TURN LEFT (or RIGHT) HEADING (three digits)
[TO INTERCEPT] or [REPORT ESTABLISHED];
h. EXPECT VECTOR ACROSS (localizer course or
radio aid) (reason);
i. THIS TURN WILL TAKE YOU THROUGH (localizer
course or radio aid) [reason];
j. TAKING YOU THROUGH (localizer course or radio
aid) [reason];
k. MAINTAIN (altitude) UNTIL GLIDE PATH
INTERCEPTION;
l. REPORT ESTABLISHED ON GLIDE PATH;
m. INTERCEPT (localizer course or radio aid)
[REPORT ESTABLISHED] .
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12.4.2.3 Manoeuvre During Independent a. CLEARED FOR (type of approach) APPROACH
and Dependent Parallel RUNWAY (number) LEFT (or RIGHT);
Approaches
b. YOU HAVE CROSSED THE LOCALIZER (or
GBAS/SBAS/MLS FINAL APPROACH COURSE).
TURN LEFT (or RIGHT) IMMEDIATELY
AND RETURN TO THE LOCALIZER (or
GBAS/SBAS/MLS FINAL APPROACH COURSE);
c. ILS (or MLS) RUNWAY (number) LEFT (or RIGHT)
LOCALIZER (or MLS) FREQUENCY IS (frequency);
... for avoidance action when an d. TURN LEFT (or RIGHT) (number) DEGREES
aircraft is observed penetrating (or HEADING) (three digits) IMMEDIATELY TO
the NTZ AVOID TRAFFIC [DEVIATING FROM ADJACENT
APPROACH], CLIMB TO (altitude);
... for avoidance action below 120 m e. CLIMB TO (altitude) IMMEDIATELY TO AVOID
(400 ft) above the runway threshold TRAFFIC [DEVIATING FROM ADJACENT
elevation where parallel approach APPROACH] (further instructions).
obstacle assessment surfaces
(PAOAS) criteria are being applied
12.4.2.4 Surveillance Radar Approach
12.4.2.4.1 Provision of Service a. THIS WILL BE A SURVEILLANCE RADAR
APPROACH RUNWAY (number) TERMINATING
AT (distance) FROM TOUCHDOWN, OBSTACLE
CLEARANCE ALTITUDE (or HEIGHT) (number)
METRES (or FEET) CHECK YOUR MINIMA [IN
CASE OF GO AROUND (instructions)];
b. APPROACH INSTRUCTIONS WILL BE
TERMINATED AT (distance) FROM TOUCHDOWN.
12.4.2.4.2 Elevation a. COMMENCE DESCENT NOW [TO MAINTAIN A
(number) DEGREE GLIDE PATH];
b. (distance) FROM TOUCHDOWN ALTITUDE (or
HEIGHT) SHOULD BE (numbers and units).
12.4.2.4.3 Position (distance) FROM TOUCHDOWN.
12.4.2.4.4 Checks a. CHECK GEAR DOWN [AND LOCKED];
b. OVER THRESHOLD.
12.4.2.4.5 Completion of Approach a. REPORT VISUAL;
b. REPORT RUNWAY [LIGHTS] IN SIGHT;
c. APPROACH COMPLETED [CONTACT (unit)].
12.4.2.5 PAR Approach
12.4.2.5.1 Provision of Service a. THIS WILL BE A PRECISION RADAR APPROACH
RUNWAY (number);
b. PRECISION APPROACH NOT AVAILABLE DUE
(reason) (alternative instructions);
c. IN CASE OF GO AROUND (instructions).
12.4.2.5.2 Communications a. DO NOT ACKNOWLEDGE FURTHER
TRANSMISSIONS;
b. REPLY NOT RECEIVED. WILL CONTINUE
INSTRUCTIONS.
12.4.2.5.3 Azimuth a. CLOSING [SLOWLY (or QUICKLY)] [FROM THE
LEFT (or FROM THE RIGHT)];
b. HEADING IS GOOD;
c. ON TRACK;
d. SLIGHTLY (or WELL, or GOING) LEFT (or RIGHT)
OF TRACK;
e. (number) METRES LEFT (or RIGHT) OF TRACK.
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12.4.2.5.4 Elevation a. APPROACHING GLIDE PATH;
b. COMMENCE DESCENT NOW [AT (number)
METRES PER SECOND OR (number) FEET PER
MINUTE (or ESTABLISH A (number) DEGREE
GLIDE PATH)];
c. RATE OF DESCENT IS GOOD;
d. ON GLIDE PATH;
e. SLIGHTLY (or WELL, or GOING) ABOVE (or
BELOW) GLIDE PATH;
f. [STILL] (number) METRES (or FEET) TOO HIGH
(or TOO LOW);
g. ADJUST RATE OF DESCENT;
h. COMING BACK [SLOWLY (or QUICKLY)] TO THE
GLIDE PATH;
i. RESUME NORMAL RATE OF DESCENT;
j. ELEVATION ELEMENT UNSERVICEABLE (to be
followed by appropriate instructions);
k. (distance) FROM TOUCHDOWN. ALTITUDE (or
HEIGHT) SHOULD BE (numbers and units).
12.4.2.5.5 Position a. (distance) FROM TOUCHDOWN;
b. OVER APPROACH LIGHTS;
c. OVER THRESHOLD.
12.4.2.5.6 Checks a. CHECK GEAR DOWN AND LOCKED;
b. CHECK DECISION ALTITUDE (or HEIGHT).
12.4.2.5.7 Completion of Approach a. REPORT VISUAL;
b. REPORT RUNWAY [LIGHTS] IN SIGHT;
c. APPROACH COMPLETED [CONTACT (unit)].
12.4.2.5.8 Missed Approach a. CONTINUE VISUALLY OR GO AROUND [missed
approach instructions];
b. GO AROUND IMMEDIATELY [missed approach .
instructions] (reason);
c. ARE YOU GOING AROUND?;
d. IF GOING AROUND (appropriate instructions);
e. GOING AROUND.
12.4.3 Secondary Surveillance Radar (SSR)

and ADS-B Phraseologies

12.4.3.1 To Request the Capability of the a. ADVISE TRANSPONDER CAPABILITY;
SSR Equipment
b. TRANSPONDER (as shown in the flight plan);
c. NEGATIVE TRANSPONDER.
12.4.3.2 To Request the Capability of the a. ADVISE ADS-B CAPABILITY;
ADS-B Equipment
b. ADS-B TRANSMITTER (data link);
c. ADS-B RECEIVER (data link);
d. NEGATIVE ADS-B.
12.4.3.3 To Instruct Setting of a. FOR DEPARTURE SQUAWK (code);
Transponder
b. SQUAWK (code).
12.4.3.4 To Request the Pilot to Reselect a. RESET SQUAWK [(mode)] (code);
the Assigned Mode and Code
b. RESETTING (mode) (code).
12.4.3.5 To Request Reselection of RE-ENTER [ADS-B or MODE S] AIRCRAFT
Aircraft Identification IDENTIFICATION .
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12.4.3.6 To Request the Pilot to Confirm a. CONFIRM SQUAWK (code);
the Code Selected on the
b. SQUAWKING (code).
Aircraft’s Transponder
12.4.3.7 To Request the Operation of the a. SQUAWK [(code)] [AND] IDENT;
IDENT Feature
b. SQUAWK LOW;
c. SQUAWK NORMAL;
d. TRANSMIT ADS-B IDENT.
12.4.3.8 To Request Temporary SQUAWK STANDBY .
Suspension of Transponder
Operation
12.4.3.9 To Request Emergency Code SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO-
ZERO].
12.4.3.10* To Request Termination of a. STOP SQUAWK [TRANSMIT ADS-B ONLY];
Transponder and/or ADS-B
b. STOP ADS-B TRANSMISSION [SQUAWK (code)
Transmitter Operation
ONLY] .
12.4.3.11 To Request Transmission of a. SQUAWK CHARLIE;
Pressure–Altitude
b. TRANSMIT ADS-B ALTITUDE .
12.4.3.12 To Request Pressure Setting CHECK ALTIMETER SETTING AND CONFIRM (level).
Check and Confirmation of
Level
12.4.3.13* To Request Termination of a. STOP SQUAWK CHARLIE WRONG INDICATION;
Pressure–Altitude Transmission
b. STOP ADS-B ALTITUDE TRANSMISSION [(WRONG
Because of Faulty Operation
INDICATION, or reason)].
12.4.3.14 To Request Altitude Check CONFIRM (level)
*NOTE: Independent operations of Mode S
transponder and ADS-B may not be possible in
all aircraft (e.g. where ADS-B is solely provided
by 1 090 MHz extended squitter emitted from
the transponder). In such cases, aircraft may
not be able to comply with ATC instructions
related to ADS-B operation.
12.5 AUTOMATIC DEPENDENT

SURVEILLANCE – CONTRACT
(ADS-C) PHRASEOLOGIES
12.5.1 General ADS-C Phraseologies
CIRCUMSTANCES PHRASEOLOGIES
12.5.1.1 ADS-C Degradation ADS-C (or ADS-CONTRACT) OUT OF SERVICE
(appropriate information as necessary).
12.6 ALERTING PHRASEOLOGIES

12.6.1 Alerting Phraseologies
CIRCUMSTANCES PHRASEOLOGIES
12.6.1.1 Low Altitude Warning (aircraft call sign) LOW ALTITUDE WARNING, CHECK
YOUR ALTITUDE IMMEDIATELY, QNH IS (number)
[(units)]. [THE MINIMUM FLIGHT ALTITUDE IS (altitude)].
12.6.1.2 Terrain Alert (aircraft call sign) TERRAIN ALERT, (suggested pilot
action, if possible).
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12.7 GROUND CREW/FLIGHT CREW

PHRASEOLOGIES
12.7.1 Ground Crew/Flight Crew
Phraseologies

12.7.1.1 Starting Procedures (Ground a. [ARE YOU] READY TO START UP?;
Crew/Cockpit)
b. STARTING NUMBER (engine number(s)).
NOTE 1: The ground crew should follow this
exchange by either a reply on the intercom or a
distinct visual signal to indicate that all is clear and
that the start-up as indicated may proceed.
NOTE 2: Unambiguous identification of the parties
concerned is essential in any communications
between ground crew and pilots.
12.7.1.2 Pushback Procedures
. . . (ground crew/cockpit) a. ARE YOU READY FOR PUSHBACK?;
b. READY FOR PUSHBACK;
c. CONFIRM BRAKES RELEASED;
d. BRAKES RELEASED;
e. COMMENCING PUSHBACK;
f. PUSHBACK COMPLETED;
g. STOP PUSHBACK;
h. CONFIRM BRAKES SET;
i. BRAKES SET;
j. DISCONNECT;
k. DISCONNECTING STAND BY FOR VISUAL AT
YOUR LEFT (or RIGHT).
NOTE: — This exchange is followed by a visual
signal to the pilot to indicate that disconnect is
completed and all is clear for taxiing.
12.7.2 De/Anti-Icing Operations

12.7.2.1 Prior to De-Icing/Anti-Icing a. STANDING BY TO DE-ICE. CONFIRM BRAKES
(Ground Crew (Iceman)/Flight SET AND TREATMENT REQUIRED;
Crew)
b. [AFFIRM] BRAKES SET, REQUEST (type of
de/anti-icing treatment and areas to be treated);
. . . aircraft configuration c. HOLD POSITION AND CONFIRM AIRCRAFT
confirmation CONFIGURED;
d. [AFFIRM] AIRCRAFT CONFIGURED, READY FOR
DE-ICING;
e. DE-ICING STARTS NOW.
12.7.2.2 Upon Concluding De-Icing/Anti-
Icing Procedure
. . . for de-icing operation a. DE-ICING ON (areas treated) COMPLETE. ADVISE
WHEN READY FOR INFORMATION;
b. TYPE OF FLUID (Type I or II or III or IV);
c. HOLDOVER TIME STARTED AT (time);
d. ANTI-ICING CODE (appropriate anti-icing code)
NOTE: Anti-icing code example:
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. . . for a two-step de-icing/anti-icing A de-icing/anti-icing procedure whose last step is the use
operation of a mixture of 75% of a Type II fluid and 25% water,
commencing at 13:35 local time, is recorded as follows:
TYPE II/75 13:35 (followed by complete name of anti-icing
fluid)
e. FINAL STEP STARTED AT (time);
. . . De-icing/anti-icing complete f. POST DE-ICING CHECK COMPLETED;
g. PERSONNEL AND EQUIPMENT CLEAR OF
AIRCRAFT;
12.7.2.3 Abnormal Operations
. . . for spray nozzle proximity a. BE ADVISED NOZZLE PROXIMITY ACTIVATION
sensor activation ON (significant point on aircraft) [NO VISUAL
DAMAGE or DAMAGE (description of damage)
OBSERVED] [SAY INTENTIONS];
. . . for other aircraft having an b. EMERGENCY IN DE-ICING BAY (de-icing bay
emergency on the de-icing bay number) [SHUT DOWN ENGINES or STANDBY
FOR FURTHER INSTRUCTIONS].
13 AUTOMATIC DEPENDENT g. conflict detection (the ADS-C data can be used

SURVEILLANCE-CONTRACT by the ADS-C ground system automation to
identify violations of separation minima);
(ADS-C) SERVICES
h. conflict prediction (the ADS-C position data can
13.1 GENERAL be used by the ADS-C ground system automa-
The provision of air traffic services to aircraft, based tion to identify potential violations of separation
on information received from aircraft via ADS-C, is minima);
generally referred to as the provision of ADS-C ser- i. tracking (the tracking function is intended to
vices. extrapolate the current position of the aircraft
based on ADS-C reports);
13.2 ADS-C GROUND SYSTEM
CAPABILITIES j. wind estimation (ADS-C reports containing wind
data may be used to update wind forecasts and
13.2.3 Several significant functional require- hence expected arrival times at waypoints); and
ments are necessary to permit the effective imple-
mentation of an ADS-C service in a CNS/ATM k. flight management (ADS-C reports may assist
environment. Ground systems shall provide for: automation in generating optimum conflict-free
clearances to support possible fuel-saving tech-
a. the transmitting, receiving, processing and dis- niques, such as cruise climbs, requested by the
playing of ADS-C messages related to flights operators).
equipped for and operating within environments
where ADS-C services are being provided; 13.4 USE OF ADS-C IN THE PROVISION
b. the display of safety-related alerts and warn- OF AIR TRAFFIC CONTROL
ings; SERVICE
c. position monitoring (the aircraft’s current posi- 13.4.1 General
tion as derived from ADS-C reports is displayed
13.4.1.1 ADS-C may be used in the provision
to the controller for air traffic situation monitor-
of an air traffic control service, provided identification
ing);
of the aircraft is unambiguously established.
d. conformance monitoring (the ADS-C reported
current position or projected profile is com- 13.4.1.2 Flight data processing of ADS-C data
pared to the expected aircraft position, which may be used in the provision of an air traffic control
is based on the current flight plan. Along track, service, provided the correlation between the ADS-C
lateral and vertical deviations that exceed a data downlinked by that aircraft and the flight plan
pre-defined tolerance limit will permit an out-of- details held for the aircraft has been accomplished.
conformance alert to be issued to the con- NOTE: A combination of information received from
troller); the aircraft may be necessary to ensure unambigu-
e. flight plan update (e.g. longitudinal variations ous correlation, e.g. departure aerodrome, estimated
that exceed pre-defined tolerance limits will be off-block time (EOBT), and destination aerodrome
used to adjust expected arrival times at subse- might be used.
quent fixes);
f. intent validation (intent data contained in
ADS-C reports, such as extended projected
profile, are compared with the current clear-
ance and discrepancies are identified);
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14 CONTROLLER-PILOT DATA LINK presented to the controller. No other reasons for

COMMUNICATIONS (CPDLC) airborne rejection of ATC unit-initiation of CPDLC
shall be permitted.
14.1 GENERAL
14.1.1 CPDLC application provides a means 15 PROCEDURES RELATED
of communication between the controller and pilot, TO EMERGENCIES,
using data link for ATC communication. COMMUNICATION FAILURE
14.1.2 This application includes a set of clear- AND CONTINGENCIES
ance/information/request message elements which [See EMERGENCY Section for related information]
correspond to the phraseologies used in the
radiotelephony environment. 15.1 EMERGENCY PROCEDURES
NOTE: Message element intent and text and asso- 15.1.1 General
ciated procedures are, in general, consistent with 15.1.1.1 The various circumstances surround-
Chapter 12 — Phraseologies. It is, however, recog- ing each emergency situation preclude the establish-
nized that the CPDLC message set and the asso- ment of exact detailed procedures to be followed.
ciated procedures differ somewhat from the voice The procedures outlined herein are intended as a
equivalent used because of the differences between general guide to air traffic services personnel. Air
the two media. traffic control units shall maintain full and complete
14.1.3 The pilot and the controller shall be co-ordination, and personnel shall use their best in
provided with the capability to exchange messages handling emergency situations.
which include standard message elements, free text
15.1.2 Priority
message elements or combinations of both.
An aircraft known or believed to be in a state of emer-
14.1.4 Ground and airborne systems shall allow gency, including being subjected to unlawful interfer-
for messages to be appropriately displayed, printed ence, shall be given priority over other aircraft.
when required and stored in a manner that permits
timely and convenient retrieval should such action 15.1.3 Unlawful Interference and Aircraft
be necessary. Bomb Threat
15.1.3.1 Air traffic services personnel shall be
14.1.5 Whenever textual presentation is
prepared to recognize any indication of the occur-
required, the English language shall be displayed
rence of unlawful interference with an aircraft.
as a minimum.
15.1.3.2 Whenever unlawful interference with
14.2 ESTABLISHMENT OF CPDLC an aircraft is suspected, and where automatic distinct
14.2.1 CPDLC shall be established in sufficient display of SSR Mode A Code 7500 and Code 7700
time to ensure that the aircraft is communicating is not provided, the radar controller shall attempt to
with the appropriate ATC unit. Information concern- verify his/her suspicion by setting the SSR decoder
ing when and, where applicable, where, the air or to Mode A Code 7500 and thereafter to Code 7700.
ground systems should establish CPDLC, shall be NOTE: An aircraft equipped with an SSR transpon-
published in Aeronautical Information Publications. der is expected to operate the transponder on Mode
14.2.2 Airborne-Initiated CPDLC A Code 7500 to indicate specifically that it is the
14.2.2.1 When an ATC unit receives an unex- subject of unlawful interference. The aircraft may
pected request for CPDLC from an aircraft, the cir- operate the transponder on Mode A Code 7700, to
cumstances leading to the request shall be obtained indicate that it is threatened by grave and imminent
from the aircraft to determine further action. danger and requires immediate assistance. An air-
craft equipped with other surveillance system trans-
14.2.2.2 When the ATC unit rejects a request mitters, including ADS-B and ADS-C, might send the
for CPDLC, it shall provide the pilot with the reason emergency and/or urgency signal by all of the avail-
for the rejection using an appropriate CPDLC mes- able means.
sage 15.1.3.3 Whenever unlawful interference with
14.2.3 ATC Unit-Initiated CPDLC an aircraft is known or suspected or a bomb threat
14.2.3.1 An ATC unit shall only establish warning has been received, ATS units shall promptly
CPDLC with an aircraft if the aircraft has no CPDLC attend to requests by, or to anticipated needs of,
link established, or when authorized by the ATC the aircraft, including requests for relevant informa-
unit currently having CPDLC established with the tion relating to air navigation facilities, procedures
aircraft. and services along the route of flight and at any
aerodrome of intended landing, and shall take such
14.2.3.2 When a request for CPDLC is action as is necessary to expedite the conduct of all
rejected by an aircraft, the reason for the rejection phases of the flight.
shall be provided using CPDLC downlink message
element NOT CURRENT DATA AUTHORITY or 15.1.3.3.1 ATS units shall also:
message element NOT AUTHORIZED NEXT DATA a. transmit, and continue to transmit, information
AUTHORITY, as appropriate. Local procedures pertinent to the safe conduct of the flight, with-
shall dictate whether the reason for rejection is out expecting a reply from the aircraft;
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b. monitor and plot the progress of the flight with c. set transponder to Code 7700 and, if applica-
the means available and coordinate transfer of ble, select the appropriate emergency mode on
control with adjacent ATS units without requir- ADS-B and/or ADS-C;
ing transmissions or other responses from the d. turn on aircraft exterior lights (commensurate
aircraft, unless communication with the aircraft with appropriate operating limitations);
remains normal;
e. watch for conflicting traffic both visually and by
c. inform, and continue to keep informed, appro- reference to ACAS (if equipped); and
priate ATS units, including those in adjacent
f. when emergency descent is complete, coordi-
FIRs, which may be concerned with the
nate further intentions with the appropriate ATS
progress of the flight;
unit.
NOTE: In applying this provision, account must
NOTE: Procedures for the use of ACAS are
be taken of all the factors which may affect the
contained in PANS -OPS, Volume I, Part III,
progress of the flight, including fuel endurance
Section 3, Chapter 3.
and the possibility of sudden changes in route
and destination. The objective is to provide, as 15.1.4.3 Action by the Pilot of the
far in advance as is practicable in the circum- Aircraft Receiving Emergency
stances, each ATS unit with appropriate infor- Descent Broadcast
mation as to the expected or possible penetra- Unless specifically instructed by the ATS unit to clear
tion of the aircraft into its area of responsibility. the area or threatened by immediate danger, the pilot
d. notify: shall take the following actions:
1. the operator or its designated representa- a. continue according to current clearance and
tive; maintain listening watch on the frequency in use
2. the appropriate rescue coordination cen- for any further instructions from the ATS unit;
tre in accordance with appropriate alerting and
procedures; b. watch for conflicting traffic both visually and by
3. the appropriate authority designated by reference to ACAS (if equipped).
the State; 15.2 SPECIAL PROCEDURES FOR
NOTE: It is assumed that the designated IN-FLIGHT CONTINGENCIES IN
security authority and/or the operator will OCEANIC AIRSPACE
in turn notify other parties concerned in
accordance with pre-established proce- 15.2.1 Introduction
dures. 15.2.1.1 Although all possible contingencies
e. relay appropriate messages, relating to the cir- cannot be covered, the procedures in 15.2.2 and
cumstances associated with the unlawful inter- 15.2.3 provide for the more frequent cases such as:
ference, between the aircraft and designated a. inability to comply with assigned clearance due
authorities. to meteorological conditions, aircraft perfor-
15.1.4 Emergency Descent mance or pressurization failure;
b. en route diversion across the prevailing traffic
15.1.4.1 Action by the ATS Unit flow; and
Upon recognition that an aircraft is making an emer- c. loss of, or significant reduction in, the required
gency descent, all appropriate action shall be taken navigation capability when operating in an
immediately to safeguard all aircraft concerned. airspace where the navigation performance
Appropriate actions may include the following, in the accuracy is a prerequisite to the safe conduct
order appropriate for the circumstance: of flight operations.
a. broadcasting an emergency message; 15.2.1.2 With regard to 15.2.1.1 a. and b., the
b. issuing traffic information and/or instructions to procedures are applicable primarily when descent
aircraft affected by the descent; and/or turnback or diversion is required. The pilot
c. advising the minimum flight altitude and altime- shall take actions as necessary to ensure the safety
ter setting for the area of operation; and of the aircraft and the pilot’s judgement shall deter-
d. informing any other ATS units which may be mine the sequence of actions to be taken, having
affected by the emergency descent. regard to the prevailing circumstances. Air traffic
control shall render all possible assistance.
15.1.4.2 Action by the Pilot of the Aircraft
in an Emergency Descent 15.2.2 General Procedures
The pilot shall take the following steps as soon as 15.2.2.1 If an aircraft is unable to continue the
practicable in the order appropriate for the circum- flight in accordance with its ATC clearance, and/or
stance: an aircraft is unable to maintain the navigation
performance accuracy specified for the airspace,
a. navigate as deemed appropriate by the pilot; a revised clearance shall be obtained, whenever
b. advise the appropriate ATS unit of the emer- possible, prior to initiating any action.
gency descent and, if able, intentions;
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15.2.2.2 The radiotelephony distress signal a. if the intention is to acquire a same direction
(MAYDAY) or urgency signal (PAN PAN) preferably offset track, the pilot should consider limiting the
spoken three times shall be used as appropriate. turn to a 45 degree heading change, in order
Subsequent ATC action with respect to that aircraft not to overshoot the offset contingency track;
shall be based on the intentions of the pilot and the or
overall air traffic situation. b. if the intention is to acquire and maintain an
15.2.2.3 If prior clearance cannot be obtained, opposite direction offset track, then:
until a revised clearance is received, the following 1. operational limitations on bank angles at
contingency procedures should be employed and the cruising altitudes will normally result in
pilot shall advise air traffic control as soon as practi- overshooting the track to be acquired. In
cable, reminding them of the type of aircraft involved such cases a continuous turn should be
and the nature of the problem. In general terms, the extended beyond 180 degrees heading
aircraft should be flown at a flight level and on an change, in order to re-intercept the offset
offset track where other aircraft are least likely to be contingency track as soon as operationally
encountered. Specifically, the pilot shall: feasible; and
a. leave the assigned route or track by initially 2. furthermore, if executing such a turnback
turning at least 45 degrees to the right or to in a 56 km (30 NM) lateral separation
the left in order to acquire a same or opposite route structure, extreme caution pertain-
direction track offset 15 NM (28km) from the ing to opposite direction traffic on adja-
assigned track centreline. When possible, the cent routes must be exercised and any
direction of the turn should be determined by climb or descent, as specified in 15.2.
the position of the aircraft relative to any orga- 2.3 b. 2., should be completed preferably
nized route or track system. Other factors which before approaching within 19 km (10 NM)
may affect the direction of the turn are: of any adjacent ATS route.
1. the direction to an alternate airport. 15.2.2.4 Extended Range Operations by
2. terrain clearance Aeroplanes with Two-Turbine
3. any strategic lateral offset being flown; and Power-Units (ETOPS)
4. the flight levels allocated on adjacent If the contingency procedures are employed by a
routes or tracks; twin-engine aircraft as a result of an engine shut-
down or failure of an ETOPS critical system, the pilot
b. having initiated the turn,
should advise ATC as soon as practicable of the situ-
1. if unable to maintain the assigned flight ation, reminding ATC of the type of aircraft involved,
level, initially minimize the rate of descent and request expeditious handling.
to the extent that is operationally feasible
(pilots should take into account the possi- 15.2.3 Weather Deviation Procedures
bility that aircraft below on the same track 15.2.3.1 General
may be flying a 1 or 2 NM strategic lat-
NOTE: The following procedures are intended for
eral offset procedures (SLOP)) and select
deviations around adverse meteorological condi-
a final altitude which differs from those nor-
tions.
mally used by 150 m (500 ft) if at or below
FL 410, or by 300 m (1 000 ft) if above FL 15.2.3.1.1 When the pilot initiates communi-
410); or cations with ATC, a rapid response may be obtained
by stating “WEATHER DEVIATION REQUIRED” to
2. if able to maintain the assigned flight level,
indicate that priority is desired on the frequency and
once the aircraft has deviated 19 km (10
for ATC response. When necessary, the pilot should
NM) from the assigned track centreline,
initiate the communications using the urgency call
climb or descend to select a flight level
“PAN PAN” (preferably spoken three times).
which differs from those normally used by
150 m (500 ft), if at or below FL 410, or by 15.2.3.1.2 The pilot shall inform ATC when
300 m (1 000 ft) if above FL 410; weather deviation is no longer required, or when
c. establish communications with and alert nearby a weather deviation has been completed and the
aircraft by broadcasting, at suitable intervals on aircraft has returned to its cleared route.
121.5 MHz (or, as a back-up, on the inter-pilot 15.2.3.2 Actions to be Taken When
air-to-air frequency 123.45 MHz) and where Controller-Pilot Communications
appropriate on the frequency in use: aircraft are Established
identification, flight level, position (including the
15.2.3.2.1 The pilot should notify ATC and
ATS route designator or the track code, as
request clearance to deviate from track, advising,
appropriate) and intentions;
when possible, the extent of the deviation expected.
d. maintain a watch for conflicting traffic both visu-
ally and by reference to ACAS (if equipped); 15.2.3.2.3 The pilot should take the following
actions:
e. turn on all aircraft exterior lights (commensurate
with appropriate operating limitations); and a. comply with the ATC clearance issued; or
f. keep the SSR transponder on at all times. b. advise ATC of intentions and execute the pro-
cedures detailed in 15.2.3.3.
15.2.2.3.1 When leaving the assigned track:
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15.2.3.3 Actions to be Taken if a Revised code) and intentions, on the frequency in use
ATC Clearance Cannot be and on 121.5 MHz (or, as a back-up, on the
Obtained inter-pilot air-to-air frequency 123.45 MHz);
NOTE: The provisions of this section apply to situ- c. watch for conflicting traffic both visually and by
ations where a pilot needs to exercise the authority reference to ACAS (if equipped);
of a pilot-in-command under the provisions of Annex NOTE: If, as a result of actions taken under
2, 2.3.1. the provisions of 15.2.3.3.1 b) and c), the pilot
If the aircraft is required to deviate from track to determines that there is another aircraft at or
avoid adverse meteorological conditions and prior near the same flight level with which a conflict
clearance cannot be obtained, an ATC clearance may occur, then the pilot is expected to adjust
shall be obtained at the earliest possible time. Until the path of the aircraft, as necessary, to avoid
an ATC clearance is received, the pilot shall take the conflict.
following actions: d. turn on all aircraft exterior lights (commensurate
a. if possible, deviate away from an organized with appropriate operating limitations);
track or route system; e. for deviations of less than 19km (10 NM) remain
b. establish communications with and alert nearby at a level assigned by ATC;
aircraft by broadcasting, at suitable inter- f. for deviations greater than 19km (10 NM), when
vals: aircraft identification, flight level, position the aircraft is approximately 19km (10 NM) from
(including ATS route designator or the track track, initiate a level change in accordance with
Table 15–1;
Table 15–1
Route centre line track Deviations > 19km (10 NM) Level change
EAST LEFT DESCEND 90m (300 ft)
000° – 179° magnetic RIGHT CLIMB 90m (300 ft)
WEST LEFT CLIMB 90m (300 ft)
180° – 359° magnetic RIGHT DESCEND 90m (300 ft)
g. when returning to track, be at its assigned flight 3. report its arrival by the most expeditious
level when the aircraft is within approximately means to the appropriate air traffic con-
19km (10 NM) of the centre line; and trol unit; or
h. if contact was not established prior to deviating, b. If in instrument meteorological conditions or
continue to attempt to contact ATC to obtain a when conditions are such that it does not
clearance. If contact was established, continue appear likely that the pilot will complete the
to keep ATC advised of intentions and obtain flight in accordance with a.:
essential traffic information. 1. unless otherwise prescribed on the basis
15.3 AIR-GROUND COMMUNICATION of a regional air navigation agreement, in
airspace where procedural separation is
FAILURE
being applied, maintain the last assigned
15.3.1 Action by air traffic control units when speed and level, or a minimum flight alti-
unable to maintain two-way communication with an tude if higher, for a period of 20 minutes
aircraft operating in a control area or control zone following the aircraft’s failure to report
shall be as outlined in the paragraphs which follow. its position over a compulsory report-
15.3.2 As soon as it is known that two-way coming point and thereafter adjust level and
munication has failed, action shall be taken to ascer- speed in accordance with the filed flight
tain whether the aircraft is able to receive transmis- plan; or
sions from the air traffic control unit by requesting 2. in airspace where an ATS surveillance
it to execute a specified manoeuvre which can be system is used in the provision of air
observed by an ATS surveillance system or to trans- traffic control, maintain the last assigned
mit, if possible, a specified signal in order to indicate speed and level, or minimum flight alti-
acknowledgment. tude if higher, for a period of 7 minutes
following:
15.3.3 If the aircraft fails to indicate that it is able
to receive and acknowledge transmissions, separa- i. the time the last assigned level or
tion shall be maintained between the aircraft having minimum flight altitude is reached;
the communication failure and other aircraft, based or
on the assumption that the aircraft will: ii. the time the transponder is set to
a. If in visual meteorological conditions: Code 7600 or the ADS-B transmit-
ter is set to indicate the loss of
1. continue to fly in visual meteorological
air-ground communications; or
conditions;
iii. the aircraft’s failure to report its
2. land at the nearest suitable aerodrome;
position over a compulsory report-
and
ing point;
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whichever is later and thereafter adjust b. meteorological conditions at suitable aero-

level and speed in accordance with the dromes.
filed flight plan; 15.3.6 Pertinent information shall be given to
3. when being vectored or having been other aircraft in the vicinity of the presumed posi-
directed by ATC to proceed offset using tion of the aircraft experiencing the failure.
RNAV without a specified limit, proceed
15.3.10 If the aircraft has not reported within thirty
in the most direct manner possible to
minutes after:
rejoin the current flight plan route no
later than the next significant point, tak- a. the estimated time of arrival furnished by the
ing into consideration the applicable min- pilot;
imum flight altitude; b. the estimated time of arrival calculated by the
4. proceed according to the current flight ACC; or
plan route to the appropriate designated c. the last acknowledged expected approach time;
navigation aid or fix serving the desti- whichever is latest, pertinent information concerning
nation aerodrome and, when required the aircraft shall be forwarded to aircraft operators, or
to ensure compliance with 5, hold over their designated representatives, and pilots-in-com-
this aid or fix until commencement of mand of any aircraft concerned and normal control
descent; resumed if they so desire. It is the responsibility of
5. commence descent from the navigation the aircraft operators, or their designated representa-
aid or fix specified in 4. at, or as close tives, and pilots-in-command of aircraft to determine
as possible to, the expected approach whether they will resume normal operations or take
time last received and acknowledged; or, other action.
if no expected approach time has been
received and acknowledged, at, or as 15.5 OTHER IN-FLIGHT CONTINGENCIES
close as possible to, the estimated time 15.5.3 Fuel Dumping
of arrival resulting from the current flight
plan; 15.5.3.1 General
6. complete a normal instrument approach 15.5.3.1.1 An aircraft in an emergency or
procedure as specified for the desig- other urgent situations may need to dump fuel so
nated navigation aid or fix; and as to reduce to maximum landing mass in order to
effect a safe landing.
7. land, if possible, within 30 minutes after
the estimated time of arrival specified in 15.5.3.1.2 When an aircraft operating within
5. or the last acknowledged expected controlled airspace needs to dump fuel, the flight
approach time, whichever is later. crew shall advise ATC . The ATC unit should then
NOTE: As evidenced by the meteoro- coordinate with the flight crew the following:
logical conditions prescribed therein, a. the route to be flown, which, if possible, should
15.3.3 a. relates to all controlled flights, be clear of cities and towns, preferably over
whereas 15.3.3 b. relates only to IFR water and away from areas where thunder-
flights. storms have been reported or are expected;
15.3.4 Action taken to ensure suitable separa- b. the level to be used, which should be not less
tion shall cease to be based on the assumption than 1800m (6000 ft); and
stated in 15.3.3 when: c. the duration of the fuel dumping.
a. it is determined that the aircraft is following a
procedure differing from that in 15.3.3; or
15.7 OTHER ATC CONTINGENCY
PROCEDURES
b. through the use of electronic or other aids, air
traffic control units determine that action differ- 15.7.3 Procedures in Regard to Aircraft
ing from that required by 15.3.3 may be taken Equipped with Airborne Collision
without impairing safety; or Avoidance Systems (ACAS)
c. positive information is received that the aircraft 15.7.3.1 The procedures to be applied for the
has landed. provision of air traffic services to aircraft equipped
15.3.5 As soon as it is known that two-way with ACAS shall be identical to those applicable to
communication has failed, appropriate information non-ACAS equipped aircraft. In particular, the pre-
describing the action taken by the air traffic control vention of collisions, the establishment of appropri-
unit, or instructions justified by any emergency situ- ate separation and the information which might be
ation, shall be transmitted blind for the attention of provided in relation to conflicting traffic and to pos-
the aircraft concerned, on the frequencies available sible avoiding action shall conform with the normal
on which the aircraft is believed to be listening, ATS procedures and shall exclude consideration of
including the voice frequencies of available radio aircraft capabilities dependent on ACAS equipment.
navigation or approach aids. Information shall also 15.7.3.2 When a pilot reports an ACAS reso-
be given concerning: lution advisory (RA), the controller shall not attempt
a. meteorological conditions favorable to a cloud- to modify the aircraft flight path until the pilot reports
breaking procedure in areas where congested “clear of conflict”.
traffic may be avoided; and
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15.7.3.3 Once an aircraft departs from its ATC 16.4 USE OF REPETITIVE FLIGHT
clearance or instruction in compliance with an RA, PLANS (RPLs)
or a pilot reports an RA, the controller ceases to
be responsible for providing separation between that 16.4.1 General
aircraft and any other aircraft affected as a direct 16.4.1.1 RPLs shall not be used for flights
consequence of the manoeuvre induced by the RA. other than IFR flights operated regularly on the
The controller shall resume responsibility for provid- same day(s) of consecutive weeks and on at least
ing separation for all the affected aircraft when: ten occasions or every day over a period of at least
a. the controller acknowledges a report from the ten consecutive days. The elements of each flight
flight crew that the aircraft has resumed the plan shall have a high degree of stability.
current clearance; or NOTE: For permissible incidental changes to RPL
b. the controller acknowledges a report from the data affecting the operation for one particular day,
flight crew that the aircraft is resuming the cur- and not intended to be a modification of the listed
rent clearance and issues an alternative clear- RPL, see 16.4.4.2.2 and 16.4.4.2.3.
ance which is acknowledged by the flight crew. 16.4.1.2 RPLs shall cover the entire flight from
NOTE: Pilots are required to report RAs which the departure aerodrome to the destination aero-
require a deviation from the current ATC clearance drome. RPL procedures shall be applied only when
or instruction (see PANS -OPS (Doc 8168), Volume all ATS authorities concerned with the flights have
I, Part III, Section 3, Chapter 3, 3.2 c) 4).). This agreed to accept RPLs.
report informs the controller that a deviation from 16.4.1.3 The use by States of RPLs for inter-
clearance or instruction is taking place in response national flight shall be subject to the provision that
to an ACAS RA. the affected adjacent States either already use RPLs
15.7.3.6 Following a significant ACAS event, or will use them at the same time. The procedures
pilots and controllers should complete an air traffic for use between States shall be the subject of bilat-
incident report. eral, multilateral or regional air navigation agreement
NOTE 1: The ACAS capability of an aircraft may not as appropriate.
be known to air traffic controllers. 16.4.2 Procedures for Submission of
NOTE 2: Operating procedures for use of ACAS are RPLs by Operators
contained in PANS -OPS Doc 8168, Vol I, Part III, 16.4.2.1 Conditions governing submission,
Section 3, Chapter 3 . notification of changes, or cancellation of RPLs shall
NOTE 3: The phraseology to be used by controllers be the subject of appropriate arrangements between
and pilots is contained in Chapter 12, 12.3.1.2. operators and the ATS authority concerned or of
regional air navigation agreements.
16 MISCELLANEOUS PROCEDURES
16.4.2.2 An RPL shall comprise information
16.3 AIR TRAFFIC INCIDENT REPORT regarding such of the following items as are consid-
16.3.1 An air traffic incident report shall be sub- ered relevant by the appropriate ATS authority:
mitted, normally to the air traffic services unit con- – validity period of the flight plan
cerned, for incidents specifically related to the provi- – days of operation
sion of air traffic services involving such occurrences
– aircraft identification
as aircraft proximity (AIRPROX), or other serious dif-
ficulty resulting in a hazard to aircraft, caused by, – aircraft type and wake turbulence category
among others, faulty procedures, non-compliance – MLS capability
with procedures, or failure of ground facilities. – departure aerodrome
16.3.2 Procedures should be established for – off-block time
the reporting of aircraft proximity incidents and their – cruising speed(s)
investigation to promote the safety of aircraft. The
– cruising level(s)
degree of risk involved in an aircraft proximity should
be determined in the incident investigation and – route to be followed
classified as “risk of collision”, “safety not assured”, – destination aerodrome
“no risk of collision” or “risk not determined”. – total estimated elapsed time
16.3.3 When an accident / incident investiga- – indication of the location where the following
tive authority conducts an investigation of an aircraft information may be obtained immediately upon
proximity incident, the air traffic services aspects request:
should be included. – alternate aerodromes
NOTE: A model air traffic incident report form – fuel endurance
together with instructions for its completion is at
– total number of persons on board
Appendix 4. Further information regarding air traffic
incidents is contained in the Air Traffic Services – emergency equipment
Planning Manual, Doc 9426 (not published herein). – other information
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16.4.3 Submission of Total Listings 16.4.4.2 Changes of a Temporary Nature

16.4.3.1 RPLs shall be submitted in the form of 16.4.4.2.1 Changes of a temporary,
listings containing the required flight plan data using non-recurring nature relating to RPLs concerning
an RPL listing form specially designed for the pur- aircraft type and wake turbulence category, speed
pose or by means of other media suitable for elec- and/or cruising level shall be notified for each indi-
tronic data processing. The method of submission vidual flight as early as possible and not later than
shall be determined by local or regional agreement. 30 minutes before departure to the ATS reporting
NOTE: A model RPL listing form is contained in office responsible for the departure aerodrome. A
Appendix 2. change of cruising level only may be notified by
radiotelephony on initial contact with the ATS unit.
16.4.3.2 Initial submission of complete RPL
listings and any subsequent seasonal resubmission 16.4.4.2.2 In case of an incidental change in
of complete listings shall be made in sufficient the aircraft identification, the departure aerodrome,
time to permit the data to be properly assimilated the route and/or the destination aerodrome, the RPL
by the ATS organization. The minimum lead time shall be cancelled for the day concerned and an
required for the submission of such listings shall be individual flight plan shall be submitted.
established by the administrations concerned and
16.4.4.2.3 Whenever it is expected by the
published in their AIPs. This minimum lead time
operator that a specific flight, for which an RPL has
shall be at least two weeks.
been submitted, is likely to encounter a delay of
16.4.3.3 Operators shall submit listings to the 30 minutes or more in excess of the off-block time
designated agency for distribution to the appropriate stated in that flight plan, the ATS unit responsible
air traffic services units. for the departure aerodrome shall be notified imme-
diately.
16.4.3.4 The information normally to be pro-
vided shall be that listed in 16.4.2.2 except that NOTE: Because of the stringent requirements of flow
administrations may also require the provision of control, failure by operators to comply with this pro-
estimate information of FIR boundaries and the pri- cedure may result in the automatic cancellation of
mary alternate aerodrome. If so required, such infor- the RPL for that specific flight at one or more of the
mation shall be provided as indicated on a repetitive ATS units concerned.
flight plan listing form specially designed for the pur- 16.4.4.2.4 Whenever it is known to the oper-
pose. ator that any flight for which an RPL has been sub-
mitted is cancelled, the ATS unit responsible for the
16.4.3.5 Information regarding alternate aero-
departure aerodrome shall be notified.
drome(s) and supplementary flight plan data (infor-
mation normally provided under Item 19 of the ICAO 16.4.4.3 Operator/Pilot Liaison
flight plan form) shall be kept readily available by The operator shall ensure that the latest flight plan
the operator at the departure aerodrome or another information, including permanent and incidental
agreed location, so that, on request by ATS units, changes, pertaining to a particular flight and duly
it can be supplied without delay. The name of the notified to the appropriate agency, is made available
office from which the information can be obtained to the pilot-in-command.
shall be recorded on the RPL listing form.
16.5 STRATEGIC LATERAL OFFSET
16.4.3.6 Acknowledgment of receipt of listings
of flight plan data and/or amendment thereto shall
PROCEDURES (SLOP)
not be required except by agreement between oper- NOTE 1: — SLOP are approved procedures that
ators and the appropriate agency. allow aircraft to fly on a parallel track to the right of
the centerline relative to the direction of flight to mit-
16.4.4 Changes to RPL Listings igate the lateral overlap probability due to increased
16.4.4.1 Changes of a Permanent Nature navigation accuracy and wake turbulence encoun-
ters. Unless specified in the separation standard, an
16.4.4.1.1 Changes of a permanent nature
aircraft’s use of these procedures does not affect the
involving the inclusion of new flights and the dele-
application of prescribed separation standards.
tion or modification of currently listed flights shall be
submitted in the form of amendment listings. These NOTE 2: — Annex 2, 3.6.2.1.1 (See AIR TRAFFIC
listings shall reach the air traffic services agency CONTROL — ICAO Rules of the Air — Annex 2,
concerned at least seven days prior to the change 3.6.2.1.1), requires authorization for the application
becoming effective. of strategic lateral offsets from the appropriate ATS
authority responsible for the airspace concerned.
16.4.4.1.2 Where RPL listings have been ini-
16.5.1 Implementation of strategic lateral offset
tially submitted by the use of media suitable for
procedures shall be coordinated among the States
electronic data processing, it shall be permissible
involved.
by mutual agreement between the operator and the
appropriate authority for some changes to be sub- NOTE: Information concerning the implementation
mitted by means of RPL listing forms. of strategic lateral offset procedures is contained in
the Implementation of Strategic Lateral Offset Pro-
16.4.4.1.3 All RPL changes shall be submit- cedures (Circular 331) (not published herein).
ted in accordance with the instructions for prepara-
16.5.2 Strategic lateral offsets shall be autho-
tion of RPL listings.
rized only in en-route airspace as follows:
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a. where the lateral separation minima or spacing sible to the ATS unit serving the destination/depar-
between route centerlines is 42.6km (23 NM) ture, unless procedures exist to notify the appropri-
or more, offsets to the right of the centerline ate authority designated by the State, and the aircraft
relative to the direction of flight in tenths of a operator or its designated representative.
nautical mile up to a maximum of 3.7km (2 NM);
16.6.3 When a report of a suspected case(s) of
and
communicable disease, or other public health risk,
b. where the lateral separation minima or spacing on board an aircraft is received by an ATS unit
between route centerlines is 11.1km (6 NM) or serving the destination/departure, from another ATS
more and less than 42.6km (23 NM), offsets to unit or from an aircraft or an aircraft operator, the
the right of the centerline relative to the direction unit concerned shall forward a message as soon as
of flight in tenths of a nautical mile up to a possible to the public health authority (PHA) or the
maximum of 0.9km (0.5 NM). appropriate authority designated by the State as well
16.5.3 The routes or airspace where application as the aircraft operator or its designated representa-
of strategic lateral offsets is authorized, and the pro- tive, and the aerodrome authority.
cedures to be followed by pilots shall be promul- NOTE 1: — See Annex 9 — Facilitation, Chapter 1
gated in aeronautical information publications (AIPs). (Definitions), Chapter 8, 8.12 and 8.15, and Appen-
In some instances, it may be necessary to impose dix 1, for relevant additional information related to the
restrictions on the use of strategic lateral offsets, subject of communicable disease and public health
e.g. where their application may be inappropriate for risk on board an aircraft (not published herein).
reasons related to obstacle clearance. Route con-
NOTE 2: — The PHA is expected to contact the air-
formance monitoring systems shall account for the
line representative or operating agency and aero-
application of SLOP.
drome authority, if applicable, for subsequent coor-
16.5.4 The decision to apply a strategic lateral dination with the aircraft concerning clinical details
offset shall be the responsibility of the flight crew. and aerodrome preparation. Depending on the com-
The flight crew shall only apply strategic lateral munications facilities available to the airline repre-
offsets in airspace where such offsets have been sentative or operating agency, it may not be possi-
authorized by the appropriate ATS authority and ble to communicate with the aircraft until it is closer
when the aircraft is equipped with automatic offset to its destination. Apart from the initial notification to
tracking capability. the ATS unit whilst en-route, ATC communications
NOTE 1: — Pilots may contact other aircraft on the channels are to be avoided.
inter-pilot air-to-air frequency 123.45 MHz to coordi- NOTE 3: — The information to be provided to
nate offsets. the departure aerodrome will prevent the potential
NOTE 2: — The strategic lateral offset procedure spread of communicable disease, or other public
has been designed to include offsets to mitigate the health risk, through other aircraft departing from the
effects of wake turbulence of preceding aircraft. If same aerodrome.
wake turbulence needs to be avoided, an offset to NOTE 4: — AFTN (urgency message), telephone,
the right and within the limits specified in 16.5.2 may facsimile or other means of transmission may be
be used. used.
NOTE 3: — Pilots are not required to inform ATC
that a strategic lateral offset is being applied.
16.6 NOTIFICATION OF SUSPECTED
COMMUNICABLE DISEASES, OR
OTHER PUBLIC HEALTH RISK,
ON BOARD AN AIRCRAFT
16.6.1 The flight crew of an en-route aircraft
shall, upon identifying a suspected case(s) of com-
municable disease, or other public health risk, on
board the aircraft, promptly notify the ATS unit with
which the pilot is communicating, the information
listed below:
a. aircraft identification;
b. departure aerodrome;
c. destination aerodrome;
d. estimated time of arrival;
e. number of persons on board;
f. number of suspected case(s) on board; and
g. nature of the public health risk, if known.
16.6.2 The ATS unit, upon receipt of information
from a pilot regarding suspected case(s) of commu-
nicable disease, or other public health risk, on board
the aircraft, shall forward a message as soon as pos-
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APPENDIX 1 - INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS

REPORTING INSTRUCTIONS
MODEL AIREP SPECIAL
326209656363
1. POSITION REPORTS AND 1.3 In the case of special air-reports containing

SPECIAL AIR-REPORTS information on volcanic activity, a post-flight report
shall be made on the volcanic activity reporting form
1.1 Section 1 is obligatory for position reports
(Model VAR). All elements which are observed shall
and special air-reports, although Items 5 and 6
be recorded and indicated respectively in the appro-
thereof may be omitted when prescribed in Regional
priate places on the form Model VAR.
Supplementary Procedures; Section 2 shall be
added, in whole or in part, only when so requested 1.4 Special air-reports shall be made as soon as
by the operator or his designated representative, or practicable after a phenomenon calling for a special
when deemed necessary by the pilot-in-command; air-report has been observed.
Section 3 shall be included in special air-reports.
1.5 If a phenomenon warranting the making of
1.2 Special air-reports shall be made whenever a special air-report is observed at or near the time
any of the phenomena listed under Item 15 are or place where a routine air-report is to be made, a
observed or encountered. Items 1 to 4 of Section 1 special air-report shall be made instead.
and the appropriate phenomenon specified in Sec-
tion 3, Item 15, are required from all aircraft. The 2. DETAILED REPORTING
phenomena listed under "SST" shall be reported only INSTRUCTIONS
by supersonic transport at transonic and supersonic 2.1 Items of an air-report shall be reported in the
cruising levels. order in which they are listed in the model AIREP
SPECIAL form.
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APPENDIX 1 - INSTRUCTIONS FOR AIR-REPORTING BY VOICE COMMUNICATIONS q$i
– MESSAGE TYPE DESIGNATOR . Report “SPE- •Item 8 – ENDURANCE. Report

CIAL” for a special air-report. “ENDURANCE” followed by fuel endurance
– Section 1 in hours and minutes (4 numerics).
• Item 1 – AIRCRAFT IDENTIFICATION . – Section 3
Report the aircraft radiotelephony call sign as • Item 9 – PHENOMENON PROMPTING A
prescribed in Annex 10, Volume II, Chapter 5. SPECIAL AIR-REPORT. Report one of the fol-
• Item 2 – POSITION. Report position in lati- lowing phenomena encountered or observed:
tude (degrees as 2 numerics or degrees and • moderate turbulence as "TURBULENCE
minutes as 4 numerics, followed by “North” or MODERATE"
“South”) and longitude (degrees as 3 numer- • severe turbulence as "TURBULENCE
ics or degrees and minutes as 5 numerics, SEVERE"
followed by “East” or “West”), or as a signifi-
The following specifications apply:
cant point identified by a coded designator (2
to 5 characters), or as a significant point fol- – Moderate – Conditions in which moder-
lowed by magnetic bearing (3 numerics) and ate changes in aircraft attitude and/or alti-
distance in nautical miles from the point (e.g., tude may occur but the aircraft remains
in positive control at all times. Usually,
“4620North07805West”, “4620North07800W-
small variations in air speed. Changes in
est”, “4600North07800West”, LN (“LIMA NO-
accelerometer readings of 0.5g to 1.0g at
VEMBER”), “MAY”, “HADDY” or “DUB 180
the aircraft’s centre of gravity. Difficulty in
DEGREES 40 MILES”). Precede significant
walking. Occupants feel strain against seat
point by “ABEAM”, if applicable.
belts. Loose objects move about.
• Item 3 – TIME. Report time in hours and min-
– Severe – Conditions in which abrupt
utes UTC (4 numerics) unless reporting time
changes in aircraft attitude and/or altitude
in minutes past the hour (2 numerics) is pre-
occur; aircraft may be out of control for
scribed on the basis of regional air navigation
short periods. Usually, large variations
agreements. The time reported must be the
in air speed. Changes in accelerometer
actual time of the aircraft at the position and
readings greater than 1.0g at the aircraft’s
not the time of origination or transmission of
centre of gravity. Occupants are forced
the report. Time shall always be reported in
violently against seat belts. Loose objects
hours and minutes UTC when making a spe-
are tossed about.
cial air-report.
• moderate icing as "ICING MODERATE"
• Item 4 – FLIGHT LEVEL OR ALTITUDE .
Report flight level by 3 numerics (e.g., • severe icing as "ICING SEVERE"
“FLIGHT LEVEL 310”), when on standard The following specifications apply:
pressure altimeter setting. Report altitude – Moderate – Conditions in which change of
in metres followed by “METRES” or in feet heading and/or altitude may be considered
followed by “FEET”, when on QNH. Report desirable.
“CLIMBING” (followed by the level) when
– Severe – Conditions in which immediate
climbing, or “DESCENDING” (followed by the
change of heading and/or altitude is con-
level) when descending, to a new level after
sidered essential.
passing the significant point.
• severe mountainwave as “MOUNTAINWAVE
• Item 5 – NEXT POSITION AND ESTIMATED
SEVERE”.
TIME OVER. Report the next reporting point
and the estimated time over such reporting The following specification applies:
point, or report the estimated position that will – Severe – Conditions in which the accom-
be reached one hour later, according to the panying downdraft is 3.0 m/s (600 ft/min) or
position reporting procedures in force. Use the more and/or severe turbulence is encoun-
data conventions specified in Item 2 for posi- tered.
tion. Report the estimated time over this posi- • thunderstorm without hail as “THUNDER-
tion. Report time in hours and minutes UTC STORM”.
(4 numerics) unless reporting time in min-
• thunderstorm with hail as “THUNDERSTORM
utes past the hour (2 numerics) as prescribed
WITH HAIL” .
on the basis of regional air navigation agree-
ments. The following specification applies:
• Item 6 – ENSUING SIGNIFICANT POINT. Only report those thunderstorms which are:
Report the ensuing significant point following • obscured in haze; or
the “next position and estimated time over”. • embedded in cloud; or
– Section 2 • widespread; or
• Item 7 – ESTIMATED TIME OF ARRIVAL. • forming a squall-line.
Report the name of the aerodrome of the first
• heavy duststorm or sandstorm as “DUST-
intended landing, followed by the estimated
STORM or SANDSTORM HEAVY”.
time of arrival at this aerodrome in hours and
minutes UTC (4 numerics). • volcanic ash cloud as “VOLCANIC ASH
CLOUD”.
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• pre-eruption volcanic activity or a volcanic

eruption as “PRE-ERUPTION VOLCANIC
ACTIVITY or VOLCANIC ERUPTION”.
The following specifications apply:
Pre-eruption volcanic activity in this context
means unusual and/or increasing volcanic
activity which could presage a volcanic erup-
tion.
NOTE: In case of volcanic ash cloud,
pre-eruption volcanic activity or volcanic erup-
tion, in accordance with Chapter 4, 4.12.3,
a post flight report shall also be made on
the special air-report of volcanic activity form
(Model VAR).
2.2 Information recorded on the volcanic activity
reporting form (Model VAR) is not for transmission by
RTF but, on arrival at an aerodrome, is to be deliv-
ered without delay by the operator or a flight crew
member to the aerodrome meteorological office. If
such an office is not easily accessible, the com-
pleted form shall be delivered in accordance with
local arrangements made between the Meteorologi-
cal and ATS Authorities and the operator.
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SPECIAL AIR-REPORT OF VOLCANIC

ACTIVITY FORM (MODEL VAR)
488999347692
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EXAMPLES
AS SPOKEN IN RADIOTELEPHONY AS RECORDED BY THE AIR TRAFFIC
SERVICES UNIT AND FORWARDED TO
THE METEOROLOGICAL OFFICE
CONCERNED
I.1 AIREP SPECIAL CLIPPER WUN ZERO WUN I. ARS PAA101 5045N02015W 1536 F310
POSITION FIFE ZERO FOWer FIFE NORTH ASC F350 TSGR
ZERO TOO ZERO WUN FIFE WEST AT WUN
FIFE TREE SIX FLIGHT LEVEL TREE WUN
ZERO CLIMBING TO FLIGHT LEVEL TREE
FIFE ZERO THUNDERSTORM WITH HAIL
II.2 SPECIAL NIUGINI TOO SEVen TREE OVER II. ARS ANG273 MD 0846 19000FT TURB SEV
MADANG AT ZERO AIT FOWer SIX WUN
NINer TOUSAND FEET TURBULENCE
SEVERE
1 A special air-report which is required because of the occurrence of widespread thunderstorms with hail.
2 A special air-report which is required because of severe turbulence. The aircraft is on QNH altimeter setting.
q$z

APPENDIX 2 - FLIGHT PLAN

1 ICAO MODEL FLIGHT PLAN FORM
351110153703
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APPENDIX 2 - FLIGHT PLAN q$i
2 INSTRUCTIONS FOR THE by the ICAO telephony designator for the

COMPLETION OF THE FLIGHT aircraft operating agency (e.g., BLIZZARD
CGAJS);
PLAN FORM
2. the aircraft is not equipped with radio.
2.1 GENERAL NOTE 1: Standard for nationality, common and
Adhere closely to the prescribed formats and manner registration marks to be used are contained in
of specifying data. Annex 7, Chapter 2.
Commence inserting data in the first space provided. NOTE 2: Provisions for the use of radiotele-
Where excess space is available leave unused phony call signs are contained in Annex 10,
spaces blank. Volume II, Chapter 5 (not published herein).
ICAO designators and telephony designators
Insert all clock times in 4 figures UTC. for aircraft operating agencies are contained in
Insert all estimated elapsed times in 4 figures (hours Doc 8585 — Designators for Aircraft Operat-
and minutes). ing Agencies, Aeronautical Authorities and Ser-
vices (not published herein).
Shaded area preceding Item 3 — to be completed by
ATS and COM services, unless the responsibility for ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT
originating flight plan messages has been delegated.
(ONE OR TWO CHARACTERS)
NOTE: term “aerodrome” where used in the flight
plan is intended to cover also sites other than aero- – Flight rules
dromes which may be used by certain types of air- INSERT one of the following letters to denote the
craft; e.g., helicopters or balloons. category of flight rules with which the pilot intends to
comply:
2.2 INSTRUCTIONS FOR INSERTION
OF ATS DATA I if it is intended that the entire flight will be
Complete Items 7 to 18 as indicated hereunder. operated under the IFR
Complete also Item 19 as indicated hereunder, when V if it is intended that the entire flight will be
so required by the appropriate ATS authority or when operated under the VFR
otherwise deemed necessary. Y if the flight initially will be operated under the
NOTE 1: Item numbers on the form are not consec- IFR, followed by one or more subsequent
utive, as they correspond to Field Type numbers in changes of flight rules or
ATS messages. Z if the flight initially will be operated under the
NOTE 2: Air traffic services data systems may VFR, followed by one or more subsequent
impose communications or processing constraints changes of flight rules
on information in filed flight plans. Possible con-
straints may, for example, be limits with regard to Specify in Item 15 the point or points at which a
item length, number of elements in the route item change of flight rules is planned.
or total flight plan length. Significant constraints are – Type of flight
documented in the relevant Aeronautical Information INSERT one of the following letters to denote the
Publication. type of flight when so required by the appropriate
ATS authority:
ITEM 7: AIRCRAFT IDENTIFICATION
(MAXIMUM 7 CHARACTERS) S if scheduled air service
N if non-scheduled air transport operation
INSERT one of the following aircraft identifications,
not exceeding 7 alphanumeric characters and with- G if general aviation
out hyphens or symbols: M if military
a. the ICAO designator for the aircraft operating X if other than any of the defined categories
agency followed by the flight identification (e.g., above.
KLM511, NGA213, JTR25) when in radiotele-
phony the call sign to be used by the aircraft will Specify status of a flight following the indicator STS
consist of the ICAO telephony designator for the in Item 18, or when necessary to denote other rea-
operating agency followed by the flight identifi- sons for specific handling by ATS, indicate the rea-
cation (e.g., KLM511, NIGERIA 213, JESTER son following the indicator RMK in Item 18.
25).
ITEM 9: NUMBER AND TYPE OF AIRCRAFT
OR AND WAKE TURBULENCE CATEGORY
b. the nationality or common mark and registra-
tion mark of the aircraft (e.g., EIAKO, 4XBCD, – Number of aircraft (1 or 2 characters)
N2567GA), when: INSERT the number of aircraft, if more than one.
1. in radiotelephony the call sign to be used – Type of aircraft (2 to 4 characters)
by the aircraft will consist of this identifi- INSERT the appropriate designator as specified in
cation alone (e.g., CGAJS), or preceded ICAO Doc 8643, Aircraft Type Designators (not pub-
lished herein)
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1 NOV 19 AIR TRAFFIC CONTROL 467
OR if no such designator has been assigned, or in G GNSS. If any P2 CPDLC RCP 240
case of formation flights comprising more than one portion of the flight (See Note 7)
type; is planned to be P3 SATVOICE RCP
conducted under 400 (See Note 7)
INSERT ZZZZ, and SPECIFY in Item 18, the (num- IFR, it refers to
bers and) type(s) of aircraft preceded by TYP/. P4– Reserved for RCP
GNSS receivers
– Wake turbulence category (1 character) that comply with P9
INSERT an oblique stroke followed by one of the the requirements of
following letters to indicate the wake turbulence cat- Annex 10, Volume I
egory of the aircraft: (see Note 2).
H HF RTF R PBN approved
H— HEAVY, to indicate an aircraft type with (see Note 4)
a maximum certificated take-off mass of I Inertial Navigation T TACAN
136,000kg or more;
J1 CPDLC ATN VDL U UHF RTF
M— MEDIUM, to indicate an aircraft type with Mode 2 (see Note 3)
a maximum certificated take-off mass
J2 CPDLC FANS 1/A V VHF RTF
of less than 136,000kg but more than
7000kg; HFDL
L— J3 CPDLC FANS 1/A W RVSM approved
LIGHT, to indicate an aircraft type with
a maximum certificated take-off mass of VDL Mode A
7000kg or less. J4 CPDLC FANS 1/A X MNPS approved
VDL Mode 2
ITEM 10: EQUIPMENT AND CAPABILITIES J5 CPDLC FANS Y VHF with 8.33 kHz
1/A SATCOM channel spacing
Capabilities comprise the following elements: (INMARSAT) capability
a. presence of relevant serviceable equipment on J6 CPDLC FANS 1/A Z Other equipment
board the aircraft; SATCOM (MTSAT) carried or other
b. equipment and capabilities commensurate with capabilities (See
flight crew qualifications; and Note 5)
c. where applicable, authorization from the appro- Any alphanumeric characters not indicated above
priate authority. are reserved.
– Radio communication, navigation and NOTE 1: If the letter S is used, standard equip-
approach aid equipment ment is considered to be VHF RTF, VOR and ILS,
INSERT one letter as follows: unless another combination is prescribed by the
N if no COM/NAV/approach aid equipment for the appropriate ATS authority.
route to be flown is carried, or the equipment is NOTE 2: If the letter G is used, the types of exter-
unserviceable; nal GNSS augmentation, if any, are specified in
OR Item 18 following the indicator NAV/ and sepa-
rated by a space.
S if standard COM/NAV/approach aid equipment
for the route to be flown is carried and serviceable NOTE 3: See RTCA/EUROCAE Interoperability
(see Note 1), Requirements Standard for ATN Baseline 1(ATN
B1 INTEROP Standard — DO-280B/ED-110B)
AND/OR (not published herein) for data link services air
INSERT one or more of the following letters to traffic control clearance and information/air traf-
indicate the COM/NAV/approach aid equipment fic control communications management/air traf-
available: fic control microphone check.
NOTE 4: If the letter R is used, the performance-
A GBAS landing J7 CPDLC FANS 1/A
based navigation levels that can be met are spec-
system SATCOM (Iridium)
ified in Item 18 following the indicator PBN/. Guid-
B LPV (APV with K MLS ance material on the application of performance-
SBAS) based navigation to a specific route segment,
C LORAN C L ILS route or area is contained in the Performance-
D DME M1 ATC SATVOICE based Navigation (PBN) Manual (Doc 9613) (not
(INMARSAT) published herein).
E1 FMC WPR ACARS M2 ATC SATVOICE NOTE 5: If the letter Z is used, specify in Item 18
(MTSAT) the other equipment carried or other capabilities,
preceded by COM/, NAV/ and/or DAT, as appro-
E2 D-FIS ACARS M3 ATC SATVOICE priate.
(Iridium)
NOTE 6: Information on navigation capability is
E3 PDC ACARS O VOR provided to ATC for clearance and routing pur-
F ADF P1 CPDLC RCP 400 poses.
(See Note 7)
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468 AIR TRAFFIC CONTROL 1 NOV 19
NOTE 7: Guidance material on the application Alphanumeric characters not indicated above are
of performance-based communication, which pre- reserved.
scribes RCP to an air traffic service in a spe- EXAMPLE: ADE3RV/HB2U2V2G1
cific area, is contained in the Performance-based
NOTE 1: The RSP specification(s), if applica-
Communication and Surveillance (PBCS) Manual
ble, will be listed in Item 18 following the indica-
(Doc 9869) (not published herein).
tor SUR/. Guidance material on the application
– Surveillance equipment and capabilities of performance-based surveillance, which pre-
INSERT N if no surveillance equipment for the scribes RSP to an air traffic service in a spe-
route to be flown is carried, or the equipment is cific area, is contained in the Performance-based
unserviceable, Communication and Surveillance (PBCS) Manual
OR (Doc 9869) (not published herein).
INSERT one or more of the following descriptors, NOTE 2: Additional surveillance equipment or
to a maximum of 20 characters, to describe the capabilities will be listed in Item 18 following the
serviceable surveillance equipment and/or capa- indicator SUR/, as required by the appropriate
bilities on board: ATS authority.
SSR Modes A and C ITEM 13: DEPARTURE AERODROME AND TIME

A Transponder — Mode A (4 digits — 4096 (8 CHARACTERS)
codes)
INSERT the ICAO four-letter location indicator of
C Transponder — Mode A (4 digits — 4096 the departure aerodrome as specified in Doc 7910,
codes) and Mode C Location Indicators (not published herein),
SSR Mode S
OR, if no location indicator has been assigned,
E Transponder — Mode S, including aircraft
identification, pressure-altitude and extended INSERT ZZZZ and SPECIFY, in Item 18, the name
squitter (ADS-B) capability and location of the aerodrome preceded by DEP/,
H Transponder — Mode S, including aircraft OR, the first point of the route or the marker radio
identification, pressure-altitude and enhanced beacon preceded by DEP/..., if the aircraft has not
surveillance capability taken off from the aerodrome,
I Transponder — Mode S, including aircraft OR, if the flight plan is received from an aircraft in
identification, but no pressure-altitude flight,
capability
INSERT AFIL, and SPECIFY, in Item 18, the ICAO
L Transponder — Mode S, including aircraft
four-letter location indicator of the location of the ATS
identification, pressure-altitude, extended
unit from which supplementary flight plan data can
squitter (ADS-B) and enhanced surveillance
be obtained, preceded by DEP/ .
capability
P Transponder — Mode S, including THEN, WITHOUT A SPACE,
pressure-altitude, but no aircraft identification INSERT for a flight plan submitted before departure,
capability the estimated off-block time (EOBT),
S Transponder — Mode S, including both
OR, for a flight plan received from an aircraft in flight,
pressure-altitude and aircraft identification
the actual or estimated time over the first point of the
capability
route to which the flight plan applies.
X Transponder — Mode S with neither aircraft
identification nor pressure-altitude capability ITEM 15: ROUTE
NOTE: Enhanced surveillance capability is the INSERT the first cruising speed as in a. and the first
ability of the aircraft to down-link aircraft derived cruising level as in b., without a space between them.
data via a Mode S transponder.
ADS-B THEN, following the arrow, INSERT the route
description as in c.
B1 ADS-B with dedicated 1 090 MHz ADS-B
“out” capability a. Cruising speed (maximum 5 characters)
B2 ADS-B with dedicated 1 090 MHz ADS-B INSERT the True Air Speed for the first or the
“out” and “in” capability whole cruising portion of the flight, in terms of:
U1 ADS-B “out” capability using UAT – Kilometers per hour, expressed as K fol-
lowed by 4 figures (e.g., K0830); or
U2 ADS-B “out” and “in” capability using UAT
– Knots, expressed as N followed by 4 figures
V1 ADS-B “out” capability using VDL Mode 4 (e.g., N0485); or
V2 ADS-B “out” and “in” capability using VDL – True Mach number, when so prescribed by
Mode 4 the appropriate ATS authority, to the nearest
ADS-C hundredth of unit Mach, expressed as M
D1 ADS-C with FANS 1/A capabilities followed by 3 figures (e.g., M082).
G1 ADS-C with ATN capabilities b. Cruising level (maximum 5 characters)
q$z

INSERT the planned cruising level for the first points shall, as far as possible, not exceed one
or the whole portion of the route to be flown, in hour’s flight time. Additional significant points
terms of: shall be established as deemed necessary.
– Flight level, expressed as F followed by 3 fig- For flights operating predominantly in a north-
ures (e.g., F085; F330); or south direction, define tracks by reference to
– *Standard Metric Level in tens of metres, significant points formed by the intersection of
expressed as S followed by 4 figures (e.g., whole degrees of longitude with specified par-
S1130); or allels of latitude which are spaced at 5 degrees.
– Altitude in hundreds of feet, expressed as A INSERT DCT between successive points
followed by 3 figures (e.g., A045; A100); or unless both points are defined by geographical
coordinates or by bearing and distance.
– Altitude in tens of metres, expressed as M
followed by 4 figures (e.g., M0840); or USE ONLY the conventions in 1. to 5. below
and SEPARATE each sub-item by a space.
– For uncontrolled VFR flights, the letters
VFR. 1. ATS Route (2 to 7 Characters)
c. Route (Including Changes of Speed, Level The coded designator assigned to
and/or Flight Rules) the route or route segment including,
where appropriate, the coded designator
Flights Along Designated ATS Routes
assigned to the standard departure or
INSERT if the departure aerodrome is located arrival route (e.g., BCN1, B1, R14, UB10,
on, or connected to the ATS route, the desig- KODAP2A).
nator of the first ATS route;
NOTE: Provisions for the application of
OR, if the departure aerodrome is not on or route designators are contained in Annex
connected to the ATS route, the letters DCT 11, Appendix 1 (not published herein).
followed by the point of joining the first ATS
2. Significant Point (2 to 11 Characters)
route, followed by the designator of the ATS
route. The coded designator (2 to 5 characters)
assigned to the point (e.g., LN, MAY,
THEN
HADDY); or
INSERT each point at which either a change
if no coded designator has been assigned,
of speed and/or level is planned to commence,
one of the following ways:
or, a change of ATS route, and/or a change of
flight rules is planned, – Degrees only (7 characters):
NOTE: When a transition is planned between 2 figures describing latitude in degrees,
a lower and upper ATS route and the routes followed by “N” (North) or “S” (South),
are oriented in the same direction, the point of followed by 3 figures describing longi-
transition need not be inserted. tude in degrees, followed by “E” (East)
or “W” (West). Make up the correct
FOLLOWED IN EACH CASE
number of figures, where necessary, by
by the designator of the next ATS route seg- insertion of zeros; e.g., 46N078W.
ment, even if the same as the previous one;
– Degrees and minutes (11 characters):
OR, by DCT, if the flight to the next point will be
4 figures describing latitude in degrees
outside a designated route, unless both points
and tens and units of minutes followed
are defined by geographical coordinates.
by “N” (North) or “S” (South), followed
Flights Outside Designated ATS Routes by 5 figures describing longitude in
INSERT points normally not more than 30 min- degrees and tens and units of minutes,
utes flying time or 370km (200 NM) apart, followed by “E” (East) or “W” (West).
including each point at which a change of Make up the correct number of figures,
speed or level, a change of track, or a change where necessary, by insertion of zeros;
of flight rules is planned; e.g., 4620N07805W.
OR, when required by appropriate ATS author- – Bearing and distance from a reference
ity(ies), point:
DEFINE the track of flights operating predomi-
nantly in an east-west direction between 70°N
and 70°S by reference to significant points
formed by the intersections of half or whole
degrees of latitude with meridians spaced at
intervals of 10 degrees of longitude. For flights
operating in areas outside those latitudes the
tracks shall be defined by significant points
formed by the intersection of parallels of latitude
with meridians normally spaced at 20 degrees
of longitude. The distance between significant
q$z

The identification of the reference ITEM 16: DESTINATION AERODROME

point, followed by the bearing from AND TOTAL ESTIMATED ELAPSED TIME,
the point in the form of 3 figures giv- DESTINATION ALTERNATE AERODROME(S)
ing degrees magnetic, followed by the – Destination aerodrome and total esti-
distance from the point in the form of mated elapsed time (8 characters)
3 figures expressing nautical miles.
INSERT the ICAO four-letter location indica-
In areas of high latitude where it is
tor of the destination aerodrome as specified
determined by the appropriate author-
in Doc 7910, Location Indicators (not pub-
ity that reference to degrees magnetic
lished herein),
is impractical, degrees true may be
used. Make up the correct number of OR, if no location indicator has been
figures, where necessary, by insertion assigned,
of zeros; e.g., a point 180° magnetic INSERT ZZZZ and SPECIFY in Item 18 the
at a distance of 40 nautical miles from name and location of the aerodrome, pre-
VOR “DUB” should be expressed as ceded by DEST/.
DUB180040. THEN WITHOUT A SPACE
3. Change of Speed or Level (Maximum 21 INSERT the total estimated elapsed time.
Characters)
NOTE: For a flight plan received from an
The point at which a change of speed aircraft in flight, the total estimated elapsed
(5% TAS or 0.01 Mach or more) or a time is the estimated time from the first point
change of level is planned to commence, of the route to which the flight plan applies
expressed exactly as in 2. above, followed to the termination point of the flight plan.
by an oblique stroke and both the cruising
– Destination alternate aerodrome(s)
speed and the cruising level, expressed
exactly as in a. and b. above, without a INSERT the ICAO four-letter location indica-
space between them, even when only one tor(s) of not more than two destination alter-
of these quantities will be changed. nate aerodromes as specified in Doc 7910,
Location Indicators (not published herein),
EXAMPLE: LN/N0284A045
separated by a space,
MAY /N0305F180
OR, if no location indicator has been
HADDY/N0420F330 assigned to the destination alternate aero-
4602N07805W/N0500F350 drome(s),
46N078W/M082F330 INSERT ZZZZ and SPECIFY in Item 18 the
DUB180040/N0350M0840 name and location of the destination alter-
nate aerodrome(s), preceded by ALTN /.
4. Change of Flight Rules (Maximum 3
Characters) ITEM 18: OTHER INFORMATION
The point at which the change of flight
NOTE: Use of indicators not included under
rules is planned, expressed exactly as in
this item may result in data being rejected, pro-
2. or 3. above as appropriate, followed by
cessed incorrectly or lost.
a space and one of the following:
Hyphens or oblique strokes should only be used
(a) VFR if from IFR to VFR
as prescribed below.
(b) IFR if from VFR to IFR
INSERT 0 (zero) if no other information,
EXAMPLE: LN VFR
OR, any other necessary information in the
LN/N0284A050 IFR sequence shown hereunder, in the form of
5. Cruise Climb (Maximum 28 Characters) the appropriate indicator selected from those
The letter C followed by an oblique stroke; defined hereunder followed by an oblique
THEN the point at which cruise climb is stroke and the information to be recorded:
planned to start, expressed exactly as in
2. above, followed by an oblique stroke; STS/ Reason for special handling by ATS, e.g.,
THEN the speed to be maintained during a search and rescue mission, as follows:
cruise climb, expressed exactly as in a. ALTRV: for a flight operated in
above, followed by the two levels defin- accordance with all altitude
ing the layer to be occupied during cruise reservation;
climb, each level expressed exactly as in ATFMX: for a flight approved for
b. above, or the level above which cruise exemption from ATFM measures
climb is planned followed by the letters by the appropriate ATS authority;
“PLUS”, without a space between them.
FFR: fire-fighting;
EXAMPLE: C/48N050W/M082F290F350
FLTCK: flight check for calibration of
C/48N050W/M082F290PLUS navaids;
C/52N050W/M220F580F620. HAZ- for a flight carrying hazardous
MAT: material;
q$z

HEAD: a flight with Head of State status; NAV/ Significant data related to navigation
HOSP: for a medical flight declared by equipment, other than specified in PBN/, as
medical authorities; required by the appropriate ATS authority.
Indicate GNSS augmentation under this
HUM: for a flight operating on a
indicator, with a space between two or
humanitarian mission;
more methods of augmentation; e.g.,
MARSA: for a flight for which a military NAV/GBAS SBAS.
entity assumes responsibility for
COM/ Indicate communications equipment and
separation of military aircraft;
capabilities not specified in Item 10 a).
MEDE- for a life critical medical
DAT / Indicate data applications or capabilities
VAC: emergency evacuation;
not specified in Item 10 a).
NON- for a non-RVSM capable flight
SUR/ Include surveillance equipment and
RVSM: intending to operate in RVSM capabilities not specified in Item 10 b).
airspace;
Indicate as many RSP specification(s) as
SAR: for a flight engaged in a search apply to the flight, using designator(s) with
and rescue mission; and no space. Multiple RSP specifications are
STATE: for a flight engaged in military, separated by a space. Example: RSP180
customs or police services. RSP400.
Other reasons for special handling by ATS shall DEP/ Name and location of departure aerodrome,
be denoted under the designator RMK/. if ZZZZ is inserted in Item 13, or the ATS
PBN/ Indication of RNAV and/or RNP unit from which supplementary flight plan
capabilities. Include as many of the data can be obtained, if AFIL is inserted
descriptors below, as apply to the flight, in Item 13. For aerodromes not listed
up to a maximum of 8 entries, i.e. a total in the relevant Aeronautical Information
of not more than 16 characters. Publication, indicate location as follows:
RNAV SPECIFICATIONS With 4 figures describing latitude in degrees
and tens and units of minutes followed by
A1 RNAV 10 (RNP 10) “N” (North) or “S” (South), followed by 5
B1 RNAV 5 all permitted sensors figures describing longitude in degrees and
B2 RNAV 5 GNSS tens and units of minutes, followed by “E”
B3 (East) or “W” (West). Make up the correct
RNAV 5 DME/DME
number of figures, where necessary, by
B4 RNAV 5 VOR/DME insertion of zeros; e.g., 4620N07805W (11
B5 RNAV 5 INS or IRS characters).
B6 RNAV 5 LORANC OR, Bearing and distance from the nearest
C1 RNAV 2 all permitted sensors significant point, as follows:
C2 RNAV 2 GNSS The identification of the significant point
followed by the bearing from the point
C3 RNAV 2 DME/DME
in the form of 3 figures giving degrees
C4 RNAV 2 DME/DME/IRU magnetic, followed by the distance
D1 RNAV 1 all permitted sensors from the point in the form of 3 figures
D2 RNAV 1 GNSS expressing nautical miles. In areas of
high latitude where it is determined by
D3 RNAV 1 DME/DME the appropriate authority that reference
D4 RNAV 1 DME/DME/IRU to degrees magnetic is impractical,
RNP SPECIFICATIONS degrees true may be used. Make up
L1 RNP 4 the correct number of figures, where
necessary, by insertion of zeros; e.g.,
O1 Basic RNP 1 all permitted a point of 180° magnetic at a distance
sensors of 40 nautical miles from VOR “DUB”
O2 Basic RNP 1 GNSS should be expressed as DUB180040.
O3 Basic RNP 1 DME/DME OR, The first point of the route (name or
O4 Basic RNP 1 DME/DME/IRU LAT /LONG) or the marker radio beacon,
if the aircraft has not taken off from an
S1 RNP APCH
aerodrome.
S2 RNP APCH with BARO-VNAV
DES- Name and location of destination
T1 RNP AR APCH with RF T/ aerodrome, if ZZZZ is inserted in Item 16.
(special authorization required) For aerodromes not listed in the relevant
T2 RNP AR APCH without RF Aeronautical Information Publication,
(special authorization required) indicate location in LAT /LONG or bearing
Combinations of alphanumeric characters not and distance from the nearest significant
indicated above are reserved. point, as described under DEP/ above.
q$z

DOF/ The date of flight departure in a six-figure ALT- Name of destination alternate
formal (YYMMDD, where YY equals the N/ aerodrome(s), if ZZZZ is inserted in
year, MM equals the month and DD equals Item 16. For aerodromes not listed in
the day). the relevant Aeronautical Information
REG/ The nationality or common mark and Publication, indicate location in LAT /LONG
registration markings of the aircraft, if or bearing and distance from the nearest
different from the aircraft identification in significant point, as described in DEP/
Item 7. above.
EET/ Significant points or FIR boundary RAL- ICAO four letter indicator(s) for en-route
designators and accumulated estimated T/ alternate(s), as specified in Doc 7910,
elapsed times from take-off to such points Location Indicators (not published
or FIR boundaries, when so prescribed herein), or name(s) of en-route alternate
on the basis of regional air navigation aerodrome(s), if no indicator is allocated.
agreements, or by the appropriate ATS For aerodromes not listed in the relevant
authority. Aeronautical Information Publication,
indicate location in LAT /LONG or bearing
EXAMPLE: EET/CAP0745 XYZ0830 and distance from the nearest significant
EET/EINN0204 point, as described in DEP/ above.
SEL/ SELCAL Code, for aircraft so equipped. TALT / ICAO four letter indicator(s) for take-off
TYP/ Type(s) of aircraft, preceded if necessary alternate, as specified in Doc 7910,
without a space by number(s) of aircraft Location Indicators (not published herein),
and separated by one space, if ZZZZ is or name of take-off alternate aerodrome, if
inserted in Item 9. no indicator is allocated. For aerodromes
not listed in the relevant Aeronautical
EXAMPLE: TYP/2F15 5F5 3B2 Information Publication, indicate location in
COD- Aircraft address (expressed in the LAT /LONG or bearing and distance from
E/ form of an alphanumerical code of six the nearest significant point, as described
hexadecimal characters) when required by in DEP/ above.
the appropriate ATS authority. Example: RIF/ The route details to the revised destination
“F00001” is the lowest aircraft address aerodrome, followed by the ICAO four-letter
contained in the specific block administered location indicator of the aerodrome. The
by ICAO. revised route is subject to reclearance in
DLE/ Enroute delay or holding, insert the flight.
significant point(s) on the route where a
EXAMPLE: RIF/DTA HEC KLAX
delay is planned to occur, followed by the
length of delay using four-figure time in RIF/ESP G94 CLA YPPH
hours and minutes (hhmm). RMK/ Any other plain language remarks when
required by the appropriate ATS authority
EXAMPLE: DLE/MDG0030 or deemed necessary.
OPR/ ICAO designation or name of the aircraft
operator agency, if different from the ITEM 19: SUPPLEMENTARY INFORMATION
aircraft identification in Item 7.
ORG- The originator’s 8 letter AFTN address or – Endurance
N/ other appropriate contact details, in cases After E/ INSERT a 4-figure group giving the
where the originator of the flight plan may fuel endurance in hours and minutes.
not be readily identified, as required by the – Persons on board
appropriate ATS authority.
After P/ INSERT the total number of per-
NOTE: In some cases, flight plan reception sons (passengers and crew) on board, when
centres may insert the ORGN/ identifier and required by the appropriate ATS authority.
originator’s AFTN address automatically. INSERT TBN (to be notified) if the total num-
PER/ Aircraft performance data, indicated ber of persons is not known at the time of
by a single letter as specified in the filing.
Procedures for Air Navigation Services – Emergency and survival equipment
— Aircraft Operations (PANS -OPS, Doc
8168), Volume I — Flight Procedures R/ (RADIO) CROSS OUT U if UHF on
(not published herein) (see Jeppesen frequency 243.0 MHz is not
ATC Flight Procedures (Doc 8168)), if available.
so prescribed by the appropriate ATS CROSS OUT V if VHF on
authority. frequency 121.5 MHz is not
available.
CROSS OUT E if emergency
locator transmitter (ELT) is not
available.
q$z

S/ (SURVIVAL CROSS OUT all indicators 3 INSTRUCTIONS FOR THE

EQUIPMENT) if survival equipment is not
carried. TRANSMISSION OF A FILED
CROSS OUT P if polar survival FLIGHT PLAN (FPL) MESSAGE
equipment is not carried Correction of obvious errors
CROSS OUT D if desert survival Unless otherwise prescribed, CORRECT obvious
equipment is not carried. format errors and/or omissions (i.e. oblique strokes)
CROSS OUT M if maritime to ensure adherence as specified in Section 2.
survival equipment is not Items to be transmitted
carried.
TRANSMIT items as indicated hereunder, unless
CROSS OUT J if jungle survival
otherwise prescribed:
equipment is not carried.
a. the items in the shaded lines, above Item 3;
J/ (JACKETS) CROSS OUT all indicators if life
jackets are not carried. b. commencing with <<≡ (FPL of Item 3:
CROSS OUT L if life jackets are all symbols and data in the unshaded boxes
not equipped with lights. down to the )<<≡ at the end of Item 18,
CROSS OUT F if life jackets are additional alignment functions as necessary to
not equipped with fluorescein. prevent the inclusion of more than 69 charac-
ters in any line of Items 15 or 18. The alignment
CROSS OUT U or V or both function is to be inserted only in lieu of a space
as in R/ above to indicate radio so as not to break up a group of data,
capability of jackets, if any.
letter shifts and figure shifts (not preprinted on
D/ (DINGHIES) CROSS OUT indicators D and the form) as necessary;
C if no dinghies are carried, or
c. the AFTN Ending, as described below:
(NUMBER) INSERT number of dinghies
carried; and End-of-Text Signal
(CAPACITY) INSERT total capacity, in a) one LETTER SHIFT
persons, of all dinghies carried; b) two CARRIAGE RETURNS, one LINE
and FEED
(COVER) CROSS OUT indicator C if Page-feed Sequence
dinghies are not covered; and – Seven LINE FEEDS
(COLOUR) INSERT colour of dinghies if End-of-Message Signal
carried. – Four of the letter N.
A/ (AIRCRAFT INSERT colour of aircraft and
COLOUR AND significant markings. 4 INSTRUCTIONS FOR THE
MARKINGS) TRANSMISSION OF A
N/ (REMARKS) CROSS OUT indicator N if no SUPPLEMENTARY FLIGHT
remarks, or INDICATE any other PLAN (SPL) MESSAGE
survival equipment carried and
Items to be transmitted
any other remarks regarding
survival equipment. Transmit items as indicated hereunder, unless oth-
C/ (PILOT) INSERT name of erwise prescribed:
pilot-in-command. a. AFTN Priority Indicator, Addressee Indicators
<<≡, Filing Time, Originator Indicator <<≡ and, if
2.3 FILED BY necessary, specific identification of addressees
INSERT the name of the unit, agency or person filing and/or originator;
the flight plan. b. commencing with <<≡ (SPL:
2.4 ACCEPTANCE OF THE FLIGHT all symbols and data in the unshaded areas of
boxes 7, 13, 16 and 18, except that the ‘)’ at
PLAN the end of box 18 is not to be transmitted, and
Indicate acceptance of the flight plan in the manner then the symbols in the unshaded area of box
prescribed by the appropriate ATS authority. 19 down to and including the )<<≡ of box 19,
2.5 INSTRUCTIONS FOR INSERTION additional alignment functions as necessary to
OF COM DATA prevent the inclusion of more than 69 charac-
ters in any line of Items 18 and 19. The align-
Items to be completed
ment function is to be inserted only in lieu of a
COMPLETE the top two shaded lines of the form, space so as not to break up a group of data,
and COMPLETE the third shaded line only when letter shifts and figure shifts (not preprinted on
necessary, in accordance with the provisions in the form) as necessary;
PANS -ATM, Chapter 11, 11.2.1.2, unless ATS pre-
c. the AFTN Ending, as described below:
scribes otherwise.
End-of-Text Signal
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a) one LETTER SHIFT End-of-Message Signal

b) two CARRIAGE RETURNS, one LINE – Four of the letter N.
FEED
Page-feed Sequence
5 EXAMPLE OF COMPLETED
– Seven LINE FEEDS
FLIGHT PLAN FORM
494868806789
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6 ICAO MODEL REPETITIVE FLIGHT

PLAN (RPL) LISTING FORM
1553886640623
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7 INSTRUCTIONS FOR THE 7.4 INSTRUCTIONS FOR INSERTION

COMPLETION OF THE OF RPL DATA
REPETITIVE FLIGHT PLAN Complete Items A to Q as indicated hereunder.
(RPL) LISTING FORM ITEM A: OPERATOR
7.1 GENERAL
INSERT name of operator.
List only flight plans that will operate in accordance
with IFR. (Flight rules I in FPL format). ITEM B: ADDRESSEE(S)
It is assumed that all aircraft are operating as sched-
uled flights (Type of flight S in FPL format), otherwise INSERT name of agency(ies) designated by States
notify in Q (Remarks). to administer RPLs for FIRs or areas of responsibility
concerned with the route of flight.
It is assumed that all aircraft operating on RPLs are
equipped with 4096-code transponders with Modes ITEM C: DEPARTURE AERODROME(S)
A and C. Otherwise, notify in Q (Remarks).
List flight plan in alphabetical order of the location INSERT location indicator(s) of departure aero-
indicator of the departure aerodrome. drome(s).
List flight plans for each departure aerodrome in ITEM D: DATE

chronological order of estimated off-block times.
INSERT on each page of submission the date (year,
Adhere closely to the data conventions as indicated month, day) in a 6-figure group that the listing was
for the Flight Plan Form (Appendix 3, 1.6) unless submitted.
otherwise specifically indicated in 7.4.
INSERT all clock times in 4 figures UTC. ITEM E: SERIAL NO.
INSERT all estimated elapsed times in 4 figures INSERT serial number of submission (2 numerics)
(hours and minutes). indicating last two digits of year, a dash, and the
INSERT data on a separate line for each segment sequential no. of the submission for the year indi-
of operations with one or more stops; i.e., from any cated (start with numeral 1 each new year).
departure aerodrome to the next destination aero-
ITEM F: PAGE OF
drome even though call sign or flight number is the
same for multiple segments. INSERT page number and total number of pages
Clearly identify additions and deletions in accor- submitted.
dance with Item H at 7.4. Subsequent listings shall
list the corrected and added data, and deleted flight ITEM G: SUPPLEMENTARY DATA AT
plans shall be omitted.
INSERT name of contact where information normally
Number pages by indicating number of page and provided under Item 19 of the FPL is kept readily
total number of pages in submission. available and can be supplied without delay.
Utilize more than one line for any RPL where the
ITEM H: ENTRY TYPE
space provided for items O and Q on one line is not
sufficient. INSERT a minus sign (-) for each flight plan that is
7.2 A flight shall be cancelled as follows: to be deleted from the listing.
a. Indicate a minus sign in Item H followed by all INSERT a plus sign (+) for each initial listing and, in
other items of the cancelled flight; the case of subsequent submissions, for each flight
b. Insert a subsequent entry denoted by a plus plan not listed in the previous submission.
sign in Item H and the date of the last flight in NOTE: No information is required under this item for
Item J, with all other items of the cancelled flight any flight plan which is unchanged from the previous
unchanged. submission.
7.3 Modification to a flight shall be made as fol-
lows: ITEM I: VALID FROM
a. Carry out the cancellation as indicated in 7.2; INSERT first date (year, month, day) upon which the
and flight is scheduled to operate.
b. Insert a third entry giving the new flight plan(s)
with the appropriate items modified as neces- ITEM J: VALID UNTIL
sary, including the new validity dates in Items I
and J. INSERT last date (year, month, day) upon which the
NOTE: All entries related to the same flight will flight is scheduled to operate as listed, or
be inserted in succession in the order specified UFN if the duration is unknown.
above.
ITEM K: DAYS OF OPERATION
q$z

INSERT number corresponding to the day of the INSERT the total estimated elapsed time.
week in the appropriate column; Monday = 1 through
Sunday = 7. ITEM Q: REMARKS
INSERT 0 for each day of non-operation in the INSERT items of information as required by
appropriate column. the appropriate ATS authority, items normally
notified in Item 18 of the ICAO flight plan and
ITEM L: AIRCRAFT IDENTIFICATION any other information pertinent to the flight of
concern to ATS .
(Item 7 of the ICAO flight plan)
INSERT aircraft identification to be used for the flight.
ITEM M: TYPE OF AIRCRAFT AND WAKE

TURBULENCE CATEGORY

INSERT appropriate ICAO designator as specified in
ICAO Document 8643 — Aircraft Type Designators
(not published herein).
INSERT H, M or L indicator as appropriate:
H— HEAVY to indicate an aircraft type with

of 136,000kg or more,
M— MEDIUM to indicate an aircraft type
with a maximum certificated take-off
mass of less than 136,000kg but more
than 7000kg,
L— LIGHT to indicate an aircraft type with
of 7000kg or less.
ITEM N: DEPARTURE AERODROME AND TIME

INSERT location indicator of the departure aero-
drome.
INSERT the off-block time; i.e., the estimated time
that the aircraft will commence movement associ-
ated with departure.
ITEM O: ROUTE

a. Cruising Speed
INSERT the true airspeed for the first or whole
cruising portion of the flight in accordance with
Item 15A. of the ICAO flight plan.
b. Cruising Level
INSERT the planned cruising level for the first
or whole portion of the route in accordance with
Item 15B. of the ICAO flight plan.
c. Route
INSERT the entire route in accordance with
Item 15C. of the ICAO flight plan.
ITEM P: DESTINATION AERODROME AND

TOTAL ESTIMATED ELAPSED TIME
INSERT location indicator of the destination
aerodrome.
q$z

8 EXAMPLE OF A COMPLETED
REPETITIVE FLIGHT PLAN (RPL)
1553886640623
q$z

APPENDIX 4 - AIR TRAFFIC INCIDENT REPORT

1 ICAO MODEL AIR TRAFFIC
INCIDENT REPORT FORM
AIR TRAFFIC INCIDENT REPORT FORM

For use when submitting and receiving reports on air traffic incidents. In an initial report by radio, shaded items should be included.
A — AIRCRAFT IDENTIFICATION B — TYPE OF INCIDENT
AIRPROX / PROCEDURE / FACILITY*
C — THE INCIDENT
1. General
a) Date / time of incident UTC
b) Position
2. Own aircraft
a) Heading and route

b) True airspeed measured in ( ) kt ( ) km/h
c) Level and altimeter setting
d) Aircraft climbing or descending
( ) Level flight ( ) Climbing ( ) Descending
e) Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
f) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
g) Restrictions to visibility (select as many as required)
( ) Sun glare ( ) Windscreen pillar ( ) Dirty windscreen
( ) Other cockpit structure ( ) None
h) Use of aircraft lighting (select as many as required)
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None
i) Traffic avoidance advice issued by ATS
( ) Yes, based on ATS surveillance system ( ) Yes, based on visual sighting ( ) Yes, based on other information
( ) No
j) Traffic information issued
( ) No
k) Airborne collision avoidance system — ACAS
( ) Not carried ( ) Type ( ) Traffic advisory issued
( ) Resolution advisory issued ( ) Traffic advisory or resolution advisory not issued
l) Identification
( ) No ATS surveillance system ( ) Identification ( ) No identification
m) Other aircraft sighted
( ) Yes ( ) No ( ) Wrong aircraft sighted
* Delete as appropriate. 1249915782000
q$z

APPENDIX 4 - AIR TRAFFIC INCIDENT REPORT q$i
n) Avoiding action taken

( ) Yes ( ) No
o) Type of flight plan IFR / VFR /none*
3. Other aircraft
a) Type and call sign / registration (if known)
b) If a) above not known, describe below
( ) High wing ( ) Mid wing ( ) Low wing
( ) Rotorcraft
( ) 1 engine ( ) 2 engines ( ) 3 engines
( ) 4 engines ( ) More than 4 engines
Marking, colour or other available details
c) Aircraft climbing or decending

( ) Level flight ( ) Climbing ( ) Descending
( ) Unknown
d) Aircraft bank angle
( ) Wings Level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
e) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
f) Lights displayed
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None ( ) Unknown
g) Traffic avoidance advice issued by ATS
( ) No ( ) Unknown
h) Traffic information issued
( ) No ( ) Unknown
i) Avoiding action taken
( ) Yes ( ) No ( ) Unknown
q$z

4. Distance
a) Closest horizontal distance
b) Closest vertical distance
5. Flight meteorological conditions

a) IMC / VMC*
b) Above / below* clouds / fog / haze or between layers*
c) Distance vertically from cloud m / ft* below m / ft* above
d) In cloud / rain / snow / sleet / fog / haze*
e) Flying into / out of* sun
f) Flight visibility m / km*
6. Any other information considered important by the pilot-in-command
D — MISCELLANEOUS
1. Information regarding reporting aircraft

a) Aircraft registration
b) Aircraft type
c) Operator
d) Aerodrome of departure
e) Aerodrome of first landing destination
f) Reported by radio or other means to (name of ATS unit) at time UTC
g) Date / time / place of completion of from
2. Function, address and signature of person submitting report

a) Function
b) Address
c) Signature
d) Telephone number
3. Function and signature of person receiving report

a) Function b) Signature
q$z

1219407877000
2 INSTRUCTIONS FOR THE C6 Attach additional papers as required. The

diagrams may be used to show aircraft’s
COMPLETION OF THE AIR positions.
TRAFFIC INCIDENT REPORT D1 f) State name of ATS unit and date/time in
FORM UTC.
D1 g) Date and time in UTC and place of
Item
completion of form.
A Aircraft identification of the aircraft filing
E2 Include details of ATS unit such as service
the report.
provided, radiotelephony frequency, SSR
B An AIRPROX report should be filed codes assigned and altimeter setting. Use
immediately by radio. diagram to show the aircraft’s position and
C1 Date/time UTC and position in bearing attach additional papers as required.
and distance from a navigation aid or in
LAT/LONG.
C2 Information regarding aircraft filing the
report, tick as necessary.
C2 c) E.g, FL 350/1013 hPa or 2,500 ft/QNH
1007 hPa or 1,200 ft/QFE 998 hPa.
C3 Information regarding the other aircraft
involved.
C4 Passing distance — state units used.
q$z

AERONAUTICAL TELECOMMUNICATIONS
Extracted from ICAO ANNEX 10 (Vol. II) Seventh Edition — AERONAUTICAL TELECOMMUNICATIONS.
5 AERONAUTICAL MOBILE 5.2.1.4.1.4 All numbers used in the trans-

SERVICE — VOICE mission of transponder codes shall be transmitted by
pronouncing each digit separately except that, when
COMMUNICATIONS the transponder codes contain whole thousands only,
5.2 RADIOTELEPHONY PROCEDURES the information shall be transmitted by pronouncing
the digit in the number of thousands followed by the
5.2.1 General word THOUSAND.
5.2.1.2 Language to be Used NOTE: The following examples illustrate the applica-
5.2.1.2.1 The air-ground radiotelephony tion of this procedure (see 5.2.1.4.3.1 for pronuncia-
communications shall be conducted in the language tion).
normally used by the station on the ground or in the
English language. transponder codes transmitted as
NOTE 1: The language normally used by the station 2400 squawk two four zero
on the ground may not necessarily be the language of zero
the State in which it is located. A common language 1000 squawk one thousand
may be agreed upon regionally as a requirement for 2000 squawk two thousand
stations on the ground in that region.
NOTE 2: The level of language proficiency required 5.2.1.4.1.5 All numbers used in the trans-
for aeronautical radiotelephony communications is mission of altitude, cloud height, visibility and runway
specified in the Appendix to Annex 1. visual range (RVR), which contain whole hundreds
5.2.1.2.2 The English language shall be and whole thousands, shall be transmitted by pro-
available, on request from any aircraft station, at all nouncing each digit in the number of hundreds
stations on the ground serving designated airports or thousands followed by the word HUNDRED or
and routes used by international air services. THOUSAND as appropriate. Combinations of thou-
sands and whole hundreds shall be transmitted by
5.2.1.2.3 The languages available at a given pronouncing each digit in the number of thousands
station on the ground shall form part of the Aero- followed by the word THOUSAND followed by the
nautical Information Publications and other published number of hundreds followed by the word HUN-
aeronautical information concerning such facilities. DRED.
5.2.1.4 Transmission of Numbers in NOTE: The following examples illustrate the applica-
Radiotelephony tion of this procedure (see 5.2.1.4.3.1 for pronuncia-
tion.
5.2.1.4.1 TRANSMISSION OF NUMBERS
5.2.1.4.1.1 All numbers, except as pre- altitude transmitted as
scribed in 5.2.1.4.1.2 to 5.2.1.4.1.6, shall be trans- 800 eight hundred
mitted by pronouncing each digit separately.
3400 three thousand four
5.2.1.4.1.2 Flight levels shall be transmit- hundred
ted by pronouncing each digit separately except for 12000 one two thousand
the case of flight levels in whole hundreds, which shall
be transmitted by pronouncing the digit of the whole cloud height transmitted as
hundred followed by the word HUNDRED. 2200 two thousand two
NOTE: The following examples illustrate the applica- hundred
tion of this procedure (see 5.2.1.4.3.1 for pronuncia- 4300 four thousand three
tion). hundred
visibility transmitted as
flight levels transmitted as
1000 visibility one thousand
FL180 flight level one eight zero
700 visibility seven hundred
FL200 flight level two hundred
runway visual transmitted as
range
5.2.1.4.1.3 The altimeter setting shall be
transmitted by pronouncing each digit separately 600 RVR six hundred
except for the case of a setting of 1000 hPa which 1700 RVR one thousand seven
shall be transmitted as ONE THOUSAND. hundred
NOTE: The following examples illustrate the applica-
tion of this procedure (see 5.2.1.4.3.1 for pronuncia- 5.2.1.4.1.6 When providing information
tion). regarding relative bearing to an object or to conflicting
traffic in terms of the 12-hour clock, the information
altimeter setting transmitted as shall be given pronouncing the double digits as TEN,
1009 ELEVEN, or TWELVE [O’CLOCK].
QNH one zero zero nine
1000 QNH one thousand 5.2.1.4.1.7 Numbers containing a decimal
point shall be transmitted as prescribed in 5.2.1.4.1.1,
993 QNH nine nine three
with the decimal point in appropriate sequence being
indicated by the word DECIMAL.
q$z

AERONAUTICAL TELECOMMUNICATIONS q$i
NOTE: The following examples illustrate the applica- separation capability of 25 kHz or more, it is only
tion of this procedure. possible to select the first five digits of the numerical
designator on the radio management panel.
Number Transmitted as
NOTE 3: The numerical designator corresponds to
100.3 ONE ZERO ZERO DECIMAL THREE the channel identification in Annex 10, Volume V,
38143.9 THREE EIGHT ONE FOUR THREE Table 4-1 (not published herein).
DECIMAL NINE
5.2.1.7.3.4.4 PANS — In airspace where
NOTE: For identification of VHF frequencies the num- all VHF voice communications channels are sepa-
ber of digits after the decimal point are determined on rated by 25 kHz or more and the use of six digits as in
the basis of channel spacing (5.2.1.7.3.4.3 refers to 5.2.1.7.3.4.3 is not substantiated by the operational
frequencies separated by 25 kHz, 5.2.1.7.3.4.4 refers requirement determined by the appropriate authori-
to frequencies separated by 8.33 kHz. ties, the first five digits of the numerical designator
5.2.1.4.1.8 PANS — When transmitting should be used, except in the case of both the fifth
time, only the minutes of the hour should normally and sixth digits being zeros, in which case only the
be required. Each digit should be pronounced sep- first four digits should be used.
arately. However, the hour should be included when NOTE 1: The following examples illustrate the appli-
any possibility of confusion is likely to result. cation of the procedure in 5.2.1.7.3.4.4 and the
NOTE: The following examples illustrate the applica- associated settings of the aircraft radio management
tion of this procedure when applying the provisions of panel for communication equipment with channel
5.2.1.2.2. separation capabilities of 25 kHz and 8.33/25 kHz.
Time Statement Channel Transmitted as Radio management

0920 (9:20 A.M.) TOO ZE-RO or panel setting for
communication
ZE-RO NIN-er TOO ZERO equipment with
1643 (4:43 P.M.) FOW-er TREE or 25 kHz 8.33/25
WUN SIX FOW-er TREE (5 digits) kHz (6
digits)
5.2.1.7 Calling
118.000 ONE ONE 118.00 118.000
5.2.1.7.3 RADIOTELEPHONY EIGHT
PROCEDURES DECIMAL ZERO
5.2.1.7.3.4 Indication of Transmitting 118.025 ONE ONE 118.02 118.025
Frequency EIGHT
5.2.1.7.3.4.3 PANS — Except as spec- DECIMAL ZERO
ified in 5.2.1.7.3.4.4 all six digits of the numerical TWO
designator should be used to identify the transmit- 118.050 ONE ONE 118.05 118.050
ting channel in VHF radiotelephony communications, EIGHT
except in the case of both the fifth and sixth digits DECIMAL ZERO
being zeros, in which case only the first four digits FIVE
should be used. 118.075 ONE ONE 118.07 118.075
NOTE 1: The following examples illustrate the appli- EIGHT
cation of the procedure in 5.2.1.7.3.4.3: DECIMAL ZERO
SEVEN
Channel Transmitted as 118.100 ONE ONE 118.10 118.100
118.000 ONE ONE EIGHT DECIMAL ZERO EIGHT
DECIMAL ONE
118.005 ONE ONE EIGHT DECIMAL ZERO
ZERO FIVE NOTE 2: Caution must be exercised with respect
118.010 ONE ONE EIGHT DECIMAL ZERO to the indication of transmitting channels in VHF
ONE ZERO radiotelephony communications when five digits of
118.025 ONE ONE EIGHT DECIMAL ZERO the numerical designator are used in airspace where
TWO FIVE aircraft are also operated with channel separation
capabilities of 8.33/25 kHz. On aircraft installations
118.050 ONE ONE EIGHT DECIMAL ZERO
with a channel separation capability of 8.33 kHz and
FIVE ZERO
more, it is possible to select six digits on the radio
118.100 ONE ONE EIGHT DECIMAL ONE management panel. It should therefore be ensured
that the fifth and sixth digits are set to 25 kHz chan-
NOTE 2: Caution must be exercised with respect nels (see Note 1).
to the indication of transmitting channels in VHF
radiotelephony communications when all six digits NOTE 3: The numerical designator corresponds to
of the numerical designator are used in airspace the channel identification in Annex 10, Volume V,
where communication channels are separated by 25 Table 4-1 (not published herein).
kHz, because on aircraft installations with a channel
q$z

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

Extracted from ICAO Annex 11 — Air Traffic Services — Annexes to DOC 7300 (Attachment B)
1 INTRODUCTION AND a. 10 minutes before entering the designated

APPLICABILITY OF BROADCASTS airspace or, for a pilot taking off from an aero-
drome located within the lateral limits of the
1.1 Traffic information broadcasts by aircraft are
designated airspace, as soon as appropriate
intended to permit reports and relevant supplemen-
after take-off;
tary information of an advisory nature to be trans-
mitted by pilots on a designated VHF radiotelephone b. 10 minutes prior to crossing a reporting point;
(RTF) frequency for the information of pilots of other c. 10 minutes prior to crossing or joining an ATS
aircraft in the vicinity. route;
1.2 TIBAs should be introduced only when nec- d. at 20-minute intervals between distant reporting
essary and as a temporary measure. points;
e. 2 to 5 minutes, where possible, before a change
1.3 The broadcast procedures should be applied
in flight level;
in designated airspace where:
f. at the time of a change in flight level; and
a. there is a need to supplement collision hazard
information provided by air traffic services out- g. at any other time considered necessary by the
side controlled airspace; or pilot.
b. there is a temporary disruption of normal air traf- 2.4 FORMS OF BROADCAST
fic services. 2.4.1 The broadcasts other than those indicat-
1.4 Such airspaces should be identified by the ing changes in flight level, i.e. the broadcasts referred
States responsible for provision of air traffic services to in 2.3 a., b., c., d. and g., should be in the following
within these airspaces, if necessary with the assis- form:
tance of the appropriate ICAO Regional Office(s), and
duly promulgated in aeronautical information publi- ALL STATIONS (necessary to identify a traffic
cations or NOTAM, together with the VHF RTF fre- information broadcast)
quency, the message formats and the procedures to (call sign)
be used. Where, in the case of 1.3 a., more than one
FLIGHT LEVEL (number) (or CLIMBING1 TO
State is involved, the airspace should be designated
FLIGHT LEVEL (number))
on the basis of regional air navigation agreements
and promulgated in Doc 7030. (direction)
1.5 When establishing a designated airspace, (ATS route) (or DIRECT FROM (position) TO
dates for the review of its applicability at intervals (position))
not exceeding 12 months should be agreed by the POSITION (position2 ) AT (time)
appropriate ATC authority(ies). ESTIMATING (next reporting point, or the point
of crossing or joining a designated ATS route) AT
2 DETAILS OF BROADCASTS (time)
2.1 VHF RTF FREQUENCY TO BE USED (call sign)
2.1.1 The VHF RTF frequency to be used FLIGHT LEVEL (number)
should be determined and promulgated on a regional (direction)
basis. However, in the case of temporary disruption
Fictitious example:
occurring in controlled airspace, the States respon-
sible may promulgate, as the VHF RTF frequency to “ALL STATIONS WINDAR 671 FLIGHT LEVEL 350
be used within the limits of that airspace, a frequency NORTHWEST BOUND DIRECT FROM PUNTA
used normally for the provision of air traffic control SAGA TO PAMPA POSITION 5040 SOUTH
service within that airspace. 2010 EAST AT 2358 ESTIMATING CROSSING
ROUTE LIMA THREE ONE AT 4930 SOUTH 1920
2.1.2 Where VHF is used for air-ground commu- EAST AT 0012 WINDAR 671 FLIGHT LEVEL 350
nications with ATS and an aircraft has only two ser- NORTHWEST BOUND OUT”
viceable VHF sets, one should be tuned to the appro-
priate ATS frequency and the other to the TIBA fre- 1 For the broadcast referred to in 2.3 a. in the case of
quency. an aircraft taking off from an aerodrome located within
the lateral limits of the designated airspace.
2.2 LISTENING WATCH 2 For broadcasts made when the aircraft is not near an
A listening watch should be maintained on the TIBA ATS significant point, the position should be given as
accurately as possible and in any case to the nearest
frequency 10 minutes before entering the designated
30 minutes of latitude and longitude.
airspace until leaving this airspace. For an aircraft
taking off from an aerodrome located within the lat- 2.4.2 Before a change in flight level, the broad-
eral limits of the designated airspace listening watch cast (referred to in 2.3 e.) should be in the following
should start as soon as appropriate after take-off and form:
be maintained until leaving the airspace.
2.3 TIME OF BROADCASTS
A broadcast should be made:
q$z

TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) q$i
ALL STATIONS 3.2 COLLISION AVOIDANCE

(call sign) If, on receipt of a traffic information broadcast from
(direction) another aircraft, a pilot decides that immediate action
(ATS route) (or DIRECT FROM (position) TO is necessary to avoid an imminent collision risk, and
(position)) this cannot be achieved in accordance with the right-
of-way provisions of Annex 2, the pilot should:
LEAVING FLIGHT LEVEL (number) FOR FLIGHT
LEVEL (number) AT (position and time) a. unless an alternative manoeuvre appears more
appropriate, immediately descend 150 m (500
2.4.3 Except as provided in 2.4.4, the broadcast ft), or 300 m (1000 ft) if above FL 290 in an area
at the time of a change in flight level (referred to in 2.3 where a vertical separation minimum of 600 m
f.) should be in the following form: (2000 ft) is applied;
b. display all available aircraft lighting which would
ALL STATIONS improve the visual detection of the aircraft;
(call sign) c. as soon as possible, reply to the broadcast
(direction) advising action being taken;
(ATS route) (or DIRECT FROM (position) TO d. notify the action taken on the appropriate ATS
(position)) frequency; and
LEAVING FLIGHT LEVEL (number) NOW FOR e. as soon as practicable, resume normal flight
FLIGHT LEVEL (number) level, notifying the action on the appropriate ATS
frequency.
followed by:
3.3 NORMAL POSITION REPORTING
ALL STATIONS PROCEDURES
(call sign) Normal position reporting procedures should be con-
MAINTAINING FLIGHT LEVEL (number) tinued at all times, regardless of any action taken to
initiate or acknowledge a traffic information broad-
2.4.4 Broadcasts reporting a temporary flight cast.
level change to avoid an imminent collision risk
should be in the following form:
ALL STATIONS
(call sign)
LEAVING FLIGHT LEVEL (number) NOW FOR
FLIGHT LEVEL (number)
followed as soon as practicable by:
ALL STATIONS
(call sign)
RETURNING TO FLIGHT LEVEL (number) NOW
2.5 ACKNOWLEDGEMENT OF THE

BROADCASTS
The broadcasts should not be acknowledged unless
a potential collision risk is perceived.
3 RELATED OPERATING
PROCEDURES
3.1 CHANGE OF CRUISING LEVEL
3.1.1 Cruising level changes should not be
made within the designated airspace, unless con-
sidered necessary by pilots to avoid traffic conflicts,
for weather avoidance of for other valid operational
reasons.
3.1.2 When cruising level changes are unavoid-
able, all available aircraft lighting which would
improve the visual detection of the aircraft should be
displayed while changing levels.
q$z


1 INTRODUCTION 3.2 AIRCRAFT INSTRUMENTATION
1.1 The term “Mach number technique” is used 3.2.1 The use of the Mach number technique in
to describe the technique of clearing turbo-jet air- a given area is based on the assumption that the rel-
craft operating along the same route to maintain evant instruments used by aircraft to which this tech-
specified Mach numbers in order to maintain ade- nique is applied have been calibrated in accordance
quate longitudinal separation between successive with applicable airworthiness practices. Therefore,
aircraft at, or climbing or descending to, the same both States of Registry and operators concerned
level. should take the necessary measures to ensure con-
tinued compliance with this prerequisite.
2 OBJECTIVES 3.3 FLIGHT PROGRESS INFORMATION
2.1 The principal objectives of the use of the FOR ATC
Mach number technique are:
3.3.1 ATC units using the Mach number tech-
a. to ensure continued longitudinal separation be- nique must have at their disposal the latest forecast
tween successive aircraft on long route seg- upper wind information, or position information ob-
ments with a minimum of Air Traffic Control tained from previous aircraft. Such information is
(ATC) intervention; necessary in order to permit ATC to prepare (either
b. to obtain improved utilization of such routes, thus manually or by means of a computer) flight progress
contributing to the economy of flight operations strips showing calculated estimated times over sig-
of traffic concerned. nificant points up to and including the exit point from
the area wherein the technique is applied in order to
2.2 To achieve these objectives the speeds of confirm that the required longitudinal separation will
aircraft operating along the same track at the same exist at the exit point.
level or climbing or descending to operate at the
same level are stabilized. This stability permits rea- 3.4 ADHERENCE TO ASSIGNED MACH
sonably accurate projections of the expected longitu- NUMBER
dinal separation between aircraft to points well be-
yond the point where separation is first confirmed, 3.4.1 Unless otherwise advised by the pilot
which reduces the need for frequent ATC interven- concerned, ATC will assume that the last assigned
tion. Mach number will be maintained both in cruise and
in any cleared step-climbs or step-descents made in
2.3 Practical experience in the North Atlantic the course of the flight.
(NAT) region has confirmed the assumptions made
above. It has been found that successive aircraft op- 4 GENERAL PROCEDURES
erating along the same track at the same level and
aircraft climbing or descending to operate at the 4.1 Application of the Mach number technique
same level as another aircraft and maintaining the should always be based on the true Mach number.
same Mach number also maintain a reasonably con- The airspeeds and altitudes planned to be used
stant time interval between each other, when should be specified in flight plan as follows:
checked by position reports over the same point.
a. True airspeed and altitude immediately preced-
This is due to the fact that the aircraft concerned are
ing the initial domestic portion of the route of
normally subject to approximately the same wind
flight.
and temperature conditions. Minor variations in
speed which might temporarily increase or decrease b. True Mach number and altitude immediately pre-
the spacing between aircraft tend to be neutralized ceding oceanic portion of the route of flight.
over prolonged periods of flight. Example of field 15 of ICAO Flight Plan: 0450F340
MOLOKAI2 CLUTS/M084F340 R465 CLUKK SFO.
3 PREREQUISITES
4.2 The ATC clearance must include the as-
3.1 AREA OF APPLICATION signed Mach number which is to be maintained. It is
therefore necessary that information on the desired
3.1.1 The application of the Mach number Mach number be included in the flight plans by pilots
technique is particularly suitable for areas where the intending to operate along routes in the area con-
environment is such that position reporting and ATC cerned.
intervention with individual flights can, at times, be
subject to delay. In addition, the following represent 4.3 ATC has a requirement to calculate estimat-
typical characteristics of the route structure and en- ed times at which aircraft will pass significant points
vironment which make the use of a given area suit- along their track. These calculations are necessary
able for the application of the Mach number tech- both for the provision of longitudinal separation be-
nique: tween aircraft on crossing tracks, and for coordina-
a. aircraft in the area generally follow the same or tion with adjacent ATC units. Therefore ATC must be
diverging tracks until they are provided with other provided with necessary data to do this.
forms of separation; 4.4 It is very important that the estimates for the
b. operations conducted in the area comprise a sig- entry point to the area provided by pilots are as ac-
nificantly large phase of stable flight (e.g., not curate as possible since they form the basis for the
less than one hour) and the aircraft concerned advance planning of longitudinal separation between
have normally reached an operationally suitable aircraft.
level when entering the area.
© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.


4.5 The prescribed longitudinal separation be-
tween successive aircraft flying at the same level
must be provided over the entry point and on a par-
ticular track or tracks, or exist when climb or descent
to the level of another aircraft is accomplished into
the area concerned. Standard longitudinal separa-
tion is 15 minutes.
4.6 Thereafter, provided that aircraft maintain
their last assigned Mach numbers, intervention by
ATC for the portion of flight where the Mach number
technique is used, should normally only be neces-
sary if an aircraft, for some reason, is obliged to
change its number or if there is conflicting traffic on
crossing tracks or a flight level change is intended.
4.7 The Mach number technique requires that pi-
lots strictly adhere to the following procedures:
a. aircraft must strictly adhere to the last assigned
Mach number;
b. if essential to make an immediate temporary
change in Mach number (e.g., due to turbulence)
the appropriate ATC unit should be notified as
soon as possible of that change;
c. when required by the appropriate ATC unit, the
current true Mach number should be included in
routine position reports.
4.8 Due account must be taken of problems
which may be caused at entry and exit points if the
longitudinal separation minima used in adjacent air-
space differ from those used in the area where the
Mach number technique is used.
4.9 For a list of ATS routes and areas where the
Mach number technique is used, see the individual
ATC “State Page” under the heading Mach Number
Technique (MNT).
© JEPPESEN SANDERSON, INC. 1992, 2005. ALL RIGHTS RESERVED.

PERFORMANCE BASED COMMUNICATION AND SURVEILLANCE (PBCS) - DOC 9869

PERFORMANCE BASED are predicated on communication and surveillance
COMMUNICATION AND capabilities, such as the application of reduced sepa-
ration minima, must refer to the appropriate Required
SURVEILLANCE (PBCS) Communication Performance (RCP) and Required
BASIC INFORMATION Surveillance Performance (RSP) specification.
Performance Based Communication (PBC) and The RCP and RSP specifications are a set of require-
Performance Based Surveillance (PBS) refers to ments for air traffic service provision and associated
communication and surveillance based on perfor- ground equipment, aircraft capability and operations
mance specifications applied to the provision of needed to support performance based communica-
air traffic services. The standards and procedures tion and surveillance.
for an air traffic management (ATM) operation that
Operational context of communication and surveillance capability and performance
1518096242931
RCP SPECIFICATIONS An RCP specification is identified by a designator

(e.g. RCP 240) to simplify the RCP designator nam-
General
ing convention and to make the RCP transaction time
The operational requirements of an RCP specifi- readily apparent to airspace planners, aircraft manu-
cation apply to the controller’s communication and facturers and operators. The designator represents
intervention capability. These requirements also the maximum communication transaction time after
define parameter values for operational (end-to-end) which the initiator should revert to an alternative pro-
RCP transaction times, RCP continuity, RCP avail- cedure (or RCP expiration time).
ability and RCP integrity, as well as their allocated
values (e.g. required communication monitored RCP type parameters
performance (RCMP), required communication tech- The set of requirements for an RCP specification are
nical performance (RCTP) and, when applicable, based on the following parameters:
human performance). An underlying assumption in – RCP transaction time - The maximum time for
the application of RCP is the compatibility and inter- the completion of the operational communication
operability of the supporting system components, in transaction after which the initiator should revert
accordance with interoperability standards. to an alternative procedure.
q$z
© JEPPESEN, 2018. ALL RIGHTS RESERVED.

PERFORMANCE BASED COMMUNICATION AND SURVEILLANCE (PBCS) - DOC 9869 q$i
– RCP continuity - The minimum proportion of Currently, the number of specifications is limited to
operational communication transactions to be two (RCP 240 and RCP 400) in airspace where pro-
completed within the specified RCP transaction cedural separation is applied. Other RCP specifica-
time, given that the service was available at the tions may be added, pending the introduction of new
start of the transaction. ATM operations or the use of new communication
– RCP availability - The required probability that an technologies.
operational communication transaction can be ini-
tiated.
– RCP integrity - The required probability that an
operational communication transaction is com-
pleted with no undetected errors.
RCP integrity
RCP Transaction RCP Continuity RCP Availability
RCP Specification (acceptable rate
Time (seconds) (probability) (probability)
/ Flight Hours)
RCP 240 240 0.999 0.999 10-5
RCP 400 400 0.999 0.999 10-5
RCP 240 may be applied to maintain the perfor- RSP SPECIFICATIONS

mance for normal means of communication, which
General
supports controller intervention capability in proce-
durally controlled airspace, where the separation The operational requirements of an RSP specifica-
minimum applied is predicated on communication tion apply to the surveillance services and define
performance. parameter values for surveillance data transit times,
RSP continuity, RSP availability and RSP integrity, as
RCP 400 may be applied to maintain the performance well as allocated values (e.g. required surveillance
for emerging technology (e.g. satellite voice) used monitored performance (RSMP), required surveil-
to provide normal means of communication support- lance technical performance (RSTP) and, when
ing controller intervention capability in procedurally applicable, human performance). When applying
controlled airspace, where the separation minimum RSP, it is assumed that that the supporting system
applied is based on position reporting at compulsory components are compatible and interoperable, in
reporting points. RCP 400 may also be applied to accordance with interoperability standards.
maintain the performance required for emerging tech-
nologies used to provide alternative means of com- An RSP specification is identified by a designator
munication, that may be required in combination with (e.g. RSP 180) in order to simplify the designator
the normal means of communication, to which RCP naming convention and to make the required surveil-
240 is applied. lance data delivery time readily apparent to airspace
planners, aircraft manufacturers and operators. The
RCP transaction time and allocations designator represents the value for the surveillance
There may be multiple operational communication data delivery time when the surveillance data deliv-
transactions that support an ATM operation. These ery is considered overdue.
transactions are therefore assessed to determine
RSP type parameters
which is the most stringent. The value for the RCP
transaction time is based on the time needed to The set of requirements for an RSP specification are
complete the most stringent transaction for controller based on the following parameters:
intervention. – RSP surveillance data transit time - Maximum
time for the reception of the surveillance data
The assessment would take into consideration the
after which the controller should revert to an alter-
time needed to safely execute the contingency pro-
native procedure.
cedure and can include simulations, demonstrations,
operational trials and analysis of empirical data appli- – RSP continuity - The minimum proportion of
cable to the RCP communication transaction times for surveillance data delivery to be completed within
the ATM operation. the specified RSP surveillance data delivery time,
given that the service was available at the start of
For separation assurance, the RCP transaction time the delivery.
can be determined by collision risk modelling. Col-
– RSP availability - The required probability that
lision risk modelling considers the RCP transaction
surveillance data can be provided.
times in the communications and controller interven-
tion buffer supporting separation assurance. Figure – RSP integrity - The required probability that
“Operational context of communication and surveil- surveillance data delivery is completed with no
lance capability and performance” illustrates the ‘undetected’ errors.
operational communication transaction in the context Currently, the number of specifications is limited to
of communications and controller intervention buffer. two (RSP 180 and RSP 400) in airspace where pro-
cedural separation applies. Other RSP specifications
may be added, pending the introduction of new ATM
operations or the use of new surveillance technolo-
gies.
q$z

RSP integrity
RSP Delivery Time RSP Continuity RSP Availability
RSP Specification (acceptable rate
(seconds) (probability) (probability)
/ Flight Hours)
RSP 180 180 0.999 0.999 FOM=Navigation
Specification
Time at Position
Accuracy +/-1 Sec
Data integrity
(malfunction) = 10-5
RSP 400 400 0.999 0.999 FOM=Navigation
Specification
Time at Position
Accuracy +/-30 Sec
Data integrity
(malfunction) = 10-5
RSP 180 may be applied to maintain the performance The aircraft operator should consider the guidance in
for normal means of surveillance, which supports this section as it applies to flight crew training and
controller intervention capability in procedurally con- qualification, the aircraft system, MEL, continued air-
trolled airspace, where the separation minimum worthiness, user modifiable software and Communi-
applied is predicated on surveillance performance. cation Service Provider (CSP) service agreements.
RSP 400 may be applied to maintain the performance The aircraft operator should ensure that procedures
for emerging technology (e.g. satellite voice) used are established and the flight crews and other per-
to provide normal means of surveillance supporting sonnel (e.g. aircraft maintenance, flight operations
controller intervention capability in procedurally con- officer/flight dispatcher) are trained and qualified for
trolled airspace, where the separation minimum being PBCS operations. The flight crew procedures and
applied is based on position reporting at compulsory training should include normal operations, as well as
reporting points. RSP 400 might also be applied to those associated with alerts provided by the aircraft
maintain the performance required for emerging tech- system to indicate failures when the aircraft is no
nologies used to provide alternative means of surveil- longer capable of meeting the RCP/RSP specifica-
lance, that may be required in combination with the tion prescribed for the associated ATM operations.
normal means of surveillance, to which RSP 180 is
The aircraft operator should ensure that contracted
applied.
services, such as those with CSPs, are bound by
RSP data delivery time and allocations contractual arrangements stipulating the RCP/RSP
The value for the RSP data delivery time is based allocations, including any monitoring or recording
on the time when the surveillance data delivery is requirements.
considered overdue. The aircraft operator should ensure that contractual
The assessment would take into consideration the arrangements include a provision for the CSP to notify
time needed to safely execute the contingency pro- the appropriate ATS units for the route system of
cedure and can include an analysis of empirical data the aircraft operator in case failure conditions impact
applicable to the RSP data delivery times for the ATM PBCS operations.
operation. The aircraft operator should ensure that the aircraft
For separation assurance, the RSP data delivery system has been approved for the intended use, in
can be determined by collision risk modelling. This accordance with the appropriate RCP/RSP specifica-
method considers the RSP delivery times in the tion(s) and guidelines.
surveillance data delivery supporting separation The aircraft operator should ensure that the aircraft
assurance. Figure “Operational context of communi- system is properly maintained, including configuring
cation and surveillance capability and performance” user-modifiable software, such as those used to man-
illustrates the surveillance data delivery in the context age communication media and routing policies, to
of surveillance capabilities. meet the appropriate RCP/RSP specification(s).
COMPLYING WITH AN RCP/RSP The aircraft operator should participate in local and
SPECIFICATION regional PBCS monitoring programmes, which are
applicable to the aircraft operator’s route system, and
Aircraft operator eligibility
should provide the following information to the appro-
The aircraft operator should meet the requirements priate PBCS monitoring entities specified in AlPs (or
established by the State of the Operator or State of equivalent publications):
Registry to be eligible for PBCS operations.
a. operator name;
b. operator contact details; and
c. other coordination information.
q$z

The aircraft operator should advise the appropriate

PBCS monitoring entities of any changes to the infor-
mation listed above.
The aircraft operator should establish procedures to
report problems, identified either by the flight crew or
other personnel, to the appropriate PBCS monitoring
entities associated with the route of flight on which
the problem occurred.
The aircraft operator should ensure procedures
are established for the timely disclosure and deliv-
ery of operational data, including data from its
CSPs/SSPs, to the appropriate PBCS monitoring
entity when requested for the purposes of investigat-
ing a reported problem.
FLIGHT PLAN REQUIREMENTS
When filing RCP/RSP capabilities, the aircraft opera-
tor should ensure that the planned use of associated
communication and surveillance capabilities for the
flight will be in accordance with regulations, policies
and procedures in control areas for the flight, as pub-
lished by the applicable States in their AlPs (or equiv-
alent publications).
NOTE: RCP/RSP capabilities are inserted only when
the descriptors J2 through J7 for CPDLC, M1 through
M3 for SATVOICE, and/or D1 for ADS-C, are also
inserted. While RCP/RSP capability denotes perfor-
mance, the descriptors J2 through J7, M1 through M3
and D1 in Item 10 (see Table below) denote the inter-
operability for the aircraft equipment.
In Item 10 of the flight plan, the aircraft operator
should insert one or more descriptors, as appropri-
ate, listed in Table below, to identify an aircraft’s RCP
capability:
Descriptors for RCP capability in flight

plan - Item 10
Item 10a - Radio
communication,
navigation and
Descriptor
approach aid
equipment and
capabilities
CPDLC RCP 400 P1
CPDLC RCP 240 P2
SATVOICE RCP 400 P3
In Item 18 of the flight plan, the aircraft operator

should file the RSP capability by inserting the indica-
tor SUR/ followed by the appropriate designator, with
no spaces, for the RSP specification (e.g. RSP 400
or RSP 180).
q$z

23 AUG 19 AIR TRAFFIC CONTROL 801 q$i
AERODROME OPERATING MINIMUMS - JEPPESEN

JEPPESEN AOM POLICY (Eff ICAO DOC 9365 (TABLES AND
Jan 2020) RULES)
WITH STATE -PROVIDED MINIMUMS APPROACH LIGHTING SYSTEMS
State-provided minimums will be charted. Approach lights will be classified as FALS, IALS,
BALS and NALS as shown in Table B-1 below. Land-
Missing minimums will be determined according to
ing minimums depend on available approach lights.
the guidance in ICAO Doc 9365, but not lower than
any State-provided value. NOTE: Classification of approach lights will not be
shown on Jeppesen charts.
WITHOUT STATE -PROVIDED MINIMUMS
Minimums will be determined according to the guid-
ance in ICAO Doc 9365.
Table B-1: Approach lights classification

Length, Configuration and Intensity of
Class of Facility
Approach Lights
FALS Precision approach CAT I lighting system (HIALS
(full approach lighting system) > 720m)
(see Annex 14) Distance coded centerline, barrette centerline
IALS Simple approach lighting system (HIALS 420m to
(intermediate approach lighting system) 719m) single source, barrette
(see Annex 14)
BALS Any other approach lighting system
(basic approach lighting system) (HIALS, MIALS or ALS 210m to 419m)
NALS Any other approach lighting system
(no approach lighting system) (HIALS, MIALS or ALS < 210m) or no approach lights
TAKE-OFF MINIMUMS Lowest RVR of 75m is only shown if this informa-

Take -off minimums depend on available runway tion is provided by State source or if the runway is
lighting and marking, and availability of an approved approved for CAT IIIB operations with an RVR of
lateral guidance system as shown in Table 6-1. 75m.
Take -off minimums should not be less than the appli-
cable minimums for landing at the aerodrome unless
a suitable take-off alternate aerodrome is available.
Table 6-1: Take-off Minimums

Facilities RVR/VIS (1)
Adequate visual reference (day only) (2) 500m/1600ft
Runway edge lights or runway centerline markings (3) 400m/1200ft
Runway edge lights and runway centerline markings 300m/1000ft
(3)
Runway edge lights and runway centerline lights 200m/600ft

Runway edge lights and runway centerline lights and TDZ 150m/500ft
relevant RVR information (4) MID 150m/500ft
Stop-end 150m/500ft
High intensity runway edge lights and runway TDZ 125m/400ft
centerline lights (spacing 15m or less) and relevant MID 125m/400ft
RVR information (4)
Stop-end 125m/400ft
High intensity runway edge lights and runway TDZ 75m/300ft
centerline lights (spacing 15m or less), approved MID 75m/300ft
lateral guidance system and relevant RVR information
(4) Stop-end 75m/300ft
(1) The TDZ RVR/VIS may be assessed by the pilot.
(2) Adequate visual reference means that a pilot is able to continuously identify the take-off surface and
maintain directional control.
(3) For night operations, at least runway edge lights or centerline lights and runway end lights are available.
(4) The required RVR is achieved for all relevant RVRs.
q$z

802 AIR TRAFFIC CONTROL 23 AUG 19
AERODROME OPERATING MINIMUMS - JEPPESEN q$i
Rule CIRCLING MINIMUMS

a. Take -off minimums are determined according Circling minimums depend on Procedure Design Cri-
to the best available runway lighting conditions teria (PANS -OPS, TERPS), Circling OCH/MDH and
for the airport. aircraft category as shown in Table 6-2.
b. There will be a single box only unless State-pro- Approach lights have no effect on circling minimums.
vided restrictions require to differentiate
between the available runways. In such cases
the box will show runway specific take-off min-
imums.
Table 6-2: Circling Minimums
CAT A CAT B CAT C CAT D
Max IAS 100kt 135kt 185kt 205kt
Lowest MDH 400ft 500ft 600ft 700ft
Minimum
meteorological 1500m 1600m 2400m 3600m
visibility
a. Speeds are according to PANS -OPS, Volume I (Doc 8168).
b. The circling visibilities differ from those in PANS -OPS, Volume I (Doc 8168) since the visual
maneuvering (circling) values in Table I-4-7-3 of Doc 8168 are not intended for establishment of
operating Minimums.
Rules 2. the minimum visibility derived from the

a. Minimum Descent Height (MDH) should be the Table 6-2; or
higher of: 3. the RVR minimums for the preceding
1. the published circling OCH for the aircraft instrument approach procedure.
category; or d. If circling minimums are lower than straight-in
2. the minimum circling height derived from minimums, a note is added to indicate that
the Table 6-2; or higher straight-in minimums (descent limit
and/or visibility) apply.
3. the DH/MDH of the preceding instrument
approach procedure. PRECISION CAT I, APV AND
b. The MDA for circling must be calculated by NON-PRECISION MINIMUMS (NPA)
adding the published airport elevation to the Approach minimums depend on the OCH/DH/MDH
MDH. of the approach procedure, the available runway
c. The minimum visibility for circling should be the lights, specific procedure requirements and on the
higher of: flight technique to be used (CDFA vs non-CDFA) on
1. the circling visibility for the aircraft cate- non-precision approaches.
gory, if published; or
Table 6-3: RVR for CAT I, APV and NPA

Class of lighting facility
FALS IALS BALS NALS
DH or MDH (ft) RVR (meters)
200 - 210 550 750 1000 1200
211 - 220 550 800 1000 1200
221 - 230 550 800 1000 1200
231 - 240 550 800 1000 1200
241 - 250 550 800 1000 1300
251 - 260 600 800 1100 1300
261 - 280 600 900 1100 1300
281 - 300 650 900 1200 1400
301 - 320 700 1000 1200 1400
321 - 340 800 1100 1300 1500
341 - 360 900 1200 1400 1600
361 - 380 1000 1300 1500 1700
381 - 400 1100 1400 1600 1800
401 - 420 1200 1500 1700 1900
q$z

23 AUG 19 AIR TRAFFIC CONTROL 803
Table 6-3: RVR for CAT I, APV and NPA (continued)

421 - 440 1300 1600 1800 2000
441 - 460 1400 1700 1900 2100
461 - 480 1500 1800 2000 2200
481 - 500 1500 1800 2100 2300
501 - 520 1600 1900 2100 2400
521 - 540 1700 2000 2200 2400
541 - 560 1800 2100 2300 2500
561 - 580 1900 2200 2400 2600
581 - 600 2000 2300 2500 2700
601 - 620 2100 2400 2600 2800
621 - 640 2200 2500 2700 2900
641 - 660 2300 2600 2800 3000
661 - 680 2400 2700 2900 3100
681 - 700 2500 2800 3000 3200
701 - 720 2600 2900 3100 3300
721 - 740 2700 3000 3200 3400
741 - 760 2700 3000 3300 3500
761 - 800 2900 3200 3400 3600
801 - 850 3100 3400 3600 3800
851 - 900 3300 3600 3800 4000
901 - 950 3600 3900 4100 4300
951 - 1000 3800 4100 4300 4500
1001 - 1100 4100 4400 4600 4900
1101 - 1200 4600 4900 5000 5000
1201 and above 5000 5000 5000 5000
Rules (b) The FAF or another appropriate fix

a. In order to qualify for the lowest allowable val- where descent is initiated is avail-
ues of RVR as detailed in Table 6-3, the instru- able, or distance to threshold is
ment approach procedure should be flown as available by FMS/RNAV or DME;
3D approach and landing operation and needs and
to meet the following facility requirements and (c) If the MAP is determined by timing,
associated conditions: the distance from FAF to threshold
1. Precision or APV instrument approach is less than 8NM.
procedure with a designated vertical pro- NOTE: The limiting approach path
file which do not require a rate of descent angle for CAT A & B would be 4.5
greater than 1000ft/min, unless other degrees and 3.77 degrees for CAT
approach angles are approved by the C & D aircraft.
authority; b. An RVR as low as 550m as indicated in Table
2. Non-precision instrument approach pro- 6-3 may be used for:
cedures flown using the CDFA technique 1. CAT I operations to runways with FALS,
with a nominal vertical profile which do runway touchdown zone lights and runway
not require a rate of descent greater than centerline lights; or
1000ft/min, unless other approach angles
2. CAT I operations to runways without run-
are approved by the authority, where the
way touchdown zone lights and/or runway
facilities are NDB, NDB DME, VOR, VOR
centerline lights when using an approved
DME, LOC, LOC DME, VDF, SRA or
HUDLS, or equivalent approved system,
LNAV/VNAV, with a final approach seg-
or when conducting a coupled approach
ment of at least 3NM, which also fulfil the
or flight-director flown approach to DH.
following criteria:
c. Values in Table 6-3 exceeding 1500m (CAT A
(a) The final approach track is offset by
& B) or 2400m (CAT C & D) do not have to be
not more than 15 degrees for CAT
applied if:
A & B aircraft or by not more than 5
degrees for CAT C & D aircraft; and 1. The instrument approach operation is
based on precision or APV instrument
approach procedure; or
q$z

2. If the approach operation is based on For non-precision approach minimums based on

NDB, NDB DME, VOR, VOR DME, LOC, CDFA, the descent label is shown as DA/MDA(H).
LOC DME, VDF, SRA or RNAV without This DA/MDA(H) value does not include any
approved vertical guidance but fulfilling add-on to compensate for height-loss. If the
the criteria from rule a.2. above. State requires or suggests a specific height loss, a
d. Values in Table 6-3 which are less than 1000m note will be added to indicate this situation.
may not be applied if the approach operation is A DA(H) is shown on non-precision approaches only
based on NDB, NDB DME, VOR, VOR DME, if published as such on State-provided procedure
LOC, LOC DME, VDF, SRA or RNAV without source. In this case it is assumed that the State of
approved vertical guidance if: the Aerodrome has incorporated a height loss value.
1. The criteria in rule a.2. are not fulfilled; or
An MDA(H) is shown on all non-CDFA non-precision
2. The DH or MDH is 1200ft or higher. approaches, or if the State published an MDA(H)
e. Some States recommend to increase the RVR value on procedure source.
Minimums by 200m for CAT A & B and by
400m for CAT C & D aircraft when execut- PRECISION CAT II MINIMUMS
ing a non-precision approach procedure with- CAT II precision approach minimums depend on the
out using a CDFA flight technique. OCH/DH of the approach procedure, the available
runway lights and specific procedure requirements
Remarks: as shown in Table 6-4.
For CAT I precision approaches without TDZ and/or
CL, the lowest minimums (e.g. R550m) are shown
and the higher values (R750m) with the less require-
ments are shown as note only.
Table 6-4: Approach Minimums CAT II

Decision Height (ft) CAT A, B & C CAT D
100-120 RVR 300m RVR 300m/350m (1)
121-140 RVR 400m RVR 400m

141-199 RVR 450m RVR 450m
Remark: CAT II operations coupled to below DH.
(1) For CAT D aircraft conducting an autoland, RVR 300m may be used.
Rules If no RA is shown, then the operator may have to

RVR values will be shown according to Table 6-4. apply an additional height-loss for using barometric
RVR 350m for CAT D will only be shown in excep- altimeter (refer to ICAO Doc 8168 PANS -OPS).
tional cases, e.g. if required by the State. PRECISION CAT III MINIMUMS
An RA value is shown for every DA(H) if provided by CAT III precision approach minimums (Table 6-5)
procedure source, or if a Precision Approach Terrain depend on runway and aircraft equipment. There
Chart (PATC) is available (PANS -OPS procedures). must be a clear statement on procedure source that
a specific runway is approved for CAT III operations.
Table 6-5: Approach Minimums CAT III

Category Decision height Roll-out control/guidance system RVR
IIIA Less than 100ft Not required 175m
IIIB Less than 100ft Fail-passive 150m
IIIB Less than 50ft Fail-passive 125m
IIIB Less than 50ft or no DH Fail-operational (1) 75m
(1) The fail-operational system referred to may consist of a fail-operational hybrid system.
Rules
a. In the case of a CAT III runway, it may be
assumed that operations with no DH can be
supported unless specifically restricted as pub-
lished in the AIP or NOTAM .
b. Depending on source, lowest CAT III, CAT III
B & CAT IIIA, or only CAT IIIA minimums are
shown.
c. A DH or the requirement for a DH is only shown
if this is required by the State of the Aerodrome.
q$z

ALTERNATE MINIMUMS
Table D-1: Alternate Minimums
Approach facility configuration Ceiling DA/H or MDA/H RVR
For airports supporting one Authorized DA/H or MDA/H plus Authorized visibility plus an
approach and landing operation. an increment of 125m (400ft). increment of 1500m.
For airports supporting at least two Authorized DA/H or MDA/H plus Authorized visibility plus an
approach and landing operations, an increment of 60m (200ft). increment of 800m.
each providing a straight-in
approach and landing operation to
different, suitable runways.
For airports with a published For CAT II procedures, a ceiling For CAT II, a visibility of at least
CAT II or CAT III approach and of at least 90m (300ft), or for CAT RVR 1200m or, for CAT III, a
landing operation, and at least two III procedures, a ceiling of at least visibility of at least RVR 550m.
approach and landing operations, 60m (200ft).
each providing a straight-in
approach and landing operation to
different, suitable runway.
Rule CONVERSION OF REPORTED

Alternate minimums will not be shown, unless alter- METEOROLOGICAL VISIBILITY TO CMV
nate minimum values are published by the State of The conversion (Table E-1) is applicable if the
the aerodrome. horizontal minimum is charted differently to what
is reported by ATC (reported VIS versus RVR on
chart).
Table E-1: Conversion factors (VIS to CMV)

CMV = reported meteorological visibility multiplied by:
Lighting elements in operation
Day Night
High intensity approach and runway 1.5 2.0*
lighting
Any type of lighting installation other than 1.0 1.5*
above
No lighting 1.0 Not applicable
* The relationship between reported visibility and RVR/CMV at night is under review by ICAO.
Rules is available. If a landing minimum is charted as

a. All charted values will be labelled as R (= RVR), R550m (up to R750m) and there is no RVR
V (= VIS), C (= CMV) or R/V (= RVR and/or reported, the minimum VIS for landing is 800m.
VIS). CMV is only charted if published by the c. Pilot action:
State of the Aerodrome.
b. An operator must ensure that a meteorological
visibility to CMV conversion is not used for take-
off, for calculating any other required RVR min-
imum less than 800m, or when reported RVR
Charted minimum Reported by ATC Pilot action

Convert reported VIS into CMV.
RVR VIS
CMV has to be equal to or higher than charted RVR minimum.
Compare reported RVR against charted RVR minimum. No
RVR
conversion allowed.
RVR and VIS
Compare reported VIS against charted VIS minimum. No
VIS
conversion allowed.
Compare reported RVR against charted VIS minimum. No
VIS RVR
conversion allowed.
Convert reported VIS into CMV, compare against charted
CMV VIS
CMV minimum.
CMV RVR Compare reported RVR against charted CMV minimum.
q$z

SYSTEM MINIMUMS
If the procedure source provided OCH is less than
the system minimum, the DH/MDH is increased to
the value as shown in Table F-1.
Table F-1: System Minimums

Instrument approach procedure Lowest DH/MDH
ILS/MLS/GLS/SBAS CAT I 200ft (60m) 1
GNSS (SBAS) 250ft (75m)
GNSS (LNAV/VNAV) 250ft (75m)
Localizer with or without DME 250ft (75m)
SRA (terminating at 1/2NM) 250ft (75m)
SRA (terminating at 1NM) 300ft (90m)
SRA (terminating at 2NM or more) 350ft (105m)
GNSS (LNAV) 250ft (75m)
VOR 300ft (90m)
VOR/DME 250ft (75m)
NDB 350ft (105m)
NDB/DME 300ft (90m)
VDF 350ft (105m)
1 The lowest authorized DH for CAT I operations is 200ft (60m) unless an equivalent level of safety can be
achieved through use of additional procedural or operational requirements.
VISIBILITY CREDIT FOR ENHANCED

VISION SYSTEMS (EVS)
Table G-1: RVR reduction for EVS equipped aircraft
RVR normally RVR for approach RVR for approach
RVR normally required
required utilizing EVS utilizing EVS
550 350 2700 1800
600 400 2800 1900
650 450 2900 1900
700 450 3000 2000
750 500 3100 2000
800 550 3200 2100
900 600 3300 2200
1000 650 3400 2200
1100 750 3500 2300
1200 800 3600 2400
1300 900 3700 2400
1400 900 3800 2500
1500 1000 3900 2600
1600 1100 4000 2600
1700 1100 4100 2700
1800 1200 4200 2800
1900 1300 4300 2800
2000 1300 4400 2900
2100 1400 4500 3000
2200 1500 4600 3000
2300 1500 4700 3100
2400 1600 4800 3200
2500 1700 4900 3200
2600 1700 5000 3300
q$z

Rule
Visibility credit for EVS is not applied on Jeppesen
Standard charts.
COMPARISON OF AOM CONCEPTS
The table below compares AOM concepts which are
defined as being “similar” to ICAO Doc 9365 accord-
ing to Jeppesen AOM rules. The table is intended to
make operators aware of the deviations from Doc
9365 to provide guidance to the pilots.
q$z

1564572042516
q$z

1572431257106
q$z

1564572042516
q$z

NOTE 1: “Std” label is used for AOM based purely on minimums box, an ATC reported visibility must not
ICAO Doc 9365 rules. “Std/State” indicates that there be converted. An ATC reported RVR can be com-
are only a small number of differences to the ICAO pared against a charted RVR/CMV.
Doc 9365 as indicated in the table above. “TERPS” NOTE 10: It is the operator/pilot responsibility to ver-
indicates that the minimums are based on TERPS. ify that low visibility procedures (LVP) are in force if
Operators have to analyze the differences to provide they are required. Some States do not use the term
guidance to the pilots. “low visibility procedures” or they do not publish the
NOTE 2: Some countries publish a minimum RVR procedures within the AIP. If CAT II/III operations
for CAT III only, not for CAT IIIB and/or CAT IIIA. are in progress, then low visibility procedures are in
For those countries Jeppesen will not differentiate force.
between CAT IIIB and CAT IIIA. Pilots have to com- NOTE 11: Operators need a specific approval for
pare the charted RVR against the approved com- low visibility take-off operations and have to provide
pany minimum. guidance to the pilots. “Low Visibility Take -off” is only
NOTE 3: On some CAT III operations a DH is shown in the take-off boxes based on EASA AIR
required. Because the DH depends on several fac- OPS or Indian CAR rules.
tors which might be operator specific, the operator NOTE 12: Operators may reduce the required RVR
has to provide guidance to the pilots. A specific DH if using an Enhanced Vision System if they are
is only charted if it is published by the State for the approved for doing this. Jeppesen does not chart
applicable CAT III procedure. EVS RVR minimums.
NOTE 4: An LPV might be designed as CAT I or NOTE 13: The comparison is only valid for CAT
as APV approach procedure. Because of the differ- C and D aircraft because the harmonized TERPS
ences in CAT I and APV minimums, the procedure Table 3-3-1 excludes CAT A and B aircraft.
header in the minimums box will be shown as “LPV
NOTE 14: The initial version published by EASA
CAT I” for European charts. Operators have to pro-
(EU-OPS 1) contained the old JAR-OPS take-off
vide guidance to the pilots whether the LPV proce-
minimums, where the lowest RVR for CAT C and
dures can be flown or not.
D is different (125m vs 150m). The rules from this
NOTE 5: For PANS -OPS and TERPS circling pro- publication were applied by several State Authorities
cedures the circling speeds and circling areas are but not updated with the latest changes on EASA
different. Operators have to analyze the differences AIR OPS rules. Therefore the take-off minimums are
to provide guidance to the pilots. different to the take-off minimums provided in ICAO
NOTE 6: SA CAT I and SA CAT II procedures are Doc 9365.
mainly published in the United States. Operators
need a specific approval and have to provide guid-
ance to the pilots.
NOTE 7: LTS CAT I and OTS CAT II are mainly
published in the European Region. Operators need
a specific approval and have to provide guidance to
the pilots. Currently LTS CAT I minimums are only
displayed on tailored charts on customer request.
OTS CAT II minimums are only displayed if such
a procedure is published in the AIP. EASA plans
to remove LTS CAT I and OTS CAT II from the
regulation in Q4/2020 and will provide new guidance
for SA CAT I and SA CAT II procedures.
NOTE 8: Jeppesen charts will provide the lowest
possible minimums for the airport. The normal take-
off minimums box will not differentiate between the
runways, which may have different runway light-
ing, unless required because of State-provided min-
imums. Pilots are reminded that for all take-off mini-
mums below RVR 550m/VIS 800m low visibility pro-
cedures might be required. Pilots are also reminded
that for take-offs in RVR below 400m a specific
approval might be required. Operators which still
have an approval according to a CAR-OPS version
which is based on earlier EASA AMC/GM (CAT C
and D aircraft have different minimums) have to ana-
lyze the differences to provide guidance to the pilots.
NOTE 9: The minimums are charted as RVR unless
a State provides VIS or CMV values as minimums
for the approach procedure. Depending on the avail-
able lighting an ATC reported visibility can be con-
verted into a CMV to compare it against a charted
RVR/CMV. Whenever a VIS value is charted in the
q$z

5 MAR 10 AIR TRAFFIC CONTROL SA-1

1 INTRODUCTION g. Fuel savings of approximately 1% for flights
1.1 The constant world-wide growth of air traffic, operating at, or very close to optimum flight
the operational need for aircraft to fly at, or nearest to levels.
their optimum flight level, and the demand for a better 1.3 ICAO Document 9574-Implementation Man-
use of airspace have prompted the implementation of ual of Minimum Vertical Separation of 300m (1000 ft)
Reduced Vertical Separation Minima (RVSM) of 1000 between FL 290 and FL 410 Inclusive-contains ample
feet above FL 290 in the different regions of ICAO, explanations for the safe implementation of RVSM.
such as North Atlantic, Asia-Pacific, Europe, South
Atlantic EUR/SAM (SAT) corridor, Western Atlantic 2 IDENTIFICATION OF RVSM
Route System (WATRS) and the Mid-East, demon- AIRSPACE
strating its advantages and that, without any doubt, 2.1 The airspace between FL 290 and FL 410
RVSM represents the best solution to increase the inclusive has been designated as RVSM airspace.
availability of optimum flight levels while at the same
time maintaining the required safety levels. 2.2 The minimum vertical separation applied in
RVSM airspace described in the above paragraph is
1.2 Aircraft operators and providers of Air Transit 1,000 ft.
Services will be able to obtain significant benefits with
the implementation of RVSM in the CAR/SAM regions 2.3 RVSM has been implemented in the national
that, among others, include: airspace of southern Canada, North American United
States, Mexico, Central America, the Caribbean and
a. Improved availability of optimum flight levels;
South America.
b. Improved use of airspace;
c. Increased airspace capacity; 2.4 RVSM FLIGHT LEVEL ASSIGNMENT
SYSTEM (FLAS)
d. Use of standardized ATC procedures;
2.4.1 The assignment of flight levels in airspace
e. Application of uniform separation minima;
designated as RVSM will be performed according to
f. Reduced ground delays and; the following RVSM Cruising Altitudes table:
CRUISING LEVELS APPROPRIATE TO DIRECTION OF FLIGHT

(FL280 TO FL430)
Track from Track from
180 degrees to 359 degrees 000 degrees to 179 degrees
1218557999000
FL430 (outside RVSM airspace)
FL410 121855
1218557999000
FL400
FL390 121855
1218557999000
FL380
FL370 121855
1218557999000
FL360
FL350 121855
1218557999000
FL340
FL330 121855
1218557999000
FL320
FL310 121855
1218557999000
FL300
FL290 121855
1218557999000
FL280 (outside RVSM airspace)
q$z

SA-2 AIR TRAFFIC CONTROL 5 MAR 10
3 AIRWORTHINESS/OPERATIONS to operate in RVSM airspace. State aircraft without

APPROVAL AND MONITORING RVSM approval presenting flight plans that enter
RVSM airspace must include the following in box 18
3.1 RVSM APPROVAL of the flight plan: STS/NON RVSM and RMK/STATE
Aircraft operators that conduct or wish to conduct AIRCRAFT.
flights in RVSM airspace must obtain RVSM approval 4.2.2 Civil Aircraft Without RVSM Approval
from the State of Registry providing the operator com-
plies with the following conditions: 4.2.2.1 International Flights
a. The aircraft satisfies the specifications of “air- 4.2.2.1.1 Civil aircraft without RVSM
craft system performance minima” (MASPS) of approval planning international flights must not
the State of Registry. flight plan at RVSM flight levels.
b. The aircraft is operated under the conditions 4.2.2.1.2 Ascent and descent through
listed in the RVSM operative approval by the RVSM airspace is only authorized to aircraft without
operator’s state. RVSM approval that require attaining a level other
NOTE: Normally for the operators of general avi- than the RVSM strata, given that the climbing or
ation aircraft, the State of Registry coincides descending aircraft is at a standard level and that it
with the operator’s state. doesn’t stop at any intermediate altitude in the RVSM
airspace.
3.2 AIRCRAFT MONITORING
Exceptions:
Aircraft operators that conduct or wish to conduct
flights in RVSM airspace must participate in the a. Ferry Flights: aircraft that are being delivered for
RVSM Monitoring Program, which provides confir- the first time to the State of Registry or to the
mation that the aircraft meets the height keeping operator.
performance requirements. b. Maintenance Flights: aircraft that have previous
RVSM approval but have suffered an equipment
3.2.1 Aircraft operators must present a compli-
failure and are flying to a maintenance facility
ance plan for initial monitoring requirements to their
for repairs in order to comply with the RVSM
respective Civil Aviation Authority.
requirements and or obtain approval.
3.2.2 The Regional Monitoring Agency for c. Humanitarian Flights: aircraft that are being
the Caribbean and South America (CARSAMMA) used for charity or humanitarian ends.
administers the RVSM Monitoring Program in the
4.2.2.1.3 Aircraft operators in the previously
CAR/SAM regions. CARSAMMA shares monitoring
indicated cases must:
information, including RVSM approval facts, with
other ICAO regions. a. obtain ACC authorization not more than 12
hours nor less than 4 hours before the planned
3.3 DOCUMENTATION FOR RVSM departure;
APPROVAL, MONITORING, NOTE: Humanitarian or charity flights are con-
AND OPERATION sidered exceptions, but it is preferred that the
3.3.1 Refer to State authority(s) for anticipated established time table is followed, flight planning
flights into, or out of, the respective countries. allowing.
b. Inform all ACCs affected by the flight of said
4 FLIGHT PLANNING authorization;
4.1 RVSM APPROVED AIRCRAFT c. Insert the text STS/NON RVSM in box 18 of the
4.1.1 When planning to operate an aircraft in flight plan form;
RVSM airspace the operator must indicate the sta- d. Insert the text “RMK/STATE ACFT” or “RMK/
tus of RVSM approval by placing the letter W in box HUMANITARIAN FLIGHT;” or “RMK/FERRY;” or
10 of the flight plan, independent of the required flight “RMK/MAINT;” as appropriate on the flight plan
level. box.
4.1.2 In cases of repetitive flight plans, the oper- 4.2.2.1.4 This ATC authorization process is
ator must indicate the status of RVSM approval by established to comply with the above procedure only,
placing the letter W on point Q of the RPL, indepen- and will not be used as a method to circumvent the
dent of the required flight level, in the following man- normal RVSM approval process.
ner: EQPT/W. 4.2.2.2 National Flights (domestic)
4.2 NON-RVSM APPROVED AIRCRAFT Additional requirements to Complete the Flight Plan
Form:
4.2.1 State Aircraft Without RVSM Approval
NOTE: State aircraft are those utilized in military, cus- 4.2.2.2.1 Civil aircraft operators without
toms, or police service (Art. 3 of International Civil RVSM approval must not place the letter W in box 10
Aviation Convention). of the flight plan form.
4.2.1.1 State aircraft without RVSM approval 4.2.2.2.2 Civil aircraft operators without
are permitted to operate in RVSM airspace in the RVSM approval must not place flight levels between
CAR/SAM regions. A presented flight plan consti- FL290 and FL410, inclusive, in box 15 of the flight
tutes prior notice to ATC that an aircraft is requesting plan form.
q$z

4.2.2.2.3 Civil aircraft operators without b. Maintain increased vigilance of altitude keeping;
RVSM approval with the intention of entering RVSM and
airspace must place the desired flight level in box c. Notify ATC of the system failure, using the
18 in the following manner: STS/FLXXX and, as an following phraseology; “FOR INFORMATION,
observation (RMK/), the RVSM entry point and the OPERATING WITH ONE ALTIMETRIC SYS-
estimated time. TEM ONLY.”
Additional Requirements to Complete the 7.3 FAILURE OF ALL PRIMARY
Repetitive Flight Plan Form
ALTIMETER SYSTEMS
4.2.2.2.4 In case of a Repetitive Flight Plan,
7.3.1 In the event a failure of all Primary Altime-
the lack of RVSM approval must be indicated, inde-
ter Systems occurs, or if these systems are consid-
pendently of the required flight level, by placing the
ered untrustworthy, the pilot must:
following code in box Q of the flight plan: EQPT/-
a. Maintain the flight level indicated by the standby
4.2.2.2.5 Civil aircraft operators without altimeter (if the aircraft is so equipped) at the
RVSM approval must not place flight levels between moment of failure or at the moment that the
FL290 AND FL410, inclusive, in box “O” of the repet- equipment is considered untrustworthy;
itive flight plan form.
b. Alert nearby aircraft by illuminating all exterior
4.2.2.2.6 Civil aircraft operators without lighting, and, if not in direct contact with ATC,
RVSM approval with the intention of entering RVSM transmit position, flight level, and intentions on
airspace must place the desired flight level in box 121.5 MHz;
“Q” in the following manner: STS/FLXXX and, as an c. Notify ATC of the system failure, using the
observation (RMK/), the RVSM entry point and the phraseology, “RVSM UNABLE DUE TO EQUIP-
estimated time. MENT;”
5 SUSPENSION OF RVSM 7.4 DISCREPANCY IN PRIMARY
PROCEDURES ALTIMETER SYSTEMS
5.1 ATS will consider the suspension of RVSM 7.4.1 In the event of a discrepancy greater than
procedures when pilots report turbulence greater 200 feet between primary altimeters, the pilot must;
than moderate. When RVSM procedures are sus- a. Attempt to determine the defective system
pended, the minimum vertical separation between all through established procedures and/or by com-
aircraft will be 2,000 feet. paring the primary altimeters to the standby
altimeter (if required utilizing the correction
6 OPERATIONAL PROCEDURES card).
FOR CREWS PREPARING TO b. If the defective system can be identified, couple
ENTER RVSM AIRSPACE the functioning altimetric system to the altitude
6.1 Before entering RVSM airspace, the Pilot in maintenance system and proceed according to
Command of aircraft with RVSM approval must verify FAILURE OF SINGLE PRIMARY ALTIMETER
that the following equipment required to fly in RVSM SYSTEM procedures.
airspace in functioning normally: c. If the defective system can not be identified, pro-
a. Two independent primary altimetric systems; ceed according to FAILURE OF ALL PRIMARY
b. Mode C transponder SSR; ALTIMETER SYSTEMS procedures.
c. Altitude alert system; 7.5 FAILURE OF MODE C SSR
d. Automatic altitude maintenance system. TRANSPONDER
6.2 If any of the equipment listed above is inoper- 7.5.1 In the event of Mode C SSR transponder
ative, the pilot must notify ATC before entering RVSM failure, the pilot must notify ATC using the phraseol-
airspace, using the phraseology: “RVSM UNABLE ogy, “RVSM UNABLE DUE TO EQUIPMENT;”
DUE TO EQUIPMENT.”
7.6 FAILURE OF ALTITUDE ALERT
7 OPERATIONAL PROCEDURES SYSTEM
AFTER ENTERING RVSM 7.6.1 The pilot must notify ATC in the event of
AIRSPACE altitude alert system failure using the phraseology,
“RVSM UNABLE DUE TO EQUIPMENT;”
7.1 During changes in flight level, an aircraft must
not overshoot or undershoot it’s cleared flight level 7.7 FAILURE OF AUTOMATIC ALTITUDE
(CFL) by more than 150 ft. KEEPING DEVICE (AKD)
7.2 FAILURE OF SINGLE PRIMARY 7.7.1 In the event of automatic Altitude Keeping
ALTIMETER SYSTEM Device system failure, the pilot must complete the fol-
lowing actions in the following order:
7.2.1 In the event one of the Primary Altimeter
Systems fails, but the remaining system is functioning a. Maintain the cleared flight level (CFL);
normally, the pilot must: b. Evaluate the capacity of the aircraft to maintain
a. Couple that system to the Automatic Altitude the assigned flight level through manual control;
Keeping Device (AKD);
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c. Maintain separation with conflicting aircraft by 7.8 GUIDANCE FOR PILOTS AND
visual scanning and by reference to ACAS; CONTROLLERS FOR ACTIONS IN
d. Alert nearby aircraft by illuminating all exterior THE EVENT OF AIRCRAFT SYSTEM
lighting, and, if not able to establish direct con- MALFUNCTION OR TURBULENCE
tact with ATC, transmit position, flight level, and GREATER THAN MODERATE
intentions on 121.5 MHZ;
7.8.1 Contingency Scenarios
e. Notify ATC of the system failure, using the
phraseology, “RVSM IMPOSSIBLE DUE TO The following paragraphs summarize pilot action to
EQUIPMENT.” mitigate the potential for conflict with other aircraft
in certain contingency situations. They should be
reviewed in conjunction with the expanded contin-
gency scenarios which contain additional technical
and operational details.
Scenario 1: The pilot is: (a) unsure of the vertical position of the aircraft due to the loss or
degradation of all primary altimetry systems, or (b) unsure of the capability to maintain cleared
flight level (CFL) due to turbulence or loss of all automatic altitude control systems.
The Pilot should: ATC can be expected to:
Maintain CFL while evaluating the situation;
Watch for conflicting traffic both visually and by
reference to ACAS, if equipped;
If considered necessary, alert nearby aircraft by
(a) making maximum use of exterior lights;
(b) broadcasting position, FL, and intentions on
121.5 MHz (as a backup, the VHF inter-pilot
air-to-air frequency, 123.45 MHz, may be used).
Notify ATC of the situation and intended course of Obtain the pilot’s intentions and pass essential traffic
action. Possible courses of action include: information.
(a) maintaining the CFL and route provided (a) If the pilot intends to continue in RVSM airspace,
that ATC can provide lateral, longitudinal or assess traffic situation to determine if the aircraft
conventional vertical separation. can be accommodated through the provision
of lateral, longitudinal, or conventional vertical
separation; and, if so, apply the appropriate
minimum.
(b) requesting ATC clearance to climb above or (b) If the pilot requests clearance to exit RVSM
descend below RVSM airspace if the aircraft airspace, accommodate expeditiously, if
cannot maintain CFL and ATC cannot establish possible.
adequate separation from other aircraft. (c) If adequate separation cannot be established
and it is not possible to comply with the pilot’s
request for clearance to exit RVSM airspace,
advise the pilot of essential traffic information,
notify other aircraft in the vicinity and continue
to monitor the situation.
Notify adjoining ATC facilities/sectors of the situation.
Scenario 2: There is a failure or loss of accuracy of one primary altimetry system (e.g.,
greater than 200 feet difference between primary altimeters).
The Pilot should:
Cross check standby altimeter, confirm the accuracy
of a primary altimeter system and notify ATC of the
loss of redundancy. If unable to confirm primary
altimeter system accuracy, follow pilot actions listed in
the preceding scenario.
7.8.2 Expanded Equipment Failure And

Turbulence Encounter Scenarios
Operators may consider this material for use in train-
ing programs.
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Scenario 1: All automatic altitude control systems fail (e.g., Automatic Altitude Hold)
Initially
Maintain CFL
Evaluate the aircraft’s capability to maintain altitude
through manual control.
Subsequently
reference to ACAS, if equipped.
Notify ATC of the situation and intended course of
action. Possible courses of action include:
(a) maintaining the CFL and route provided that the (a) If the pilot intends to continue in RVSM airspace,
aircraft can maintain level. assess traffic situation to determine if the aircraft
can be accommodated through the provision
minimum.
descend below RVSM airspace if the aircraft airspace, accommodate expeditiously, if
cannot maintain CFL and ATC cannot establish possible.
lateral, longitudinal or conventional vertical (c) If adequate separation cannot be established
separation. and it is not possible to comply with the pilot’s
Scenario 2: Loss of redundancy in primary altimetry systems

If the remaining altimetry system is functioning
normally, couple that system to the automatic altitude Acknowledge the situation and continue to monitor
control system, notify ATC of the loss of redundancy progress.
and maintain vigilance of altitude keeping.
Scenario 3: All primary altimetry systems are considered unreliable or fail

Maintain CFL by reference to the standby altimeter (if
the aircraft is so equipped).
Alert nearby aircraft by:
Consider declaring an emergency. Notify ATC of Obtain pilot’s intentions, and pass essential traffic
the failure and intended course of action. Possible information.
courses of action include:
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Scenario 3: All primary altimetry systems are considered unreliable or fail (continued)
(a) maintaining CFL and route provided that ATC (a) If the pilot intends to continue in RVSM airspace,
can provide lateral, longitudinal or conventional assess traffic situation to determine if the aircraft
vertical separation. can be accommodated through the provision
minimum.
descend below RVSM airspace if ATC cannot airspace, accommodate expeditiously, if
establish adequate separation from other possible.
aircraft.
(c) If adequate separation cannot be established
and it is not possible to comply with the pilot’s
Scenario 4: The primary altimeters diverge by more than 200 ft (60 m)

The Pilot should:
Attempt to determine the defective system through
established trouble-shooting procedures and/or
comparing the primary altimeter displace to the
standby altimeter (as corrected by the correction
cards, if required).
If the defective system can be determined, couple the
functioning altimeter system to the altitude-keeping
device.
If the defective system cannot be determined, follow
the guidance in Scenario 3 for failure or unreliable
altimeter indications of all primary altimeters.
Scenario 5: Turbulence (greater than moderate) which the pilot believes will impact
the aircraft’s capability to maintain flight level
Subsequently
reference to ACAS, if equipped.
Notify ATC of the situation and intended course of
action. Possible courses of action include:
(a) maintaining CFL and route ATC can provide (a) Assess traffic situation to determine if the aircraft
lateral, longitudinal or conventional vertical can be accommodated through the provision
separation. of lateral, longitudinal, or conventional vertical
minimum.
(b) requesting flight level change, if necessary. (b) If unable to provide adequate separation, advise
the pilot of essential traffic information and
request pilot’s intentions.
(c) Notify other aircraft in the vicinity and monitor
the situation.
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8 SPECIAL PROCEDURES FOR 1. if unable to maintain the assigned flight

IN-FLIGHT CONTINGENCIES IN level, initially minimize the rate of descent
to the extent that is operationally feasible
OCEANIC OR REMOTE AREAS (pilots should take into account the possi-
8.1 INTRODUCTION bility that aircraft below on the same track
8.1.1 Although it is not possible to cover all pos- may be flying a 1 or 2 NM strategic lateral
sible contingencies, the following procedures foresee offset procedure (SLOP)) and select a final
the most frequent cases, such as: altitude which differs from those normally
used by 150m (500 ft) if at or below FL 410,
a. Inability to maintain assigned flight level due to or by 300m (1000 ft) if above FL 410;
meteorological conditions, aircraft performance,
or depressurization; or
b. Enroute diversion across the prevailing traffic 2. if able to maintain the assigned flight
flow; and level, once the aircraft has deviated 19km
(10 NM) from the assigned track center-
c. Loss or significantly diminished navigation line, climb or descend to select a flight level
capacity required to conduct operations in which differs from those normally used by
airspace in which precision navigation perfor- 150m (500 ft), if at or below FL 410, or by
mance is a prerequisite for the safe completion 300m (1000 ft) if above FL 410;
of flight operations.
c. establish communications with and alert nearby
8.1.2 The procedures mentioned above are to aircraft by broadcasting, at suitable intervals on
be applied primarily when a rapid descent and/or a 121.5 MHz (or, as a backup, on the inter-pilot
turn-back or diversion is required. The pilots must air-to-air frequency 123.45 MHz) and where
determine, at their discretion, the order of measures appropriate on the frequency in use: aircraft
to be adopted taking in account the prevailing circum- identification, flight level, position (including
stances. Air traffic control will provide all assistance the ATS route designator or the track code, as
possible. appropriate) and intentions;
8.2 GENERAL PROCEDURES d. maintain a watch for conflicting traffic both visu-
8.2.1 If an aircraft is unable to continue flight in ally and by reference to ACAS (if equipped);
accordance with ATC authorization, and/or the air- e. turn on all aircraft exterior lights (commensurate
craft cannot maintain the precision navigation perfor- with appropriate operating limitations); and
mance specified in the airspace, a revised clearance f. keep the SSR transponder on at all times.
shall be obtained, whenever possible, prior to initiat-
ing any action. 8.2.4 Extended Range Operations by Aircraft
with Two-Turbine Power-Units (ETOPS)
8.2.2 When appropriate, the pilot must use the
8.2.4.1 If established contingency procedures
distress signal (MAYDAY) or the urgent signal (PAN-
are employed by a twin engine aircraft due to engine
PAN) preferably repeated three times.
failure or due to critical ETOPS system failure, the
8.2.3 If prior clearance cannot be obtained, until pilot must notify ATC as soon as practical, advising
a revised clearance is received the following contin- ATC of the type of aircraft in use and request imme-
gency procedures should be employed and the pilot diate assistance.
shall advise air traffic control as soon as practicable,
reminding them of the type of aircraft involved and the 8.3 DEVIATION PROCEDURES DUE TO
nature of the problem. In general terms, the aircraft METEOROLOGICAL CONDITIONS
should be flown at a flight level and on an offset track 8.3.1 General
where other aircraft are least likely to be encountered.
NOTE: The following procedures are intended for
Specifically, the pilot shall:
deviations due to adverse meteorological conditions.
a. leave the assigned route or track by initially turn-
8.3.1.1 When the pilot initiates communica-
ing at least 45 degrees to the right or to the left,
tions with ATC, a rapid response can be obtained
in order to acquire a same or opposite direc-
using the phraseology, “WEATHER DEVIATION
tion track offset 15 NM (28km) from the assigned
REQUIRED” to indicate desired ATC priority and
track centerline. When possible, the direction of
response. When necessary, the pilot should initiate
the turn should be determined by the position
communications employing the urgency call of “PAN
of the aircraft relative to any organized route or
PAN” (preferably repeated three times).
track system. Other factors which may affect the
direction of the turn are: 8.3.1.2 The pilot will notify ATC when a devi-
1. the direction to an alternate airport; ation due to meteorological conditions is no longer
required, or when the deviation has been completed
2. terrain clearance;
and the aircraft has returned to the centerline of the
3. any strategic lateral offset being flown; and cleared route.
4. the flight levels allocated on adjacent
8.3.1.3 Measures to be adopted when pilot-
routes or tracks;
controller communications are established:
b. having initiated the turn:
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8.3.1.3.1 The pilot must notify ATC and f. In the event of deviations greater than 10 NM,
request clearance to deviate from the course, indi- when the aircraft is approximately 10 NM from
cating, when possible, the extent of the anticipated the course, initiate a level change in accordance
deviation. with the following criteria:
8.3.1.3.2 ATC should adopt one of the fol- Route Centerline/ Deviations >
lowing measures: Altitude Change
Track 10 NM
a. when possible, apply the appropriate separa- EAST deg LEFT OF DESCEND 300
tion, expediting the authorization to deviate from COURSE feet
course; or
000-179M RIGHT OF CLIMB 300 feet
b. if conflicting traffic and ATC can not establish COURSE
appropriate separation, ATC shall:
WEST deg LEFT OF CLIMB 300 feet
1. Notify the pilot of inability to issue clear- COURSE
ance for the requested deviation;
180-359M RIGHT OF DESCEND 300
2. Advise the pilot of the conflicting traffic; and COURSE feet
3. Ask the pilot to state intentions.
g. When returning to the course, the pilot must
Phraseology example: maintain the assigned flight level when the air-
“(requested deviation) UNABLE, THE craft is within approximately 10 NM of the course
TRAFFIC IS (call sign, position, altitude, centerline; and
heading), STATE INTENTIONS.” h. If contact has not been established before devi-
8.3.1.3.3 The pilot must adopt the following ating, the pilot should attempt to contact with
measures: ATC to obtain clearance. If contact is estab-
a. Comply with the ATC clearance; or lished, continue notifying ATC of intentions and
b. Notify ATC of intentions and execute the proce- obtaining essential information concerning the
dures detailed below. flight.
8.3.1.3.4 Measures to adopt if unable to 9 OPERATION OF NON-RVSM
obtain revised ATC clearance. APPROVED AIRCRAFT IN
NOTE: The steps contained in this section are to be RVSM AIRSPACE
applied in cases in which the pilots must exercise their
authority as Pilot in Command. 9.1 Aircraft not approved for RVSM operations for
international flight will not be approved for operations
8.3.1.3.5 If it is required that the aircraft devi- in RVSM airspace, with the exception of the cases
ates from its course to avoid adverse meteorological mentioned below.
conditions and can not obtain prior clearance, clear-
ance must be obtained as soon as possible. Until ATC 9.2 With prior coordination, state aircraft without
clearance is obtained, the pilot will take the following RVSM approval will be permitted to operate in RVSM
measures: airspace. Prior coordination will consist of the fol-
a. To the extent possible, deviate from the orga- lowing text in box 18 of the Flight Plan: “STS/NON-
nized system of courses and routes; RVSM” and “RMK/STATE ACFT.” It is necessary to
apply a vertical separation of 2000 feet between air-
b. Establish communications and alert near-by aircraft without RVSM approval and all other aircraft.
craft, transmitting by radio at appropriate inter-
vals aircraft identification, flight level, aircraft 9.3 With prior coordination, ferry flights, mainte-
position (including the ATC route designator nance flights, and humanitarian flights will be permit-
or the course code, as appropriate) and pilot ted to operate in RVSM airspace. If they leave any
intentions, on the frequency in use as well as FIR, they must obtain authorization from the corre-
121.5 MHz (or, as a standby, on the air-to-air sponding ACC normally no more than 12 hours and
frequency of 123.45 for pilot communications); no less than 4 hours prior to the anticipated depar-
c. Maintain due vigilance to avoid entering into ture. The operator must notify all the affected ACC’s
conflict, using visual scanning methods and by across the route of flight of this authorization. The fol-
reference to ACAS (if so equipped); lowing text must be included in box 18 of the Flight
Plan: “STS/ NON-RVSM” and “RMK/HUMANITAR-
NOTE: If, as a result of actions taken under the IAN FLIGHT;” or “RMK/FERRY;” or “RMK/MAINT,” as
steps above, the pilot determines that there is appropriate. It is necessary to apply a minimum ver-
another aircraft nearby or at the same flight level, tical separation of 2000 feet between aircraft without
with which a conflict could occur, the pilot must RVSM approval and all other aircraft.
adjust the flight trajectory, as necessary, to avoid
said conflict. 9.4 Aircraft conducting national flights (domes-
d. Illuminate all exterior aircraft lighting (taking into tic) without RVSM approval that are not State Air-
account pertinent operational limitations); craft, ferry flights, maintenance flights, or humanitar-
ian flights will only be allowed to fly in RVSM airspace
e. In the event of deviations less than 10 NM, the until June 1, 2006.
aircraft must maintain the flight level assigned by
ATC;

9.5 Those operators requesting to enter RVSM b. Strategic lateral offsets will be authorized for the
airspace must establish contact with the ACC juris- following types of routes (including intersections
diction to determine the most convenient hours for between routes and route systems):
entry. Entry into RVSM airspace depends on traffic 1. unidirectional and bidirectional routes; and
and controller workload.
2. parallel route systems in which separation
9.6 Aircraft without RVSM approval will only be between route centerlines is not less than
cleared to enter RVSM airspace with sufficient com- 30 NM;
munications coverage. c. In some cases, it may be necessary to impose
9.7 Aircraft with RVSM approval will be given restrictions on the utilization of strategic lateral
preference in the utilization of flight levels. offsets; for example, when its application could
be inappropriate for reasons relative to the mar-
9.8 Aircraft without RVSM approval must present gin of obstacle clearance;
a Flight Plan to carry out the flight outside of the limits
d. These offset procedures should be applied
of RVSM airspace (FL290 TO FL410, inclusive).
regionally with due coordination between all
9.9 Due to traffic or work load, aircraft without pertinent States;
RVSM approval may be instructed to fly outside of e. The routes or airspace in which strategic lat-
RVSM airspace. eral offsets are authorized, such as mandatory
9.10 If airspace safety is compromised due to procedures, will be published independently
entry of aircraft without RVSM approval into RVSM through State Authorities and that control the
airspace, the Appropriate Aeronautical Authority may route or airspace in question;
suspend, at any moment, the authorization of said f. Air traffic controllers will be informed about
flight in RVSM airspace. airspace in which strategic lateral offsets are
authorized.
10 SPECIAL PROCEDURES
FOR STRATEGIC LATERAL 10.4 MANDATORY LATERAL OFFSETS
OFFSETS IN CONTROLLED In the application of strategic lateral offsets, pilots
should take the following points into consideration:
OCEANIC AREAS AND REMOTE
a. offsets will only be applied in airspace autho-
CONTINENTAL AIRSPACE rized by the pertinent ATS authority;
NOTE: The following lateral offset procedures are b. only aircraft with automatic offset capacity will
applicable for the mitigation of the increasing overlap be authorized for offsets;
due to increased navigation accuracy and wake tur-
bulence encounters. c. flight crews are responsible for the decision to
apply strategic lateral offsets;
10.1 The use of precision navigation systems
(such as the Global Navigation Satellite System d. the offset will be one or two nautical miles to the
(GNSS)), by an increasing number of aircraft has right of centerline, with respect to the direction
had the effect of reducing the number of lateral of flight;
deviations with respect to route centerline and, con- e. The strategic lateral offset procedure has been
sequently, increasing the probability of a collision designed to include offsets necessary to miti-
should a loss of vertical separation between aircraft gate the effects of wake turbulence of a preced-
navigating on the same route occur. ing aircraft. When necessary to avoid wake tur-
bulence, the pilot will use one of three available
10.2 The application of lateral offsets to provide options (maintain route centerline, or deviate 1
lateral separation between aircraft, in accordance or 2 NM right of route centerline);
with the procedures specified below, may be used
to mitigate the effect of said reduction of lateral f. In the airspace where the use of lateral offsets
deviations thereby increasing the safety of the entire has been authorized, pilots are not required to
system. inform air traffic control (ATC) that an offset is
being applied; and
10.3 IMPLEMENTATION g. Aircraft transiting areas of radar coverage in
CONSIDERATIONS FOR ATS airspace where offset tracking is permitted may
AUTHORITIES initiate or continue an offset.
The application of lateral offsets requires autho- 10.5 Pilots may, if necessary, establish contact
rization from the authority responsible for the cor- with other aircraft on the air-to-air frequency 123.45
responding airspace. The following considerations to coordinate lateral offsets.
will be taken into account by the ATS authority when
planning authorization of the use of strategic lateral
offsets in a particular airspace.
a. Strategic lateral offsets will only be authorized in
oceanic or remote continental airspace. When
a part of the pertinent airspace is controlled
by radar, transiting aircraft normally must obtain
authorization to initiate or continue the offset;

11 RVSM PHRASEOLOGY
Circumstance Phraseology
Reduced Vertical Separation Minima Operations
... to ascertain aircraft RVSM approval status a) CONFIRM RVSM APPROVED
... to report RVSM approval status *b) AFFIRM RVSM
... to report RVSM non-approved status followed *c) NEGATIVE RVSM (supplementary information, for
by supplementary information example aircraft call sign)
... to deny ATC clearance into RVSM airspace d) UNABLE TO ISSUE CLEARANCE INTO RVSM
AIRSPACE, MAINTAIN (or DESCEND TO or CLIMB TO)
level
... to report when severe turbulence affects the *e) UNABLE RVSM DUE TURBULENCE
ability of an aircraft to maintain height-keeping
requirements for RVSM
... to report that the equipment of an aircraft *f) UNABLE RVSM DUE EQUIPMENT
has degraded below minimum aircraft system
performance standards
... to request an aircraft to provide information g) REPORT WHEN ABLE TO RESUME RVSM
as soon as RVSM approved status has been
regained or the pilot is ready to resume RVSM
operations
... to request confirmation that an aircraft has h) CONFIRM ABLE TO RESUME RVSM
regained RVSM approved status or a pilot is
ready to resume RVSM operations
... to report ability to resume RVSM operations *i) READY TO RESUME RVSM
after equipment or weather related contingency
* Indicates pilot transmission

Eff 11 Oct
5 OCT 18 AIR TRAFFIC CONTROL ARGENTINA-1 q$i
ARGENTINA - RULES AND PROCEDURES

GENERAL ATS AIRSPACE CLASSIFICATION
In general, flight rules, standards and procedures in Applicable ICAO airspace classifications are depicted
force, as well as the organization of air traffic ser- on ENROUTE/AREA charts.
vices, are in conformity with ICAO Standards, Rec- NOTE: Inactive Restricted, Prohibited and Danger
ommended Practices and Procedures. Areas adopt the airspace classification of the sur-
Units of measurement used in all air and ground oper- rounding airspace.
ations are listed in the following table.
SPECIAL REQUIREMENTS AND
Measurement of Unit REGULATIONS
Distance used in Nautical Miles ADS-C/CPDLC operational implementation in the
navigation AORRA sector of the Rivadavia Comodoro FIR,
Relatively short Meters including airway UT103
distances Area of Application
Altitudes, elevations and Meters and Feet FIR/UIR Comodoro Rivadavia (Ocean Sector). From
heights UT103 (inclusive) to the east of it, to the limit with the
Horizontal speed Knots Johannesburg Oceanic FIR.
including wind speed
As of June 6, 2017, the first phase will be imple-
Vertical speed Feet Per Minute mented in the Oceanic FIR/UIR of Comodoro Riva-
Wind direction for landing Degrees Magnetic davia and in the second phase, in the Ezeiza Oceanic
and take-off FIR. Considering that the tentative date of the sec-
Wind direction except for Degrees True ond phase will be September 01, 2017. Thus, before
landing and take-off the end of the second half of 2017, the complete
commissioning of the ADS-C and CPDLC will have
Visibility, including Kilometers or Meters
been completed in the Argentinean airspace areas of
runway visual range (less than 5km)
Argentina.
Altimeter setting Hectopascals (Millibars)
Aircraft operators may choose between a single ADS
Temperature Degrees Celsius
or ADS and CPDLC joint.
Weight Kilograms
In order to comply with prescribed formats and form of
Time Hours and Minutes
specifying data in the ICAO flight plan form, operators
of aircraft operating in the airspace shall insert the
WGS-84 COMPLIANT
following:
FLIGHT PROCEDURES a. box 10 – The letter “J” to indicate data link avail-
able and in service;
HOLDING
b. box 10 – The letter “G” to indicate GNSS avail-
Holding procedures comply with ATC Chapter ICAO able and in service;
Flight Procedures (DOC 8168) Part IV Holding Pro-
cedures, Table “PANS-OPS Second Edition Holding c. box 10 – The letter “D” in the Surveillance field
Speeds”. Additionally, Argentina added 265 kt above to indicate ADS in service;
FL200 and .83 above FL340. d. box 18 – DAT/followed by one or more letters as
appropriate to indicate the type of data link when
PROCEDURE LIMITATIONS AND OPTIONS the letter “J” has been inserted in box 10;
Instrument approach procedures are based on those e. box 18 – RMK/followed by Comodoro Rivadavia
contained in PANS-OPS, Document 8168, Volume II. FANS 1 or Comodoro Rivadavia FANS A (specif-
Speed Limitations ically required by Comodoro Rivadavia ACC to
participating FANS 1/A aircraft).
Generally maximum speed below FL100 in Argentina
airspaces is 250 KIAS, except when operating within Aircraft equipped with FANS 1/A must be connected
a TMA where the speed limitation is applicable at and to the ADS-C and CPDLC systems between 5 and
below FL145 unless otherwise authorized by the con- 15 minutes prior to their entry into the designated
trolling authority. airspace of the FIR/UIR Comodoro Rivadavia, using
the 4-character ICAO code SAVC. The flight identi-
When operating within a TMA, ATC may require air- fication used for the connection must be exactly the
craft to operate at a reduced speed within the safe same as that on the ATS flight plan.
operating limitations of the aircraft in respect to the
operation being performed. ADS Procedures
AIRPORT OPERATING MINIMUMS Immediately after the connection is made, the system
will automatically establish with the aircraft a periodic
Argentina publishes Decision Altitudes (DA), Min- initial contract of 15 minutes notice interval.
imum Descent Altitudes (MDA), and visibility for
landing. Visibility is published for take-off. During the transit of the aircraft through the desig-
nated airspace of the Comodoro Rivadavia FIR/UIR,
Jeppesen charted minimums are not below State the contract period may vary depending on the auto-
minimums. matic management of the system.
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Eff 11 Oct
ARGENTINA-2 AIR TRAFFIC CONTROL 5 OCT 18
ARGENTINA - RULES AND PROCEDURES q$i
Both the ADS and the connection should be termi- AORRA at a specific point, the aircraft should fol-
nated by the ground system: low the ATS routes associated with that access
a. automatically when the aircraft has crossed in or departing point or gate in accordance with ATC
the direction of departure the boundary of the and the aircraft will be required to file a flight plan.
Comodoro Rivadavia FIR/UIR; ADS/CPDLC will be used in the AORRA air space
by the providers of ATS services. Operators should
b. automatically when the flight plan of the aircraft
keep in mind that some sectors of the air space
has been canceled or completed; or
contain defined routes. ADS/CPDLC is the primary
c. manually by the controller at any time deemed way of communication, having HF as a secondary
appropriate (the aircraft has landed within the communication. No aircraft should file a flight plan to
Comodoro Rivadavia FIR, ADS/CPDLC transfer operate within the AORRA air space, without being
to another unit, etc.) certified RNP10 which is given by registry or by the
CPDLC Procedures operator’s State, with some limited exceptions.
The CPDLC controller instructions are to be met hav- FLIGHT PLANS
ing exactly the same value as the instructions trans- When operating an aircraft in the AORRA air space,
mitted via radio. Therefore, CPDLC messages will be certification will be written in the flight plan under item
used solely to meet actual operational needs. 10 with an “R”. The flight plans will contain the enter-
The CPDLC connection does not release pilots from ing and departing points from the AORRA air space
the obligation to establish, maintain and monitor. and the stipulated time of each 5 degrees of longi-
tude. In case of repetitive flight plans, the RNP10 cer-
The disconnection will normally take place during the tification will be stipulated in item Q of the flight plan
5 minutes after leaving the designated airspace of the with an “R”, following the FL required, as in the follow-
FIR/UIR Comodoro Rivadavia. ing: EQPT/R.
Pilots connected with FANS 1/A, 5 minutes after leav-
GENERAL PROCEDURES
ing the designated airspace of the Comodoro Riva-
davia FIR/UIR, must disconnect from the ADS-C and If an aircraft cannot enter or continue flying in accor-
CPDLC system in case Comodoro Rivadavia has not dance with the authorization given by ATC and/or
done so. cannot maintain the precision performance required
for the aircraft in this air space, ATC should be
This ensures that the ADS transmission is terminated informed immediately.
at the appropriate time in the event that due to a
malfunction some ADS contracts are not automati- DIFFERENCES FROM ICAO
cally canceled by the ADS-C and CPDLC system, as STANDARDS AND PROCEDURES
would be normal.
ICAO REFERENCE
Flight plans for controlled flights must be submitted at
least 45 minutes prior to the estimated off-block time. PANS RAC (Doc 4444)
IFR flight plans or clearances to cross or enter con-
Part II, 12.1.1.2
trolled airspace submitted in flight must be requested
at least 10 minutes (for direct transmission) or 20 min- A QFE altimeter setting may be used for final
utes (if the request requires retransmission) prior to approach, however one altimeter must be set to QNH
the initiation of controlled flight or entering controlled and reports to ATC made in reference to altitudes.
airspace. Part VI, 1.4.2.1 & 1.4.2.2
VFR is not authorized: Use of the air traffic advisory service is mandatory for
a. above FL200; IFR flights outside controlled airspace.
b. at transonic and supersonic speeds. 5.9 Clearances to Fly Maintaining
Prohibition for VFR flights: Own Separation While in Visual
Meteorological Conditions
No authorization will be granted for VFR flights above
When so requested by an aircraft and provided it is
FL290 in areas where vertical separation applies min-
agreed by the pilot of the other aircraft and so autho-
imum 300m (1000 ft) above said flight level.
rized by the appropriate ATS authority, an ATC unit
AIR SPACE DESCRIPTION (AORRA) may clear a controlled flight, in visual meteorological
Air space between FL290 and FL410 inclusive is conditions during the hours of daylight to fly subject to
named AORRA inside the Atlantico, Comodoro maintaining own separation to one other aircraft and
Rivadavia, Ezeiza Oceanic Sector, Johannesburg remaining in visual meteorological conditions. When
Oceanic Sector, Luando Oceanic Sector and Monte- a controlled flight is so cleared, the following shall
video (see Enroute chart). apply:
a) the clearance shall be for a specified portion of
Those flights operating in the AORRA Airspace the flight, during climb or descent;
should depart and enter AORRA through or by using
charted access waypoints.
Aircraft will be able to operate within their preferred
routes mentioned in their flight plan within access
points (gates). Before entering or after departing
q$z

Eff 11 Oct
5 OCT 18 AIR TRAFFIC CONTROL ARGENTINA-3
ARGENTINA - RULES AND PROCEDURES q$i
15.3.3 Chapter 15
b) if in instrument meteorological conditions or
when conditions are such that it does not
appear likely that the pilot will complete the
flight in accordance with a):
1) shall maintain the last assigned speed
and level, or minimum flight altitude if
higher, for a period of 20 minutes follow-
ing the aircraft’s failure to report its posi-
tion over a compulsory reporting point
and thereafter adjust level and speed in
accordance with the filed flight plan; or in
case the pilot requested a flight level or
speed change different to the one estab-
lished in the FPL, shall maintain those
last assigned, provided they have been
authorized by ATC unit of jurisdiction.
q$z

Eff 7 Nov
1 NOV 19 AIR TRAFFIC CONTROL ARUBA-1 q$i
ARUBA - RULES AND PROCEDURES

GENERAL The Beatrix Control Zone (CTR) is a Circle with
The air traffic rules and procedures applicable to air radius of 25 NM ARP within the limits of the Cura-
traffic in the territory of Aruba are in conformity with cao FIR with UPPER LIMIT FL065 and is classified
Annex 2 and Annex 11 to the Convention on interna- as ATS Airspace Class D.
tional Civil Aviation and to those portions, applicable The Beatrix Aerodrome Traffic Zone (ATZ), a circle
to aircraft, of the procedures for Air Navigation Ser- with radius of 3 NM ARP and UPPER LIMIT 2000 ft.
vices — Air Traffic Management (PANS -ATM, Doc
4444), and the Regional Supplementary Procedures SPECIAL REQUIREMENTS AND
(Doc 7030) applicable to the CAR-Region. PROCEDURES
Units of measurement used in all air and ground SPECIAL PROCEDURES FOR THE
operations are as listed in the following table.
BEATRIX CONTROL ZONE
Measurement of Unit The inbound, transit and outbound routes may vary
Distance used in Nautical Mile at the discretion of ATC . VFR flights shall contact
navigation, position Beatrix Tower on frequency 120.9 MHz at least 5
reporting, etc., in excess minutes prior entering the Beatrix CTR.
of 4000m ARRIVING FLIGHTS
Relatively short Meters IFR flights entering, and landing within the Beatrix
distances such as those CTR, will be cleared to a specified holding point
relating to airport (e.g., and instructed to contact Beatrix Tower at a spec-
runway lengths) ified time, level or position. The terms of this clear-
Altitudes, elevations and Feet ance shall be adhered to until further instructions
heights are received from Beatrix Tower . If the clearance
Horizontal speed Knots limit is reached before further instructions have been
including wind speed received, holding procedures shall be carried out the
level last authorized.
Vertical speed Feet Per Minute
Wind direction for Degrees Magnetic DIFFERENCES FROM ICAO
landing and take-off STANDARDS AND PROCEDURES
Wind direction except Degrees True None published
for landing and take-off
Visibility Kilometers or Meters
NOTE: Visibility of less
than 5km may be given
in meters.
Runway visual range Kilometers or Meters
Altimeter setting Hectopascals
Mass Kilograms
Time Seconds, Minutes,
Hours, Day, Week,
Month, Year . The day
of 24 hrs beginning at
midnight UTC.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
PROCEDURE LIMITATIONS AND OPTIONS
Instrument approach procedures are based on those
contained in the new PANS -OPS, Document 8168,
Volume II.
AIRPORT OPERATING MINIMUMS
Aruba publishes MDA (H) and DA (H), ceiling and
visibility for landing.
Jeppesen charted minimums are not below state
minimums.
ATS AIRSPACE CLASSIFICATION
ATS airspaces are classified and designated in
accordance with ICAO ATS Airspace Classifications
— Annex 11.
q$z

24 JUN 11 AIR TRAFFIC CONTROL BARBADOS-1
BARBADOS – RULES AND PROCEDURES

GENERAL Holding Speeds
The air traffic rules and procedures applicable to air
traffic in Barbados conform with Annexes 2 and 11 to Category Jet Aircraft
Flight
the Convention on International Civil Aviation and to A and B Normal Turbulence
Level (FL)
those portions of the Procedures for Air Navigation Aircraft Conditions Conditions
Services-Air Traffic Management, applicable to air- Up to
craft and of the Regional Supplementary Procedures FL140 230 kt
170 kt
applicable to Caribbean Region. (4250m) (425km/h)
inclusive
Units of measurement used in all air and ground oper-
ations are as listed in the following table. Above
FL140 280 kt
MEASUREMENT OF UNIT (4250m) 240 kt (520km/h)
to FL200 (445km/h) or Mach
Distance used in Nautical Miles and
(6100m) 0.8,
navigation Tenths
inclusive whichever
Relatively short Meters is less
Above
distances (e.g., runway
FL200
lengths)
(6100m) 265 kt
Altitudes, elevations and Feet to FL340 (490km/h)
heights (10,350m)
Horizontal speed Knots inclusive
including wind speed Above
Vertical speed Feet Per Minute FL340 Mach 0.83 Mach 0.83
Wind direction for landing Degrees Magnetic (10,350m)
and take-off
Wind direction except for Degrees True
landing and take-off Barbados publishes MDA (H) DA (H) (HAA or HAT),
ceiling and visibility for landing.
Visibility including Kilometers or Meters
runway visual range Jeppesen charted minimums are not below state min-
Altimeter setting Hectopascals imums.
Temperature Degrees Celsius ATS AIRSPACE CLASSIFICATION
Weight Metric Tons or Kilograms ATS airspaces are classified and designated in accor-
Time Hours and minutes, the dance with standard ICAO airspace classifications as
day of 24 hrs beginning depicted on Enroute charts.
at midnight UTC.
DIFFERENCES FROM ICAO
WGS-84 COMPLIANT STANDARDS AND PROCEDURES
FLIGHT PROCEDURES ICAO REFERENCE
PROCEDURE LIMITATIONS AND OPTIONS ANNEX 2
The holding, approach and departure procedures in VFR not permitted in Barbados’ airspace above
use are based on those contained in the latest edi- FL085.
tion of ICAO Doc 8168—Procedures for Air Naviga-
tion Services—Aircraft Operations (PANS-OPS).

22 MAY 15 AIR TRAFFIC CONTROL BOLIVIA-1 q$i
BOLIVIA - RULES AND PROCEDURES

GENERAL Jeppesen charted minimums are not below State
In general, the air traffic rules and procedures and the minimums.
organization of air traffic services are in conformity
with ICAO Standards, Recommended Practices and
Procedures. Bolivia airspace is designated in accordance with
ICAO airspaces classification as follows:
Class “A” — The Cochabamba, La Paz, Santa Cruz,
ations are as listed in the following table.
Sucre, Tarija and Trinidad TMAs, FL200 – FL245.
Measurement of Unit Class “C” — All ATZs and CTRs.
Distance used in Nautical Miles and Class “D” — The airspace in the Cochabamba, La
navigation, position Tenths Paz, Puerto Suarez, Sucre and Tarija TMA from 2000’
reporting, etc., generally AGL to FL195; the Santa Cruz and Trinidad TMAs
in excess of 2 miles from 1000’ AGL to FL195.
Relatively short Meters Class “G” — The airspace in the La Paz FIR, includ-
distances such as those ing ATS routes, not designated Class “A”, “C” or “D.”
relating to airports (e.g.,
runway lengths) SPECIAL REQUIREMENTS AND
Altitudes, elevations and Feet and Meters REGULATIONS
heights QFE altimeter settings are available on request.
Horizontal speed Knots DIFFERENCES FROM ICAO
STANDARDS AND PROCEDURES
Wind direction for landing Degrees Magnetic ICAO REFERENCE
and taking off ANNEX 2
Wind direction except for Degrees True 4.5 In addition, VFR flight will not be flown within
landing and taking off a minimum of 300m from the slope of mountains.
Visibility including Kilometers or Meters
runway visual range
Weight Metric Tons or Kilograms
Time Hours and Minutes, the
day of 24 hrs beginning
at midnight UTC
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Holding procedures comply with Table IV-I-I, pub-
lished on AIR TRAFFIC CONTROL — International
Civil Aviation Organization Flight Procedures.
contained in ICAO Annex 2/Annex 11, PANS-OPS,
and Regional Supplement of CAR/SAM.
Maximum speed within the Santa Cruz TMA for
arrival aircraft at and below FL140 is 250 kt.
Bolivia publishes Decision Altitude (Height) [DA(H)]
and visibility for precision approach procedures.
Minimum Descent Altitude (Height) [MDA(H)] and
visibility are published for non-precision approaches
at selected locations. Obstacle Clearance Altitude
(Height) [OCA(H)] and visibility are published for
other non-precision procedures. Visibility only for Air
Carrier operations, or ceiling and visibility for General
Aviation aircraft are published for take-off.
q$z

17 MAY 19 AIR TRAFFIC CONTROL BRAZIL-1 q$i
BRAZIL - RULES AND PROCEDURES

GENERAL Whenever an ATS unit reports meteorological min-
In general, the air traffic rules and procedures and ima lower than minima established on the approach
air traffic services conform to ICAO Standards, Rec- procedure, the pilot-in-command shall, at his/her
ommended Practices and Procedures. discretion and after informing the ATS unit of his/her
decision, execute the instrument approach pro-
Units of measurement used in all air and ground cedure for straight in landing prescribed on the
operations are as listed in the following table. approach chart. The execution of circling approach
procedures is prohibited, however a straight in
Measurement of Unit approach may be conducted to the MDA or DA. The
Distance Kilometers/Nautical pilot shall only proceed to landing if visual contact
Miles with the runway or approach lights is established.
Short distances Meters and Feet If visual contact is not established at or prior to
the missed approach point, the missed approach
Altitudes, heights, Meters and Feet
procedure must be executed.
elevations, and
aerodrome dimensions ATS AIRSPACE CLASSIFICATION
Horizontal speed Kilometers Per Hour or Brazil airspace is designated in accordance with
Knots ICAO airspaces classification and are depicted on
Wind speed Knots ENROUTE/AREA Charts.
Vertical speed Feet per Minute
Wind direction for Degrees Magnetic
landing and taking
REGULATIONS
off ATLANTIC OCEAN RANDOM ROUTING
Altitudes and heights of Meters or Feet RNAV AREA (AORRA)
clouds The Atlantic Ocean Random Routing RNAV Area
Visibility Kilometers or Meters (AORRA) is the volume of airspace between
NOTE: Visibility of less FL290 and FL410 inclusive within the Atlantico,
than 5km may be given Accra, Comodoro Rivadavia, Dakar, Dakar Oceanic,
in meters. Ezeiza, Johannesburg Oceanic, Luanda and Mon-
tevideo FIRs. (See Enroute Chart).
Temperature Degrees Celsius Flights operating within the AORRA shall enter and
exit AORRA via charted gates.
Weight Kilograms
Time Hours and Minutes, the In cases where there is no fixed route structure,
day of 24 hrs beginning Standard Instrument Arrival (STAR) or Standard
at midnight UTC. Instrument Departure (SID), soon after entering/leav-
ing the AORRA that supports the origin/destination
NOTE: On TERMINAL Charts altitudes and eleva- of a specific flight, aircraft may enter/leave the
tions are in feet, speeds are in knots, and distances, AORRA out of the gates.
except for visibility, are in nautical miles.
Aircraft may track via a flight plan preferred track
WGS-84 COMPLIANT between these gates. Prior to entering or after exit-
ing the AORRA at a particular gate, aircraft are to
FLIGHT PROCEDURES comply with the fixed route structure associated with
HOLDING that particular entry or exit point or as instructed by
ATC, and are required to flight plan accordingly.
Holding procedures comply with ATC Chapter ICAO
Flight Procedures (DOC 8168) Part IV Holding Pro- ADS/CPDLC will be utilized in AORRA airspace by
cedures, Table “Holding Speeds ICAO DOC 8168 suitably equipped service providers to provide this
Volume I”. kind of communication and/or surveillance to aircraft
equipped with FANS 1/A Functionalities. Operators
Level changes in the holding pattern must be exe- are to note that in some sectors of the random rout-
cuted at a climb/descent rate within 500 ft and 1000 ing air space, ADS/CPDLC is the primary form of
ft per minute. Climb/descent rates greater or less surveillance/communication. In this case, HF com-
than prescribed may be used with prior clearance munication will be considered a secondary means
from Approach or, when necessary, requested by of communication.
Approach.
No aircraft shall flight plan to operate in the AORRA
PROCEDURE LIMITATIONS AND OPTIONS airspace unless it is RNP10 certified to operate in
Instrument approach procedures conform to those this airspace by the State of Registry or the State
contained in PANS -OPS, Document 8168, Volume of operator as the case may be, except in limited
II. circumstances.
Brazil publishes Decision Altitudes (DA), Minimum
Descent Altitudes (MDA) ceiling and visibility for
landing.
q$z

BRAZIL-2 AIR TRAFFIC CONTROL 17 MAY 19
BRAZIL - RULES AND PROCEDURES q$i
FLIGHT PLANS In the event of a login failure, the flight crew should
When it is intended to operate an aircraft in AORRA confirm the aircraft identification matches the infor-
airspace, RNP10 compliance shall be indicated by mation provided in the FPL and, as appropriate:
placing an “R” in box 10 of the flight plan form. Flight a. make the necessary corrections; and then
plans shall contain entry and exit points to AORRA b. re-initiate the login.
and the estimated time for every 5° of longitude. In
If no reason for the failure is evident, the flight crew
the case of repetitive flight plans RNP10 compliance
should:
shall be indicated by placing an “R” in box Q of the
RPL, as follows EQPT/R. a. contact the ATC unit by voice to advise of the
failure; and
GENERAL PROCEDURES b. contact the operations center of the company
If an aircraft cannot enter or continue the flight in to advise of the failure.
compliance with the ATC clearance issued and/or
cannot maintain the precision required for the speci- CONTROLLER-PILOT DATA LINK
fied navigation performance in the airspace, ATC will COMMUNICATIONS (CPDLC)
be advised immediately. The equipped aircraft should use CPDLC for all ATC
Position reporting shall be required at entry/exit communications. Position report messages will be by
gates, every 10° longitude, and any other position ADS-C.
required by ATC . In case CPDLC is not available or exceptionally
required by the Atlantico ACC, the communications
PROCEDURE FOR LOGON TO THE
with that unit shall be accomplished on HF frequency
ATC DATA LINK SYSTEM informed by the ATS unit responsible by adjacent
Aircraft inbound from airspace without ADS-C/ FIR or established by means of MONITOR or CON-
CPDLC. TACT message.
Connection shall be established, by procedure per- When crossing Atlantico FIR, the aircraft in data link
formed by the pilot, using the ICAO code for Atlantico communication (CPDLC) shall not perform SELCAL
ACC: SBAO. check at first contact, unless requested by the ATS
Connection shall be established, at least, 10 minutes unit, in order to avoid jamming HF frequencies.
prior to entering the Atlantico FIR and, no more than When a MONITOR up link message is received, the
25 minutes in advance. pilot shall change to the nominated frequency at the
Aircraft inbound from airspace with ADS-C/CPDLC. appropriate time. A check call is not required on that
frequency.
CPDLC and ADS-C will be automatically transferred
between Atlantico ACC and the ACC responsible DIFFERENCES FROM ICAO
for the adjacent FIR, just in case the latter unit STANDARDS AND PROCEDURES
also uses such applications. CPDLC connection will
remain inactive until the procedure described below ICAO REFERENCE
is accomplished. ANNEX 2
CPDLC connection will be transferred, approxi- 3.3.1.2 – It is compulsory to submit a Flight
mately, 5 (five) minutes prior to crossing boundary Plan previously, when a flight, partially or totally, is
point of Atlantico FIR, when its status will change to planned to operate:
active. a) according to Instrument Flight Rules;
Pilots shall verify the data link status of connection at b) according to Visual Flight Rules, in case it is
crossing Atlantic FIR limits. If SBAO is not an active subject to the Air Traffic Control Service;
connection, that is to say the transfer has not hap- c) in aerodrome with ATS unit provision;
pened automatically, when crossing Atlantic FIR lim-
its, the pilot should terminate the existing CPDLC d) in certain airspace or aerodrome, where this
connection and execute procedure to establish a submission is required, according to aeronau-
new connection, by using SBAO address. tical publications; or
e) in Air Defense Identification Zone (ADIZ).
To avoid an automatic rejection of the LOGON, the
pilot shall ensure the flight identification and regis- 3.3.1.3 – before departure, a flight plan shall
tration numbers contained in the message FN_CON be submitted before departure to an Aerodrome
are exactly the same as the flight identification and Aeronautical Information Office.
registration numbers filed in the Flight Plan. 3.3.1.4 – A flight Plan shall be submitted, at
Aircraft inbound from Atlantico FIR towards FIR with- least, 45 (forty five) minutes before the EOBT.
out ADS-C and CPDLC will receive the message 3.3.5.3 and 3.3.5.4 – The closing of a flight plan
END SERVICE, 5 minutes before crossing the FIR to an aerodrome not provided with an ATS unit
limit. Pilots shall verify the data link status of FANS will occur automatically at being completed the esti-
1/A connection at crossing Atlantico FIR limits and mated elapsed time (EET).
terminate CPDLC connection, in case it stays acti-
vated.
q$z

17 MAY 19 AIR TRAFFIC CONTROL BRAZIL-3
BRAZIL - RULES AND PROCEDURES q$i
3.6.5.2.2 An aircraft with communication 4.4.2.1.2 Except when other arrangements

failure, under IFR meteorological conditions or when have been made for submission of Repetitive Flight
the pilot of an IFR flight considers it inadvisable to Plan, a Flight Plan submitted prior to departure
complete the flight in accordance with 3.6.5.2.1 a) should be submitted to the Aeronautical Information
shall; Office at the departure aerodrome. If no such unit
a) maintain speed an level, in accordance with exists at the departure aerodrome, the Flight Plan
the Current Flight Plan, up to the clearance should be submitted to the ATS UNIT at the depar-
limit and, if that is not the expected destination ture aerodrome or, if prescribed by an Aeronautical
aerodrome, continue the flight in accordance Information Publication, to a specific unit to the
with the Filled Flight Plan taking into consider- concerning aerodrome.
ation the applicable minimum flight altitude; 4.4.2.1.3 In the event of a delay of 45 min-
b) proceed according to a) above up to the appro- utes in excess of the EOBT for which a Flight Plan
priate designated navigation aid or fix serving has been submitted, this flight plan shall be amended
the destination aerodrome and, when required or a new flight plan shall be submitted and the old
to ensure compliance with d) hold over this aid flight plan cancelled, whichever is applicable.
or fix until commencement of descent;
c) when being radar vectored or having been
directed by ATC to proceed offset (perform lat-
eral deviation) using RNAV without a speci-
fied limit, rejoin the current flight plan route no
later than the next significant point, also tak-
ing into consideration the applicable minimum
flight altitude;
d) commence the descent from the navigation aid
or fix specified in b);
– at or as close as possible to the last
estimated approach time received and
acknowledged of that time; or
– if no expected approach time has been
received and acknowledged; at or as close
as possible to the estimated time of arrival
resulting from the current flight plan or filed
flight plan in the event that the clearance
limit has not been destination aerodrome,
in accordance with a) and b) above;
e) complete the instrument approach procedure
as specified for the designated navigation aid
or fix; and
f) land, if possible, within the subsequent 30
(thirty) minutes to the estimated time of arrival,
specified in d), or the last estimated approach
time, whichever is after.
APPENDIX 1. SIGNALS
4.2.7 – Aerodrome AIS units
The letter C displayed vertically in black against
a yellow background (Figure 1.10) indicates the
location of the Aerodrome Aeronautical Information
Office.
ANNEX 11
3.2 a) 2) By an approach control unit to which the
attribution of providing such service has been dele-
gated in a certain airspace.
3.3.3 This recommendation is not implemented
yet.
PANS-ATM (DOC 4444)
4.4.2 Submission of a flight plan
4.4.2.1 Prior to Departure
q$z

24 APR 15 AIR TRAFFIC CONTROL CHILE-1 q$i
CHILE - RULES AND PROCEDURES

GENERAL ATS PROCEDURES TO USE
In general, the air traffic rules and procedures in IN OCEAN ROUTES BETWEEN
force and the organization of air traffic services are in SANTIAGO, CHILE AND LIMA, PERU
conformity with ICAO Annexes 2 and 11, and ICAO
Measures established to manage the air traffic cross-
Regional Supplementary Procedures.
ing the common boundary between Antofagasta FIR,
The Director General for Civil Aviation is the authority Chile and Lima FIR, Peru.
responsible for air traffic services in Chile.
FLIGHT LEVELS
Units of measurement used in all air and ground oper- The flight levels assigned for the transfer of responsi-
ations are as listed in the following table. bilities will be as indicated in the following table, corre-
sponding column “1” for tracks between 000° to 179°
MEASUREMENT OF UNIT
and column “2” for tracks between 180° to 359°.
Distance used in Nautical Miles
navigation, position 1 2
reporting, etc. 000° to 179° 180° to 359°
Relatively short Meters FL290 FL300
distances (Less than
4000m) FL310 FL320
Altitudes, elevations and Meters and Feet FL330 FL340
heights FL350 FL360
Horizontal speed Knots or Mach FL370 FL380
including wind speed FL390 FL400
Vertical speed Feet Per Minute FL410 FL430
Wind direction for landing Degrees Magnetic FL450 FL490*
and take-off FL530* FL570*
Wind direction except for Degrees True *Only in PASCUA FIR
landing and take-off
Visibility, Runway visual Kilometers TRANSFER OF RESPONSIBILITY AND
range COMMUNICATIONS
NOTE: Visibility less In the RVSM airspace, between flight levels 290 and
than 5km may be given 410, no transfers between ACCs will be accepted of
in meters. aircraft that are not RVSM certified, except for state
Altimeter setting Hectopascals (millibars) aircraft, maintenance flights, delivery flights or for
Temperature Degrees Celsius humanitarian reasons.
Weight Kilograms Non RVSM certified aircraft, except those mentioned
Time Hours and Minutes above, shall be transferred at flight levels below
FL290 or above FL410.
WGS-84 COMPLIANT All aircraft flying to LIMA FIR shall contact LIMA ACC
on published frequencies at least 5 minutes before
FLIGHT PROCEDURES the entry point to report ETO and flight level, mon-
HOLDING itoring Santiago Radar on 128.7 MHz to report the
ATO over the exit point of Antofagasta FIR to Santi-
Holding procedures comply with Table IV-1-3, pub-
ago ACC.
lished on AIR TRAFFIC CONTROL – International
Civil Aviation Organization Flight Procedures. STRATEGIC LATERAL OFFSET
PROCEDURE LIMITATIONS AND OPTIONS PROCEDURES (SLOP)
Instrument approach procedures are based on the The strategic lateral offset procedures (SLOP) is
United States Standards for Terminal Procedures allowed in airway UL 302 between ELASA and
(TERPS) criteria and ICAO PANS-OPS 8168 Vol II. IREMI fixes, AWY UL 780 between SULNA and
SORTA fixes and in AWY UL 401 between ANPUK
AIRPORT OPERATING MINIMUMS and ESDIN fixes.
Chile publishes Decision Altitudes (Heights) [DA (H)], For all offsets, pilots should note the following:
Minimum Descent Altitudes (Heights) [MDA (H)] and
a. only the aircraft with automatic offset program-
visibility for landing. Ceiling and visibility or visibility
ming capability can fly offset;
only are published for take-off. Ceiling and visibility
are published for alternate. b. the flight crew is responsible for the decision to
fly offset;
Jeppesen charted minimums are not below State
c. the offset will be one (1) or two (2) NM right
minimums.
off the centerline with respect to the direction of
flight;
q$z

CHILE-2 AIR TRAFFIC CONTROL 24 APR 15
CHILE - RULES AND PROCEDURES q$i
d. In the airspace in which the use of SLOP is In other cases, the priority will be determined by
authorized, pilots shall inform the ACC that they ATCO of the Easter Island approach control unit.
are flying offset.
Permit Request for Non-Scheduled Flights
Pilots may contact, if necessary, other aircraft to coor-
Any national or international non-scheduled air oper-
dinate lateral displacement on air-to-air frequency
ator projecting to conduct one or more overflights in
123.45 MHz.
the Flight Information Region (FIR) of Easter Island
SPECIAL REQUIREMENTS AND Isla De Pascua (Easter I)/Mataveri Intl or for the pur-
poses of technical stop at Mataveri Airport, should
REGULATIONS submit the operation permit application to the Direc-
QFE altimeter settings are not available. cion General de Aeronautica Civil (Directorate Gen-
VFR is not authorized above FL195, (above FL245 in eral of Civil Aviation), with a minimum advance:
the Isla De Pascua (Easter I) FIR). a. Forty eight (48) hours:
OPERATIONAL REQUIREMENTS – ISLA – via AFTN to: SCELZPZX; SCIPZRZX;
SCELZPZX; SCIPZPZX
DE PASCUA (EASTER I)/MATAVERI INTL
– via e-mail to operaciones_amb@dgac.gob.cl
Flights Plan
– via Fax (56)-22-6019366
The pilot in command operating from and to Isla De
b. Seventy two (72) hours to:
Pascua (Easter I)/Mataveri Intl or is going to conduct
an overflight using Isla De Pascua (Easter I)/Mataveri – By post: Castilla 61, Correo Aeropuerto
Intl as enroute alternate, should indicate in its flight Arturo Merino Benitez, Pudahuel – Santiago
plan, a point over which if it is not possible to continue – Chile.
the flight to the projected destination, must return to
the departure airport.
RNAV/RNP10 IMPLEMENTATION IN
UPPER AIRSPACE OF EASTERN
Should be submitted with the following minimum
advance:
ISLAND FIR AND OCEANIC
a. Four (4) hours for a schedules flight subject to
ACC DELEGATED AIRSPACE OF
itinerary originated in national territory. ANTOFAGASTA, SANTIAGO, PUERTO
b. Twelve (12) hours for other flights originated in MONTT AND PUNTA ARENAS FIR
national territory. To harmonize the use of the ocean airspace with adja-
c. Twelve (12) hours for an scheduled international cent FIRs and allow users to use optimal levels in
flight. its most convenient routes (UPR) in Chilean jurisdic-
tional airspace, the General Directorate of Civil Avi-
d. Thirty six (36) hours for a non-scheduled inter-
ation of Chile (DGAC), has implemented the RNAV/
national flight.
RNP10 in upper airspace Easter Island FIR and in
When an air operator requires modification of its the airspace delegated to the Oceanic ACC inside the
EOBT (Estimated Off Blocks Time), shall inform to Antofagasta, Santiago, Puerto Montt and Punta Are-
one of the following telephones: nas FIR, allowing reducing lateral separation to 50
– (56)-32-2100245 NM between trajectories of aircraft flying at the same
– (56)-32-2100247 flight level.
– (56)-32-2100237 OPERATIONS WITHIN RNAV/RNP10
The time at which should be able to operate a flight to AIRSPACE
and from Mataveri Airport, Easter Island Isla De Pas- Only aircraft approved RNAV/RNP10 or better will be
cua (Easter I)/Mataveri Intl, including those flights that authorized to operate within RNAV/RNP10 airspace,
use such airport as enroute alternate airport, shall be allowing the following exceptions:
informed by Isla De Pascua (Easter I)/Mataveri Intl
a. State aircraft;
ATCO.
b. aircraft being used for humanitarian purposes;
Local Flights at Mataveri Airport
c. aircraft which is being delivered for the first time
A local flight can be made at Mataveri Airport: to the registration State or to the Manager; and
a. Before the aircraft bound to Mataveri Airport d. Aircraft that has previously received RNAV/
without destination alternate airport, has RNP10 approval, but has suffered an equip-
crossed its specified point in the flight plan ment failure and is flying into a maintenance or
or after it has landed. repair installation.
b. Before or after the period that an overflight have RNAV/RNP10 non-approved civil aircraft, that per-
designated Mataveri Airport as it enroute alter- form domestic or international flights into or toward
nate airport. RNAV/RNP10 airspace, may be authorized to oper-
Priority for Aircraft Arriving and Departing ate, prior coordination to Oceanic ACC, as referred to
below.
It will be in accordance with the provisions of DAP 11
00 “Air Traffic Services Procedures”. (not published
herein)
q$z

24 APR 15 AIR TRAFFIC CONTROL CHILE-3
CHILE - RULES AND PROCEDURES q$i
RNAV/RNP10 non-approved civil aircraft, making

international flights towards the oceanic FIR of Tahiti
or New Zealand, must be the necessary coordina-
tion, directly with Tahiti or Auckland ACCs, before
coordinating with the Chilean Oceanic ACC.
RNAV/RNP10 APPROVAL
The Operator State will issue RNAV/RNP10 approval.
National operators will contact with Operational
Safety Department (DSO) of DGAC to request
RNAV/RNP10 approval. Other operators should refer
to the authority of their State of registration or the
appropriate Operator State.
RNAV/RNP10 PROCEDURES
INFORMATION
ATS procedures required to RNAV/RNP10 implemen-
tation will be those described below:
ATS PROCEDURES
a. Aircraft flying on designated RNAV/RNP10
oceanic airspace should be approved
RNAV/RNP10 or better.
b. To indicate the RNAV/RNP10 approval, letter “R”
shall be inserted in item 10 of ICAO FPL. Item
15, will include the Mach number and in the item
18, PBN information.
c. 50 NM of lateral separation will be applied
between approved RNAV/RNP10 aircraft.
d. The applicable lateral separation between
an RNAV/RNP10 approved aircraft, with
other unapproved RNAV/RNP10 aircraft, or
non-approved RNAV/RNP10 aircraft will be 100
NM.
e. Minimum of 15 minutes longitudinal separation
will be used, which may be reduced to 10 min-
utes or 50 NM RNAV between aircraft at the
same level, which follow the same route, using
the MACH number technique (MNT).
f. Non-approved RNAV/RNP10 aircraft, be
allowed to operate in the declared RNAV/RNP10
airspace with prior coordination. This coordi-
nation will be made by phone with Oceanic
ACC, with an advance of at least 12 hours for
international flights and at least 4 hours before
EOBT, for domestic flights.
g. Non-RNAV/RNP10 aircraft, authorized to oper-
ate in the RNAV/RNP10 airspace, shall annotate
ICAO flight plan Item 18 as follows: “RMK/NON-
RNP10” (no space between letters and num-
bers).
h. Coordination between ACCs shall be through
the ATS means of coordination currently estab-
lished, incorporating these procedures to the let-
ter of agreement.
i. Operational preference to assign user preferred
routes (UPR) and Flight Levels will be given
to approval RNAV/RNP10 aircraft, unless give
preference to Non-RNAV/RNP10 aircraft means
an operational advantage.
q$z

22 MAY 15 AIR TRAFFIC CONTROL COLOMBIA-1 q$i
COLOMBIA - RULES AND PROCEDURES

GENERAL WGS-84 COMPLIANT
In general, the air traffic rules and procedures in force
and the organization of air traffic services are in con-
FLIGHT PROCEDURES
formity with ICAO Standards, Recommended Prac- HOLDING
tices and Procedures. Holding procedures comply with Table IV-1-1, pub-
Units of measurement used in all air and ground oper- lished on AIR TRAFFIC CONTROL – International
ations are as listed in the following table. Civil Aviation Organization Flight Procedures.
Measurement of Unit PROCEDURE LIMITATIONS AND OPTIONS

Distances used in Nautical Miles and Instrument approach procedures are based on those
navigation position Tenths contained in the new PANS-OPS, Document 8168,
reporting, etc., generally in Volume II.
excess of 2 or 3 NM AIRPORT OPERATING MINIMUMS
Relatively short distances Meters Colombia does not publish complete airport operat-
such as those relating ing minimums for all procedures. Decision Altitude
to airport (e.g., runway (Height) [DA(H)] is published for precision and
lengths) non-precision approaches as they are revised. On
Altitudes, elevations and Meters and Feet non-precision procedures which have not been
heights revised Colombia publishes MDA.
Horizontal speed including Knots Jeppesen charted minimums are not below State
wind speed minimums.
Wind direction for landing Degrees Magnetic
and take-off REGULATIONS
Visibility, including runway Kilometers or Meters VFR flight is not authorized above 18,000 feet.
visibility
Altimeter setting Inches of Mercury STANDARDS AND PROCEDURES
(Hectopascals on
Request) ICAO REFERENCE
Temperature Degrees Celsius ANNEX 2
Mass Metric Tons or 4.4 Minimum Visual Flight Conditions are as
Kilograms shown in the Table below.
Time Hours and Minutes Appendix 1, 4.1
SIGNALS FOR AERODROME TRAFFIC: Alternating
green and red light signal means for aircraft in flight
and on the ground — “EXERCISE EXTREME CAU-
TION” — added.
MINIMUM FLIGHT CONDITIONS *

Air Space Class A*** B C D E F G
Above 3000 ft (900m) Above 3000 ft (900m)
MSL or above 1000 ft MSL or above 1000 ft
(300m) AGL, the highest (300m) AGL, the highest
value value
Clear of clouds and
Distance from Clouds 1500m horizontal and 1000 ft (300m) vertical
surface is visual
10,000 ft (8Km to 3,050m) MSL or above 5Km and
Visibility 5Km**
below 10,000 ft (3,050m) MSL
*When the transition altitude is below 10,000 ft (3,050m) MSL, FL-100 should be used instead of 10,000 ft.
**When ATC authority prescribes:
a. Flight with inferior visibilities, up to 1,500m, these flights should:
1. Under predominant visibility conditions and under speeds that give the pilot the opportunity to
observe traffic, or any obstacle, with enough time to avoid a collision; or
2. In circumstances where traffic is minimum, for example, in low traffic areas and in low altitude areas
where some type is needed to be performed.
b. Helicopters can be authorized to fly under 1500m of visibility if they maneuver at the correct speed to
observe traffic, or find any obstacle, with enough time to avoid a collision.
***The VMC minimums in Class “A” airspace are included as guidance to pilots and do not assume that VFR
flights are accepted in Class “A” airspace.
q$z

7 APR 17 AIR TRAFFIC CONTROL E CARIBBEAN STATES-1 q$i
E CARIBBEAN STATES - RULES AND PROCEDURES

GENERAL Measurement of Unit
In general, the air traffic rules and procedures in force Vertical speed Feet per minute
and the organization of the air traffic services are Wind direction for landing
Degrees Magnetic
in conformity with ICAO Standards, Recommended and taking off
Practices and Procedures. Wind direction except for
Degrees True
Information on these Rules and Procedure pages are landing and taking off
applicable to the following Eastern Caribbean States/ Visibility including
Kilometers or Meters
Airports in the Caribbean ICAO region: runway visual range
ANGUILLA Anguilla I, Anguilla (Wallblake
Apt) Temperature Degrees Celsius
(San Juan FIR)
Metric Tons or
ANTIGUA St Johns, Antigua (V C Bird Intl) Weight
Kilograms*
(Piarco FIR)
Hours and minutes
BRITISH VIRGIN IS Roadtown, British Virgin Is
(Lettsome Intl) Time beginning at midnight
(San Juan FIR)
UTC.
DOMINICA Roseau, Dominica (Canefield
Intl) * Except for Trinidad and Tobago, other States and
(Piarco FIR)
Territories use in addition, the units pounds (lbs).
GRENADA St George’s, Grenada (Point
(Piarco FIR) Salines Intl) WGS-84 COMPLIANT
MONTSERRAT Gerald’s (Gerald’s Airport)
(Piarco FIR)
FLIGHT PROCEDURES
NEVIS I Charlestown, Nevis I (Vance PROCEDURE LIMITATIONS AND OPTIONS
(Piarco FIR) Winkworth Amory) The holding, approach and departure procedures in
ST KITTS St Kitts I, St Kitts (Bradshaw Intl) use are based on those contained in the latest edition
(Piarco FIR) of ICAO Doc 8168 – Procedures for Air Navigation
ST LUCIA Castries, St Lucia (George F.
Services – Aircraft Operations (PANS-OPS).
(Piarco FIR) Charles) Holding speeds comply with ATC Chapter ICAO Flight
Vieux Fort, St Lucia (Hewanorra Procedures (DOC 8168) Part IV Holding Procedures,
Intl) Table “Holding Speeds ICAO DOC 8168 Volume I”.
ST VINCENT St Vincent I, St Vincent (Argyle
(Piarco FIR) Intl) AIRPORT OPERATING MINIMUMS
TRINIDAD and TOBAGO Port of Spain, Trinidad (Piarco
Eastern Caribbean States publish Decision Alti-
Intl) tude (Height) [[DA(H)]], Minimum Descent Altitudes
(Piarco FIR)
Scarborough, Tobago (Crown (Heights) [[MDA(H)]] and visibility for landing. Visibil-
Point Apt) ities are published for takeoff.
Eastern Caribbean States may generally be consid- minimums.
ered as that line of islands in the West Indies run-
ning eastward from Puerto Rico, and then southward ATS AIRSPACE CLASSIFICATION
to the South American continent. The following are Standard ICAO ATS airspaces classifications have
excluded from this group: been selected within the Eastern Caribbean States.
– Virgin Is (United States Caribbean Territory) Specific areas and altitudes are identified on
– St Maarten (Neth Antilles) Jeppesen Enroute Charts.
– Guadeloupe and Martinique (French Antilles) SPECIAL REQUIREMENTS AND
– Barbados REGULATIONS
Units of measurement used in all air and ground oper- Flight plans for flights or portions thereof along
ations are as listed in the following table. oceanic routes not defined by specific reporting
points shall be made in accordance with the follow-
Measurement of Unit
ing:
Distance used in
a. For flights whose flight path is generally oriented
navigation position Nautical Miles and
in an east-west direction, the planned track shall
reporting, etc., generally Tenths
normally be defined by significant points formed
in excess of 2 NM
by the intersection of half or whole degrees of
Relatively short latitude with meridians spaced at intervals of 10
distances such as those degrees.
Meters
relating to airport (e.g.,
b. For flights whose flight path is generally oriented
runway lengths)
in a north-south direction, the planned track shall
Altitudes, elevations and normally be defined by significant points formed
Meters (Feet)
heights by the intersection of whole degrees of longi-
Horizontal speed tude with specific parallels of latitude spaced at
Knots
including wind speed 5 degrees intervals.
q$z

E CARIBBEAN STATES-2 AIR TRAFFIC CONTROL 7 APR 17
E CARIBBEAN STATES - RULES AND PROCEDURES q$i
Aircraft exiting the Piarco CTA/FIR (TTZP) to enter NOTE:

the New York OCA (KZNY) shall: a. Using IATA flight ID, inserting additional leading
a. Request Oceanic Clearance at least 30 minutes zeros or spaces will result in a failed LOG-ON.
before reaching the TTZP/KZNY boundary; b. Incorrectly filed flight plans or late change of air-
b. Request Oceanic Clearance before departure craft frame may result in a failed LOG-ON unless
from airports within the V C Bird or Pointe-A- the flight plan is updated.
Pitre TMAs; c. Operators shall desist from including hyphens in
c. Indicate on the flight plans coordinates at the the aircraft registration when filing.
TTZP/KZNY boundary preceded by TAS given Aircraft must be set to Log On to the correct Data
as a Mach number. Authority.
Position reports made by aircraft operating within an
oceanic control area at a distance of 60 NM or less ESTABLISHING CPDLC CONNECTION
from the common boundary with an adjacent oceanic Although an aircraft (FANS equipped) may be
control area, including aircraft operating on tracks logged-on to a Data Authority, no CPDLC service will
through successive points on such boundary, shall be available until an active CPDLC connection has
also be made to the area control center serving the been established.
adjacent control area. The previous Data Authority is required to send a
FANS-1/A OPERATIONS IN THE CPDLC END SERVICE REQUEST message to the
aircraft.
PIARCO FIR
A CPDLC CONNECTION REQUEST must then be
FANS-1/A AIRSPACE sent by the receiving ground system and acknowl-
The entire FIR of Piarco will be designated as edged by the airborne system.
FANS-1/A airspace with the following limitations.
On entry at Piarco’s FIR a CPDLC position report
– Full FANS-1/A (CPDLC and ADS-C) service will should be made to verify that Piarco is the CURRENT
be available East of 057° W longitude from FL060 DATA AUTHORITY.
and above.
If the downlink message fails then the pilot should
– Flights operating West 057° W longitude will logon
attempt a manual logon by SELECTING ATC COMM
to Piarco only when instructed to do so.
OFF THEN LOGON TO TTZP.
– Flights operating West of 057° W longitude shall
expect only a CPDLC service. POSITION REPORTING
ADS-C shall be the primary means of position report-
FANS-1/A SERVICE
ing in airspace East of 057° W longitude. Flights
A ‘Log-On’ address refers to the designator for a that are not ADS-C capable shall make reports via
given Data Authority For Piarco the FANS-1/A Log CPDLC or voice on the HF assigned.
On address is TTZP.
TRANSFER OF CPDLC BETWEEN PIARCO
AIRCRAFT LOG-ON DATA AUTHORITY AND ADJACENT
FANS-1/A Log On should be established at least 15 DATA AUTHORITIES
minutes prior to the entry time for the Piarco FIR
When possible, Piarco ground system will attempt
boundary. For flights departing airports in the Piarco’s
to automatically nominate the appropriate Next Data
FIR, Log On may be conducted by aircraft on the
Authority (NDA) to continue the CPDLC service.
ground.
Crews should be aware that this may not always suc-
REQUIRED AIRCRAFT LOG-ON ceed and a manual log-on to the Next Data Authority
PARAMETERS may be required.
A FANS-1/A service is only established when all the CPDLC ERRORS
required Log On parameters match those contained If a flight crew receives an ‘ERROR’ response to a
in the ICAO flight plan. downlink message it should not be re-sent as this may
REQUIREMENTS FOR A FANS-1/A LOG-ON generate another ‘ERROR’, and a possible time-out.
– Aircraft-ID as stated in item 7 of the ICAO flight IMPORTANT NOTES
plan, and the aircraft registration. If a flight crew has any doubt regarding the content,
– Departure and destination airfields (not IATA validity or execution of a CPDLC message they must
codes). revert to voice communication immediately to clarify
– Route as stated in the ICAO flight plan. the meaning or intent of the message. When query-
These are used to match the particular flight with the ing a CPDLC UPLINK MESSAGE VIA VOICE, flight
flight plan stored in the ground system. crews should reply with ‘UNABLE’, to the uplink mes-
sage to close the dialogue.
FLIGHT PLANNING
Within Piarco’s continental airspace (airspace west of
In order to use FANS-1/A services, aircraft operators 57W) CPDLC is a supplementary means of commu-
shall file equipage J1 – J7 (as appropriate) in field nication. Voice over R/T remains the primary means
10a of their flight plan to indicate CPDLC equipage of communication.
and D1 in field 10b to indicate ADSC capability.
q$z

Eff 7 Jul
1 JUL 16 AIR TRAFFIC CONTROL E CARIBBEAN STATES-3
E CARIBBEAN STATES - RULES AND PROCEDURES q$i
In Piarco’s oceanic airspace CPDLC shall be the pri-

mary means of communication and voice via HF shall
be the alternate.
If a CPDLC instruction is superseded by a voice
instruction, in order to avoid a time-out the flight
crew are requested to respond ‘UNABLE’ to close
the original CPDLC dialogue and follow the voice
instruction.
Controllers may be required to respond to a downlink
request with ‘UNABLE’ to close the dialogue.
Flight crews of FANS equipped aircraft are requested
to respond promptly to uplinked CPDLC messages
due to known network latency issues.
If a flight crew determines they will need a significant
amount of time to respond to a message, they should
send a STANDBY response.
Due to the potential for FANS message duplication,
flight crews are requested to report any suspected
instances of duplicated CPDLC messages by filing a
safety occurrence report.
Operators should email fault reports or concerns to
the Centralized Reporting Unit (CRU) at Piarco. This
report should be sent as soon as the possible after
the event to:
cru@caa.gov.tt
Flight Crews should respond as soon as possible to
uplink messages to prevent a message time-out and
to ensure no open dialogue exists.
Any queries relating to CPDLC operations should be
sent to: piarcoacc@caa.gov.tt or cru@caa.gov.tt

None published.
q$z

22 MAY 15 AIR TRAFFIC CONTROL ECUADOR-1 q$i
ECUADOR - RULES AND PROCEDURES

GENERAL conditions of ceiling and/or visibility at the airport or
In general, the air traffic rules and procedures in force the airfield encounters values lower than those pub-
and the organization of air traffic services are in con- lished for all procedures.
formity with ICAO Standards, Recommended Prac- The responsible ATC will authorize an aircraft to carry
tices and Procedures. out an instrument approach procedure for arrival or
The Director General for Civil Aviation through the departure if the conditions of ceiling and visibility of
Department for Air Traffic Control is the authority for the airport are at or above the minimum values pub-
air traffic services within Ecuador and the Galapagos lished in the requested procedure.
Is. The visibility and ceiling required for landing or
Units of measurement used in air and ground opera- take-off must be observed in the direction of the
tions are as listed in the following table. IFR approach or departure, according the values
published in the procedures.
Measurement of Unit The aircraft that arrives and which carries out the
Distance used in Nautical Miles and tenths instrument approach procedure will notify control
navigation position when a procedure turn is initiated. The ATC con-
reporting, etc. troller will request the pilot-in-command to notify
Relatively short Meters [the controller] when reaching the minimum descent
distances such as those altitude (MDA) or the decision altitude (DA) with
relating to airport the runway in sight or when initiating the missed
Altitudes, elevations and Feet approach, utilizing the following phraseology: “The
heights MDA or DA…..has been reached with runway in sight
or initiating missed approach”.
Horizontal speed, Knots
including wind speed Under no circumstances will the published MDA or
Vertical speed Feet Per Minute DA for the procedure, will be reduced to the minimum
margin of obstacle clearance.
Wind direction for Degrees Magnetic
take-off and landing If at the decision altitude, visual contact with the run-
Degrees True way is established, the pilot-in-command will notify
Wind direction except for
Control “...runway in sight…”. The ATC controller
take-off and landing
receiving the message, will authorize the landing of
Visibility including Kilometers or Meters the aircraft with the phrase “…with runway in sight.”
runway visual range
If at the decision altitude, visual contact with the
runway is not established, the pilot-in-command will
Temperature Degrees Celsius notify Control “...visual contact negative, initiating
Weight Metric tons or kilograms missed approach...”. The ATC controller will expedite
Time Hours and Minutes. The the pertinent clearances.
day of 24 hrs beginning Once the instrument approach is authorized and the
at midnight UTC. pilot has stated that the procedure was initiated, if a
change in the conditions occurs for ceiling and/or vis-
WGS-84 COMPLIANT ibility at the airport putting the values below the pub-
lished minimums, the aircraft will complete the proce-
FLIGHT PROCEDURES dure to the minimum descent altitude (MDA) or the
HOLDING decision altitude (DA) without passing below it.
Holding procedures comply with Table IV-1-1, pub- If upon reaching the MDA or DA, visual contact with
lished on AIR TRAFFIC CONTROL – International the runway can be established, proceed according
Civil Aviation Organization Flight Procedures. that stated in the paragraph above.
PROCEDURE LIMITATIONS AND OPTIONS If upon reaching the MDA or DA, visual contact with
Instrument approach procedures are established on the runway cannot be established, proceed according
those contained in the PANS-OPS, Document 8168, to that stated in the paragraph above.
Volume II, Third Edition. Departure will not be authorized when meteorological
AIRPORT OPERATING MINIMUMS conditions are below published take-off minimums.
Ecuador publishes Decision Altitudes (DA), Minimum SPECIAL REQUIREMENTS AND
Descent Altitudes (MDA) and visibility for landing. REGULATIONS
Ceiling and visibility are published for take-off.
TIME OF PRESENTATION
minimums. Flight plans may not be submitted more than 120
hours in advance of the expected off-block time of a
Approach Ban flight but must be submitted at least 30 minutes prior
Unless in cases of emergency, the responsible ATC to departure, taking into account the requirements of
WILL NOT AUTHORIZE any aircraft to initiate an timely information to ATS units in airspace along the
approach procedure or instrument departure, if the route to be flown, including prompt filing requirements
for the organization of the flow of air traffic (ATFM).
q$z

ECUADOR-2 AIR TRAFFIC CONTROL 22 MAY 15
ECUADOR - RULES AND PROCEDURES q$i
QFE altimeter settings are not available. AFFECTED AIRWAYS
CONTINGENCY PLAN W23G W6 W9G

W5 W21G W20G
CONDORCOCHA (QIT) VOR/DME
W1 G439 W25G
NAVAID OUT OF SERVICE
W9 G426 G675
Objective
Establish alternative ATS routes for entry/departure UW5 UW6
of aircraft to the Terminal Area of Quito and overflying
UA550/UG438 UG439
aircraft using the airways sustained in Condorcocha
VOR/DME (QIT) FREQ 115.3 MHZ CH100X, when UW9 UW21G
the latter is out of service. UW1 UW23G
General
UM674 UM776
Air Traffic Management in anticipation of this event
has developed this “Contingency Plan - Condorcocha
(QIT) VOR/DME navaid out of service” to mitigate the
OVERFLIGHTS
operational impact that will be generated in the period Area Control Center will allow direct flights between
during which this navaid remains out of service. points to aircraft flying over Ecuadorian airspace pro-
vided that their flight plan includes Condorcocha VOR
The Plan will also be executed by Air Traffic Units (QIT).
involved, when technical and operational reasons
warrant its activation to maintain safety margins in Area Control Center will authorize over flights as far
the area of their responsibility. as possible, by reference to the following routes avail-
able:
Scope
Guayaquil Area Control Center, Quito Approach Con-
trol, Quito Aerodrome Control, Latacunga Aerodrome
Control, Air Navigation Service, Air Traffic Manage-
ment, International NOTAM Office and Bureau of
Safety Management System.
PLANNED ROUTE CLEARED TO FLY BY FOLLOWING POINTS

UG439/UM776 ESV – ENVIG – TERAS y VICEVERSA
UM674 ENSOL – EVLIM y VICEVERSA
UM674/UM776 ENSOL – ENVIG – TERAS y VICEVERSA
UM674/UM776 ENSOL – TERAS y VICEVERSA
UA550/UM674 BOKAN – KETON – EVLIM y VICEVERSA
UA550/UM674 BOKAN – EVLIM y VICEVERSA
UA550/UL780 BOKAN – BIVAN – GVY – VAKUD – y VICEVERSA
UA550/UL780 BOKAN – VAKUD y VICEVERSA
Aircraft flying in airway UA550 to SEGU as destina- DIFFERENCES FROM ICAO

tion, from BOKAN position will be authorized to fly STANDARDS AND PROCEDURES
to EDMIR or MIDEX position to intercept the airway
None published.
UW1 and proceed to GYV VOR/DME.
Aircraft flying in airway UA550 from SEGU will be
routed from BIVAN position to BOKAN position.
CONTINGENCY PLAN RELEASE
The emergency measures deemed necessary for the
care of ATS contingency situations, will be published
by NOTAM.
This ATS Contingency Plan is not intended to estab-
lish procedures that cover all possible situations that
would occur in the absence of this radio navigation
aid and/or procedures that are based on it, because
these can be numerous, so the personnel that pro-
vides air traffic control service in Ecuador where
possible will apply the provisions of this Contingency
Plan, to manage traffic safely, orderly and efficiency.
q$z

28 AUG 15 AIR TRAFFIC CONTROL FRENCH GUIANA-1 q$i
FRENCH GUIANA - RULES AND PROCEDURES

In general, air procedures and regulations comply Visibility Kilometers or Meters
with ICAO Standards, Recommended Practices and Altimeter setting Hectopascals
Procedures. Temperature Degrees Celsius
Units of measurement used in aeronautical publica- Weight Metric Tons or Kilograms
tions and NOTAM are as listed in the following table. Time Hours and Minutes UTC
unless local is stated.
Measurement of Unit 1 Except for altitudes and heights shown on IAC,
Distances Nautical Miles and VAC and TMA charts, which are given in feet.
Tenths
Altitudes, elevations, Meters1 WGS-84 COMPLIANT
heights, dimensions on
aerodromes and short ATS AIRSPACE CLASSIFICATION
distances French Guiana airspace consists of the following
Horizontal speed Knots standard ICAO airspaces classification:
Vertical speed Meters Per Second Class “A” — All airspace in the Rochambeau UTA
(FL245 and above);
Wind speed Knots
Class “E” — The Cayenne TMA and CTR;
and take-off Class “G” — Airspace in the Rochambeau FIR (Gnd
FL245).
landing and take-off FLIGHT PROCEDURES
Cloud altitudes and Meters
heights
AIRCRAFT CATEGORY AND ASSOCIATED INDICATED SPEED

Speeds are express in knots
Aircraft Vat1 Initial approach speed Final approach MAX speed MAX speed for missed
Category speed for visual approach
maneuvering
MIN. MAX. MIN. MAX. MVI or MVL Initial and Final
Intermediate
A 91 90 150 70 110 110 110 110
B 91/120 120 180 (1702) 85 130 135 130 150
C 121/140 160 240 (2202) 115 160 180 160 240
D 141/165 185 250 (220 )
2 130 185 205 185 265
E 166/210 185 250 (2202) 155 230 240 230 275
1 Vat: (Speed at Threshold: 1.3 times stalling speed in landing configuration at maximum weight certificated
for landing.
2 Maximum speed for reversal or racetrack procedure.
HOLDING When an aircraft has been allotted landing number

Holding procedures are based on those contained in one and when it is known that it is making use of the
ICAO PANS-OPS, Document 8168, Volume II. QFE to end its approach, the position of this aircraft
in the vertical plane is expressed as a function of its
Particularities of Entries into a VOR height in relation to the QFE reference level during
DME Holding Pattern that part of the flight during which the QFE may be
Apart from cases of radar vectoring, arrivals into a used, essentially during final approach. This height is
VOR DME holding pattern are protected only: expressed in relation to the altitude of the aerodrome.
– when following the inbound track of the holding. However, in the case of an IFR approach, height is
expressed in relation to the elevation of the runway
– when following a published track.
threshold:
In the case of an arrival along the VOR radial on
– for all precision approaches;
which the inbound track of the holding is based, but in
reverse course of the inbound track, the only proce- – for all non precision approaches when the thresh-
dure with a 30° diverging angle (type 2) is protected old is more than 5m (16’) below the aerodrome
(whereas in PANS-OPS, there is a choice between elevation.
two possibilities: type 1 and type 2). Selection of the altimeter settings used during the
missed approach procedure depends on whether the
PROCEDURE LIMITATIONS AND OPTIONS procedure can or cannot be carried out below the
Instrument approach procedures are based on those transition altitude.
contained in PANS-OPS, Document 8168, Volume II.
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FRENCH GUIANA-2 AIR TRAFFIC CONTROL 28 AUG 15
FRENCH GUIANA - RULES AND PROCEDURES q$i
Visual Maneuvering Without Prescribed corresponding to the MDA, provided that the descent
Track (Circling — MVL) slope is strictly monitored and that the go-around
The dimensions of the area associated with an MVL maneuver complies with the normal use of the aero-
must be noted as they vary with the aircraft category. plane.
The area is calculated by plotting an arc with a radius NOTE: The fulfillment of these criteria can be derived
described below from the threshold of every usable from the State Source and will be considered on
runway. These are: Jeppesen charts accordingly.
Cat A — 2.2 NM JEPPESEN Charts
Cat B — 3.1 NM Based on the information above, Jeppesen Non-Pre-
cision approach charts will show the following if CDFA
Cat C — 4.5 NM criteria fulfilled:
Cat D — 5.5 NM a. DA/MDA(H) label
When an acceleration segment is provided for in the This label indicates that the associated minima
final phase of the missed approach segment, the fol- (RVR/CMV) are to be used in conjunction with
lowing criteria apply: the CDFA flight technique and, in case a Missed
Approach must be initiated, an immediate climb
a. minimum length — 6 NM;
out without level-off shall be performed. The
b. minimum obstacle clearance (in the primary lateral part of the missed approach procedure
area) — 90m (300’). must be flown via the MAP, unless otherwise
AIRPORT OPERATING MINIMUMS stated on the approach chart.
b. The published DA/MDA(H) values will not
General include an add-on to account for a height loss
French Guiana State minima are in accordance with below the MDA(H).
EU-OPS, Appendix 1 (new) to Ops 1.430. c. CDFA label
Jeppesen published minima on approach charts with Additional indication that the associated minima
label Standard are not below State minima. can only be used when the CDFA technique is
Using MDA(H) as a DA(H) – CDFA applied.
Flight Technique d. If one or more of the three criteria previously
The operational minima published on French mentioned are not fulfilled, an additional note
Guiana non-precision approach charts have been will be published on the chart, referencing the
determined based on the assumption that these recommendation to apply the add-on margins
approaches are flown using the CDFA flight tech- to the published DA/MDA(H) value, to use the
nique unless otherwise stated by the Authority for a MDA(H) as a DA(H).
particular approach to a particular runway. The note will read:
The CDFA flight technique implies a continuous “For add-on to the MDA(H), see ATC pages
descent on final approach, without level-off at or FRENCH GUIANA”
above the MDA(H). Should the CDFA technique not be possible for a
particular approach, the descent limit will be labeled
To avoid descending below the MDA(H) in case of MDA(H) and the Minima Box will show the label
a Missed Approach, France State Authority recom- non-CDFA, to indicate that the charted minima
mends to add following mean vertical margins to the have been increased following EU-OPS regulation
published MDA(H) to use it as a DA(H): (by 200m for Cat A/B aeroplanes and by 400m for
Cat C/D aeroplanes, providing that the resulting
Aircraft Category Margin/Add-On
RVR/CMV value does not exceed 5000m).
A 20 ft
B 30 ft INSTRUMENT DEPARTURE PROCEDURES
C 40 ft Turning Departures
D 60 ft For Category A and B aircraft, the lowest height at
which a turn may be initiated is 90m (295’) above the
These margins, however, are not considered neces- departure end of the runway (DER). There are two
sary by France State Authority, if it is ensured that all types of turning departures to consider:
three criteria below are fulfilled: Turn After Initial Climb — A turn made at a height of
– The visual segment surface (VSS) is not pene- less than 300m (1000’) or at a distance of less than
trated by an obstacle 3.2 NM from the DER.
– Protection of the initial Missed Approach complies Turn After Initial Climb — A turn made at a height
with ICAO recommended rules or distance greater than that for an “initial turn.”
– The MAP is located at or after the runway thresh- Departure procedure maximum indicated airspeed
old (KIAS) for initial turn and turn after initial climb pro-
Under these conditions, it is assumed that the cedures are indicated in the following table for each
obstacles will be cleared with sufficient margin if category of aircraft.
the go-around procedure is initiated at an altitude
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28 AUG 15 AIR TRAFFIC CONTROL FRENCH GUIANA-3
FRENCH GUIANA - RULES AND PROCEDURES q$i
Aircraft Turn After Initial

Initial Turn
Category Climb
A 120 120
B 145 165
C 175 265
D 205 290

REGULATIONS
PROVISIONS REGARDING
RADIO COMMUNICATIONS AT
NON-CONTROLLED AERODROMES
When an aerodrome is provided with a control tower
or an AFIS center and these are out of service, pilots
shall use the frequency assigned to the tower or AFIS
center.
When neither of these services are available, pilots
shall use the self information frequency assigned
to the aerodrome, failing this, they shall operate on
123.5 MHz.
Pilots-in-command of aircraft equipped with radio
communication equipment shall make position
reports, state their intentions and inform the AFIS
center of any subsequent modifications or, if not
available do the same via a self information proce-
dure as follows:
On Arrival
– before joining the aerodrome traffic;
– on the downwind leg;
– on the base leg;
– when the runway is clear;
– on the apron.
On Departure
– on the apron before starting to move;
– at stop point(s) before entering the runway;
– when lined up before take-off;
– when leaving the aerodrome traffic.

ICAO REFERENCE
DEFINITIONS
ANNEX 2
4. 6 b) Anywhere except in locations specified in a),
at a height less than 150m (500’) above ground level
or sea level and at a distance less than 150m (500’)
from any people, vehicle or surface ship or artificial
obstacle. Aircraft not power driven performing ridge
soaring flights are not required to comply with this
regulation provided that there is no risk for persons
or surface property.
5.3.1 The first usable level shall keep a margin of at
least 150m (500’) above the higher of the two levels:
– 900m (3000’) AMSL,
– 300m (1000’) ASFC.
q$z

22 MAY 15 AIR TRAFFIC CONTROL GUYANA-1 q$i
GUYANA - RULES AND PROCEDURES

In general, the air traffic rules and procedures and the Guyana airspace is designated in accordance with
organization of air traffic services are in conformity the following ICAO airspaces classification:
with ICAO Standards, Recommended Practices and Class “A” — Georgetown UTA FL245-Unl; Upper
Procedures. ATS routes FL245-Unl;
Units of measurement used in all air and ground oper- Class “C” — Georgetown CTA 3000"-FL245;
ations are as listed in the following table. Timehri TMA 3000"-FL95 including the Timehri
CTR; ATS routes 3000"-FL245
Measurement of Unit Class “G” — All other areas excluding above
Distance used in 1 Nautical miles and
navigation, position tenths SPECIAL REQUIREMENTS AND

reporting, etc., generally REGULATIONS
in excess of 2 NM A flight plan shall be submitted prior to operating any
Relatively short Meters flight or portion thereof within the Georgetown FIR.
distances such as those
relating to airports (e.g., DIFFERENCES FROM ICAO
runway lengths) STANDARDS AND PROCEDURES
Altitudes, elevations and Feet None published.
heights
Horizontal speed Knots
Vertical speed Feet per minute
and taking off
landing and taking off
2 Visibility Kilometers or Meters
Mass (weight) Kilograms or Metric Tons
Time Hours and minutes,
beginning at midnight
UTC
1 International nautical miles, for which conversion
into meters is given by 1 international nautical mile

= 1852m.
2 Visibility of less than 5 KM may be given in meters.
WGS-84 COMPLIANT
FLIGHT PROCEDURES
HOLDING
Holding procedures comply with AIR TRAFFIC
CONTROL – International Civil Aviation Organiza-
tion Flight Procedures.
Instrument approach procedures are based on the
current PANS-OPS, Document 8168, Parts III and IV
of Vol. 1.
Guyana publishes State airport operating minimums,
Obstacle Clearance Altitudes/Heights (OCA/H), ceil-
ing/visibility for landing and Obstacle Clearance Lim-
its (OCL) for procedures based on the current version
of PANS-OPS.
minimums.
q$z

Eff 1 Jan
27 DEC 19 AIR TRAFFIC CONTROL NETH ANTILLES-3
NETH ANTILLES - RULES AND PROCEDURES q$i
3. Federal Aviation Administration — Advi- 3.1.1.2 The pilot-in-command shall take care
sory Circular No: 20-165A (or later ver- that the flight interferes with the surroundings as lit-
sions) Airworthiness Approval of Auto- tle as possible. This applies in particular when fly-
matic Dependent Surveillance-Broadcast ing over built-up areas, recreational areas and areas
(ADS-B) Out Systems, or with sensitive fauna.
4. The equipment configuration standards in 3.1.7 Acrobatic Flight
Appendix Xl of Civil Aviation Order 20.18
In pursuance of para. 3.1.7 of ICAO Annex 2, the
of the Civil Aviation Safety Authority of
following provisions have been established:
Australia.
b. An aircraft carrying 1090 MHz extended squit- 3.1.7.1 No aircraft shall be flown acrobatically
ter (1090ES) ADS-B Equipment shall disable unless it is approved for such flight. Acrobatic flight
ADS-B transmissions unless: shall be conducted in such a manner as not to
endanger life or property of others or other air traffic.
1. The aircraft emits position information of
an accuracy and integrity consistent with 3.1.7.2 Unless permitted by the Civil Avia-
the transmitted value of the position quality tion Administration, acrobatic flight shall not be con-
indicator; or ducted:
2. The aircraft always transmits a value of a. over densely built-up areas including areas with
0 (zero) for one or more of the position summer houses, inhabited camping sites and
quality indicators (NUCp, NIC, NACp or areas with large gatherings in the open;
SIL); or b. under instrument meteorological conditions;
3. The operator has received an exemption and
granted by the appropriate ATS authority. c. at a height less than 2000 ft (600m) above the
Compliance highest obstacle within a radius of 1.5km from
the aircraft.
This information, of a permanent nature, is effective
as of 1 January 2020. All aircraft operators operating 3.2.5 Operation on and in the Vicinity
in the area mentioned under point (1) above are of an Aerodrome
required to be in compliance. In addition to para. 3.2.5 of ICAO Annex 2, the Rules
of the Air contain the following provision:
STANDARDS AND PROCEDURES The runway in use determined by the appropriate
ATS unit shall be used unless safety determines that
ICAO REFERENCE another runway be preferred.
ANNEX 2 3.7 UNLAWFUL INTERFERENCE
2.5 USE OF INTOXICATING LIQUOR, In addition to para. 3.7 of ICAO Annex 2, the Rules
NARCOTICS OR DRUGS of the Air contain the following provision:
No person shall perform or attempt to perform such On an aircraft which is equipped with an SSR
service on board an aircraft for which a license is transponder, the pilot-in-command shall, if possible,
required in pursuance of Section 35 of the Air Nav- select Mode A, Code 7500.
igation Act while under the influence of intoxicating
liquor, by reason of which that person's capacity so
4.1 WEATHER MINIMA FOR VFR
to act is impaired, apart from duties of secondary FLIGHTS
importance to safety, in case there is a blood alco- In pursuance of para. 4.1 of ICAO Annex 2, the
hol concentration of 0.40 per thousand or more. following provisions have been established within
Curacao:
Neither shall any person perform or attempt to per-
form such service on board an aircraft for which a Within a control zone, the appropriate ATS unit can
license is required in pursuance of Section 35 of the permit special VFR flights to be conducted so that
Air Navigation Act if, on account of illness, impair- the aircraft is flown with a flight visibility of not less
ment, strain, lack of sleep, or the influence of nar- than 1.5km, clear of clouds and in sight of ground or
cotics or drugs, the ability to act safely on board an water.
aircraft is impaired. Helicopters may operate, as special VFR flights, with
3.1 PROTECTION OF PERSONS a flight visibility of not less than 0.8km, clear of
AND PROPERTY clouds and in sight of ground or water if manoeu-
vred at a speed that will give adequate opportunity
In addition to para. 3.1 of ICAO Annex 2, the Rules to observe other traffic or any obstructions in time to
of the Air contain the following provisions: avoid collision.
3.1.1.1 The pilot-in-command shall take care
4.4 MINIMUM HEIGHTS
that other air traffic is not unnecessarily impeded or
disturbed. In addition to para. 4.4 of ICAO Annex 2, the Rules
q$z

Eff 1 Jan
NETH ANTILLES-4 AIR TRAFFIC CONTROL 27 DEC 19
Flying under bridges and under overhead lines or

similar installations is prohibited unless specially
authorized by the Civil Aviation Administration.
PANS-ATM (DOC 4444)
Chapter 7, 12 Special VFR flights will not be autho-
rized when the cloud base is less than 200m and
visibility less than prescribed minima.
REGIONAL SUPPLEMENTARY
PROCEDURES (DOC 7030)
The supplementary procedures in force are given in
their entirety; differences are shown in bold.
1) Visual flight rules (VFR) (ICAO Annex 2, paras.
4.7 and 4.8 refer):
VFR flights to be operated within a control
zone established at an aerodrome serving
international flights and in specified portions
of the associated terminal control area shall:
a) have two-way radio communications;
b) obtain permission from the appropriate
air traffic control unit; and
c) report positions, as required.
NOTE: The phrase “specified portions of the
associated terminal control area” is intended
to signify at least those portions of the TMA
used by international IFR flights in association
with approach, holding, departure and noise
abatement procedures.
2) Special application of instrument flight rules:
Flights shall be conducted in accordance with
the instrument flight rules (even when not oper-
ating in instrument meteorological conditions)
when operated more than 90km seaward from
the shoreline.
3) Air traffic advisory service (PANS -ATM, Chap-
ter 4):
All IFR flights shall comply with the procedures
for air traffic advisory service when operating
in advisory airspace.
4) Adherence to flight plan (ICAO Annex 2, para.
3.6.2):
If an aircraft has inadvertently deviated from
the route specified in its ATC clearance, it shall
forthwith take action to regain such route within
ONE HUNDRED (100) nautical miles from the
position at which the deviation was observed.
q$z

Eff 2 Feb
27 JAN 17 AIR TRAFFIC CONTROL NETH ANTILLES-1 q$i
NETH ANTILLES - RULES AND PROCEDURES

GENERAL DIFFERENCES FROM ICAO
In general, the air traffic rules and procedures appli- STANDARDS AND PROCEDURES
cable to air traffic conform with ICAO Standards, Rec-
ommended Practices and Procedures. ICAO REFERENCE
Neth Antilles locations/airports in the Caribbean ANNEX 2
ICAO Region: 2.5 USE OF INTOXICATING LIQUOR,
– Bonaire I (Kralendijk)/Flamingo Apt (Curacao FIR) NARCOTICS OR DRUGS
– Curacao I (Willemstad)/Hato Apt (Curacao FIR) No person shall perform or attempt to perform such
– Saba I (Saba)/Juancho E. Yrausquin Airport (San service on board an aircraft for which a license is
Juan FIR) required in pursuance of Section 35 of the Air Nav-
– St Maarten I (Philipsburg)/Princess Juliana Apt igation Act while under the influence of intoxicating
(San Juan FIR) liquor, by reason of which that person’s capacity so to
act is impaired, apart from duties of secondary impor-
– St Eustatius I (Oranjestad) F.D. Roosevelt (San
tance to safety, in case there is a blood alcohol con-
Juan FIR)
centration of 0.40 per thousand or more.
ations are as listed in the following table. Neither shall any person perform or attempt to per-
form such service on board an aircraft for which a
Measurement of Unit license is required in pursuance of Section 35 of the
Distance used in Nautical miles and tenths Air Navigation Act if, on account of illness, impair-
navigation, position ment, strain, lack of sleep, or the influence of nar-
reporting, etc., generally cotics or drugs, the ability to act safely on board an
in excess of 2 NM aircraft is impaired.
Relatively short Meters 3.1 PROTECTION OF PERSONS
distances such as those AND PROPERTY
relating to airports (e.g., In addition to para. 3.1 of ICAO Annex 2, the Rules of
runway lengths) the Air contain the following provisions:
Altitudes, elevations and Feet
heights 3.1.1.1 The pilot-in-command shall take care
that other air traffic is not unnecessarily impeded or
Horizontal speed Knots disturbed.
Vertical speed Feet Per Minute 3.1.1.2 The pilot-in-command shall take care
that the flight interferes with the surroundings as lit-
Wind direction for landing Degrees Magnetic tle as possible. This applies in particular when flying
and take-off over built-up areas, recreational areas and areas with
Wind direction except for Degrees True sensitive fauna.
3.1.7 Acrobatic Flight
In pursuance of para. 3.1.7 of ICAO Annex 2, the
runway visual range
following provisions have been established:
Altimeter setting Hectopascal
3.1.7.1 No aircraft shall be flown acrobatically
unless it is approved for such flight. Acrobatic flight
Mass Metric Tons or Kilograms shall be conducted in such a manner as not to endan-
Time Hours and minutes, ger life or property of others or other air traffic.
beginning at midnight
3.1.7.2 Unless permitted by the Civil Aviation
UTC
Administration, acrobatic flight shall not be con-
ducted:
WGS-84 COMPLIANT
a. over densely built-up areas including areas with
FLIGHT PROCEDURES summer houses, inhabited camping sites and
areas with large gatherings in the open;
b. under instrument meteorological conditions; and
Instrument approach procedures are based generally
on those contained in PANS-OPS, Document 8168, c. at a height less than 2000 ft (600m) above the
Volume II. highest obstacle within a radius of 1.5km from
the aircraft.
3.2.5 Operation on and in the Vicinity
The Neth Antilles does not publish State airport oper- of an Aerodrome
ating minimums for landing for airports in the Curacao
In addition to para. 3.2.5 of ICAO Annex 2, the Rules
TMA. For these airports the Neth Antilles pub-
lishes either Obstacle Clearance Altitudes (Heights)
[OCA(H)] or Obstacle Clearance Limits (OCL). In The runway in use determined by the appropriate
addition to an OCA(H) for procedures at St Maarten ATS unit shall be used unless safety determines that
I, the Neth Antilles publishes visibility for landing, and another runway be preferred.
ceiling and visibility for take-off.
q$z

Eff 1 Jan
27 DEC 19 AIR TRAFFIC CONTROL NETH ANTILLES-1 q$i
NETH ANTILLES - RULES AND PROCEDURES

GENERAL addition to an OCA(H) for procedures at St Maarten
In general, the air traffic rules and procedures appli- I, the Neth Antilles publishes visibility for landing, and
cable to air traffic conform with ICAO Standards, ceiling and visibility for take-off.
Recommended Practices and Procedures.
Neth Antilles locations/airports in the Caribbean REGULATIONS
ICAO Region:
– Bonaire I (Kralendijk)/Flamingo Apt (Curacao IMPLEMENTATION OF SPACE
FIR) BASED AUTOMATIC DEPENDENT
– Curacao I (Willemstad)/Hato Apt (Curacao FIR) SURVEILLANCE-BROADCAST (ADS-B
– Saba I (Saba)/Juancho E. Yrausquin Airport (San
SPACE BASED) IN THE CURACAO
Juan FIR) (TNCF) FIR
– St Maarten I (Philipsburg)/Princess Juliana Apt The modernization of Air Traffic Services within
(San Juan FIR) the Curacao FIR is in progress. As part of the
modernization program, Dutch Caribbean ANSP
– St Eustatius I (Oranjestad) F.D. Roosevelt (San (DC-ANSP) plans to introduce Automatic Dependent
Juan FIR) Surveillance-Broadcast (ADS-B) space based ATS
Units of measurement used in all air and ground surveillance services within the Curacao (TNCF)
operations are as listed in the following table. FIR.
Measurement of Unit DC-ANSP intends to commence the application of

the ADS-B space based ATS surveillance services
Distance used in Nautical miles and
on or soon after November 15, 2019 for a specific
navigation, position tenths
part of the TNCF airspace. DC-ANSP intends to
reporting, etc., generally
implement the ADS-B space based ATS surveillance
in excess of 2 NM
services for the entire TNCF FIR according to table
Relatively short Meters below.
relating to airports (e.g., The purpose of this is to inform aircraft operators
runway lengths) and users of the TNCF airspace on the implemen-
tation of the ADS-B space based ATS surveillance,
Altitudes, elevations and Feet
so all can be equipped in time for the use of ADS-B
heights
OUT according to the Curacao Civil Aviation Author-
Horizontal speed Knots ity (CCAA) Mandate (see ADS-B Mandate below).
The ADS-B transmission on 1090 MHz Extended
Squitter data link will be used for the provision of
Wind direction for Degrees Magnetic Air Traffic Services within certain specific airspaces
landing and take-off of TNCF.
Wind direction except Degrees True
The ADS-B OUT implementation is aimed to extend
the ATS surveillance services for Category R and
Visibility, including Kilometers or Meters Category S enroute airspace, presently not covered
runway visual range by conventional surveillance services and provid-
Altimeter setting Hectopascal ing redundancy where radar surveillance is already
Temperature Degrees Celsius available.
Mass Metric Tons or Kilograms REQUIREMENTS FOR USERS IN
Time Hours and minutes, THE TNCF FIR
beginning at midnight The ADS-B space based surveillance service in the
UTC TNCF airspace will be introduced in a phased man-
ner as follows:
WGS-84 COMPLIANT
FLIGHT PROCEDURES
Instrument approach procedures are based gener-
ally on those contained in PANS -OPS, Document
8168, Volume II.
The Neth Antilles does not publish State airport oper-
ating minimums for landing for airports in the Cura-
cao TMA. For these airports the Neth Antilles pub-
lishes either Obstacle Clearance Altitudes (Heights)
[OCA(H)] or Obstacle Clearance Limits (OCL). In
q$z

29 AUG 14 AIR TRAFFIC CONTROL PANAMA-1 q$i
PANAMA — RULES AND PROCEDURES

GENERAL Class “F” — The Panama FIR (oceanic) Gnd – 2500
In general, the air traffic rules and procedures in force ft MSL.
and the organization of air traffic services are in con-
formity with ICAO Standards, Recommended Prac-
tices and Procedures. REGULATIONS
Units of measurement used in all air and ground oper- PORT AREAS
ations are as listed in the following table. The port areas are treated as restricted areas
because they contain a great quantity of persons and
MEASUREMENT OF UNIT goods. Operations within these areas must comply
Distances used in Nautical Miles with the following requirements:
navigation, position a. Any operation within these areas require the
reporting, etc., generally DAC authorization.
in excess of 2 to 3 NM
b. All aircraft operators in these areas shall present
Relatively short Meters the corresponding FPL to the proper authority.
c. The MSA established shall be observed.
relating to airport (e.g.,
runway lengths) FLIGHTS OVER THE CANAL
Altitudes, elevations and Feet Air operations over Gatun, Pedro Miguel and Miraflo-
heights res locks; over Gatun and Maden dams; and over
Horizontal speed, Knots any ship passing interoceanically are considered
including wind speed restricted areas from Gnd – 2500 ft MSL.
Vertical speed Feet Per Minute IFR FLIGHTS
Wind direction for landing Degrees Magnetic IFR flights are required, in addition to IMC conditions,
and take-off when operating within the following:
Wind direction except for Degrees True a. Nocturnal flight made outside the aerodrome
landing and take-off traffic zone;
Visibility, including Meters and Kilometers b. Flights made over the sea more than twenty
runway visual range miles (20 NM) from coast for more than one
Altimeter setting Hectopascals (hPa) hour.
Temperature Degrees Celsius DIFFERENCES FROM ICAO
Weight Metric Tons or Kilograms STANDARDS AND PROCEDURES
Time Year, month, day,
hour and minutes ICAO REFERENCE
beginning Universal ANNEX 2
Tme Coordinated at 7:00
p.m. 4.3 Unless authorized by the appropriate ATS
authority, VFR flights shall not be operated in the
WGS-84 COMPLIANT period between sunset and sunrise.
4.4 Unless authorized by the appropriate ATS
FLIGHT PROCEDURES authority, VFR flights shall not be operated above
PROCEDURE LIMITATIONS AND OPTIONS flight level 190.
Instrument approach procedures are based on those 4.8 VFR flights shall comply with the provisions
contained in the Panama Airspace Planning Manual. of 3.6 from Annex 2 when operating within Classes D
and E airspace.
Panama publishes DA, MDA, and visibility. Ceiling
may or may not be required for landing.
minimums.

Panama airspace is designated in accordance with
the following ICAO airspaces classification:
Class “A” — Upper ATS routes FL195 – UNL, Upper
National routes FL195 – FL450;
Class “C” — Panama TMA 700 ft MSL – 14,500 ft
MSL;
Class “D” — Panama TMA 700 ft MSL – 14,500 ft
MSL;
Class “E” — Panama CTA 2500 ft MSL – FL195,
lower ATS and national routes 2500 ft MSL – FL195;
q$z

Eff 2 Feb
NETH ANTILLES-2 AIR TRAFFIC CONTROL 27 JAN 17
3.7 UNLAWFUL INTERFERENCE 3) Air traffic advisory service (PANS-ATM, Chap-

In addition to para. 3.7 of ICAO Annex 2, the Rules of ter 4):
the Air contain the following provision: All IFR flights shall comply with the procedures
for air traffic advisory service when operating in
On an aircraft which is equipped with an SSR
advisory airspace.
transponder, the pilot-in-command shall, if possible,
select Mode A, Code 7500. 4) Adherence to flight plan (ICAO Annex 2, para.
3.6.2):
4.1 WEATHER MINIMA FOR VFR If an aircraft has inadvertently deviated from
FLIGHTS the route specified in its ATC clearance, it shall
In pursuance of para. 4.1 of ICAO Annex 2, the follow- forthwith take action to regain such route within
ing provisions have been established within Curaçao: ONE HUNDRED (100) nautical miles from the
position at which the deviation was observed.
Within a control zone, the appropriate ATS unit can
permit special VFR flights to be conducted so that the
aircraft is flown with a flight visibility of not less than
1.5km, clear of clouds and in sight of ground or water.
Helicopters may operate, as special VFR flights, with
a flight visibility of not less than 0.8km, clear of clouds
and in sight of ground or water if manoeuvred at a
speed that will give adequate opportunity to observe
other traffic or any obstructions in time to avoid colli-
sion.
4.4 MINIMUM HEIGHTS
In addition to para. 4.4 of ICAO Annex 2, the Rules of
the Air contain the following provision:
Flying under bridges and under overhead lines or
similar installations is prohibited unless specially
authorized by the Civil Aviation Administration.
PANS-ATM (DOC 4444)
Chapter 7, 12 Special VFR flights will not be autho-
rized when the cloud base is less than 200m and vis-
ibility less than prescribed minima.
REGIONAL SUPPLEMENTARY
PROCEDURES (DOC 7030)
The supplementary procedures in force are given in
their entirety; differences are shown in bold.
1) Visual flight rules (VFR) (ICAO Annex 2, paras.
4.7 and 4.8 refer):
VFR flights to be operated within a control zone
established at an aerodrome serving interna-
tional flights and in specified portions of the
associated terminal control area shall:
a) have two-way radio communications;
b) obtain permission from the appropriate
air traffic control unit; and
c) report positions, as required.
NOTE: The phrase “specified portions of the
associated terminal control area” is intended to
signify at least those portions of the TMA used
by international IFR flights in association with
approach, holding, departure and noise abate-
ment procedures.
2) Special application of instrument flight rules:
Flights shall be conducted in accordance with
the instrument flight rules (even when not oper-
ating in instrument meteorological conditions)
when operated more than 90km seaward from
the shoreline.
q$z

Eff 1 Jan
NETH ANTILLES-2 AIR TRAFFIC CONTROL 27 DEC 19
Date Requested
Implementation Airspace Classification Altitude for Transponder
Requirement
Phase 1 RVSM Airspace in Northwest Flight Level 290 and Above January 2020
Portion of Curacao FIR (all
airspace west of and including
airway UM525)
Phase 2 RVSM Airspace in remainder of Flight Level 290 and Above January 2021
the Curacao FIR
Phase 3 Curacao TMA Class A Flight Level 195 and January 2023
above Class E 2500 ft. – Flight
Level 195
Phase 3 CTR Hato Class C 2000 ft. – Flight Level 65 January 2023
Class D Surface – 2000 ft.
CTR Flamingo Class D Surface – Flight Level 65
Hato ATZ Within 10 NM Radius Class B
Surface – 2000 ft.
Flamingo ATZ Within 5 NM Radius Class B
Surface – 2500 ft.
Phase 3 Outside the Curacao TMA Class A Flight Level 195 and January 2023
(Airspace encompassing the above
remainder of the Curacao FIR Class E 2500 ft. – Flight Level 195
outside the Curacao TMA)
Class G MSL – 2500 ft.
AIRCRAFT OPERATOR APPROVAL aircraft operator followed by the flight number

The ADS-B equipment must be of an approved type (e.g. AVIANCA ONE TWO THREE, COPA FOUR
meeting the specifications of ICAO Annex 10 (Vol- FIVE SIX).
ume IV) or that has been certified according to fol- OR
lowing standards: The registration marking of the aircraft (e.g.
EASA AMC 20-24 or latest; PJDVD, HK1156) when the radiotelephony call
FAA AC No.20-165B — Airworthiness Approval sign consists of the aircraft registration.
of ADS-B or latest; NOTE: No zeros, dashes or spaces are to be added
Curacao Civil Aviation Authority standard, CCAA when aircraft identification is less than 7 characters.
standard AIC07/19. This is issued for the advance notification and com-
pliance of aircraft operators.
Aircraft operators must have the relevant ADS-B
operational approval from the State of Registry. ADS-B MANDATE
FLIGHT PLANNING REQUIREMENTS Effective 1 January 2020, all aircraft operators that
use or plan to use the Northwest Portion of the
ATS systems use Field 10 (Equipment) of the stan-
airspace in the Curacao Flight Information Region
dard ICAO flight plan to identify an aircraft’s data link
(FIR) shall comply with the following requirements.
and navigation capabilities. An appropriate ADS-B
designator shall be entered in item 10b (surveillance a. Aircraft operating in the Northwest portion of
equipment and capabilities) of the ICAO flight plan: the Curacao Flight Information Region (FIR)
in the airspace west, including UM525 at or
B1: ADS-B with dedicated 1090 MHz ADS-B “out”
above FL290. The aircraft shall carry service-
capability; or
able 1090 MHz extended squitter (1090ES)
B2: ADS-B with dedicated 1090 MHz ADS-B “out” ADS-B transmitting equipment that has been
and “in” capability. certificated as meeting:
The aircraft address (24 Bit Code) in hexadecimal 1. European Aviation Safety Agency — Cer-
format must be entered in item 18 (other information) tification Considerations for the Enhanced
of the ICAO flight plan as per the following example: ATS in Non-Radar using ADS-B Surveil-
CODE/7C432B. lance (ADS-B-NRA) Application via
The aircraft identification (ACID), not exceeding 7 1090 MHz Extended Squitter (AMC
characters must be accurately indicated in item 7 20-24), or
(aircraft identification) of the ICAO flight plan and 2. European Aviation Safety Agency —
replicated exactly when set in the aircraft avionics Certification Specifications and Accept-
for transmission as the Flight ID as follows: able Means of Compliance for Airborne
The three-letter ICAO designator of the air- Communications, Navigation and Surveil-
craft operator followed by the flight identifica- lance Subpart D — Surveillance (SUR)
tion number (e.g. AVA123, CMP456) when in (CS-ACNS.D.AD5-B), or
radiotelephony the call sign used consists of the
associated ICAO telephony designator for the
q$z

1 JUN 18 AIR TRAFFIC CONTROL PARAGUAY-1 q$i
PARAGUAY - RULES AND PROCEDURES

GENERAL HOLDING SPEEDS (continued)
In general, the air traffic rules and procedures in force Jet Aircraft
Flight Aircraft
and the organization of air traffic services are in con- Normal
Levels Category
formity with ICAO Standards, Recommended Prac- Condi- Turbulence
(FL) A & B
tices and Procedures. tions Conditions
Units of measurement used in all air and ground oper- Up to 170 kt 230 kt
ations are as listed in the following table. FL140 (425 km/h)
(4250m)
Measurement of Unit inclusive
Distance used in Nautical Miles (NM) Above 240 kt
navigation, position FL140 (445 km/h) 280 kt
reporting, etc., generally
(4250m) to (250 km/h)
greater than 2 nautical
FL200 or
miles.
(6100m) 0.8 Mach,
Relatively short Meters whichever
inclusive
distances such as those is lower
relating to airport (e.g., Above 265 kt
runway lengths) FL200 (490 km/h)
Altitudes, elevations and Feet (6100m) to
heights FL340
Horizontal speed Knots (10350m)
including wind speed inclusive
Vertical speed Feet Per Minute Above 0.83 Mach 0.83 Mach
FL340
and taking off (10350m)
landing and taking off
contained in PANS-OPS, Document 8168, Volume II.
runway visual range
Altimeter setting Hectopascals AIRPORT OPERATING MINIMUMS
Temperature Degrees Celsius Paraguay publishes Decision Altitude (DA), Minimum
Descent Altitude (MDA), ceiling and visibilities for
Mass (weight) Metric Tons or Kilograms
landing.
Time Hours and Minutes, from
midnight UTC Jeppesen charted minimums are not lower than State
minimums.
WGS-84 COMPLIANT Lower than regular take-off minimums are published
for Commercial Air Transport aircraft consisting of vis-
FLIGHT PROCEDURES ibility only, applicable only when at least one take-off
HOLDING alternate airport is filed and for:
a. Two engine aircraft — the take-off alternate air-
HOLDING SPEEDS port is not more than one hour flying time at nor-
Jet Aircraft mal cruising speed, in still air, with one inopera-
Flight Aircraft tive engine;
Levels Category Normal
(FL) A & B Condi- Turbulence b. Three or more engine aircraft — the take-off
tions Conditions alternate airport is not more than two hours fly-
1 2 3 4 ing time at normal cruising speed, in still air, with
one inoperative engine.
NOTE: Indicate the alternate take-off airport in
item 18 of the ICAO Flight Plan as follows:
RMK/ALTN DEP...(the four letter airport location
indicator)
The aircraft must be able to maintain the minimum
climb gradient, with one engine inoperative, estab-
lished on the departure procedure authorized by ATC
and can reach the minimum flight level required to
proceed to the alternate.
Visibility Take-off Requirements
a. Turboprops with two engines: RVR or visibility of
1500m.
q$z

PARAGUAY-2 AIR TRAFFIC CONTROL 1 JUN 18
PARAGUAY - RULES AND PROCEDURES q$i
b. Jets with 2 or more engines and turboprops with DIFFERENCES FROM ICAO
more than 2 engines: RVR 700m or 800m visi- STANDARDS AND PROCEDURES
bility.
None published.
NOTE 1: RVR is in this case the basic meteorological
information and should be used if available. The visi-
bility value should only be used when the RVR value
is not available.
NOTE 2: The visibility minima indicated above will be
applicable only if the following equipment is available:
a. Runway lights
b. Center line rwy lights
Adherence to the above conditions will be the respon-
sibility of the pilot-in-command. ATC will only verify
compliance as to the aircraft type, that a take-off alter-
nate has been indicated in the flight plan, and that
meteorological take-off requirements have been met.
Speed Limitations
VFR in Class C airspace – 250 KIAS below 3050m
(10,000’);
IFR and VFR in Class D, E, F and G airspaces –
250 KIAS below 3050m (10,000’).

In general, the airspaces in the Asuncion FIR are
designated in accordance with the standard ICAO
airspaces classification as follows;
Class A — All upper and lower airways above FL195;
Class B — The Asuncion TMA and CTR;
Class C — Lower airways A311 and A430 below
FL195, between: EKILO/COSTA, GUARI/COATI
respectively;
Class D — FOZ TMA, FOZ CTR, GUARANI CTR,
airways A556 and W1 below FL195, between ASATI/
REPAM and EKESA/CON respectively;
Class E — Lower airways A307, A428, A430,
A556, B688, W1 and W2, below FL195, between:
BOBIK/ALGEL, EROTI/GEMAS, KIDUS/PTP,
UKELA/GERNI, ORUGA/UDENO, CON/PTP and
ISEVO/KALAD respectively.
Class G — All uncontrolled airspace within the Asun-
cion FIR.

REGULATIONS
Flight plans must be submitted at least 30 minutes
prior to departure.
For turbojet aircraft intending to operate along area
navigation (RNAV) routes, the Mach number planned
to be used shall be specified in Item 15 of the flight
plan.
If the estimated time for the next position last reported
to ATC is found to be in error by three minutes or
more, a revised estimate shall be transmitted to the
ATS unit concerned as soon as possible.
QFE altimeter setting will be made available on
request.
VFR is not permitted:
a. above FL085;
b. at transonic and supersonic speed.
q$z

28 DEC 18 AIR TRAFFIC CONTROL PERU-1 q$i
PERU - RULES AND PROCEDURES

GENERAL – CTRs and ATZs.
In general, the air traffic rules and procedures and the CLASS G
organization of air traffic services are in conformity
with ICAO Standards, Recommended Practices and – All uncontrolled airspace within the Lima FIR.
Procedures. FLIGHT LEVELS
Units of measurement used in all air and ground oper- The flight levels assigned for the transfer of responsi-
ations are as listed in the following table. bilities will be as indicated in the following table, corre-
sponding column “1” for tracks between 000° to 179°
Measurement of Unit and column “2” for tracks between 180° to 359°.
Distances used in Nautical Miles and
navigation, position Tenths 1 2
reporting, etc., generally 000° to 179° 180° to 359°
in excess of 2 NM. FL290 FL300
Relatively short Meters FL310 FL320
FL330 FL340
runway lengths) FL350 FL360
Altitudes, elevations and Feet FL370 FL380
heights FL390 FL400
Horizontal speed, Knots FL410 FL430
including wind speed FL450
Vertical Velocity Feet per Minute See NOTE 1 See NOTE 1
and taking off NOTE 1: The flights that enter and leave from Antofa-
gasta FIR to Pascua FIR (Chile) with flight levels
Wind direction except for Degrees True above FL450 have a special allocation. These flights
landing and taking off must be coordinated between ACC Lima and ACC
Visibility, including Kilometers or Meters Santiago.
runway visual range
TRANSFER OF CONTROL AND
COMMUNICATIONS
In the RVSM airspace between flight levels 290 and
Weight Metric Tons or Kilograms 410, no transfers will be accepted between ACCs
Time Hours and Minutes, and aircraft not RVSM certified with flight exception
the day of 24 hours made by state aircraft, flight maintenance/first deliv-
beginning at midnight ery (FERRY) or for humanitarian reasons.
UTC
Non RVSM certified aircraft, except those mentioned
above, must be transferred to flight levels below
WGS-84 COMPLIANT
FL290 or above FL410.
FLIGHT PROCEDURES All aircraft before entering the Antofagasta FIR must
PROCEDURE LIMITATIONS AND OPTIONS contact the ACC Santiago published at frequencies at
least 5 minutes before the transfer point, to notify his
Instrument approach procedures are based on those ETO and flight level, maintaining and listening simul-
contained in PANS-OPS, Document 8168, Volume II. taneously with Lima Control South Area on 128.8
AIRPORT OPERATING MINIMUMS MHz to report to this office the ATO on the tip of Lima
FIR output.
Peru does not publish complete airport operating min-
imums. Peru publishes Obstacle Clearance Altitudes STRATEGIC LATERAL OFFSET (SLOP)
(Heights) [OCA(H)], visibility, and for a few selected The strategic lateral displacement is allowed in air-
procedures, ceiling. way:
Jeppesen charted minimums are not below State a. UL 302 between ILMAR and IREMI,
minimums. b. UL 780 between Moxen and SORTA, and
ATS AIRSPACE CLASSIFICATION c. UL between ILVOS and ESDIN.
Peru airspace is designated in accordance with the At lateral movement, pilots MUST implement the fol-
following ICAO airspaces classification: lowing:
a. Lateral displacements may be forwarded only by
CLASS A
aircraft with automatic shift capability;
– Lima UTA, FL250 – Unl.
b. The flight crew is responsible for the decision to
– TMAs and controlled airways, FL210 – FL245. make a lateral displacement;
CLASS D c. Lateral distance displacement will be one (1)
– TMAs, 2000’ – FL145. or two (2) nautical miles right route axis with
respect to the direction of flight;
– Controlled airways, MEA – FL200.
q$z

PERU-2 AIR TRAFFIC CONTROL 28 DEC 18
PERU - RULES AND PROCEDURES q$i
d. SLOP displacements are carried out in the

airspace referred to above; the pilots must
notify the ACC of Lima.
Pilots will be able, if necessary, to contact other air-
craft to coordinate lateral displacement on air-to-air
frequency 123.45 MHz (TIBA).

REGULATIONS
The following RNAV routes within Lima FIR are RNP
10: L302, UL302, UL308, UL312, UL344, UL401,
UL780.
Flights shall be conducted in accordance with the
instrument flight rules (even when not operating in
IMC) when operated more than 20 NM from the
shoreline, for a duration of more than one hour,
except that compliance with IFR minimum levels is
not required during the day in VMC.
The use of the air traffic advisory service is manda-
tory for all IFR flights operating outside of controlled
airspace.

None published.
q$z

22 MAY 15 AIR TRAFFIC CONTROL SURINAME-1 q$i
SURINAME - RULES AND PROCEDURES

In general, the air traffic rules and procedures in force Wind direction except for Degrees True
and the organization of air traffic services are in con- landing and taking off
formity with ICAO Standards, Recommended Prac- Visibility, including Kilometers or Meters
tices and Procedures. runway visual range
Units of measurement used in all air and ground oper- Altimeter setting Hectopascals
ations are as listed in the following table. Temperature Degrees Celsius
Weight Metric Tons or Kilograms
Measurement of Unit
Time Hours and Minutes, the
Distances used in Nautical Miles and day of 24 hrs beginning
navigation, position Tenths at midnight UTC
reporting, etc. generally
in excess of 2 nautical WGS-84 COMPLIANT
miles
Relatively short Meters FLIGHT PROCEDURES
distances such as those HOLDING
runway lengths) Holding procedures comply with information, pub-
lished on AIR TRAFFIC CONTROL — International
Altitudes Feet Civil Aviation Organization Flight Procedures.
Elevations and heights
Horizontal speed, Knots
including wind speed Instrument approach and departure procedures are
based on those contained in Parts III of Vol. I of the
PANS-OPS.
and take-off
Speed Limitations IFR Flights Departing from Controlled Aerodromes

Jet aircraft
Flight Level (FL) Category A and B aircraft Normal conditions Turbulence conditions
Up to FL140 (4250 M)
inclusive 170 KT 230 KT (425 KM/H)
Above FL140 (4250 M) to 280 KT (520 KM/H) or Mach
FL200 (6100 M) inclusive 240 KT (445 KM/H) 0.8, whichever is less
Above FL200 (6100 M)
to FL340 (10,350 M)
inclusive 265 KT (490 KM/H)
Above FL340 (10,350 M) Mach 0.83 Mach 0.83
AIRPORT OPERATING MINIMUMS DIFFERENCES FROM ICAO

Suriname publishes Decision Altitudes (Heights) STANDARDS AND PROCEDURES
[DA(H)], Minimum Descent Altitudes (Heights)
[MDA(H)], ceiling and visibility for landing. ICAO REFERENCE
Jeppesen charted minimums are not below state min- ANNEX 2
imums. 3.3.1.2 All flights, except flights within the Zan-
dery TMA, are required to submit a flight plan to the
ATS AIRSPACE CLASSIFICATION appropriate ATS unit by radio before departure.
Suriname airspace is designated in accordance with
ICAO airspaces classification as follows: 4 VISUAL FLIGHT RULES
Class “A” — Paramaribo FIR FL245-Unl; Upper ATS VFR flights in terminal control areas and control
routes zones shall be operated in accordance with Air Traf-
fic Control Procedures.
Class “B” — Paramaribo UCA FL245-Unl;
Paramaribo FIR CA 075-FL245; Zandery TCA
1500-FL125; Zorgen Hoop cz Gnd-1500; Lower ATS
routes
Class “G” — Paramaribo FIR Gnd-FL245; Nickerie
TCA Gnd-1500
q$z

29 NOV 19 AIR TRAFFIC CONTROL URUGUAY -1 q$i
URUGUAY - RULES AND PROCEDURES

In general, the air traffic rules and procedures in Uruguay airspace is designated in accordance with
force and the organization of air traffic services are ICAO airspaces classification as follows:
in conformity with ICAO Standards, Recommended Class A — Carrasco TMA FL195 – FL245, Montev-
Practices and Procedures. ideo CTA FL195 – Unl;
Units of measurement used in air and ground oper- Class C — CTRs and ATZs, Montevideo CTA FL85
ations are in accordance with ICAO Annex 5 (both – FL195, Carrasco TMA 600m – FL195, Durazno
SI and Non-SI) as listed in the following table. TMA GND – FL195;
Class F — Carmelo FIZ, Paysandu FIZ,
Measurement of Unit Tacuarembo FIZ, GND – FL55;
Distance used in Kilometers; Nautical Class G — Montevideo FIR GND – Unl, Montevideo
navigation, position Miles and hundreds CTA GND – FL85, Montevideo Oceanic and Oriental
reporting, etc. sectors MSL – Unl, Carrasco TMA GND – 600m.
Relatively short Meters The lower limit of the CTA is generally FL35 with
distances such as those lower limit steps of 1000' (300m) and 2000' (600m)
relating to airports (e.g., in the vicinity of airport CTRs.
runway lengths)
Altitudes, elevations and Meters/Feet SPECIAL REQUIREMENTS AND
heights REGULATIONS
Horizontal speed Kilometers Per
ATLANTIC OCEAN RANDOM ROUTING
including wind speed Hour/Knots
RNAV AREA (AORRA)
Vertical speed Meters Per Second/Feet
Per Minute The airspace between FL290 and FL410 inclusive
shall be designated as AORRA within the Atlán-
Wind direction for Degrees Magnetic tico, Comodoro Rivadavia, Ezeiza, Johannesburg
landing and take-off Oceanic, Luanda Oceanic and Montevideo FIRs.
Wind direction except Degrees True
Those flights operating within AORRA in Montevideo
FIR shall enter and exit via the gate: BIVEN 36º 35'
Visibility Kilometers or Meters 00'' S 053º 05' 10'' W.
Runway visual range Meters
Prior to entering or after exiting the AORRA at a
Altimeter setting Hectopascals (Inches of particular gate, aircraft are to comply with the ATS
Mercury On Request) routes associated with that particular entry or exit
Temperature Degrees Celsius point or as instructed by ATC, and are required to
Mass (Weight) Kilograms or Metric flight plan accordingly.
Tons AUTOMATIC DEPENDENT
Time Hours, minutes, SURVEILLANCE AND CONTROLLED
beginning at midnight PILOT DATA LINK COMMUNICATION
UTC.
(ADS/CPDLC)
WGS-84 COMPLIANT ADS/CPDLC will be utilized in AORRA airspace by
suitably equipped service providers to provide an
FLIGHT PROCEDURES ATS service to aircraft able to take advantage of
this form of communication. Operators are to note
HOLDING that in some sectors of the random routing airspace,
Holding procedures comply with Table II, published ADS/CPDLC is the primary form of communication,
on AIR TRAFFIC CONTROL — International Civil as HF as secondary means of communication.
Aviation Organization Flight Procedures.
REQUIRED NAVIGATION PERFORMANCE
PROCEDURE LIMITATIONS AND OPTIONS (RNP 10) PROCEDURES FOR AIRCRAFT
Instrument approach procedures are based on OPERATIONS WITHIN AORRA
those contained in PANS -OPS, Document 8168, Only those aircraft certified for RNP 10 operations
Volume II. shall operate within the AORRA.
Unless authorized by ATC, maximum speed while No aircraft shall flight plan to operate in the AORRA
operating within a TMA below FL100 is 250 KIAS. airspace unless it is RNP 10 certified to operate in
AIRPORT OPERATING MINIMUMS this airspace by the State of Registry or the State of
operator, as the case may be, except in the following
Uruguay publishes Minimum Descent Altitudes
circumstances:
(MDA) Obstacle Clearance Altitudes (Heights)
[OCA(H)] and visibility for landing. a. The aircraft is being initially delivered to the
State of Registry or the State of the operator.
b. The aircraft is certified but experience naviga-
minimums.
tion degradation and is being flown back to
base or to a maintenance facility for repairs.
q$z

URUGUAY -2 AIR TRAFFIC CONTROL 29 NOV 19
URUGUAY - RULES AND PROCEDURES q$i
c. The aircraft is engaged on a humanitarian or 4.4.2.1.2 In the event of a delay of 60 min-

mercy flight. utes in excess of the estimated off-block time for a
d. State aircraft. controlled flight or a delay of one hour for an uncon-
trolled flight for which a flight plan has been sub-
OPERATIONAL PROCEDURES BEFORE mitted, the flight plan should be amended or a new
ENTERING TO AORRA AIRSPACE flight plan submitted and the old flight plan cancelled,
Before entering the AORRA airspace the pilot-in- whichever is applicable.
command of an aircraft RNP 10 certified, shall verify 4.10.4.6 QFE altimeter settings are not pro-
that the required equipment to fly within AORRA is vided.
operating normally and also verify with the greatest
possible accuracy the position of the aircraft through 5.4.2.2.2.1 Not applicable at the time of
external air navigation aids. transfer of responsibilities, when flights are going to
cross international borders. Instead shall apply the
If any equipment is not operating normally, the procedures established in the Letters of Agreement
pilot should notify ATC before entering the AORRA signed with Ezeiza, Resistencia and Curitiba ACC.
airspace.
5.4.2.3.3.1 Not applicable at the time of
DIFFERENCES FROM ICAO transfer of responsibilities, when flights are going to
STANDARDS AND PROCEDURES cross international borders.
ICAO REFERENCE 9.2.2.1 By regional agreement the period is

of three minutes.
ANNEX 2
SUPPLEMENTARY REGIONAL
3.3.1.2 Flight plans are required to be sub-
mitted for all flights, except for VFR flight in Class G
PROCEDURES (Doc 7030)
airspace. ANNEX 2
3.3.5.4 When the pilot submits a Flight Plan Flights shall be conducted in accordance with instru-
within the national borders, know before initiating it, ment flight rules (even when not operating under
that none of the procedures in this Annex to give meteorological instrument flight rule conditions)
notice of arrival (ARR) shall be practicable, shall when operation over sea to more than 20 nautical
record such inability by annotating in item 18 of the miles from the coast, for more than an hour, except
Flight Plan form, the following: ARR/NIL. that shall not be required the observance of the
NOTE: The annotation ARR/NIL, made in item 18 minimum IFR levels during daylight, when visual
of the Flight Plan form shall prevent unnecessary meteorological conditions exist.
activation of alert, search and rescue services. If an aircraft has deviated involuntarily from the spec-
3.6.2.2.1 Not applicable. ified route in its ATC authorization, shall adapt imme-
diately the steps to recover the route within “one hun-
3.6.3.1.1 Not applicable. dred (100)” nautical miles from the point where the
4.3 VFR flights operate from 30 minutes before deviation is observed.
sunrise until 30 minutes after the sunset. Night VFR
flights are permitted provided they meet the require-
ments of RAU 91 and RAU 135.
4.4 VFR flights are not permitted:
c) when operating over the ocean more than 20
NM (37km) from the shore line for more than
one hour;
d) over clouds, fog and other meteorological
formation, when they obstruct the continuous
visual references with the ground.
4.5 a) VFR levels up to FL195 only.
ANNEX 11
3.3.5 c) Not applicable within Uruguay airspace,
there are no agreements with bordering countries for
its application.
3.6.1.3.1 c) Not applicable for arriving aircraft.
3.10 Surface movement radar (SMR) not avail-
able.
PANS-RAC (Doc 4444)
4.3.2.1.1 Numeral (c) is not applicable
q$z

1 MAY 09 AIR TRAFFIC CONTROL VENEZUELA-1
VENEZUELA - RULES AND PROCEDURES

GENERAL DIFFERENCES FROM ICAO
Air traffic rules and procedures applied in the territory STANDARDS AND PROCEDURES
of the Republic Bolivariana of Venezuela are adjusted None published.
to Annexes 2 and 11 to the International Civil Aviation
Convention, to the parts of Procedures for Air Navi-
gation Services, Air Traffic Management (Doc. 4444)
applicable to aircraft, and to South American (SAM)
Regional Supplementary Procedures.
ations are as listed in the following table.
MEASUREMENT OF UNIT
Distances used in navigation, Nautical Miles and
position reporting, etc., Tenths
generally in excess of 2 NM
Relatively short distances Meters
such as those relating to
airport (e.g., runway lengths)
Altitudes, elevations and Meters and Feet
heights
Horizontal speed including Knots
wind speed
and take-off
Visibility, including runway Kilometers or Meters
visual range
Weight Metric Tons or
Kilograms
Time Hours and Minutes,
the day of 24
hours beginning
at midnight UTC.
WGS–84 COMPLIANT
FLIGHT PROCEDURES
The holding, approach, arrival and departure proce-
dures published have been prepared based on the
contents of the ICAO - Doc. 8168 Procedures for
Air Navigation Services - Aircraft Operations (PANS -
OPS). The areas of holding have been provided, so
that within the definite airspace, Jet Aircraft can oper-
ate, with indicated air speeds up to 230 kt, at/or above
FL140 and 210 kt from 6000 ft to FL140.
Venezuela publishes DH, MDA, HAA, HAT and visibil-
ity for landing. Ceiling and visibility or visibility only are
published for take-off. Ceiling and visibility are pub-
lished for alternate.

REGULATIONS
The operation in the Maiquetia TMA will only be per-
missible for the flights which have presented an IFR
plan and have received a clearance from the corre-
sponding ATC unit.
q$z

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12 FEB 16 AIR TRAFFIC CONTROL WH-I

TABLE OF CONTENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WH-I

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . 101

FLIGHT PROCEDURES (DOC 8168) – AIR TRAFFIC CONTROL

FLIGHT PROCEDURES (DOC 8168) – GENERAL PRINCIPLES

1 GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

2 ACCURACY OF FIXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

3. TURN AREA CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205

FLIGHT PROCEDURES (DOC 8168) – DEPARTURE PROCEDURES

1 GENERAL CRITERIA FOR DEPARTURE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209

2 STANDARD INSTRUMENT DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

3 OMNIDIRECTIONAL DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212

4 PUBLISHED INFORMATION FOR DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214

© JEPPESEN, 2006, 2016. ALL RIGHTS RESERVED.

FLIGHT PROCEDURES (DOC 8168) – ARRIVAL AND APPROACH PROCEDURES

1 GENERAL CRITERIA FOR ARRIVAL AND APPROACH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . 215

2 ARRIVAL SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222

3 INITIAL APPROACH SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223

4 INTERMEDIATE APPROACH SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

5 FINAL APPROACH SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

6 MISSED APPROACH SEGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

7 VISUAL MANOEUVRING (CIRCLING) AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233

FLIGHT PROCEDURES (DOC 8168) – EN-ROUTE CRITERIA

1 EN-ROUTE CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239

FLIGHT PROCEDURES (DOC 8168) – HOLDING PROCEDURES

1 HOLDING CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241

2 OBSTACLE CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245

FLIGHT PROCEDURES (DOC 8168) – NOISE ABATEMENT PROCEDURES

1 GENERAL NOISE ABATEMENT INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

© JEPPESEN, 2006, 2016. ALL RIGHTS RESERVED.

2 NOISE PREFERENTIAL RUNWAYS AND ROUTES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

3 AEROPLANE OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

APPENDIX TO CHAPTER 3 – NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE

2 NOISE ABATEMENT DEPARTURE CLIMB –

3 NOISE ABATEMENT DEPARTURE CLIMB –

FLIGHT PROCEDURES (DOC 8168) – RNAV AND SATELLITE-BASED

1 GENERAL INFORMATION FOR RNAV SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

2 TERMINAL ARRIVAL ALTITUDE (TAA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

3 GENERAL INFORMATION FOR BASIC GNSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256

4 GENERAL INFORMATION FOR SATELLITE-BASED AUGMENTATION SYSTEM (SBAS). . . . . . . . . 257

5 GENERAL INFORMATION FOR GROUND-BASED AUGMENTATION SYSTEM (GBAS) . . . . . . . . . . 259

FLIGHT PROCEDURES (DOC 8168) – DEPARTURE PROCEDURES (RNAV)

1 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR

2 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR

3 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES FOR

4 AREA NAVIGATION (RNAV) DEPARTURE PROCEDURES

© JEPPESEN, 2006, 2016. ALL RIGHTS RESERVED.

FLIGHT PROCEDURES (DOC 8168) – ARRIVAL AND NON-PRECISION APPROACH PROCEDURES

1 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

2 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

3 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

5 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

FLIGHT PROCEDURES (DOC 8168) – APPROACH PROCEDURES WITH VERTICAL GUIDANCE

1 APV/BARO-VNAV APPROACH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269

2 AREA NAVIGATION (RNAV) ARRIVAL AND APPROACH PROCEDURES

FLIGHT PROCEDURES (DOC 8168) – PRECISION APPROACH PROCEDURES

1 GBAS PRECISION APPROACH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

FLIGHT PROCEDURES (DOC 8168) – RNAV HOLDING

2 HOLDING PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

3. HOLDING ENTRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275

FLIGHT PROCEDURES (DOC 8168) – ENROUTE

1 AREA NAVIGATION (RNAV) AND RNP-BASED EN-ROUTE PROCEDURES . . . . . . . . . . . . . . . . . . . 277

FLIGHT PROCEDURES (DOC 8168) – ALTIMETER SETTING PROCEDURES