KLM OM-C Briefing

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OM C1 - GENERAL ROM CONTENTS
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0 INTRODUCTION
1 GENERAL INFORMATION
2 ABBREVIATIONS, INCL. NOTAM
3 EUROPE
4 MIDDLE EAST
5 FAR EAST (SOUTH)
6 FAR EAST (NORTH)
7 NORTH ATLANTIC & NORTH AMERICA
8 MID ATLANTIC & CENTRAL AMERICA
9 SOUTH ATLANTIC & SOUTH AMERICA
10 AFRICA
COVERAGE RESTRICTIONS
Countries/areas not covered in this OM Part C1:
• Pacific ocean airspace west of continental America and Puerto Montt & Punta Arenas UIRs/FIRs (Chile).
• The Johannesburg Oceanic FIR.
• The User Preferred Routes Geographical Zone (UPRGZ) between Africa and Australia.
• Bhutan, Nepal, Papua New Guinea, and Pacific States east of E140º.
• Australia and New Zealand.
25 MAR 2021 Authority: SPL/OS Issue. 1. p.1

Uncontrolled document after printing and download
k INTRODUCTION
OM C1 - GENERAL ROM Log of Effective Pages

LogofEffectivePages
Contents 25 MAR 2021 2.1.p.7 08 JAN 2015 3.1.p.1 12 NOV 2015

Log of Eff. P. 25 MAR 2021 2.1.p.8 06 DEC 2018 3.1.p.2 25 MAR 2021
Amdt. 124 25 MAR 2021 2.1.p.9 07 JAN 2016 3.1.p.3 25 MAR 2021
Amdt. 123 25 FEB 2021 2.1.p.10 08 JAN 2015 3.1.p.4 31 JAN 2019
2.1.p.11 23 APR 2020 3.1.p.5 26 MAR 2020
0.TOC.p.1 09 NOV 2017 2.1.p.12 26 MAY 2016 3.1.p.6 26 MAR 2020
0.1.p.1 23 APR 2020 2.1.p.13 25 MAR 2021 3.2.p.1 26 MAR 2020
2.1.p.14 05 FEB 2015 3.2.p.2 31 JAN 2019
1.TOC.p.1 07 NOV 2019 2.1.p.15 28 MAY 2015 3.2.p.3 25 MAR 2021
1.TOC.p.2 07 NOV 2019 2.1.p.16 08 OCT 2020 3.2.p.4 25 FEB 2021
1.1.p.1 08 JAN 2015 2.1.p.17 08 JAN 2015 3.2.p.5 10 SEP 2020
1.1.p.2 08 JAN 2015 2.1.p.18 07 JAN 2016 3.2.p.6 25 MAR 2021
1.1.p.3 08 JAN 2015 2.1.p.19 14 SEP 2017 3.2.p.7 25 MAR 2021
1.1.p.4 08 JAN 2015 2.1.p.20 08 JAN 2015 3.2.p.8 25 MAR 2021
1.1.p.5 03 MAR 2016 2.1.p.21 03 MAR 2016 3.3.p.1 25 MAR 2021
1.1.p.6 03 MAR 2016 2.1.p.22 03 MAR 2016 3.3.p.2 16 JUL 2020
1.2.p.1 08 JAN 2015 2.1.p.23 08 NOV 2018 3.3.p.3 26 MAR 2020
1.2.p.2 08 JAN 2015 2.1.p.24 27 FEB 2020 3.3.p.4 10 SEP 2020
1.3.p.1 18 JUN 2020 2.1.p.25 17 SEP 2015 3.3.p.5 05 NOV 2020
1.3.p.2 18 JUN 2020 2.1.p.26 15 SEP 2016 3.3.p.6 23 APR 2020
1.3.p.3 18 JUN 2020 2.1.p.27 31 MAR 2016 3.3.p.7 23 APR 2020
1.3.p.4 18 JUN 2020 2.1.p.28 08 NOV 2018 3.4.p.1 25 MAR 2021
1.3.p.5 18 JUN 2020 2.1.p.29 18 AUG 2016 3.4.p.2 03 MAR 2016
1.3.p.6 18 JUN 2020 2.1.p.30 15 SEP 2016 3.5.p.1 25 MAR 2021
1.3.p.7 18 JUN 2020 2.1.p.31 07 JAN 2016 3.5.p.2 06 MAR 2014
1.3.p.8 18 JUN 2020 2.1.p.32 07 JAN 2016 3.5.p.3 05 NOV 2020
1.3.p.9 18 JUN 2020 2.1.p.33 03 JAN 2019 3.5.p.4 25 MAR 2021
1.3.p.10 18 JUN 2020 2.1.p.34 08 NOV 2018 3.5.p.5 28 JAN 2021
1.3.p.11 18 JUN 2020 2.1.p.35 08 NOV 2018 3.5.p.6 25 MAR 2021
1.3.p.12 18 JUN 2020 2.1.p.36 31 DEC 2020 3.5.p.7 28 JAN 2021
1.5.p.1 08 JAN 2015 2.1.p.37 10 DEC 2015 3.5.p.8 31 JAN 2019
1.5.p.2 27 APR 2017 2.2.p.1 11 DEC 2014 3.5.p.9 26 APR 2018
1.6.p.1 03 MAR 2016 2.2.p.2 11 DEC 2014 3.5.p.10 18 AUG 2016
1.6.p.2 18 JUL 2019 2.2.p.3 11 DEC 2014 3.5.p.11 18 AUG 2016
1.6.p3 28 JAN 2021 2.2.p.4 11 DEC 2014 3.6.p.1 31 MAR 2016
1.7.p.1 25 MAR 2021 2.2.p.5 05 FEB 2015 3.6.p.2 05 NOV 2020
1.7.p.2 05 NOV 2020 2.2.p.6 11 DEC 2014 3.6.p.3 23 APR 2020
2.2.p.7 05 FEB 2015 3.6.p.4 05 NOV 2020
2.TOC.p.1 09 NOV 2017 3.6.p.5 10 NOV 2016
2.1.p.1. 07 JAN 2016 3.TOC.p.1 25 FEB 2021 3.6.p.6 05 NOV 2020
2.1.p.2 18 AUG 2016 3.TOC.p.2 25 MAR 2021 3.6.p.7 05 NOV 2020
2.1.p.3 28 MAY 2015 3.TOC.p.3 28 JAN 2021 3.6.p.8 01 FEB 2018
2.1.p.4 10 NOV 2016 3.TOC.p.4 13 AUG 2020 3.6.p.9 05 NOV 2020
2.1.p.5 25 MAR 2021 3.TOC.p.5 08 OCT 2020 3.6.p.10 30 JAN 2020
2.1.p.6 08 NOV 2018 3.0.p.1 15 DEC 2011 3.7.p.1 25 MAR 2021
25 MAR 2021 Source: SPL/OS ’ICA’.LEP. p.1

k INTRODUCTION
3.7.p.2 25 MAR 2021 5.3.p.2 03 DEC 2020 7.TOC.p.1 07 NOV 2019

3.7.p.3 25 MAR 2021 5.3.p.3 31 DEC 2020 7.TOC.p.2 07 NOV 2019
3.7.p.4 25 MAR 2021 5.3.p.4 25 MAR 2021 7.TOC.p.3 07 NOV 2019
3.7.p.5 25 MAR 2021 5.3.p.5 25 MAR 2021 7.TOC.p.4 07 NOV 2019
3.7.p.6 25 MAR 2021 5.3.p.6 02 JAN 2020 7.0.p.1 16 JUL 2020
3.7.p.7 25 MAR 2021 5.3.p.7 02 JAN 2020 7.1.p.1 13 OCT 2016
3.7.p.8 25 MAR 2021 5.4.p.1 18 AUG 2016 7.1.p.2 25 FEB 2021
3.7.p.9 25 MAR 2021 5.5.p.1 25 MAR 2021 7.2.p.1 25 MAR 2021
3.7.p.10 25 MAR 2021 5.5.p.2 01 FEB 2018 7.2.p.2 25 MAR 2021
3.7.p.11 25 MAR 2021 5.6.p.1 28 APR 2016 7.2.p.3 25 MAR 2021
3.7.p.12 25 MAR 2021 5.7.p.1 25 MAR 2021 7.2.p.4 25 MAR 2021
3.7.p.13 25 MAR 2021 5.7.p.2 25 MAR 2021 7.2.p.5 25 MAR 2021
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3.7.p.15 25 MAR 2021 7.2.p.7 10 SEP 2020
3.7.p.16 25 MAR 2021 6.TOC.p.1 25 MAR 2021 7.2.p.8 28 JAN 2021
3.7.p.17 25 MAR 2021 6.TOC.p.2 30 JAN 2020 7.2.p.9 16 JUL 2020
3.7.p.18 25 MAR 2021 6.0.p.1 16 JUL 2020 7.3.p.1 31 DEC 2020
3.7.p.19 25 MAR 2021 6.1.p.1 01 MAY 2014 7.3.p.2 07 NOV 2019
3.7.p.20 25 MAR 2021 6.2.p.1 25 MAR 2021 7.3.p.3 08 OCT 2020
6.2.p.2 25 MAR 2021 7.3.p.4 25 MAR 2021
4.TOC.p.1 21 MAY 2020 6.2.p.3 25 FEB 2021 7.3.p.5 08 OCT 2020
4.TOC.p.2 31 DEC 2020 6.3.p.1 25 MAR 2021 7.4.p.1 13 SEP 2018
4.0.p.1 16 JUL 2020 6.3.p.2 25 MAR 2021 7.4.p.2 13 OCT 2016
4.1.p.1 25 MAR 2021 6.4.p.1 03 DEC 2020 7.4.p.3 01 MAR 2018
4.1.p.2 28 MAY 2015 6.4.p.2 08 OCT 2020 7.5.p.1 25 MAR 2021
4.2.p.1 21 MAY 2020 6.4.p.3 03 DEC 2020 7.5.p.2 28 JAN 2021
4.2.p.2 25 MAR 2021 6.4.p.4 25 MAR 2021 7.6.p.1 05 NOV 2020
4.2.p.3 31 MAR 2016 6.4.p.5 25 MAR 2021 7.6.p.2 05 NOV 2020
4.3.p.1 25 MAR 2021 6.4.p.6 25 MAR 2021 7.6.p.3 31 DEC 2020
4.3.p.2 25 MAR 2021 6.4.p.7 31 DEC 2020 7.6.p.4 05 NOV 2020
4.4.p.1 05 NOV 2020 6.4.p.8 25 MAR 2021 7.7.p.1 30 JAN 2020
4.4.p.2 25 MAR 2021 6.4.p.9 25 MAR 2021 7.8.p.1 25 MAR 2021
4.5.p.1 21 MAY 2020 6.4.p.10 25 MAR 2021 7.8.p.2 23 JUN 2016
4.6.p.1 31 DEC 2020 6.5.p.1 25 MAR 2021 7.9.p.1 18 AUG 2016
4.6.p.2 31 DEC 2020 6.5.p.2 25 MAR 2021 7.9.p.2 18 AUG 2016
6.5.p.3 02 MAR 2017 7.9.p.3 15 SEP 2016
5.TOC.p.1 03 DEC 2019 6.5.p.4 25 MAR 2021 7.9.p.4 25 MAR 2021
5.TOC.p.2 07 NOV 2019 6.5.p.5 25 MAR 2021 7.9.p.5 05 JAN 2017
5.0.p.1 16 JUL 2020 6.6.p.1 31 MAR 2016 7.9.p.6 25 MAR 2021
5.1.p.1 19 JUL 2018 6.6.p.2 26 JUN 2014 7.9.p.7 18 AUG 2016
5.1.p.2 11 OCT 2018 6.7.p.1 25 MAR 2021 7.10.p.1 25 MAY 2017
5.2.p.1 25 MAR 2021 6.7.p.2 25 MAR 2021 7.10.p.2 16 JUL 2020
5.2.p.2 25 MAR 2021 6.7.p.3 25 MAR 2021 7.10.p.3 16 OCT 2014
5.2.p.3 25 MAR 2021 6.7.p.4 25 MAR 2021 7.10.p.4 16 OCT 2014
5.3.p.1 05 DEC 2019 7.10.p.5 05 FEB 2015

k INTRODUCTION
7.10.p.6 05 FEB 2015 7.16.p.3 28 APR 2016 10.TOC.p.1 25 MAR 2021

7.10.p.7 16 OCT 2014 7.16.p.4 25 MAR 2021 10.TOC.p.2 03 DEC 2020
7.10.p.8 25 MAR 2021 10.0.p.1 09 NOV 2017
7.10.p.9 25 MAR 2021 8.TOC.p.1 03 DEC 2020 10.1.p.1 16 JUL 2020
7.10.p.10 25 MAR 2021 8.TOC.p.2 25 MAR 2021 10.1.p.2 01 MAY 2014
7.11.p.1 05 FEB 2015 8.0.p.1 16 JUL 2020 10.2.p.1 25 MAR 2021
7.11.p.2 24 MAY 2018 8.1.p.1 12 OCT 2017 10.2.p.2 25 FEB 2021
7.11.p.3 10 DEC 2015 8.1.p.2 25 FEB 2021 10.2.p.3 05 DEC 2019
7.11.p.4 10 DEC 2015 8.2.p.1 08 OCT 2020 10.3.p.1 25 MAR 2021
7.11.p.5 16 JUL 2020 8.2.p.2 03 DEC 2020 10.3.p.2 07 NOV 2019
7.11.p.6 28 JAN 2021 8.2.p.3 25 MAR 2021 10.4.p.1 30 JAN 2020
7.11.p.7 01 MAR 2018 8.2.p.4 25 MAR 2021 10.4.p.2 17 AUG 2017
7.11.p.8 16 JUL 2020 8.2.p.5 25 FEB 2021 10.4.p.3 18 AUG 2016
7.11.p.9 16 JUL 2020 8.3.p.1 25 MAR 2021 10.5.p.1 21 MAY 2020
7.11.p.10 25 MAR 2021 8.3.p.2 05 NOV 2020 10.6.p.1 28 JAN 2021
7.11.p.11 10 DEC 2015 8.3.p.3 31 DEC 2020 10.6.p.2 03 DEC 2020
7.11.p.12 10 DEC 2015 8.3.p.4 25 MAR 2021 10.6.p.3 25 MAR 2021
7.11.p.13 13 OCT 2016 8.3.p.5 30 JAN 2020
7.11.p.14 26 APR 2018 8.3.p.6 03 DEC 2020
7.11.p.15 05 JAN 2017 8.3.p.7 25 MAR 2021
7.11.p.16 30 JAN 2020 8.3.p.8 08 OCT 2020
7.11.p.17 25 MAR 2021 8.3.p.9 25 MAR 2021
7.12.p.1 06 SEP 2011 8.4.p.1 16 OCT 2014
7.13.p.1 30 MAR 2017 8.5.p.1 03 DEC 2020
7.13.p.2 25 MAR 2021 8.6.p.1 03 DEC 2020
7.14.p.1 17 SEP 2015 8.6.p.2 03 DEC 2020
7.14.p.2 17 SEP 2015 8.6.p.3 28 JAN 2021
7.14.p.3 17 SEP 2015 8.6.p.4 25 MAR 2021
7.14.p.4 17 SEP 2015 8.6.p.5 25 MAR 2021
7.14.p.5 17 SEP 2015
7.14.p.6 17 SEP 2015 9.TOC.p.1 25 FEB 2021
7.14.p.7 17 SEP 2015 9.0.p.1 21 JAN 2014
7.14.p.8 17 SEP 2015 9.1.p.1 31 JAN 2014
7.14.p.9 18 AUG 2016 9.2.p.1 25 MAR 2021
7.14.p.10 08 OCT 2020 9.2.p.2 25 MAR 2021
7.14.p.11 26 MAY 2016 9.2.p.3 25 MAR 2021
7.14.p.12 01 FEB 2018 9.2.p.4 25 FEB 2021
7.15.p.1 23 APR 2020 9.2.p.5 03 DEC 2020
7.15.p.2 25 MAR 2021 9.3.p.1 03 DEC 2020
7.15.p.3 25 MAR 2021 9.4.p.1 31 DEC 2020
7.15.p.4 25 MAR 2021 9.4.p.2 31 DEC 2020
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7.15.p.6 25 MAR 2021
7.16.p.1 25 MAR 2021
7.16.p.2 02 MAR 2017

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k
our ref. SPL/OS OM C1 (124)
date 25 MAR 2021
telephone 0628370861
e-mail rene.dijkema@klm.com
subject Amendment No. 124 to OM C1 (General ROM)
This amendment contains several general revisions throughout OM-C1 (General ROM) reflecting recent changes
within KLM Flight Operations:
— B747 related content & procedures deleted.
— Renamed department Flight Tactical Services (FTS) to Air Traffic Management (ATM).
— Renamed Duty Manager Flight (DMF) to Operational Manager Flight (OMF).
The aforementioned changes will not be listed in full detail below.
Chapter Major Changes

EUR - Regional Background Information 3.1-1.3 B-RNAV exceptions, Kyrgyz Rep. & Uzbekistan FIR’s,
updated.
EUR - Flightplanning - General 3.2-14 Low Level Contingency Fuel Planning, N-2 scenario,
deleted.
EUR - Flightplanning - General 3.2-16 B747 Tankering, deleted.
B737 Tankering, destination AMS, fuel limit after
landing changed from 6 to 3 tonnes, updated.
EUR - En Route General 3.5-15 RECAT-EU, updated.
M/E - Flightplanning - General 4.2-9 Low Level Contingency Fuel Planning, N-2 scenario,
deleted.
M/E - Flightpl. Country Proc. 4.3-5 Saudi Arabia, State alternate minima, OPSSPEC
approval, B777 added.
F/E (N) - Flightplanning General 6.2-8 Astana renamed to Nur-Sultan
F/E (N) - Flightpl. - Siberia Routes 6.3-1.1 Planning North of N742, updated.
F/E (N) - Flightpl. - Other than Siberia Routes 6.4-11 Low Level Contingency Fuel Planning, N-2 scenario,
deleted.
NAT & NAM - Flightplanning NAT 7.2 Low Level Contingency Fuel Planning, N-2 scenario,
deleted. Decompression scenario, updated.
NAT & NAM - En Route Canada 7.10-8.1 Wake Turbulence Categories, table updated.
MAT - Flightplanning - General 8.2-12 Low Level Contingency Fuel Planning, B747 N-1
scenario, deleted.
MAT - Destination Alternates 8.6-14 Port of Spain (TTPP / POS), added.
SAT - Flightplanning 9.2-8 Crossing Sal Oceanic UIR, updated.
AFI - Flightplanning - General 10.2-9 Low Level Contingency Fuel Planning, reference to
B747 N-2 90min circles, deleted.
FLIGHT OPERATIONS

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k
our ref. SPL/OS OM C1 (123)
date 25 FEB 2021
telephone 0628370861
e-mail rene.dijkema@klm.com
subject Amendment No. 123 to OM C1 (General ROM)
Chapter Major Changes

GEN - General Information - Overfly Permits 1.7 Bangladesh, updated.
EUR - Flightplanning General 3.2-15 Cat. B aerodromes, Kristiansand (ENCN), updated.
EUR - Enroute General 3.4-2.2 RECAT-EU, updated.
EUR - Destination Alternates 3.7 Genoa (LIMJ / GOA), removed as alternate for ICA.
Milan Linate (LIML / LIN), updated.
Milan Malpensa (LIMC / MXP), updated.
Nice (LFMN / NCE), updated.
Rome (LIRF / FCO), updated.
F/E (S) - Flightplanning General 5.2-7 Fuel Quality, updated.
F/E (S) - Flightplanning General 5.2-12 Cat. B aerodromes, various airports, updated.
F/E (S) - Destination Alternates 5.7-6 Jakarta (WIII / CGK), updated.
Alternate Palembang (WIPP / PLM), added.
F/E (N) - Flightplanning General 6.2-8 Fuel Quality, updated.
F/E (N) - Flightplanning General 6.2-9 Cat. B aerodromes, various airports, updated.
F/E (N) - Flightpl. Other than Siberia Routes 6.4-12.1 Low Level Contingency Fuel Planning, note regarding
diversion fuel, added.
NAT & NAM - Regional Background Information 7.1-3.2 NAT OTS Track message, updated.
MAT - Regional Background Information 8.1-1.4 Nicaragua volcanoes, Telica, added.
MAT - Flightplanning General 8.2-14 Cat. B aerodromes, Cali (SKCL), updated.
MAT - Flightplanning Destination Proc. 8.3-8.1 Quito UIO & Guayaquil GYE, volcanic hazard,
procedure regarding Alert status 1 or 2, updated.
SAT - Flightplanning 9.2 Various updates to chapter:
- West of the EUR-SAM Corridor, routing, updated.
- Night-time ’No FLEX’ Trial Cayenne UIR, deleted.
- East of the EUR-SAM Corridor, avoid DCT’s longer
than 300nm, added.
- Destination GRU, SID restrictions, updated.
- Destination GIG, SID restrictions, updated.
AFI - Flightplanning General 10.2-8 Fuel Quality, updated.
FLIGHT OPERATIONS

k 0. INTRODUCTION
OM C1 - GENERAL ROM 0.TOC Table of Contents
OM Part C - General
TableofContents0.TOC 0.1. p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. p.1
Scope & Restrictions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. p.1
Relation to OM Parts A and B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. p.1
User Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. p.1
09 NOV 2017 0.TOC. p.1

k 0. INTRODUCTION
OM C1 - GENERAL ROM 0.1 OM Part C - General
1. INTRODUCTION
OMPartC-General0.1
The digital OM Part C consists of:

— C1 (General ROM)
OM C1 provides flightplanning instructions and (background) information supplementary to OM C2.
As OM C2 provides (references to) data required to be readily available in-flight, use of OM C1 can be
restricted to the pre-flight phase, non-routine circumstances and familiarization purposes.
— C2 (Regional ROM),
OM C2 provides instructions & information required to be readily available in flight.
OM C2 is also available in print.
Hand written revisions to the printed OM C2 are not permitted, except when instructed, for safety reasons.
— ’ICA’ Supplement to OM C1 & C2
Provides intermediate or temporary changes to OM C1 & C2 (not for B737).
— C3 (Aerodromes)
Coverage charts of KLM-adequate OM C3 airports are provided in the OM C2 QRPs.
— C4 (Additional Station Info)
Provides COMP information in addition to OM C3.
— Route Facility Chart
— Special Use Airspace (SUA)
SUA provides information of all P, D and R airspace, Tempo Reserved airspace, Caution areas, etc.
— LAT Legends and Tables
Provides chart legends for RFC and OM C3.
— Holdover Time Tables
Provides Holdover Time Guidelines for all KLM approved de-icing/anti-icing fluids.
— True Track & Distance tables
— Additional information
Provides e.g. supplementary route charts.
NOTE:
1. Not discussed here is the FMS Nav. Database.
2. Intermediate or temporary changes to OM C1, C2 and C4 will be published via COMP Notam.
Note: COMP Notams can be recognized by the following Notam code: CO XXX/XX.
3. Intermediate or temporary changes to OM C3 will be published via Chart Notam.
Note: Chart Notams can be recognized by the following Notam code: CC XXX/XX.
2. SCOPE & RESTRICTIONS

OM Part C provides State of Operations (AIS) regulations & procedures and COMP directives & information
for IFR flights, applicable to routes or areas of operation.
OM C1 & C2 provide only AIS regulations & procedures that are more restrictive than those in OM Part A and B.
OM C3 and RFC, supplied by Lufthansa SYstems LSY (Lido), provide AIS regulations & procedures
regardless of those in OM A, B or C1 & C2.
OM C3 AOI pages contain references to Lido ’General Information’, e.g. Rules and Regulations (RAR), Country
RAR (CRAR) and Aerodromes (ADR), which is not provided as part of the KLM OM C. Consequently, these
references can be disregarded, as relevant information is published in OM Parts A, B and/or C1 & C2.
NOTE: OM C1 & C2 content is kept up-to-date by the ’source’ department as published in the page footer.
3. RELATION TO OM PARTS A AND B

Ref. OM A (BOM) 0.1, where applicable, OM C1 & C2 instructions overrule OM Parts A and B.
4. USER FEEDBACK
Pilot's feedback regarding OM C content can be forwarded via Trip Report.
In urgent cases, pilots should contact Dispatch via ACARS or SATCOM phone.
23 APR 2020 0.1. p.1

k 1. GENERAL INFORMATION

TableofContents1.TOC
Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.1

Conversion Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.1
Sunrise Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.2
Sunset Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.3
DME/TACAN Channel vs. VOR/ILS Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.4
Dimensional Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.5
Climb Gradient vs. Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.5
Barometric Pressure MM vs. hPa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.6
Airport Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 p.1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2. p.1
Mandatory Instruction Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2. p.1
Information Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2. p.2
Visual Docking Guidance Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.1
Pneutronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.1
RLG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.2
Safegate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.2
DASA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.3
Safedock 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.3
Safedock 3 & 3S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.4
Aircraft Positioning System (APS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.4
Burroughs Optical Lens Docking System (BOLDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.5
Barbier, Bernard, Turenne (BBT), or Optical Stopping System (OSS) . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.5
INOGON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.6
Aeroport De Paris (ADP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.7
FMT Dual Airpark System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.8
Aircraft Positioning and Information System (APIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.8
Docking Guidance System (DGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.8
Stopping Position Indicator (SPI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.9
Mirror Stop System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.9
Parallax Aircraft Parking Aid (PAPA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.10
Nose-In Guidance System (NIGS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.10
Side Marker Boards (SMB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.11
Stop Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.11
Azimuth Guidance for Nose-In Stands (AGNIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 p.12
07 NOV 2019 1.TOC. p.1

ICAO Holding & Racetrack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 p.1

Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5. p.1
Bank Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5. p.1
Wind Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5. p.1
Point Merge System (PMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5. p.2
Miscellaneous. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 p.1
Time (UTC), GPS Status & Geophysical Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6. p.1
Initial vs. Average True Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6. p.1
DF Accuracy Classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6. p.1
Four-Point Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6. p.1
ICAO Piloting Limitations - TMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6. p.1
Tarmac Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1.6. p.2
Alternative COMP Communications - ARINC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6. p.2
Overfly Permits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7. p.1
Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7. p.1
Middle East . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7. p.1
Far East (South) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7. p.1
Far East (North) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7. p.1
MAT & CAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7. p.1
SAT & SAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7. p.1
Africa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7. p.2
07 NOV 2019 1.TOC. p.2

OM C1 - GENERAL ROM 1.1 Tables
1. CONVERSION FACTORS
Tables1.1
Distance
To convert into Multiply by
centimetre inch 0.3937
kilometre statute mile 0.6214
kilometre nautical mile 0.5399
nautical mile metre 1852
statute mile metre 1609
foot metre 0.3048
metre foot 3.28
inch centimetre 2.54
yard (3 ft) metre 0.9144
Weight
kilogram pound 2.2046
pound kilogram 0.4536
ounce kilogram 0.02835
metric tonne pound 2205
Volume
US gallon litre 3.785
Imperial (British) gallon litre 4.546
litre US gallon 0.2642
litre Imperial (British) gallon 0.2199
Imperial (British) gallon US gallon 1.201
US gallon Imperial (British) gallon 0.8327
Speed
kilometre/hour knot 0.5399
metre/second foot/minute 196.8
knot kilometre/hour 1.852
foot/minute metre/second 0.00508
metre/second knot 1.9438
Pressure
atmosphere inch mercury (Hg) 29.92
hecto Pascal inch mercury (Hg) 0.02953
millimetre mercury (Hg) hecto Pascal 1.3332
Temperature
ºCelsius ºFahrenheit (ºC x 9/5) + 32
ºFahrenheit ºCelsius (ºF - 32) x 5/9
08 JAN 2015 1.1. p.1

2. SUNRISE TABLE
Night definition: Period during which the centre of the solar disc is more than 6° below the horizon.
For latitudes between 30° - 60°, the night begins 30 min after sunset and finishes 30 min before sunrise.
For latitude 30° or lower, the night begins 15 min after sunset and finishes 15 min before sunrise.
NOTE:
Tabulated 'Local Time' is not LMT, local Standard time or zone time.
SUNRISE LOCAL TIME

JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
LAT LAT
1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15
66 1026 0857 0706 0511 0314 0113 0016 0252 0437 0613 0754 0946 66
0956 0803 0621 0425 0227 - 0138 0336 0516 0652 0850 1029
64 0949 0840 0701 0516 0331 0158 0141 0313 0445 0611 0742 0915 64
0928 0752 0620 0433 0251 0132 0217 0351 0519 0646 0830 0947
62 0922 0826 0657 0520 0345 0228 0216 0330 0451 0609 0731 0853 62
0907 0744 0619 0441 0310 0210 0244 0403 0522 0641 0814 0919
N60 0902 0814 0653 0523 0356 0250 0242 0345 0456 0607 0722 0834 N60
0849 0736 0618 0447 0325 0236 0305 0413 0525 0636 0800 0858
58 0845 0804 0650 0526 0406 0307 0302 0357 0501 0606 0714 0819 58
0835 0729 0617 0453 0338 0256 0322 0422 0527 0632 0748 0841
56 0831 0755 0647 0529 0414 0322 0318 0407 0506 0604 0706 0806 56
0823 0724 0616 0458 0349 0313 0336 0430 0529 0629 0738 0826
54 0819 0747 0644 0531 0422 0335 0332 0416 0509 0603 0700 0755 54
0812 0718 0616 0502 0359 0327 0348 0437 0531 0625 0729 0813
52 0808 0740 0642 0533 0429 0346 0344 0424 0513 0602 0654 0745 52
0802 0714 0615 0506 0408 0339 0359 0443 0532 0623 0721 0802
N50 0758 0737 0640 0535 0435 0356 0355 0432 0516 0601 0649 0736 N50
0754 0709 0614 0510 0416 0350 0408 0449 0534 0620 0714 0752
45 0738 0720 0635 0539 0448 0417 0417 0447 0523 0559 0638 0718 45
0735 0700 0613 0518 0432 0413 0428 0501 0537 0614 0659 0732
N40 0722 0709 0631 0543 0459 0433 0435 0500 0528 0557 0629 0702 N40
0721 0652 0612 0524 0446 0430 0444 0511 0540 0609 0646 0715
35 0708 0659 0627 0546 0509 0447 0449 0510 0533 0555 0621 0649 35
0708 0645 0611 0530 0457 0446 0458 0520 0542 0605 0635 0701
N30 0656 0651 0624 0549 0517 0459 0502 0520 0537 0554 0614 0638 N30
0657 0639 0610 0535 0507 0458 0509 0527 0544 0601 0625 0649
N20 0635 0635 0618 0553 0530 0520 0524 0536 0544 0551 0601 0619 N20
0638 0629 0609 0543 0524 0520 0529 0540 0547 0554 0609 0628
N10 0617 0622 0613 0557 0542 0538 0543 0550 0551 0549 0550 0601 N10
0621 0620 0607 0550 0539 0539 0546 0551 0550 0548 0555 0609
Eq 0600 0610 0609 0600 0554 0554 0600 0603 0556 0546 0540 0545 Eq
0605 0611 0606 0557 0553 0557 0602 0601 0552 0543 0541 0552
S10 0543 0558 0604 0604 0605 0610 0617 0615 0602 0544 0530 0529 S10
0549 0602 0604 0604 0606 0614 0618 0611 0555 0537 0528 0534
S20 0525 0544 0558 0607 0616 0628 0636 0629 0602 0541 0519 0512 S20
0532 0552 0602 0610 0620 0633 0635 0622 0557 0531 0513 0516
S30 0503 0528 0552 0611 0629 0647 0656 0644 0614 0538 0506 0451 S30
0512 0541 0600 0618 0637 0654 0654 0634 0600 0523 0456 0454
35 0450 0519 0548 0613 0637 0659 0708 0653 0618 0536 0458 0439 35
0501 0534 0559 0623 0646 0706 0705 0641 0601 0519 0446 0441
S40 0436 0509 0544 0616 0646 0712 0753 0703 0622 0533 0449 0426 S40
0447 0527 0557 0628 0657 0720 0718 0648 0603 0514 0434 0426
45 0418 0456 0539 0618 0656 0728 0739 0715 0627 0531 0439 0409 45
0431 0518 0555 0633 0710 0737 0733 0658 0605 0509 0420 0408
S50 0356 0441 0534 0622 0708 0747 0759 0729 0633 0528 0427 0349 S50
0412 0508 0553 0640 0725 0758 0751 0709 0607 0502 0404 0345
CONVERSION LONGITUDE TO TIME: To be added if west, substracted if east to give UTC.
DEGREES
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
LONGITUDE
APPLY TO LT 0.00 0.20 0.40 1.00 1.20 1.40 2.00 2.20 2.40 3.00 3.20 3.40 4.00 4.20 4.40 5.00 5.20 5.40 6.00
DEGREES
95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180
LONGITUDE
APPLY TO LT 6.20 6.40 7.00 7.20 7.40 8.00 8.20 8.40 9.00 9.20 9.40 10.00 10.20 10.40 11.00 11.20 11.40 12.00
Example: Find UTC of sunrise at Yangon (N 16 54.0 E 096 08.0) on SEP 12

SR local time : 05 hr 44 min
Longitude conversion : 06 hr 20 min (subtract)
Sunrise UTC : 23 hr 24 min, on SEP 11
08 JAN 2015 1.1. p.2

3. SUNSET TABLE
Night definition: Period during which the centre of the solar disc is more than 6° below the horizon.
For latitudes between 30° and 60°, the night begins 30 min after sunset and finishes 30 min before sunrise.
For latitude 30° or lower, the night begins 15 min after sunset and finishes 15 min before sunrise.
NOTE:
Tabulated 'Local Time' is not LMT, local Standard time or zone time.
SUNSET LOCAL TIME

JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
LAT LAT
1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15
66 1342 1531 1719 1858 2042 2246 2342 2117 1920 1724 1532 1351 66
1422 1627 1759 1938 2129 - 2230 2030 1833 1639 1439 1322
64 1420 1548 1724 1853 2025 2159 2226 2057 1913 1727 1545 1422 64
1450 1637 1800 1929 2104 2229 2152 2016 1830 1645 1459 1404
62 1446 1602 1728 1849 2011 2129 2150 2040 1907 1729 1556 1445 62
1512 1646 1801 1922 2045 2152 2126 2004 1827 1650 1515 1432
N60 1506 1614 1732 1846 2000 2107 2125 2026 1901 1731 1605 1503 N60
1529 1653 1802 1915 2029 2126 2106 1954 1825 1655 1529 1453
58 1523 1624 1735 1843 1950 2049 2105 2014 1857 1732 1913 1518 58
1544 1700 1802 1909 2016 2105 2049 1945 1823 1659 1541 1510
56 1537 1633 1738 1840 1941 2034 2049 2004 1853 1734 1620 1531 56
1556 1706 1803 1904 2004 2048 2035 1937 1821 1702 1551 1525
54 1550 1641 1741 1837 1933 2021 2035 1955 1849 1735 1626 1543 54
1607 1711 1804 1900 1954 2034 2023 1931 1819 1706 1600 1538
52 1600 1648 1743 1835 1926 2010 2023 1947 1846 1736 1632 1553 52
1616 1715 1804 1856 1945 2022 2012 1924 1818 1709 1608 1549
N50 1610 1654 1745 1833 1920 2000 2012 1940 1842 1737 1637 1601 N50
1625 1720 1805 1852 1938 2011 2003 1919 1816 1711 1615 1559
45 1630 1708 1750 1829 1906 1939 1950 1924 1836 1740 1649 1620 45
1643 1729 1806 1844 1921 1949 1943 1907 1813 1718 1631 1619
N40 1646 1719 1754 1825 1855 1923 1933 1912 1831 1741 1658 1636 N40
1658 1737 1807 1837 1907 1931 1927 1857 1811 1723 1643 1636
35 1700 1729 1757 1822 1846 1908 1918 1901 1826 1743 1706 1648 35
1710 1743 1807 1832 1856 1916 1914 1849 1809 1727 1654 1650
N30 1712 1737 1801 1819 1838 1856 1905 1852 1822 1745 1713 1700 N30
1722 1749 1808 1826 1846 1903 1902 1841 1807 1731 1704 1702
N20 1733 1752 1806 1815 1824 1836 1843 1836 1815 1748 1726 1719 N20
1740 1800 1810 1818 1828 1841 1843 1829 1804 1738 1720 1724
N10 1751 1805 1811 1810 1812 1818 1825 1822 1809 1750 1737 1737 N10
1757 1809 1811 1810 1814 1822 1826 1818 1801 1744 1735 1742
Eq 1808 1817 1815 1807 1800 1801 1807 1810 1803 1753 1747 1753 Eq
1813 1818 1812 1804 1800 1804 1810 1808 1759 1749 1748 1759
S10 1825 1830 1820 1803 1749 1745 1750 1757 1757 1755 1758 1809 S10
1829 1826 1814 1757 1746 1747 1754 1758 1757 1755 1802 1817
S20 1843 1843 1825 1800 1738 1728 1732 1744 1752 1758 1809 1827 S20
1846 1836 1815 1750 1732 1728 1737 1747 1754 1802 1817 1836
S30 1905 1858 1831 1756 1724 1708 1711 1729 1745 1802 1822 1847 S30
1905 1847 1817 1742 1715 1707 1718 1736 1752 1809 1834 1858
35 1918 1907 1835 1754 1717 1656 1659 1720 1742 1804 1830 1859 35
1917 1853 1819 1737 1706 1655 1707 1729 1750 1814 1845 1911
S40 1932 1918 1839 1751 1708 1643 1645 1710 1738 1806 1839 1913 S40
1930 1901 1820 1732 1655 1641 1654 1721 1749 1818 1856 1926
45 1950 1930 1844 1748 1658 1628 1628 1658 1733 1809 1849 1929 45
1946 1909 1822 1726 1643 1624 1640 1712 1747 1824 1910 1944
S50 2012 1945 1849 1745 1646 1609 1608 1644 1727 1812 1901 1950 S50
2006 1919 1824 1719 1627 1603 1621 1701 1745 1831 1927 2006
CONVERSION LONGITUDE TO TIME: To be added if west, substracted if east to give UTC.
DEGREES
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
LONGITUDE
APPLY TO LT 0.00 0.20 0.40 1.00 1.20 1.40 2.00 2.20 2.40 3.00 3.20 3.40 4.00 4.20 4.40 5.00 5.20 5.40 6.00
DEGREES
95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180
LONGITUDE
APPLY TO LT 6.20 6.40 7.00 7.20 7.40 8.00 8.20 8.40 9.00 9.20 9.40 10.00 10.20 10.40 11.00 11.20 11.40 12.00
Example: Find UTC of sunrise at Anchorage (N 61 10.0 W 149 59.0) on JAN 20

SR local time : 15 hr 12 min
Longitude conversion : 10 hr 00 min (add)
Sunrise UTC : 01 hr 12 min, on JAN 21
08 JAN 2015 1.1. p.3

4. DME/TACAN CHANNEL VS. VOR/ILS FREQUENCY
DME VHF DME VHF DME VHF DME VHF DME VHF
channel freq channel freq channel freq channel freq channel freq
36X 109.90 56X 111.90 86X 113.90 106X 115.90
36Y 109.95 56Y 111.95 86Y 113.95 106Y 115.95
17X 108.00 37X 110.00 57X 112.00 87X 114.00 107X 116.00
17Y 108.05 37Y 110.05 57Y 112.05 87Y 114.05 107Y 116.05
18X 108.10 38X 110.10 58X 112.10 88X 114.10 108X 116.10
18Y 108.15 38Y 110.15 58Y 112.15 88Y 114.15 108Y 116.15
19X 108.20 39X 110.20 59X 112.20 89X 114.20 109X 116.20
19Y 108.25 39Y 110.25 59Y 112.25 89Y 114.25 109Y 116.25
20X 108.30 40X 110.30 70X 112.30 90X 114.30 110X 116.30
20Y 108.35 40Y 110.35 70Y 112.35 90Y 114.35 110Y 116.35
21X 108.40 41X 110.40 71X 112.40 91X 114.40 111X 116.40
21Y 108.45 41Y 110.45 71Y 112.45 91Y 114.45 111Y 116.45
22X 108.50 42X 110.50 72X 112.50 92X 114.50 112X 116.50
22Y 108.55 42Y 110.55 72Y 112.55 92Y 114.55 112Y 116.55
23X 108.60 43X 110.60 73X 112.60 93X 114.60 113X 116.60
23Y 108.65 43Y 110.65 73Y 112.65 93Y 114.65 113Y 116.65
24X 108.70 44X 110.70 74X 112.70 94X 114.70 114X 116.70
24Y 108.75 44Y 110.75 74Y 112.75 94Y 114.75 114Y 116.75
25X 108.80 45X 110.80 75X 112.80 95X 114.80 115X 116.80
25Y 108.85 45Y 110.85 75Y 112.85 95Y 114.85 115Y 116.85
26X 108.90 46X 110.90 76X 112.90 96X 114.90 116X 116.90
26Y 108.95 46Y 110.95 76Y 112.95 96Y 114.95 116Y 116.95
27X 109.00 47X 111.00 77X 113.00 97X 115.00 117X 117.00
27Y 109.05 47Y 111.05 77Y 113.05 97Y 115.05 117Y 117.05
28X 109.10 48X 111.10 78X 113.10 98X 115.10 118X 117.10
28Y 109.15 48Y 111.15 78Y 113.15 98Y 115.15 118Y 117.15
29X 109.20 49X 111.20 79X 113.20 99X 115.20 119X 117.20
29Y 109.25 49Y 111.25 79Y 113.25 99Y 115.25 119Y 117.25
30X 109.30 50X 111.30 80X 113.30 100X 115.30 120X 117.30
30Y 109.35 50Y 111.35 80Y 113.35 100Y 115.35 120Y 117.35
31X 109.40 51X 111.40 81X 113.40 101X 115.40 121X 117.40
31Y 109.45 51Y 111.45 81Y 113.45 101Y 115.45 121Y 117.45
32X 109.50 52X 111.50 82X 113.50 102X 115.50 122X 117.50
32Y 109.55 52Y 111.55 82Y 113.55 102Y 115.55 122Y 117.55
33X 109.60 53X 111.60 83X 113.60 103X 115.60 123X 117.60
33Y 109.65 53Y 111.65 83Y 113.65 103Y 115.65 123Y 117.65
34X 109.70 54X 111.70 84X 113.70 104X 115.70 124X 117.70
34Y 109.75 54Y 111.75 84Y 113.75 104Y 115.75 124Y 117.75
35X 109.80 55X 111.80 85X 113.80 105X 115.80 125X 117.80
35Y 109.85 55Y 111.85 85Y 113.85 105Y 115.85 125Y 117.85
126X 117.90
126Y 117.95
08 JAN 2015 1.1. p.4

5. DIMENSIONAL UNITS
5.1 ICAO Table
Measurements Dimension
Distance used in navigation (generally > 2 NM) NM and tenths
Relative short distances (e.g. runway lengths) Metres
Altitudes, heights and elevations Metres or feet
Horizontal speed including wind speed Knots
Vertical speed M/sec or feet/min
Wind direction for landing and take-off ºM
Wind direction except for landing and take-off ºT
Visibility, including RVR Km or metres
Altimeter setting Hecto Pascal (hPa)
Temperature ºC
Mass Metric tonnes or kg
Time Hours & minutes, the 24 HR day beginning at midnight (Z)
5.2 Countries using Non-ICAO Dimensional Units
Country Differences
Bahamas and Bermuda See USA.
Belarus Distances: Km.
Canada Short distances and RVR: Ft. VIS: SM. Altimeter setting: Inches.
Northern Domestic airspace: Wind direction for landing & T/O: ºTrue.
China Long distances: Km. Speed: Km/hr. Wind speed: M/s.
Wind direction for landing & T/O: ºTrue.
Japan Altimeter setting: Inches (hPa on request).
DPR of Korea (North) Distances: Km. ind speed: M/s.
Mongolia Distances above 5 000 m: Km. Horizontal speed: Km/hr.
Wind speed: M/s. Altimeter setting: Mm.
Mexico VIS: SM (and metres). RVR: Ft (and metres)
Puerto Rico See USA.
Russian Federation & CIS Distances: Km. Horizontal speed: Km/hr. Wind speed: M/sec.
Wind direction for landing and T/O: ºTrue, if VAR < 5º.
Ukraine Distances: Km. Horizontal speed: Km/hr.
Vertical speed and wind speed for landing and T/O: M/s.
United States of America Short distances and RVR: Ft. VIS: SM. Altimeter setting: Inches. Temperature:
ºF for surface air and dew point. Mass: Lbs.
Uzbekistan Distances: Km. Horizontal speed: Km/hr. Wind speed: M/sec.
Wind direction for landing and T/O: ºTrue.
6. CLIMB GRADIENT VS. RATE OF CLIMB

Table moved to OM C2 (Regional ROM) 2.3.
03 MAR 2016 1.1. p.5

7. BAROMETRIC PRESSURE MM VS. HPA
MM 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0
580 773.2 774.6 775.9 777.2 778.6 779.9 781.2 782.6 782.9 785.2
590 786.6 787.9 789.2 790.6 791.9 793.2 794.6 795.9 797.2 798.6
600 799.9 801.2 802.6 803.9 805.2 806.6 807.9 809.2 810.6 811.9
610 813.2 814.6 815.9 817.2 818.6 819.9 821.2 822.6 823.9 825.2
620 826.6 827.9 829.2 830.6 831.9 833.2 834.6 835.9 837.2 838.6
630 839.9 841.2 842.6 843.9 845.2 846.6 847.9 849.2 850.6 851.9
640 853.2 854.6 855.9 857.2 858.6 859.9 861.2 862.6 863.9 865.2
650 866.6 867.9 869.2 870.6 871.9 873.2 874.6 875.9 877.2 878.6
660 879.6 881.2 882.6 883.9 885.2 886.6 887.9 889.2 890.6 891.9
670 893.2 894.6 895.9 897.2 898.6 899.9 901.2 902.6 903.9 905.2
680 906.6 907.9 909.2 910.6 911.9 913.2 914.5 915.9 917.2 918.5
690 919.9 921.2 922.5 923.9 925.2 926.5 927.9 929.2 930.5 931.9
700 933.2 934.6 935.9 937.2 938.6 939.9 941.2 942.6 943.9 945.2
710 946.6 947.9 949.2 950.6 951.9 953.2 954.6 955.9 957.2 958.6
720 959.9 961.2 962.6 963.9 965.2 966.6 967.9 969.2 970.6 971.9
730 973.2 974.6 975.9 977.2 978.6 979.9 981.2 982.6 983.9 985.2
740 986.6 987.9 989.2 990.6 991.9 993.2 994.6 995.9 997.2 998.6
750 999.9 1001.2 1002.6 1003.9 1005.2 1006.6 1007.9 1009.2 1010.6 1011.9
760 1013.2 1014.6 1015.9 1017.2 1018.6 1019.9 1021.2 1022.6 1023.9 1025.2
770 1026.6 1027.9 1029.2 1030.6 1031.9 1033.2 1034.6 1035.9 1037.2 1038.6
780 1039.9 1041.2 1042.6 1043.9 1045.2 1046.6 1047.9 1049.2 1050.6 1051.9
790 1053.2 1054.6 1055.9 1057.2 1058.6 1059.9 1061.2 1062.6 1063.9 1065.2
Decimal Conversion (Add)
MM 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
HPa 0.1 0.3 0.4 0.5 0.7 0.8 0.9 1.1 1.2
03 MAR 2016 1.1. p.6

OM C1 - GENERAL ROM 1.2 Airport Signs
1. GENERAL
AirportSigns1.2
There are two groups: Mandatory Instruction Signs and Information Signs.
Combinations of Mandatory Instruction Signs (red background) and Information Signs (black or yellow
background) may be used.
Signs are illuminated by night, and by day when visibility conditions are less than 800 m.
Where it is impracticable to install a sign, or where operationally required to supplement a sign, a pavement
marking may be provided.
2. MANDATORY INSTRUCTION SIGNS

Mandatory instruction signs identify a location beyond which an aircraft or vehicle shall not proceed unless
authorized by TWR. As applicable, specific instructions are indicated on airport charts.
The drawings below provide signs for the LH and RH sides of taxiways.
B 25 - 07 25 - 07 B
A 25 25 A
Location / Runway designation Runway designation / Location
25 - 07 CAT II 25 - 07 CAT II
Runway designation / CAT II Holding position Runway designation / CAT II Holding position
25 CAT III 25 CAT III

Runway designation / CAT III Holding position Runway designation / CAT III Holding position
B2 Runway holding position

B2
No entry
08 JAN 2015 1.2. p.1

OM C1 - GENERAL ROM 1.2 Airport Signs
3. INFORMATION SIGNS
Information Signs identify a specific location, routing (direction or destination), or special information.
LH side RH side
A
Location
C B C
Direction / Location / Direction
B C C C B
Location / Direction Direction Direction / Location
B B
Location / Runway vacated Runway vacated / Location
G2 G G G2
Runway exit Runway exit
CARGO APRON
Destination Destination
F G C A E D
Direction / Direction / Direction / Location / Direction / Direction
2000 m 2500 m
Remaining distance Remaining distance
Take-off from intersection signs
08 JAN 2015 1.2. p.2

OM C1 - GENERAL ROM 1.3 Visual Docking Guidance Systems
1. INTRODUCTION
VisualDockingGuidanceSystems1.3
— All systems are adjusted for use by the pilot occupying the left-hand seat.
— When using electronic VDGS, ensure that the correct aircraft type remains displayed.
— Systems activated by sensors embedded in the stand pavement may malfunction because of snow or ice.
Additionally, pneumatic sensors could be punctured and deflated.
— Electronic VDGS display text is self explanatory, except:
• ID FAIL, or NO ID = Aircraft type identification failed.
• STND = Stand (number).
• T-FAR, or 2FAR= Too far.
• BON, CHCK ON, or CHOC ON = Blocks/chocks on.
• 400 H, and/or PCA = 400 Hz external power and/or (external) Pre-Conditioned Air available.
• GATE BLOCK, or VIEW BLOCK = The optical sensor detected a blocking object.
• SBU = Safety back-up sign: The aircraft missed 1 or more sensors.
• ERR = System error.
• ESTP, or ESTOP = Emergency STOP.
• DOWN GRAD = During low VIS conditions: Wait for activation of the closing rate indicator.
• MAN = Docking to be performed manually; no guidance available from the system.
• BR IN = Bridge in safety zone.
2. PNEUTRONIC
The system is activated by pneumatic sensors embedded in the stand pavement.
DISPLAY INDICATING : AEROPLANE

TYPE,
OR
STOP , GATE N˚, ERROR
SLOW A340
PAIR OF RED LIGHTS = STOP
PAIR OF YELLOW LIGHTS = INDEX LIGHTS SHOWING AEROPLANE
STOP POSITION
CENTRE LINE BEACON = SIDE-IN GUIDANCE
13 PAIR OF YELLOW LIGHTS =

INDICATING AEROPLANE
RM_52/08-03
POSITION THE LAST 6M
PAIR OF GREEN LIGHTS = INDICATING DOCK IS READY FOR PARKING
A340 A340 A340
TURN TURN ON CENTRELINE

RIGHT LEFT
RM_53/08-03
18 JUN 2020 1.3. p.1

3. RLG
The system is activated by induction loops embedded in the stand pavement, or by a laser system.
A laser system activates the yellow lights when 10 meter from STOP, and the associated display (not shown
in the drawings) will then countdown 9 m, 8 m, 7 m, etc. to STOP.
A340 A340 A340

GREEN (FREE STAND)
YELLOW
(CAUTION
RRED
4.50 M FROM
(STOP)
THE STOP POINT)
TURN TURN ON CENTRE LINE

RIGHT LEFT
INDUCTION LOOPS
1.80 M X 0.30 M
RM_17/08-03
4. SAFEGATE
The system is activated by induction loops embedded in the stand pavement.
A 340 A 340 A 340

STOP STOP
7 M FROM
THE STOP
POINT
GREEN (FREE STARD)
TURN TURN ON CENTRE LINE

RIGHT LEFT
INDUCTION LOOPS
1.50 M X 0.40 M
RM_19/08-03
18 JUN 2020 1.3. p.2

5. DASA
ALPHANUMERICAL
INFORMATION :
AEROPLANE TYPE/DISTANCE
TO STOP POINT
A 3 1 0
RED BAR : STOP POINT
REACHED
YELLOW BAR : STOP POINT
YELLOW BAR (THIN) :
RM_41/08-03
TAXIING GUIDANCE LINE
YELLOW ARROW :
COMMAND ARROW FOR
HEADING OF AEROPLANE
YELLOW BAR (THICK) :

PRESENT AEROPLANE POSITION
6. SAFEDOCK 1 & 2
The 2 systems are activated by a laser system. Simultaneous use by both pilots is possible.
The systems are identical, except that Safedock 1 has two rows of yellow closing rate lights (see drawing),
while Safedock 2 has only one row.
AEROPLANE TYPE,
B737 STOP - TOO FAR
RED ARROWS TO SHOW POSITION

BESIDE CENTRE LINE
GREEN CENTRE LINE

INDICATION
YELLOW LIGHTS LINES

(CLOSING RATE GUIDANCE TO STOP)
RM_20/08-03
LASER UNIT
B737 CAUGHT B737 STOP

TURN AT STOP
AEROPLANE
LEFT POSITION
TURN
RIGHT
RM_21/08-03
18 JUN 2020 1.3. p.3

7. SAFEDOCK T1-42 A-VDGS

The system is activated by a laser scanning unit (class 1, eye safe laser) and facilitates automated docking.
A digital countdown is provided for the last 30 meters. If the aircraft is approaching faster than the accepted
speed (> 4 kts), the system will show a ’SLOW’ message. A ’BR IN’ message occurs when the boarding bridge
is inside the safety zone. When the bridge is moved to its parked position, the docking will restart on its own.
18 JUN 2020 1.3. p.4

8. SAFEDOCK 3 & 3S
Docking with Safedock 3 Docking with Safedock 3S
RM 28/08 03
RM_23/08-03
SCROLLING
ARROWS
SCROLLING
ARROWS
STOP STOP STOP STOP
RM 29/08 03
FLASHING
RM_24/08-03
FLASHING
RED ARROW RED ARROW
SOLID YELLOW
SOLID YELLOW
ARROW
ARROW
CLOSING RATE STOP STOP STOP STOP
INFORMATION
RM_25/08-03
RM 30/08-03
CLOSING RATE
INFORMATION
STOP STOP
STOP STOP
RED
RED
RECTANGULAR
RECTANGULAR
FIELDS
FIELDS
RM 31/08 03
RM_26/08-03
HB
STOP STOP
STOP STOP
18 JUN 2020 1.3. p.5

9. AIRCRAFT POSITIONING SYSTEM (APS)

APS is a simplified APIS, see page 8, with four (instead of 8) alpha numerical displays.
RED LIGHTS (STOP) AEROPLANE TYPE

A 3 2 0
CLOSING RATE
GUIDANCE TO STOP
RM_38/08-03
CENTRE LINE
GUIDANCE
GREEN LIGHTS
(OPEN GATE)
10. BURROUGHS OPTICAL LENS DOCKING SYSTEM (BOLDS)
MODULE INDICATING STOP POSITION

STOP POSITION CUE
CENTRE LINE MODULE
(fixed)
FIXED CENTRE LINE INDICATOR

A340 TYPE IDENTIFICATION
RM_33/08-03
LEFT / RIGHT INDICATOR
STOP BAR
(moving downwards)
A340 A340 A340 A340
THE AEROPLANE STOP POINT

TURN LEFT FOR A340
AEROPLANE IS RIGHT THE AEROPLANE
TO ALIGNED
OF CENTRE LINE IS NEAR THE
THE 2 BARS
STOP POINT
RM_34/08-03
18 JUN 2020 1.3. p.6

11. BARBIER, BERNARD, TURENNE (BBT), OR OPTICAL STOPPING SYSTEM (OSS)

The system consists of an azimuth box with 2 vertical slots and a horizontal or vertical stop guidance panel.
An alignment error may lead to a stop error.
— Azimuth guidance
RED GREEN
RM_81/08-03
AEROPLANE
TURN RIGHT TURN LEFT ON CENTRE LINE
— Stop guidance
—
VERTICAL HORIZONTAL
GREEN
RM_82/08-03
RED
"KEEP GOING" "STOP" "KEEP GOING" "STOP"
— Stop (alternative system)

GREEN RED
RM_83/08-03
BETWEEN 30 M BETWEEN 25 M AT 0,50 M FROM STOP

AND 25 M FROM AND 0,50 M FROM STOP-POSITION
STOP-POSITION STOP-POSITION
18 JUN 2020 1.3. p.7

12. INOGON
The systems consists of two identical beacons, one for azimuth guidance and one for stop guidance.
STOP CENTRELINE
BEACON BEACON
STOP
Stop Line
CENTRE LINE A300
S
T
Centre
O
BEACON BEACON B747 P
POSITION
4
CORRECT STOP POSITION
POSITION 4
POSITION
3
POSITION 3
"SLOW FORWARD" "STEER RIGHT"
POSITION
2
POSITION 2
"FORWARD" "STEER LEFT"
RM_37/08-03
POSITION
1
POSITION 1
"FORWARD" "FORWARD"
18 JUN 2020 1.3. p.8

13. AEROPORT DE PARIS (ADP)

The system consists of an illuminated yellow/black box with a fluorescent sight tube. It can be used for azimuth
and stop guidance. The system has one stop element per aircraft type.
PILOT'S LINE
OF VISION
RM_85/08-03
RIGHT OF ON CENTRE LINE LEFT OF
CENTRE LINE CENTRE LINE
— Stop guidance
CENTRE LINE BEACON
STOP BEACON
0-A = 20 METERS C
RM_86/08-03
0-B = 40 METERS
0-C = 50 METERS
0-D = 80 METERS
D
18 JUN 2020 1.3. p.9

14. FMT DUAL AIRPARK SYSTEM

Azimuth guidance and Stop information is provided from display units mounted in the extension of the stand
centre line in front of the cockpit.
— Stop guidance
When both green and yellow traffic lights are ON, approximately 10 m remain to the stop position.
When only the yellow light is ON, approximately 5 m remain to stop position and the speed shall be reduced.
15. AIRCRAFT POSITIONING AND INFORMATION SYSTEM (APIS)

Azimuth guidance is provided by an INOGON-type display and the stop element is activated by sensors
embedded in the stand pavement, or by a short-range radar.
B747 GATE,AEROPLANE TYPE, OK, TOO FAR, SLOW
S TOP GATE or DOOR NUMBER,DOWN, STOP
CLOSING RATE
INDICATOR CENTRE LINE GUIDANCE
RM_39/08-03
16. DOCKING GUIDANCE SYSTEM (DGS)
1
19 D:2 STOP
RM_44/08-03
TURN LEFT TURN RIGHT ON CENTRE LINE
Check that the alpha numerical display (1) shows the correct aircraft type and flight number and that the closing
rate indicator (3) is activated. Azimuth guidance is provided by INOGON (2).
Maximum 1 hour before ETD the departure flight number is displayed.
18 JUN 2020 1.3. p.10

17. STOPPING POSITION INDICATOR (SPI)

This system provides only stopping guidance, identical to the PAPA system.
B747 MD11 B747 MD11 B747 MD11 B747 MD11

L-1011 L-1011 L-1011 L-1011
A300 A300 A300 A300
DC8-63 other DC8-63 other DC8-63 other DC8-63 other

IL-62 types IL-62 types IL-62 types IL-62 types
All types Other types MD11, L-1011, B747, DC8-63,

continue stop B747, A300, stop IL62 stop
taxying MD11, L-1011, B747, DC8-63,
A300, DC8-63, IL62 continue
IL62 continue taxying
taxying
SIGHTING SLOT LIGHT TUBE
STOP ELEMENT
CENTRE LINE
MARKER BOARD
GUIDANCE
ELEMENT
RM_47/08-03
YELLOW
CENTRE LINE
18. MIRROR STOP SYSTEM

The stopping position is indicated by aircraft type symbols marked in mirror image on the pavement.
MIRROR
RM_55/08-03
AEROGARE
18 JUN 2020 1.3. p.11

19. PARALLAX AIRCRAFT PARKING AID (PAPA)

The system provides only stopping guidance.
MARKER BOARD TUBE
A320 A340 B747
PILOT'S LINE
CENTRE LINE OF VISION
A300 B767
A320 : "KEEP GOING"
A320 A340 B747

RM_36/08-03
A300 B767
A320 : "STOP"
20. NOSE-IN GUIDANCE SYSTEM (NIGS)
SIDE MARKER UPPER

POSITION LIGHT INTERNATIONAL CENTRE LINE
IDENTIFICATION LIGHT 747 GUIDANCE LIGHT
RM_42/08-03
SIDE MARKER BOARD LOWER

(INT) OR SIDE CENTRE LINE
MARKER LIGHT (DOM) GUIDANCE LIGHT
AERODROME
RETRACTED
INDICATOR
LIGHTS
NOSE-WHEEL GUIDE LINES
The system consists of:

— Aerobridge Retracted Indicator. A red light indicates that the aerobridge is not fully retracted or that the
system is (partly) unserviceable. A green light indicates that docking may proceed.
— Centreline (azimuth) Guidance Light, e.g. AGNIS. See next page.
— Side Marker Boards for INTernational flights (except B747) or Side Marker Lights for DOMestic flights.
— B747 Side Marker Light:
RM_43/08-03
DULL INTENSE GREEN WHITE RED

GREEN GREEN B747
STOP
18 JUN 2020 1.3. p.12

21. SIDE MARKER BOARDS (SMB)

The system provides only stopping guidance. The boards may be placed inside the boarding bridge.
RED
AEROPLANE TYPE
A300 B747 DC10
BLACK
GREEN
FWD
RM_56/08-03
DC8
737
22. STOP BARS

The system provides only stopping guidance. Simultaneous use by both pilots is possible.
Systems may be attached to the aerobridge, to a single pole, or to two poles with a ball in between.
The single-arm system, drawing far right, is programmable for all aircraft types.
A340
A340 B747
A300
RM_87/08-03
B737
RM_59/08-03
A320
RM_58/08-03
CONTROL
PANEL CONTROL
PANEL
18 JUN 2020 1.3. p.13

23. AZIMUTH GUIDANCE FOR NOSE-IN STANDS (AGNIS)

The system provides only azimuth guidance.
A separate display may be provided to show STOP SHORT in case of system malfunction.
GREEN RED GREEN GREEN RED GREEN
PILOT'S LINE
OF VISION
CENTRE LINE
RM_35/08-03
RIGHT OF CENTRE LINE ON CENTRE LINE LEFT OF CENTRE LINE
TURN LEFT TURN RIGHT
18 JUN 2020 1.3. p.14

OM C1 - GENERAL ROM 1.5 ICAO Holding & Racetrack
1. ENTRY
ICAOHolding&Racetrack1.5
Sector 1 Procedure, or Parallel Entry:

Overhead the fix, turn left (RH pattern) or right (LH pattern) onto an outbound heading.
After 1 or 1½ min (appropriate to altitude) turn left (RH pattern) or right (LH pattern) to return to the fix via the
holding side or intercept the inbound holding track.
Sector 2 Procedure, or Offset Entry:
Overhead the fix, turn onto a heading to make good a track making an angle of 30º from the reciprocal of the
inbound track on the holding side.
After 1 or 1½ min (appropriate to altitude) turn right (RH pattern) or left (LH pattern) to intercept the inbound
holding track.
Sector 3 Procedure, or Direct Entry:
Overhead the fix, turn outbound in the direction of the pattern and follow the pattern.
— Choose entry procedure according to heading, recognizing a zone of flexibility of 5º on either side of the
sector boundaries.
— Enter and fly the holding pattern at or below the minimum IAS (OM C2), and with the required bank angle.
— Do not use outbound timing in case of a published limiting DME distance.
— If a published limiting VOR radial is encountered, follow this radial until starting the inbound turn.
— ATC applying USA procedures use the phrase 'standard pattern' for a RH pattern and 'non-standard
pattern' for a LH pattern.
— ATC applying USA procedures use the phrase 'Teardrop entry', instead of 'Offset entry'.
2. BANK ANGLE
25º or a rate of turn of 3º/second, whichever requires the lesser bank.
3. WIND CORRECTION
— Tail and headwind
• 1-minute pattern: Reduce/extend outbound time by 1 second per kt wind component.
• 1½-minute pattern: Reduce/extend outbound time by 1½ second per kt wind component.
— Crosswind
• On outbound or inbound turn (perpendicular to the inbound track), correct 2x the drift in seconds into
wind. Double the correction at altitudes above 14 000 ft.
• On outbound leg, correct 1x drift in degrees into wind.
or: On outbound leg, correct 2x drift in degrees into wind.
08 JAN 2015 1.5. p.1

OM C1 - GENERAL ROM 1.5 ICAO Holding & Racetrack
4. POINT MERGE SYSTEM (PMS)

The Point Merge System is an innovative procedural concept developed by the Eurocontrol Experimental
Centre (EEC) in 2006 to merge flows of arriving aircraft over a single TMA entry point, that takes advantage of
an aircraft’s precision area navigation (P-RNAV) capability. The Point Merge System concept in high density
and complex Extended TMA (E-TMA) sectors replaces radar vectoring with a more efficient and simplified
traffic synchronisation mechanism that reduces communication workload and increases collective traffic
sequencing into the TMA. This enables efficient sequencing of inbound traffic while supporting continuous
descent operations.
27 APR 2017 1.5. p.2

OM C1 - GENERAL ROM 1.6 Miscellaneous
1. TIME (UTC), GPS STATUS & GEOPHYSICAL ALERTS

Miscellaneous1.6
Table moved to ’ICA’ OM C2 (Regional ROM) 2.3.
2. INITIAL VS. AVERAGE TRUE TRACK

For route segments covering 10º Longitude the difference between initial and average True Track is approx.:
Average Difference
Latitude Westbound Eastbound
>65º +5º -5º
65 - 45º +4º -4º
45 - 30º +3º -3º
30 - 15º +2º -2º
<15º Ignore Ignore
3. DF ACCURACY CLASSES
Bearing Position
A = within ± 2° A = within 5 NM
B = within ± 5° B = within 20 NM
C = within ± 10° C = within 50 NM
D = less than C D = less than C
4. FOUR-POINT BEARING
To find distance abeam VOR or NDB (without DME):
1. Measure time interval T between position A (= 45º before B), and position B (= abeam).
2. Find distance from B to navaid = T x Ground speed.
3. Distance A - B = distance B - navaid.
5. ICAO PILOTING LIMITATIONS - TMA
— Tracking tolerance: VOR ±2.5º, NDB ±3º, Heading ±15º.
— Speed: Initial Approach Final Appr. Circling MISAP

Min IAS Max IAS Max IAS Max IAS Max IAS
CAT C 160 240 160 180 240
CAT D 185 250 185 205 265
03 MAR 2016 1.6. p.1

— Minimum Bank Angle: Initial & Intermediate Approach: 25º.

Circling: 20º.
MISAP: 15º.
— Minimum Climb Gradient: MISAP, all conditions: 2.5% = 150 ft/NM.

Departure, all conditions: 3.3% = 200 ft/NM.
6. TARMAC DELAY
Stringent Government of Canada AIr Passenger Protection rules apply, see OM C1 (General ROM) 7.10.
— Any Tarmac delay: The PiC shall log all actions on the Checklist/Log (see eReporting).
If delay >2 (two) hours, the PiC shall complete and send the digital Log.
— Max. Tarmac delay without providing passenger opportunity to deplane: 3 (three) hours.
7. ALTERNATIVE COMP COMMUNICATIONS - ARINC

NOTE: Observe difference between Long Distance Operational Control (LDOC = commercial) and ARINC ATS
GP services on FAA contract.
— When direct communications with COMP departments is not possible, the LDOC stations ARINC New York
and ARINC San Francisco may be used, but only for relay of flight regularity and safety messages.
— Services provided:
• HF SELCAL watch.
• Phone patch connection via HF.
This (radio) connection is one way (send or receive), so end each transmission with ’over’ or ’go ahead’.
• Relay via SITA telex, or (last option) relay via AFTN telex (address: EHAMKLMK).
• Worldwide (SIG)MET information. Free of charge within US controlled oceanic airspace.
• METARs and TAFs for major airports.
• Medical advice, free of charge, in cooperation with major hospitals or from physician of own choice.
— Telephone
• ARINC New York: 436623 (short code) or 001-631-244.2492/2483.
• ARINC San Francisco: 436625 (short code) or 001-925-371.3920/294.8297.
— Frequencies: HF 3494, 6640, 8933, 11342, 13348, 17925 and 21964.
— HF coverage:
• Atlantic, Caribbean and Pacific oceans.
• The Gulf of Mexico, Central and South America, remote site in Bolivia (Santa Cruz).
• Canadian and Arctic regions.
— Initial call on HF:
• Give FPL CS, approximate position, first 2 digits of frequency used, aircraft SELCAL code or SATCOM
voice octal (8-digit) aircraft number.
• Allow 30 seconds for antenna positioning.
• Propagation forecasts are not published, so expect a request to change to another frequency.
— KLM will be charged for any contact made, except as indicated.
WARNING: Except in case of emergency, HF may not be used in/over the continental USA, incl. coastal areas
of Alaska, and Mexico.
18 JUL 2019 1.6. p.2

8. RUNWAY INTRUSION AVOIDANCE
8.1 Runway Intrusion Avoidance - FAROS

As notified via ATIS, a Final Approach Runway Occupancy Signal system is effective.
FAROS uses flashing PAPI lights to indicate that the landing runway is occupied.
The system operates independently of ATC through inductive loops embedded in the runway and entrance
taxiway protected zones. Procedures:
— PAPI lights flash on final approach above the ’Contact (TWR) Height’ of 500 ft AGL: Continue approach
with a heightened awareness for conflicting traffic on the runway. Do not contact TWR for clarification.
— PAPI flashes when reaching (or below) 500 ft AGL: Notify TWR and prepare for possible go-around.
• If no (acceptable) response is received: Go-around.
• If TWR indicates that the runway will be clear before touchdown: Continue, if no collision hazard exists.
— A steady PAPI does not mean that the runway is clear.
— Lining-up for (full length) TKOF: Disregard flashing PAPI, unless there is another safety concern.
8.2 Runway Intrusion Avoidance - RWSL

As notified via ATIS, a RunWay Status Lights system is effective.
RWSL are red in-pavement lights to indicate that the applicable runway is occupied.
RWSL consist of single row Runway Entrance Lights (REL), aligned with the taxiway centre line, and single or
double row Take-off Hold Lights (THL), aligned with the runway centre line.
THL may have separate sets for the full length and the intersection take-off positions.
The system operates independently of ATC through radar-derived aircraft and vehicle transponder signals.
Procedures:
— RWSL illuminated: As applicable, hold position or abort TKOF or landing (if feasible), and contact ATC.
— RWSL not illuminated: This does not constitute an ATC clearance.
28 JAN 2021 1.6. p.3

OM C1 - GENERAL ROM 1.7 Overfly Permits - Winter 2021
1. INTRODUCTION
OverflyPermits-Winter20211.7
Overfly permit numbers may be required in-flight by civil and/or MIL ATC.
ATM-Dispatch may have more up-to-date information, including applicable flight numbers.
2. EUROPE
— Belarus (Minsk FIR): Approved, no permit number
— Russian Federation: REF TLX: COMMS REF: 220909 @M02060
3. MIDDLE EAST
— Israel: REF TLX/EMAIL: 19OCT20 (ASOC), 23OCT20 (IAA)
— Jordan: CLN NO (JOR/OP/0700) KLM (OVF)
— Kuwait: PERM NO.(551-ATO/20) STP
— Oman: DAT/OF/KLM/0002/2020
— Saudi Arabia: 202058116TA
202057837RA (KL491/492)
— Qatar: QCAA/CLR1829/28OCT2020 (KL1101)
4. FAR EAST (S)

— Afghanistan: YA4139/2020
— Bangladesh: HQ311, 24JAN2021
— Cambodia: 1623 O/F-ANS/10/2020
— India: 7/65/2019/-IR & DGCA-13007/13/2020-DRI-DGCA
— Indonesia: AU.013/29/1/DJPU-DAU-2020
— Iraq: REF TLX/EMAIL: 05OCT2020
— Kazakhstan: TR-113-17/201007
— Laos: DCA 0599/10/2020EP (KL847)
DCA 0600/10/2020EP (KL843)
DCA 0601/10/2020EP (KL848)
DCA 0602/10/2020EP (KL844)
— Malaysia: CAAM/AT/0095/09/20 (KL837/838)
CAAM/AT/0093/09/20 (KL835/836)
CAAM/AT/0090/09/20 (KL815/816)
— Myanmar: ATS 56 / 23 - 18 / OCT' 2020 / 17 (S)
— Pakistan: HQCAA/1088/088/ATNR
— Sri Lanka: SL/OC228-20/AS/21/02
— Thailand: KOR POR TOR 04/8320
— Turkmenistan: GC/26/5182/080920
— Uzbekistan: NR 08/20/254
— Vietnam: 32A/W/2020VN
5. FAR EAST (N)

— China: Approved, several approval numbers. Permit nr. available at Dispatch
— Mongolia: CAM 003/2020'W
— Philippines: 3OP2020-1960
— South Korea: HANG GONG GYO TONG JO JEONG GWA – 6551 ( 2020.9.15 )
— Taiwan: LDG 1090007988
25 MAR 2021 1.7. p.1

OM C1 - GENERAL ROM 1.7 Overfly Permits - Winter 2021
6. MAT & CAM

— Cuba: 6735
7. SAT & SAM

— Boliva: DGAC/SOB/333/2020
8. AFRICA
— Angola: DIR/OVFP/6398/DTA
— Botswana: CAAB 7/5/43 III (195)
— Egypt: ECAA4630
ECAA6060 (KL491/492 ONLY)
ECAA5148 (KL1101/1102 ONLY)
— Ethiopia: CAA1802
— Kenya: MOT&I/AT/028/155 VOL. IV (127)
— Mali: 3608/ANAC/DG (KL587/588)
3609/ANAC/DG (KL589/590)
3610/ANAC/DG (KL103/104)
— Morocco: 3387 DTA/DRTA/SAGTA 2020
— Mozambique: DTA/0439/A2020
— Namibia: BI02/1089/2020
— Nigeria: AA14129091442
— Rwanda: 12.06/AC/0274/2020
— Senegal: NR2409/2020/ANACIM/DG/DTA/KB
— South Africa: REF LETTER DEPARTMENT TRANSPORT: 14/02/2020
— Sudan: CAA/7/AT/A.17/4212
— Tanzania: TCAA/5054/90169 (KLM591/592/103/104)
TCAA/5054/90168 (KLM525/527/529/535/537/539)
— Tunisia: DGAC 20/305/09
DGAC 20/373/10 (KL509/10)
— Uganda: CAA/UGA/20201007/108E
— Zambia: CVD/285/OCT/20 (KL591/2)
CVD/185/OCT/20 (KL509/10)
CVD/186/OCT/20 (KL103/4)
— Zimbabwe: YUB024/20
05 NOV 2020 1.7. p.2

k 2. ABBREVIATIONS, INCL. NOTAM

TableofContents2.TOC
Abbreviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1. p.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1. p.1
Decoding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1. p.1
ICAO Notam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2. p.1
Notam 2nd & 3rd Letter: Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2. p.1
Notam 4th & 5th Letter: Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2. p.5
09 NOV 2017 2.TOC. p.1

OM C1 - GENERAL ROM 2.1 Abbreviations
1. INTRODUCTION
Abbreviato
i ns2.1
— This list is compiled from AIPs, ICAO Doc. 8400, FAA Order 7340.1 and KLM (incl. Lido) abbreviations.
— Abbr. in bold typeface are considered to be 'ready knowledge' and used in OM Part C without explanation.
— Abbreviations exclusively related to OM Part B are not given.
— Abbreviations exclusively used in Canadian, US or Mexican MET reports are given in Section 7.
— Decoding of NOTAM 2nd to 5th letter in paragraph 2.2.
2. DECODING
A Amber, Asphalt
A1, A2, A3 Types of AM radio emissions: A1 and A2 = Telegraphy, A3 = Telephony
A/A Air-to-air
AA Approach angle, All after ....
AAA, AAB, etc. Amended meteorological message
AAD(C) Approach and departure (control)
AAE Above aerodrome elevation
AAF Army airfield
AAI Angle of approach indicator
AAIM Aircraft autonomous integrity monitoring
AAL Above aerodrome level
AARA Air-to-air refueling area
AAS Airport advisory service
AASR Airport + airways surveillance radar
AATM At all times
AAUP Attention all users page
AB All before ...., Airborne, Air base
ABAS Aircraft based augmentation system
ABB(R) Abbreviation(s)
ABCST Automatic broadcast
ABM Abeam
ABN Aerodrome beacon
ABNDT Abundant
ABNML Abnormal
ABT About
ABV Above
A/C, AC Aircraft, Altocumulus, Approach control, Advisory circular
ACA Arctic control area, Approach control area
ACAS Airborne collision avoidance system (ICAO)
ACC Area control (centre), According to
ACCID Notification of an aircraft accident
ACCUM Accumulate, accumulation
A-CDM Airport collaborative decision making
ACFF Aerodrome category for rescue and fire fighting
ACID Aircraft identification
ACK Acknowledge
ACL Altimeter check location
ACN Aircraft classification number
ACP Acceptance, Altimeter checkpoint
ACPT Accept(ed)
ACR Approach control radar, Air carrier
ACRV Airport crash rescue vehicle
ACT Actual, Active, Activated, Activities, Air combat training
07 JAN 2016 2.1. p.1

ACTV(T) Active, Activate

AD Aerodrome
ADA Advisory area
ADC Air defence clearance, Aerodrome chart
ADCUS Advise customs
ADDN Addition(al)
ADE Air defence emergency
ADEP Departure AD
ADES Destination AD
ADEX(A) Air defence exercise (area)
ADGS Aircraft docking guidance system
ADIZ Air defence identification zone
ADJ Adjacent
ADQT(LY) Adequate(ly)
ADR Advisory route, Airport departure rate, Slovak friction tester
ADS-B Automatic dependent surveillance - broadcast
ADS-C Automatic dependent surveillance - contract
ADS(U) Automatic dependent surveillance (unit), Air defence sector
ADT Approved departure time, Alaskan daylight time (+9 = UTC), US Atlantic DT (+3 = UTC)
ADV Advise
ADVS Advisory service
ADZ(D) Advise(d)
AER Approach end of runway
AE(R)IS Automatic/Aeronautical en-route information service
AES Aircraft/aeronautical earth station, Aerodrome emergency service
AF(B) Air force (base)
AFC Airport facility chart
AFE Above field elevation
AFF Aircraft fire fighting
AFI Africa/Indian ocean (ICAO region)
AFIM ATC flight plan information message
AFIS Aerodrome FIS
AFM Yes, Affirm(ative), That is correct
AFN ATS facilities notification (data link)
AFP ATS flight plan
AFS Aeronautical fixed service
AFSS Automated FSS
AFT After .... (time or place)
AFTN Aeronautical fixed telecom network, afternoon
A/G Air-to-ground
AGA Aerodromes, air routes and ground aids
AGC Airport ground chart
AGCS Air-ground communication system (data link)
AGL Above ground level
AGNIS Azimuth guidance for nose-in stand
AHD Ahead
AIAA Area of intense air activity
AIC Aeronautical information circular
AIL Aircraft induced lightning
AIM Aeronautical information manual, ATFM information message
AIP Aeronautical information publication
AIRAC Aeronautical information regulation and control
18 AUG 2016 2.1. p.2

AIREP Air report (plain language version)

AIRMET Info concerning en-route weather phenomena which may affect the safety of LL aircraft
AIS Aeronautical information service
AL Autoland
ALA Alighting area (water planes)
ALD Available landing distance
ALERFA Alert phase
ALG Along
ALR Alerting, Aircraft load rating
ALRS Alerting service
AL(S) Approach lighting (system), Automatic landing (system)
ALSF-1 HI Approach lighting system with sequenced flashing lights (CAT I)
ALSF-2 HI Approach lighting system with sequenced flashing lights (CAT II)
ALSTG Altimeter setting
ALT Altitude
ALTM Altimeter
ALTN(LY) Alternate (aerodrome), Alternating (light alternates in colour), Alternately
AM Amplitude modulated
AMA Area minimum altitude (ICAO)
AMC Airspace management cell, ATC microphone check
AMD Amend(ed)
AMDT Amendment
AMOS Automatic MET observation system
AMS Aeronautical mobile service, Above MSL
AMSCR Aircraft movement surface condition report
AMSL Above mean sea level
AMSS Aeronautical mobile satellite service
AMT Average magnetic track, Amount
ANC Aeronautical chart
ANCPT Anticipate
ANG Air National Guard
ANM ATFM notification message
ANO Air navigation order
ANS Answer, Area navigation system
AO Aircraft operator(s)
AOA At or above
AOB At or below
AOBT Actual off-block time
AOC AD obstacle chart, Air operator certificate, Aeronautical operational control, Air
operations centre
AOE Airport of entry
AOI Airport operational information
AOM Aerodrome operating minima
AOR Area of responsibility
AORRA Atlantic ocean random routing RNAV area
AP Airport, Anomalous propagation
APAP Approach path alignment panel
APAPI Abbreviated PAPI
APC Airport parking chart, Area positive control
APCH(G) Approach(ing)
APDC Aircraft parking/docking chart
APIS Aircraft parking information system
APL Approach lights, Airport lights
28 MAY 2015 2.1. p.3

APP (CON) Approach (control)

APR April
APRT Airport
APRX Approximate(ly)
APT Airport
APU Auxiliary power unit
APV(L) Approve(d) or Approval, Approach procedure with vertical guidance
AR Authorization required
ARA Advisory radio area
ARCAL Aircraft radio control of aerodrome lighting
ARCC Aeronautical RCC
ARFOR Area forecast
ARFF Aircraft/airport rescue and fire fighting
ARINC Aeronautical radio incorporated
ARND Around
ARNG Arrange
ARO Air traffic services reporting office
ARP AD reference point, Air report (AIREP)
ARPT Airport
ARR Arrival
ARS Special air report, Avoidance route scheme, Air rescue service
ARSA Airport radar service area
ARSR Air route surveillance radar
ARST (Aircraft) Arresting (equipment)
ARTC(C) Air route traffic control (centre)
ARU Airspace reservation unit
AS Altostratus
ASAP As soon as possible
ASC Ascent to or ascending to
ASDA Accelerate-stop distance available
ASDE Airport surface detection equipment
ASECNA Agence pour la sécurité de la navigation aérienne en afrique
ASFT Airport surface friction tester
ASL Above sea level
ASMI Airport surface movement indicator
ASOS Automated surface observation system
ASP Airspace
ASPH Asphalt
ASR Aerodrome surveillance radar
AST Alaskan standard time (+10 = UTC), US Atlantic standard time (+4 = UTC)
ASU Air starter unit
AT ... At (time)
ATA Actual time of arrival, Aerial tactics area
ATC(C) Air traffic control (centre)
ATCT Airport traffic control tower
ATCU ATC unit
ATD Actual time of departure
ATD(F) Along track distance (fix)
ATF Aerodrome traffic frequency, Aviation turbine fuel
ATF(C)M Air traffic flow (& capacity) management
ATIR(F) Air traffic incident report (form)
ATIS Automatic terminal information service
10 NOV 2016 2.1. p.4

ATM Air Traffic Management

ATN Aeronautical telecommunication network
ATO Actual time over
ATOT Actual take-off time
ATP At .... (time or place), Air traffic procedures, Actual time of penetration
ATS(U) Air traffic services (unit)
ATT-2 Russian runway friction tester
ATTN Attention
AT-VASIS Abbreviated T-VASIS
ATZ Aerodrome traffic zone
AUG August
AUTH Authorized, Authorization
AUW All up weight
AUX Auxiliary
AVASIS Abbreviated VASIS
AVBL Available
AVG Average
AVGAS Aviation gasoline
AVTUR Aviation turbine fuel
AWC Aviation weather center
AWIB Automatic/aerodrome weather information broadcast
AWIS Automatic/aerodrome weather information system
AWOP All weather operation
AWOS Automatic weather observing system
AWPR Automatic WP position reporting
AWSS Automatic weather sensor system
AWY Airway
AZ(M) Azimuth
B Blue
BA Braking action
BALS Basic approach light system
BARO-VNAV Barometric VNAV
BASE Cloud base
BB Backbeam
BC Backcourse, Patches
BCM Backcourse marker
BCN Beacon (aeronautical ground light)
BCST Broadcast
BDRY Boundary
BDT US Bering daylight time (+10 = UTC)
BECMG Becoming
BERM Snowbank(s) containing earth/gravel
BFR Before
BGN(G) Begin(ning)
BIRDTAM Special NOTAM concerning bird activity
BIT Bituminous
BKN Broken (clouds: 5 - 7 oktas)
BL.. Blowing, followed by DU, SA or SN
BLDG(S) Building(s)
BLN Balloon
BLO Below (clouds)
25 MAR 2021 2.1. p.5

BLW Below
BM Back(beam) marker
BND Bound
BNTH Beneath
BOLDS Burroughs optical lens docking system
BOBCAT Bay of bengal cooperative ATFM advisory system
BOTA Brest oceanic transition area
BOW Bowmonk decelerometer (USA)
BPOC Before proceeding on course
BR Mist
BRAF Braking action fair
BRAG Braking action good
BRAM Braking action medium
BRAN Braking action nil
BRAP Braking action poor
BRD Brakemeter - Dynometer
BRF Short (type of approach), Brief
BRG Bearing
BRKG Braking
B(-)RNAV Basic RNAV
BS Commercial Broadcasting station
BSR Blue spruce route
BST US Bering standard time (+11=UTC)
BTL Between layers
BT(W)N Between
BVLOS Beyond Visual Line Of Sight (RPAS)
BYD Beyond
C Category, Caution (area designator), Ceiling, ºCelsius/centigrade, Centre (RWY

identification), Circling, Concrete, Controlled firing area designator
CA Commercial aerodrome
CAA Civil Aviation Authority
CAAS Class A airspace
CADIZ Coastal ADIZ
CAE Control area extension
CANR Canadian NORAD region
CAP Capacity
CAPP Centralized APP
CAR Caribbean (ICAO region), Civil aviation regulation(s), Contingency avoidance route
CATA Civil aircraft training area
CAVO(K) VIS, cloud and present weather better than prescribed values or conditions
CB Cumulonimbus, Cloud base
CBA Cross border area
CBAS Class B airspace
CBR Cloud base recorder (ceilo meter)
CBSA Class B surface area
CC Cirrocumulus, Counter clockwise, Colour coded, Cubic centimeter
CCA, CCB, etc. Corrected (meteorological) message
CCAS Class C airspace
CCLKW Counter clockwise
CCO Continuous climb operations
CCSA Class C surface area
08 NOV 2018 2.1. p.6

CCSL Cirro cumulus lenticularis

CCW Counter clockwise
CD Candela, Clearance delivery
CDA Continuous descent approach, Constant descent angle, Current data authority (ADS)
CDA Canadian domestic airspace
CDAS Class D airspace
CDFA Continuous descent final approach
CDM Collaborative decision making
CDN Co-ordination
CDO Continuous descent operation
CDR Conditional route, Coded DEP route
CDSA Class D surface area
CDT US Central daylight time (+5 = UTC)
CEAS Class E airspace
CEIL Ceiling
CEP Central East Pacific (HF region)
CERAP Combined center/radar approach (ATC unit)
CESA Class E surface area
CFA Controlled firing area
CFB Canadian forces base
CFM Confirm
CFMU Central flow management unit
CFR (S) Crash fire fighting rescue (service)
CGA Cleared and graded area
CGAS Coast guard air station, Class G airspace
CGL Circling guidance light(s)
CH(AN) Channel
CHG Change, modification
CI Cirrus
CIRC Circling
CIT Near or over large towns
CIV Civil
CK Check
CL, C/L Centre line
CLA Clear type of ice formation, ’Clearance accept’ (downlink)
CLBR Calibration
CLD(S) Cloud(s)
CLG Calling
CLKWS Clockwise
CLL Centreline lights
CL(R, NC) DEL Clearance delivery
CLR(D) Clearance, Clear(s), Clear (no clouds), Cleared (to), Clearance delivery
CLSD Closed
CLX Clearance (uplink)
CM Centimetre
CMA Comma, Central monitoring agency
CMB Climb to, climbing to
CMNPS(A) Canadian MNPS (airspace)
CMPL Completion, Complete(d)
CMSN(D) Commission(ed)
CMV Converted MET VIS
CN(C)L(D) Cancel(led)
08 JAN 2015 2.1. p.7

CNL Cancellation
CNS Communications, navigation and surveillance, Continuous
CNTR(LN) Centre (line)
CNVG Converge, converging
COBT Calcutated off-blocks time
COM (Radio) Communications
COMLO Compass locator
COMP Company
CONC Concrete
COND(S) Condition(s)
CONS Continuous
CONST Construction, constructed
CONT Continue(d, ous)
CONUS Conterminous USA
COOR(D) Co-ordinate, co-ordination
COP Change over point
COR Correct(ion), corrected
COT At the coast
COV Cover(ed), covering
CPDLC Controller-pilot data link communications
CPL Current flight plan
CR Contingency route
CRAM Conditional route availability message
CRAR Country rules and regulations
CRC Cyclic redundancy check
CREP Compulsory REP
CRFI Canadian runway friction index
CRP Compulsory REP
CRS Course, Contingency route scheme
CRV Crash rescue vehicle
CRZ Cruise
CS, C/S Call-sign (associated with RT)
CS Cirrostratus
CST US Central standard time (+6 = UTC), Coast
CSTL Coastal
CTA Control area
CTAF Common traffic advisory frequency
CTAS Controlled airspace
CTC Contact
CTL Control
CTLZ Control zone
CTN Caution
CTOT Calculated Take-off Time
CTR Control zone
CTRA Cold Temperature Restricted Airports
CU Cumulus, Cubic
CUF Cumuliform
CUST Customs
CVFP Charted visual flight procedures
CVFR Controlled VFR (flight)
CVSM Conventional vertical separation minimum
CW Continuous wave, Clockwise
06 DEC 2018 2.1. p.8

CWA Centre weather advisory

CWP Central West Pacific (region)
CWSU Center weather service unit
CWY Clearway
CYA, CYD, CYR Canadian Class F Advisory, Danger and Restricted area
CZ Control zone, Clear zone
D Day (sunrise to sunset), Decreasing, Downward

...D, D... Advisory route designator suffix, Danger area prefix
DA Decision altitude
DA/H Decision altitude or height
DALGT Daylight
DARPS Dynamic airborne route planning system
D(-)ATIS Digital or Data link ATIS
DBV Diagonally braked vehicle
DCA Department/Director of Civil Aviation
DCIA Dependant converging instrument approaches
DCKG Docking
DCL Departure clearance (via data link)
DCMSN(D) Decommission(ed)
DCPC Direct controller-pilot communication
DCR(D) Decrease(d)
DCT Direct
D/D/I DME, DME and IRU
DEC December, Decelerometer
DECR Decrease
DEF Discrete emergency frequency
DEG Degree(s)
DEP Departure
DEPT Department
DER Departure end of runway
DES Descend to or Descending to
DEST Destination
DETRESFA Distress phase
DEV Deviation
DEW(IZ) Distant early warning (identification zone)
DF Direction finding, Direct to fix
D(-)FIS Digital FIS
DFTI Distance from touchdown indicator
DGCA Director General Civil Aviation
DGNL(Y) Diagonal(ly)
DGPS Differential GPS
DGR Danger
DH Decision height
DIF Diffuse
DIR Final approach control radar director, Direction
Direct-VS Direct visual segment
DISABLD Disabled
DISPL Displaced
DIST Distance
DIV Divert(ing), Divisional
DL Data link, Downlink
07 JAN 2016 2.1. p.9

DLA(D) Delay(ed)
DLT(D) Delete(d)
DLV Delivery
DLY Daily
DM Downlink message
D-MCL Drift down MCL (KLM)
DME/N Standard DME
DME/P Precision DME
DN Down (runway slope)
DNG Danger(ous)
DNSLP Down slope
DOC Designated operational coverage (navaid), Department of Communications
DOD Department of Defense
DOF Date of flight
DOM Domestic
DOR Designated operational range
DOT Department of Transport
DP Decision point, Dew point temperature, Departure procedure, Descent point
DPCR Departure procedure
DPT Depth
DR Dead reckoning, Direct route
DR... Low drifting (followed by DU, SA or SN)
DRCO Dial-up remote communication outlet
DRCT Direct
DRFT(D) Drift(ed) snowbank(s) caused by wind
DRG During
DS Dust storm, Direct Speech
DSB Double side band (HF)
DSPLCD Displaced
DSTC Distance
D(S)T Daylight saving time
DTG Date time group
DTHR Displaced threshold
DTRT Deteriorate or Deteriorating
DTW Dual tandem wheels, Downwind termination WP
DU (Widespread) dust
DUC Dense upper cloud
DUR Duration
DURG During
DURN Duration
DVFR Defence VFR (flight)
DVLP Develop
D-VOLMET Digital or Data link VOLMET
DVOR Doppler VOR
DW Dual wheels
DWPNT Dew point
DZ Drizzle
08 JAN 2015 2.1. p.10

E East, Eastern longitude, Even level (RFC), Ending at ... (time)

EA East Asia (region)
EASA European air safety authority
EAT Expected approach time
EATPL Emergency air traffic priority list
EB(N)(D) Eastbound
ECM Electronic counter measures
EDCT Expected departure clearance time
EDT US Eastern daylight time (+4 = UTC)
EET Estimated elapsed time
EFAS En-route flight advisory service, electronic flashing approach light system
EFC Expect further clearance time
EFCT Effect
EFF Effective
EFP Engine Failure Procedure
E.G. For example (Latin: exempli gratias)
EHF Extreme high frequency (30 - 300 GHz)
ELBA Emergency (aircraft) location beacon
ELEV Elevation
ELR Extra long range
ELT Emergency locator transmitter
EM Emission
EMAS Emergency/Engineered material arresting system
EMBD(D) Embedded in a layer (not readily recognizable)
EM(E)RG Emergency
EMI Electro magnetic interference
EMSA Emergency safe altitude
EN English
END Stop end (related to RVR)
ENDG Ending
ENE East-north-east
ENG Engine
ENR(T) En-route
ENTR Entire
EOBT Estimated off-block time
EOSID Engine-out SID
ER Here or herewith
ERC En-route chart
ERD Electronic recording decelerometer
EROPS Extended range operations
ERS Emergency response services
ERY Early
ES Extended squitter
ESC Escape route
ESCAT Emergency security control of air traffic
ESE East-south-east
EST Estimate(d), US Eastern standard time (+5 = UTC)
ETA Estimated time of arrival
ETD Estimated time of departure
ETE Estimated time en-route, estimated entry time
ETO Estimated time over (significant point)
ETOPS Extended range twin operations
23 APR 2020 2.1. p.11

ETOT Estimated take-off time

ETP Equal time point
EUM European / Mediterranean (region)
EUR Europe(an)
EVS Enhanced vision system
EWH Eye to wheel height
EXC(P) Except
EXER Exercise(s) or Exercising
EXP Expect(ed) or Expecting
EXTD Extended
EXTN Extension
EXTSV Extensive
EZ Exclusion zone
EZFW Estimated ZFW
...F, F FIS route designator suffix, Degrees Fahrenheit, Fixed,

FA Final approach, Area forecast, Fuel advisory, Fix to altitude
FAA Federal Aviation Administration, Flight advisory area
FAB Functional airspace block
FAC Final approach course, Facilities
FACF Final approach course fix
FAF Final approach fix
FAL Facilitation (of international air transport)
FALS Full approach light system
FAM Airport familiarization chart
FANS Future air navigation system (ICAO)
FANS 1/A FANS 1 = Boeing implementation of FANS, FANS A = Airbus implementation
FAP Final approach point
FAR Federal aviation regulations
FAROS Final approach runway occupancy signal system
FAS Final approach segment
FAT Final approach track
FATO Final approach and take-off area (helicopters)
FAWP Final approach waypoint
FBL Light (intensity of weather phenomena, interference or static reports)
FC Funnel cloud, Friction coefficient, Fix to course (track)
FCA Frequency for coordination between aircraft
FCST Forecast
FCT Friction coefficient
FDA Fuel dumping area
FDS Fog dispersal system
FE Far end (RVR)
FEB February
FEW Few (clouds: 1 - 2 oktas)
FG Fog
FIC Flight information centre
FICON Field condition NOTAM
FIFOR Flight forecast
FIO Flight information office
FIR Flight information region
FIS Flight information service
FISA Automated FIS
26 MAY 2016 2.1. p.12

FISDL FIS data link

FISE FIS en-route
FISO FIS officer
FL(AS) Flight Level (allocation scheme)
FLCTN Fluctuation
FLD Field
FLG Flashing
FLR Flares
FLT(CK) Flight (check)
FLUC Fluctuating, Fluctuation or Fluctuated
FLW(G) Follows, following
FM Fan marker, From
FME Friction measuring equipment
FMSP FMS procedure
FMU Flow management unit
FNA Final approach
FOB Fuel on board
FOQNH Forecast regional QNH
FPL (Filed) Flight plan
FPM Feet per minute
FPNM Feet per NM
FPR Flight plan route
FQ(T) Frequent
FR Fuel remaining, Route forecast
FRA Free route airspace
FREQ Frequency(ies)
FRH Fly runway heading
FRI Friday
FRM(N) Form(ation)
FRNG Firing
FRONT Front
FRQ Frequent (clouds: CBs or TCUs with little or no separation)
FRZN Frozen
FSA Flight safety alert
FSC Flight service centre
FSS Flight service station
FST First
FT Foot or Feet
FTA Flight training area
FTHR Further
FTR Flexible track route
FTS Flexible track system
FU Smoke
FUA Flexible use of airspace
FZ..(DZ, FG or RA) Freezing, Super-cooled (drizzle, fog or rain)
FZRANO Freezing rain information not available
G Green, Gust(s)
....G Grid track
GA General aviation, Go-around
G/A Ground-to-air
GAFOR General aviation forecast
25 MAR 2021 2.1. p.13

G/A/G Ground-to-air and air-to-ground

GAGAN GPS and geostationary earth orbit augmented system
GAL(S) Gallon(s)
GAMET Area forecast for low-level flights
GARP GBAS azimuth reference point
GAT General air traffic
GBAS Ground-based augmentation system
GC Great circle, Ground control
GCA Ground controlled approach (system)
GEN General, General declaration
GEO Geographic or True
GES Ground earth station
GFT Grip tester friction tester
GHT GP height over THR
GHZ Giga Hertz (= 1000 MHz)
GLD Glider
GLONASS Global orbitting navigation satellite system
GLS GBAS landing system (ICAO)/GPS or GNSS landing system (FAA)
GMC Ground movement control, Ground movement chart
GMS Geostationary meteorological satellite
GMT Greenwich Mean Time
GMU GPS (height) monitoring unit
GND Ground, True height above Ground, Ground control
GNDCK Ground check(ed)
GNE Gross navigation error
GNSS Global navigation satellite system
GOTA Gander oceanic transition area
GOVT Government
GP Glide path or General purpose (COM)
GPIP GP intercept point
GPU Ground power unit
GPWS Ground proximity warning system
GR Hail or Soft hail, Gram
GRAD Gradient
GRADU Gradual(ly)
GRAS Ground-based regional augmentation system
GRASS Grass landing area
GRBL Garble
GRT Grip tester
GRVL Gravel
GS Ground speed, Small hail and/or pellets, Glide slope
GT Grid track
GTCL Great circle
GW Gross weight
H Hourly, Full hour

H... Heading
H+ Minutes past the hour (all hours)
H24 Continuous day & night service
HAA Height above aerodrome (elevation)
HAL Height above landing
HAT Height above touchdown point/zone, Height above threshold (elevation)
05 FEB 2015 2.1. p.14

HAZ Hazard
HBN Hazard beacon
HCC Hub Control Centre
HDF HF direction finding station
HDG Heading
HDT Hawaiian daylight time (+9 = UTC)
HEL Helicopter
HF High frequency band (3-30 MHz)
HFDL HF data link
HG (Inches of) mercury
HGS Head-up guidance system
HGT Height or Height above
HH All synoptic hours (00, 03, 06, etc.)
HI High Intensity
HIAL(S) High intensity approach lights (system)
HIBAL High altitude balloon
HI-ILS High ILS (military)
HIRCLL High intensity runway centre line lights
HIRL(S) High intensity runway lights (system)
HIRO High intensity runway operations
HJ(+...) SR to SS (+... minutes after SS)
HL High level, Height loss
HLDG Holding
HLF Half
HMR Helicopter main route
HMU Height monitoring unit
HN SS to SR
HND Hundred
HO Service available to meet operational requirements, Dutch
HOL Holiday(s)
HOSP Hospital aircraft
HOT Hold-over time
HP Holding pattern
HPA Hecto Pascal
HPZ Helicopter protected zone
HR(S) Hour(s), Hours of service
HRTZ High intensity radio transmission zone
HS Service available during hours of scheduled operations, Hot spot
HST High speed taxiway turn-off, Hawaiian standard time (+10 = UTC)
HTA Helicopter training area
HTZ Helicopter traffic zone
HUD Head-up display
HURCN Hurricane
HVDF HF and VHF DF stations (same location)
HVY Heavy
HWS Horizontal wind shear
HX Irregular working hours
HYR Higher
HZ Hertz, Dust haze
08 OCT 2020 2.1. p.15

IA Intermediate altitude
IAA Initial approach altitude
IAC Instrument approach chart
IAF Initial approach fix
IAL Instrument approach and landing chart
IALS Intermediate approach light system
IAO In and out of clouds
IAP Instrument approach procedure
IAR Intersection of air routes
IAS Indicated air speed
IATA International Air Transport Association
IAVW International airways volcano watch
IAWP Initial approach waypoint
IBN Identification beacon
IBND Inbound
IC Ice crystals (diamond dust), Incident commander (ARFF)
ICAO International Civil Aviation Organisation
ICE Icing
ID Identifier or Identify
IDENT Identification
I.E. That is (Latin: id est)
IF Intermediate (approach) fix
IFBP In-flight broadcast procedure (IATA)
IFF Identification friend/foe
IFPS Integrated flight plan processing system (Eurocontrol)
IFR Instrument flight rules
IGA International general aviation
IGS Instrument guidance system
ILS Instrument landing system
IM Inner marker ILS
IMC Instrument meteorological conditions
IMG Immigration
IMPL Implemented, implementation
IMPR Improve, Improving
IMT Immediate(ly)
IN Inch
INA Initial approach
INBD Inbound
INC In cloud
INCERFA Uncertainty phase
INCL Including, included, inclusive
INDEF(LY) Indefinite(ly)
INF Inland nav facility/fix
INFO Information
INHG Inches of mercury
INO Indian Ocean (ICAO region)
INOP Inoperative
INP If not possible
INPR In progress
INS Inches, Inertial navigation system
INSTL Install(ed) or Installation
INST(R) Instrument
08 JAN 2015 2.1. p.16

INT Intersection
INTCPT Intercept
INTER Intermittent
INTL International
INTR Interior
INTRM Interim
INTRP Interrupt or Interruption or Interrupted
INTSF Intensify(ing)
INTST Intensity
INTXN Intersection
INVOF In the vicinity of
INWP Intermediate approach waypoint
IORRA Indian ocean random routing RNAV area
IPV Improve
IR Ice on runway, IFR military training route
IRT Individual runway take-off chart
IRVR Instrument RVR
ISA International standard atmosphere
ISOL Isolated (clouds: Individual CBs or TCUs)
ITCZ Intertropical convergence zone
ITF Intertropical front
IWP Intermediate WP
J Joule
J... Jet (airway designator USA)
JAN January
JB(AR) Jet barrier (arresting gear)
JRCC Joint RCC
JSDF Japanese Self Defense Forces
JTST Jetstream
JUL July
JUN June
KASZ Kosovo air safety zone

KG Kilogram(s)
KHZ Kilo hertz
KLIZ Korean limited/lower identification zone
KM, KMH, KM/H Kilometre(s), Kilometres per hour
KN Kilo Newtons
KPA Kilo Pascal
KT(S) Knot(s)
KW Kilo Watt(s)
... L Left (runway identification)

L Litre, Locator (LM, LO)
LAA Local airport advisory
LAADR Low altitude arrival and departure route
LAAS Low altitude alert system (ATC), Local area augmentation system (GPS/GNSS)
LAHSO Land and hold short operations
LAL Lowst assignable level
LAN Inland, Over land
LARS Lower airspace radar service
LAT Latitude
08 JAN 2015 2.1. p.17

LATAM Latin America (region)

LAWRS Limited aviation weather reporting station
LB(S) Pound(s) (weight)
LC Local control, Landing chart
LCG Load classification group
LCL Local
LCN Load classification number
LCTD Located
LCTR Locator
LDA Landing distance available, LLZ-type directional aid (FAA)
LDAH LDA helicopter
LDG Landing
LDI Landing direction indicator
LDIN Lead-in light system/sequenced flashing
LDOC Long distance operational control
LEN Length
LF Low frequency (30-300 KHz)
LGT(D) Light (ed), Lighting
LGTS Lights
LI Low intensity, locator inner
LIAL Low intensity approach lighting
LIFR Low IFR (USA)
LIH Light intensity high
LIL Light intensity low
LIM Light intensity medium
LIRL Low intensity runway lights
LIRCLL Low intensity runway centre line lights
LK Lake
LL Low level
LLW(A)S Low level wind shear (alert) system
LLZ Localizer beacon ILS
LM Locator, Middle, Lumen
LMC Last minute change
LMM Locator at middle marker ILS
LMT Local mean time, limit
LND(G) Land(ing)
LO Locator Outer, Low
LOC Local or Locally, Location or Located, Localizer, Local time
LOM Locator at Outer Marker ILS
LONG Longitude
LOUT Lowest operational use temperature
LP(V) Localizer performance APCH (with vertical guidance)
LRCS Long range communication system
LRG Large, Long range
LRMP Long range maritime patrol
LRN LORAN
LRNS Long range navigation system
LRR Long range radar
LS Left side
LSA LLZ sensitive area
LSALT Lowest safe altitude
LSR Loose snow on runway
07 JAN 2016 2.1. p.18

LST Local standard time

LT Local time, Left turn, Left
LTD Limited
LTF Landline telephone
LTP Landing THR point
LTR Later
LTS Lower-than-standard (minimum)
LTT Landline teletypewriter
LV Light and variable (wind)
LVE Leave or Leaving
LVL Level
LVO(P) Low VIS operations (plan)
LVP Low VIS procedures
LVTO Low VIS take-off
LW Landing weight
LWE Liquid Water Equivalent
LWIS Limited weather information system
LX Lux
LYR Layer or Layered
M Metre(s), Minus
M... Mach number, Minimum (RVR) value, Military operations area
... M Degrees Magnetic
MA Missed approach, Minimum altitude
MAA Maximum authorized altitude
MAG Magnetic
MAHF Missed apporach holding fix
MAHWP Missed approach holding WP
MAINT Maintenance
MAL Maximum assignable level
MALS Medium intensity approach lighting system
MALSF Medium intensity approach light system with sequenced flashing lights
MALSR Medium intensity approach lighting system with runway alignment indicator lights
MAN Manual
MAP Aeronautical maps and charts (AIP), Missed approach point
MAPT Missed approach point
MAR March, At or over sea
MARA Military activity restriction area
MARS Military middle airspace radar service
MASPS Minimum aircraft systems performance specifications
MAT Mid Atlantic (ICAO region)
MATZ Military ATZ
MAWP Missed approach WP
MAX Maximum
MB Millibar(s), Marker beacon
MBST Microburst
MBZ Mandatory broadcast zone
MCA Minimum crossing altitude (ICAO), Minimum cruising altitude
MCAS Marine Corps air station
MCL Minimum cruising level
MCTR Military CTR
MDA Minimum descent altitude, Managed danger area
14 SEP 2017 2.1. p.19

MDF Medium frequency direction finding station

MDH Minimum descent height
MDT Moderate, US Mountain daylight time (+6 = UTC)
MEA Minimum en-route altitude (ICAO)
MEA-G MEA-GNSS (ICAO)
MED Medium, Medical
MEDEVAC Medical evacuation flight
MEHT Minimum eye height over threshold (VASIS, PAPI)
MEL Minimum en-route level
MER True height above mean sea level
MET Meteorological
METAR Aviation routine weather report
METOF Meteorological officer
MF Medium frequency (300-3000 KHz)
MF Mandatory frequency
MFA Minimum flight altitude
MFAU Military flight advisory unit
MGA Minimum grid altitude (RFC)
MH Minimum height, Magnetic heading
MHA Minimum holding altitude
MHL Minimum holding level
MH(V)DF MF and HF (and VHF) DF stations (same location)
MHZ Mega hertz
MI Medium intensity (lights)
MI Statute mile(s), Shallow
MIA Minimum authorized altitude
MIALR Medium intensity approach lights with runway alignment indicator lights
MIAL(S) Medium intensity approach lights (system)
MICL Minimum IFR cruising level
MID Middle, Middle East (ICAO region), Mid-point (RVR)
MIFG Shallow fog
MIL Military
MIN Minute(s), Minimum
MIRCLL Medium intensity runway centre line lights
MIRL Medium intensity runway edge lights
MISAP Missed approach procedure
MISC Miscellaneous
MISG Missing
MKD Marked
MKR Marker radio beacon
MLAT Multilateration (ATS surveillance)
MLM Maximum landing mass
MLS Microwave landing system
MLW Maximum certificated landing weight
MM Middle marker ILS, Millimeter
MNM Minimum
MNPS(A) Minimum navigation performance specifications (airspace)
MNT Monitor or Monitoring or Monitored, Mach number technique
MNTN Maintain
MOA Military operations area
MOC(A) Minimum obstacle clearance (altitude)
MOD Moderate, Ministry of Defence
08 JAN 2015 2.1. p.20

MOGAS Motor gasoline

MON Monday, Above mountains
MONTR Monitor
MOPS Minimum operational performance standard(s)
MORA Minimum off-route altitude
MOT Ministry of Transport
MOTNE Meteorological operational telecommunications network Europe
MOV Move(ment) or Moving
MP Mid point (RVR)
MPA Mega Pascal
MPH Statute miles per hour
MPS Metres per second
MPW Maximum permitted weight
MRA Minimum reception altitude
MRCC Maritime RCC
MRG Medium range
MRMP Medium range maritime patrol
MROT Minimum runway occupancy time
MRP ATS / MET reporting point
MRS Minimum radar separation
MRSA Minimum radar safety altitude
MRT Mountain rescue team
MRU Military radar unit
MRVA Minimum radar vectoring altitude
MS Minus
MSA Minimum sector altitude, Minimum safe altitude
MSAW Minimum safe altitude warning (ATC)
MSFL Minimum safe FL
MSG Message
MSSR Monopulse SSR
MST US Mountain standard time (+7 = UTC)
MT Metric tonne(s), Mountain
MTA Military training area
MTAF Mandatory traffic advisory frequency
MTCA Minimum terrain clearance altitude, Military TCA
MTMA Military TMA
MTOM Maximum take-off mass
MTOW Maximum take-off weight
MTR Military training area or route
MTRA Military temporary reserved airspace
MTRY Momentary
MTT Minimum time track
MTU Metric units
MTW Mountain waves
MTWA Maximum total weight authorised
MU Friction value representing runway surface conditions
MUD Mud
MULT Multiple
MUM Mu-meter
MUN(I) Municipal
MVA Minimum vectoring altitude
MVDF MF and VHF direction finding stations (same location)
03 MAR 2016 2.1. p.21

MVFR Marginal VFR

MVI Visual manoeuvring with prescribed track (French: Manoeuvre à vue imposée)
MVL Circling (French: Manoeuvre à vue libre)
MVPA Military variable profile area
MWARA Major world air route area (HF)
MWO Meteorological watch office
MX Mixed type of ice formation (white and clear)
N Night (sunset to sunrise), Newton, No change, No distinct tendency (RVR), No/Nil

approach lights
N North or Northern latitude, Non-standard approach lights (IAC)
NA Not authorized
N/A Not applicable, Not available
NAAP Noise abatement approach procedure
NAB Not above
NAC Navigation accuracy category
NADP Noise abatement departure procedure
NALS No/Nil approach light system
NAM North America (ICAO region)
NAP Not at present, Noise abatement procedure
NAR North American route
NARTEL North atlantic en-route RT network (HF)
NAS Naval air station, National airspace system (USA)
NAT North Atlantic (ICAO region)
NAV Navigation(al)
NAVAID Navigational aid
NB(D) Northbound
NBFR Not before
NBND Northbound
NC No change
NCA Northern control area (Canada)
NCD No clouds detected
NCRP Non-compulsory REP
NDA Next data authority (ADS), Northern domestic airspace (Canada), Navigation data base
addendum
NDB Non-directional radio beacon, Navigation data base
NDV No directional variation reported (in automated METAR or SPECI)
NE North-east
NEB North-eastbound
NEG No or Negative
NERS North atlantic european routing system
NGT Night
NIC Navigation integrity category
NIG Nose-in guidance (system)
NLT Not later than
NML Normal
NMOC Network manager operations centre (Eurocontrol)
NMR Nautical mile radius
NMRS Numerous
NNE North-north-east
NNW North-north-west
NO No, Number
NOAA National oceanic and atmospheric administration (USA)
03 MAR 2016 2.1. p.22

NOF International NOTAM Office

NOP Noise measuring point
NOPAC North Pacific
NOPT No procedure turn required
NORAD North american aerospace defense command (USA & Canada)
NOSIG No significant change
NOTA Northern oceanic transition area
NOV November
NOZ Normal operating zone
NPA Non-precision approach
NRP North American route program
NRW Narrow
NS Nimbostratus, Naval station
NSC No significant clouds
NSGA Non-SSR glider area
NSTD Non-(FAA) standard runway lights
NSW No significant weather
NTL National
NTZ No transgression zone
NTW Network
NUC Navigation uncertainty category
NW North-west
NWB North-westbound
NWS National weather service, North (defence) warning system
NXT Next
O Odd level (RFC)

OAC(C) Oceanic area control centre
OAS Obstacle assessment surface
OAT Outside air temperature, operational (military) air traffic
O/B On board
OBS Observe or Observation
OBSC Obscure(d) by haze or darkness, or Obscuring
OBST Obstacle
OBSTN Obstruction
OCA Oceanic control area, Obstacle clearance altitude
OCC Obstacle clearance circle, Occulting (light)
OCD Oceanic clearance delivery
OCH Obstacle clearance height
OCL Obstacle clearance limit, Oceanic clearance
OCNL Occasional, Well-separated CBs or TCUs
OCS Obstacle clearance surface
OCT October
OCTA Outside CTA
ODALS Omni-directional approach light system
ODP Obstacle departure procedure
OEP Oceanic entry or exit point
OFIR Oceanic FIR
OFIS Operational FIS
OFZ Obstacle free zone
OG On ground
OHD Overhead
08 NOV 2018 2.1. p.23

OM Outer marker ILS, Out for maintenance

OME Ordnance, Munitions and Explosives
OPA Opaque (white type of ice formation)
OPC Operational control
OPER Operate
OPMET Operational meteorological (information)
OPN Open(ing) or Opened, Operation
OPR Operator, Operate, Operative, Operating or Operational
O/R On request
ORCA Oceanic route clearance authorization
OROCA Off-route obstacle clearance altitude
O/T Other times, On test
OTLK Outlook (used in SIGMET messages for volcanic ash and tropical cyclones)
OTP On top
OTR Oceanic transition route
OTS Organized track system, Out of service, Other-than-standard
OTWZ Otherwise
OUBD Outbound
OUTBD Outbound
OVC Overcast (clouds: 8 oktas)
OVHD Overhead
OVR(N) Over(run)
OWAFS Operations Without an Assigned Fixed Speed in the NAT
OZ Ounce
P... Prohibited area (followed by identification), Maximum value (RVR or METAR/TAF)

P1 CAT 1 approach light system
P2(F) CAT 2/3 approach light system (with sequenced flashers)
PA Precision approach, Pressure altitude
PAC Pacific (ICAO region)
PACOTS Pacific organized track system
PAJA Parachute jumping activities
PAL Pilot-activated lighting, Peripheral station
PALS Precision approach lighting system
PANS Procedures for air navigation services (ICAO Doc.)
PAPA Parallax aircraft parking aid
PAPI Precision approach path indicator
PAR Precision approach radar
PARA Paragraph
PARL Parallel
PARS Precision approach radar system (combined SRE/PAR system)
PAS Public address system, private advisory service
PAT Pattern
PATC Precision approach terrain chart
PATWAS Pilots automatic telephone weather answering service
PAX Passenger(s)
PBCS Performance Based Communication and Surveillance
PBN Performance based navigation
PCA Positive control area, Pre-conditioned air
PCD Proceed or Proceeding
PCL Pilot-controlled lighting
PCN Pavement classification number
27 FEB 2020 2.1. p.24

PDC Pre-departure clearance (via data link)

PDG Procedure design gradient
PDI Pictorial deviation indicator
PDP Pre-determined point
PDR Pre-determined route
PDT US Pacific daylight time (+7 = UTC)
PE Ice pellets
PER(F) Performance
PERM(LY) Permanent(ly)
PET Point of equal time
PFC Porous friction course (runway surface type)
PH Public holiday
PIB Pre-flight information bulletin
PIREP Pilot’s weather report
PJE Parachute jumping exercise
PL Plain language, Ice pellets
PLASI Pulse light approach slope indicator
PLD Planned
PLN(NG) Flight plan(ning)
PLR Pavement load rating (Canada)
PLVL Present level
PLW(D) Plow(ed)
PMCS Pilot-to MET office communications
PN Prior notice required
PNDB Perceived noise decibel
PNO Precipitation information not available
PNR Point of no return, Prior notice required
PO Dust / sand whirls (dust devils)
POB Persons on board
POSS Possible
PPI Plan position indicator
PPO Prior permission only
PPR Prior permission required
PPSN Present position
PR Partial, covering part of the AD, Primary
PRA Precision radar approach
PRD Prohibited, restricted & danger areas
PREV Previous
PRI(RA) Primary (radar)
PRKG Parking
PRM Precision runway monitor, Preferred route message
P(-)RNAV Precision RNAV
PROB Probability
PROC(S) Procedure(s)
PROH(IB) Prohibited (area)
PROV Provision(al), Provided
PS Plus
PSBL Possible
PSBT Pilot self-briefing terminal
PSG Passing, Passage
PSGR Passenger
PSI Pounds per square inch
17 SEP 2015 2.1. p.25

PSN Position
PSP Pierced steel plank(ing)
PSR Packed snow on runway, Primary surveillance radar
PST US Pacific standard time (+8 = UTC)
PSTN Public switched telephone network
PSYS Pressure system(s)
PT Procedure turn, Point
PTN Procedure turn
P-TRK Prescribed track (Circling)
PVASI Pulsating/steady VASI
PWB Pilot weather briefing
PWR Power
QBI Compulsory IFR flight

QDM Magnetic heading to ... (zero wind)
QDR Magnetic bearing from
QFE Atmospheric pressure at aerodrome elevation or runway threshold
QFU Magnetic orientation of runway
QLTY Quality
QNE Standard altimeter subscale setting (1013.2 hPa)
QNH Altimeter subscale setting to obtain elevation when on the ground
QT(R) Quart(er)
Q(N)TY Quantity
QUAD Quadrant
R Red, Received, Request, Revised

R... Radial, Restricted area (followed by identification), RVR (followed by value)
...R Right (runway identification)
RA Radio altimeter (setting height), Resolution advisory, Rain
RAAS Remote aerodrome advisory service
RAC Rules of the air and air traffic services
RAD Radial, Radar, Radius, Route availability document (Eurocontrol)
RAFC Regional area forecast centre
RAG Ragged, Runway arresting gear
RAI(L) Runway alignment indicator (lights)
RAIM Receiver autonomous integrity monitoring
RAPCON Radar APP Control
RAPM Runway aiming point marking
RAR Rules and regulations
RAS(A) Radar advisory service (area)
RASH Rain showers
RASN (Showers of) rain and snow
RASS Remote altimeter setting source
RB Rescue boat, Read back
RBN Radio beacon
RCAG Remote air-ground communication (network/outlet)
RCAM Runway condition assessment matrix
RCC Rescue co-ordination centre
RCF Radio communication failure
RCH Reach(ing)
RCLE Request level change en-route
RCL(L) Runway centre line (lighting), Request clearance (downlink)
15 SEP 2016 2.1. p.26

RCLM Runway centre line marking

RCLR Recleared
RCLS Runway centreline light system
RCO Remote communication outlet
RCP Required communications performance
RCR Runway condition (reading) report
RCV(R) Receive(r)
RDARA Regional and domestic air route area (HF)
RDH Reference datum height (ILS)
RDL Radial
RDO Radio
RDOACT Radio active
RDR Radar departure route
RDS Radius
RE.. Recent (weather phenomena)
REC Receive
RECAT Re-categorization (of wake turbulence aircraft categories)
REDL Runway edge lights
REF. With reference to, Refer to
REIL Runway (approach) end identification lighting
REL Runway entry lights
RELCTD Relocated
RENL Runway end light(s)
REP Reporting point, Report(ing)
REQ Request(ed)
RERTE Reroute
RESA Runway end safety area
RESTR Restricted, restrictive or restriction
RET(IL) Rapid exit taxiway (indicator lights)
REUP Recent unidentified precipitation
REV Revision
RF (Constant) Radius (arc) to fix
RFC Route/radio facility chart
RFF(S) Rescue and fire fighting (services)
RFSS Remote FSS
RFT Runway friction tester
RG Range (lights)
RGL Runway guard lights
RGS Remote ground station
RHA Runway holding area
RHS Reduced horizontal separation
RIF Re-clearance in flight
RILS Runway identification lights
RIS(A) Radar information service (area)
RITE Right (direction of turn)
RITL Runway threshold identification lights
RIV Rapid intervention vehicle
RLA Relay to
RLAT(SM) Reduced lateral (separation minimum)
RLCE Request level change en-route
RLG Visual docking guidance system
RLLS Runway lead-in lighting system
31 MAR 2016 2.1. p.27

RLONG(SM) Reduced longitudinal (separation minimum)

RLS Release, Runway lighting system
RMAC Radar minimum altitude chart
RMDR Remainder
RM(R)K Remark
RNP(C) Required navigation performance (capability)
RO Roll-out RVR
ROA Restricted operations area
ROC Rate of climb
ROD Rate of descent
ROFOR Route forecast
ROT(D) Rotate(d)
RP Reporting point
RPAS Remotely Piloted Aircraft System
RPLC Replac(ed)
RPRT Report
RPT Repeat
RQMNTS Requirements
RQRD Required
RRA, RRB, etc. Delayed meteorological message
RRL Runway remaining lights
RSC Rescue sub-centre, Runway surface condition
RSCD Runway surface condition
RSP Required surveillance performance
RSR En-route surveillance radar
RSVN Reservation
RT, R/T Radio telephony, Right turn, Right
RTD Delayed
RTE Route
RTF Radio telephone
RTHL Runway threshold light(s)
RTIL Runway threshold identification lights
RTIS Radar traffic information service
RTN Return(ed) or Returning
RTO Revised ETO, Radio telegraph
RTR Remote transmitter/receiver, Radar termination range (SRA)
RTS Return to service
RTT Radio teletypewriter
RTZL Runway touchdown zone light(s)
RU Russian
RUF(LY) Rough(ly)
RUN(AR) Runway analyzer and recorder (Norwegian friction tester)
RUT Standard regional route transmitting frequencies
RUS Russia(n)
RV Rescue vessel
RV(A) Radar vector(ing area)
RVC Radar vectoring chart
RVCS Remote vehicle control service
RVFP RNAV visual flight procedure
RVOP Reduced VIS operations
RVR Runway visual range
RVRA RVR ten minutes average
08 NOV 2018 2.1. p.28

RVRM(ID) RVR mid point

RVRR RVR roll-out
RVRT(DZ) RVR touchdown (zone)
RVSM Reduced vertical separation minimum
RVV Runway VIS value
RW(Y) Runway
RW(S)L Runway (status) lights
RY Runway
S South or Southern latitude, SELCAL, State of the sea (METAR/SPECI), Straight-in,

Simple (approach light system)
SA Dust/Sandstorm, Rising dust or Sand, Surveillance approach, Special aircraft and
aircrew authorization required, Special activity area
SAAAR Special aircraft and aircrew authorization required
SADIS Satellite distribution system
SALS Simple/Short approach lighting system
SAM South America (ICAO region), Slot Allocation Message
SAN Sanitary
SAP As soon as possible
SAR Search and rescue
SARDA State and regional disaster airlift
SARPS Standards and Recommended practices (ICAO)
SARSYS Scandinavia airport and road systems AB friction tester
SAT Saturday, South Atlantic (ICAO region)
SATCOM Satellite communication
SAWO Semi-automatic weather observation (system)
SAWRS Supplemental aviation weather reporting station
SBAS Satellite-based augmentation system
SB(N)(D) Southbound
SC Stratocumulus
SCA Southern control area (Canada), Security control authorization
SCAT(ANA) Security control of air traffic (and navaids)
SCIA Simultaneous converging instrument approaches
SCR Surface condition report
SCT Scattered (clouds: 3 - 4 oktas)
SCTR Sector
SDA Southern domestic airspace (Canada)
SDBY Stand by
SDF Simplified directional facility, step down fix
SDFX Step down fix
SE South-east
SEA South-east Asia (HF region)
SEB South-eastbound
SEC Second(s) of time
SECRA Secondary radar
SECT Sector
SELCAL Selective calling system
SEP September
SER Service, Servicing or Served
SEV Severe
SFC Surface (ground level)
SFH Friction tester (high pressure tire)
SFL Sequenced flashing lights, Friction tester (low pressure tire)
18 AUG 2016 2.1. p.29

SFL-V Sequenced flashing lights - variable intensity

SFPL Stored flight plan
SFT Sarsys, SAAB, Safegate or Surface friction tester
SG Snow grains
SGFNT Significant
SGL Signal
SH.. Showers
SHF Super high frequency (3000 - 30 000 MHz)
SHORADIZ Short range ADIZ
SI Straight-in approach
SID(PT) Standard instrument departure (procedure text)
SIGMET Significant meteorological information
SIG(WX) Significant (weather)
S-ILS Straight-in ILS approach
SIMOPS Simultaneous runway operations
SIMUL Simultaneous(ly)
SIR Packed or compacted snow and ice on runway
SIRO Simultaneous intersecting runway operations
SITA Société internatonale de télécommunications aéronautiques
SIWL Single isolated wheel load
SIZ Security identification zone
SKC Sky clear (clouds: 0 okta)
SKD Skiddometer
SKED Scheduled
SKH Skiddometer (high pressure tire)
SKL Skiddometer (low pressure tire)
SL Sea level, Slope (runway)
SLAP Slot allocation procedures
SLGT Slight
SLO(LY) Slow(ly)
S-LOC Straight-in LLZ approach
SLOP Strategic lateral offset procedure
SLP Speed limit(ing) point, Slope
SLR Slush on runway
SLW Slow
SMB Side marker board
SM Statute mile, Separation minimum
SMC Surface movement control
SMGC(S) Surface movement guidance control system
SML Small
SMO Supplementary meteo office
SMR Surface movement radar
SMTM Sometime
SN(BNK) Snow(banks caused by plowing)
SND Sand(ed) or Sanding
SNGL Single
SNOCLO Airport closed due to snow (removal)
SNOWTAM NOTAM, notifying presence and/or removal of snow, ice, slush, standing water
SNSH Snow showers
SNW Snow
SOB Souls on board
SODALS Simple omni-directional ALS
15 SEP 2016 2.1. p.30

SOIA Simultaneous offset instrument approach

SOTA Shannon oceanic transition area
SP South Pacific (HF region), Spanish
S-PAR Straight-in PAR approach
SPD Speed, Subject to pilot's discretion
SPECI Aerodrome special MET report
SPECIAL Local special MET report (in abbreviated plain language)
SPIA Simultaneous parallel ILS approach
SPID Simultaneous parallel independent departures
SPL Special(ty), Supplementary flight plan
SPOC SAR point of contact
SPOT Spot wind
SQ Squall, Square
SQL(N) Squall line
SR Sunrise
SRA Surveillance radar approach, Special rules area
SRE Surveillance radar element/equipment
SRG Short range
SRMP Short range maritime patrol
SRR Search and rescue region
SRY Secondary
SS Sunset, sandstorm
SSAL(S)F Simplified short approach lighting system with sequenced flashers
SSALR Simplified short approach lighting system with runway alignment indicator lights
SSALS Simplified short approach lighting system
SSB Single side band
SSE South-south-east
SSR Secondary surveillance radar
SSTP Side-step
SSW South-south-west
ST Stratus
STA Straight-in approach, Scheduled time of arrival
STAR Standard instrument arrival
STD Standard, Standard altimeter setting, Standard time of departure
STF Stratiform
STFT Sarsys trailer friction tester
STM Statute mile(s)
STN(R) Station(ary)
STO Standard time of observation
STOL Short take-off and landing
STR Strength, Straight or Stored
STS Status
STWL Stopway light(s)
STWY Stopway
SUA(IS) Special use airspace (information service)
SUBJ Subject to
SUN Sunday
SUP Supplement
SUPPS Regional supplementary procedures (ICAO Doc. 7030)
SUSP Suspend
SVC Service (message)
SVC(BL) Service(able)
07 JAN 2016 2.1. p.31

SVFR Special VFR

SVR Severe, Special VFR, Slant visual range
SVRL Several
SW South-west, SNOWTAM (data designator), Single wheel landing gear
SWAP Severe weather avoidance plan
SWB South-westbound, Scheduled weather broadcast
SWC Significant weather chart
SWEPT Swept or broom(ed)
SWH, SWL or SWM SWC high, low or medium
SWL Single wheel loading
SWR Short wavelength runway roughness
SWY Stopway
T Temperature, Tow, True, Ton(s), Transit, True track

...(º)T Degrees true
TA Transition altitude, Traffic advisory (TCAS)
TA Training area, Turn altitude
TAA terminal arrival altitude
TAC(AN) UHF Tactical air navigation aid
TAC Terminal arrival chart
TAF Aerodrome (weather) forecast
TAIL Tail wind
TAP Tapley meter
TAR Terminal area surveillance radar
TAS True air speed
TAX Taxi(ing)
TB Turbulence (printed PIREP only)
TBD To be determined
TBN To be notified
TC Tropical cyclone
TCA Terminal control area
TCA(C) Tropical cyclone advisory (centre)
TCAS Traffic (alert and) collision avoidance system
TCH Threshold crossing height (ILS)
TCP Transfer of control point
TCU Towering cumulus, Terminal control unit
TD Touchdown zone RVR
TDA Today
TDL Touchdown zone lighting
TDM Track definition message
TDO Tornado
TDWR Terminal Doppler weather radar
TDZ Touchdown zone
TDZ/CL TDZ and runway centre line lighting
TDZE TDZ elevation
TDZL TDZ lighting
TEC TWR & en-route control
TEL Telephone
TEMP Temperature
TEMPO Temporary or Temporarily
TEND Trend or Tending to
TERPS Terminal instrument procedures (FAA)
07 JAN 2016 2.1. p.32

TF Track to fix
TFC Traffic
TFR Temporary flight restriction
TFT Tatra friction tester (Slovakia)
TGL Touch-and-go landing
TGS Taxiing guidance system
TH Transition height, Turn height
THL Take-off hold light
THIL Threshold identification light
THN(G) Thin(ning)
THR Threshold
THRU(T) Through(out)
THU Thursday
TI temporary instruction
TIA Traffic information area
TIBA Traffic information broadcast by aircraft
TIL Until (time)
TIP Until past (place)
TR Track, Transition, Temporary revision
TIZ Traffic information zone
TKOF Take off
TL Take off weight limitation (table), Transition level, Until
TLV Transition level
TLS Taxiway lighting system
TM Transmissometer, Time (printed PIREP only)
TMA Terminal control area
TMC Terminal control centre
TMI Track message identification
TMPRY Temporary
TMW Tomorrow
TMZ Transponder mandatory zone
TN Minimum temperature (TAF)
TNA Turn altitude
TNGT Tonight
TNH Turn height
T/O Take-off
TO To ..... (place)
TOBT Target off-blocks time
TOC Top of climb, table of contents
TOD Top of descent
TODA Take-off distance available
TOP Cloud top
TORA Take-off run available
TOS Traffic orientation scheme
TOW Take-off weight
TP Turning point
TPR Trans-Polar Route
TR Track
TRA(G) Temporary reserved airspace (gliders), Tower radar area
TR.ALT Transition altitude
TRACON Terminal radar approach control facility
TRANS Transmits or Transmitter
03 JAN 2019 2.1. p.33

TRC(C) Terminal radar control (center)

TRL Transition level
TR.LVL Transition level
TRML Terminal
TRNG Training
TROP Tropopause
TRSA Terminal radar service area
TRSN Transition
TRW Transit weight
TS Thunderstorm
TSA Temporary segregated area
TSAT Target start-up approval time
TSNO Thunderstorm information not available
TSNT Transient
TSR Terminal surveillance radar
TSSA TS with dust storm or sandstorm
TT True track, Teletypewriter
TUE Tuesday
TURB(C) Turbulence
TVOR Terminal VOR
TW Twin wheels
TWEB Transcribed weather broadcast
TWI Twilight
TWIP Terminal WX info for pilots
TWL Taxiway lights
TWR Aerodrome control (tower)
TWY Taxiway
TWYL Taxiway-link, Taxiway lights
TX Maximum temperature (TAF)
TXT Text
TYP Type of aircraft
TYPH Typhoon
TZE TDZ elevation
U Increasing, Upward
U.... Upper (airway designator)
....U UTC when preceded by figure group
UA Air report (AIREP)
UAA Upper advisory area
UAC(C) Upper area control (centre)
UAR Upper air route
UAS Unmanned Aircraft System
U.C. Under construction
UDA Upper advisory area
UDF UHF direction finding station
UDR Upper advisory route
UFN Until further notice
UHF Ultra high frequency band (300 - 3000 MHz)
UIC Upper information centre
UIR Upper flight information region
UA Unmanned Aircraft
UL Uplink
08 NOV 2018 2.1. p.34

ULR Ultra long range, Radar ACC service high level

UM Uplink message
UNA Unable
UNAVBL Unavailable
UNICOM Universal communications
UNL Unlimited
UNLGT(D) Unlighted
UNMKD Unmarked
UNMNT Unmonitored
UNMON Unmonitored
UNRDBL Unreadable
UNREL Unreliable
UNRSTD Unrestricted
UP Unidentified precipitation
URELBL Unreliable
U/S Unserviceable
USB Upper Side Band
USCG US Coast Guard
USG US gallons
USMC US Marine Corps
USN US Navy
UTA Upper (terminal) control area
UWY Upper airway
V... Variations (wind), Visibility, VOR airway designator

VA Volcanic ash, ASHTAM (data designator)
VAA(C) Volcanic ash advisory (centre)
VAC Visual approach chart
VAL In valleys, Visual approach and landing chart
VAN Runway control van
VAR Magnetic variation, Volcanic ash report
VASI(S) Visual approach slope indicator (system)
VC.. Vicinity of the aerodrome
VC(NT)Y Vicinity
VDF VHF direction finding station
VDGS Visual docking guidance system
VDL VHF data link
VDM Collocated VOR and DME
VDP Visual descent point
VER Vertical
VERVIS Vertical visibility
VFP Visual flight procedures
VFR Visual flight rules
VGSI Vertical glide slope indicator (PAPI, VASIS, etc.)
VH Horizontal VIS ('visibilité horizontale')
VHF Very high frequency band (30 - 300 MHz)
VIBAL Runway marker VIS ('visibilité balise')
VICE Instead / versus
VIN Vertec inspector (Norwegian friction measurement device)
VIO Heavy (interference / static)
VIS Visibility (meteorological or general)
VISNO No VIS information available
08 NOV 2018 2.1. p.35

VLF Very low frequency (3 - 30 kHz)

VLOS Visual Line Of Sight (RPAS)
VLR Very long range
VMC Visual meteorological conditions
VMCN VMC night
VNAP Visual noise abatement procedure
VNC VFR navigation chart
VOL Volume
VOLM(E)T MET broadcast for aircraft in flight
VOR VHF omni-directional radio range
VOR/DME Co-located and paired VOR & DME
VORTAC VOR & TACAN combination
VOT VOR airborne equipment test facility
VPA Vertical path angle
VPT Visual manoeuvre with prescribed track
VR VFR military training route
VRB(L) Variable
VS Vertical speed
VSA By visual reference to the ground
VSBY Visibility
VSP Vertical speed
VSS Visual Segment Surface
VTA VFR terminal area chart
VTOL Vertical take-off and landing
VTPC VFR terminal procedures chart
VV Vertical visibility, vertical velocity
VWS Vertical wind shear
W White, Watt, Upper wind chart, Sea-surface temperature

W West, Western longitude,
WA AIRMET
WAAS Wide area augmentation system (GPS)
WAC World aeronautical chart
WAFC World area forecast centre
WAFS World area forecast system
WAH When able higher
WATRS West atlantic route system
WB Westbound
WBAR Wing bar lights
WB(N)D Westbound
WC Wind component, Designator/identifier for tropical cyclone SIGMET
WD Weekdays
WDI Wind direction indicator
WDSPR Widespread
WEA Weather
WED Wednesday
WEE Whichever is earlier
WEF With effect from
WEH Whichever is higher
WEL Whichever is later
WGS-84 World Geodetic System 1984
WI Within
WID Width, Wide
31 DEC 2020 2.1. p.36

WIE With immediate effect

WINTEM Forecast upper wind and temperature
WIP Work in progress
WK Weak
WKDAYS Monday through Friday
WKEND Saturday and Sunday
WKN Weaken(ing)
WMC World meteorological centres
WMO World meteorological organization
WND( Wind(s)
WNW West-north-west
WO Without
WP(T) Waypoint (RNAV)
WRNG Warning
WS Wind shear, Identifier SIGMET, Wing span
WSHFT Wind shift
WSPD Wind speed
WSR Wet snow on runway
WST Convective SIGMET
WSW West-south-west
WT Weight, Radio telegraphy
WTR Water (on runway)
WTWS Wind shear and turbulence warning system
WUT Wheels-up time
WTSPT Waterspout
WV Identifier for volcanic ash SIGMET, Wind at altitude (printed PIREP only)
WWW World weather watch
WX Weather, Weather at altitude (printed PIREP only)
WXR Weather radar
WX REP Weather reporting service
X Cross
XBAR Cross-bar (ALS)
X(I)NG Crossing
XPLOS Explosives
XS Atmospherics
XTDG Extending
XTK Cross track distance
XTVS Extensive
XW Crosswind
XX Heavy (weather phenomena)
XXX Top or base is outside the atmospheric layer of the (Significant WX) chart
Y Yellow
YCZ Yellow caution zone (runway lighting)
YD(S) Yard(s)
YDT Yukon daylight time (+8 = UTC)
YR Your
YST Yukon standard time (+9 = UTC)
....Z UTC
ZFM Zero fuel mass
ZFW Zero fuel weight
ZM Z-marker (VHF station location marker)
10 DEC 2015 2.1. p.37

OM C1 - GENERAL ROM 2.2 ICAO NOTAM
1. ICAO NOTAM 2ND & 3RD LETTER: CATEGORY

ICAONOTAM2.2
AGA - Lighting facilities (L) Abbreviation
LA Approach lighting system (specify runway and type) als

LB Aerodrome beacon abn
LC Runway centre line lights (specific runway) rcll
LD Landing direction indicator lights ldi lgt
LE Runway edge lights (specify runway) redl
LF Sequenced flashing lights (specify runway) sequenced flg lgt
LG Pilot-controlled lighting pcl
LH High intensity runway lights (specify runway) high intst rwy lgt
LI Runway end identifier lights (specify runway) rwy end id lgt
LJ Runway alignment indicator lights (specify runway) rai lgt
LK CAT II components of approach lighting system (specify runway) cat II components als
LL Low intensity runway lights (specify runway) low intst rwy lgt
LM Medium intensity runway lights (specify runway) medium intst rwy lgt
LP Precision approach path indicator (specify runway) papi
LR All landing area lighting facilities ldg area lgt fac
LS Stopway lights (specify runway) stwl
LT Threshold lights (specify runway) thr lgt
LU Helicopter approach path indicator hapi
LV Visual approach slope indicator system (specify type and runway) vasis
LW Heliport lighting heliport lgt
LX Taxiway centre line lights (specify taxiway) twy cl lgt
LY Taxiway edge lights (specify taxiway) twy edge lgt
LZ Runway touchdown zone lights (specify runway) rtzl
AGA - Movement and landing area (M)
MA Movement area mov area

MB Bearing strength (specify part of landing area or movement area) bearing strength
MC Clearway (specify runway) cwy
MD Declared distances (specify runway) declared dist
MG Taxiing guidance system tgs
MH Runway arresting gear (specify runway) rag
MK Parking area prkg area
MM Daylight markings (specify threshold, centreline, etc.) day markings
MN Apron apron
MO Stopbar stopbar
MP Aircraft stands (specify) acft stand
MR Runway (specify runway) rwy
MS Stopway (specify runway) swy
MT Threshold (specify runway) thr
MU Runway turning bay (specify runway) rwy turning bay
MW Strip/shoulder (specific runway) strip/shoulder
MX Taxiway(s) (specify) twy
MY Rapid exit taxiway rapid exit twy
11 DEC 2014 Source: SPL/OL 2.2. p.1

AGA - Facilities and services (F)
FA Aerodrome ad
FB Friction measuring device (specify type) friction measuring device
FC Ceiling measurement equipment ceiling measurement eqpt
FD Docking system (specify type) dckg system
FE Oxygen (specify type) oxygen
FF Fire fighting and rescue fire and rescue
FG Ground movement control gnd mov ctl
FH Helicopter alighting area/platform hel alighting area
FI Aircraft de-icing (specify) acft de-ice
FJ Oils (specify type) oil
FL Landing direction indicator ldi
FM Meteorological service (specify type) met
FO Fog dispersal system fog dispersal
FP Heliport heliport
FS Snow removal equipment snow removal eqpt
FT Transmissometer (specify runway and, as applicable, position) transmissometer
FU Fuel availability fuel avbl
FW Wind direction indicator wdi
FZ Customs cust
CNS - Communication and surveillance (C) Abbreviation
CA Air/ground facility (specify service and frequency) a/g fac

CB Automatic dependent surveillance - broadcast (details) ads-b
CC Automatic dependent surveillance - contract (details) ads-c
CD Controller- pilot data link communications (details) cpdlc
CE En-route surveillance radar rsr
CG Ground controlled approach system gca
CL Selective calling system selcal
CM Surface movement radar smr
CP Precision approach radar (specify runway) par
CR Surveillance radar element of precision approach radar system sre
CS Secondary surveillance radar ssr
CT Terminal area surveillance radar tar
CNS - Instrument and microwave landing system (I)
IC Instrument landing system (specify runway) ils

ID DME associated with ILS ils dme
IG Glide path (ILS) (specify runway) ils gp
II Inner marker (ILS) (specify runway ils im
IL Localizer (ILS) (specify runway) ils llz
IM Middle marker (ILS) (specify runway) ils mm
IN Localizer (not associated with ILS) llz
IO Outer marker (ILS) (specify runway) ils om
IS ILS Category I (specify runway) ils I

IT ILS Category II (specify runway) ils II

IU ILS Category III (specify runway) ils III
IW Microwave landing system (specify runway) mls
IX Locator, outer (ILS) (specify runway) ils lo
IY Locator, middle (ILS) (specify runway) ils mm
CNS - GNSS services (G)
GA GNSS airfield-specific operations (specify operations) gnss airfield

GW GNSS area-wide operations (specify operations) gnss area
CNS - Terminal and en-route navigation facilities (N)
NA All radio navigation facilities (except.....) all rdo nav fac

NB Non-directional radio beacon ndb
NC DECCA decca
ND Distance measuring equipment dme
NF Fan marker fan mkr
NL Locator (specify identification) l
NM VOR/DME vor/dme
NN TACAN tacan
NO OMEGA omega
NT VORTAC vortac
NV VOR vor
NX Direction finding station (specify type and frequency) df
ATM - Airspace organization (A) Abbreviation
AA Minimum altitude (specify en-route/crossing/safe) mnm alt

AC Control zone ctr
AD Air defence identification zone adiz
AE Control area cta
AF Flight information region fir
AH Upper control area uta
AL Minimum usable flight level mnm usable fl
AN Area navigation route rnav route
AO Oceanic control area oca
AP Reporting point (specify name or coded designator) rep
AR ATS route (specify) ats route
AT Terminal control area tma
AU Upper flight information region uir
AV Upper advisory area uda
AX Significant point sig
AZ Aerodrome traffic zone atz
ATM - Air traffic and VOLMET services (S)
SA Automatic terminal information service atis

SB ATS reporting office aro
SC Area control centre acc
SE Flight information service fis

SF Aerodrome flight information service afis

SL Flow control centre flow ctl centre
SO Oceanic area control centre oac
SP Approach control service app
SS Flight service station fss
ST Aerodrome control tower twr
SU Upper area control centre uac
SV VOLMET broadcast volmet
SY Upper advisory service (specify) upper advisory ser
ATM - Air traffic procedures (P)
PA Standard instrument arrival (STAR) (specify route designator) star

PB Standard VFR arrival std vfr arr
PC Contingency procedures contingency proc
PD Standard instrument departure (SID) (specify route designator) sid
PE Standard VFR departure std vfr dep
PF Flow control procedure flow ctl proc
PH Holding procedure hldg proc
PI Instrument approach procedure (specify type and runway) inst apch proc
PK VFR approach procedure vfr apch proc
PL Flight plan processing, filing and related contingency fpl
PM Aerodrome operating minima opr minima (specify proc.)
PN Noise operating restrictions noise opr restrictions
PO Obstacle clearance altitude (specify procedure) oca
PR Radio failure procedure radio failure proc
PT Transition altitude or transition level (specify) ta/trl
PU Missed approach procedure (specify runway) missed apch proc
PX Minimum holding altitude (specify fix) mnm hldg alt
PZ ADIZ procedure adiz proc
Navigation Warnings - Airspace restrictions (R) Abbreviation
RA Airspace reservation (specify) airspace reservation

RD Danger area (specify national prefix and number) ... d ...
RM Military operating area moa
RO Overflying of ..... (specify) overflying
RP Prohibited area (specify national prefix and number) ... p ...
RR Restricted area (specify national prefix and number) ... t ...
RT Temporary restricted area (specify area) tempo restricted
Navigation Warnings - Warnings (W)
WA Air display air display

WB Aerobatics aerobatics
WC Captive balloon or kite captive balloon or kite
WD Demolition of explosives demolition of explosives
WE Exercises (specify) exer
WF Air refuelling air refuelling
WG Glider flying glider flying
WH Blasting blasting
WJ Banner/target towing banner/target towing

WL Ascent of free balloon ascent of free balloon

WM Missile, gun or rocket firing fring
WP Parachute jumping exercise/paragliding or hang gliding pje/paragliding/hang gliding
WR Radioactive materials or toxic chemicals (specify) radioactive materials/
toxic chemicals
WS Burning or blowing gas burning or blowing gas
WT Mass movement of aircraft mass mov of acft
WU Unmanned aircraft ua
WV Formation flight formation flt
WW Significant volcanic acitivy sig volcanic act
WY Aerial survey aerial survey
WZ Model flying model flying
Other Information (O) Abbreviation
OA Aeronautical information service ais

OB Obstacle (specify details) obst
OE Aircraft entry requirements acft entry rqmnts
OL Obstacle lights on ..... (specify) obst lgt
OR Rescue co-ordination centre rcc
XX Unknown NOTAM category with AIP section unknown ... (AIP section)
NOTE: KKKK (second to fifth letter) is used to issue a valid Notam checklist.
2. ICAO NOTAM 4TH & 5TH LETTER: STATUS
Availability (A) Abbreviation
AC Withdrawn for maintenance withdrawn maint

AD Available for daylight operation avbl day ops
AF Flight checked and found reliable fltck okay
AG Operating but ground checked only, awaiting flight check opr but gnd ck only, awaiting fltck
AH Hours of service are now hr ser
AK Resumed normal operation okay
AL Operative (or reoperative) subject to opr subj previous cond
previously published limitations/conditions
AM Military operations only mil ops only
AN Available for night operation avbl ngt ops
AO Operational opr
AP Available, prior permission required avbl, ppr
AR Available on request avbl o/r
AS Unserviceable u/s
AU Not available (specify reason if appropriate) not avbl
AW Completely withdrawn withdrawn
AX Previously promulgated shutdown has been cancelled promulgated shutdown cnl
Changes
CA Activated act
CC Completed cmpl
CD Deactivated deactivated
CE Erected erected
CF Operating frequency(ies) changed to opr freq changed to
5 FEB 2015 Source: SPL/OL 2.2. p.5

CG Downgraded to downgraded to
CH Changed changed
CI Identification or radio call-sign changed to ident/rdo call sign changed to
CL Realigned realigned
CM Displaced displaced
CN Cancelled cnl
CO Operating opr
CP Operating on reduced power opr reduced pwr
CR Temporarily replaced by tempo rplcd by
CS Installed instld
CT On test, do not use on test, do not use
Hazard Conditions (H)
HA Braking is 1) ba is poor
2) medium/poor
3) medium
4) medium/good
5) good
HB Friction coefficient is ..... (specify measurement device) friction coefficient is
HC Covered by compacted snow to a depth of cov compacted snow depth
HD Covered by dry snow to a depth of cov dry sn depth
HE Covered by water to a depth of cov water depth
HF Totally free of snow and ice free of snow and ice
HG Grass cutting in progress grass cutting inpr
HH Hazard due to (specify) hazard due
HI Covered by ice cov ice
HJ (Balloon) Launch planned ..... (specify flight details) launch plan
HK Bird migration in progress (specify direction) bird migration inpr
HL Snow clearance completed sn clr cmpl
HM Marked by marked by
HN Covered by wet snow or slush to a depth of cov wet slush depth
HO Obscured by snow obscured by snow
HP Snow clearance in progress sn clr inpr
HQ (Balloon) Operation cancelled ..... (specify flight or project) opr cnl
HR Standing water standing water
HS Sanding in progress sanding inpr
HT Approach according to signal area only apch acc signal area only
HU (Balloon) Launch in progress ..... (specify flight details) launch inpr
HV Work completed work cmpl
HW Work in progress wip
HX Concentration of birds bird concentration
HY Snow banks exists (specify height) sn banks hgt
HZ Covered by frozen ruts and ridges cov frozen ruts and ridges
Limitations (L) Abbreviation
LA Operating on auxiliary power supply opr aux pwr

LB Reserved for aircraft based therein reserved for acft based therein
LC Closed clsd
LD Unsafe unsafe
LE Operating without auxiliary power supply opr wo aux pwr
LF Interference from interference fm

LG Operating without identification opr wo ident

LH Unserviceable for aircraft heavier than u/s acft heavier than
LI Closed to IFR operations clsd ifr ops
LK Operating as a fixed light opr as f lgt
LL Useable for length of ..... and width of ..... useable len/wid
LN Closed to all night operations clsd to all ngt ops
LP Prohibited to prohibited to
LR Aircraft restricted to runways and taxiways acft restricted to rwy and twy
LS Subject to interruption subj intrp
LT Limited to ltd to
LV Closed to VFR operations clsd vfr ops
LW Will take place will take place
LX Operating but caution advised due to opr but ctn advised due to
Other (XX) plain language
NOTE:
1. TT is used to announce AIRAC information and to announce existence of AIRAC AIP amendments or
SUPs (trigger Notam).
2. KKKK (second to fifth letter) is used to issue a valid Notam checklist.
5 FEB 2015 Source: SPL/OL 2.2. p.7

k 3. EUROPE
OM C1 - GENERAL ROM Table of Contents
Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0. p.1

Regional Background Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. p.1
Basic RNAV/RNP 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. p.1
Precision RNAV/RNAV 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. p.2
Air Traffic Flow & Capacity Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. p.3
Flexible Use of Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. p.4
Free Route Airspace - FRA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. p.4
Airport Collaborative Decision Making, A-CDM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. p.5
Flightplanning - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.1
RVSM ’INOP’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.1
RNAV ’INOP’. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.1
TACT Flight Activation Monitoring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. p.1
Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.1
Via Uncontrolled Airspace. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.1
Flexible Use of Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.2
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.2
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.2
HF Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.2
Upper & Lower Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.2
Airport Collaborative Decision Making . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.2
Non-ETOPS 2-Engined Aircraft Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.2
Tango Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.2
Low Level Contingency Fuel Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.3
Category B Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.3
Tankering Restrictions - All Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.6
TAF Turbulence & Icing Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.7
B737-Restricted KLC Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.7
B737 Destination Alternate Planning Restriction Short RWY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.7
Fuel Quality Russian Fed. & Countries with FIR codes ’U...’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. p.8
B777, B787 & A330 to EUR Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.8
Flightplanning - Country Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.1
The Netherlands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.1
Albania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.1
Armenia, Azerbaijan, Belarus, Georgia, Kazakhstan, Kyrgyz Rep., Ukraine and Uzbekistan . . . . . . . . . . 3.3. p.1
Austria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.1
Belgium & Luxembourg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.1
Bosnia & Herzegovina - SEA FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.1
Bulgaria - FRA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.2
25 FEB 2021 3.TOC. p.1

k 3. EUROPE
Croatia - SEAFRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.2

Czech Rep. - FRACZECH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.2
Denmark - FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.2
Estonia - NEFRA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.2
Finland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.2
France - RFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.3
Germany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.3
Greece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.3
Hungary - HUFRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.3
Ireland - FRA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.3
Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.3
Latvia - NEFRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.3
Lithuania - LTUFRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.4
Macedonia - FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.4
Malta - FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.4
Moldova - FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.4
Norway - FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.4
Poland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.5
Portugal - FRAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.5
Romania - FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.5
Russian Fed., Tajikistan & Turkmenistan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.5
Serbia & Montenegro - SEA FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.6
Slovak Rep. - BRAFRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.6
Slovenia - SAXFRA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.6
Sweden - FRA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.6
Turkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.6
Ukraine - FRAU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.7
United Kingdom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.7
En Route - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4. p.1
Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4. p.1
Wake Turbulence ’RECAT-EU’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4. p.1
Position Reporting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4. p.2
Transponder Code 1000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4. p.2
En Route - Country Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.1
The Netherlands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.1
Belgium & Luxembourg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.2
Cyprus. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.2
Finland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.2
25 MAR 2021 3.TOC. p.2

k 3. EUROPE
France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.2

Germany . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.3
Greece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.3
Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.3
Norway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.4
Romania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.5
Russian Fed. & Countries with FIR codes ’U...’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.5
Spain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.8
Sweden . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.8
Switzerland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. p.8
United Kingdom. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. p.8
VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6. p.1
HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6. p.1
VHF VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6. p.2
Destination Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.1
Aalborg, EKYT AAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.1
Aalesund, ENAL AES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.1
Aberdeen, EGPD ABZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.1
Alicante, LEAL ALC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.2
Amsterdam, EHAM AMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.2
Athens, LGAV ATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.2
Barcelona, LEBL BCN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.3
Basle, LFSB BLS/MLH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.3
Belfast City, EGAC BHD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.3
Bergen, ENBR BGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.3
Berlin, EDDB BER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.3
Bilbao, LEBB BIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.4
Billund, EKBI BLL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.4
Birmingham, EGBB BHX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.4
Bologna, LIPE BLQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.4
Bordeaux, LFBD BOD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.4
Bremen, EDDW BRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.5
Bristol, EGGD BRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.5
Brussels, EBBR BRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.5
Bucharest, LROP OTP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.5
Budapest, LHBP BUD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.5
Cagliari, LIEE CAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.6
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Cardiff, EGFF CWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.6

Catania, LICC CTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.6
Chalons, LFOK XCR - B737 Training only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.6
Chateauroux, LFLX CHR - B737 Training only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.6
Copenhagen, EKCH CPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.6
Dresden, EDDC DRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.7
Dublin, EIDW DUB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.7
Dusseldorf, EDDL DUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.7
Edinburgh, EGPH EDI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.7
Frankfurt, EDDF FRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.7
Gdansk, EPGD GDN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.8
Geneva, LSGG GVA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.8
Genoa, LIMJ GOA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.8
Glasgow, EGPF GLA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.8
Goteborg, ESGG GOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.8
Graz, LOWG GRZ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.9
Hamburg, EDDH HAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.9
Hannover, EDDV HAJ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.9
Helsinki, EFHK HEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.9
Ibiza, LEIB IBZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.9
Inverness, EGPE INV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.10
Istanbul, LTFM IST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.10
Krakow, EPKK KRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.10
Kristiansand, ENCN KRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.10
Kyiv, UKBB KBP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.10
Leeds Bradford, EGNM LBA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.11
Lisbon, LPPT LIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.11
London, EGLL LHR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.11
Luxembourg, ELLX LUX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.11
Lyon, LFLL LYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.11
Madrid, LEMD MAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.12
Malaga, LEMG AGP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.12
Manchester, EGCC MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.12
Marseille, LFML MRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.12
Milan Linate, LIML LIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.12
Milan Malpensa, LIMC MXP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.13
Montpellier, LFMT MPL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.13
Moscow, UUEE SVO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.13
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Munich, EDDM MUC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.13

Nantes, LFRS NTE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.14
Naples, LIRN NAP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.14
Newcastle, EGNT NCL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.14
Nice, LFMN NCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.14
Norwich, EGSH NWI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.14
Nurnberg, EDDN NUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.15
Oslo, ENGM OSL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.15
Paris, LFPG CDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.15
Porto, LPPR OPO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.15
Prague, LKPR PRG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.16
Poznan, EPPO POZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.16
Rome, LIRF FCO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.16
Sandefjord, ENTO TRF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.16
Sankt-Peterburg, ULLI LED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.16
Split, LDSP SPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.17
Stavanger, ENZV SVG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.17
Stockholm, ESSA ARN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.17
Stuttgart, EDDS STR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.17
Tel Aviv, LLBG TLV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.17
Torino, LIMF TRN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.18
Toulouse, LFBO TLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.18
Trondheim, ENVA TRD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.18
Vaexjoe, ESMX VXO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.18
Valencia, LEVC VLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.18
Venice, LIPZ VCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.19
Vienna, LOWW VIE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.19
Warsaw, EPWA WAW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.19
Wroclaw, EPWR WRO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.19
Zagreb, LDZA ZAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.19
Zurich, LSZH ZRH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. p.20
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OM C1 - GENERAL ROM 3.0 Coverage

Coverage3.0
NOTE: The B737 OM C2 (Regional ROM) does not cover Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyz
Republic, Tajikistan, Turkmenistan & Uzbekistan

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OM C1 - GENERAL ROM 3.1 Regional Background Information
1. BASIC RNAV/RNP 5
RegionalBackgroundInformation3.1
1.1 Introduction
European Basic RNAV procedures apply in en-route airspace designated as such. However, this may also
include designated SIDs & STARs. The B-RNAV system has two advantages: 1. B-RNAV lateral performance
requirements allow for reduction of (upper) airway spacing and 2. realignment of routes in accordance with
main traffic flows is possible because routes no longer have to run directly between navaids.
1.2 Required Navigation Performance

— The RNP value for operation in European B-RNAV airspace is a lateral navigation accuracy of +/- 5 NM or
better for 95% of the flight time.
— Although the ICAO definition of RNP includes the same longitudinal and lateral accuracy values, this was
not the intention of European States and Eurocontrol.
— Another difference between ICAO RNP 5 and European B-RNAV lies in the requirement for fixed radius
turns in the ICAO concept. Nevertheless some European (and other) States continue to use the combined
term ’B-RNAV/RNP 5’ or even only ’RNP 5’.
— FMS equipment in use with KLM is certified for B-RNAV operations, subject to OM Part B restrictions.
— It is the responsibility of States to provide the required navigation infrastructure to support B-RNAV
operations. As a consequence, vertical and/or lateral limitations to this type of navigation environment were
imposed, see next subparagraph.
— ATC may provide navigational assistance ’workload permitting’, but they have no specifically defined
navigation monitoring task in the B-RNAV concept.
Therefore, sole reliance on ATC radar surveillance and/or TCAS as safety nets to ensure navigation
accuracy is not a good practice. Furthermore, only a relatively small number of incidents is needed to have
the operator’s certification questioned.
1.3 Implementation & Limitations

All EUR airspace is B-RNAV airspace/all EUR routes are B-RNAV routes, except as indicated below.
— Albania (Tirana FIR): Not applicable below FL110 and outside ATS routes.
— Armenia (Yerevan FIR): Not applicable outside controlled airspace.
— Austria: Not applicable below FL195.
— Azerbaijan (Baku FIR): Not applicable below FL195.
— Belarus (Minsk FIR): Not applicable below FL100 and on SIDs & STARs.
— Belgium: Not applicable below FL95.
— Bosnia & Herzegovina (Sarajevo FIR): Not applicable outside airways.
— Bulgaria (Sofia FIR): Not applicable outside ATS routes.
— Croatia (Zagreb FIR): Not applicable below FL195.
— Cyprus (Nicosia FIR): Not applicable below FL290.
— Czech Republic (Prague FIR): Not applicable below FL95, except airway W32.
— Denmark: Not applicable below FL95, except on published RNAV routes.
— Estonia (Tallinn FIR): Not applicable below FL95.
— Finland: Not applicable below FL95, except when cleared direct to a fix.
— France: Not applicable below FL115, except on designated RNAV routes.
— Georgia (Tbilisi FIR): Not applicable outside upper airways with designator UL, UM, UN, UP and UT, and
below FL195.
— Germany: Not applicable below FL95, except Alpine Area: Not applicable below FL195.
— Greece (Hellas UIR): Not applicable on domestic routes below FL245.
— Hungary (Budapest FIR): Not applicable outside ATS routes.
— Ireland: Not applicable below FL95.
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— Italy (Milano, Roma and Brindisi FIRs): Not applicable below FL95 or (AIP) MEA on all routes.
— Kazakhstan (Astana, Aktobe, Almaty & Shymenkt FIRs): Not applicable.
— Kyrgyz Republic (Bishkek and Osh FIRs): Not applicable.
— Latvia (Riga FIR): Not applicable below FL95.
— Lithuania (Vilnius FIR): Not applicable below FL95.
— Luxembourg: Not applicable below FL95.
— Macedonia (Skopje FIR): Not applicable outside international ATS routes.
— Malta (Malta FIR): Not applicable outside ATS routes and on ATS routes below FL95.
— Moldova (Chisinau FIR): Not applicable below FL245.
— The Netherlands: Not applicable below FL95 (except that Schiphol STARs are B-RNAV and Schiphol
TMA is RNAV 1).
— Norway: Not applicable below FL95 (en route) and in Oslo TMA below 5000 ft.
— Poland (Warsaw FIR): Not applicable outside ATS routes.
— Portugal: Not applicable below FL245 on conventional routes, except Z219, Z220, Z221, Z222 and Z224.
— Romania (Bucuresti FIR): Not applicable outside ATS routes and on designated domestic LL routes.
— Russian Federation: Not applicable below FL265.
— Serbia & Montenegro (Beograd FIR): Not applicable below FL145.
— Slovak Republic (Bratislava FIR): Not applicable below FL125, and outside airways.
— Slovenia (Ljubljana FIR): Not applicable below FL95.
— Spain: Not applicable below FL150, except on designated RNAV routes.
— Sweden: Not applicable outside controlled airspace, and below FL95.
— Switzerland: Not applicable at and below FL200.
— Tajikistan (Dushanbe FIR): Not applicable.
— Turkey (Istanbul and Ankara FIRs): Not applicable outside ATS routes.
— Turkmenistan (Ashkhabat, Chardzhev, Dashoguz and Turkmenabat FIRs): Not applicable.
— Ukraine (Kharkov, Kyiv, L’viv, Odesa and Simferopol FIRs): Not applicable.
— United Kingdom: Not applicable below FL100.
— Uzbekistan (Samarkand and Tashkent FIRs): Not applicable.
2. PRECISION RNAV/RNAV 1
Precision RNAV/RNAV 1 procedures apply in terminal airspace as designated in the airport documentation.
Most information applicable for B-RNAV operations applies equally for P-RNAV/RNAV 1, except that the lateral
navigation accuracy is +/- 1 NM or better for 95% of the flight time.
P-RNAV is a term/concept only used by European and some Middle East States.
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3. AIR TRAFFIC FLOW & CAPACITY MANAGEMENT
3.1 Introduction
ATFCM was established for the purpose of minimizing adverse effects of ATC capacity shortfalls. It is an
integral part of ATS in Europe: Flow Management Positions (FMPs), collocated with ACCs, coordinate with the
Brussels Network Manager Operations Centre, NMOC.
All ATS FPLs are copied to the NMOC.
Three ATFCM coordination phases can be identified:
— Strategic Phase: Assessment of potential problem areas and ways to resolve identified problems.
— Pre-tactical Phase
48 hours before the day of operation, the ATFCM organization and ATC discuss the expected situation on
the day of operation. This includes making final adjustments to strategic plans, identifying capacity
problems not detected in the previous phase and agreeing on flow rates.
The day before the day of operation, a 'pre-tactical plan' is published by the NMOC for ATC and operators.
— Tactical Phase
On the day of operation the ATFCM organization, in concert with ATC and operators, may adjust the
pre-tactical plan to ensure that applied flow measures are effectively reducing delays.
A combination of ATC radar derived position info and MET data is used by the NMOC TACTical Flow
Management System to update FPL data and flow measures. See also Chapter Flightplanning - General.
3.2 NMOC Area

The NMOC area comprises all European countries in this Section and Morocco, except the Russian Fed.,
Azerbaijan, Georgia, Kazakhstan, Kyrgyz Republic, Tajikistan, Turkmenistan and Uzbekistan.
Cooperating States (’Adjacent area’): Algeria, Belarus, Egypt, Iceland, Israel, Lebanon and Tunisia.
3.3 Regulated Flights

— ATFCM measures comprise:
• Re-routing = Mandatory or advisory diversion from FPL route to off-load critical areas.
• Level capping = Mandatory or advisory diversion from FPL level to off-load critical ATC sectors.
• Departure slot allocation = Primarily intended to allow for airport/runway congestion.
— In case the FPL airport(s) and/or route is ’regulated’, i.e. subject to flow measures, the Brussels NMOC will
automatically generate a preliminary CTOT.
— Within 2 hours before EOBT a CTOT will be issued to ATC concerned and the operator concerned.
— ATM-Dispatch will seek to minimize delays for regulated flights, e.g. by negotiating a re-routing with the
NMOC (see also the next chapter). This may result in an updated or cancelled CTOT.
— The CTOT is based on the EOBT plus the standard taxi time as specified per airport/departure runway.
This default taxi time can be adjusted on the day of operation on request of the FMP concerned.
— The flight crew may request TWR to send a Ready message (REA) to NMOC. This can only be applied
between EOBT -15 min and CTOT. With this REA message the flight is considered 'ready to depart'
immediately.
NOTE: Inbound flights originating outside the NMOC area are not subject to EUR flow regulations.
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4. FLEXIBLE USE OF AIRSPACE
4.1 Introduction
The FUA concept aims at allowing better civil use of MIL restricted airspace and v.v.
An important part of FUA are Conditional Routes (CDRs), complementing the permanent ATS network.
Some European countries follow an amended FUA concept, different from the broad outline as given below.
4.2 Conditional Routes - CDRs

Three categories have been established:
— CDR 1 = Permanently available for planning during published hours of availability.
— CDR 2 = Only available for flightplanning in accordance with daily published conditions.
— CDR 3 = Only available in-flight at ATC discretion as short notice routing proposal.
Combinations of categories may apply, e.g. CDR 1 during weekends, CDR 3 during weekdays.
4.3 Temporary Segregated Areas - TSAs

CDRs are generally established through TSAs, a generic term for areas reserved for exclusive operations of
specific users during a determined period. Three types of TSAs exist:
— Cross Border Areas (CBA) = TSAs overlying international borders.
— Temporary Reserved Areas (TRA) = Military TSAs.
— ’AMC Manageable’ R or D Areas = As opposed to normal R or D Areas.
4.4 Airspace Management Cells - AMCs

National, joint civil/MIL AMCs were implemented. They conduct the day-to-day management and temporary
allocation of designated TSAs, according to user requirements.
The AMCs receive, evaluate and de-conflict the various requests for allocation of airspace from MIL operators,
civil operators involved in 'aerial work' (e.g. test flights) and from ACCs/FMPs (Flow Management Positions).
On request of FMPs, CDRs 2 may be made available on a daily basis to alleviate civil ATC capacity problems.
The AMCs notify the Brussels NMOC on CDR and TSA availability via the Airspace Use Plan (AUP).
4.5 Conditional Route Availability Message - CRAM

The NMOC issues CRAMs to ACCs/FMPs concerned, selected operators (incl. KLM) and selected AROs.
5. FREE ROUTE AIRSPACE - FRA

— Instead of fixed routes, the FRA concept offers plannable DCTs between published Entry & Exit points for
aircraft with operational RNAV equipment.
— Time-restrictions: The time reference with respect to FRA availability applies from the first DCT WP.
— Normally, flights landing in/departing from within FRA may plan directly from Entry point to first STAR WP/
Arrival Transition Point and from last SID WP/Departure Transition Point to Exit point respectively.
— FRA Intermediate Points (published WPs or unpublished lat/long positions) may be used for speed/level
changes, to avoid active SUA (where required) or for transition between FRA and ATS route network v.v.
— Where applicable, the ATS route network is retained for other flights, flights that do not want to (or may)
plan DCTs, flights using a combination of DCTs and ATS routes, or for ATC contingencies/emergencies.
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6. AIRPORT COLLABORATIVE DECISION MAKING, A-CDM
6.1 Introduction
A-CDM aims at an optimized coordination of airport, ATC and airline/handling operational processes.
This coordination should result in improved arrival, turn-around and departure efficiency through efficient use
of gates, runways, airspace and all related resources, resulting in an optimum traffic flow.
Backbone of A-CDM is the transparent exchange of accurate information on actual and expected aircraft
movements on and around airports. The following key handling moments are therefore shared between the
above mentioned parties:
— ELDT = Estimated Landing Time
— EIBT = Estimated In-Blocks Time
— TOBT = Target Off-Blocks Time
— TSAT = Target Start-up Approval Time
— TTOT = Target Take-Off Time
— CTOT = Calculated Take-Off Time
A-CDM airports have a continuous and automated data exchange with the Brussels Network
Management Operations Centre (NMOC) via DPI (Departure Planning Information) messages. These
messages will provide NMOC with an accurate indication of the status of each flight, which facilitates optimizing
use of airspace and therefore improved or less CTOTs.
A-CDM implementation will progressively take place through the European Region and worldwide, see OM C3
(Aerodrome) AOI & OM C4 (Additional Station Info) for more specific information when applicable.
6.2 Relevant Definitions

— Estimated Off-Block Time (EOBT):
Time, set by the Airline Operator (AO), at which the aircraft is expected to depart according to scheduled
departure of the FPL.
— Target Off-Block Time (TOBT):
Time, set by the Main Ground Handler (MGH) on behalf of the AO during ground operations, at which a
flight is expected to be fully ready to depart. This means all ground handling activities (incl. load sheet
acceptance) have finished, all doors are closed, boarding devices and handling equipment have been
removed, and pushback truck, if applicable, connected and ready for pushback.
— Target Take-Off Time (TTOT):
Time set by ATC, depending on runway departure capacity restrictions (e.g. wake turbulence separation,
SIDs, overall weather conditions, etc.), and primarily based on EOBT/TOBT at which a flight can expect to
take-off.
— Calculated Take-Off Time (CTOT):
Time set by NMOC, at which the aircraft is calculated to take-off, taking Air Traffic Flow Management
(ATFM) restrictions into account.ATC has a slot tolerance window of CTOT -5/+10 at its disposal to manage
overall traffic demands at the airport.
— Target Start-up Approval Time (TSAT):
Time, set by ATC, at which start-up approval can be expected based on TOBT or CTOT.
Once the TTOT or CTOT is established, the estimated taxi time for the gate/runway combination (including
de-icing, if applicable) will be deducted and result in a TSAT. In case of no airport and/or en route delays,
TSAT = TOBT.
The only way the TSAT can be influenced by the Airline Operator (AO) is by setting an accurate TOBT.
— Departure Planning Information (DPI) message:
DPI messages are sent from the A-CDM airport to NMOC, to continuously provide NMOC with flight data
related updates, starting from EOBT -3 hrs onwards. The DPI messages contain e.g. EOBT, TOBT, TTOT,
Taxi Times, aircraft type/registration and Standard Instrument Departures (SID) information. Subsequent
DPI messages work as updates to previously sent information, containing progressively more accurate
information. Based on these DPI messages NMOC is able to calculate traffic demands versus predicted
airspace or route capacity. A CTOT could be assigned from EOBT -2 hrs onwards, if predicted traffic
demands surpasses the available airspace or route capacity.
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— Ready For Improvement (RFI):

TNMOC continuously receives updated information via DPI messages from A-CDM airports regarding the
flight . NMOC automatically calculates predicted demand versus capacity and recalculates the CTOT if
possible. All aircrafts at an A-CDM airport are therefore permanently RFI from EOBT -2hrs onwards if a
CTOT has been assigned. At some airports (ref. OM C4), sending a REA (ready) message may improve
CTOT (ref. OM Part C1 3.2-4.1).
6.3 Relevant Procedures

OM C3 AOI and OM C4 will provide airport-specific details, but normally the following applies:
— The MGH sets the TOBT and consults the flight crew and other relevant staff about (corrected) TOBT.
— TOBT and/or TSAT may be displayed on VDGS or relevant other CDM publication tool.
— Estimated de-icing (waiting) times and CTOTs are used in the (re-)calculation of the TSAT.
— Be ready at TOBT. If not, the MGH should adjust the TOBT to the most accurate time possible.
— Report ready in the TOBT or TSAT window (-/+ 5 min), depending on local procedures.
— The flight may (temporarily) be blocked in the A-CDM system if:
• No start-up was requested before TOBT or TSAT +5 min, whichever is applicable.
• No immediate start-up/push-back was made upon receipt of start-up/push-back clearance.
• The flight is manually blocked by ATC, because of non-compliance with local procedures.
• The Brussels NMOC suspends the flight, e.g. because of closure of the destination airport.
6.4 Operational Impact of A-CDM

— "First come = first served" no longer applies, because by sharing relevant data (e.g. EOBT and TOBT) the
flight already receives its place in the departure sequence from EOBT -3hrs onwards.
Consequently, ready calls before the TOBT or TSAT window, whichever is applicable, will not result in an
earlier departure but will only increase ATC workload.
— TSAT is a resultant of many factors and can only be influenced by the AO by setting a TOBT. It is crucial
to realize this setting of TOBT should be done at preferably an early stage and as close as possible to the
time the ground and flight crew expects to be fully ready. This applies especially when handling delays are
expected.
— For non-regulated flights, an earlier TOBT may result in TTOT (and TSAT) improvement.
For regulated flights, an earlier TOBT may result in CTOT (and TSAT) improvement.
— Flight crews should be aware of their current TOBT and TSAT and report ready according to the local
procedures. An expired situation could lead to considerable delay.
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OM C1 - GENERAL ROM 3.2 Flightplanning - General
1. RVSM ’INOP’
Flightplanning-General3.2
In case RVSM system requirements cannot be met, the flight shall be planned below FL290 or above FL410.
ATC permission will not be granted for operation to a repair facility via RVSM airspace.
2. RNAV ’INOP’
In case RNAV system requirements cannot be met, the flight shall be planned outside European (B-)RNAV
airspace: Limits in Chapter 3.1.
FPL Item 18 shall state STS/RNAVINOP.
In isolated cases a special ATC permit (for all applicable UIRs/FIRs) could allow a flight which is temporarily
non-B-RNAV for technical reasons to return to AMS via (B-)RNAV airspace.
As applicable, add a RMK to this extent in FPL Item 18.
3. TACT FLIGHT ACTIVATION MONITORING

— FPLs of flights departing from within the NMOC area have to be updated after a delay of 15 min via a DLA
message. This process is monitored by the NMOC TACTical Flow Management System.
— In case a flight has not been reported to TACT as airborne at the Estimated Take-Off Time (ETOT) +20
min, all flight data will be suspended from the ATC systems, thereby blocking start up and push back.
4. FLOW CONTROL
4.1 EOBT and CTOT

— EOBT (Estimated Off-Blocks Time) amendments to an earlier time than mentioned in the FPL are not
possible. However, in case a CTOT (Calculated Take-Off Time) flight is (fully) ready before the current
EOBT, there are 2 options:
• Dispatch cancels the FPL and re-files a FPL with the updated EOBT.
• At non-CDM airports, or CDM airports depending A-CDM procedures (ref OM C4) the flight crew may
request TWR to send a Ready message (REA) to NMOC. This can only be applied between EOBT -15
min and CTOT. With this REA message the flight is considered 'ready to depart' immediately.
— EOBT extension for CTOT flights: In case of (unexpected) ground delay, the EOBT should be extended.
Try to inform Dispatch/Flow Control at the earliest opportunity during the handling process, as they are
able to negotiate extensions with NMOC up to a max. of +10 min.
— A CTOT flight must be airborne at the CTOT. ATC has the authority to allow take-off within the Slot
Tolerance Window (STW, which is CTOT -5/+10 min), only when demanded by departure sequencing.
If there is no departure sequence, the CTOT will be strictly adhered to.
4.2 Alternative Routings

Alternative routings (between the same departure and destination ADs) may be selected if there is less delay
compared to the original routing. The following items have to be considered:
— Route restrictions, e.g. as published by States in Route Availability Documents (RAD) or otherwise.
— Extra mileage against expected delays, En route charges, availability of overfly permits (if required) and
other commercial aspects.
In case an alternative routing is selected in the pre-flight stage (for this procedure: EOBT minus 3 hours),
Dispatch or the pilot should:
— Originate a cancellation message (CNL) for the original FPL.
— File a replacement FPL (RFP) to be transmitted after the CNL with a delay of not less than 5 minutes.
5. VIA UNCONTROLLED AIRSPACE

Special COMP authorization is required for operation in EUR Class F or G airspace.
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6. FLEXIBLE USE OF AIRSPACE

For flightplanning purposes the following applies:
— CDRs 1 may be included in the FPL system's COMP routes.
Additionally, short notice CDR 1 restrictions may appear in the CRAM (Conditional Route Availability
Message) or in NOTAMs. Complete CRAM information is available at Dispatch.
— CDRs 2 are available as FPL system segments and they may be used in COMP routes when more than
one COMP route was made for a city pair. Any CRAM restrictions are handled by the FPL system.
— CDRs 3, although never available for planning, can be found in the FPL system as segments, because of
their combined use with CDRs 1 and/or 2.
7. TRANSPONDER
Transponder is required, but arrangement with ATC is possible if temporarily u/s, in all European countries.
Exceptions:
— Required, no arrangement possible if u/s: Belarus, Israel, Italy above FL290, Malta (controlled airspace),
and United Kingdom (except under exceptional circumstances, and then only outside London TMA).
— Required, but no AIP info about arrangement if u/s: Cyprus, Lithuania, Romania, Slovenia, and Turkey.
— No AIP information: Azerbaijan, Georgia, Kazakhstan, Kyrgyz Republic and Moldova.
8. TCAS
There are no European en-route or aerodrome procedures requiring pre-flight serviceability of TCAS, except
when planning to or via Germany and United Kingdom: See next chapter. (Egypt: See Section 10, Africa.)
9. HF RADIOS
HF is not required for KLM operations in the EUR region, except:
— In Kazakhstan and beyond, and otherwise via Russia & CIS to/from the Far East N & S regions;
— To/from the Azores and via Tango Routes (see Section 7, NAT/NAM).
10. UPPER & LOWER AIRSPACE

Where countries instated separate Upper and Lower airspace, FL245 is the dividing level. Exceptions:
— FL285: Albania, Bosnia & Herzegovina, Croatia, Finland, Greece, Latvia, Norway, Poland, Romania,
Serbia & Montenegro (except Kosovo Sector: FL205), Sweden and Turkey.
— FL275: Ukraine.
— FL265: Russian Federation.
— FL200: Kazakhstan, Kyrgyz Republic and Turkmenistan.
— FL195: Armenia, Azerbaijan, Belarus, Belgium & Luxembourg, Denmark, Estonia, France, Georgia, Italy,
Lithuania, Malta, Moldova, Morocco, The Netherlands and Switzerland.
11. AIRPORT COLLABORATIVE DECISION MAKING

See OM C3 (Aerodromes) AOI and OM C4 (Additional Station Info) for airport-specific details.
For more background info see chapter 3.1 (Regional Background Info).
12. NON-ETOPS 2-ENGINED AIRCRAFT OPERATIONS

Under normal conditions, EUR flights have a large choice of ADs to cover the 60-min N-1 rule.
In case of abnormal conditions, such as widespread fog, resulting in limited ERA coverage, contrary to OM A
(BOM) 8.1, Dispatch shall specify the selected ERAs in the OFP header.
13. TANGO ROUTES

Operations via Tango Routes (= NAT HL airspace) to/from Spain, Portugal or West Africa: See Section 7, NAT/
NAM.
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14. LOW LEVEL CONTINGENCY FUEL PLANNING

— Assessed area: Europe as per Chapter 3.0 - Coverage, and B737 operations to Near East and North
African destinations. Assessed aircraft types: All KLM aircraft types.
— ERAs: See the OM C3 Airport Documentation Coverage chart for the applicable aircraft type.
— In view of the number of potentially adequate ERAs, no routine fuel check for N-1 and decompression
scenarios will be made by Dispatch for EUR operations.
15. CATEGORY B AERODROMES

— Legend for Considerations (see Table)
• Terrain = Critically high terrain (selected ADs only).
• GPWS warning = Chance of GPWS warning on final approach.
• Runway profile = Published runway gradient profile.
• GA >2.5% = MISAP climb gradient higher than 2.5%.
• Circling >1000 ft = Circling minimum higher than 1000 ft HAA.
NOTE: ADs for which the only consideration is ’Circling >1000 ft’ are published separately below.
• N-1 TKOF = Non-standard N-1 Take-off procedure (selected ADs only).
• SID >3.3% = SID climb gradient higher than 3.3%.
— CAT B ADs Egypt and North Africa: See Section 10, Africa.
— Only ’Circling >1000 ft’, CAT C & D aircraft
Alicante (LEAL), Ankara (LTAC), Barcelona (LEBL), Chalons (LFOK) with ’no ATC’, Chateauroux (LFLX)
without ATS, Girona (LEGE), Larnaca (LCLK), Lille (LFQQ), Palma de Mallorca (LEPA) and Tallinn
(EETN).
— Only ’Circling >1000 ft’, CAT D aircraft: Constanta (LRCK) and Dnipropetrovsk (UKDD).
— Other CAT B ADs Europe:
—
OM C3 Name ICAO Considerations

Aalesund ENAL Runway profile; Offset VOR 07; NDB 25 AA 3.6°; Circling >1000 ft; N-1 TKOF.
Aberdeen EGPD Runway <2000 m; Circling West of AD >1000 ft; N-1 TKOF.
Alghero LIEA Windshear; Circling > 1000 ft; SID > 3.3%.
Amman Q. Alia OJAI See Section 4, Middle East.
Athens LGAV GPWS warning RWY 03L; 03R/21L GA >2.5%; N-1 TKOF.
Bari LIBD SID > 3.3%, GA >2.5%, Non STD N-1
Basle LFSB Terrain; RWY 33 AA 3.5°; 15 GA >2.5%; Circling >1000 ft; N-1 TKOF; SID
>3.3%.
Belfast City EGAC Terrain W of AD; Runway <2000 m; Circling >1000 ft.
Bergamo LIME Terrain; N-1 TKOF.
Bergen ENBR Chance of wind shear RWY 17/35; Circling >1000 ft; N-1 TKOF.
Biarritz LFBZ Terrain; SID >3.3%.
Bilbao LEBB Terrain; ILS Y and Z 30 GP 3.4°; LOC X 30 AA 3.5°; VOR 12 AA 3.6°; ILS Y,
Z and VOR 12 GA >2.5% (or higher minimum); Circling >1000 ft; N-1 TKOF;
SID >3.3%.
Bodo ENBO See Section 7, NAT/NAM (not in B737 OM C3).
Bratislava LZIB ILS 31 GA >2.5%; Circling ILS 31 >1000 ft; SID 04 & 31 >3.3%.
Brest LFRB SID >3.3%; Local weather: Sea Haze; Published Circling; RWY 07R No ALS.
Brno LKTB Runway profile; N-1 TKOF; SID >3.3%.
Burgas LBBG Terrain; Circling 1020 ft; N-1 TKOF; SID >3.3%.
Cagliari LIEE Circling >1000 ft; N-1 TKOF; SID >3.3%.
Carcassonne LFMK Runway <2000 m; X-wind limitations; Circling >1000 ft; SID >3.3%.
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Cardiff EGFF Turbulence on final; Circling >1000 ft.
Catania LICC Terrain (Etna volcano) N of AD; Contingency procedures in case of ash cloud.
Chania LGSA Terrain; no ILS; Circling >1000 ft; N-1 TKOF.
Dubrovnik LDDU Terrain; turbulence with NE wind; charted Circling 30; Circling >1000 ft;
Edinburgh EGPH Circling >1000 ft; N-1 TKOF.
Elazig LTCA See Section 4, Middle East (not in B737 OM C3).
Erzurum LTCE See Section 4, Middle East (not in B737 OM C3).
Geneva LSGG Turbulence on base leg & final 04; Circling CAT D >1000 ft; GA gradient >2.5%;
N-1 TKOF; SIDs 04/22 >3.3%; special KEMIT climb pattern 22.
Genoa LIMJ Terrain; Turbulence & wind shear on final; Offset LOC; Circling >1000 ft; N-1
TKOF.
Glasgow EGPF RWY 05 GA >2.5%; Circling >1000 ft; N-1 TKOF; SIDs >3.3%.
Goteborg ESGG Strong winds during low VIS and winter conditions because of AD location.
Gran Canaria GCLP See Section 10, Africa (not in B737 OM C3).
Graz LOWG Terrain; SID >3.3%; GA >2.5%; RWY 17C RNAV AA 3.49º / VOR AA 4.37º;
N-1 TKOF; CAT D Circling >1000ft; RWY 17C No ALS.
Grenoble LFLS Terrain; RWY 27 Circling only; Circling >1000 ft; N-1 TKOF; SID >3.3%.
Ibiza LEIB Terrain; Circling >1000 ft; N-1 TKOF.
Inverness EGPE Runway <2000 m; Offset VOR 23; Offset ILS 23; Circling >1000 ft; Turb on
APCH; Class G <10,000 ft; N-1 TKOF; No SID; Demanding ATC procedures.
Iraklion LGIR Terrain; no ILS; turbulence on final; N-1 TKOF.
Istanbul LTFM Circling >1000 ft; GA>2.5%; SID >3.3%.
Izmir LTBJ Terrain; Circling >1000 ft; N-1 TKOF.
Karlsruhe EDSB Terrain; SID >3.3%.
Karlstad ESOK Wind shear final RWY 21; SID >3.3%.
Kerkira LGKR NPA AA 3.4° (no ILS); Circling >1000 ft; SID >3.3%.
Krakow EPKK Terrain S of AD; Circling >1000 ft for CAT D aircraft only; SID >3.3%.
Kristiansand ENCN Runway <2000 m; RWY 03/21 AA 3.4° or 3.5°; wind shear 03/21; Circling
>1000 ft; N-1 TKOF; SID >3.3%.
Lajes LPLA See Section 10, Africa (not in B737 OM C3).
Leeds EGNM Runway <2000 m; runway profile; wind shear with SW wind; ILS GP & NDB AA
Bradford RWY 14 3.5°.
Liege EBLG GA >2.5%; Circling >1000 ft for CAT D aircraft only.
Lille LFQQ Circling 1030 ft; SID >3.3%.
Linz LOWL Circling >1000 ft; SID >3.3%.
Lisbon LPPT Circling >1000 ft.
Ljubljana LJLJ Terrain; Circling >1000 ft; SID >3.3%.
L’viv UKLL Circling >1000 ft; RNAV SID 31 >3.3%.
Madrid LEMD Demanding ATC procedures; terrain N of AD; Circling >1000 ft; N-1 TKOF.
Malaga LEMG Terrain; RWY 31 GA >2.5%; Circling >1000 ft; SID >3.3%; N-1 TKOF.
Marseille LFML RWYs 31 L/R GP & AA 4.0°: ALS only for 13 L; ILS 31 R and 13 L/R >2.5%;
Circling >1000 ft; SID >3.3%; N-1 TKOF; Charted Circling; Windshear on final.
Milan LIN LIML Terrain; Wind shear; SIDs 36 >3.3%; N-1 TKOF.
Milan MXP LIMC Terrain; N-1 TKOF.
Montpellier LFMT Terrain; NPA 12 AA 3.7° (no ILS on RWY 12); SID >3.3%.
Moscow DME UUDD Demanding ATC procedures.
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Moscow SVO UUEE Demanding ATC procedures.
Moscow VKO UUWW Demanding ATC procedures.
Nantes LFRS RWY 21 offset VOR / RNAV (GNSS); Charted Circling; RW 21 No ALS;
SID >3.3%; Non STD LVO procedures.
Naples LIRN GA >3.3%; LOC offset; Circling >1000ft; SID >3.3%; Non-STD N-1.
Nice LFMN Terrain; Turbulence & wind shear on final; Charted Visual & Circling
approaches; 04 L GA >2.5%; Circling >1000 ft; SID >3.3%; N-1 TKOF.
Norwich EGSH Demanding ATC procedures; runway <2000 m; wind shear final 27.
Olbia LIEO Circling >1000 ft; SID >3.3%.
Oslo ENGM Circling >1000 ft; SID >3.3%.
Pafos LCPH Circling >1000 ft; SID >3.3%.
Porto LPPR Circling >1000 ft; N-1 TKOF.
Prestwick EGPK RWY 30 AA 3.5°; Circling >1000 ft; N-1 TKOF
Rennes LFRN RWY 10 No ALS; Apron limited maneuvering space; SID >3.3%.
Rodos LGRP Turbulence & wind shear (KLM wind limitation for landing); Circling >1000 ft.
Rome CIA LIRA Circling >1000 ft; RWY 33 VOR A (KLM: Daylight only); RWY 33 Circling
P-TRK AA 3.5deg; N-1 TKOF.
Salamanca LESA VOR+DME 03 AA 3.3°; N-1 TKOF.
Santiago de C. LEST RWY 17 (ILS CAT II) & 35 GA >2.5%, N-1 TKOF; SID >3.3%.
Sofia LBSF Terrain; Circling (CAT D) >1000 ft; SID >3.3%
Split LDSP Terrain; Circling >1000 ft; N-1 TKOF; SID >3.3%; Chance of windshear during
approach.
Stavanger ENZV Terrain; VOR+DME 29 AA 3.7°; SID >3.3%
Svalbard ENSB See Section 7, NAT/NAM (not in B737 OM C3).
Tarbes LFBT Terrain S of AD; RWY 20 GA 20 >2.5%; Circling >1000 ft; charted Circling
procedure; SID 20 >3.3%
Tekirdag LTBU Circling >1000 ft; VOR and NDB Letdown procedures; SID 05 >3.3%.
Tenerife South GCTS See Section 10, Africa (not in B737 OM C3).
Thessaloniki LGTS Terrain; GA >2.5%; Circling >1000 ft; N-1 TKOF; SID >3.3%.
Torino LIMF Terrain; SID >3.3%; N-1 TKOF.
Trabzon LTCG Terrain; Circling >1000 ft; NPA 29 offset 17°; SID >3.3%; GA > 2.5%; RWY 29
AA 3.5°.
Trieste LIPQ Circling >1000 ft; SID >3.3%.
Trondheim ENVA Terrain; runway profile; ILS 27 GP 3.4°, LOC AA 3.5°; wind shear/turbulence
on final 09; Circling >1000 ft; departures >3.3%; N-1 TKOF.
Vaexjoe ESMX Updraft / Downdraft; Limited maneuvering space Apron / TWY.
Valencia LEVC Terrain; VOR 12 AA 3.5°; Circling >1000 ft; N-1 TKOF; SID >3.3%.
Valladolid LEVD No ALS RWY 05.
Vienna LOWW Circling >1000 ft; N-1 TKOF.
Vigo LEVX Terrain; Circling >1000 ft; GA >2.5%; N-1 TKOF; SID >3.3%; RWY 01 No ALS.
Vilnius EYVI SIDs & Omnidirectional departures >3.3%.
Vitoria LEVT Terrain; Circling >1000 ft; GA >2.5%; N-1 TKOF; SID >3.3%.
Zadar LDZD Gust, windshear and TURB on final.
Zaragoza LEZG Turbulence & downdrafts on final; Circling >1000 ft.
Zurich LSZH ILS UNCAT 28; GA >2.5%; N-1 TKOF,
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16. TANKERING RESTRICTIONS - ALL TYPES
16.1 Introduction
— Fuel induced icing upon landing must be avoided, especially at southerly and/or relatively warm EUR
destinations where de-icing is costly and/or time consuming, or no de-icing equipment is available at all.
— ’Tankering’ should not lead to T/O restrictions during adverse weather operation at the departure airport.
16.2 B777 & B787

— De-icing unavoidable (& equipment available): ECN tankering.
— Avoidance of overweight landing: Apply a margin on the MLAW of 2000 kg.
— B777 procedure to avoid fuel induced icing:
• Destination OAT < 10ºC at ETA: Limit fuel remaining after landing to 12 tonnes.
• Destination OAT > 10ºC at ETA, and duration of next flight is < 3 hrs:
Limit fuel after landing to 30 tonnes.
• Destination OAT > 10ºC at ETA, and duration of next flight is between 3-8 hrs:
Limit fuel after landing to 25 tonnes.
— B787 procedure to avoid fuel induced icing:
• Destination OAT < 10ºC at ETA: Limit fuel after landing to 7.2 tonnes.
• Destination OAT > 10ºC at ETA, and duration of next flight < 8 hrs: Limit fuel after landing to 15 tonnes.
16.3 A330
— De-icing unavoidable (& equipment available):
ECN tankering, but in principle restricted to 36 tonnes fuel remaining after landing, to prevent a non-
standard fuel distribution on the next stretch. >36 tonnes allowed as per destination-specific instruction.
— To avoid fuel induced icing:
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16.4 B737
— Destination AMS: Limit fuel remaining after landing to 3 tonnes.
— Destination AGP, ALC, IBZ, IST, LIS, NCE, OPO, TLV or VLC:
If during ground stop at destination OAT <25°, limit fuel remaining after landing to 3 tonnes, due to limited
or no availability of de-icing equipment.
— Other destination and trip time > 1 hour:
If during ground stop at destination OAT <10° and moisture is expected, limit fuel remaining after landing
to 3 tonnes. In case of outbound flight time < 1 hour, apply tankering regardless of meteorological
conditions at destination.
NOTE:
1. Expect moisture if forecast VIS <1500 m, if precipitation is forecast and/or if the OAT - dew point spread is
expected to be <5°.
2. The likelihood of CSFF occurring increases during night stops.
17. TAF TURBULENCE & ICING CODES
- Turbulence forecast format: 5 B HGHGHG TL

B : Turbulence code
0 - None 5 - Moderate in cloud, frequent
1 - Light 6 - Severe in clear air, occasional
2 - Moderate in clear air, occasional 7 - Severe in clear air, frequent
3 - Moderate in clear air, frequent 8 - Severe in cloud, occasional
4 - Moderate in cloud, occasional 9 - Severe in cloud, frequent
HGHGHG : Height of lowest level in hundreds of feet, e.g. 001 = 100 ft; 000 = Less than 100 ft
TL : Thickness of layer in thousands of feet, e.g. 3 = 3000 ft. 0 = Up to top of cloud.
- Icing forecast format: 6 ICHiHiHi TL
lC : Airframe ice accretion
0 - None 5 - Moderate in cloud
1 - Light 6 - Moderate in precipitation
2 - Light in cloud 7 - Severe
3 - Light in precipitation 8 - Severe in cloud
4 - Moderate 9 - Severe in precipitation
HiHiHi : Height of lowest level in hundreds of feet, e.g. 001 = 100 ft; 000 = Less than 100 ft
TL : Thickness of layer in thousands of feet, e.g. 3 = 3000 ft. 0 = Up to top of cloud.
18. B737-RESTRICTED KLC DESTINATIONS

— Overnight stops at KLC destinations cannot be planned for B737, because of catering restrictions.
— The following KLC destinations cannot be planned for B737:
Destination Reason
Teesside Intl., EGNV MME (see NOTE) No authorisation for MME Class G arrivals & departures.
Florence, LIRQ FLR Performance limitations and cockpit crew training requirement.
Humberside, EGNJ HUY (see NOTE) No authorisation for HUY Class G arrivals & departures.
Linkoping, ESSL LPI Runway bearing strength insufficient.
London City, EGLC LCY Not adequate for B737.
Southampton, EGHI SOU Runway dimensions.
NOTE: Teesside Intl. and Humberside may be planned as (destination) alternate. Source: SPL/NV.
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19. B737 DESTINATION ALTERNATE PLANNING RESTRICTION SHORT RWY

B737 all types:
Alternates shall be checked on landing field limit weight if any of the following conditions occur: Tailwind,
Contaminated RWY, QNH below 960 hPa, RWY shortenings, MEL/CDL items.
B737-800/900:
Airports below are closed per subtype for planning as destination alternate due to LDA below required LDA at
MZFW + Final Reserve, Zero Wind, Wet Runway, QNH 960 hPa, no MEL/CDL items.
B737-800 & B737-900:

— EGAC
— EGGD
— EGNM
— EGPE
— EGSH
— ENCN
B737-900:
— EDDG
— EGNJ
— EGPD
— LFMK
20. FUEL QUALITY RUSSIAN FED. & COUNTRIES WITH FIR CODES ’U...’
See Sections 5 and 6 respectively.
21. B777, B787 & A330 TO EUR DESTINATIONS

When planning to an EUR destination other than AMS, check that relevant airports are adequate for the
applicable type.
The CP of the applicable type, his delegate or the commander shall approve the Destination alternate selection.
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OM C1 - GENERAL ROM 3.3 Flightplanning - Country Procedures
NOTE:
Flightplanning-CountryProcedures3.3
1. RVSM, B-RNAV and Transponder requirements per country in chapter 3.1. and 3.2 respectively.
2. Countries are presented in alphabetical order, except for The Netherlands.
1. THE NETHERLANDS
1.1 FRA
Implemented above FL245.
1.2 Alternate Brussels for AMS

For FPL system functionality, the OFP route starts with SID designator SPLOC1#, to LEKKO.
1.3 B777-300 only, Alternate Rotterdam for AMS

When considering EHRD as Destination alternate and the EHRD forecast indicates wet runway conditions and
the EZFW is >228 tonnes, the planned landing fuel quantity (at EHRD) shall be at least 4100 Kg.
As this is more than Final Reserve fuel, as required, ATM-Dispatch shall uplift Additional (OPN) fuel.
Reason: Diversion with minimum diversion fuel may lead to a ’Fuel quantity low’ alert, requiring a non-normal
flaps 20 landing. For a ZFW above 228 tonnes in combination with wet runway conditions, the In-flight Landing
Distance Required may exceed the EHRD LDA of 2000 m.
2. ALBANIA - FRALB
— FRA: implemented H24 above FL195 except Tirana TMA and Tirana CTR.
— Overflights may be planned direct between FRA Entry and Exit points on the SECSI FRA boundary, and
via Intermediate Points inside the area.
— In addition to WPs and navaids, use LAT/LONG positions only for changes of speed or level.
— Overflights: Plan clear of active P, D and (normal) R areas.
3. ARMENIA, AZERBAIJAN, BELARUS, GEORGIA, KAZAKHSTAN, KYRGYZ REP., UKRAINE AND

UZBEKISTAN
There are no additional planning regulations for these countries, except Ukraine (see page 5).
4. AUSTRIA - SECSI FRA

— South East Common Sky Initiative Free Route Airspace (SECSI FRA) implemented H24, consists of the
following parts of FRA airspaces:
• SAXFRA from GND to FL660; Wien FIR (Austria) and Ljubljana FIR (Slovenia).
• SEAFRA from FL205 to FL660; Sarajevo FIR (Bosnia & Herzegovina), Zagreb UIR (Croatia) and
Beograd UIR (Serbia & Montenegro).
— Overflights may be planned direct between Entry and Exit points on the SECSI FRA boundary, and via
intermediate Points (navaids, published or unpublished points) inside the area.
— FIR boundary REPs are not required within the SECSI FRA area.
— In addition to WPs and navaids, use LAT/LONG positions only for changes of speed or level.
— Overflights: Plan clear of active P, D and (normal) R areas.
— Disregard active AMC manageable R areas and MIL Training Areas for planning.
5. BELGIUM & LUXEMBOURG

FRA: implemented above FL245. HN-only (23-05, Summer 22-04).
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6. BOSNIA & HERZEGOVINA - SECSI FRA

— South East Common Sky Initiative Free Route Airspace (SECSI FRA) implemented above FL205. See
above under Austria SECSI FRA.
— When flying via Sarajevo CTA (FL205-FL325): all overflights shall perform entry only via defined mandatory
FRA Intermediate Points.
7. BULGARIA - FRA
— FRA: implemented in Sofia CTA above FL175 23-05 (Summer 22-04).
— Cross-border DCT FRA operation not allowed.
— Active TSAs and D areas must be avoided, using FRA Intermediate Points.
— Flights arriving at/departing from airports in Sofia CTA must use the ATS route network.
8. CROATIA
8.1 SECSI FRA

South-East Common Sky Initiative Free Route Airspace (SECSI FRA) implemented above FL205. See above,
under Austria SECSI FRA.
8.2 Destination SPU

— Runway 23 is closed for landing due to approach characteristics.
— No economical tankering allowed ex AMS due possible tailwind on RWY 05. Wind is known to shift rapidly
to become westerly between 1100Z and 1500Z.
9. CZECH REPUBLIC - FRACZECH

FRA implemented H24 above FL095 excluding airspace of TMA Praha.
10. DENMARK - FRA

— Denmark and Sweden implemented FRA above FL285 in the DK/SE Functional Airspace Block.
The combination of this DK/SE FAB and the North Europe Functional Airspace Block West and East
(NEFAB, comprising Norway, Finland, Estonia and, Latvia) is called North European FRA, NEFRA.
Cross-border DCT FRA is allowed in the NEFRA.
— Denmark: Use Intermediate WPs to plan clear of FPL Buffer Zones (FBZs) around active SUA.
— Sweden: Disregard active SUA for planning.
11. ESTONIA - NEFRA

— North European FRA (NEFRA) implemented in Tallinn UIR/FIR above FL095.
— Cross-border DCT FRA operation allowed in the NEFRA, see under Denmark.
12. FINLAND
12.1 NEFRA
— Except in Helsinki UTA, North European FRA implemented above FL095, 2100-0330 (Summer -1 HR).
— Disregard active SUA for planning.
12.2 To/from HEL

One DME must be serviceable, arriving at or departing from HEL. ATC may grant an exemption.
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13. FRANCE - RFF

In addition to RFF Categories, French AIS may use the term (Protection) Level.
When applying OM Part A (BOM) 8, use the lowest of the two for the applicable period of time.
14. GERMANY
14.1 FRA
Implemented above FL245.
14.2 Night Restrictions

Except for Berlin Schoenefeld (RWY 07/25), a scheduled or diversionary landing within the night curfew
requires, in adddition to an ATC clearance, a separate authorization of the local Bundesministerium.
Exception: Provable meteorological, technical or other safety reason. See OM C3 AOI for details.
In urgent cases apply for this authorization via local ATC.
Except for Berlin Schoenefeld, subsequent TKOF within the night curfew will not be authorized.
14.3 TCAS U/S

Maximum period of unserviceability: Three calendar days after the u/s status was determined (see MEL for
definition of calendar day). COMP extension of this period is not authorized.
15. HUNGARY - HUFRA

— Hungary FRA implemented throughout FIR, at all levels.
— Cross-border DCT FRA operation not allowed, except 23-05 (Summer 22-04) to/from Romania (Night FRA
Budapest - Bucharest FIRs, N-FRAB).
— All REPs are either FRA Entry, Exit, Intermediate, Arrival or Departure Points.
All en-route navaids are FRA Intermediate Points.
— In case of more than 30 min flying time or 200 NM, a FRA Intermediate Point may be filed at which a change
of speed, level or track is planned. There is no restriction on the number of such points.
Avoid using points in LAT/LONG for changes of speed or level.
— Disregard active SUA for planning.
16. GREECE
FRA Implemented above FL335 Daily 2100-0400.
17. IRELAND - FRA

— FRA implemented in the NOTA, Shannon UIR & SOTA above FL245.
— Non-compulsory REPs allow circumnavigation (under radar monitoring) of active D areas.
— Overflights: Plan clear of active D areas.
18. ITALY
18.1 FRAIT - FRA Italy

— FRAIT implemented in UIRs above FL305.
— Do not use LAT/LONG positions for intermediate WPs.
— Disregard active AMC manageable R areas for planning.
— Mandatory Connecting Routes (Transition Routing) connect FRAIT with the ATS network for arrivals to:
Bergamo, Rome FCO, Rome Ciampino, Milan LIN, Milan Malpensa and VCE.
MCRs shall be planned via defined compulsory intermediate WPs, one above FL305 and one below FL305.
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18.2 GOA - X-wind Restrictions

Ref. OM C3 (Aerodromes) AOI, a 30% reduction on the max. demonstrated crosswind component for landing
and take-off must be applied when selecting Genoa (LIMJ) as Destination or Destination alternate.
Reduced B737 values: 23 kt on a Dry or Wet runway, except for take-off on a Wet runway: 17 kt.
18.3 Destination Alternate CIA - X-Wind Restrictions

Ref. OM C3 (Aerodromes) AOI, Max crosswind is limited to: 20KT DRY / 15KT WET / 10KT CONTAMINATED.
18.4 Destination Alternate LIN - Restrictions

Milan Linate (LIML) may be planned as Destination alternate, but acceptance of in-flight diversion is subject to
authorization by CAA and airport authorities (lead time approx. 15 min).
18.5 Destination VCE - CONT Fuel

Venice (LIPZ) RWY 04L/22R, normally in use as taxiway, will be made available when RWY 04R/22L would
become unavailable unexpectedly.
COMP advice SPL/OL: In view of the above, for CONT fuel calculations consider LIPZ as having two runways,
provided that the forecast crosswind component for RWY 04L/22R does not exceed 15 kt.
19. LATVIA - NEFRA

— North European FRA (NEFRA) implemented in Riga UIR/FIR above FL095.
20. LITHUANIA - LTUFRA

— Lithuania FRA (LTUFRA) implemented in Vilnius UIR above FL095.
— Active SUA must be avoided using FRA Intermediate Points.
21. MACEDONIA - FRA

— FRA implemented in Skopje FIR above FL245.
— Active SUA must be avoided using published FRA Intermediate Points.
22. MALTA - FRA

— FRA implemented in Malta UIR above FL305.
23. MOLDOVA - FRA

— FRA implemented in Chisinau FIR above FL95, 20-05.
— Active SUA must be avoided using FRA Intermediate Points, observing a 5 NM buffer.
24. NORWAY - FRA

— North European FRA (NEFRA) implemented in Norway FIR above FL135, and above FL195 over parts of
the North Sea and Bodo Oceanic FIR
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25. POLAND
25.1 POLFRA
FRA Implemented in Warszawa FIR above FL95.
25.2 TCAS U/S

As applicable, add in FPL Item 18: RMK/ACAS II UNSERVICEABLE.
25.3 Destination POZ - Runway braking action

Due degraded surface friction characteristics on first and third part RWY during heavy rainfall, MEDIUM braking
action shall be used whenever TAF indicates +SHRA or +RA.
26. PORTUGAL - FRAL

— FRA implemented in Lisboa FIR above FL245.
— Cross-border DCT FRA operation not allowed, except for the following (Spanish) segments:
RALUS - ALAGU or AMSEL, and BABEX - ALAGU, AMSEL or OSLAD.
— Disregard TSAs for planning.
— Southbound via UN741, Odd and Even levels are available 50 NM before NELSO.
— In case of ATC contingency a reduced ATS route structure above FL245 will become effective.
27. ROMANIA - FRA

— FRA implemented in Bucuresti CTA above FL105 23-05Z (Summer 22-04Z).
— Active SUA must be avoided using FRA Intermediate Points, observing a 5 NM buffer.
— Cross-border DCT FRA operation not allowed, except 23-05 (Summer 22-04) to/from Hungary (Night FRA
Budapest - Bucharest FIRs, N-FRAB).
28. RUSSIAN FEDERATION, TAJIKISTAN & TURKMENISTAN
28.1 AIS
Besides Russian Federation FIRs (codes UE, UH, UI, UL, UN, UO, UR, US, UU, UW and Kaliningrad FIR
(UMKK), Moscow AIS also covers: Tajikistan: Dushanbe FIR (UTDD) and Turkmenistan: Asghabat (UTAA),
Dashoguz (UTAT), Turkmenabat (UTAV) and Turkmenbashi (UTAK) FIRs.
KLM NOTE: FIR names may differ slightly between AIS NOTAMs and OM C.
28.2 Authorization of Russian Routes

The Federal Russian Aviation Authorities in Moscow handle and coordinate overfly permits and flow
management matters only for Russia.
The overfly permit authorization process requires 35 working days, also when new routes become available.
When approved, the requested routings become the only authorized routes with the status of an RPL.
Authorities provide information on these routes to all relevant Russian ATC and Air Defence Centres.
NOTE: Failure to comply with the following procedures has caused in-flight entry denial for the applicable FIRs,
as well as negative air political consequences for KLM.
28.3 Planning of Authorized Russian Routes

— The route segment within Russia FIRs shall strictly adhere to the one specified in the permit request: Other
routes than the authorized ones may not be planned in Russian FIRs.
Note that this requirement is not automatically checked or otherwise ensured by the FPL system.
Dispatch has a list of available route keys per city pair.
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— In case clarification for a specific flight is required, e.g. regarding route and/or level, the helpdesk of
Moscow Air Traffic Management Corporation (ATMC) shall be contacted: Telephone 007495 - 601.0776;
AFTN: UUUWZDZX, SITA: MOWYWYA.
— In case of serious delay, the formal procedure for amending a filed ATS FPL must be followed, i.e.
• Not later than 30 min after STD send a DLA message (including revised ETD) via AFTN to all ATC
centres concerned and the ATMC, see above.
• File a new FPL with the ATC centres concerned and the ATMC, at least 30 min before the new ETD.
• In case a delay till the next day(s) in UTC causes a conflict with the next flight operating under the same
flight number, file the delayed flight under the original flight number plus suffix D. E.g. KLM862D.
Additionally include under Item 18 of the FPL the original number and original date. E.g. RMK/delayed
flight KL862/yymmdd.
— In case a flight having an overfly permit for Russian FIRs is cancelled or planned outside the Russian
Federation, it is no longer required to send a CNL (cancellation) message to FIRs concerned and ATMC.
— Ad hoc changes of aircraft type and/or city pair are not allowed, unless already approved beforehand.
28.4 Authorized Russian Airports

When planning Russian airports, the FPL system may display AIP-restrictions for foreign aircraft types.
It is KLM policy to apply such restrictions only when considering the airport concerned as destination and
destination alternate.
Dispatch or crews should inform SPL/OC in case such restrictions appear in the Briefing package.
(ETOPS) ERAs: AIP bearing strength limitations may be disregarded for planning (not for actual use).
28.5 Non-ETOPS 2-Engined Aircraft to SVO and KBP v.v.

Contrary to OM A (BOM) 8.1, Dispatch shall specify the selected 60-min N-1 ERAs in the OFP header.
28.6 Runway braking action SVO

Based on evaluation of runway state reporting and actual observed performance, RWY 06C/24C and 06R/24L
shall be considered slippery when wet.
Medium braking action shall be used whenever TAF indicates (-+)SH/RA/TS/DZ.
29. SERBIA & MONTENEGRO - SECSI FRA

South East Common Sky Initiative Free Route Airspace (SECSI FRA) implemented above FL205. See above,
To avoid delay caused by activation of TSA 01 (UNL - GND) use any point south of the line DOLAP - RAVAK
and west of the line RAVAK - Belgrade ’BGD’ - TISAK.
30. SLOVAK REP. - BRAFRA

FRA implemented in Bratislava FIR above FL245 (BRAFRA).
31. SLOVENIA - SECSI FRA

South East Common Sky Initiative Free Route Airspace (SECSI FRA) implemented above FL205. See above,
32. SWEDEN - FRA

See under Denmark, before.
33. TURKEY
33.1 Istanbul LTFM arrival planning

Due to higher go-around gradient applicable on RWY 16R, plan RWY 17L when in South configuration and
weather at or below highest CAT I minima to avoid arrival delays, ref. OM C3 AOI 1-10.
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34. UKRAINE - FRAU

— FRA Ukraine implemented in Kyiv UIR above FL275 20-05 (Summer 21-04). FRAU comprises the UTAs
Dnipropetrovs’k, Kyiv, L’viv and Odesa-North. A 30-min transition period applies for delayed flights.
— Active SUA must be avoided using FRA Intermediate Points.
35. UNITED KINGDOM
35.1 London UIR Restriction

Because of routine operation of high speed MIL aircraft above FL245, plan only via airways.
35.2 Scottish UIR Restriction & DRA

Because of routine operation of high speed MIL aircraft above FL245, plan only via airways.
Exception: Direct Route Airspace (DRA) in the SW-part of the Scottish FIR, see Chapter NAT 7.2 - 2.
East of DRA, off-route planning may be authorized by Scottish ACC on request.
35.3 TCAS U/S

If so, transponder must be serviceable.
35.4 B737 Class G authorization Destinations ABZ, INV, NCL and NWI
Ref. OM A (BOM) 8.1-2.2, planning of the following segments via Class G airspace are authorized:
— AMS - Aberdeen ABZ v.v., during closure period of P18: NEXUS (UP18) - DCT EGPD.
— AMS - Inverness INV v.v., N560 NESDI/GUSSI/DAVOT - EGPE.
— AMS - Newcastle NCL: TENDO (UM79) DCT EGNT (only if Deconfliction Service is confirmed by
Swanwick Mil).
— AMS - Norwich NWI v.v., BODSO - DCT EGSH.
KLM requirement: When (partially) planning via UK Class G airspace, TCAS must be serviceable.
35.5 Destination LBA - Tankering

Leeds (EGNM) has a relatively short LDA and high approach angle on RWY 14. Therefore tankering
ex-AMS is not allowed.
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OM C1 - GENERAL ROM 3.4 En Route - General
1. FLOW CONTROL
EnRoute-General3.4
Amending EOBT and CTOT at the gate/parking stand: See Chapter 3.2.
2. WAKE TURBULENCE ’RECAT-EU’
2.1 Introduction
Eurocontrol developed and EASA validated the application by ATC of six new Wake Turbulence categories
under the RECAT-EU program.
Aircraft are re-classified according to MTOW, wing span as well as the ability to withstand a wake encounter.
RECAT-EU will be implemented gradually per airport, see OM C3 (Aerodromes) AOI.
Local ATC may only deploy part of the RECAT-EU program or opt for a progressive application.
The new categories shall not be used in ATC communications: Continue using ’Heavy’ in the CS, as applicable.
NOTE: ICAO will in due course adopt the RECAT categorization and separation minima as a world standard.
2.2 Categories
RECAT-EU MTOW Wingspan Type

A Super Heavy >100 tonnes >72 meters A380, Antonov An-225 & An-124
B Upper Heavy >100 T 60 - 72 m B747, B777, B787, A330, A340, A350
C Lower Heavy >100 T <52 m B767, B757, A310, MD-11
D Upper Medium <100 T >32 m B737-7/8/900, A318/319/320/321, MD88, E195-E2
E Lower Medium <100 T <32 m B737-2/3/4/500, E175/E190, F100 & F70
F Light <15 T -
2.3 Take-off & Landing, Distance-based Separation
Follower Leader Distance OM A (BOM)

A 4 NM 6 NM
B777, B787
B 3 NM 4 NM
& A330
C-F MRS* MRS* = Minimum radar separation (2.5 NM)
A 5 NM 7 NM
B 4 NM 5 NM
B737-7/8/900
C 3 NM
D-F MRS*
2.4 Take-off, Time-based Separation
Follower Leader Interval OM A (BOM)

B777, B787 A 100 sec 2 min
& A330 B SCD SCD
A 140 sec 3 min

B737-7/8/900 B 100 sec 2 min
C 80 sec 2 min
NOTE:
— Time-based separation for intersection take-off: See OM A (BOM) 8.3-9.
— Time-based separation for landing: As per OM A (BOM) 8.3-9.3, see above, far right column.
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3. POSITION REPORTING
3.1 Abbreviated Reports

Contrary to the standard ICAO position report, as an ICAO regional EUR procedure, reports should only
contain the aircraft identification, position, time and FL, unless otherwise specified in OM C2 (Regional ROM).
Furthermore, in defined portions of the airspace, designated by the appropriate ATS authority, where:
— through SSR, individual identity and verified Mode C information are permanently available in the form of
labels associated with the radar position of the aircraft concerned; and
— reliable air-ground communications coverage and direct pilot-to-controller communications exist,
the initial call after changing a radio frequency may contain only the aircraft identification and level (with the
addition of the cleared level, when climbing or descending); subsequently, reports may contain only aircraft
identification, position and time.
NOTE: Ref. ICAO Annex 2, ensure not to cross any ATC boundary without contacting the accepting ATC unit.
3.2 Subsequent reports - COMP publication policy

In most European countries reporting of subsequent position may be omitted, once the aircraft is advised of
being radar identified or in radar contact. Therefore, OM C2 (Regional ROM) provides only information on
European countries still requiring position reports, abbreviated or not, regardless of ATC radar coverage.
4. TRANSPONDER CODE 1000

Because of acute shortage of discrete Mode A codes, European controllers may assign the socalled
conspicuity (= attracting attention) code 1000 when:
— Departing flights remain in EUR Mode S airspace, or
— Arriving flights enter EUR Mode S airspace and a transponder code change is required.
The non-discrete code 1000 will only be assigned if the downlinked Mode S identification matches the
identification in the ATC FPL.
Reportedly, EUR ATC may use the phrase TEN-ZERO-ZERO.
Increased use of code 1000 can be expected in the coming years.
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OM C1 - GENERAL ROM 3.5 En Route - Country Procedures
NOTE: Countries are presented in alphabetical order, except The Netherlands.

EnRoute-CountryProcedures3.5
1. THE NETHERLANDS
1.1 Departures AMS - Extended Ground Delay

The following procedure aims at optimum coordination between relevant departments as well as reducing
passenger inconvenience during extended ground delay before take-off from AMS:
— In case of extended ground delay, affecting either individual or many flights, OCC/LM and/or the
Commander (after consulting each other) may initiate a request for the disembarkation of all or individual
passengers.
— OCC/LM or Commander will then contact ATM-Dispatch via telephone (Commander: Not via VHF), who
will set up a telephone conference call between LM, Commander, DAM and OMF.
In case of (risk of) unruly passengers, SPL/AV shall also be involved in this call.
— In the conference call, the following decisions have to be made:
• Cancellation of the flight or not.
• Disembarkation or not.
• In case of disembarkation: Start time and whether all or only individual passengers will be disembarked.
• Service provided after disembarkation.
• Communication of the above decisions to the passengers.
NOTE: Any decision to cancel a flight should be handled in such a way that passengers are not informed
of this decision via social media or otherwise before the disembarkation PA announcement.
— Without risk of unruly passengers, Ground Services require 30 - 60 min lead time before starting
disembarkation. In case of unruly passengers, disembarkation may have to be started immediately.
Source: SPL/NV
1.2 Airspace Delegation

ATS above FL245 delegated to Maastricht UAC.
1.3 Aircraft Induced Lightning (AIL) in the Schiphol TMA

Mainly in autumn & winter there is a high chance of encountering AIL when clouds develop over the relatively
warm North Sea in a southwesterly to northwesterly flow of cold, unstable air (-10º C or lower at FL100).
These clouds are small in diameter compared to summer storms, with tops in general below FL200.
In these cold weather conditions clouds (even TCU and CB) usually do not generate lightning, but flying
through or close to such clouds may cause a single strike onto the aircraft.
The Schiphol area is one of the few places on earth where this phenomenon occurs in this form.
KNMI produces AIL Awareness reports for the area roughly bounded by the triangle SUGOL, RIVER and
ARTIP. UFN these reports will be made available by ATM-Dispatch.
The report only indicates the abbreviated amount of cloud coverage that may cause AIL.
Decoding of cloud coverage with small cells: ISOL = <50%; OCNL = 50 - 75%; FRQ = >75%.
NOTE: The chances of receiving a lightning strike close to or inside clouds are equal in all cases
1.4 Military TMAs (source: Kon. Luchtmacht)

MIL ATCC 'Dutch MIL' has some restrictions:
— The controller cannot detect thunderstorms.
— MIL VFR traffic may not be restricted to VFR levels.
— After a heading change from an originally non-conflicting course, jets will only be detected as conflicting
traffic 30 seconds (maximum) after this heading change.
— Overhead Teuge heavy glider and parachute jumping activity may exist.
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1.5 Joint Civil / Military Airports (source: Kon. Luchtmacht)

— Priority: MIL traffic will normally have priority, because of minimum fuel.
— MIL phraseology
—
Initial point/Initials (IP) = A point at 1500 ft and 3 NM before the threshold of the runway in
use, serving as an entry point for MIL VFR traffic.
Break = A point above the beginning of the runway in use where MIL VFR
traffic begins the turn to the downwind leg.
Local Dominant = VFR traffic has priority over IFR traffic.
Approach Dominant = IFR traffic has priority over VFR traffic.
— Actual Weather Reporting
Either two or three colours are used:
2 colours: 1st = Actual VIS & Ceiling; 2nd = Trend VIS & Ceiling next 2 hours.
3 colours: 1st = Actual; 2nd = Trend first following hour, and 3rd = Trend second following hour.
—
BLUE = VIS >8 km Ceiling > 2500 ft YELLOW = VIS 1.6 - 3.7 km Ceiling 300 - 700 ft
WHITE = VIS 5 - 8 km Ceiling 1500 - 2500 ft AMBER = VIS 0.8 - 1.6 km Ceiling 200 - 300 ft
GREEN = VIS 3.7 - 5 km Ceiling 700 - 1500 ft RED = VIS <800 m Ceiling <200 ft
Code BLACK = Airport technically closed.
2. BELGIUM & LUXEMBOURG
Airspace Delegation
3. CYPRUS
Area in Dispute (source: SPL/OL)

— Ercan Advisory Airspace has been established unilaterally by the Turkish Republic of Northern Cyprus.
This airspace is not recognized by Nicosia ATC, the ICAO assigned ATS authority for the entire FIR.
— There is no intercentre contact between Nicosia and Ankara ATC (and Ercan FIC) and this situation can
lead to a lack of coordination.
— Even though Ercan FIC uses the callsign Ercan RAD (or CTL) and reports ‘radar contact', their services
remain advisory and/or relay: ATC is restricted to Nicosia or Ankara in their FIRs.
Reportedly, Ankara ACC delegates ’control’ in the area south of ‘MUT' to Ercan FIC.
4. FINLAND
Diversion from Russia

COMP advice HEL/KK: Passengers requiring but not having Schengen visa can not be accepted.
5. FRANCE
5.1 En Route Information on Infrastructure

Unless requested in-flight, information on infrastructure is only provided when judged useful and the
information was not yet available at the aircraft's time of departure.
Requests for such information have to be made on FIS frequencies.
5.2 Emergency Radar Vectors in UIR

Above FL195, civil or MIL units, other than the one providing ATC service, may directly intervene with urgent
radar vectors. The CS used will then be Emergency Radar or, in French, Urgence Radar.
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5.3 MIL Traffic in Lower Airspace (FIR)

Outside CTAs and TMAs, MIL traffic may enter Class D airspace between FL195 - 115 without civil ATC
clearance (or contact). Certain MIL flights may be controlled by MIL ATC in this airspace: This traffic will cross
airways without civil coordination, but under MIL radar control.
6. GERMANY
6.1 Airspace Delegation Hannover UIR

6.2 SIGMET
Between SS+30 and 0700 (DST: 0600), SIGMET info is transmitted as an individual broadcast only if ATC
deems it necessary, or on request.
6.3 Night Restrictions

A scheduled or diversionary landing within the night curfew requires, in addition to an ATC clearance,
a separate authorization of the local Bundesministerium. Exception: Hannover.
A slot time which leads to an arrival within the curfew does not constitute authorization.
In urgent cases apply via local ATC.
Exception: Provable MET, technical or other safety reason.
Crews that are expecting to arrive just before the start of or during the night curfew must contact Dispatch to
make sure that authorization has been received.
A subsequent take-off within the night curfew will not be authorized. Exception Hannover: a special permission
from the aviation supervision office of the "Niedersächsisches Ministerium für Wirtschaft, Arbeit, Verkehr und
Digitalisierung" could be granted.
7. GREECE
7.1 Domestic Routes

In principle, foreign aircraft may only use domestic routes when to/from Greek airports.
7.2 Military RAS

Air Force units may provide a Radar Advisory Service to civil IFR flights on own initiative or on request.
This RAS comprises guidance in relation to restricted airspace, information on other observed traffic (especially
MIL VFR traffic in the UIR), and severe weather avoidance. Collective CS: Tugrit Service on 129.800.
MIL radar operators will reply using their own CS, stating whether they can provide a RAS or not.
As civil ATC monitors 129.800, routine position reports and clearance requests can also be transmitted on this
frequency when receiving a RAS.
In case a MIL advisory conflicts with the current ATS clearance, except for emergencies, an amended
clearance should first be obtained before responding to the MIL advisory.
8. ITALY
8.1 Military CTRs

MIL CTRs may have considerably larger lateral and vertical dimensions than civil CTRs, e.g. up to UNL.
8.2 ILS Initial Approach

In order to avoid false LLZ captures, in addition to routine raw data checks, Italian CAA recommends that crews
only select APP mode when within 18 NM from the runway and within 8 degrees of the LLZ inbound course.
8.3 Noise Abatement on Intermediate and Final Approach

Minimum final approach angle is 3° or ILS GP angle, if lower.
During visual approach, intercept final descent at 1000 ft HAT or above.
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8.4 Diversion to Milan Linate

See Chapter 3.3.
8.5 Catania - Volcano Etna / Stromboli

— Destination CTA:
• Catania ATC has good contacts with various (inter)national volcanic hazard information sources.
• Almost daily, a NOTAM or SIGMET specifies activity of the volcano, usually light seismic activity,
resulting in steam and gas emissions. Color code yellow will be given in these messages. Any change
in status will be reported by the observatories, including a downscale of the activity. Therefore, the last
report is the current status regardless of the date of the report.
• KLM alert status 3 applies permanently regardless of the reported status unless color code orange or
red is reported.
• For alert status 3, Palermo may be planned as destination alternate.
• Palermo shall not be planned as destination alternate when volcano Stromboli has alert status 1 or 2
(color code orange/red).
• In case of increased activity, resulting in color code orange or red, KLM alert status 1 applies because
summit height exceeds FL100. In such cases, VAAC Toulouse will issue a Volcanic Ash Advisory.
• In case of eruptions and ash dispersion, the affected sectors will be closed by NOTAM.
See OM C3 for details.
Because of the proximity of Etna to Catania airport, the following directives and guidelines apply in addition
to OM Part A (BOM) 8.1-6:
• Procedure for alert status 3:
— Dispatch shall provide status info in the OFP header.
— Crew to contact local ATC or Dispatch when passing 40N to be updated on the alert status. At 40N,
normal fuel planning allows the flight to divert to either Rome/Fiumicino, Brindisi, Cagliari or
Palermo depending on the sectors that are closed due to ash dispersion.
In addition to the above, dispatch to Catania airport with Alert status 1 is allowed in IMC under the
following conditions:
— Prior consultation between crew, ATM-Dispatch and OMF.
— Plan 15 minutes Additional (OPN) fuel.
— Departing CTA:
— Planning in accordance with OM Part A (BOM) 8.1-6.
In addition to OM Part A (BOM) 8.1-6, dispatch from Catania in night/IMC is allowed under the following
condition:
— Mandatory contact between crew, ATM-Dispatch and OMF before departure.
9. NORWAY
9.1 Moderate Icing AIRMET

AIRMETs are only published for moderate icing, not for other (standard) AIRMET phenomena.
9.2 Runway BA reports via ATC

ATC relays Braking Action reports, via voice or ATIS, coded as SNOWTAM Item H, together with the time of
the report. D-ATIS example: RSCD (= runway surface condition) RWY19R BA333 BATIME1045.
9.3 SNOWTAM
Item J (Critical snowbanks) and K (Runway lights) not given.
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9.4 Wet (or Damp) Runway Report

TWR may not report this if the commander received messages indicating a Wet or Damp runway.
9.5 Reporting Field in Sight

ATC considers this as a request for a visual approach.
9.6 HJ, Simultaneous take-offs

Aircraft may be cleared to line-up simultaneously in different positions on the same or intersecting runway.
9.7 RFF Alert Stages

— Alert: Aircraft experiences difficulties, but a safe landing is expected.
— Full Alert: Aircraft experiences difficulties such that an accident may occur.
— Full Alarm: An accident has happened.
10. ROMANIA
TCAS RA and TA Reports

In addition to OM Part A (BOM) 11, an ASR concerning any RA and safety significant TAs must be submitted
to Romanian CAA: Please indicate this requirement on relevant ASRs.
11. RUSSIAN FED. & COUNTRIES WITH FIR CODES ’U...’
11.1 Coordinate System

A limited number of ERAs still use a Non-WGS84 equivalent coordinate system, see OM C3 (Aerodromes) -
Airport Operational Information (AOI) pages when applicable.
11.2 Russian Fed. - Rerouting In-flight

Re Chapter 3.3, the filed FPL route within Russia has to adhere to the authorized routes.
However, in-flight re-clearance may be obtained from the appropriate ATC unit. Experience shows that ATC is
normally cooperative regarding such requests.
Crews should ensure, following re-clearance in a particular FIR, that all subsequently affected FIRs are made
aware of the new routing. Especially this applies in case re-clearance will bring the flight into Russian FIRs not
included in the overfly permit for that flight.
Primarily this task rests with the ATC unit authorizing the route change, but it should be noted that when
subsequent ATC units are only made aware of flights, unknown to them, shortly before or upon FIR boundary
crossing, this could lead to refusal of entry clearance.
Source: SPL/OL
11.3 Potential Hazard Information

MIL exercise areas, other activities of a dangerous nature and other potential hazards are not published.
11.4 TMA - Transfer of Control

Control transfer boundaries for landing traffic:
— From APP to the circuit controller, CS Radar: The second FL of the holding area, or at a specified position
(boundary of take-off and landing area).
— From Radar to the landing controller, CS Precision or TWR: Identification by the PAR.
— From Precision or TWR to the taxiing controller, CS GND or Taxiing: After vacating the runway.
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Control transfer boundaries for departing traffic:

— From GND or Taxiing to TWR: Arrival at the runway holding position.
— From TWR to the circuit controller Radar: Passing 200 metres, or a specified height.
— From Radar to APP: At a specified position (boundary of take-off and landing area).
11.5 LOM & LMM Frequencies

ATC may advise: Variant 1 = LOM 725 and LMM 355 KHz, or Variant 2 = LOM 355, LMM 725 KHz.
11.6 Runway Friction Reporting

— In Snowtams, RSMs and via ATIS, the measured friction coefficient, by Surface Friction Tester (SFT), ATT-
2 braking cart or 1155M decelerometer, is given, or the ‘Calculated Braking Action’ as a code number.
The Calculated BA is translated from the measured coefficient in accordance with the table below.
— For use only by local operators, ATC may provide a (non-standard) ‘normative friction coefficient’.
— If only ‘normative’ values can be given by ATC, the following table, applicable for Ice and Snow, may be
used to convert these into measured (i.e. ICAO) friction coefficients.
Measured ’Normative’ Calculated

Code friction friction Braking Action Operational Meaning
coefficient coefficient
5 0,40 and 0,42 and Good Aircraft can be expected to land without
above above undue directional control problems
4 0,39 - 0,36 0,41 - 0,40 Medium to Good Aircraft can be expected to land without
undue directional control problems
3 0,35 - 0,30 0,39 - 0,37 Medium Directional control might be impaired
2 0,29 - 0,26 0,36 - 0,35 Medium to Poor Directional control might be impaired
1 0,25 - 0,18 0,34 - 0,31 Poor Directional control will be poor
9 0,17 or below 0,3 and below Unreliable Directional control is not monitored
11.7 B777 & B787 - Short Wavelength (Runway) Roughness

— General
Washboard-like lateral ridges on runways (Boeing term: Short Wavelength Roughness, SWR) may cause
main landing gear truck beam fractures on B777 & B787, already after a relatively short time period.
Boeing identifies SWR Level 1 and Level 2 runways, of which only landing on/take-off from an SWR-2
runway requires inspection as follows:
• B787: Inspection upon first return to AMS.
• B777: Inspection within 30 days.
Except as given on the next page, Boeing considers all airports in the following countries as having
SWR-2 runways: Armenia, Azerbaijan, Belarus, Georgia, Kazakhstan, Kyrgyz Rep., Moldova, Russian
Fed., Tajikistan, Turkmenistan, Ukraine and Uzbekistan.
So far, no evidence of this problem has been reported outside of these countries.
B777/B787 crews shall make an AML entry after landing on/take-off from an SWR-2 runway.
Additionally, an AML entry is required when heavy/unacceptable SWR was experienced on an SWR-1
runway (see next page), or when no or hardly any roughness was experienced on an SWR-2 runway.
As applicable, landing and take-off weight to be provided in the AML entry.
NOTE: Boeing needs crew input to evaluate runway roughness and update the SWR-1 runway list.
— SWR-1 Runways
The following runways are considered SWR-1 and may therefore not require an AML-entry:
• Azerbaijan: Baku (all) and, not in OM C3, Nakhichevan (all).
• Kazakhstan: Almaty (all), Nur-Sultan (04/22) and, not in OM C3: Atyrau (14/32) and Kostanay (15/33).
• Georgia: Tbilisi (13R/31L),
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• Russian Federation
— Krasnoyarsk (11/29).
— Moscow DME (all), Moscow SVO (all) and Moscow VKO (01/19).
— Nizhnevartovsk (03/21).
— Novosibirsk (07/25).
— St. Petersburg (all).
— Yekaterinburg (08R/26L).
And, not in OM C3: Sochi (02/20 & 06/24), Magadan (10/28) and Vladivostok (07R/25L).
• Tajikistan: Dushanbe (09/27).
• Turkmenistan: Ashgabat (12L/30R & 12R/30L) and, not in ICA OM C3 Turkmenabat (13/31), Mary
(18R/36L), Dashoguz (8/26).
• Ukraine: Kyiv KBP (all) and, not in ICA OM C3, Kyiv-Zhuliany (08/26).
• Uzbekistan: Samarkand (09/27), Tashkent (all) and, not in OM C3: Bukhara (all), Fergana (18/36),
Karshi (16/34), Namangan (10/28), Navoi (07/25) and Urgench (13/31).
11.8 Air Traffic Incident Reporting - Russian Fed. & Countries with FIR Codes ’U...’
ATC communication tapes are retained for 3 days only, except in the Kyrgyz Republic: 5 days.
COMP advice: Immediately after landing arrange to send an e-mail, telex or fax to the applicable address,
stating date, time, place and type of incident.
Submit a complete written report as soon as possible (standard procedure).
Azerbaijan Kyrgyz Republic

Azeraeronavigation Enterprise Department of Civil Aviation & SE ’KAN’
Intl. Aiport Heydar Aliyev, AZ 1044, Baku 184, Akhunbaeva Street, Bishkek, 720044
AFTN: UBBUZXZX or UBBUZRZX; SITA: BAKDTJ2 AFTN: UAFMYAYX & UAFMYDXX
Tel: +99412-497.2719; Fax: +99412-493.1256 Tel: +996-312-542.140/141; Fax: -312-420.686
E-mail: office@azans.az or atm@azans.az E-mail: dga@infotel.kg & kan_atm@transfer.kg
Armenia Russia - Ministry of Transport of the Russian
General Department of Civil Aviation Fed. - Federal Air Transport Agency (FATA)
Flight Safety Inspection Directorate 37, Leningradskiy Prospect, Moscow, 125933
Zvartnots Airport, Yerevan-42 AFTN: UUUKZXMD; SITA: MOWYAYA
AFTN: UDDUYLYX Tel: +495-155.5931/5381
Tel: +3741(0)-593.005 Fax: +495-155.3335/5535
Fax: +3741(0)-283.429 E-mail: rusavia@scaa.ru
Rep. of Belarus (CIS) Rep. of Tajikistan
State Aviation Committee Department of Civil Aviation
4 Aerodromnaya St., Minsk, 220065 14, Ayni str., Dushanbe, 734042
AFTN: UMMDMAXX; SITA: MSQFCXH AFTN: UTDAYAYZ; SITA: DYUZ7J
Tel: +37517-222.5392; Fax: +37517-222.7728 Tel: +3772-212.414/298.432/298.469
E-mail: sac@ivcavia.com Fax: +3772-212.414
Georgia (CIS) Turkmenistan
Civil Aviation Administration The Main ATC Centre (MATCC)
12, Al. Kazbegi Avenue,Tbilisi 0160 Airport 8, Ashgabat, 744008
AFTN: UGGUDDXX or UGGGZDZX AFTN: UTAAZDZX; SITA: ASBGCT5
Tel: +99532-364.254 or -363.029 Tel & Fax: +99312-231.352
Fax: +99532-364.051 or -947.509
E-mail: g.mzhavanadze@gcaa.org.ge
Kazakhstan
Committee of Civil Aviation, Ministry of Transport
47 Kabanbay batyr ave., 010000 Astana
AFTN: UACDYAYD
Tel: +7172-242.605
Fax: +7172-243.165
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12. SPAIN
Unauthorized Transmissions
— ATC identifies two types of unauthorized transmissions: One when the person broadcasting takes the role
of ATC and one when a person acts as pilot.
— Once ATC suspects unauthorized transmissions, a radar controller will inform traffic under his jurisdiction
accordingly and will include in messages for individual aircraft radial and distance to a selected navaid.
— A non-radar controller will not include radial and distance to a navaid, but will include the four-letter ICAO
code of the departure airport and aircraft type.
— In case crews suspect unauthorized transmissions, request the controller to use the above procedure.
13. SWEDEN
13.1 EAT
ACCs will transmit an EAT in case a delay of 30 min or more is anticipated as soon as possible.
APPs will transmit an EAT in case a delay of less than 30 min is anticipated upon first contact.
Exception for Stockholm ARN: An EAT will not be transmitted in case a delay of <15 min is anticipated.
13.2 Minimum Fuel

UFN this phrase is not implemented.
13.3 Wet or Damp Runway Report

TWR may not report this if the current MET report indicates that the runway must be presumed wet.
13.4 Reporting Field in Sight

ATC considers this as a request for a visual approach.
14. SWITZERLAND
14.1 Runway friction reporting

— Ice and compacted snow: Estimated friction reported (not the Measured coefficient).
— Wet ice, wet snow or slush: Estimated friction or Measured coefficient not reported.
14.2 Fuel dumping

Swiss CAA has to be informed. Please indicate this requirement on the ASR.
15. UNITED KINGDOM
15.1 TCAS RA Report

RAs shall be notified to UK CAA. Please indicate this requirement on the ASR.
15.2 Non-standard TMA Wake Turbulence Weight Criteria

— Upper Medium - Arrivals
MTOW 104 - 136 tons, and (ICAO Heavy) B757, B707, DC 8 and IL-62.
— Lower Medium - Arrivals: MTOW 40 - 104 tons (i.e. B737).
— Medium - Departures
MTOW 40 - 136 tons, and (ICAO Heavy) B757, B707, DC 8 and IL-62.
— London LHR: RECAT-EU applicable, see OM C1 (General ROM) 3.4.
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15.3 B737 Wake Turbulence Separation Minima

— Final approach, Distance-based
In addition to OM A (BOM) 8.3-9, B737 (Lower Medium) following B757, B707, DC 8 or IL-62: 4 NM.
This minimum will also apply for parallel runways separated by <760 metres, or when crossing behind at
the same altitude or less than 1000 ft below.
— Final approach, Time-based
In addition to OM A (BOM) 8.3-9, B737 (Lower Medium) following:
• Super Heavy (A380): 158 seconds.
• Heavy, except A380: 113 seconds.
• Upper Medium, including B757, B707, DC 8 or IL-62: 90 seconds.
Irrespective of headwind, an absolute distance-based minimum of 3 NM applies.
Transition from distance-based to time-based separation may commence when established on base leg.
— Landing or Take-off - Opposite direction
Whenever a Heavy aircraft or an A380 makes a low or missed approach and a B737 is landing or taking
off on the same runway in the opposite direction, or landing on a parallel opposite direction runway
separated by <760 metres: 2 or 3 min respectively.
NOTE:
1. These minima may be increased at ATC discretion, or on pilot’s request (before commencing final
approach or before entering the runway).
ATC cannot decrease wake turbulence separation minima on pilot’s request.
2. Be aware of the area up to 1000 ft below and behind a Heavy or A380 aircraft, especially at low altitude.
3. B757, B707, DC 8 and IL-62 are not required to use the word Heavy on initial contact with UK ATC.
15.4 Wake Turbulence Separation Minima - Heavy aircraft

— Final approach, Distance-based: See OM A (BOM) 8.3-9.
— Final approach, Time-based
In addition to OM A (BOM) 8.3-9, a Heavy aircraft following:
• Super Heavy (A380): 135 seconds.
• Heavy, except A380: 90 seconds.
Irrespective of headwind, an absolute distance-based minimum of 3 NM applies.
Transition from distance-based to time-based separation may commence when established on base leg.
NOTE:
1. These minima may be increased at ATC discretion, or on pilot’s request (before commencing final
approach or before entering the runway).
ATC cannot decrease wake turbulence separation minima on pilot’s request.
2. Be aware of the area up to 1000 ft below and behind a Heavy or A380 aircraft, especially at low altitude.
3. B757, B707, DC 8 and IL-62 are not required to use the word Heavy on initial contact with UK ATC.
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15.5 UK FIS
— Introduction
• Contrary to ICAO Flight Information Service (FIS), Radar Advisory Service (RAS) and Radar
Information Service (RIS), UK FIS in Class G airspace comprizes the 4 types of services detailed
below.
• A variety of reasons may preclude the start or continuation of one of the services:
E.g. Workload/tactical priorities, RT congestion, radar (display) limitations, unpredicted and/or high-
energy manoeuvres,by unknown traffic (i.e. aircraft not receiving ATC or FIS).
It may not always be possible to timely inform pilots about a (temporary) reduction of an agreed service.
• Except when a Basic Service is provided, any change in flight profile shall be coordinated with the FIS
controller, unless safety is likely to be compromised.
KLM NOTE: Flights may not be planned via UK Class G airspace, except as authorized in chapter 3.3.
— Basic Service
In general this service is equivalent to the ICAO FIS, i.e. provision of advice and info on en-route and airport
weather, changes in navaid serviceability, general airspace activity, and info likely to affect safety.
However, ICAO FIS includes limited provision of collision hazard info, the UK Basic Service does not:
Collision avoidance with other aircraft or terrain is solely pilot’s responsibility
The service can be provided by an ATC FIS controller or, Basic Service only, by an FIS officer (FISO).
FISOs use the RT suffix Information.
A transponder code may be assigned on request of adjacent (airport) radar units, but this does not imply
that radar derived traffic information can be expected.
— Procedural Service
In addition to Basic Service, an FIS controller provides non-radar derived deconfliction advice traffic
participating in the Procedural Service.
Additionally the FIS controller may provide traffic information on aircraft to which he is providing a Basic
Service, and on any other possibly conflicting flight which he has been informed about by another ATS unit.
ATC at non-radar airports may routinely apply this service to arriving & departing IFR flights.
Collision avoidance with other aircraft or terrain is solely pilot’s responsibility
— Traffic Service
In addition to Basic Service, an FIS controller provides radar derived info to assist avoiding other traffic.
The FIS controller will update traffic info if it continues to constitute a definite hazard or on request.
Collision avoidance with other aircraft or terrain is solely pilot’s responsibility.
— Deconfliction Service
In addition to Basic Service, an FIS controller provides radar derived info and deconfliction advice.
Inform the FIS controller if deciding not to act on the advice.
Collision avoidance with other aircraft or terrain is ultimately pilot’s responsibility.
(This service is equivalent to ICAO Radar Advisory Service.)
— Into Controlled airspace
• General
The FIS controller/FISO may be able to assist but, if not, the pilot must obtain entry clearance himself.
Exception for airways: Request clearance 10 min from the intended joining point from the FIS controller/
FISO. (If unable: The CTL Sector controlling the airway.)
• Into Amsterdam FIR
Request entry clearance in time from London MIL or INFO. Advise estimated time of FIR entry.
Option of last resort: Amsterdam INFO.
Once entry clearance is obtained, contact Amsterdam RAD.
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15.6 UK Special Use Airspace (SUA)

— Introduction
• In addition to the standard SUA information, this subparagraph aims at increasing awareness of the
specific hazards associated with operations in UK Class G SUA.
The AIP information below can be supplemented by Company instructions/restrictions.
• Radar service, as mentioned below, is either Traffic Service or Deconfliction Service, as provided under
(uncontrolled, Class G) UK FIS. See previous subparagraph.
• Some SUA types given under Upper Airspace may extend into lower airspace.
— Upper Airspace
• MIL Training Area (MTA)
An area within which intense MIL flying training takes place; lower limits FL195 - 285.
Because of the random nature of activities within these areas it is not possible to provide civil ATC
during hours of activity. Consequently, transit of civil flights through active MTAs cannot be authorized,
except in emergency.
• Temporary Reserved Area (TRA)
Airspace normally under the jurisdiction of one ATS unit and temporarily reserved, by common
agreement, for the specific use by another ATS unit. (TRAs form part of the FUA concept: See 3.1.)
UK TRAs have been established between FL195 - 245 to accommodate the various VFR airspace
users including MIL autonomous operational requirements.
UK TRAs are Class G airspace, except that where controlled airspace (e.g. airways), danger areas etc.
overlap a TRA, the more restrictive airspace structure take precedence.
TRAGs have been established for gliders; upper limit: UNL or FL240, lower limits FL195 - 240.
• Danger Area (DA)
In the immediate vicinity of active DAs, many MIL aircraft fly arrival, holding and departure patterns.
Pilots are to keep an especially sharp lookout and are strongly advised to use a radar service.
• Air-to-Air Refuelling Area (AARA)
Airspace within which air-to-air refuelling takes place under radar service. Upper limits FL290 - 170
(Area 9: FL50).
Refuelling aircraft will not necessarily conform with the Quadrantal or Semi-circular FL system and are
unable to take rapid avoiding action.
— Lower Airspace
• Area of Intense Air Activity (AIAA)
Airspace within which the intensity of civil and/or MIL activity is exceptionally high or where aircraft,
either singly or in combination with others, participate in unusual manoeuvres. Upper limits FL190 -
5000 ft.
Pilots unable to avoid AIAAs are to keep a good lookout and are strongly advised to use a radar service.
• Aerial Tactics Area (ATA)
Airspace designated for air combat training within which high energy manoeuvres are practiced by
aircraft formations. Upper limits FL245 - 175.
Pilots unable to avoid ATAs are strongly advised to use a radar service.
• Non-SSR Glider Area: NSGAs are active during daylight hours between FL195 - FL100.
15.7 Practice calls on 121.5

Contrary to ICAO Standards, practice calls on 121.5 are encouraged in the UK.
18 AUG 2016 3.5. p.11

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OM C1 - GENERAL ROM 3.6 VOLMET
1. HF
VOLMET3.6
— VOLMET Azerbaijan (Baku, VHF) and Uzbekistan (Tashkent, HF & VHF) in Chapter 5.6, F/E (South).
— European Russia: HF Peterburg Meteo, see below; VHF Moscow and St. Peterburg, see next pages.
— Siberia in F/E (North) 6.6, except for Arkhangelsk and Murmansk (see Peterburg, below) and
Yekaterinburg, Novosibirsk and Samara (see VHF Yekaterinburg, below).
3413 HN - 5505 - 8957 - 13264 HJ 3413 HN - 5505 - 8957 - 13264 HJ Yekaterinburg 123.000*)
H+ H+ H+ H+ Yekaterinburg/Koltsovo
SHANNON SHANNON
00-05 30-35 20-25 50-55 Novosibirsk**/Tolmachevo
SIGMET X X SIGMET X X Samara/Kurumoch
Brussels FA - Paris CDG FA - Perm/Bolshoe Savino
Amsterdam FA - Paris ORY FA - UFA
Frankfurt A FA Zurich A - Omsk/Tsentralny
Cologne-Bonn - FA Geneva A - Magnitogorsk
Hamburg A - Milan MXP A - Tyumen/Roschchino
Dusseldorf - A Hamburg - FA Chelyabinsk/Balandino
Munich A A Brussels - A * METAR Rus + En (H24)
Luxembourg - A Amsterdam - A ** Also on Novosibirsk VHF
H+ H+ Frankfurt - A 120.800, see Chapter 6.6.
SHANNON
05-10 35-40 Cologne-Bonn - A
London LHR FA A H+ H+
SHANNON
London LGW FA A 25-30 55-00
London STN FA - Stockholm ARN A -
Prestwick A - Manchester A -
Keflavik - FA Shannon A -
Glasgow A FA Copenhagen A -
Manchester - FA Bergen A -
H+ H+ Dublin A -
SHANNON
10-15 40-45 Helsinki A -
SIGMET X X Rome FCO - FA
Dublin FA - Milan MXP - FA
Shannon FA - Turin - A
Manchester A - Lisbon - A
Keflavik A - Lajes - A
Oslo - FA Santa Maria - A
Kopenhagen - FA
Gothenburg - A PETERBURG METEO H+
Stockholm - A 8939 & 6617 Ru + En 35-45
Bergen - FA Sankt-Peterburg/Pulkovo A
Helsinki - A Arkhangelsk/Talagi A
H+ H+ Moscow SVO A
SHANNON
15-20 45-50 Moscow DME A
Santa Maria FA - Moscow VKO A
Lisbon FA - Murmansk A
Madrid FA - Pskov A
Lajes A - Kaliningrad/Khrabrovo A
Zurich - FA
Geneva - FA
Paris CDG - A F = TAF; A = METAR, (if available) with TREND
Paris ORY - A
31 MAR 2016 3.6. p.1

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2. VHF VOLMET
NOTE: This paragraph provides all ADs in KLM OM C3 for which European VHF VOLMET info can be received.
However, observe different OM C3 coverage per aeroplane type.
Airport (OM C3) VOLMET Station See pages 6 - 10 for frequency & content
Aalborg Copenhagen
Aberdeen Scottish
Agadir Casablanca - Las Palmas
Alexandria (HEBA) Cairo
Alger Alger - Alicante
Alicante Alicante - Madrid
Amman Beirut - Tel Aviv
Amsterdam Amsterdam - Bremen - Brussels - Frankfurt I - London Main - Paris
Ankara Ankara - Beirut - Istanbul - Izmir - Nicosia
Athens Athinai - Brindisi - Cairo - Istanbul - Nicosia
Barcelona Alger - Barcelona - Bordeaux - Madrid - Marseille - Santiago
Basle Frankfurt I - Geneva - Paris (Fr) - Pisa - Zurich
Bastia O/r via 'Marseille Info' 120.550 - Marseille (Fr)
Beirut Ankara - Beirut - Cairo - Nicosia - Beirut
Belfast Dublin - Scottish
Belgrade Beograd - Budapest - Bucuresti - Skopje - Sofia - Zagreb
Benghazi Cairo - Malta
Bergamo Milan - o/r via 'Munich Info' 126.950 or 'Zurich Info' 124.700
Berlin BER Berlin - Prague - Warsaw
Biarritz Bordeaux (Fr)
Bilbao Madrid
Billund Copenhagen
Birmingham London South
Bologna Pisa - o/r via 'Munich Info' 126.950 or 'Zurich Info' 124.700
Bordeaux Bordeaux - Madrid - Santiago
Bratislava Bratislava - Budapest - L’viv - Prague - Vienna
Bremen Bremen
Brindisi Brindisi
Bristol London South
Brussels Amsterdam - Brussels - Frankfurt I - London Main - Paris
Bucharest OTP Beograd - Bucuresti - Budapest - Istanbul - Odesa - Sofia
Bucharest BBU Bucharest
Budapest Beograd - Bucuresti - Budapest - Prague - Sofia - Vienna - Warsaw
Cairo Athinai - Beirut - Cairo
Cardiff London South
Catania Malta - Rome
Cologne-Bonn Bremen - Brussels - Frankfurt II
Constanta Bucuresti
Copenhagen Amsterdam - Berlin - Bremen - Copenhagen - Stockholm - Warsaw
Cork Dublin
Damascus Beirut - Cairo - Nicosia
Derby (East Midl.) London North
Djerba Tunis
Dresden Berlin
Dnipropetrovsk Dnipropetrovs’k - Simferopol’
Dublin Dublin - London Main
Dubrovnik Zagreb
Dusseldorf Amsterdam - Brussels - Frankfurt II
05 NOV 2020 3.6. p.2

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East Midl. (Derby) London North
Edinburgh Scottish
Elazig Adana VOLMET 126.250 - Erzurum VOLMET 127.275 - Sivas VOLMET 124.050
Erzurum Erzurum VOLMET 127.275
Faro Lisboa - Santiago - Sevilla
Frankfurt FRA Bremen - Brussels - Frankfurt I and II - Minsk - Prague - Zagreb - Zurich
Gdansk Warsaw
Geneva Bordeaux - Frankfurt I - Geneva - Marseille - Paris - Pisa - Zurich
Genoa Milan - o/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Girona Barcelona
Glasgow Dublin - London Main - Scottish
Goteborg GOT Copenhagen - Jönköping - Stockholm
Goteborg Saeve Jönköping
Gran Canaria Casablanca - Las Palmas - Lisboa
Hamburg Amsterdam - Bremen - Copenhagen - Frankfurt II
Hannover Bremen
Helsinki Helsinki - Moscow - Riga - Sankt-Peterburg - Stockholm
Homiel Minsk
Humberside London North
Hurghada Cairo
Ibiza Alicante - Barcelona
Iraklion Athinai
Istanbul IST Ankara - Athinai - Beirut - Bucuresti - Istanbul - Izmir - Odesa - Simferopol’ - Sofia
Istanbul SAW Istanbul
Izmir Ankara - Istanbul - Izmir
Jönköping Jönköping
Karlstad Jönköping
Kerkira Athinai - Brindisi
Kyiv KBP Dnipropetrovs’k - Kyiv - L’viv - Minsk - Moscow - Odesa - Simferopol’
Kyiv IEV Dnipropetrovs’k
Larnaka Ankara - Athinai - Beirut - Cairo - Nicosia - Tel Aviv
Leeds Bradford London North
Leipzig Berlin
Lille Bordeaux (Fr) - Marseille (Fr) - Paris (Fr)
Linz Vienna
Lisbon Bordeaux - Las Palmas - Lisboa - Madrid - Santiago - Seville
Liverpool London North
Ljubljana Zagreb
London LGW Amsterdam - Dublin - London Main - London North - Paris
London LHR Amsterdam - Brussels - Dublin - London Main - Paris - Scottish
London LTN London South
London STN London Main
Luxembourg Brussels
Luxor Cairo
L’viv Kyiv - L’viv
Lyon Geneva - Marseille - Paris
Madrid Alger - Alicante - Barcelona - Bordeaux - Las Palmas - Lisboa - Madrid - Santiago -
Sevilla
Malaga Alicante - Barcelona - Casablanca - Madrid - Santiago - Sevilla
Malmö Copenhagen - Jönköping - Stockholm
Malta Malta - Rome
Manchester Dublin - London Main - London North
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Marrakech Casablanca
Marseille Alger - Barcelona - Bordeaux (Fr) - Marseille
Milan LIN Geneva - Marseille - Milan - Rome - Zurich
Milan Malpensa Geneva - Milan - Rome - Zurich
Minsk 2 Minsk - Sankt-Peterburg
Monastir Tunis
Montpellier Marseille (Fr)
Moscow DME Moscow
Moscow SVO Minsk - Moscow - Riga - Sankt-Peterburg - Simferopol’ - Warsaw
Moscow VKO Minsk - Moscow - Sankt-Peterburg
Munich Frankfurt II - Pisa - Prague - Vienna - Zagreb - Zurich
Nantes Paris (Fr) - Santiago
Newcastle London North
Nice Alger - Bordeaux (Fr) - Geneva - Marseille - Milan
Nimes Marseille (Fr)
Norrköping Stockholm
Norwich London South
Nurnberg Frankfurt II
Odesa Dnipropetrovs’k - Kyiv - L’viv - Odesa - Simferopol’
Oslo Copenhagen - Stockholm
Oostende Brussels
Palma de Mallorca Alger - Alicante - Bordeaux - Barcelona - Marseille
Pafos Nicosia
Paris CDG Amsterdam - Bordeaux - Frankfurt I - Geneva - London Main - Marseille - Paris
Paris ORY Bordeaux - Brussels - Geneva - Marseille (Fr) - Paris
Pisa Brindisi - Milan - Pisa - o/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Porto Lisboa - Santiago
Porto Santo Lisboa
Poznan Warsaw
Prague (Ruzyne) Berlin - Bratislava - Budapest - Frankfurt I - Prague - Warsaw
Prestwick Dublin - Scottish
Rodos Athinai - Nicosia
Riga Minsk - Riga
Rome CIA Brindisi - Milan - Rome
Rome FCO Brindisi - Malta - Marseille - Milan - Rome
Rotterdam Amsterdam
Sankt-Peterburg Helsinki - Minsk - Moscow - Riga - Sankt-Peterburg
Santiago de Comp. Santiago
Seville Casablanca - Lisboa - Madrid - Sevilla
Shannon Dublin
Sofia Beograd - Bucuresti - Budapest - Istanbul - Skopje - Sofia
Stavanger Copenhagen - Ekofisk
Stockholm ARN Copenhagen - Helsinki - Jönköping - Sankt-Peterburg - Riga - Stockholm - Sundsvall
- Warsaw
Stockholm NYO Jönköping
Stuttgart Frankfurt II - Zurich
Tallinn Helsinki - Riga
Tampere Helsinki
Tarbes Bordeaux (Fr)
Teesside Intl. London North

Tel Aviv Nicosia - Tel Aviv
05 NOV 2020 3.6. p.4

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Tenerife South Las Palmas - Lisboa
Thessaloniki Athinai - Beograd - Brindisi - Skopje - Sofia
Toulouse Barcelona - Bordeaux - Marseille (Fr)
Trabzon Ankara - Carsamba VOLMET 125.275
Treviso O/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Trieste Pisa - o/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Tripoli Malta
Tunis Alger - Malta - Rome - Tunis
Turin/Torino Milan - o/r via ’Munich Info’ 126.95 or ’Zurich Info’ 124.70
Turku Helsinki - Stockholm
Valencia Alicante - Madrid
Venice Milan - Pisa - o/r via ’Munich Info’ 126.950, ’Munich Info’ 126.950 or ’Zurich Info’
124.700
Verona O/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Vienna Berlin - Budapest - Frankfurt I - Prague - Vienna
Vilnius Moscow - Sankt-Peterburg - Riga
Warsaw Berlin - Budapest - Minsk - Moscow - Prague - Riga - Warsaw
Zagreb Beograd - Vienna - Zagreb
Zurich Frankfurt I - Geneva - Paris - Pisa - Zagreb - Zurich
10 NOV 2016 3.6. p.5

k 3. EUROPE
NOTE: A Runway State Message is not broadcast, except for the term SNOCLO.
Alger 126.800 Amsterdam 126.200 Athinai 127.800 Beirut (continued)

05-22, H+10, +40 Amsterdam Athinai ATH Abadan
Alger Rotterdam Thessaloniki (Makedonia) Kuwait
Annaba Brussels Andravida Bahrain
Constantine Dusseldorf Rodos (Diagoras) Istanbul
Oran Paris CDG Iraklion (N. Kazantzakis) Ankara
Tunis London LHR and LGW Kerkira (I. Kapodistrias) Tehran
Madrid Copenhagen Larnaka
Barcelona Hamburg Cairo Beograd 126.400
Palma de Mallorca Istanbul IST Beograd
Marseille Ankara/Esenboga 127.000 Zagreb
Nice Ankara/Esenboga Barcelona 127.600 Budapest
Adana Madrid Bucharest OTP
Alicante 126.000 Antalya Barcelona Sofia
Madrid Istanbul IST Palma Thessaloniki
Palma Izmir (Adnan Menderes) Malaga Domestic Aerodromes
Malaga Trabzon Ibiza
Valencia Samsun/Carsamba Girona Berlin 128.400
Alicante Larnaka Menorca Berlin BER
Ibiza Nicosia Toulouse Dresden
Granada/Federico Beirut Marseille Leipzig
Granada/Jaen SIGMET Prague
Alger Beirut 126.000 Copenhagen
Oran Beirut Warsaw
Larnaka Vienna
Damascus
Amman
Cairo
05 NOV 2020 3.6. p.6

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Bordeaux 126.400 Brindisi 127.600 Cairo 126.200 Dublin 127.005

Bordeaux Brindisi Intervals of 8-10 min Dublin
Toulouse Pisa Cairo Shannon
Paris CDG Rome FCO Hurghada Cork
Paris ORY Rome CIA Sharm El Sheikh Belfast
Madrid Napels Luxor Glasgow
Barcelona Athinai Aswan Prestwick
Palma de Mallorca Thessaloniki Borg El Arab (HEBA) Manchester
Lisbon Kerkira Alexandria (HEAX) London LHR
Geneva Andravida Beirut London LGW
SIGMET Bordeaux FIR Damascus
and France UIR Brussels 127.800 + EBBR Larnaka Ekofisk 118.975 05-17
Antwerp Athinai ATH Stavanger
Bordeaux 127.000 Fr Brussels Benghazi Haugesund
Biarritz Ostend Khartoum
Bordeaux London LHR Jeddah Frankfurt I 127.600
Lille Luxembourg Frankfurt FRA
Marseille Amsterdam Casablanca 127.600 Brussels
Nice Paris ORY Agadir Amsterdam
Pau Frankfurt FRA Casablanca Zurich
Paris ORY Cologne-Bonn Fes Geneva
Paris CDG Dusseldorf Marrakech Basel
Tarbes Oujda Vienna
Toulouse Bucuresti 126.800 Rabat Prague
Tours Bucharest OTP Tanger Paris CDG
SIGMET Bordeaux FIR Bucharest Baneasa Gran Canaria/Las Palmas
and France UIR Constanta Malaga Frankfurt II 135.775
Timisoara Seville Frankfurt FRA
Bratislava 126.200 Beograd Cologne-Bonn
Slavic-En Sofia Copenhagen 127.000 Dusseldorf
SIGMET Chisinau Copenhagen Stuttgart
Bratislava Istanbul IST Billund Nuremberg
Ruzyne (Prague) Budapest Aalborg Munich
Domestic airports (not Hamburg Hamburg
published by KLM) Budapest 127.400 Malmö
QNH Bratislava FIR Budapest Gothenburg
Prague Stockholm ARN
Bremen 127.400 Bratislava Oslo
Hannover Arad Stavanger
Hamburg Bucharest OTP
Bremen Belgrade Dnipropetrovs’k 126.450
Cologne-Bonn Sofia Dnipropetrovs’k
Frankfurt FRA Warsaw Kyiv KBP
Amsterdam Vienna Kyiv/Zhuliany
Copenhagen SIGMET FIR Odesa
SIGMET Dnipropetrovs’k
and Simferopol FIRs
05 NOV 2020 3.6. p.7

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Geneva 126.800 Kyiv/Borispol 129.375 London North 126.600 Malta/Luqa 126.800

Geneva Chisinau + EGKK Rome FCO
Zurich Kyiv KBP Teesside Intl. Naples
Basel L'viv East Midlands Palermo
Nice Odesa Humberside Catania
Lyon SIGMET FIR Isle of Man Tunis
Paris CDG Leeds Bradford Tripoli
Paris ORY Liverpool Benghazi
Milan LIN London LGW Luqa
Milan MXP Manchester
Newcastle Marseille 127.405
Helsinki-Vantaa 128.400, Las Palmas 126.200 Marseille
00358-20-708.3377 Gran Canaria London South 128.600 Nice
Helsinki Tenerife Norte + EGKK Lyon
Tampere/Pirkkala Tenerife Sur (Reina Sofia) Birmingham Geneva
Turku Fuerteventura Bournemouth Paris CDG
Stockholm ARN Lanzarote Bristol Rome FCO
St. Peterburg Casablanca Cardiff Milan LIN
Tallinn Marrakech Jersey Palma
Kuopio Agadir London LTN Barcelona
Oulu Madrid Norwich SIGMET Marseille FIR and
Lisboa Southampton France UIR
Istanbul 127.400 Southend
Istanbul IST Lisboa 126.400 Marseille 128.600 Fr
Izmir (Adnan Menderes) Lisbon L’viv 133.125 Ajaccio
Bursa/Yenisehir Porto Bratislava Bastia
Dalaman Faro Ivano-Frankivs’k Lille
Ankara/Esenboga Seville Kyiv KBP Lyon
Antalya Madrid L’viv Marseille
Bodrum/Milas Gran Canaria/Las Palmas Odesa Montpellier
Istanbul/Sabiha Gokcen Tenerife Sur SIGMET L’viv FIR Nice
Bucharest OTP Madeira Nimes
Athinai ATH Porto Santo Paris CDG
Sofia Santa Maria Paris ORY
Bucharest OTP Ponta Delgada Toulouse
SIGMET FIR Lajes SIGMET Marseille FIR and
(In Santa Maria OFIR use Madrid 126.200 France UIR
Jönköping 127.200 Lisboa 124.850) Madrid
Stockholm ARN Barcelona Milan 126.600
Stockholm Bromma London Main 135.375 Sevilla Milan LIN
Stockholm NYO + EGKK Malaga Milan MXP
Gothenburg GOT Amsterdam Valencia Turin
Gothenburg GSE Brussels Alicante Genoa
Malmö Dublin Bilbao Venice
Jönköping Glasgow Lisboa Pisa
Kalmar London LGW Bordeaux Rome FCO
Karlstad London LHR Bergamo
London STN Nice
Izmir/Ad. Mender. 127.925 Manchester
Izmir/Adnan Menderes Paris CDG
Ankara/Esenboga
Istanbul IST
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Minsk 126.675 Paris 125.150 Fr Rome 126.000 Sevilla 127.000

Minsk 2 Bale-Mulhouse Rome CIA Madrid
Kyiv KBP Beauvais Rome FCO Sevilla
Warsaw Brest Napels Malaga
Riga Lille Catania Gibraltar
Moscow SVO Nantes Palermo Lisboa
Moscow VKO Paris CDG Milan LIN Faro
Frankfurt Paris ORY Milan MXP Casablanca
Homiel Reims Malta Tanger
St. Peterburg Strasbourg Tunis Rabat
Tours
Moscow 127.875 03-21 SIGMET UIR and Paris, Sankt-Peterburg, Simferopol’ 128.125
Moscow SVO Brest and Reims FIRs Pulkovo 125.875 Dnipropetrovs’k
St. Peterburg/Pulkovo St. Peterburg/Pulkovo Kryvyi Rih
Kyiv KBP Pisa 128.400 Moscow SVO Chisinau
Moscow VKO Pisa Moscow VKO Mykolaiv
Warsaw/Okencie Venice Minsk 2 Moscow SVO
Helsinki/Vantaa Trieste Kaliningrad/Khrabrovo Odesa
Moscow DME Bologna Vilnius Simferopol’
Vilnius Rimini Stockholm ARN Istanbul
Zurich Helsinki/Vantaa Kyiv KBP
Nicosia 127.200 Geneva SIGMET FIR
Larnaka Basel
Paphos Munich Santiago 126.600 Skopje 124.325
Athinai ATH Madrid Skopje
Rodos Prague 128.605 Barcelona Ohrid
Beirut Berlin BER Asturias Beograd
Damascus Bratislava Santiago Sofia
Tel Aviv Budapest Lisboa Thessaloniki
SIGMET FIR Frankfurt FRA Porto Tirana
Munchen Faro
Odesa 126.375 Praha Brest Sofia 126.600
Bucharest Warszawa Nantes Sofia
Istanbul IST Wien Varna
Chisinau SIGMET FIR Scottish 125.725 Burgas
Kiyv KBP + EGPX Plovdiv
Odesa Prague II 125.525 Aberdeen Budapest
SIGMET Odesa, Simferopol Brno Belfast Bucharest OTP
and Dnipropetrovs’k FIRs Praha Edinburgh Belgrade
Domestic aerodromes Glasgow Thessaloniki
Paris 126.005 SIGMET FIR Inverness Istanbul
Paris CDG London LHR
Paris ORY Riga 127.650 Prestwick
Lyon Riga Stornoway
Geneva Vilnius Sumburgh
Zurich Tallinn
London LHR Stockholm ARN
London LGW Moscow SVO
Brussels St. Peterburg
Amsterdam Helsinki
SIGMET UIR and Paris, Warsaw
Brest and Reims FIRs SIGMET FIR
05 NOV 2020 3.6. p.9

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Stockholm 127.600 Vienna 126.000 + LOWW Zurich 127.200

Stockholm ARN SIGMET Zurich
Norrköping Vienna Geneva
Malmö Linz (0250-2250) Basel
Copenhagen Salzburg (0250-2250) Frankfurt FRA
Gothenburg GOT Graz (0250-2250) Munich
Oslo Klagenfurt (0250-2250) Stuttgart
Helsinki Bratislava Milan MXP
Turku Budapest Milan LIN
Visby Zagreb Lugano (HO)
Munich
Sundsvall 127.800
Stockholm ARN Warsaw 127.600 H+50
Stockholm Bromma Copenhagen
Sundsvall-Harnosand Stockholm ARN
Umea Berlin Schönefeld
Skelleftea
Lulea Warsaw 127.600 H+00
Kiruna Warsaw
Gdansk
Tel Aviv (Ben Gu.) 126.800 Poznan
Tel Aviv TLV Moscow SVO
Eilat Budapest
Larnaka (if available) Prague
Amman Q. A. (if available)
Tel Aviv/Sdedov (HJ) Zagreb 127.800
Haifa (HJ) H+5 to H+15
Rosh-pina (HJ) Zagreb
SIGMET Tel Aviv FIR Ljubljana
Beograd
Tunis 126.600 Dubrovnik
Tunis Split
Djerba/Zarzis Pula
Enfidha - Hammamet Sarajevo
Monastir Zurich
Sfax Munich
Tabarka Frankfurt FRA
Tozeur
Gafsa
Gabes
El Borma
SIGMET
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OM C1 - GENERAL ROM 3.7 Destination Alternates
1. INTRODUCTION
Destn
i ato
i nAlternates3.70
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle.
— Availability of adequate ground handling equipment & maintenance is not assured at all alternate airports.
Legend Legend
77 B777/787 C1 Commercial alternate sequence number (Source: OCC/LM)
A3 A330 + Alternate airport adequate for indicated aircraft type (Source: SPL/OL)
B3 B737 - Alternate airport NOT adequate for indicated aircraft type (Source: SPL/OL)
? Adequacy of alternate airport not (yet) considered for given aircraft type
R*) Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI and/or OM C4 ASI
F*) Restricted fuel availability (no other restrictions), see OM C3 AOI
*) Source: SPL/OC, except OM C4 (Additional Station Info) = Source: SPL/OL
2. AALBORG, EKYT AAL (F)
B737 ºT NM Remarks
Aarhus C2 EKAH AAR 152 054 R
Billund C1 EKBI BLL 196 084 F
Copenhagen C3 EKCH CPH 134 129
Malmo C4 ESMS MMX 129 149 F
3. AALESUND, ENAL AES (R)
B737 ºT NM Remarks
Bergen C2 ENBR BGO 191 139
Trondheim C1 ENVA TRD 068 141 F
Oslo C4 ENGM OSL 135 201
Stavanger C3 ENZV SVG 184 222 F
4. ABERDEEN, EGPD ABZ (R)
B737 77 A3 B3 ºT NM Remarks
Edinburgh C1 EGPH EDI ? + + 207 085 F
Glasgow C2 EGPF GLA + + + 223 109
Prestwick C3 EGPK PIK + + + 218 129
Newcastle EGNT NCL ? + + 174 131 F
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5. ALICANTE, LEAL ALC
B737 ºT NM Remarks
Valencia C1 LEVC VLC 002 073
Ibiza C4 LEIB IBZ 069 097
Madrid C3 LEMD MAD 313 192
Malaga C5 LEMG AGP 243 211
Barcelona C2 LEBL BCN 034 218
6. AMSTERDAM, EHAM AMS
WB column = Wide Body
All types WB B3 77 A3 B3 ºT NM Remarks

Rotterdam C1 C1 EHRD RTM + + + 210 024 F
Eindhoven C2 EHEH EIN - +1) + 156 056 R; 1) A330-200 only (ACN restriction)
Groningen EHGG GRQ ? ? + 053 082 R; check RFF category
Brussels EBBR BRU + + + 187 085
Maastricht C2 C3 EHBK MST + + + 156 092 R
Dusseldorf EDDL DUS + + + 130 096 R
Ostend EBOS OST - + + 227 097 R
Munster/O. EDDG FMO + + + 096 108 R
Charleroi EBCI CRL + + + 186 111 R
Cologne-B. C3 C4 EDDK CGN + + + 134 124 R
Frankfurt EDDF FRA + + + 134 198 R
London EGLL LHR + + + 256 200 R
Hamburg EDDH HAM + + + 067 205 R
Paris LFPG CDG + + + 203 215
7. ATHENS, LGAV ATH
Chania LGSA CHQ + + + 176 145 R
Thessaloniki C1 LGTS SKG + + + 344 161
Iraklion C2 LGIR HER + + + 159 167
Kerkira C3 LGKR CFU + + + 298 213
Rodos LGRP RHO + + + 115 218
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8. BARCELONA, LEBL BCN
Reus C2 LERS REU + + + 258 042 R
Girona C1 LEGE GRO + + + 040 047
Valencia LEVC VLC + + + 227 160
Marseille LFML MRS + + + 047 189
Alicante LEAL ALC + + + 214 218
Madrid C3 LEMD MAD + + + 259 261
9. BASLE, LFSB BSL/MLH (R)
B737 ºT NM Remarks
Zurich C1 LSZH ZRH 101 042 R
Karlsruhe C2 EDSB FKB 017 075 F
Stuttgart C3 EDDS STR 046 095 R
Geneva C4 LSGG GVA 216 100 R; Limited parking
10. BELFAST CITY, EGAC BHD
B737 ºT NM Remarks
Prestwick C4 EGPK PIK 039 069
Dublin C1 EIDW DUB 191 073
Glasgow C2 EGPF GLA 033 090
Shannon C3 EINN SNN 223 158
11. BERGEN, ENBR BGO
Stavanger C1 ENZV SVG + + + 172 086 F
Sandefjord C3 ENTO TRF - - + 114 166 R; PPR may apply with OSL closed
Oslo C2 ENGM OSL + + + 092 175
Goteborg ESGG GOT + + + 126 270
12. BERLIN BRANDENBURG, EDDB BER (R)
Leipzig/Halle C2 EDDP LEIJ ? + + 220 073 R
Dresden C1 EDDC DRS + + + 172 074 R
Poznan EPPO POZ + + + 087 122
Prague LKPR PRG + + + 168 139 R
Hannover C3 EDDV HAJ + + + 274 140 R
Wroclaw EPWR WRO - - + 120 147
Hamburg C4 EDDH HAM + + + 302 148 R
Nurnberg EDDN NEU + + + 209 195 R
25 MAR 2021 3.7. p.3

k 3. EUROPE
13. BILBAO, LEBB BIO
B737 ºT NM Remarks
Vitoria LEVT VIT 256 026
Biarritz C1 LFBZ BIQ 080 061 R
Zaragoza C2 LEZG ZAZ 140 129 R
Bordeaux C3 LFBD BOD 046 132 F
Madrid LEMD MAD 190 172
Barcelona LEBL BCN 119 252
14. BILLUND, EKBI BLL (F)
Aarhus C2 EKAH AAR - ? + 056 060 R
Aalborg C1 EKYT AAL - + + 016 084 F
Copenhagen C3 EKCH CPH + + + 092 119
Amsterdam C4 EHAM AMS + + + 217 256
15. BIRMINGHAM, EGBB BHX
Derby (East Midlands) C1 EGNX EMA ? + + 034 027
Manchester C2 EGCC MAN + + + 341 057
Liverpool C3 EGGP LPL ? ? + 323 066
Bristol C4 EGGD BRS ? ? + 209 074 R
Cardiff EGFF CWL ? + + 223 087 Limited parking
16. BOLOGNA, LIPE BLQ (F)
B737 ºT NM Remarks
Verona C4 LIPX VRN 342 055 F
Pisa C2 LIRP PSA 217 064 F
Venice C1 LIPZ VCE 073 074 F
Treviso C3 LIPH TSF 030 077 R
Trieste LIPQ TRS 050 121 F
Milan Malpensa LIMC MXP 301 128
17. BORDEAUX, LFBD BOD (F)
Biarritz LFBZ BIQ ? ? + 024 089 R
Tarbes C2 LFBT LDE ? ? + 163 104 F
Toulouse C1 LFBO TLS + + + 129 115 F
Carcassonne C3 LFMK CCF ? ? + 127 163 R
25 MAR 2021 3.7. p.4

k 3. EUROPE
18. BREMEN, EDDW BRE (R)
Hamburg C2 EDDH HAM + + + 051 055 R
19. BRISTOL, EGGD BRS (R)
Cardiff C1 EGFF CWL ? + + 272 023 Limited parking
Birmingham C2 EGBB BHX + + + 029 074
20. BRUSSELS, EBBR BRU
Charleroi EBCI CRL + + + 183 027 R
Eindhoven C3 EHEH EIN - +1) + 046 047 R
1)
A330-200 only
Maastricht EHBK MST + + + 089 049 R
Rotterdam C2 EHRD RTM + + + 358 063 F
Ostend EBOS OST - + + 286 064 R
21. BUCHAREST, LROP OTP
Buc. Baneasa C1 LRBS BBU ? + + 168 004 R, but may be planned HN
by KLM.
Constanta LRCK CND + + + 097 139
Sofia LBSF SOF + + + 231 170
Istanbul C4 LTFM IST + + + 148 230
Belgrade LYBE BEG + + + 274 247
Budapest C2 LHBP BUD + + + 301 332 R
Vienna C3 LOWW VIE + + + 298 447
22. BUDAPEST, LHBP BUD (R)
Bratislava C3 LZIB BTS + + + 298 093
Linz LOWL LNZ + + + 283 210 R
Prague C2 LKPR PRG + + + 309 254 R
25 MAR 2021 3.7. p.5

k 3. EUROPE
23. CAGLIARI, LIEE CAG
B737 ºT NM Remarks
Alghero C2 LIEA AHO 335 090
Olbia C1 LIEO OLB 011 101
Rome C3 LIRF FCO 042 211
24. CARDIFF, EGFF CWL
Bristol C1 EGGD BRS ? ? + 092 023 R
25. CATANIA, LICC CTA
B737 ºT NM Remarks
Palermo C1 LICJ PMO 293 103
Brindisi C2 LIBR BDS 032 234 F
26. COPENHAGEN, EKCH CPH
Malmö C1 ESMS MMX + + + 100 024 F
Billund C2 EKBI BLL + + + 274 119 F
Goteborg C3 ESGG GOT + + + 355 123
Amsterdam EHAM AMS + + + 235 342
27. CORK, EICK ORK
B737 ºT NM Remarks
Dublin C2 EIDW DUB 040 125
Belfast City C3 EGAC BHD 028 192
28. DRESDEN, EDDC DRS (R)
Leipzig/Halle C1 EDDP LEJ ? + + 286 060 R
Prague LKPR PRG + + + 163 065 R
Berlin Brandenburg C2 EDDB BER + + + 352 074 R
Nurnberg C3 EDDN NUE + + + 226 143 R
Brno LKTB BRQ ? + + 136 214 R
25 MAR 2021 3.7. p.6

k 3. EUROPE
29. DUBLIN, EIDW DUB
B737 ºT NM Remarks
Belfast City C3 EGAC BHD 011 073
Liverpool EGGP LPL 091 123 R
Cork C1 EICK ORK 221 125
30. DUSSELDORF, EDDL DUS (R)
B737 ºT NM Remarks
Cologne-Bonn C1 EDDK CGN 150 029 R
Maastricht C3 EHBK MST 239 043 R
Eindhoven C2 EHEH EHV 281 053 R
Amsterdam C4 EHAM AMS 310 096
Frankfurt EDDF FRA 137 102 R
31. EDINBURGH, EGPH EDI (F)
Newcastle C2 EGNT NCL ? + + 134 079 F
Aberdeen C4 EGPD ABZ ? ? + 027 085 R
32. FRANKFURT, EDDF FRA (R)
Cologne-Bonn C1 EDDK CGN + + + 313 074 R
Stuttgart C2 EDDS STR + + + 163 085 R
Dusseldorf C3 EDDL DUS + + + 317 102 R
Zurich LSZH ZRH + + + 180 154 R
Munich EDDM MUC + + + 129 161 R
33. GDANSK, EPGD GDN
B737 ºT NM Remarks
Poznan C1 EPPO POZ 207 131
Warsaw C2 EPWA WAW 140 161 R
Krakow C3 EPKK KRK 164 263
25 MAR 2021 3.7. p.7

k 3. EUROPE
34. GENEVA, LSGG GVA (R)
Lyon C1 LFLL LYS + + + 234 053 F
Grenoble LFLS GNB + + + 212 062 R
Basle C3 LFSB BSL + + + 036 100 R; Limited parking
Zurich C2 LSZH ZRH + + + 054 124 R
Nice LFMN NCE + + + 163 161 F
35. GENOA, LIMJ GOA (F)
Milan Linate LIML LIN + + + 016 065 F
Torino C2 LIMF TRN + + + 313 069 F
Milan Malpensa C1 LIMC MXP + + + 356 073
Pisa C4 LIRP PSA + + + 123 080 F
Bergamo C5 LIME BGY + + + 025 084
Bologna C3 LIPE BLQ ? ? + 105 086 F
36. GLASGOW, EGPF GLA
Newcastle C3 EGNT NCL ? + + 118 106
Aberdeen C4 EGPD ABZ ? ? + 043 109 R
37. GOTEBORG, ESGG GOT
Jönköping C1 ESGJ JKG ? + + 084 057 R
Karlstad ESOK KSD - - + 017 112 R
Copenhagen C3 EKCH CPH + + + 175 123
Malmö C2 ESMS MMX + + + 165 131 F
Stockholm ESSA ARN + + + 056 212
38. GRAZ, LOWG GRZ
B737 ºT NM Remarks
Ljubljana C2 LJLJ LJU 218 061 R
Vienna C1 LOWW VIE 034 081
Linz C3 LOWL LNZ 326 090 R
Bratislava LZIB BTS 041 101
25 MAR 2021 3.7. p.8

k 3. EUROPE
39. HAMBURG, EDDH HAM (R)
Bremen C1 EDDW BRE + + + 231 055 R
Berlin Brandenburg C3 EDDB BER + + + 119 148
Copenhagen EKCH CPH + + + 038 151
40. HANNOVER, EDDV HAJ (R)
B737 ºT NM Remarks
Bremen C1 EDDW BRE 317 048 R
Hamburg C2 EDDH HAM 009 071 R
Munster- Osna. C3 EDDG FMO 255 076 R
41. HELSINKI, EFHK HEL
Tallinn EETN TLL + + + 185 054 F
Tampere C1 EFTP TMP + + + 329 077 F
Turku C2 EFTU TKU + + + 279 081
St. Petersburg ULLI LED + + + 101 162 Limited hotel capacity
Stockholm C3 ESSA ARN + + + 259 215
42. IBIZA, LEIB IBZ
Palma de M. LEPA PMI + + + 057 076
Valencia C1 LEVC VLC + + + 293 094
Alicante C3 LEAL ALC + + + 248 097
Barcelona C2 LEBL BCN + + + 012 149
Madrid LEMD MAD + + + 293 248
Malaga LEMG AGP + + + 245 309
43. INVERNESS, EGPE INV
25 MAR 2021 3.7. p.9

k 3. EUROPE
44. ISTANBUL, LTFM IST
B737 ºT NM Remarks
Tekirdag C1 LTBU TEQ 257 039
Burgas LBBG BOJ 324 095 R
Izmir C3 LTBJ ADB 202 194
Ankara C2 LTAC ESB 110 205
Thessaloniki LGTS SKG 260 266
Athens LGAV ATH 228 300
45. KRAKOW, EPKK KRK
B737 ºT NM Remarks
Wroclaw C1 EPWR WRO 299 127
Warsaw C2 EPWA WAW 020 133 R
Brno LKTB BRQ 245 133 R
L’viv UKLL LWO 096 162
Prague LKPR PRG 270 213 R
Gdansk EPGD GDN 349 263
46. KRISTIANSAND, ENCN KRS
B737 ºT NM Remarks
Aalborg EKYT AAL 140 088 F
Sandefjord C1 ENTO TRF 049 090 R; PPR may apply with OSL closed
Goteborg C4 ESGG GOT 104 138
47. KYIV, UKBB KBP
Kyiv Zhuliany UKKK IEV ? ? + 282 018
Odesa UKOO ODS - - + 182 236
Minsk UMMS MSQ + + + 333 237
L’viv C2 UKLL LWO ? ? + 263 269
Warsaw C1 EPWA WAW + + + 286 388 R
48. LEEDS BRADFORD, EGNM LBA (R)
Manchester EGCC MAN + + + 215 038
Teesside Intl. C2 EGNV MME ? + + 012 039 R
Humberside C1 EGNJ HUY ? ? + 079 050 R
Liverpool C4 EGGP LPL ? ? + 233 053 R
25 MAR 2021 3.7. p.10

k 3. EUROPE
49. LISBON, LPPT LIS (R)
Faro C2 LPFR FAO + + + 152 119 R
Porto C1 LPPR OPO + + + 008 149 F
Sevilla C3 LEZL SVQ + + + 118 173 R
Madrid LEMD MAD + + + 069 277
50. LONDON, EGLL LHR (R)
B737 - Unpredictable 77 A3 B3 ºT NM Remarks

London Gatwick C1 EGKK LGW + + + 153 022 R
London Luton C3 EGGW LTN - + + 007 024 R; Limited parking
London Stansted C2 EGSS STN + + + 046 036 R
Cardiff EGFF CWL ? + + 268 108 Limited parking
51. LUXEMBOURG, ELLX LUX (R)
B737 ºT NM Remarks
Maastricht C1 EHBK MST 348 079 R
Frankfurt EDDF FRA 075 095 R
Brussels EBBR BRU 319 101
52. LYON, LFLL LYS (F)
B737 ºT NM Remarks
Grenoble LFLS GNB 154 024 R
Geneva C1 LSGG GVA 054 053 R; Limited parking
Marseille C2 LFML MRS 178 137
Montpellier C3 LFMT MPL 200 137 F
Milan Malpensa LIMC MXP 092 153
Nice LFMN NCE 144 154 F
25 MAR 2021 3.7. p.11

k 3. EUROPE
53. MADRID, LEMD MAD
Salamanca LESA SLM - - + 288 093 R
Valladolid LEVD VLL - - + 322 094
Zaragoza LEZG ZAZ + + + 058 135 R
Valencia C1 LEVC VLC + + + 113 153
Alicante LEAL ALC + + + 133 191
Sevilla LEZL SVQ + + + 211 213 R
Lisbon C3 LPPT LIS + + + 248 277 R
54. MALAGA, LEMG AGP
B737 ºT NM Remarks
Sevilla C1 LEZL SVQ 305 081 R
Alicante C2 LEAL ALC 063 211
55. MANCHESTER, EGCC MAN
77 A3 B3 ºT NM Remarks
Liverpool C1 EGGP LPL ? ? + 269 021
Leeds Bradford C3 EGNM LBA ? ? + 035 038 R
56. MARSEILLE, LFML MRS
B737 ºT NM Remarks
Montpellier C2 LFMT MPL 280 055 F
Nice C1 LFMN NCE 080 088
Lyon LFLL LYS 358 137 F
Toulouse LFBO TLS 275 168 F
Barcelona LEBL BCN 228 189
57. MILAN LINATE, LIML LIN (F)
Charter flights not authorized (AIP)
Genoa C4 LIMJ GOA - - + 197 065 F
Pisa LIRP PSA + + + 156 116 F
25 MAR 2021 3.7. p.12

k 3. EUROPE
58. MILAN MALPENSA, LIMC MXP
Milan Linate C1 LIML LIN + + + 114 026 F
Pisa LIRP PSA + + + 147 137 F
59. MONTPELLIER, LFMT MPL (F)
B737 ºT NM Remarks
Marseille C1 LFML MRS 100 056
Carcassonne LFMK CCF 253 075 R
Toulouse C2 LFBO TLS 272 113 F
Lyon C3 LFLL LYS 020 137 F
Tarbes LFBT LDE 262 175 F
Bordeaux LFBD BOD 290 215 F
60. MOSCOW, UUEE SVO
NOTE: Do not plan (and avoid diversion to) Moscow Vnukovo, because of restricted/unavailable handling.
B737 - KL0903 unpredictable 77 A3 B3 ºT NM Remarks

Moscow Domodedovo C1 UUDD DME + + + 154 038
St. Petersburg C2 ULLI LED + + + 316 323 Limited hotel capacity
Minsk UMMS MSQ + + + 249 347
Kyiv UKBB KBP + + + 215 411
Riga EVRA RIX + + + 277 449
Tallinn EETN TLL + + + 297 452 F
Helsinki C3 EFHK HEL + + + 303 472 Schengen visa: See Chapter 3.5
61. MUNICH, EDDM MUC (R)
Frankfurt C3 EDDF FRA + + + 309 161 R
Vienna LOWW VIE + + + 094 192
25 MAR 2021 3.7. p.13

k 3. EUROPE
62. NANTES, LFRS NTE
B737 ºT NM Remarks
Rennes C1 LFRN RNS 355 055 R
Bordeaux C2 LFBD BOD 165 144 F
Paris Orly C3 LFPO ORY 058 186
63. NAPLES, LIRN NAP
B737 ºT NM Remarks
Bari C4 LIBD BRI 079 113
Brindisi C2 LIBR BDS 093 167 F
Palermo C3 LICJ PMO 199 171
64. NEWCASTLE, EGNT NCL
Teesside Intl. C1 EGNV MME ? + + 164 033 R
Leeds Bradford C3 EGNM LBA ? ? + 179 070 R
Prestwick EGPK PIK + + + 289 104
65. NICE, LFMN NCE (F)
Marseille C1 LFML MRS + + + 261 088
Torino LIMF TRN + + + 011 094 F
Montpellier C3 LFMT MPL ? ? + 268 141 F
Geneva LSGG GVA + + + 343 161 R; Limited parking
66. NORWICH, EGSH NWI (R)
B737 ºT NM Remarks
Humberside EGNJ HUY 313 080 R
Leeds Bradford C3 EGNM LBA 305 128 R
Manchester C2 EGCC MAN 289 135
25 MAR 2021 3.7. p.14

k 3. EUROPE
67. NURNBERG, EDDN NUE (R)
B737 ºT NM Remarks
Munich C1 EDDM MUC 158 074 R
Stuttgart C2 EDDS STR 236 087 R
Frankfurt C3 EDDF FRA 288 102 R
Prague C4 LKPR PRG 074 129 R
68. OSLO, ENGM OSL
Kristiansand C3 ENCN KRS ? ? + 218 151
Bergen ENBR BGO + + + 272 175
Stavanger C4 ENZV SVG + + + 244 184 F
Stockholm ESSA ARN + + + 099 208
Copenhagen EKCH CPH + + + 170 280
69. PARIS, LFPG CDG
Paris Orly C1 LFPO ORY + + + 201 018 R
Chalons LFOK XCR ? ? + 102 067 R
Lille C2 LFQQ LIL + + + 013 096 F
Brussels EBBR BRU + + + 033 136
70. PORTO, LPPR OPO (F)
B737 ºT NM Remarks
Vigo C1 LEVX VGO 005 060
Santiago LEST SCQ 010 100
Lisbon C2 LPPT LIS 191 149 R
Valladolid LEVD VLL 079 175
71. POZNAN, EPPO POZ
B737 ºT NM Remarks
Wroclaw C1 EPWR WRO 178 079
Gdansk C2 EPGD GDN 026 131
Berlin Brandenburg EDDB BER 270 122 R
Dresden EDDC DRS 237 138 R
Warsaw EPWA WAW 096 153 R
25 MAR 2021 3.7. p.15

k 3. EUROPE
72. PRAGUE, LKPR PRG (R)
Dresden C1 EDDC DRS + + + 343 065 R
Brno C2 LKTB BRQ ? + + 121 110 R
Bratislava LZIB BTS + + + 135 164
Budapest LHBP BUD + + + 129 254 R
73. ROME, LIRF FCO
Rome Ciampino C1 LIRA CIA + + + 093 016 R
Naples LIRN NAP + + + 120 108
Pisa C3 LIRP PSA + + + 324 139 F
Nice LFMN NCE + + + 297 248 F
Brindisi LIBR BDS + - + 105 266 F
74. SANDEFJORD, ENTO TRF (R)
B737 ºT NM Remarks
Kristiansand C2 ENCN KRS 229 090
Bergen ENBR BGO 294 166
75. SANKT-PETERBURG, ULLI LED
Tallinn C3 EETN TLL + + + 262 166 F
Turku EFTU TKU + + + 280 243
Riga C4 EVRA RIX + + + 229 263
Moscow C2 UUEE SVO + + + 135 323
Stockholm C5 ESSA ARN + + + 123 373
25 MAR 2021 3.7. p.16

k 3. EUROPE
76. SPLIT, LDSP SPU
B737 ºT NM Remarks
Zadar C1 LDZD ZAD 307 054
Zagreb C2 LDZA ZAG 353 133
Bari LIBD BRI 172 146
Ljubljana C3 LJLJ LJU 332 179
77. STAVANGER, ENZV SVG (F)
Bergen C1 ENBR BGO + + + 352 086
Kristiansand C3 ENCN KRS ? ? + 118 087
Goteborg ESGG GOT + + + 109 222
78. STOCKHOLM, ESSA ARN
Stockholm Skavsta C1 ESKN NYO + + + 211 060 F
Norrkoping ESSP NRK + + + 219 082
Turku EFTU TKU + + + 068 140
Oslo ENGM OSL + + + 279 208
79. STUTTGART, EDDS STR (R)
Karlsruhe C1 EDSB FKB + + + 277 045 F
Frankfurt C4 EDDF FRA + + + 342 085 R
Munich C3 EDDM MUC + + + 101 104 R
80. TEL AVIV, LLBG TLV (R)
COMP advice: For commercial reasons, use Amman Queen Alia for Fuel & go only.
B737, B777, B787 77 A3 B3 ºT NM Remarks

Amman Q. Alia OJAI AMM + + + 107 059
Larnaca C1 LCLK LCA + + + 340 183
Pafos C2 LCPH PFO + + + 324 202 F
Rodos LGRP RHO + + + 308 428
25 MAR 2021 3.7. p.17

k 3. EUROPE
81. TORINO, LIMF TRN (F)
B737 ºT NM Remarks
Milan Malpensa C1 LIMC MXP 060 052
Genoa C2 LIMJ GOA 133 069 F
Nice C4 LFMN NCE 191 094 F
Lyon C3 LFLL LYS 286 113 F
82. TOULOUSE, LFBO TLS (F)
Carcassonne C2 LFMK CCF ? ? + 122 048 R
Tarbes C3 LFBT LDE ? ? + 246 066 F
Montpellier C4 LFMT MPL ? ? + 091 113 F
Bordeaux C1 LFBD BOD + + + 309 115 F
Marseille LFML MRS + + + 094 168
Lyon LFLL LYS + + + 051 202 F
83. TRONDHEIM, ENVA TRD (F)
B737 ºT NM Remarks
Aalesund C2 ENAL AES 248 141 R
Bergen ENBR BGO 220 249
Sandefjord ENTO TRF 184 257 R; PPR may apply with OSL closed
Goteborg ESGG GOT 175 342
84. VAEXJOE, ESMX VXO
B737 ºT NM Remarks
Jonkoping C3 ESGJ JKG 337 054 R
Copenhagen C2 EKCH CPH 222 105
85. VALENCIA, LEVC VLC
Alicante C1 LEAL ALC + + + 182 073
Ibiza C4 LEIB IBZ + + + 113 094
Madrid C3 LEMD MAD + + + 292 154
Malaga C5 LEMG AGP + + + 228 254
25 MAR 2021 3.7. p.18

k 3. EUROPE
86. VENICE, LIPZ VCE (F)
Treviso C4 LIPH TSF ? + + 323 011 R
Trieste C2 LIPQ TRS ? + + 068 051 F
Verona C3 LIPX VRN ? + + 264 062 F
Milan Malpensa LIMC MXP + + + 273 153
87. VIENNA, LOWW VIE
Bratislava LZIB BTS + + + 083 026
Linz C2 LOWL LNZ + + + 275 096 R
Budapest C3 LHBP BUD + + + 110 116 R
Graz C1 LOWG GRZ - - + 215 081 R
Prague C4 LKPR PRG + + + 323 150 R
Munich C5 EDDM MUC + + + 274 192 R
Stuttgart EDDS STR + + + 277 295 R
88. WARSAW, EPWA WAW (R)
Krakow EPKK KRK - + + 200 133
Poznan C1 EPPO POZ - + + 276 153
Gdansk C2 EPGD GDN + + + 326 160
L’viv UKLL LWO ? ? + 141 181
Berlin Brandenburg C3 EDDB BER + + + 275 275
89. WROCLAW, EPWR WRO
B737 ºT NM Remarks
Prague C2 LKPR PRG 240 116 R
Dresden C3 EDDC DRS 272 117 R
Krakow C4 EPKK KRK 118 127
90. ZAGREB, LDZA ZAG
B737 ºT NM Remarks
Ljubljana C1 LJLJ LJU 293 073 R
Trieste C2 LIPQ TRS 272 109 F
Vienna C4 LOWW VIE 008 144
Budapest C3 LHBP BUD 052 167 R
25 MAR 2021 3.7. p.19

k 3. EUROPE
91. ZURICH, LSZH ZRH (R)
Basle C1 LFSB BSL + + + 281 042 R; Limited parking
Geneva C2 LSGG GVA + + + 234 124 R; Limited parking
Munich EDDM MUC + + + 068 141 R
25 MAR 2021 3.7. p.20

k 4. MIDDLE EAST
Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.0. p.1

Europe - Near & Middle East v.v. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.1
Europe - South-East Asia v.v. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.1
Political Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.1
Terrain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.1
Intercentre Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.1
Air-ground Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.1
Weather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.2
Restrictions on Imports, Camera Use and Clothing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.2
Month of Ramadan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.2
FIR Boundary Dispute Caspian Sea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. p.2
RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. p.1
RNP 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. p.1
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. p.1
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. p.1
Route Selection - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. p.2
2-Engined Aircraft Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. p.2
Tankering Restrictions B777, B787 & A330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. p.2
Fuel Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. p.2
Flightplanning - Country Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3. p.1
Iraq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3. p.1
Israel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3. p.1
Bahrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3. p.1
Oman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3. p.1
Saudi Arabia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3. p.2
United Arab Emirates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3. p.2
En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4. p.1
Reduced Longitudinal Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4. p.1
Oman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4. p.1
Saudi Arabia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4. p.1
United Arab Emirates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4. p.1
COMP Diversion Directives & Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4. p.1
Decompression Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4. p.2
21 MAY 2020 4.TOC. p.1

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VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5. p.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.1
Abu Dhabi, OMAA AUH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.1
Bahrain, OBBI BAH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.1
Dammam, OEDF DMM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.1
Dubai, OMDB DXB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.2
Kuwait, OKBK KWI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.2
Muscat, OOMS MCT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.2
Riyadh, OEK RUH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.2
Tel Aviv, LLBG TLV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6. p.2
31 DEC 2020 4.TOC. p.2

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Coverage4.0
United Arab Emirates (UAE) = Abu Dhabi, Dubai, Fujairah, Ras Al Khaimah and Sjarjah.
16 JUL 2020 4.0. p.1

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1. EUROPE - NEAR & MIDDLE EAST V.V.

Two main routes are currently available:

— Via Israel and Jordan.
— Via Egypt and Saudi Arabia.
2. EUROPE - SOUTH-EAST ASIA V.V.

Three main routes are currently available for non-stop flights between Europe and South-East Asia:
— Via Afghanistan, i.e. circumnavigating the Middle East region: See Chapter 5, Far East (South).
— Via Israel and Jordan.
— Via Saudi Arabia.
3. POLITICAL CONDITIONS
Several areas are subject to political stress. Sudden developments could influence route options.
When seeking advice, consult ATM-Dispatch and/or local KLM staff, but refrain from discussion with 'third
parties'. From different sources (e.g. SPL/AV - Security Department or SPL/OL - Air Traffic Management),
ATM-Dispatch may be able to collect useful info.
Only broad guidelines can be given for a condition in which the safety of (part of) the route becomes affected,
such as sudden airspace closure. The first priority then would be to assess the risk and size of the critical area.
When, for safety reasons, following the flight plan appears to be no longer feasible or practicable, turn back,
circumnavigate the critical area and/or proceed to an ERA.
4. TERRAIN
The Middle East is mountainous:
— Lebanon: Mountain range along the Mediterranean east coast (up to 12 000 ft).
— Iran
MGAs above 10 000 ft prevail. High mountain ranges are found close to the airports of Tehran, Tabriz,
Esfahan and Shiraz.
— Oman: Muscat area with heights up to 10 000 ft.
— Yemen: Saana area with heights up to 13 000 ft.
5. INTERCENTRE COMMUNICATIONS
Direct Speech and AFTN links in the ATS intercentre communication system may be deficient, resulting in
difficult co-ordination between adjacent ATC centres. Consequences could be:
— A 10 minutes pre-entry call, see OM C2 (Regional ROM);
— ATC may inquire about flight details, which are normally available through FPL notification, such as aircraft
registration and type, departure aerodrome, destination, etc.
6. AIR-GROUND COMMUNICATIONS
Time delay may be experienced while reporting position and in effecting changes to the flight plan, also in areas
with VHF coverage.
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7. WEATHER
— Strong westerly jetstream in winter: Core wind velocity may reach 150 kt.
— Sandstorms
Wind speeds of 20 kt and more may cause VIS reductions to well below 1000 m due to rising dust and sand.
Dust or sandstorms occur all year around, although most often in winter.
— Mediterranean depressions in winter
In winter, frontal depressions following an easterly track through the Mediterranean may proceed into the
Near East. The associated cold fronts may be accompanied by thunderstorm activity with heavy rainfall.
Snowfall is occasionally reported in Israel and Jordan.
Strong and gusty wind conditions may be encountered.
— Low Level Windshear
Large variations in temperature may occur daily near the surface of Middle East airports.
As a result, substantial shear conditions may be encountered.
Low level temperature inversions and strong windshear mostly occur at night during summer. Forecasts
rarely mention this phenomenon.
— Fog Risk at Southern Persian Gulf Airports
Fog may affect Abu Dhabi, Dubai and adjacent airports unexpectedly and sometimes simultaneously.
8. RESTRICTIONS ON IMPORTS, CAMERA USE AND CLOTHING

— General
Middle East manners and customs generally include disapproval of alcohol use, of literature containing
pornographic elements, and of making pictures of living creatures.
This disapproval may or may not be reflected in local laws and regulations. Most countries ban the
importation of alcohol and of literature considered to be pornographic.
The use of cameras is forbidden on most airports.
In some countries adherence to these laws is very strict.
— Iran
In addition to a ban on alcohol, importation of gambling articles is prohibited.
Furthermore, it is required by law for women (of all nationalities) to wear a 'chaddor' (long coat) and scarf.
In case of a prolonged stop at an Iranian airport, required clothing may have to be arranged locally.
9. MONTH OF RAMADAN
This is the Holy month in Islam. In this month Muslims normally refrain from eating and drinking during daytime.
Non-muslims in Muslim countries are expected not to eat and drink in public during this period.
10. FIR BOUNDARY DISPUTE CASPIAN SEA

Iran has unilaterally moved the Tehran FIR boundary over the Caspian Sea (i.e. over international waters) to
the north, see RFC.
At date of issue of this page the resulting dispute with Azerbaijan and Turkmenistan has not been settled.
However, Iran designated the official boundary REPs LALDA, ULDUS and PUTMA as ATC change-over
points, thereby delegating ATC responsibility north of these REPs to Azerbaijan and Turkmenistan, as
applicable.
28 MAY 2015 4.1. p.2

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1. RVSM
— RVSM is applied between FL290 - 410 incl. in the region, except in Tel Aviv FIR.
— RVSM instructions given in Chapter 3 Europe apply also for Middle East RVSM airspace.
— Additionally, in case an aircraft is temporarily non-RVSM approved/capable for technical reasons, special
ATC permission may be obtained to enable operation to a repair facility via RVSM airspace.
Such a request shall be made to the first ATC centre not later than 4 hours before flight. The first ATC centre
will coordinate with subsequent centres.
If approved, the ’W’ shall be removed from ATS FPL Item 10, and FPL Item 18 shall include STS/category
of operation (e.g. ferry)/APVD NONRVSM.
2. RNP 5
NOTE: Progressively States may re-designate RNP 5 airspace into RNAV 5 airspace.
In connection with RNP 5/RNAV 5, States in the region may or may not use the (EUR) term Basic RNAV.
Ref. (EUR) Chapter 3.1 and 3.2, RNP 5/RNAV 5 applies on designated STARs and SIDs and in:
— Bahrain & Qatar: On routes east of Bahrain above 10 500, routes north of Bahrain above FL285, and west
of Bahrain above FL195.
— Iran: Above FL285.
— Iraq: All airways.
— Jeddah FIR: Above FL195.
— Kuwait: Above FL155.
— Lebanon: Above FL290, except over land south of N 34.
— Oman: Above FL275 on airways (and within Muscat UTA).
— Syrian Arab Rep.: Above FL235 on R785 segment ’KTN’ - ZELAF, and UR219, segment SOKAN - FIRAS.
— United Arab Emirates: Above 10 500 ft and in the Dubai and Fujairah CTAs.
— Yemen Republic: RNP 5 at or above FL195 on ATS routes West of E056, and RNP 10 at or above FL195
on (oceanic) ATS routes East of E056.
3. TRANSPONDER
Legend: R = Mode A + C required; P = Arrangement possible if u/s, and O = Not required.
Bahrain R, P
Iran R, P
Iraq R
Israel R, but Mode C: O
Jordan R, P
Kuwait R, P
Lebanon O
Oman R (P?)
Saudi Arabia R; Mode C: P
Syrian Arab Republic R, P
United Arab Emirates R, P
Yemen Republic O
4. TCAS
See Chapter ’Flightplanning - Country Procedures’.
21 MAY 2020 4.2. p.1

k 4. MIDDLE EAST

Where countries instated separate Upper and Lower airspace, FL245 is the dividing level.
Exceptions: Bahrain & Qatar FL150, and United Arab Emirates FL145.
6. ROUTE SELECTION - GENERAL

— ’Routing Schemes’, ’Preferred Routes’ or other forms of prescribed routings (available in the FPL system),
as published by many countries in the region, Notamed airspace restrictions, as well as unavailability of
overflying permits may influence route selection.
— Iraq: Selection of ERAs that would require (off-airways) crossing of Iraqi airspace is not allowed.
7. 2-ENGINED AIRCRAFT OPERATIONS

Routine dispatch will be based on 60-min Non-ETOPS.
8. TANKERING RESTRICTIONS B777, B787 & A330

Applicable as per (EUR) Chapter 3.2.

— Assessed area: As per Chapter 4.0 - Coverage. Assessed aircraft types: All, except B737 only for Near
East destinations.
— ETOPS: If applicable, apply Contingency fuel planning as per OM A (BOM).
— ERAs: See OM C Airport Documentation Coverage charts.
— In view of the number of potentially adequate ERAs, no routine Contingency fuel check for N-1 and
decompression scenarios will be made by ATM-Dispatch for operations in the region.
10. FUEL QUALITY

’No (recent) data available’ for the following Middle East airports:
— Iran: Tehran Mehrabad (OIII).

Legend for Considerations
— Terrain = Critically high terrain (selected ADs only).
— GA >2.5% = MISAP climb gradient higher than 2.5%.
— Circling >1000 ft = Circling minima higher than 1000 ft HAA.
— N-1 TKOF = Non-standard N-1 Take-off procedure (selected ADs only)..
— SID >3.3% = SID climb gradient higher than 3.3%.
Aerodrome ICAO Considerations

Amman Q. Alia OJAI Circling >1000 ft, RNAV SID >3.3%.
Ashgabat UTAA See Section 5, Far East (South).
Elazig LTCA Terrain; approaches GP & AA 3.5°; GA ILS RWY 25 >2.5%; Circling >1000 ft;
SID >3.3%.
Erzurum LTCE Terrain; AD elevation 5765 ft; NPA 26 AA 3.4°; Circling >1000 ft; SID >3.3%.
Erbil ORER N-1 TKOF; SID >3.3%.
Esfahan OIFM AD elevation 5059 ft; SID >3.3%.
Hamad OTHH Circling >1000 ft; N-1 TKOF; SID >3.3%.
Shiraz OISS AD elevation 4927 ft; GA >2.5%; NPA AA 3.4°; Circling >1000 ft; SID >3.3%.
25 MAR 2021 4.2. p.2

k 4. MIDDLE EAST

Tabriz OITT Terrain; AD elevation 4459 ft; GA >2.5%; Circling >1000 ft; SID >3.3%.
Tehran IKA OIIE Wind shear on final; SID >3.3%.
Tehran Mehrabad OIII Terrain N of AD; ILS GP 3.3°; LOC AA 3.38°; VOR AA 3.5°.
Trabzon LTCG See Section 3, Europe.
Turkmenbashi UTAK See Section 5, Far East (South).
31 MAR 2016 4.2. p.3

k 4. MIDDLE EAST
1. IRAQ
Flightplanning-CountryProcedures4.3
1.1 General
— Change requests to previously approved overflight authorizations, including change of scheduled aircraft
type, shall be submitted by ATM-Dispatch to ICAA, including registration, before 1500Z the day before the
planned flight. Requests must be authorized by Iraqi CAA (ICAA) via e-mail.
— If required for clarification or otherwise, ATM-Dispatch may contact ICAA Air Trans Dept:
• Telephone: 00964-1-813.2467, or mobile 00964-790-531.9779.
• Fax: 00964- 543.0689.
• E-mail: ops.overflight@icaa.gov.iq
— Overflights only above FL200, except for flights departing from adjacent countries whose climb
performance will not permit operation above FL200 before FIR entry, subject to ATC approval.
— Off-route operations are authorized in flight for KLM by ATC.
— Lateral navigational requirement: Basic RNAV/RNP 5. If unable, FIR entry will not be authorized.
1.2 Entry/exit via Turkey

Southbound FIR entry via RATVO, northbound FIR exit via NINVA.
1.3 Entry/exit via Jordan or Syria

UFN not authorized for KLM.
2. ISRAEL
Overflights authorized.
3. BAHRAIN
RNAV 1: required.
4. OMAN
— RNAV 1 airways: Authorized for RNP 5-certified operators.
— TCAS: Must be serviceable.
25 MAR 2021 4.3. p.1

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5. SAUDI ARABIA
— Victor Routes: Domestic V routes may not be used, except with government clearance.
— Alternate Nomination for Saudi Destinations
Only the following Saudi airport may be nominated in the FPL as Destination alternate:
• Destination Dammam: Riyadh.
COMP advice SPL/OL: Alternates outside Saudi Arabia may be selected without restrictions. Saudi ADs
may also be used as alternate in case the destination lies outside Saudi Arabia.
— State alternate minima available
• Precision: 600 ft - 3200 m.
• Non-precision: 800 ft - 3200 m.
• Minima are not applicable for A330 and B777, approval obtained by OPSSPEC to use values as
published in OM-C3.
— ESCAT
During a defence emergency condition, instructions may be issued in accordance with the Emergency
Security Control of Air Traffic (ESCAT) Plan.The Plan applies to Saudi territorial airspace.
Under the provisions of the Plan, the Saudi MIL Air Defence Notification Centre (ADNC) will direct, through
civil ATS channels, the action to be taken with regard to the closure of Saudi airspace, to landing,
grounding, diversion, or dispersal of aircraft, and the control of navaids.
In case ESCAT is implemented and civil traffic remains possible, flow control may be imposed.
The ADNC will then assign a Wartime Air Traffic Priority Number to proposed civil traffic, based on the
flight's purpose, route and the level of necessity of the flight.
Authorization is based on the existing or expected level of hostilities along the intended route.
6. UNITED ARAB EMIRATES

— RNAV 1: Required.
In case of RNAV 1 incapability FPL item 18 shall mention RMK/RNAVINOP.
— RNAV 1 airways: Authorized for RNP 5-certified operators.
— TCAS: Must be serviceable (within MEL limitation).
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OM C1 - GENERAL ROM 4.4 En Route
1. REDUCED LONGITUDINAL SEPARATION

EnRoute4.4
5 min RLongSM may be applied within Nicosia, Damascus, Amman, Jeddah and Bahrain FIRs, when the
leading aircraft maintains a TAS of 20 kt or more faster than the following aircraft.
2. OMAN
RAs shall be notified to CAA Oman. Please indicate this requirement on the ASR.
3. SAUDI ARABIA
When the ESCAT Plan is (partly) implemented, civil ATC will relay specific MIL instructions to each aircraft.
When operating in Saudi airspace, comply with all ESCAT instructions to change course, level, or to land at
the nearest suitable aerodrome acceptable to the pilot.
COMP advice: If possible, try to divert to an aerodrome outside the critical area.
4. UNITED ARAB EMIRATES
4.1 ’UnabIe RNAV 1’

RNAV 1 failure mention by ATC contact "unable RNAV due to equipment".
4.2 ASR
— Incident and/or occurrence: Copies of the ASR shall be notified to UAE GCAA by fax within 24 hours.
Please indicate this on the ASR.
— Emergencies and/or priority handling requested from UAE ATC: An ASR shall be forwarded upon arrival.
5. COMP DIVERSION DIRECTIVES & INFORMATION
5.1 General Guidelines Persian Gulf Area

Depending on circumstances, such as loads being carried to and/or uplifted, crew turn-around schedules and
WRR, for certain flights the next destination may have to be selected.
5.2 Iran
See Chapter ’Regional Background Info’: Clothing requirements for female crew.
5.3 Israel
— Israeli destination: For commercial reasons, use Amman Queen Alia for ’Fuel & go’ only. Except for an
emergency, do not divert to any other Arab country.
— Other Near East destinations: Except for an emergency, do not divert to an Israeli airport.
5.4 Saudi Arabia

If, following diversion, a lengthy delay is likely because of aircraft status, WRR, etc., try to select a destination
alternate outside Saudi Arabia.
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6. DECOMPRESSION GUIDELINES
— The terrain presentation on the associated OM C2 (Regional ROM) charts is identical to the one for airport
charts, except that the white layer is not related to any aerodrome elevation but to the 7000 ft contour line.
— The OM C2 (Regional ROM) Decompression Guidelines are based on:
• Standard passenger oxygen configuration (B777: Dispatch pressure as per OM B).
• Rapid Descent procedure as per OM B.
• No wind.
• Clean configuration and VMO/MMO -5 kt at level-off and intermediate altitudes above 10 000 ft.
— The OM C2 (Regional ROM) N-1 Guidelines are based on:
• 50 kt head wind during drift down.
• Clean configuration & Engine Out Drift down speed.
• Temperature for engine performance ISA +10.
• Engine A/I on.
25 MAR 2021 4.4. p.2

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VOLMET4.5
Airport (OM C3) VOLMET Stations

Abu Dhabi Bahrain - Kuwait - Muscat
Al Ain Muscat
Amman Beirut (126.000)
Baku Baku (126.750) - Tel Aviv (126.800)
Bahrain Bahrain - Beirut (126.000) - Kuwait - Muscat
Beirut Beirut (126.000) - Cairo - Nicosia
Cairo Athens (127.800) - Beirut (126.000) - Cairo
Dammam Bahrain - Kuwait - Muscat
Damascus Beirut (126.000) - Cairo - Nicosia
Doha Bahrain - Kuwait - Muscat
Dubai Bahrain - Kuwait - Muscat
Jeddah Bahrain - Cairo - Muscat
Kuwait Bahrain - Beirut (126.000) - Muscat
Larnaka Athinai (127.800) - Beirut (126.000) - Cairo - Nicosia - Tel Aviv (126.800)
Muscat Bahrain - Muscat
Pafos Nicosia
Riyadh Bahrain - Kuwait - Muscat
Sharjah Bahrain - Muscat
Shiraz Kuwait
Tehran Baku (126.750) - Beirut (126.000) - Kuwait
Tel Aviv Nicosia - Tel Aviv (126.800)
Turkmenbashi Baku (126.750)
Bahrain 128.800 Cairo 126.200 Kuwait 126.625 Muscat 127.400 Nicosia 127.200
Bahrain Intervals of 8 -10 min Bahrain Muscat Larnaka
Jeddah Cairo Doha Fujairah Pafos
Dammam Hurghada Abu Dhabi Ras al Khaimah Athinai ATH
Riyadh Sharm El Sheikh Dubai Sharjah Rodos
Kuwait Luxor Dammam Dubai Beirut
Abu Dhabi Aswan Riyadh Abu Dhabi Damascus
Dubai Borg El Arab (HEBA) Tehran Mehrabad Al Ain Tel Aviv
Ras al Khaimah Alexandria (HEAX) Mashhad Bahrain SIGMET
Sharjah Beirut Shiraz Doha
Muscat Damascus Kuwait
Doha Larnaka Dammam
Athinai ATH Jeddah
Benghazi
Khartoum
Jeddah
NOTE:
1. Broadcasts may be subject to change without prior notice.
2. Complete info on Athens, Ankara, Beirut and Tel Aviv VHF VOLMET in Section 3, Europe.
21 MAY 2020 4.5. p.1

k 4. MIDDLE EAST
1. INTRODUCTION
Destn
i ato
i nAlternates4.6
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle,.
— Alternate airports published below are adequate for all KLM aircraft types, except as indicated (Remarks).
— Availability of adequate ground handling equipment and maintenance is not assured at all alternate ADs.
Legend
C1 Commercial alternate sequence number (Source: OCC/LM)
R Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI (Source: SPL/OC) or OM C4 (SPL/OL)
F Restricted fuel availability (no other restrictions), see OM C3 AOI (Source: SPL/OC)
NOTE:
1. When planning to an 'unusual' destination (e.g. for a charter flight), check that charts of airports used for
flightplanning are incorporated in the on-board OM C3 (Aerodromes).
2. Actual diversion: See also Chapter ’En Route’.
2. ABU DHABI, OMAA AUH
All types, except B737 ºT NM Remarks

(New) Dubai OMDW DWC 045 041
Al Ain OMAL AAN 101 053 ’Fuel & go’ only
Dubai C1 OMDB DXB 038 063
Sharjah OMSJ SHJ 041 071 Limited ground handling
Doha OTHH DOH 287 174
Muscat C2 OOMS MCT 104 206
Bahrain C3 OBBI BAH 297 244
3. BAHRAIN, OBBI BAH

Dammam C3 OEDF DMM 285 047 ’Fuel & go’ only (possible visa problems)
Kuwait C1 OKBK KWI 321 227
4. DAMMAM, OEDF DMM
A330 ºT NM Remarks
Riyadh OERK RUH 242 190 ’Fuel & go’ only (limited hotel accommodation)
Abu Dhabi OMAA AUH 115 291 See Chapter 4.3
31 DEC 2020 4.6. p.1

k 4. MIDDLE EAST
5. DUBAI, OMDB DXB

(New) Dubai C1 OMDW DWC 207 023
Al Ain OMAL AAN 167 061
6. KUWAIT, OKBK KWI

Dammam OEDF DMM 150 192 ’Fuel & go’ only (possible visa problems)
7. MUSCAT, OOMS MCT

Al Ain OMAL AAN 285 152
Abu Dhabi OMAA AUH 284 206 See Chapter 4.3
Dammam C3 OEDF DMM 291 494 ’Fuel & go’ only (possible visa problems)
8. RIYADH, OERK RUH
A330 ºT NM Remarks
Dammam C1 OEDF DMM 062 190
Bahrain OBBI BAH 070 227
Kuwait OKBK KWI 015 265
Abu Dhabi C4 OMAA AUH 094 435 See Chapter 4.3
Jeddah OEJN JED 245 461
9. TEL AVIV, LLBG TLV

See Section 3, Europe.
31 DEC 2020 4.6. p.2

k 5. FAR EAST (SOUTH)
OM C1 - GENERAL ROM Table of contents
Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.0. p.1

Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1. p.1
Westbound ATFM - BOBCAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1. p.1
’Distributed Multi-Nodal’ ATFM Trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1. p.2
RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.1
RNP 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.1
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.1
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.1
HF Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.1
Fuel Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.1
Tankering Restrictions B777, B787 & A330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.1
Low Level Contingency Fuel Planning - Engine Failure scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.2
Low Level Contingency Fuel Planning - Decompression Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.2
Afghanistan - B777, B787 & A330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. p.2
Flightplanning - Country & Destination Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.1
Countries with UIR/FIR codes ’U...’. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.1
Afghanistan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.1
N-1 Performance Check B777, B787 & A330 - Afghanistan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.2
India . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.3
Indonesia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.3
Malaysia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.5
Singapore SIN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.5
Sri Lanka . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.6
Westbound from India, Thailand and the Malaysian Peninsula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. p.6
Reduced Longitudinal Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4. p.1
’No PDC’ Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4. p.1
Volcanic Hazard Info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4. p.1
(Via) Afghanistan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5. p.1
Bangladesh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5. p.2
India . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5. p.2
Pakistan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5. p.2
VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6. p.1
03 DEC 2020 5.TOC. p.1


Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.1
Bangkok, VTBS BKK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.1
Bengaluru, VOBL BLR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.1
Delhi, VIDP DEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.1
Denpasar, WADD DPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.2
Jakarta, WIII CGK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.2
Katunayaka (Colombo), VCBI CMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.2
Kuala Lumpur, WMKK KUL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.2
Mumbai, VABB BOM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.3
Singapore, WSSS SIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. p.3
07 NOV 2019 5.TOC. p.2


Coverage5.0
16 JUL 2020 5.0. p.1

1. METEOROLOGICAL INFORMATION
1.1 Monsoon
— Summer
Humid SW-Monsoon, originating in the Arabian Sea and Bay of Bengal, approx. MAY to SEP.
Over the Indian subcontinent, this monsoon is accompanied by cyclones, heavy rains, strong (cross) winds,
severe turbulence, reduced VIS and, consequently, reduced traffic capacity.
Cyclones are more common with the advance and retreat of the Monsoon in MAY and SEP.
— Winter
N/NE-Monsoon over the Bay of Bengal, originating in NW-India.
Over land the wind remains dry, over the sea (Malaysian Peninsula and Indonesia) it becomes moist.
1.2 Volcanic Hazard

Active volcanoes are mainly located in Indonesia.
2. WESTBOUND ATFM - BOBCAT
2.1 Introduction
The main traffic flow from South-East Asian airports to Europe is scheduled to depart in the late evening (LT)
in order to arrive at destination in the early morning. This leads to capacity problems, particularly in Northern
India and Pakistan.
Route restrictions over Afghanistan, as well as traffic joining or crossing the westbound ’European’ flow over
India, contribute to this problem.
The main westbound traffic flow enters the Kabul FIR between 2100 - 2330. Outside this peak period normal
traffic conditions can be anticipated.
ATFM ’BOBCAT’ procedures apply in order to minimise the negative effects of the peak flows, see below.
Most westbound KLM flights have a relatively early (= favourable) position in the main traffic flow.
However, this implies that even a modest departure delay increases the risk of receiving less optimum levels
and/or rerouting by ATC.
2.2 General Principles

The principles of ATFM across the Bay of Bengal and South(-East) Asia are:
— Applicability: Westbound traffic transiting the Kabul FIR via Pakistan between 2000 - 2359Z.
— Service provider: The Bangkok ATFM Unit, operated between 0600 - 2359Z daily.
This ATFMU uses the Bay Of Bengal Cooperative ATFM Advisory System: BOBCAT.
— The automated BOBCAT system will manage slot selection through interaction with airline dispatchers.
— The Slot Allocation process comprises 3 phases: Slot Request, Initial Slot Allocation and Slot Distribution.
— BOBCAT will ensure that slot allocations at the same FL have a minimum spacing of 10 min plus an
additional 5 min buffer time to ensure flexibility at the applicable Kabul FIR entry points.
The EET for the Kabul FIR entry, as provided by dispatchers, is a key factor in the slot allocation.
— The BOBCAT assigned ’Allocated Wheels-Up Time’ (CTOT) is based on: ETD + individual airports’
Standard Push-back & Taxi Time (STT) provided by ATC + any Additional Taxi Time (ATT) required by
operators.
— BOBCAT will provide advisory ATFM information only: ATC retain responsibility for tactical ATS and traffic
management, including departure sequencing according to CTOT order.
— Affected flights departing without slots, or operating outside their slot, should expect unfavourable FLs and/
or (serious) en route delays.
— Detailed flightplanning and En route procedures in following Chapters.
19 JUL 2018 5.1. p.1

3. ’DISTRIBUTED MULTI-NODAL’ ATFM TRIAL

The following info may apply for KUL - CGK v.v., KUL - AMS, SIN - DPS v.v., SIN - AMS and HKG - AMS.
Several neighbouring States in the South China Sea area started an operational trial in order to test and
validate a subregional, cross-border Flow Management system.
Since a Central ATFM Unit is currently not possible, the Distributed Multi-Nodal ATFM concept was developed
as an alternative, aimed at interconnecting current and future Domestic ATFM systems.
Participating ATSUs operate as independent ATFM ’Node’ leaders, connected to a virtual, central ATFM
information sharing Node. Local airports and local airlines act as Node members.
Flow management is based on a common set of agreed principles.
During the Trial, ATSUs, airports and airlines may participate on the following Levels:
— Level 3: Capable to generate, deliver, receive and comply with Calculated Take-Off Times (CTOT).
— Level 2: Capable to receive and comply with CTOTs from Level 3 ATFM Nodes.
— Level 1: Observe and participate in the Trial. (Cambodia, Philippines and Viet Nam.)
The following States/airports, relevant for KLM, are involved:
— China, Level 3: Guangzhou (ZGGG) and Shenzhen (ZGSZ).
— Hong Kong (VHHH), Level 3.
— Thailand: Bangkok (VTBS) and Phuket (VTSP), Level 3; Bangkok (VTBD), Chiang Mai (VTCC), Level 2.
— Singapore (WSSS), Level 3.
— Malaysia, Level 2: Kuala Lumpur (WMKK), K.L. Subang (WMSA), Johor Bahru (WMKJ) and Penang
(WMKP).
— Indonesia, Level 2: Denpasar (WADD), Jakarta (WIII) and Surabaya (WARR).
Trial Stage 2 implies CTOT adherence.
Stage 3: More complex ATFM operations including CTOT revisions, cancellations and improvements.
11 OCT 2018 5.1. p.2

1. RVSM
— RVSM is applied between FL290 - 410 incl. in the region.

In oceanic airspace, but also in designated domestic airspace, certain RVSM levels are restricted in order
to provide conflict-free crossings with other airways.
— RVSM instructions given in Section 3 EUROPE apply also for F/E (South) RVSM airspace.
If approved, the ’W’ shall be removed from ATS FPL Item 10, and FPL Item 18 shall include ’STS/category
of operation (e.g. ferry)/APVD NONRVSM’.
2. RNP 10
Required on the authorized HL routes in Afghanistan and on most oceanic routes in the region.
3. TRANSPONDER
Legend: R = Mode A + C required; P = Arrangement possible if u/s, and O = Not required.
Afghanistan R Sri Lanka R in Class A & C airspace; P

Indonesia R in Class A, B and C airspace; P Viet Nam R; P(?)
Singapore R; P Other countries O
4. TCAS
There are no en-route or aerodrome procedures in the region requiring TCAS serviceability upon dispatch,
except if via Indonesia in case of volcanic activity: See Chapter 5.3.
5. HF RADIOS
HF is required for KLM operations in this region.

7. FUEL QUALITY
NOTE: Information on Chinese and northerly Russian airports in Section 6 Far East (North).
— ’No (recent) data available’ for:
• India: Jaipur (VIJP).
• Indonesia: Jakarta Halim P.K. (WIHH), Makassar (WAAA) and Palembang (WIPP).
• Kazakhstan: Turkistan (UAIT).
• Malaysia: Kuala Lumpur Subang (WMSA).
• Sri Lanka: Mattala (VCRI).
• Singapore: Paya Lebar (WSAP).
• Tajikistan: Dushanbe (UTDD).
• Thailand: Ubon (VTUU) and Bangkok Don Mueang (VTBD).
— ’Below standard quality’ for:
• Kazakhstan: Aktobe (UATT).
• Turkmenistan: Turkmenbashi (UTAK).
25 MAR 2021 5.2. p.1

8. TANKERING RESTRICTIONS B777, B787 & A330

9. LOW LEVEL CONTINGENCY FUEL PLANNING - ENGINE FAILURE SCENARIOS

— Introduction
• Assessed area: South-East Asia as per Chapter 5.0 - Coverage.
Assessed aircraft types: B777 & B787, and only for AMS - DEL v.v. and AMS-BOM v.v., A330.
• ERAs: See the OM C Airport Documentation Coverage charts for the applicable aircraft type.
• ETOPS Contingency fuel planning as per OM A (BOM), but see also the next paragraph.
— N-1 Scenario
In view of the number of potentially adequate ERAs, no routine N-1 fuel check will be made by Dispatch.
10. LOW LEVEL CONTINGENCY FUEL PLANNING - DECOMPRESSION SCENARIOS

— Introduction
As for the previous paragraph. Exception for B777, B787 & A330: The check under ’Eastbound via
Afghanistan with Destination in India or Pakistan’, below, applies in addition to OM A (BOM) 8.5.
— Routes South of Afghanistan
In view of the number of potentially adequate ERAs, no routine decompression fuel check will be made by
Dispatch.
— Eastbound via Afghanistan with Destination East of India
Dispatch.
— Eastbound via Afghanistan with Destination in India or Pakistan
No routine decompression fuel check will be made by Dispatch in case both the following conditions are
met:
• Either Ashghabat (UTAA) or Samarkand (UTSS) or Tashkent (UTTT) is adequate,
• and either Islamabad (OPIS) or Lahore (OPLA) is adequate.
If not, the following fuel check is required (for B777, B787 & A330 in addition to OM A ETOPS rules):
1. Select the applicable DP in the OM C2 (Regional ROM) chart.
2. Calculate the low level diversion fuel required from that DP via airways to the nearest adequate ERA
to the north of the DP as well as the nearest adequate ERA to the south.
3. Re OM A (BOM) 8.1, add fuel for 15 min holding at 1500 ft over the ERA.
4. If the highest of these two diversion fuel calculations exceeds planned fuel remaining at the DP, uplift
the difference as Additional (OPN) fuel.
— Westbound via Afghanistan
Dispatch.
11. AFGHANISTAN - B777, B787 & A330

See next Chapter 5.3.
25 MAR 2021 5.2. p.2


— N-1 TKOF = Non-standard N-1 Take-off procedure (selected ADs only).

Delhi VIDP SID > 3.3%.
Almaty UAAA Terrain (SE of AD); Demanding ATC procedures; SID > 3.3%.
Ashgabat UTAA Terrain (S of AD); Demanding ATC procedures.
Nur-Sultan UACC Demanding ATC procedures; SID > 3.3%.
Bangalore VOBL SID > 3.3%.
Bishkek UCFM Demanding ATC procedures; Wind shear on final; SID> 3.3%.
Chennai VOMM No ALS RWYs 12/30; SID > 3.3%.
Chiang Mai VTCC Terrain; SID> 3.3%; Circling > 1000 ft.
Cochin VOCI Terrain (N & E of AD); N-1 TKOF; SID > 3.3%.
Danang VVDN 35L/R GA > 2.5%; SID > 3.3%; Circling > 1000ft.
Denpasar WADD No ALS 09; Circling > 1000 ft.
Dushanbe UTDD GA >2.5%; MISAP holding FL100; N-1 TKOF; SID > 3.3%.
Islamabad OPIS SID > 3.3%; Circling > 1000ft.
Jaipur VIJP SID > 3.3%; Circling > 1000 ft.
Jakarta Halim WIHH Circling > 1000 ft.
Katunayaka VCBI Terrain (E of AD); ILS GP RWY 22 extension intersects runway at approx. 1011 ft
from THR; SID > 3.3%.
K. Lumpur WMKK SID > 3.3%; Circling > 1000 ft.
K.L. Subang WMSA SID > 3.3%; Circling > 1000 ft.
Makassar WAAA Terrain (E of AD); Circling > 1000ft.
Mattala VCRI Terrain (N & NW of AD); N-1 TKOF (obstacle).
Mumbai VABB VOR 32 GP 3.3°; SID > 3.3%; Circling > 1000 ft.
Orenburg UWOO Demanding ATC procedures; SID > 3.3%.
Palembang WIPP Volcano in area.
Penang WMKP Terrain (N of AD); SID > 3.3%; Circling > 1000 ft.
Rayong VTBU SID > 3.3%; Circling > 1000 ft.
Samarkand UTSS Terrain; Demanding ATC procedures; GA > 2.5%; SID > 3.3%.
Shjiazhuang ZBSJ Demanding ATC procedures.
Tashkent UTTT Demanding ATC procedures.
Turkistan UAIT High terrain; SID > 3.3%.
Turkmenbashi UTAK 34L/R GP/AA 3.5°; SIDs 34L/R > 3.3% (until 1300 ft).
25 MAR 2021 5.2. p.3

OM C1 - GENERAL ROM 5.3 Flightplanning - Country & Destination Procedures
1. COUNTRIES WITH UIR/FIR CODES ’U...’

Flightplanning-Country&DestinationProcedures5.3
If countries in this region are not mentioned in this chapter, there are no additional regulations. For Ukraine
FRA (see Section Europe, Chapter 3.3).
2. AFGHANISTAN
2.1 AIP Route Restrictions

— FIR entry restricted to RNP 10 approved and capable aircraft with two Long Range Navigation Systems.
— FL 300 reserved for MIL operations, and FL330 not available 1800 - 0245.
2.2 KLM Route Restrictions

High MFAs, in combination with possible restricted availability of ERAs, call for Low level contingency fuel
planning directives (see previous Chapter), as well as in-flight guidelines in OM C2 (Regional ROM).
Observe also high MFAs southwest of Almaty, north of Tehran, and west of Baku.
Because of N-1 performance and/or cabin oxygen limitations, the following airways are closed v.v. for KLM
operations (Source: SPL/NP, NJ & NM):
— M881 (LL: V876), segment IVNAR (Dushanbe FIR) - EGPAN - RAMSO.
— P500, segment FIRUZ - MOTMO (with G91/G500 and P500 in adjacent FIRs).
2.3 Eastbound - KL835 & KL809 with B777-300

In case both flights use B777-300 and are planned via the same Kabul FIR entry point, Dispatch shall check
the planned levels and ETAs for FIR entry and inform crews accordingly. This to prevent holding before FIR
entry, because of the required 7 min longitudinal separation.
2.4 Westbound - BOBCAT ATFM

NOTE: UL333 is NOT included in the BOBCAT procedures, as per AIP Pakistan. However, reportedly, not all
staff of the Bangkok ATFM Unit are aware of this exception.
For westbound flights, except those via UL333, Dispatch shall apply the following ATFM procedure:
— Slot requests are submitted before 1200Z on the day of operation.
Affected KLM stations: BOM, DEL, KUL and SIN.
Exceptionally, when via Kabul FIR between 2000 - 2359Z: HKG and MNL.
NOTE: The CTOT request for BKK should be based on a taxi time of at least 25 min.
— Slot requests include ETD, EETs, preferred route, FL and Maximum Acceptable Delay (MAD).
— Slot allocation will be notified by BOBCAT not later than 1300Z.
— If an unacceptable slot was allocated for a particular KLM flight, this shall be cancelled and/or a new request
for another, vacant slot from the slot distribution list shall be submitted.
— If a KLM flight was not allocated a slot, although a request was timely submitted (or if the request was not
submitted in time), a vacant slot from the distribution list will be requested.
— When (finally) an allocated slot is acceptable, an ATS FPL will be submitted, using times, route and level
of the allocated slot.
— The OFP header will show: CTOT and Kabul FIR entry WP name, FL & ETO.
— A new CTOT/slot will be requested when it becomes obvious that an CTOT can not be met within plus/
minus 5 min, and/or the allocated Kabul FIR entry slot can not be met within plus/minus 5 min.
— In case CTOT and/or slot cannot be met, but the flight already has left the gate, coordination with the
ATFMU may also take place via the crew and the appropriate TWR or ACC: See Chapter ’En Route’.
— In-flight return or diversion before crossing the Kabul FIR boundary: In case after departure an allocated
Kabul FIR entry slot is not used, Dispatch shall cancel this slot.
— Westbound via N877 in Mumbai FIR: During ATFM hours, these flights may not be planned via SERKA
(Kabul FIR entry) - N636 - PAROD.
05 DEC 2019 5.3. p.1

2.5 Westbound Step Descent Check

Dispatch shall manually overrule a step descent, commanded by the FPL system for fuel conservation
purposes, at or before Kabul FIR entry.
Reason: Lahore ATC could deny entry into Kabul FIR when the minimum entry level is not reached in time.
3. N-1 PERFORMANCE CHECK B777, B787 & A330 - AFGHANISTAN

— Introduction
High LLCAs over Afghanistan require an N-1 performance check for most routes.
The terrain presentation on the associated OM C2 (Regional ROM) charts is identical to the one for airport
— Conditions
The N-1 Guidelines are based on:
• Max. En Route Weight at REP or DP as per Chapter Flightplanning - Country & destination Procedures.
• Clean configuration & Engine Out Drift down speed. A330: Obstacle strategy & clean configuration.
• Temperature for engine performance: ISA +20.
• Engine A/I on.
— Weight Restrictions
For the following routes, Dispatch shall check that the expected En Route Weight (tonnes) at the applicable
Decision Point (see OM C2) remains below the given max. values:
• L750 with P628/N636, DP 60/KADVI - A330: 225 T; B777-200: 275 T; B777-300: 335 T; B787: 225 T.
• P628/N636, DP BURTA/REP - A330: 225 T; B777-200: 270 T; B777-300: 330 T; B787: 225 T.
• V718, DP SAKUX - A330: 230 T; B777-200: 285 T; B777-300: 345 T; B787: 235 T.
• L750, DP RIKAD - A330: 230 T; B777-200: 290 T; B777-300: 350 T; B787: 240 T.
• N644, DP VUVEN - A330: 230 T; B777-200: 280 T; B777-300: 340 T; B787: 225 T.
• M696, DP VUSAR - A330: 220 T; B777-200: 265 T; B777-300: 320 T; B787: 215 T.
• M875, DP 1 (24/KBL) - A330: 230 T; B777-200: 280 T; B777-300: 335 T; B787: 230 T.
• P173, DP BUDMI - A330: 230 T; B777-200: 285 T; B777-300: 340 T; B787: 235 T.
If not, the TOW should be decreased accordingly.
If a MEL/CDL item applies with an En Route Climb correction (in kg), this correction should be subtracted
from the weights above.
— Drift Down Minimum Cruising Level (D-MCL)
In order to satisfy N-1 requirements, a COMP D-MCL has been determined for the applicable route
segments, see OM C2 (Regional ROM):
If this D-MCL cannot be met in the planning phase (e.g. FL closure by NOTAM), Dispatch shall check that
the N-1 Net Level-off Pressure Altitude (see OM Part B) with the estimated En Route Weight is higher than
the OM C2 (Contingency) MFA for the applicable segment.
These MFAs shall be corrected for off-standard conditions: Use FPL system temperature info and find any
non-standard pressure from METAR of nearest airport.
If the Net Level-off Pressure Altitude is lower, the TOW should be decreased accordingly.
03 DEC 2020 5.3. p.2

4. INDIA
4.1 Domestic routes

Domestic ’W’ routes are prohibited for foreign registered aircraft, except with government clearance, or with
ATC clearance when there is no established international airway.
4.2 Delhi DEL

Restricted Destination Alternates
— Amritsar (VIAR)
RWY 34 use TWY F for TKOF. Therefore, in concert with the crew concerned, selection of VIAR shall be
based on forecast wind conditions and the chances of actual diversion.
— Jaipur (VIJP)
Not to be used as Destination alternate UFN, awaiting formal approval by authorities.
Use for (ETOPS) ERA planning and emergency diversion is authorized.
— Ahmedabad (VAAH)
VAAH can be used as alternate. Station management DEL confirmed that planning and filing of VAAH as
alternate in the OFP qualifies as prior notice requirement.
Low visibility Take-Off (LVTO) Operations
RVR/Visibility Required for Take-Off
Facilities Take-Off Minima in m/ft RVR/VIS
ACFT CAT A, B, C, D
Adequate Visual Reference (Day only) 500 m / 1600 ft
REDL or RCLM (Note 1) 400 m / 1300 ft
REDL and RCLM (Note 1) 300 m / 1000 ft
REDL and RCLL 200 m / 700 ft
REDL and RCLL and relevant RVR information (Note 2) 150 m / 400 ft
HIRL and RCLL (MAX spacing 15m) and relevant RVR 125 m / 400 ft
information (Note 2)
The TDZ RVR/VIS may be assessed by the pilot.
NOTE 1: For night operations, at least REDL or RCLL and RENL required.
NOTE 2: The required RVR must be achieved for all relevant RVR reporting points (TDZ, MID and RO).
The governing RVR shall be the lowest of the reported RVRs.
4.3 Mumbai BOM

Restricted Destination Alternates
— Ahmedabad (VAAH)
VAAH can be used as alternate. Station management confirmed that planning and filing of VAAH as
alternate in the OFP qualifies as prior notice requirement.
Local Slot Monitoring
— AMS - BOM: Because of slot monitoring, to be planned with CI150, aiming at STA -5 min.
(After TKOF, CI can be adjusted to aim at STA, but not later than STA +15).
— BOM - AMS: The slot monitoring system considers departure between STD and STD +15 min as on time.
Also in case of a BOBCAT delay, delay should be minimized, in order to depart not later than STD +15.
31 DEC 2020 5.3. p.3

5. INDONESIA
5.1 Denpasar DPS

Because of active volcanoes Raung (S08 07.3 E114 02.3, R298/76 NM Denpasar VOR/DME 'BLI', elevation
3332 M), Rinjani (S08 25.1 E116 28.1, R074/80 NM 'BLI', elevation 3726 M), Agung (S08 21 E115 30, R040/
31 NM 'BLI', elevation 3142 M), the following directives and guidelines apply in addition to OM A (BOM) 8.1.6.3.
Dispatch to/from DPS with Alert status 1 or 2 is authorized H24 in IMC, under the following conditions:
— Destination DPS
• Dispatch shall provide volcano status on the OFP header and will include all relevant Volcanic (ASH)
information in the briefing package.
• Dispatch shall contact VAAC Darwin at +61889203833 (24/7) to obtain latest info regarding volcanic
activity.
• Mandatory contact between crew and ATM-Dispatch before departure, for latest status update.
• Instead of a DP procedure, Singapore SIN to be used as destination alternate (or a more distant
alternate), or, if ECN tanking is applicable, the higher of the two calculations.
• SATCOM, TCAS, APU must be serviceable upon dispatch.
• Contact moments:
— At ETA-90: dispatch shall consult the relevant sources to obtain the latest info regarding volcanic
activity.
NOTE: Dispatch must refer to PMD (Process Monitor Dispatch) for checklist volcano status information.
— At ETA-75: crew shall contact dispatch for latest status info.
— At ETA-60: dispatch shall ctc crew if no ctct has been established.
— At ETA-20: crew shall ctct ATC for latest info (if relevant).
• Dispatch shall provide status changes at any time.
• Flight crew is advised to avoid flight relatively close and low on the downwind side of Agung, and stay
clear of the projected plume path.
— Origin DPS
activity.
• A TKOF alternate must be available, clear of any (potential) volcanic activity.
• Flight crew is advised to avoid flight relatively close and low on the downwind side of Agung, and stay
5.2 Jakarta CGK

Because of active volcanoes Salak (S06 43 E106 44, R173/36 NM WIHH, elevation 3332 M), Krakatau (S06
06.07 E105 25.23, R272/74 NM WIHH, elevation 813 M), the following directives and guidelines apply in
addition to OM A (BOM) 8.1.6.3. Dispatch to/from CGK with Alert status 1 or 2 is authorized H24 in IMC, under
the following conditions:
— Destination CGK
activity.
• Instead of a DP procedure, Kuala Lumpur KUL to be used as destination alternate (or a more distant
alternate), or, if ECN tanking is applicable, the higher of the two calculations.
25 MAR 2021 5.3. p.4


activity.
— At ETA-20: crew shall ctct ATC for latest info (if relevant).
— Origin CGK
activity.
5.3 Separation minima

Performance based operations and monitoring (PBCS) has been implemented in the Ujung Pandang FIR UTA
(FL245 up to FL600). Planning through Ujung Pandang FIR UTA between FL245 - 600 requires operational
ADS-C/CPDLC and RNP 4.
ADS-C/CPDLC failure and/or degradation of navigational accuracy below RNP 4:
— Planning phase: in case an aircraft is temporarily non-PBCS approved/capable for technical reasons, the
aircraft shall avoid PBCS airspace and filing procedure shall be adjusted. For filing procedures in case of
a non-PBCS flight, refer to applicable dispatch procedures.
— Before PBCS airspace entry: advice ATC as soon as it becomes apparent, who will consider continued
operation on a tactical basis.
— In PBCS airspace: advice ATC as soon as it becomes apparent, who will consider continued operation on
a tactical basis.
6. MALAYSIA
6.1 Kuala Lumpur KUL

In-flight, direct routing can be requested.

A performance based operations and monitoring (PBCS) has been implemented in the Kuala Lumpur FIR in
the Bay of Bengal area.
— Performance based longitudinal separation (PBCS) minimum of 50 NM may be applied between RNP 10
approved aircraft on ATS routes N571, P574, P627, L645, P628 and L510 which either LOGON to CPDLC
or are within VHF radio range as the primary means of communication. Such Direct Controller Pilot
Communication (DCPC) shall be maintained at all times when applying these separation minima.
— 10 minutes Mach Number Technique (MNT) separation minima may be applied between aircraft in
situations where DCPC could not be maintained or when RCP 240 / RSP 180 performance requirement
could not be complied with.
ADS-C/CPDLC:
25 MAR 2021 5.3. p.5

a tactical basis.
7. SINGAPORE SIN
— Scheduled Runway Closure
If during scheduled runway closure for inspection and maintenance purposes the other, active runway
would become unavailable unexpectedly, the closed runway will be re-opened immediately.
Consequently, for CONT fuel calculation, consider SIN as having two runways, regardless of planned ETA.
As applicable, Dispatch should manually overrule the FPL system accordingly.
— Destination Alternate Paya Lebar (WSAP)
Outside published opening hours, Paya Lebar AFB can be opened on request at 30 min PN.
If required, such request is to be made via SIN/KK. Consequently, Dispatch may plan WSAP as alternate
outside HO, provided sufficient holding fuel is planned to cover the 30 min time delay period.
Note that the weather situation will normally be the same at both airports.

Performance based longitudinal separation (PBCS) minimum of 50 NM may be applied between RNP 10
approved aircraft on ATS routes L642, M635, M767, M771, M774 AND N884 which either LOGON to CPDLC
or are within VHF radio range as the primary means of communication. Such Direct Controller Pilot
Communication (DCPC) shall be maintained at all times when applying these separation minima.
ADS-C/CPDLC:
a tactical basis.
8. SRI LANKA
Separation minima
1. Performance based longitudinal separation (PBCS) minimum of 50 NM may be applied between RNP 10
approved aircraft on ATS routes which either LOGON to CPDLC or are within VHF radio range as the
primary means of communication. Such Direct Controller Pilot Communication (DCPC) shall be maintained
at all times when applying these separation minima and the secondary means of communication shall not
be HF voice.
2. 80 NM or 10 minutes (or less) Mach Number Technique (MNT) separation minima may be applied between
aircraft in situations where DCPC could not be maintained or when RCP 240 / RSP 180 performance
requirement could not be completed.
ADS-C/CPDLC failure:
a tactical basis.
02 JAN 2020 5.3. p.6

9. WESTBOUND FROM INDIA, THAILAND AND THE MALAYSIAN PENINSULA

— L759 North-westbound via Yangon FIR, 1430 - 1730 UTC
Flights via L759 between FL280 - 340 should be capable of M 0.84, when required by ATC.
— North-westbound from SIN, 1430 - 1730 UTC
Flights via L759 between FL280 - 340 should be capable of M 0.84, when required by ATC.
— North-westbound from KUL & Penang, 1500 - 1800 UTC
Flights via L759 at FL300 or above, should be capable of M 0.83 or higher, when required by ATC.
At FL280: M 0.82/IAS 320 kts or higher, when required by ATC.
— From KUL & SIN, 'No Pre-departure' Coordination
NW-bound traffic from KUL and SIN via N571, P628, M770, or B579 -> L759 requesting for higher than
FL280 will initially be cleared to FL280/FL300.
In-flight, the first aircraft from either KUL or SIN to be over GUNIP (N571), GIVAL (P628) or the Kuala
Lumpur - Bangkok FIR boundary (M770 and B579) can expect clearance to the requested level.
Consequently, Dispatch shall base the COMP FPL on FL280 or FL300 initially, then on optimum level.
'No PDC' airways which are not relevant for KLM flights from KUL and SIN are not published here.
02 JAN 2020 5.3. p.7

1. REDUCED LONGITUDINAL SEPARATION

EnRoute-General5.4
— General
• 50 NM on selected airways between RNAV 10 (RNP 10) aircraft pairs with VHF or CPDLC contact.
• 80 NM RNAV on RNAV 10 (RNP 10) routes, unless indicated otherwise below.
• 10 min on Mach Number Technique routes.
• Other ATS routes: 15 min, unless indicated otherwise hereafter.
— Malaysia
50 NM may be applied between RNP 10 approved aircraft having either VHF or ADS/CPDLC contact.
— Myanmar
50 NM may be applied on L301, L507, L515, L759, M502, M626, N895, P646 and P762 between RNP 10
approved aircraft having either VHF or CPDLC contact.
Non-RNP 10 flights must file at FL270 or below; operation above FL270 then at ATC discretion only.
— Pakistan
50 NM may be applied on RNP 10 and RNAV 5 routes.
— Thailand
50 NM may be applied between RNP 10 approved aircraft having either VHF or CPDLC contact.
Exception: When into Myanmar (Yangon FIR), CPDLC is required to allow this separation minimum.
2. ’NO PDC’ PROCEDURES

In order to minimize departure delays No Pre-Departure Coordination arrangements are valid in many FIRs.
Under these arrangements, flights are initially cleared to fixed No PDC levels, appropriate to the route.
Where appropriate and when traffic conditions permit, higher levels may be offered.
3. VOLCANIC HAZARD INFO

COMP info SPL/OL: An additional source of volcanic hazard info is Qantas Dispatch, SYDOSQF or telephone
00612-9691.320/1080.
As this is a bilateral agreement, in turn KLM crews are requested to inform Qantas Dispatch as well when
reporting volcanic activity to ATC in the region.
18 AUG 2016 5.4. p.1

1. (VIA) AFGHANISTAN
1.1 ’BOBCAT’ Slot procedures

— At the departure AD, include the Calculated Take Off Time (CTOT) in the initial ATC clearance request.
— In collaboration with local ATC, arrange take-off as close as possible to the CTOT.
— In collaboration with en route ACC, arrange Kabul FIR entry as close as possible to the assigned FL & ETO.
Exception for flights DEL - AMS: As required, these flights may request optimum level from Delhi CTL.
— When a departure delay of 5 - 10 min is expected, but the Kabul FIR entry slot can still be made good +/-
5 min, try to avoid a new CTOT/slot allocation in coordination with TWR.
Reportedly, Bangkok TWR may strictly adhere to the allocated CTOT, allowing no margin.
— When the flight has left the gate and then a departure delay of > 10 min or a Kabul FIR entry delay of >5
min becomes obvious, a new CTOT/slot may be obtained via coordination with TWR or ACC and ATFMU.
The following steps should then be followed, insofar as applicable to the particular situation:
• Inform TWR or ACC of the revised Kabul FIR estimate. (ATC forwards this to the ATFMU.)
• The ATFMU will advise ATC of the available options, for consideration by the crew.
1st option: Same route and FL with the revised ETO or with delay to this ETO.
2nd option: Same route and different FL with the revised ETO or with delay to this ETO.
• In case an option is accepted, inform ATM-Dispatch at earliest opportunity.
• In case no option is acceptable, inform ATC and contact ATM-Dispatch in order to request a new slot.
— COMP advice SPL/OL:
• When a (significantly) earlier departure is possible, provide the revised estimate for the Kabul FIR entry
point to ATC, in order to obtain a revised CTOT.
• When a flight, not requiring an CTOT, later on is estimated to enter Kabul FIR before 0000 UTC, inform
ATC as well as ATM-Dispatch as soon as possible in order to obtain a slot.
Failure to obtain a slot may result in unfavourable FLs and/or (en route) delays.
• Although BOBCAT is used as a planning tool, ACCs could be reluctant to approve in-flight requests for
route and/or level changes for affected flights.
1.2 Kabul ACC

Intercenter communication with Turkmenistan and Uzbekistan is deficient.
COMP advice SPL/OL: Good air-ground communication does not imply that there is good intercentre contact
as well. Accepting adjacent ACCs/FICs may not be aware of incoming traffic until radio contact is established.
1.3 Low Level Contingency Guidelines Afghanistan

• Standard passenger oxygen configuration (B777: Dispatch pressure as per OM B).
• Rapid/Emergency Descent procedure as per OM B.
• No wind.
A330: TAS 360 kt during diversion.
— The OM C2 (Regional ROM) N-1 Guidelines are based on:
Refer to Chapter 5.3 Paragraph 3 ’N-1 Performance Check B777, B787 & A330’.
25 MAR 2021 5.5. p.1

2. BANGLADESH
2.1 ADC
Air Defence Clearance (ADC) is needed to operate over Bangladesh mainland - AVPOP - ESDOT v.v. (L507).
All other routes over Bangladesh do not need ADC.
Dispatch shall request ADC for each flight plan via phone/fax: 00880 289 01081, mail: adnc@baf.mil.bd or
AFTN: VGHSZQZX.
Dispatch shall place the ADC number in the flight plan header. When the flight is delayed over 2 hrs, a new
ADC number shall be obtained.
3. INDIA
3.1 ADIZ
Aircraft operating to, through or within an Indian ADIZ shall obtain an Air Defence Clearance (ADC) from ATS
10 min before entering Indian airspace, or before take-off from an Indian aerodrome.
The ADC is valid for the entire route over Indian territory, including intermediate stops and transits of more than
one FIR or ADIZ.
For departure, the ADC remains valid between 15 min before EOBT and 45 min after EOBT, either from original
or intermediate stops. In the event of a departure delay of more than 45 min, a new ADC shall be obtained.
In case of communication difficulty or delay in receipt of the ADC before departure, the aircraft may be allowed
to take-off with the instruction to obtain an ADC immediately after take-off.
ADIZ entry without an ADC or deviation from the current FPL when within an ADIZ will cause MIL alert.
3.2 TCAS RA
RAs shall be notified to CAA India. Please indicate this requirement on the ASR.
4. PAKISTAN
4.1 ADIZ
Aircraft operating to, through or within a Pakistani ADIZ shall obtain an Air Defence Clearance (ADC) from ATS
15 min before entering Pakistani airspace, or before take-off from a Pakistani aerodrome.
The ADC is valid for the entire route over Pakistani territory, including intermediate stops and transits of more
than one FIR or ADIZ.
The ADC remains valid up to 1 hour departure delay, either from original or intermediate stops.
In the event of a delay of more than 1 hour, a new ADC shall be obtained.
In case of communication difficulty or delay in receipt of the ADC before departure, the aircraft may be allowed
to take-off with the instruction to obtain an ADC immediately after take-off.
ADIZ entry without an ADC or deviation from the current FPL when within an ADIZ will cause MIL alert.
4.2 TCAS RA
RAs shall be notified to CAA Pakistan. Please indicate this requirement on the ASR.
4.3 Diversion
Because of the unstable political situation, actual diversion to a Pakistani aerodrome should be avoided in case
a substantial risk of AOG and/or crew lay-over exists. I.e. ’Fuel & go’ only.
In case diversion is unavoidable, SPL/AV is to be informed, in order to arrange security measures upon landing.
WARNING: At Pakistani aerodromes, Indian passport holders are not allowed to leave the aircraft.
01 FEB 2018 5.5. p.2


VOLMET5.6
HF 2965 HN - 6676 - 11387 HJ UZBEKISTAN (HF) AZERBAIJAN, Baku 114.100
H+ H+ 4663 HN - 10090 - 13279 HJ Baku/Heydar Aliyev

KOLKATA a)
05-10 35-40 TASHKENT Tehran
H+ 10-15, 40-45
Kolkata A F METEO Tbilisi
Delhi A F Tashkent FA FA Turkmenbashi
Ho Chi Minh - F Samarkand A A Ashgabat
Dhaka A - Bukhara A A Almaty
Yangon A - Navoi FA FA Bishkek
Kathmandu A - Urgench A A Makhachkala
SIGMET g) X - Namangan FA FA
H+ H+ Termez FA FA UZBEKISTAN Tashkent VOLMET
BANGKOK b)
10-15 40-45 Fergana A A Via VORs Tashkent ’TKT’, Termez
SIGMET X X Karshi FA FA ’TRZ’, Samarkand ’SKD’, Urgench
Bangkok A A ’URG’, Namangan ’NMA’ and Navoi
Yangon A A a) Kolkata and Mumbai RDO: ’NVI’. Content:
Ha Noi A A HF 2965: 13 - 03; Tashkent
Ho Chi Minh A A HF 6676 & 11387: 03 - 13. Samarkand
Phnom Penh A A Namangan
Vientiane A A b) Bangkok RDO: Bukhara
U-Tapao / Rayong A A HF 2965: 1210 - 2245; Navoi
Chiang Mai A A HF 11387: 2310 - 1145. Karshi
Phuket A A Termez
Songkhla / Hat Yai A A c) If available. Urgench
Bangkok F F Nukus
H+ H+ d) Karachi RDO: Andizhan
KARACHI d)
15-20 45-50 HF 2965: 1500 - 0130; Fergana
Karachi FA FA HF 11387: 0130 - 1500.
Nawabshah FA FA Yekaterinburg and Samara via
Lahore FA FA e) Singapore RDO: Yekaterinburg 123.000, see 3.6.
Islamabad FA FA HF 2965 not available;
Delhi FA FA HF 6676: 1230 - 2230 and
Mumbai FA FA HF 11387: 2230 - 1230.
Singapore F F
H+ H+ Singapore D-VOLMET (H24):
SINGAPORE e)
20-25 50-55 As for voice VOLMET, but SIGMET INDONESIA, Jakarta 128.250
SIGMET X - and TAF also H24 for Singapore, H+00 & H+30
Singapore FA FA Kuala Lumpur and Jakarta CGK. Bandur Lampung
Kuala Lumpur c) FA A Semarang
(K.L.) Subang c) A A f) SIGMET Chennai & Mumbai FIRs Bandung
Jakarta CGK c) A FA Yogyakarta
Kuching c) A A g) SIGMET Delhi & Kolkata FIRs Surabaya
Brunei c) A A Bali
Kota Kinabalu c) A A Palembang
Denpasar c) A A Pandan
Penang c) F A Jakarta HLP
H+ H+ Jakarta Kemayoran
MUMBAI a)
25-30 55-60 Jakarta HLP
Mumbai A F SIGMET
Colombo A F
Chennai A - F = TAF, A = METAR, (if available) with TREND
Karachi A -
Male A - NOTE:
Ahmedabad A A 1. Broadcasts may be subject to change without prior notice.
SIGMET f) X - 2. VOLMETs China and Hong Kong, see See F/E (North) 6.6.
28 APR 2016 Source: SPL/OC 5.6. p.1

1. INTRODUCTION
Destn
i ato
i nAlternates5.7
— Availability of adequate groundhandling equipment and maintenance is not assured at all alternate airports.
Legend
2. BANGKOK, VTBS BKK
B777/787 ºT NM Remarks
Bangkok D.M. C1 VTBD DMK 329 016 Limited parking 17-00Z
Rayong C2 VTBU UTP 166 062
Ubon VTUU UBP 069 258 F
Chiang Mai C3 VTCC CNX 341 323 Handling: Mon-Fri 01-10
Yangon VYYY RGN 306 331
Phuket C4 VTSP HKT 203 365
Penang WMKP PEN 183 506 F: 1 HR PN 16-22Z (Source: KUL/KK)
Kuala Lumpur C5 WMKK KUL 175 661
3. BENGALURU, VOBL BLR
Chennai C3 VOMM MAA 095 145 ’Fuel & go’ only
Cochin C1 VOCI COK 203 199
Hyderabad C2 VOHS HYD 010 247
Katunayaka VCBI CMB 160 385
Mumbai C4 VABB BOM 322 452
4. DELHI, VIDP DEL
Amritsar VIAR ATQ 328 224 R (no TKOF RWY 34: Observe Chapter 5.3); ’Fuel & go’ only
Ahmedabad C2 VAAH AMD 216 410 ’Fuel & go’ only
Nagpur VANP NAG 167 462
Mumbai C1 VABB BOM 202 616
Kolkata VECC CCU 120 710
Bengaluru C3 VOBL BLR 178 925 Limited parking
25 MAR 2021 5.7. p.1

5. DENPASAR, WADD DPS
Surabaya C2 WARR SUB 300 164 R
Makassar WAAA UPG 050 343
Jakarta Halim WIHH HLP 287 516 Handling: 20-13Z
Jakarta C1 WIII CGK 287 532
Singapore WSSS SIN 312 905
6. JAKARTA, WIII CGK
Jakarta Halim WIHH HLP 123 016 Handling: 20-13Z
Palembang WIPP PLM 329 227
Surabaya WARR SUB 102 374 R
Singapore C1 WSSS SIN 340 478
Denpasar WADD DPS 107 532
K.L. Sepang C2 WMKK KUL 331 611
7. KATUNAYAKA (COLOMBO), VCBI CMB
Mattala VCRI HRI 126 092
Cochin VOCI COK 311 274
Bengaluru C1 VOBL BLR 340 385
Hyderabad VOHS HYD 352 611
8. KUALA LUMPUR, WMKK KUL
Kuala Lumpur WMSA SZB 339 025 ’Fuel & go’ only
Subang
Johor Bahru C3 WMKJ JHB 119 136 R; F: 1 HR PN 16-22Z (Source: KUL/KK), No B787 towbar
available.
Singapore C1 WSSS SIN 121 161
Penang C4 WMKP PEN 331 176 F: 1 HR PN 16-22Z (Source: KUL/KK)
Medan WIMM KNO 288 177 F
Phuket VTSP HKT 328 382
Bangkok C2 VTBS BKK 355 661
25 MAR 2021 5.7. p.2

9. MUMBAI, VABB BOM
B777/787, A330 ºT NM Remarks

Ahmedabad C1 VAAH AMD 357 240 ’Fuel & go’ only
Bengaluru C2 VOBL BLR 142 452
Cochin VOCI COK 159 576
Delhi C3 VIDP DEL 022 616
10. SINGAPORE, WSSS SIN
Singapore P.L. WSAP QPG 271 005 R; Limited facilities
Johor Bahru WMKJ JHB 311 026 R; F: 1 HR PN 16-22Z (Source: KUL/KK), No B787 towbar
available.
K.L. Sepang C1 WMKK KUL 301 161
Medan WIMM KNO 294 336 F
Jakarta C2 WIII CGK 160 478
Bangkok VTBS BKK 345 767
25 MAR 2021 5.7. p.3

k 6. FAR EAST (NORTH)
Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.0. p.1

Meteorological Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1. p.1
RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2. p.1
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2. p.1
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2. p.1
HF Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2. p.1
Tankering Restrictions 777 & B787. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2. p.1
Fuel Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2. p.1
Flightplanning - Siberia Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3. p.1
Russian Federation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3. p.1
Japan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3. p.2
Flightplanning - Other than Siberia Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.1
China. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.1
Countries with UIR/FIR codes ’U...’. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.4
Japan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.4
Kazakhstan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.4
Korea, DPR (North) Korea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.4
Korea, Rep. of (South) Korea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.4
Mongolia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.5
Philippines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.6
Taiwan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.7
N-1 Performance Check B777 & B787 - China. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.7
N-1 Performance Check B777 & B787 - Mongolia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.8
Low Level Contingency Fuel Planning - Engine Failure Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.8
Low Level Contingency Fuel Planning - Decompression Scenario. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. p.8
’Large Height Deviation’ Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5. p.1
China - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5. p.1
China - Tarmac Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5. p.1
Japan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5. p.2
Korea, Rep. of (South) Korea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5. p.4
Taiwan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5. p.5
Low Level Contingency Guidelines - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5. p.5
25 MAR 2021 6.TOC. p.1

VOLMET & Japan AEIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6. p.1

HF & VHF VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6. p.1
Japan - Area/En-route Info Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6. p.2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.1
Beijing, ZBAA PEK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.1
Chengdu, ZUUU CTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.1
Hangzhou, ZSHC HGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.2
Hong Kong, VHHH HKG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.2
Manila, RPLL MNL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.2
Osaka, RJBB KIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.2
Seoul, RKSI ICN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.3
Shanghai, ZSPD PVG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.3
Taipei, RCTP TPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.3
Tokyo, RJAA NRT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.3
Xiamen, ZSAM XMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. p.4
30 JAN 2020 6.TOC. p.2


Coverage6.0
16 JUL 2020 6.0. p.1

1. METEOROLOGICAL INFORMATION
— Introduction
Mountain ranges in Asia run mainly east to west and this, together with the fact that the land mass of Asia
is the largest in the world, limits the transportation of warm and cold air masses and this results in great
seasonal contrasts.
— Winter
Low temperatures over Asia give rise to the intense Siberian High, which extends its influence over most
of Europe and Asia. Average temperature -40 °C, and sometimes pressure values reach 1070 hPa.
Cold air flowing from this high pressure region gives rise to NW-erly winds in northern China.
Further south, the winds become northerly and finally NE-erly, as they take up the trade wind flow to
become the NE-Monsoon of SE-Asia and Indonesia.
Over land the wind remains dry, over the sea it becomes moist.
NOTE: India is cut off from this flow by the Himalayas, but it develops its own, warmer high pressure system
in NW-India.
— Summer
The pressure distribution is completely changed, compared to that in winter, because the high land
temperatures lead to low pressure systems over the areas which are subject to the most heating.
When the resulting SE-Monsoon reaches the land masses of Asia, it is accompanied by typhoons, heavy
rains, strong (cross) winds, severe turbulence, reduced VIS and, consequently, reduced traffic capacity.
Typhoons typically occur between JUN and NOV, travelling in a (north)westerly direction, often passing
over the Philippines, and making landfall in SE-Asia, Korea and Japan.
Typhoon frequency varies from year to year and may be influenced by other climatic factors, such as El
Niño/La Niña.
01 MAY 2014 6.1. p.1

1. RVSM
— RVSM is applied between FL290 - 410 inclusive.

Metric RVSM is implemented between 8900 m (FL291) and 12 500 m (FL411) in Mainland Chinese FIRs,
and Ulaanbaatar FIR (Mongolia).
— RVSM instructions given in EUR Chapter 3 apply also for F/E (North) RVSM airspace.
ATC permision may be obtained to enable operation to a repair facility via RVSM airspace.
Except for domestic Chinese FIRs (see Chapter 6.4), such a request shall be made to the first ATC centre
not later than 4 hours before flight. The first ATC centre will coordinate with subsequent centres.
If approved, the ’W’ shall be removed from ATS FPL Item 10, and FPL Item 18 shall include STS/category
2. TRANSPONDER
Legend: R = Mode A + C required; P = Arrangement possible if u/s, and ? = No official information available
China R; P?
Japan R in controlled airspace above 10 000 ft, in APP Control areas and CTRs; P
DPR of (North) Korea R; P
Rep. of (South) Korea R; P?
Russian Federation R; P
3. TCAS
except if via Mainland China: See Chapter 6.4.
4. HF RADIOS
HF is required for KLM operations on Siberian routes and China routes.

Exception: Mongolia FL205.
6. TANKERING RESTRICTIONS B777 & B787

7. FUEL QUALITY
— ’No (recent) data available’ for:
• China: Dunhuang (ZLDH), Harbin (ZYHB) - not inspected yet, Hohot (ZBHH), Shijiazhuang (ZBSJ),
Kashi (ZWSH), Lanzhou (ZLLL), Taiyuan (ZBYN), Xining (ZLXN) and Yinchuan (ZLIC).
• Russia: Bratsk (UIBB), Mirny (UERR), Norilsk (UOOO) and Chita (UIAA).
— ’Below standard quality’:
• Kazakhstan: Aktobe (UATT).
• Russia: Syktyvkar (UUYY).
25 MAR 2021 6.2. p.1

Legend for Considerations (see Table)
— Runway profile = Published runway gradient profile.

Almaty UAAA Terrain (SE of AD); Demanding ATC procedures; SID > 3.3%.
Ashgabat UTAA Terrain (S of AD); Demanding ATC procedures; SID > 3.3%.
Nur-Sultan UACC Demanding ATC procedures; SID 04 > 3.3%.
Beijing Capital ZBAA Demanding ATC procedures; N-1 TKOF; SID > 3.3%.
Beijing Daxing ZBAD Demanding ATC procedures; SID > 3.3%.
Bishkek UCFM Demanding ATC procedures; Wind shear on final; SID > 3.3%.
Bodo ENBO See Section 7, NAT/NAM.
Busan RKPK Terrain; Instrument approaches only for 36L/R; GA > 2.5%; Landing on 8 L/R (i.e.
VOR DME A Let Down & VAC Lead In Lights) not authorized for KLM; N-1 TKOF,
SID > 3.3%.
Chiang Mai VTCC Terrain; Circling > 1000ft; SID > 3.3%.
Chita UIAA Terrain; Demanding ATC procedures; RWY 29 GP/AA 3.5°; SID > 3.3%.
Chongqing ZUCK Terrain; Demanding ATC procedures; GA > 2.5%; SID > 3.3%; Circling > 1000ft.
Dalian ZYTL Demanding ATC procedures; ILS 10 offset 3°; Circling >1000 ft; SID > 3.3%.
Dunhuang ZLDH Terrain (S of AD); Demanding ATC procedures; SID > 3.3%.
Dushanbe UTDD Terrain; GA > 2.5%; MISAP holding FL100; N-1 TKOF; SID > 3.3%.
Fukuoka RJFF GA > 2.5%; SID > 3.3%.
Guangzhou ZGGG Demanding ATC procedures; RWY 02L/R GA > 2.5%; SID > 3.3%; Circling >
1000ft.
Hakodate RJCH RWY 12 GA > 2.5%; SID > 3.3%.
Hangzhou ZSHC Demanding ATC procedures; Circling >1000 ft; SID > 3.3%.
Hong Kong VHHH Demanding ATC procedures; Wind shear on final; N-1 TKOF; SID > 3.3%.
Irkutsk UIII Terrain; Demanding ATC procedures; GP/AA all approaches 3.33°; SID > 3.3%.
Jeju RKPC Terrain (S of AD); Runway profile; SID > 3.3%.
Kaohsiung RCKH Terrain (E of AD); Runway profile; SID > 3.3%; Circling > 1000ft.
Kashi ZWSH Terrain (W of AD); AD elevation 4528 ft; Demanding ATC procedures; SID > 3.3%.
Kitakyushu RJFR N-1 TKOF; SID > 3.3% (noise).
Kunming ZPPP Terrain; AD elevation 6901; Demanding ATC procedures; SID > 3.3%; Circling >
1000ft.
Lanzhou ZLLL Terrain; AD elevation 6388 ft; Demanding ATC procedures.
Macao VMMC Close proximity of (congested) airspace controlled by Shenzhen and Hong Kong
ATC; landing 16 only with consent of adjacent ATC, LOC 16 offset 54°, Circling 16
not authorized for CAT D aircraft; RWY 34 preferential up to 10 kt tailwind,
complicated GA with 5.4% until 5500 ft; SID > 3.3%.
Matsuyama RJOM N-1 TKOF; RWY 14 no ALS; SID > 3.3%.
Murmansk ULMM Demanding ATC procedures; SID > 3.3%; Circling > 1000 ft.
25 MAR 2021 6.2. p.2


Nagasaki RJFU Terrain; GA RNAV (GPS) and VOR/DME approaches > 2.5%; N-1 TKOF; SID >
3.3%.
Nanjing ZSNJ Demanding ATC procedures; SID > 3.3%; Circling > 1000 ft.
Orenburg UWOO Demanding ATC procedures; SID > 3.3%.
Osaka Itami RJOO SID > 3.3%.
Samarkand UTSS Terrain; Demanding ATC procedures; GA > 2.5%; SID > 3.3%.
Seoul ICN RKSI Vicinity DPR (North) Korea; N-1 TKOF; SID > 3.3%.
Seoul Gimpo RKSS Vicinity DPR (North) Korea; N-1 TKOF; SID > 3.3%.
Sendai RJSS GA > 2.5%; SID > 3.3%.
Shanghai PVG ZSPD Demanding ATC procedures; SID > 3.3%.
Shjiazhuang ZBSJ Demanding ATC procedures.
Svalbard ENSB See Section 7, NAT/NAM.
Tashkent UTTT Demanding ATC procedures.
Taiyuan ZBYN Terrain; Demanding ATC procedures; Circling > 1000 ft.
Turkmenbashi UTAK 34L/R GP/AA 3.5°; SIDs 34L/R > 3.3% (until 1300 ft).
Tokyo Haneda RJTT GA 22 and 34L/R > 2.5%; SID > 3.3%.
Ube RJDC ILS GP RWY 07 extension intersects runway at approx. 1030 ft from THR; N-1
TKOF; SID > 3.3% (airspace).
Ulaanbaatar ZMUB Terrain; Runway profile; ILS GP RWY 14 extension intersects runway at
approx.1072 ft from THR;GA ILS 14 > 2.5% (or higher minima); Landing 32 and
take-off 14 not authorized (RWY slope), see Chapter 6.4 Mongolia; SID > 3.3%.
Urumqi ZWWW Terrain (S of AD); Demanding ATC procedures; SID > 3.3%.
Xiamen ZSAM Demanding ATC procedures; N-1 TKOF; SID > 3.3%; Circling > 1000ft.
Xining ZLXN Terrain; AD elevation 7166 ft; Circling > 2000 ft; N-1 TKOF; SID > 3.3%.
Yinchuan ZLIC Terrain; Demanding ATC procedures; Circling >1000 ft; SID > 3.3%.
Yuzhno-Sakh. UHSS Terrain; Demanding ATC procedures; RW19 NDB AA 3.8°.
25 FEB 2021 6.2. p.3

OM C1 - GENERAL ROM 6.3 Flightplanning - Siberia Routes
1. RUSSIAN FEDERATION
Flightplanning-SiberiaRoutes6.3
NOTE: See also Russian flightplanning and en-route procedures in Section 3, Europe.
1.1 Planning North of N742

Additional route charges (’royalties’) are required for the use of all Russian airways north of the N742. The FPL
system cannot automatically include these additional charges in the cost comparison between routing via the
affected airways and other, more southerly routes.
In order to compensate for the additional charges (to make a tradeoff between TPR and other royalty routes)
these northerly routes should offer a minimum gain in flying time compared to more southerly routes of 10 min
for B777 and 15 min for B787.
However, because of passenger connections and/or to avoid a high CI operation, Dispatch may (in concert with
OCC/LM) decide to plan a shorter northerly route, regardless of the gain in time.
1.2 B777 & B787 Non-ETOPS

Operation via Siberia routes under 60-min Non-ETOPS rules is not possible.
25 MAR 2021 6.3. p.1

OM C1 - GENERAL ROM 6.3 Flightplanning - Siberia Routes
2. JAPAN
NOTE:
1. See also the next Chapter when planning Japanese destinations via China.
2. Return from Japan via Anchorage FIRs: See Section 7, NAT & NAM.
2.1 TCAS u/s

The Japanese Civil Aeronautics Board granted a waiver to operate with TCAS u/s (within MEL limitations).
As applicable, Dispatch shall mention in ATS FPL Item 18: RMK/TCAS EQUIPPED, BUT INOP.
2.2 Conditional Routes (CDR)

Two types of CDRs exist:
— CDR 1 = Plannable at specified level band during specified period of time as per AIP.
— CDR 2 = Plannable as per NOTAM.
2.3 Destination NRT

— During heavy snowfall priority for snow clearance will be given to the ’A’ RWY 16R/34L (source: NRT/KK).
— Any ad hoc change of aircraft type requires prior approval of the airport authorities, to be requested - in
concert with OCC/LM - via NRTKKKL, TYOUGKL, TYOECAF, and TYOMBKL, with copy to HDQLRKL.

1. Performance based longitudinal separation (PBCS) minima of 50 NM will be applied between RNP 10
approved aircraft on ATS routes which either LOGON to CPDLC or are within VHF radio range as the
primary means of communication. Such Direct Controller Pilot Communication (DCPC) shall be maintained
at all times when applying these separation minima and the secondary means of communication shall not
be HF voice.
2. Performance based longitudinal and lateral separation (PBCS) minima of 30 NM will be applied between
RNP 4 approved aircraft on ATS routes which either LOGON to CPDLC or are within VHF radio range as
the primary means of communication. Such Direct Controller Pilot Communication (DCPC) shall be
maintained at all times when applying these separation minima and the secondary means of
communication shall not be HF voice.
— Planning phase: in case an aircraft is temporarily non-PBCS approved/capable for technical reasons,
— Before PBCS airspace entry: advise ATC as soon as it becomes apparent, who will consider continued
— In PBCS airspace: advise ATC as soon as it becomes apparent, who will consider continued operation on
a tactical basis.
3.1 Introduction
— Assessed area: Siberia routes, bounded to the north by airways N150 and B153, inclusive. See map.
Assessed aircraft types: B777 & B787.
— ERAs: See OM C Airport Documentation Coverage charts.
— ETOPS: Contingency fuel planning as per OM A (BOM).
— CAT B Svalbard (ENSB) may not be used for contingency or other planning purposes.
25 MAR 2021 6.3. p.2

OM C1 - GENERAL ROM 6.4 Flightplanning - Other than Siberia Routes
1. CHINA
Flightplanning-OtherthanSiberiaRoutes6.4
NOTE: In absence of Low Level Contingency routes no A330 with pax authorized.
1.1 Authorized Routes

— Overfly Permit restrictions
Overfly permits are based on a combination of flexible and fixed domestic routes per destination, including
mandatory border entry & exit points. These requirements restrict KLM route selection, see below.
NOTE: See procedure for AMS - HKG v.v., AMS - TPE v.v. and CTU - AMS via L888 - Y1, next page.
— Alternative routes
• Alternative Chinese routes and entry/exit points may be authorized, but only in case of forecast
significant hazardous en-route weather, i.e. phenomena qualifying for SIGMET messages.
If so required, as soon as possible Dispatch must send a re-routing request with a revised FPL to the
ATM Bureau of the CAA of China.
• Exception for closure of FL(s) on W66, segment NUKTI - GOBIN v.v.: See next page.
NOTE: For destinations ICN and KIX, alternative routes via Siberia (outside China) are available.
— KLM names for main routes
• Y1 route (v.v.): RULAD (entry/exit Astana FIR) - A460 - Qiuci ’XKC’ - L888 - SADAN - Y1 - OMBON -
B330.
• VIKUP (Eastbound) / TODOD (Westbound) route
— Eastbound: SARIN (exit Astana FIR) - A368 - ’FKG’ - W192 - ESDEX - W191 - Lanzhou ’DNC’ -
W565 - XIXAN - B330.
— Westbound: B330 - ELKAL - W179 - XUYONG ’XYO’ - W25 - Fujiachang ’FJC’ - G212 - Jintang
’JTG’ - B330 - SUNUV - W197 - ANDIM - B215 - IBANO -G470 - IPMUN - W192 - ’FKG’ - A368 -
SARIN (entry Astana FIR).
• MORIT route (v.v.): MORIT (entry/exit Ulaanbaatar FIR) - B330.
• NIXAL route (v.v.): NIXAL (entry/exit Ulaanbaatar FIR) - B208.
• LADIX route
— Eastbound: POLHO (exit Ulaanbaatar FIR) - W33 - PIDOX - B339 - LADIX - A326 - DONVO - G597
- AGAVO (entry Incheon FIR).
— Westbound: AGAVO - A591 - IKEKA - W4 - HCH - W200 - LADIX - B339 - POLHO.
NOTE: Dispatch shall inform the crew via the OFP header about the planned route, i.e. either ’Via Y1 (China)’,
’Via VIKUP Eastbound) / TODOD (Westbound) route (China)’, ’Via MORIT route (China)’ or ’Via LADIX route’.
1.2 Route Restrictions per Destination

NOTE:
1. Because of Russian royalties, alternative routing via MORIT & NIXAL only to be used if cost reduction is
>2000 €.
2. Routes via Mongolia, see also paragraph 6.
— Company routes including direct segments
• Destination PVG, HGH and XMN
Due to changes in the Chinese overflying permit (no connection with SID/STAR), company routes are
loaded in Lido flight plan system with direct segments instead of SIDs and STARs. Routes are
compliant with Chinese procedures and planned fuel is sufficient.
— Eastbound
• AMS - CTU
Authorized route: Flexible entry, either via SARIN (AKTOB route), RULAD (Y1 route). Based on the
forecast wind pattern, SPL/OL requests authorization for route options for a limited period of time,
normally 1 calendar month, Relevant permit updates will be provided via CONOTAM or Supplement to
OM C1 & C2. Strict adherence to this exceptional procedure is required to ensure future cooperation
of ATMB.
03 DEC 2020 6.4. p.1

• AMS - HKG
Authorized route: Flexible entry authorized via either Y1 (entry: RULAD), AKTOB route (entry: SARIN),
NIXAL or MORIT - exit: SIERA (entry Hong Kong FIR). (see NOTE) route.
• AMS - TPE
Authorized route: Flexible entry authorized via either Y1 (entry: RULAD), AKTOB route (entry: SARIN),
NIXAL or MORIT - exit: TAMOT (entry Hong Kong FIR). (see NOTE) route.
• AMS - PEK
Authorized route: INTIK - ZBAA.
• AMS - HGH
Authorized route: NIXAL - ZSHC.
• AMS - XMN
Authorized route: NIXAL - ZSAM.
• AMS - PVG
Authorized route: NIXAL - ZSPD.
NOTE: R204 and R205 can be crossed.
• AMS - ICN v.v.: Authorized route: POLHO - AGAVO v.v.
• AMS - KIX (v.v.): Authorized route: POLHO - AGAVO v.v.
• AMS - NRT (v.v.): Authorized route: TELOK - BISUN v.v.
— Westbound
• HKG - AMS and TPE - AMS
Authorized route: Flexible exit authorized via BEKOL (exit Hong Kong FIR), then either the Y1 (exit:
RULAD), AKTOB (exit: SARIN) or MORIT (see NOTE) route or NIXAL.
NOTE: HKG - AMS may be affected by the ’Distributed Multi-Nodal’ ATFM Trial, see hereafter.
• CTU - AMS
This city pair shall be planned via either one or two of the following route options, depending on the
current OM C - ATMB authorization: ZUUU-SARIN or ZUUU-MORIT (see NOTE).
Based on the forecast wind pattern, SPL/OL requests authorization for route options for a limited period
of time, normally 1 calendar month. Relevant permit updates will be provided via Co. NOTAM or SUP
to OM C1 & C2. Strict adherence to this exceptional procedure is required to ensure future cooperation
of ATMB.
• KIX - AMS
Authorized route: BISUN-TELOK.
• PEK - AMS
Authorized Chinese route: ZBAA - INTIK.
• HGH - AMS
Authorized Chinese route: ZSHC - NIXAL.
• XMN - AMS
Authorized Chinese route: ZSAM - NIXAL.
• PVG - AMS
Authorized Chinese route: ZSPD-POLHO.
As applicable, PVG/KK will contact Dispatch with preliminary permission for an alternative route in case
of severe ATC delay. Dispatch shall then send a re-routing request to the ATM Bureau CAAC, as per
subparagraph 1.1.
08 OCT 2020 6.4. p.2

1.3 ETOPS Planning

Flights planned through Kazakhstan via SARIN (AWY W192) or RULAD (AWY Y1) into China shall nominate
UAAA or ZWWW and ZLLL as ETOPS ERAs to meet published low level contingency procedures
(OM C2 1.18-7) at DP7 (101/MEPEP).
DP7 is key in choosing ETOPS ERA in relation with low level contingency procedures. Nominate ETOPS ERA
west of DP7 that includes DP7 and nominate an ETOPS ERA east of DP7 that includes DP7 in the 180min
circle.
If no adequate ETOPS ERA can be selected: Plan the flight in such a way, that DP7 is located outside the
ETOPS segment but within 60 minutes/400NM from an adequate ERA (e.g. ZLXN, ZLDH, ZLIC or ZUUU).
1.4 L888, Y1 & Y2 Restrictions

— AIP requirements: Operational ADS-C/CPDLC (with (V)HF as voice backup).
— KLM: Y2 and L888 not authorized because of cabin oxygen limitations, except L888 segment Kuqa ’XKC’
- SADAN.
NOTE: PBCS implementation ongoing, but not mandatory yet to operate on Y1 and L888.
1.5 NOTAM closure of Y1 and A368 (SARIN)

In case of tempo closure of Y1 (segments) in combination with closure of A368 (SARIN), e.g. for ’Special
Activities’, Dispatch shall contact the Duty Supervisor Lanzhou ACC (0086 931 816 8324) to discuss options.
Options are, in order of priority:
1. Planning above closed levels.
2. Requesting a tempo in-flight off-set operation in the affected area.
3. Re-routing via RULAD - A343 - POSOT - B215 - ’FKG’, then either W192 - G470, or W99 - G470, or B215.
As applicable, Dispatch shall inform the crew via the OFP header accordingly.
In case of no contact with Lanzhou ACC, the Operations Supervisory Office, ATM Bureau shall be contacted.
1.6 NOTAM closure of W192 & G470, ’FKG’ - Jingtai

In case of NOTAM closure of one or more level(s) on either segment ’FKG’ - IPMUN, or ’FKG’ - XIXAN
(Eastbound) or SUNUV (Westbound), Lanzhou ACC is authorized to assign ’FKG’ - W99 - ’QTV’ - IPMUN or
’FKG’ - B215 - NUKTI - W66 - GOBIN - B330 - XIXAN (Eastbound) or SUNUV (Westbound) v.v., respectively.
The following applies upon receipt of such a NOTAM:
— Dispatch will nevertheless file via G470, but OFP block fuel shall be based on W99 or B215 & W66.
Dispatch shall inform the crew via the OFP header accordingly.
— In case such a closure NOTAM is received while off-blocks, Dispatch need not file a revised FPL. However,
in this case a revised OFP via W99 or B215 & W66 shall be sent to affected flights.
— In case of simultaneous closure of the above mentioned segments, Dispatch shall contact the Operations
Supervisory Office, ATM Bureau in order to discuss and clarify remaining options.
1.7 Temporarily Non-RVSM via Mainland China

Ref. Chapter 6.2, in case a temporarily non-RVSM approved/capable flight would require approval to operate
via Mainland Chinese RVSM airspace, Dispatch shall contact the ATM Bureau.
1.8 TCAS u/s via Mainland China

— Ex-AMS: Not authorized.
— Inbound AMS: Planning authorized, but FPL Item 18 shall mention: RMK/TCAS II EQUIPPED BUT U/S.
03 DEC 2020 6.4. p.3

1.9 Restrictions for ERAs

— Dunhuang (ZLDH), Xining (ZLXN) and Yinchuan (ZLIC): Because normal TAF info is not yet available H24
in the FPL system, Dispatch shall request DAL TAFs, as required. This because validity of State TAFs, is
currently too short to allow use for flightplanning.
However, a DAL TAF can only be produced if a minimum of information is available at the DAL MET office.
— Weather can be provided by China Southern Airlines, Xiamen Airlines or IATA Beijing on request. It is State
Weather and may be used for KLM flight planning.
— Dunhuang (ZLDH), Kashi (ZWSH, ref. OM C3 AOI), Lanzhou (ZLLL), Xining (ZLXN) and Yinchuang (ZLIC)
may not be planned as Destination alternate for B777 & B787. However, planning as (ETOPS) ERA is
allowed.
1.10 Performance & Fuel Plannings Checks

See paragraph 9, 10 and 11 for N-1 performance checks and LL contingency fuel planning.
1.11 ’Distributed Multi-Nodal’ ATFM Trial

This Trial may affect HKG - AMS and the Destination alternates Guangzhou (ZGGG) and Shenzen (ZGSZ),
see Chapter 5.1 Regional Background Info Far East (South).
1.12 Destination Beijing - Alternate Fuel planning

When the OFP is planned with CONT99 based on weather or when CB’s are forecasted, Dispatch shall use
alternate ZBSJ or one further away demanding/requiring more fuel. The reason is to avoid minimum fuel
situations in case of a go-around, because vectoring can be extensive. CAAC has urged airlines to adapt fuel
planning to cope with this.
1.13 A330 - Ferry Flight AMS - XMN v.v.

— Authorized Routes & Overfly permits Russia, Mongolia and China
• As per Company NOTAM, per individual flight.
— Low Level Contingency planning
• ETOPS: Contingency fuel planning as per OM A (BOM).
• Ref. paragraphs 9 - 12, N-1 performance checks and LL contingency fuel planning not required for
flights without pax.
• ERAs: As per OM C2 (Regional ROM) 2.6 Coverage OM C3 (Aerodromes).
1.14 Lower levels implemented in Lido for destination Mainland China

Flight levels in Lido have been adjusted based on operational experience. Flights with destination China were
instructed by ATMB to lower levels than planned in the OFP during last few 100nm of the flight. This caused
an increase of the CONT fuel. Therefore for AMS-CTU and AMS-PEK lower levels have been implemented for
the last cruise phase of the flight. For the remaining destinations step climbs have been disabled in Chinese
airspace.
2. COUNTRIES WITH UIR/FIR CODES ’U...’

If countries in this region are not mentioned in this chapter, there are no additional regulations.
3. JAPAN
See Chapter 6.3 Siberia Routes, before.
4. KAZAKHSTAN
Based on an agreement with ATC, Flights can be planned with a direct segment in Kazakhstan FIR.
Crew is still encouraged to request directs from entry to exit if the flight plan does not contain a direct segment.
ATC confirmed to support direct clearance as much as possible.
25 MAR 2021 6.4. p.4

5. KOREA, REP. OF (SOUTH) KOREA
5.1 Destination Seoul ICN - CONTingency Fuel Planning

RWY 16/34 is to be considered usable also during noise curfew hours.
6. MONGOLIA
NOTE: In absence of Low Level Contingency routes no A330 with pax authorized.
6.1 Authorized Routes B777 & B787

— AMS - ICN, AMS-KIX, AMS-NRT
Entry DARNO, NIGOR or GINOM (all Krasnoyarsk FIR), SERNA (Irkutsk FIR), exit POLHO (Beijing FIR).
For these destinations alternative routes are available outside Mongolia, via Russia.
— ICN - AMS, KIX-AMS, NRT-AMS
Entry POLHO (Beijing FIR), exit NIGOR, DARNO (both Krasnoyarsk FIR), AMUTA and SERNA
(both Irkutsk FIR).
Alternative routes are available outside Mongolia, via Russia.
— AMS - PEK/PKX
Entry NIGOR, DARNO or GINOM (all Krasnoyarsk FIR) and SERNA (Irkutsk FIR), exit INTIK (Beijing FIR).
— PEK/PKX - AMS
Entry INTIK (Beijing FIR), exit NIGOR or DARNO (both Krasnoyarsk FIR) or AMUTA or SERNA
(both Irkutsk FIR).
— AMS - HGH & AMS - XMN
Entry/exit NIGOR, DARNO or GINOM (all Krasnoyarsk FIR), SERNA (Irkutsk FIR), exit NIXAL
(Beijing FIR).
— AMS - PVG
Entry/exit NIGOR, DARNO (both Krasnoyarsk FIR), exit NIXAL (Beijing FIR).
— HGH - AMS & XMN - AMS
Entry NIXAL (Beijing FIR), exit NIGOR or DARNO (both Krasnoyarsk FIR), AMUTA and SERNA
(both Irkutsk FIR).
— PVG - AMS
• KL0894 entry POLHO (Beijing FIR), exit NIGOR, DARNO (both Krasnoyarsk FIR) and AMUTA,
SERNA (both Irkutsk FIR).
• KL0896 entry NIXAL or POLHO (Beijing FIR), exit NIGOR, DARNO (both Krasnoyarsk FIR) and
AMUTA, SERNA (both Irkutsk FIR).
— AMS - HKG & AMS - TPE
If via Mongolia (see also CHINA, subpara 1.3): entry NIGOR, DARNO, GINOM (Krasnoyarsk FIR) or
NOPUS (Novosibirsk FIR) or SERNA (Irkutsk FIR), exit MORIT (Lanzhou FIR) or NIXAL (Beijing FIR).
— HKG - AMS
Entry MORIT (Lanzhou FIR) or NIXAL (Beijing FIR), exit via NIGOR, DARNO (all Krasnoyarsk FIR),
SERNA, AMUTA (both Irkutsk FIR) or NOPUS (Novosibirsk FIR).
— TPE - AMS
Entry MORIT (Lanzhou FIR) or NIXAL (Beijing FIR), exit via NIGOR, DARNO (both Krasnoyarsk FIR),
NOPUS (Novosibirsk FIR) or SERNA, AMUTA (both Irkutsk FIR).
— AMS - CTU (v.v)
If via Mongolia (see also China, subpara 1.3): entry NIGOR or NOPUS, exit MORIT (Lanzhou FIR).
NOTE: See paragraph 9 for N-1 performance check B777 & B787.
25 MAR 2021 6.4. p.5

6.2 ETOPS Planning

— Flights planned through Mongolia via INTIK (AWY B458), NIXAL (AWY B208) or POLHO (AWY B339/W33)
shall be planned with an ETOPS ERA east of 70E (e.g. USNN or UNNT) in order to meet published low
level contingency procedures (OM C2 1-1.17-1.5).
— Flights planned through Mongolia via MORIT (AWY B330) shall be planned with an ETOPS ERA east of
70E (e.g. UACC or UNNT) and for instance ZLLL, ZLIC or ZBHH to meet published low level contingency
procedures (OM C2 1-1.17-1.5).
6.3 Ulaanbaatar (ZMUB) Runway Restrictions

Based on the ICAO Weighed Runway Slope method, landing on RWY 32 and take-off RWY 14 not authorized:
The effective runway slope in the high speed portion of the landing or take-off run is 2.5%.
Landing 14 and take-off 32 authorized: Effective slope in the high speed portion of the landing and take-off run
is 1.9%.
7. PHILIPPINES
7.1 MANILA MNL

— Destination MNL
Because of active volcano Taal N14 0 E120 59, R182/30 NM Manila VOR/DME 'MIA',
the following directives and guidelines apply in addition to OM A (BOM) 8.1.6.3.
Dispatch to/from MNL with Alert status 1 or 2 is authorized H24 in IMC, under the following conditions:
• Dispatch shall provide volcano status on the OFP header (also if Alert Status 3 is applicable) and will
include all relevant Volcanic (ASH) information in the briefing package.
• Dispatch shall contact VAAC Darwin at +61889203833 (24/7) or Tokyo at +81332128341 EXT 4554,
4571, 4505 to obtain latest info regarding volcanic activity.
• Instead of a DP procedure, Taipei TPE to be used as destination alternate (Alternates within China shall
not be used with exemption of VHHH -HKG). Or, if ECN tanking is applicable, the higher of the two
calculations.
• Contact moments;
activity.
— At ETA-20: crew shall ctct ATC for latest etc (if relevant).
• Flight crew is advised to avoid flight relatively close to Taal and low on the Southside of MNL, and stay
— Origin MNL
• Dispatch shall contact VAAC Darwin at +61889203833 (24/7) or Tokyo at +81332128341 EXT 4554,
4571, 4505 to obtain latest info regarding volcanic activity.
• Flight crew is advised to avoid flight relatively close to Taal and low on the Southside of MNL, and stay
25 MAR 2021 6.4. p.6

8. TAIWAN
8.1 Destination TPE - CONTingency Fuel Planning

In case during scheduled runway closure for inspection or maintenance purposes the active runway would be
closed unexpectedly, the other runway will be re-opened immediately.
Therefore, consider TPE as having two runways, also within the scheduled closure periods.
As applicable, Dispatch should manually override the FPL system accordingly.
8.2 B591 & B576, ADS-Broadcast

At or above FL290, in case of radar outage on these routes, operational ADS-B equipment mandatory.
9. N-1 PERFORMANCE CHECK B777 & B787 - CHINA

— Introduction
High LLCAs over China along specific routes require an N-1 performance check.
— Conditions
• Max. En Route Weight at REP or DP.
• Temperature for engine performance: is mentioned at the applicable weight restrictions.
• Engine A/I on.
— Weight Restrictions - General
Decision Point or REP (see OM C2) remains below the given max. values.
from the weights below.
— Weight Restrictions - Eastbound
• VIKUP/SARIN routes, DP 1 (36/FKG) or DUMAM - B777-200: 285 T; B777-300: 345 T; B787: 240 T.
Drift down weights based on ISA +20.
• A460/L888/Y1, DP 5 (132/XKC) - B777-200: 265 T; B777-300: 320 T; B787: 220 T.
• Alternative route RULAD - A343 & B215
In case of combined closure of Y1 (east of SADAN) and the VIKUP and SARIN routes (segment SARIN
- ’FKG’), operation via RULAD - A343 - POSOT - B215 - ’FKG’ may be granted by ATMB.
If so, Dispatch shall check that the expected En Route Weight (tonnes) at POSOT remains below for
B777-200: 260 T; B777-300: 310 T; B787: 200 T. Drift down weights based on ISA +20.
• W188 - W66, B777-200: 280 T; B777-300: 340 T; B787: 235 T.
— Weight Restrictions - Westbound
• TODOD & SARIN routes, DP 4 (188/JTG) - B777-200: 280 T; B777-300: 340 T; B787: 235 T.
• Y1, OMBON - B777-200: 265 T; B777-300: 320 T; B787: 225 T.
• W188 - W66, B777-200: 280 T; B777-300: 340 T; B787: 235 T.
In order to satisfy N-1 requirements, COMP D-MCLs have been determined for the applicable route
31 DEC 2020 6.4. p.7

If these D-MCLs cannot be met in the planning phase (e.g. FL closure by NOTAM), Dispatch shall check
that the N-1 Net Level-off Pressure Altitude (see OM Part B) with the estimated En Route Weight is higher
than the OM C2 (Contingency) MFA for the applicable segment.
These MFAs shall be corrected for non-standard conditions: Use temperature info from the FPL system
and find any non-standard pressure from METAR of nearest airport.
10. N-1 PERFORMANCE CHECK B777 & B787 - MONGOLIA

— Introduction
High LLCAs over Mongolia along specific routes require an N-1 performance check.
— Conditions
• Max. En Route Weight at REP or DP.
• Temperature for engine performance: ISA +19.
• Engine A/I on.
Dispatch shall check that the expected En Route Weight (tonnes) at the applicable Decision point
(see OM C2) remains below for B777-200: 290 T; B777-300: 350 T; B787: 245 T.
11. LOW LEVEL CONTINGENCY FUEL PLANNING - ENGINE FAILURE SCENARIO
11.1 Introduction
— Assessed aircraft and area: B777 & B787 via China & Mongolia along authorized routes.
Chinese L888 (segment SADAN - BIDRU) & Y2 (MEPEP - LUVAR) not assessed.
— COMP Decision Points and ERAs: See OM C2.
— ETOPS: Fuel planning as per OM A (BOM) 8.5, and additionally as required in the next subparagraphs.
— Contingency scenarios, incl. ETOPS, must be calculated from applicable (OM C2) DPs and escape routes,
as required.
— Mongolia and LADIX route: No routine fuel checks will be made by Dispatch for the Mongolian route
segments, because of the amount of fuel available vs. the number of possibly adequate aerodromes.
11.2 B777 & B787 N-1 Scenario, via airways W192/W191 & L888/Y1 (alternative A343)
— Eastbound
No routine N-1 fuel check will be made by Dispatch because the decompression scenario is more
restrictive.
— Westbound
In view of the amount of fuel available and the number of potentially adequate ERAs, no routine N-1 fuel
check will be made by Dispatch.
25 MAR 2021 6.4. p.8

12. LOW LEVEL CONTINGENCY FUEL PLANNING - DECOMPRESSION SCENARIO
12.1 Introduction
See ’Introduction’ under the previous paragraph.
If the amount of fuel available (OFP EFOB) at the waypoint mentioned below is less than the required diversion
fuel to the applicable ERA, uplift the difference as Additional (OPN) fuel.
NOTE: Diversion fuel includes 15 min holding at 1500 ft over the ERA (See OM A (BOM) 8.1).
12.2 B777 & B787, via airway W192/W191

— Eastbound
No routine decompression fuel check will be made by Dispatch when, covering the area west of DP1
(36/’FKG’), Urumqi (ZWWW) is adequate and, covering the area east of DP1, either Dunhuang (ZLDH),
Yinchuan (ZLIC), Taiyuan (ZBYN) or Hohhot (ZBHH) is adequate.
If Urumqi (ZWWW) is not adequate, Dispatch shall check that the amount of fuel available to reach the
nearest alternative ERA, at waypoint VIKUP, is equal to or more than the quantities mentioned below,
depending on aircraft type. If the amount of fuel is insufficient, uplift the difference as Additional (OPN) fuel.
Kashi (ZWSH) adequate: Almaty (UAAA) adequate:

B777-200: EFOB ≥ 22.4 T B777-200: EFOB ≥ 23.4 T
B777-300: EFOB ≥ 23.2 T B777-300: EFOB ≥ 26.0 T
B787-9: EFOB ≥ 16.6 T B787-9: EFOB ≥ 18.6 T
B787-10: EFOB ≥ 17.7 T B787-10: EFOB ≥ 20.8 T
If none of the above mentioned ERAs are adequate, Dispatch shall ensure that the amount of fuel available
at the most critical DP is sufficient to reach an alternative ERA (e.g. Karaganda/UAKK covering the area
west of DP1).
NOTE: Some TAFs are not yet available H24 in the FPL system. If a TAF is missing or if an ERA is required
outside the validity times of a State TAF, Dispatch shall request DAL TAFs, as required. Alternatively, TAFs
can be provided by China Southern Airlines, Xiamen Airlines or IATA Beijing on request. These TAFs are
State weather forecasts and may be used for flight planning.
— Westbound
In view of the amount of fuel available and the number of potentially adequate ERAs, no routine
decompression fuel check will be made by Dispatch.
12.3 B777 & B787, via airway L888/Y1

— Eastbound
No routine decompression fuel check will be made by Dispatch when, covering the area west of DP6 (47/
MEPEP), Dunhuang (ZLDH) is adequate and, covering the area east of DP6, either, Xining (ZLXN),
Lanzhou (ZLLL) or Xian (ZLXY) is adequate.
If Dunhuang (ZLDH) is not adequate, Dispatch shall check that the amount of fuel available to reach the
nearest alternative ERA, at waypoint MEPEP, is equal to or more than the quantities mentioned below,
depending on aircraft type. If the amount of fuel is insufficient, uplift the difference as Additional (OPN) fuel.
Urumqi (ZWWW) adequate: Kashi (ZWSH) adequate:

B777-200: EFOB ≥ 17.6 T B777-200: EFOB ≥ 23.7 T
B777-300: EFOB ≥ 19.7 T B777-300: EFOB ≥ 26.5 T
B787-9: EFOB ≥ 14.0 T B787-9: EFOB ≥ 18.8 T
B787-10: EFOB ≥ 14.9 T B787-10: EFOB ≥ 20.5 T
25 MAR 2021 6.4. p.9

If none of the above mentioned ERAs are adequate, Dispatch shall ensure that the amount of fuel available
at the most critical DP is sufficient to reach an alternative ERA (e.g. Yinchuan/ZLIC covering the area east
of DP6).
NOTE: Some TAFs are not yet available H24 in the FPL system. If a TAF is missing or if an ERA is required
outside the validity times of a State TAF, Dispatch shall request DAL TAFs, as required. Alternatively, TAFs
can be provided by China Southern Airlines, Xiamen Airlines or IATA Beijing on request. These TAFs are
State weather forecasts and may be used for flight planning.
• AMS - CTU will be authorized by CONOTAM due to flexible monthly overflying permit.
— Westbound
In view of the amount of fuel available and the number of potentially adequate ERAs, no routine
decompression fuel check will be made by ATM-Dispatch.
• CTU - AMS not authorized due to overflying permits.
25 MAR 2021 6.4. p.10

1. ’LARGE HEIGHT DEVIATION’ REPORT

In RVSM airspace in China, Japan, the DPR of (North) Korea, Rep. of (South) Korea and Mongolia, in case of
any altitude deviation of 300 ft or more from the assigned FL, submit a LHD ASR for forwarding to the applicable
CAA. Please indicate this requirement on the ASR.
Provide magnitude, duration and cause of the deviation, and any crew comments/remarks.
Additionally, for Japan:
— Add Domestic airspace or NOPAC, as applicable
— In case the event caused a TCAS RA, a separate ASR must be submitted to the CAA, see hereafter.
2. CHINA - GENERAL
2.1 Re/defuelling with pax

Ref. OM A (BOM) 8.2, when re/defuelling with pax embarking, on board or disembarking, local regulations
require a fire truck on stand-by near the aircraft.
In case a (final) fuel uplift is required during boarding, please timely inform station handling.
2.2 Diversion
— Inform ATM-Dispatch as early as possible. In concert with OCC/LM they will try to connect local KLM staff
with authorities and handling staff at the diversion airport.
— En-route diversion to domestic as well as international aerodromes may cause ground delay caused by a
combination of:
• Strict application of immigration, custom and/or quarantine regulations, also for crew members,
regardless of the reason for diversion.
• Lack of ground handling experience and facilities.
• Language problems.
Therefore, the preferable option is to divert to a KLM destination or destination alternate, except Shenzhen.
2.3 Hong Kong FIR

— RAs shall be notified to ATC and Hong Kong CAA as an AIRPROX.
— All flights departing from Hong Kong via fix BEKOL joining airway A461, must file initial cruise level as
6900m (22600ft) in the ATC FPL.
2.4 Flight Plan filing

Chine Authorities (CAAC) adheres strict rules for Flight Plan filing. Dispatch shall send/file the (ATC) flight plan
not later than 180 min before ETD. If unable to meet this requirement, ATC will use filing time plus 150 min as
ETD and may add extra delay time due to late queuing.
Cancellation must be done at least 60 min before ETD. Changing the OFP can be done until 45 min before
ETD to keep the first OFP filing time. SHA ATMB FPL Processing Center can be contacted via SHAFP8X or
+86 21 2232 2851/3 if there are issues with filing the OFP.
3. CHINA - TARMAC DELAY
3.1 Introduction
Passenger Protection Rules on tarmac delays apply to all scheduled air carriers arriving at or departing from a
Chinese airport, including diversions to Chinese alternate airports, excluding Hong Kong and Macau.
These rules include, amongst others, time limits on tarmac delays without opportunity for passengers to
deplane and requirements regarding information to passengers in case of such delays.
Selected definitions:
— Flight delay: Actual on-blocks time is 15 min later than STA (Scheduled time of arrival).
— Departure delay: Actual off-blocks time is 15 min later than STD.
— Tarmac delay: Holding on the ground after landing/before take-off with no pax deplaning opportunity.
25 MAR 2021 6.5. p.1

— Deplaning opportunity: PA announcement concerning the deplaning opportunity and aircraft door open
with access to the terminal or other form of deplaning, including suitable transport to the terminal (e.g. air
stairs and bus operation).
NOTE: KLM (Back office) has to report all tarmac delays of 3 (three) hours or more to the local authorities.
3.2 Operator Procedures

— Not later than 2 (two) hours after touch-down or leaving the gate, adequate food and potable water shall
be provided if the aircraft remains on the tarmac, unless, SCD, safety or security conditions preclude this.
— The maximum tarmac delay before allowing passengers to deplane is 3 (three) hours, unless:
• SCD, there is a safety-related or security-related reason why the aircraft cannot leave its position on
the tarmac to deplane passengers; or
• ATC advises the PiC that returning to the gate or another disembarkation point elsewhere in order to
deplane passengers would significantly disrupt airport operations.
KLM NOTE: Exceeding the 3 and 2 hour legal periods will trigger investigation by local authorities.
— Operable lavatories, as well as adequate medical attention if needed, shall be available while the aircraft
remains on the tarmac.
— Every 30 min after the beginning of the tarmac delay, before passenger information is given (see below),
a conference call shall be made between crew, station manager, Dispatch, OMF and OCC/LM, via
Dispatch, for review of the delay plan.
— Departure delay: Every 30 min after the beginning of the delay, ATC, airport authorities, the ground
handling agent and the sales agent shall be informed about the departure delay (or cancellation), including
reason(s) and flight status.
— Passenger information:
• Following each 30-min contact with Dispatch, provide tarmac delay status notifications via PA every
30 min, including the reasons for the delay, if known.
• Additionally, for departures, when at the gate or another disembarkation area with doors open:
Beginning 30 min after scheduled departure time (including any revised departure time that passengers
were notified about before boarding), notify passengers every 30 min that they can deplane if the
opportunity to deplane actually exists.
— Combined Checklist/Log: eReporting contains the KLM Tarmac Delay Checklist/Logging form.
When a tarmac delay exceeds 2 (two) hours, because of possible legal action, the applicable Log must be
completed and submitted by the PiC.
NOTE: Failure to comply with these rules may lead to heavy fines for the operator.
4. JAPAN
4.1 MET Reporting

— Significant Weather Charts do not indicate moderate or severe icing, not associated with CB.
— SIGMETs are not issued for:
• OBSC TS and OBSC/EMBD/FRQ/SQL TSGR.
• SEV ICE (FZRA).
• HVY DS and HVY SS.
• SEV MTW.
4.2 Area/En-route Information Service (AEIS)

— General
AEIS is provided by various Flight Service Centres (FSCs) via Data Link, via dedicated extended range
air-ground VHF channels (request - reply), as well as via continuous broadcasts, and consists of:
25 MAR 2021 6.5. p.2

• MET info, including PIREPS (preceding 2 hours), typhoon informatioin, and on request Weather Radar
Echos, see below.
• NOTAMs: Including snow/ice conditions, issued in the preceding 10 hours (5 hours for broadcast) and
becoming effective in the next 10 hours (5 hours for broadcast).
• Other relevant information: E.g. navaid status, runway closures and traffic restrictions.
FSCs are collocated with the parent ACC. Frequencies: See next Chapter.
PIREPs requiring ATC action should be reported directly to the applicable ACC (= standard practice), while
all other reports should be made to the applicable FSC.
— Contents of AEIS Broadcasts
• En Route information (SIGMET, PIREP, change in navaid status, if any), and Airport information.
• ’Airport Info’ comprises for given airports: Runway closures, and runways with braking action less than
POOR, and, depending on the airport, either 'Detailed Information Airport' or 'Brief Information Airport’.
• ’Detailed Information Airport’ contains: Changes in navaid status and other necessary (MET) info.
• ’Brief Information Airport’ provides: Wind, VIS, ceiling and significant phenomena.
In case the maximum 3-min time frame is exceeded, items will be omitted, starting from the end.
— WX Radar Echo Intensity Scale
• VERY WEAK (intensity converted to rainfall in mm/hour: 0 - 1)
• WEAK (1 - 5 mm/hour)
• MODERATE (5 - 20 mm/hour)
• STRONG (20 - 50 mm/hour)
• VERY STRONG (50 mm/hour or more)
Fog or cloud without precipitation not shown. Echo tops are observed every 10 min.
4.3 Time Signals and HF Propagation Forecasts

Standard Time signals are broadcast continuously on HF, except between 25 - 34 minutes every hour.
Frequencies are those of WWV (Fort Collins) and WWVH (Hawaii), except 20 MHz: See Chapter 1.9.
Time signals start with Morse identification, followed by radio propagation forecasts, using the following Morse
codes, transmitted 5 times:
. - - (W): Radio propagation condition presently deteriorated or expected to deteriorate.
. . - (U): Propagation possibly deteriorating.
- . (N): Propagation normal.
4.4 TCAS RA & Near Collision Report

The ASR concerning any RA and/or Near Collision report must be submitted to the CAA Japan without delay.
Please indicate this requirement on the ASR.
4.5 JSDF Radar Advisory Service

Japanese Self Defence Force units may provide a RAS to civil IFR flights as an option of last resort.
These advisories are not ATC clearances, but the JSDF station may assist in obtaining such clearances.
Upon initial contact, provide position, heading, FL and assistance required. If in an emergency, state so.
Collective CS: 'Star Gazer' on 121.5. JSDF radar operators will reply, using their own CS.
They may state ’unable’, without explanation, when radar services cannot be provided.
North of N39 - ’Head Work’ 124.900
South of N39 & east of E134 - ’Off Side’ 124.900 or 133.900
West of E134 & north of N30 - ’Dialect’ 133.900
South of N30 - ’Rode Rick’ 133.900
4.6 AMS via Anchorage FIRs

See also Section 7, NAT & NAM.
02 MAR 2017 6.5. p.3

5. KOREA - DPR (NORTH) KOREA

Upon unexpected closure of Pyongyang FIR, the following options can be considered:
— Eastbound, before VASRO: Either circumnavigate westwards (via A588) or eastwards via B451 into
Khabarovsk FIR. Under normal conditions, sufficient fuel will be available to reach diversionary ADs.
— Inside FIR: Proceed as (re-)cleared by ATC.
— Westbound, before KANSU: In concert with ATM-Dispatch, OCC/LM and SPL/AV, consider
• Return to KIX, or diversion to Incheon, or
• West of FIR to Europe, via Shanghai and Beijing FIRs to POLHO (Mongolia) and beyond, or
• East of FIR to Europe, via Fukuoka FIR into Khabarovsk FIR and beyond.
6. KOREA - REP. OF (SOUTH) KOREA
6.1 Tarmac Delay - Introduction

Passenger Protection rules on tarmac delays apply for all scheduled air carriers arriving at or departing from a
Korean airport, including diversions to Korean alternate airports.
NOTE: KLM (Back office) has to report all tarmac delays of 3 (three) hours or more to the local authorities.
6.2 Operator Procedures

— The maximum tarmac delay before allowing passengers to deplane is 4 (four) hours, unless:
KLM NOTE: Exceeding the 4 and 2 hour legal periods will trigger investigation by local authorities.
— Combined Checklist/Log: eForms contains the KLM Tarmac Delay Checklist/Logging form.
When a tarmac delay exceeds 3 (three) hours, because of possible legal action, the applicable Log must
be completed and submitted by the PiC.
25 MAR 2021 6.5. p.4

7. TAIWAN
In case of an air raid, ATC will notify all aircraft within the FIR as well as ATC of adjacent FIRs.
Inbound traffic should reverse course and divert to an aerodrome outside Taipei FIR.
In case this is not possible, the aircraft will be directed by MIL ATC to a Taiwanese aerodrome.
Outbound traffic may continue when possible, otherwise shall land as directed by MIL ATC.
Expect that during an air raid all navaids and COM freqs will be closed down, except 121.5.
8. LOW LEVEL CONTINGENCY GUIDELINES - GENERAL

— The terrain presentation on the associated OM C2 (Regional ROM) charts for China and Mongolia is
identical to the one for airport charts, except that the white layer area is not related to any airport elevation
but to the 7000 ft contour line.
— The OM C2 Decompression guidelines are based on:
• Standard passenger oxygen configuration (B777 dispatch pressure as per OM B).
• No wind.
• VMO/MMO - 5 kt at level-off & intermediate altitudes above 10.000 ft, and clean configuration.
25 MAR 2021 6.5. p.5

OM C1 - GENERAL ROM 6.6 VOLMET & Japan AEIS
1. HF & VHF VOLMET

VOLMET&JapanAEIS6.6
Arkhangelsk & Murmansk: PACific region Hong Kong 128.875

Chapter 3.6, HF Peterburg HF 2863 - 6679 - 8828 - 13282 Shenzen A
TOKYO H+ H+ Macau A
Almaty, Bishkek, Samarkand, 10-15 40-45 Taipei A
Tashkent & Termez: Tokyo NRT FA FA Kaohsiung A
Chapter 5.6, HF Tashkent Tokyo Intl. HND FA FA
and VHF Tashkent and Baku Nagoya (Chubu) FA FA NDB ’HKG’ 338 kHz H+15,H+45
Osaka KIX FA FA
CHINA Incheon (Korea) FA fA Hong Kong FIR SIGMET
HF 3458 - 5673 - 8849 - 13825 Sapporo Chitose A A Valid: 4 - 6 hours.
GUANGZHOU H+ H+ Fukuoka A A
00-05 30-35 SIGMET c) X X Tropical Cyclone SIGMET
Sanya AF AF HONG KONG a) H+ H+ Valid: 6 hours, outlook: 18 hours.
Xiamen A A 15-20 45-50 (Covered area extends beyond FIR
GUANGZHOU H+ H+ SIGMET (FIR) X X within N10 - N30 and E105 - E125.)
05-10 35-40 Hong Kong b) FA FA
Guangzhou AF AF Guangzhou A A Volcanic Ash SIGMET
Nanning A A Naha A A Valid: 6 hours, Outlook: 12 hours.
GUANGZHOU H+ H+ Taipei A A
10-15 40-45 Kaohsiung A A
Changsha A A Manilla A A a) Hong Kong: Not on HF 2863.
Chengdu AF AF Mactan/Lapu A A If the latest report is more than
Kunming A A 2 hours old, it is not transmitted.
Wuhan A A SIBERIAN RUSSIA (VHF) D-VOLMET authorized, use
BEIJING H+ H+ ’airport’ code VHHH.
15-20 45-50 Irkutsk 125.475
Beijing AF AF Irkutsk b) Hong Kong wind info refers to the
Dalian A A Chita/Kadala mid anemometer RWY 07L/25R.
Harbin A A Ulan-Ude/Mukhino VIS is observed from MET office
Hohhot A A Bratsk on TWR level T3. When VIS is
Shenyang A A Krasnoyarsk/Yemelyanovo 3000 m or less, observations are
Taiyuan A A made at ground level.
Tianjin A A Khabarovsk 127.875 Rus + En
BEIJING H+ H+ Khabarovsk/Novy c) Fukuoka & Incheon FIRs.
20-25 50-55 Blagoveshchensk/Ignatyevo
Hangzhou A A Vladivostok/Knevichi
Shanghai AF AF Yuzhno-Sakhalinsk/Khomutovo
Continued SIBERIAN RUSSIA
H+ H+ Magadan/Sokol
BEIJING
25-30 55-60 Petropavlovsk-Kamchatsky/Yelizo. Chita 128.300 Rus + En
Lanzhou A A SIGMET Chita/Kadala
Xi’an AF AF Ulan-Ude/Mukhino
Urumqi A A Magadan 126.200 Rus + En Irkutsk
Magadan/Sokol Blagoveshchensk/Ignatyevo (Rus)
Petropavlovsk-Kamchatsky/Yelizo. Yakutsk (Rus)
Khabarovsk/Novy
Taipei 124.400 Vladivostok 126.400 Rus + En
SIGMET FIR Novosibirsk 120.800 Rus + En Vladivostok/Knevichi
Taipei AF Novosibirsk/Tolmachevo Khabarovsk/Novy
Taoyan AF Barnaul/Mikhaylovka Yuzhno-Sakhalinsk/Khomutovo
Kaohsiung AF Abakan Blagoveshchensk/Ignatyevo
Krasnoyarsk/Yemelyanovo
Omsk Yekaterinburg, Samara and
F = TAF Continued -> Novosibirsk: See Chapter 3.6,
A = METAR, (if avbl) with Yekaterinburg VOLMET.
31 MAR 2016 Source: SPL/OC 6.6. p.1

OM C1 - GENERAL ROM 6.6 VOLMET & Japan AEIS
2. JAPAN - AREA/EN-ROUTE INFO SERVICE

REQUEST/REPLY
BROADCASTS
New Chitose Info
The 3-min broadcasts start with 'En route Info' Kushiro 135.100
(= SIGMET, PIREP, changes in navaid status, if any), Obihiro 135.600
followed by 'Detailed Info Airport' (DIA) and 'Brief Okadama 134.750
Info Airport' (BIA) for the given airports. Yokotsudake 127.100
Antenna position given between brackets. Asahikawa 124.150
New Chitose Info - 127.000 Sendai Info

(Ishikari, due east of Sapporo VOR 'SPE') Akita 134.600
DIA: Tokyo NRT, Obihiro, Kushiro, Okadama. Jobonzan 135.800
BIA: Asahikawa, Memanbetsu, Tokyo HND. Niigata 135.300
Sendai Info - 126.800 Tokyo Info

(at Natori VOR 'NAE') Nasu 135.650
DIA: Tokyo NRT & HND, Chubu Centrair, New Chitose. Kumagaya 135.750
BIA: Hakodate, Kushiro, Akita. Narita 134.800
Matsumoto 134.850
Chubu Info - 126.600 Hakone 134.700
(at Kowa VOR 'XMC') Yamanashi 127.150
DIA: Tokyo NRT & HND, Osaka KIX & ITM.
BIA: Fukuoka, Hiroshima, Matsuyama. Chubu Info
Komatsu 135.050
Fukuoka Info - 127.650 Mikawa 135.500
(at Shimizu VOR 'SUC')
DIA: Tokyo NRT, Chubu Centrair, Osaka KIX, Naha. Osaka Info
BIA: Osaka ITM, Kagoshima, Miyazaki. Mikunisan 135.600
Kushimoto 126.750
Fukuoka Info - 128.200 Miho 134.750
(at Iwakuni TACAN 'NEU')
DIA: Tokyo HND, Osaka ITM, Fukuoka. Fukuoka Info
BIA: Nagasaki, Kumamoto, Oita. Iwakuni 126.700
Shimizu 135.100
Kagoshima Info - 128.600 Sangunzan 126.950
(at Erabu VOR 'ONC') Fukue 134.650
DIA: Tokyo HND, Chubu Centrair, Osaka KIX, Fukuoka.
BIA: Tokyo NRT, Osaka ITM, Kagoshima. Kagoshima Info
Kaseda 135.800
Amami 134.800
NOTE: See also chapter 6.5 - 4.
Naha Info
Yaedake 127.100
Miyako 134.750
26 JUN 2014 Source: SPL/OC 6.6. p.2

1. INTRODUCTION
Destn
i ato
i nAlternates6.7
Legend
2. BEIJING, ZBAA PEK
Tianjin C1 ZBTJ TSN 149 067 By car PEK staff needs 2 HRS to reach TSN, by train: 30 min.
Zhengding ZBSJ SJW 219 139
Hohhot C2 ZBHH HET 282 223 R
Taiyuan C3 ZBYN TYN 233 232 F
Dalian C4 ZYTL DLC 106 238 R; Limited parking in case of large scale diversions
Seoul RKSI ICN 109 487
Shanghai C5 ZSPD PVG 155 594 F
Hangzhou C6 ZSHC HGH 162 621
3. CHENGDU, ZUUU CTU
NOTE: UFN A330 not authorized, in absence of (en-route) Low Level Contingency guidelines in OM C2
Chongqing C1 ZUCK CKG 110 149
Xi’an C2 ZLXY XIY 046 337 R
Guangzhou ZGGG CAN 131 662 F
Hong Kong VHHH HKG 133 731
Xiamen C4 ZSAM XMN 116 838 R
25 MAR 2021 6.7. p.1

4. HANGZHOU, ZSHC HGH
Shanghai Hongqiao C2 ZSSS SHA 039 075 R
Shanghai Pudong C1 ZSPD PVG 052 089 F
Nanjing ZSNJ NKG 318 122
Fuzhou ZSFZ FOC 189 262
Naha ROAH OKA 123 452 R
Beijing C4 ZBAA PEK 342 621
5. HONG KONG, VHHH HKG
Macao C1 VMMC MFM 242 020 Limited parking
Shenzhen ZGSZ SZX 344 021 ’Fuel & go’ only; Actual diversion to be avoided
Guangzhou C3 ZGGG CAN 333 073 F
Kaohsiung C5 RCKH KHH 087 358 R; Limited parking
Taipei C4 RCTP TPE 068 436
Hangzhou ZSHC HGH 036 592
6. MANILA, RPLL MNL
Angeles City C1 RPLC CRK 327 048 In case of multiple diversions: Limited fuel & hotel cap.
Lapu-Lapu C2 RPVM CEB 145 307
Kaohsiung RCKH KHH 356 487 R; Limited parking
Hong Kong C4 VHHH HKG 319 620
Taipei C3 RCTP TPE 001 636
7. OSAKA, RJBB KIX
Osaka Itami RJOO ITM 026 023 R
Chubu (Nagoya) C2 RJGG NGO 072 082
Matsuyama RJOM MYJ 254 131 R
Fukuoka C3 RJFF FUK 258 244 F
Tokyo Narita C1 RJAA NRT 073 266
Seoul RKSI ICN 293 465
Sapporo C4 RJCC CTS 031 586 F
25 MAR 2021 6.7. p.2

8. SEOUL, RKSI ICN
Seoul Gimpo C1 RKSS GMP 072 018 F
Busan C2 RKPK PUS 139 183 R; Landing 18L/R not authorized for KLM
Jeju RKPC CJU 179 238 F; Limited parking, passenger handling and catering
Dalian ZYTL DLC 291 248 R; Limited parking
Fukuoka RJFF FUK 140 305 F
Osaka C4 RJBB KIX 113 465
Tokyo Narita RJAA NRT 099 680
9. SHANGHAI, ZSPD PVG
Shanghai Hongqiao C1 ZSSS SHA 278 024 R
Nanjing C4 ZSNJ NKG 284 155
Naha ROAH OKA 134 429 R
10. TAIPEI, RCTP TPE
COMP advice TPE/KK & OCC/LM: When large scale diversion from TPE is anticipated, e.g. due to
typhoons, the flight should divert to HKG if possible.
NOTE: The Chinese (Mainland) overfly permit for AMS - TPE v.v. is restricted to B777/787.
Kaohsiung C1 RCKH KHH 198 158 R; Limited parking
Naha C2 ROAH OKA 079 354 R
Manila C4 RPLL MNL 181 636
11. TOKYO, RJAA NRT (R)
Sendai RJSS SDJ 010 145 R
Chubu (Nagoya) C2 RJGG NGO 253 184
Osaka Itami RJOO ITM 256 250 R
Osaka Kansai C1 RJBB KIX 253 266
Sapporo C3 RJCC CTS 008 426 F
Fukuoka C4 RJFF FUK 255 508 F
25 MAR 2021 6.7. p.3

12. XIAMEN, ZSAM XMN (R)
B777/787 & (no pax) A330 ºT NM Remarks

Fuzhou ZSFZ FOC 045 118
Shanghai Pudong C3 ZSPD PVG 026 442
Shanghai Hongqiao ZSSS SHA 023 435 R
Nanjing ZSNJ NKG 005 435
25 MAR 2021 6.7. p.4

k 7. NORTH ATLANTIC / NORTH AMERICA
Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.0. p.1

MNPS Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1. p.1
MNPS Horizontal Separation Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1. p.1
NAT Organized Track System (OTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1. p.1
North American Route Program (NRP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1. p.2
North American Routes (NAR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1. p.2
West Atlantic Route System (WATRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1. p.2
Flightplanning - NAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.1
Summary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.1
EUR Domestic Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.2
NAT - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.2
NAT Organized Track System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.3
N-1 Performance Check - B787 via Greenland. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.5
Low Level Contingency Fuel Planning - Engine Failure Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.5
Low Level Contingency Fuel Planning - Decompression Scenario. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.6
2-Engined Aircraft, Non-ETOPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. p.9
Flightplanning - Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.1
Cross-reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.1
GOTA and Gander Domestic FIR/CTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.1
NAR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.1
Gander OCA - PBCS Mandate (25 - 30 NM) Lateral Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.1
North American Route Program (NRP) - Canada & USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.2
Additional Canadian NRP Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.2
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.2
Northern Control Area Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.2
Southern Control Area Tracks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.2
Volcanic Hazard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.2
Aerodrome Operating Minima - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.2
Alternate Planning Minima . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.3
TEMPO or PROB in Alternate Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.3
Mandatory Routing to/from KLM Destinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.3
Toronto YYZ - Alternate Hamilton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.5
A330-200 to Vancouver YVR - Alternate Abbotsford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. p.5
07 NOV 2019 7.TOC. p.1

Flightplanning - USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.1

Cross-reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.1
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.1
North American Route Program (NRP) - Canada & USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.1
US Warning Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.1
Aerodrome Operating Minima - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.1
A330 - Decompression over the Rocky Mountains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.2
Chicago ORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.3
San Francisco SFO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.3
Fuel Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.3
Ex USA, Passenger weight on Load Sheet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.4. p.3
Flightplanning - Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5. p.1
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5. p.1
Volcanic Hazard - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5. p.1
Volcano Popocatepetl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5. p.1
Fuel Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5. p.2
Cross-Reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5. p.3
FLAS & NAR W-bound Non-Common Portions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6. p.1
NAT - FL Allocation Scheme. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6. p.1
NAR Westbound - Non Common Portions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.6. p.1
MNPS Special Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7. p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7. p.1
’Blue Spruce’ Routes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7. p.1
G3 & G11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7. p.1
Tango Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.7. p.1
Flightplanning via Anchorage FIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8. p.1
NOPAC Route System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8. p.1
Volcanic Hazard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.8. p.2
En Route - North Atlantic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.1
Communications - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.1
Communications - Voice OCL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.1
Communications - Position Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.2
Communications - Shanwick FIR/OCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.3
Communications - Santa Maria OFIR/OCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.3
Navigation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.3
07 NOV 2019 7.TOC. p.2

Navigation - Reduced Horizontal Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.6

Arctic Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.9. p.7
En Route - Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.1
Communications - En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.1
Navigation - En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.1
TMA & Airport - Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.3
TMA & Airport - Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.5
Diversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.8
Tarmac Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.8
ESCAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.9
Approach & Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.10. p.10
En Route - USA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.1
National Regulations - FARs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.1
Operations Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.1
Communications - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.1
Navigation - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.3
TMA & Airport - Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.4
TMA - Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.5
Approach & Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.6
Ground Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.14
Diversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.16
Tarmac Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.16
ESCAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.11. p.17
En Route - Mexico (Open) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.12. p.1
En Route via Anchorage FIRs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13. p.1
Japan - Fukuoka FIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13. p.1
USA - Anchorage FIRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13. p.1
Volcanic Hazard Info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13. p.2
Arctic Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.13. p.2
MET Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.1
Non-standard METAR & TAF Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.1
Non-standard terms in USA En-route Forecasts & Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.2
Decoding Word Contractions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.3
En route Weather Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.10
Automated Airport Systems - Canada. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.10
Automated Airport Systems - USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.11
Automatic Windshear Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.11
HF VOLMET - NAT & PAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.14. p.12
07 NOV 2019 7.TOC. p.3

Destination Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.1
Atlanta, KATL ATL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.1
Boston, KBOS BOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.1
Calgary, CYYC YYC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.2
Chicago, KORD ORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.2
Edmonton, CYEG YEG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.2
Houston, KIAH IAH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.2
Las Vegas, KLAS LAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.3
Los Angeles, KLAX LAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.3
Mexico, MMMX MEX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.3
Miami, KMIA MIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.3
Minneapolis, KMSP MSP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.4
Montreal, CYUL YUL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.4
New York, KJFK JFK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.4
Salt Lake City, KSLC SLC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.5
San Francisco, KSFO SFO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.5
Toronto, CYYZ YYZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.5
Vancouver, CYVR YVR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.5
Washington, KIAD IAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.15. p.6
ATC Contingency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16. p.1
Shanwick OACC & Scottish ACC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16. p.1
Gander (O)ACC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.16. p.2
07 NOV 2019 7.TOC. p.4

k 7. NORTH ATLANTIC & NORTH AMERICA

Coverage7.0
16 JUL 2020 7.0. p.1

1. MNPS NAVIGATION
— MNPS = Minimum Navigation Performance Specifications, based on the use of Long Range Navigation
Systems (LRNS), apply in most of NAT HL oceanic airspace between FL290 - 410 inclusive.
— Minimum navigational requirements for MNPS operations, other than via Special Routes: Two independent
operational LRNS, and ~RNAV 12.6 or better.
Application of OM A (BOM) 8 and relevant OM Part B procedures ensures operations within NAT HL airspace.
OM C2 (Regional ROM) contains an RNAV 10 (RNP 10) & MNPS navigation checklist.
With the autopilot coupled to the LRNS, infringement of MNPS separation standards may originate from:
— Navigation system errors and incorrect FMS nav data base contents;
— Navigation system handling: Initialization, WP insertion, updating, and 'finger trouble' errors.
ICAO reported that LRNS handling errors, of which half were WP insertion errors, are the largest single
cause of observed GNEs in NAT High Level airspace;
— Along track inaccuracies, caused by errors in Mach No. Technique, time keeping and position reporting,
and lack of WP ETO updating;
— ATS system loop errors = any error caused by misunderstanding between crew and ATS regarding the
clearance. This may occur during dispatch, between ATS units, or by pilot's misinterpretation of clearances.
2. MNPS HORIZONTAL SEPARATION MINIMA

NOTE: Reduced lateral separation minima can be found in Chapter 7.9 En Route - NAT.
2.1 Basic lateral separation

— 50 NM between MNPS aircraft, if a part of the route is inside, above or below NAT HL airspace.
— 90 NM when at least one of the aircraft is not MNPS-capable between the Iberian Peninsula and Azores,
Iceland and Scandinavia / United Kingdom, or
— 90 NM between aircraft flying outside NAT HL airspace between USA / Canada and Bermuda and to the
West of W055 between USA / Canada / Bermuda and the Caribbean.
— 120 NM between other aircraft.
2.2 Basic longitudinal separation

— NAT HL airspace and WATRS Plus area
• 10 min, provided the Mach No. Technique (MNT) is applied and the aircraft have reported over a
common Oceanic Entry Point (OEP) and follow the same track or continuously diverging tracks.
This separation can be reduced down to 5 min at the OEP provided the preceding aircraft is maintaining
a higher Mach number than the following aircraft (9 min for a speed difference of M 0.02, 8 min for
M 0.03 etc… to 5 min for M 0.06).
• 15 min between aircraft which do not meet the above provisions.
— Outside NAT HL airspace and WATRS Plus area
• 15 min provided that the MNT is applied and the aircraft have reported over a common Oceanic Entry
Point (OEP) and follow the same track or continuously diverging tracks.
• 10 min at the OEP, if the preceding aircraft is M 0.03 faster than the following aircraft.
• 5 min at the entry point, if the preceding aircraft is M 0.06 faster than the following aircraft.
• 20 min between aircraft which do not meet the above provisions.
3. NAT ORGANIZED TRACK SYSTEM (OTS)
3.1 Introduction
As a result of passenger demand, time zone differences and airport noise restrictions, NAT traffic is
concentrated in two unidirectional flows:
— Daytime westbound flow departing Europe in the morning with peak 1130 - 1900Z at W030;
— Night-time eastbound flow departing North America in the evening with peak 0100 - 0800Z at W030.
13 OCT 2016 7.1. p.1

A system of oceanic tracks, the Organized Track System (OTS), with an oceanic FL allocation and connecting
domestic routes tries to accommodate these flows on or close to their most economical routes and levels.
The most northerly daytime OTS track is designated Track Alpha, the next Bravo, etc.
The most southerly night-time track is designated Zulu, the next Yankee, etc.
3.2 The NAT OTS Track message

This message is published to relevant ATC centres and operators. Typical hours of publication are:
— Daytime Westbound Track message at 00.00 UTC by Shanwick OAC.
— Night-time Eastbound Track message at 12.00 UTC by Gander OAC.
The Track message contains:
— Date and OTS validity period.
— Message identifier (a 3-digit number with or without a letter).
— Applicable PBCS tracks.
— OTS Track identifiers with geographical coordinates.
— Available FLs.
— Connecting domestic entry and exit routes (see NRP and NAR, below).
— Other restrictions that may apply to NAT operations.
— Mid Atlantic Tracks.
— If no tracks are published, "OTS Tracks NIL" will be annotated.
Time restrictions specified in the NAT Track message refer to the estimated W030 crossing time.
Depending on expected traffic demand, Reykjavik OAC may establish tracks through REPs at N61 on the
Reykjavik - Shanwick boundary; publication by Shanwick OAC in the NAT OTS Track message.
4. NORTH AMERICAN ROUTE PROGRAM (NRP)

NAV Canada and US FAA jointly established the NRP in domestic airspace at FL290 and above.
Instead of following predetermined preferred routings, under NRP regulations traffic may operate random.
NRP routings may be used by traffic originating and terminating in Canadian and US domestic airspace, and
by NAT flights operating in the NAR system (see below): NAT flights may file random routes between the NAR
INF and 200 NM from their destination or departure airport v.v.
The FPL system will automatically take into account NRP requirements.
5. NORTH AMERICAN ROUTES (NAR)

The NAR system consists of pre-planned HL routes over the North American continent, serving NAT traffic to/
from specified Coastal Fixes and selected ’system airports’.
Flights can only join a NAR at a Coastal Fix, an Inland Navigation Facility (INF), or from a system airport.
Most routes are divided into 2 portions:
— Common Portion
Between specified Coastal Fix and INF v.v.
Routes are prefixed by an N, followed by a route identifier number and validation code letter, e.g. N70C.
The validation code indicates amendments to the Common Portion only.
Route numbering is orientated geographically from south to north, with odd numbers for Eastbound NARs
and even numbers for Westbound NARs.
Selected NARs, appropriate for Coastal Fixes serving the OTS, are published in the NAT Track message.
— Non Common Portion: Westbound only, between INF and system airport.
NAR Common Portions are available on the digital RFC and in the FPL system, while Westbound Non
Common Portions for KLM destinations are published in Chapter 7.6 - FLAS & NAR.
6. WEST ATLANTIC ROUTE SYSTEM (WATRS)

The southwestern part of the New York OCA is part of the WATRS Plus Area: See Section 8, Mid Atlantic.
25 FEB 2021 7.1. p.2

OM C1 - GENERAL ROM 7.2 Flightplanning - NAT
1. SUMMARY
Flightplanning-NAT7.2
1.1 En Route Restrictions

The table and chart below give a summary and overview of the most important NAT/NAM planning restrictions.
Restrictions apply depending on their period of applicability and on the position of the optimum flight path.
Also any temporary restrictions, published via NOTAMs, ATC Flow Advisories, etc., have to be checked, as the
FPL system does not take all restrictions into account.
Domestic EUR NAT HL Airspace Domestic NAM
— Westbound routes & — General, e.g. REPs, MNPS, TCAS — GOTA
Scottish UIR Direct — NAT OTS or random — Domestic regulations, e.g. NRP,
routes NAR, NCA and SCA, Preferred
— LL Contingency Fuel Routes, Alternate Planning
— NOTA, SOTA & BOTA — ETOPS/Non-ETOPS Minima, Non-standard T/O Minima
— B787 N-1 Performance — A330 over the Rocky Mountains
25 MAR 2021 7.2. p.1

1.2 Broad outline of the planning process

— Requirements:
• NAT Track message (includes NAT OTS validity period);
• (KLM) OTS transition period;
• LIDO Route Display map.
— Procedure:
1. The Minimum Cost Track (MCT) or Minimum Fuel Track (MFT) is calculated using the FPL system.
2. The W030 ETO of the flight is then matched against the OTS validity and transition periods.
3. If this ETO falls in or is close to these periods, the MCT/MFT is compared with the NAT OTS.
4. If the MCT/MFT conflicts with the OTS, the FPL shall run along an OTS track or stay clear of the OTS.
5. If the MCT/MFT does not conflict with the OTS, random planning is applied.
6. The OTS, MCT/MFT and FPL routes shall be viewed on the LIDO Route Display map.
7. For the purpose of crew briefing, this map shall be made available in the Briefing package.
— Expanded procedures in the next paragraphs.
2. EUR DOMESTIC AIRSPACE
2.1 Westbound Mandatory NAT routes

These routes are available in the FPL system and not published in OM Part C.
If a departure slot would cause a considerable delay it may be advantageous to circumnavigate the area.
2.2 Airspace Delegation Shanwick FIR/OCA

Control over 3 sections of the Shanwick FIR/OCA is delegated to Irish and French domestic ATC, as follows:
NOTA and SOTA (Northern and Shannon Oceanic Transition Area respectively) to Shannon ATC, and BOTA
(Brest Oceanic Transition Area) to Brest ATC.
2.3 Scottish UIR Direct Routes

As part of the evolution to FRA, Direct Route Airspace (DRA) replaced the airway structure in the southwest
of the Scottish UIR above FL255 by a fixed set of plannable DCTs.
— Overflights: Plan DCT from DRA Entry to Exit point, but remain clear of active D areas.
— Intermediate DRA points allow circumnavigation (under radar monitoring) of active D areas.
3. NAT - GENERAL
3.1 Oceanic REPs

— Oceanic boundaries: Use designated oceanic entry and exit points. Otherwise:
— Generally routing west or eastbound: Use 10° of LONG (W020, W030, etc.) at whole degrees of LAT (N57,
N58, etc.). North of N70 use every (even) 20° of LONG, e.g. W020, W040, etc.
— Generally north or southbound: Use 5° of LAT (N65, N60, etc.) at whole degrees of LONG.
3.2 NAT RVSM

— RVSM instructions given in Chapter 3 Europe apply also for NAT RVSM airspace.
Such a request shall be made to the first Oceanic ATC centre. The first ATC centre will coordinate with
subsequent centres. Requirements:
• Submit request 12 - 4 hours before flight.
• Provide acceptable levels and routings (avoid the active OTS).
(Continued next page)
25 MAR 2021 7.2. p.2

If approved, the W shall be removed from ATS FPL Item 10, and FPL Item 18 shall include STS/category
Additionally, provide written justification for the request to the NAT Central Monitoring Agency (CMA) upon
completion of the FPL.
3.3 Mach Number Technique

There is no requirement in NAT HL airspace to file one fixed Mach No. for the entire crossing.
For step climbs the FPL system may therefore select another Mach No. than the one selected for the OEP.
3.4 MNPS (Nav) equipment

ATC FPL Item 10 must show an X if the MNPS navigation requirements are met, see OM Part B.
In case of dispatch with one operational LRNS (instead of two) the following options remain:
— MNPS Special Routes: See below.
— Random route below FL285 or above FL420.
NOTE: See next page for additional OTS requirements, including PBCS tracks.
3.5 MNPS Special Routes

With one operational LRNS, and normal short-range navigation systems, MNPS approved operators may plan
via NAT HL airspace along Special Routes. Two options are available, details in Chapter MNPS Special
Routes:
— From Canada via Blue Spruce Routes (RFC term, not known to ATC: BSR).
— West of French domestic airspace via Tango Routes T9 or T213. (T16 and T12 require two LRNS.)
3.6 Transponder
Required.
3.7 TCAS
There are no en-route or airport procedures in the NAT region requiring serviceability of TCAS upon dispatch.
3.8 HF Radios
HF is required for operations to/from this region.
Exceptions:
— If via selected MNPS Special Routes (BSR) in the Reykjavik and Gander FIRs, see above.
(If without HF via RATSU to/from Scottish FIR: Prior ATC coordination required.)
— To/from the Azores, but prior ATC coordination required.
3.9 Upper & Lower Airspace

Where ATS provider States instated separate Upper and Lower FIR airspace, FL195 is the dividing level.
4. NAT ORGANIZED TRACK SYSTEM
4.1 OTS Validity Period

The daily validity period of the 2 systems is given in the NAT Track message, but these are normally:
— Daytime Westbound OTS 1130 UTC - 1900 UTC at W030.
— Night-time Eastbound OTS 0100 UTC - 0800 UTC at W030.
During the OTS validity period the FPL shall either conform to or shall remain well clear of the OTS.
In case the MCT/MFT coincides with or crosses the OTS, ATM-Dispatch shall select the most economic of:
— An OTS track at optimum level.
ATM-Dispatch will plan the step climbs generated by the FPL system, and restrict step climbs to 3 (three)
of maximum 2000 ft per step.
25 MAR 2021 7.2. p.3

— A random route that crosses below the OTS at the highest available level.
Descent from and climb to an optimum level is to be planned at least 60 NM clear of the OTS.
— For flights opposite to the main flow, the most economic of:
• An opposite level at optimum level, only if available (see NAT Track Message);
• At a level coordinated with ATC;
• A random route below the OTS or at optimum level that circumnavigates the OTS by at least 60 NM.
In-flight experience shows that flights planned to cross below the OTS are frequently allowed to continue at
optimum level through the OTS. However, this does not apply to flights opposite to the main flow.
Although joining an outer track at an intermediate point is officially allowed, this shall not be planned, as ATC
usually denies this in-flight.
When the route stays well clear of the OTS, random planning shall be applied.
4.2 KLM OTS Transition Period

KLM defined an OTS Transition period between 120 minutes before and after the OTS validity period.
If the MCT/MFT coincides with or crosses the OTS during the KLM Transition period, ATM-Dispatch will apply
the following guidelines:
— ETO W030 60 min or less outside the OTS validity period: Plan as if the OTS is active.
— ETO W030 between 60 - 120 min outside the OTS validity period: Plan random routes as if the OTS was
not active. However, for the upcoming OTS, ATM-Dispatch shall discuss the planned random route with
the appropriate OACCs, and any ATC advice shall be followed.
4.3 ADS-C/CPDLC Mandate

Planning throughout the ICAO NAT Region between FL290 - 410 (inclusive) requires operational FANS 1/A
ADS-C/CPDLC equipment.
This requirement does not apply for:
— Any track entirely via ADS-B & VHF voice covered airspace (parts of Reykjavik and Gander FIRs).
— Any track via the New York Oceanic FIR.
— Airspace North of N80.
ADS-C/CPDLC failure:
— Before departure: do not plan via ’mandated’ (= reserved) tracks & levels in the OTS Track Message.
— After departure but prior to NAT DLM airspace: contact ATC and request a revised clearance to remain
clear of NAT DLM airspace.
— After entering NAT DLM airspace: contact ATC immediately for instructions.
4.4 PBCS Mandate (25 - 30 NM) Lateral Separation, requiring RCP 240 and RSP 180 specifications
25 MAR 2021 7.2. p.4

Planning via PBCS OTS tracks between FL350 - 390 (inclusive) requires operational ADS-C/CPDLC and
RNP 4 capability.
— On the applicable tracks, as per OTS Track Message NOTE 3, the current basic lateral separation of 1
degree of latitude will be reduced to 25 - 30 NM by implementing a track spacing of 1/2 degree of latitude.
— A PBCS track will either be:
• A whole degree PBCS track; or
• A half degree PBCS track as e.g. 5530/20 (= N55 30.0 W020).
NOTE:
1. Application of PBCS does not provide an extra track, but it narrows the overall width of the NAT OTS.
2. See Chapter Flightplanning - Canada for additional restrictions in Gander Domestic and Oceanic FIRs.
4.5 Level critical flights

If a flight is expected to be level critical, Dispatch should contact the initial OACC before filing the ATC FPL to
determine the availability of such level(s).
4.6 Restrictions in New York Oceanic FIR

If the OTS includes tracks via or south of N46 W050 - SUPRY v.v., optimum levels and routes may not be
available.
4.7 Restrictions in Gander Oceanic FIR

When via the Gander Oceanic Transition Area (GOTA) and/or Gander Domestic FIR/CTA: See Chapter
Flightplanning - Canada.
5. N-1 PERFORMANCE CHECK - B787 VIA GREENLAND

Dispatch shall check that the expected En Route Weight at W040 over Greenland remains below 240 tonnes.
If not, either the flight is to be planned North of N76, or South of N66, or the TOW should be decreased, or the
flight is to be planned wholly South of Greenland.
If a MEL/CDL item applies with an En Route Climb correction (in kg), this correction should be subtracted from
the weight above.
6. LOW LEVEL CONTINGENCY FUEL PLANNING - ENGINE FAILURE SCENARIO
6.1 Introduction
— Assessed area: As per Chapter 7.0 - Coverage, except operations via Anchorage FIRs.
Assessed aircraft types: All, except B737.
— ETOPS: In principle apply contingency fuel planning as per OM A (BOM) 8.5.
Exception for B777 & A330, if Eastbound via Greenland - Decompression Scenario, see hereafter.
— Ref. OM A (BOM) 8.1 and 8.5, the following Class G airports (applicable outside TWR ops. hours for
Bermuda and Yellowknife) are authorized as plannable (ETOPS) ERAs, outside RFF operational hours:
• Bermuda (TXKF). See also Chapter En Route - NAT, 7.9 - 6.10.
• Iqaluit (CYFB).
• Yellowknife (CYZF).
NOTE: For the above three Canadian ADs, see also Chapter En Route - Canada, 7.10 - 1.3.
— Kangerlussuaq (BGSF)
The published lead-time for opening the airport outside regular opening hours applies only when the
(possible) use of the airport has been notified before flight. KLM will be charged for such notification:
• 1 OCT - 30 APR: First 3 hours: 2070 Euro, additional hours: 690, except 00 - 08 UTC: Add 10%.
• 1 MAY - 30 SEP: First 3 hours: 1735 Euro, additional hours: 580, except 00 - 08 UTC: Add 10%.
If less than 24 hours PN, the charge will be increased by 25% (continued next page).
25 MAR 2021 7.2. p.5

In addition to OM C3 (AOI), i.e. PPR MNM 9HR, notification up to 5 hours before commencement of flight
or 5 hours before closure of the airport can be accepted.
For flights planning on using BGSF outside normal airport operating hours, request must be sent via e-mail
to bgsf@mit.gl or requested by phone on +299 52 42 27.
Also submit FPL via AFTN. Ensure confirmation prior to departure.
7. LOW LEVEL CONTINGENCY FUEL PLANNING - DECOMPRESSION SCENARIO
7.1 Introduction
See Introduction under the previous paragraph, except that there are no cabin oxygen limitations for B787.
7.2 Decompression Scenario B777 & A330

— Westbound B777 & A330: Standard ETOPS fuel planning.
— Eastbound via Overhead Greenland: Apply paragraph 7.3, Decompression Scenario.
— Eastbound via South of Greenland: B777 & A330 as for Westbound above.
NOTE: See Chapter 7.4 Flightplanning USA for A330 Decompression over the Rocky Mountains.
7.3 Decompression Scenario B777 & A330 - Eastbound via Overhead Greenland
No routine Decompression fuel check will be made by Dispatch when, covering the area west of Greenland,
Kangerlussuaq (BGSF) or Iqaluit (CYFB) is adequate, and, for the area east of Greenland, Keflavik (BIKF) is
adequate.
If not, Dispatch will perform the following check for the area(s) not covered by the applicable ERA:
1. Select an adequate ERA on the applicable side of Greenland, closest to Greenland and the route.
2. Calculate the fuel required for diversion to the selected ERA at FL100 via great circle with LRC speed
(B777), or M.82/310 kt (A330), depending on the crossing of Greenland:
• If the route crosses W040 North of N69 (inclusive): From the intersection with W040.
• If the route crosses W045 between N69 - N61 (inclusive): From the intersection with W045.
In case the route does not intersect W045 at a whole degree of latitude, use the next higher one.
• In case neither of the above applies, use the intersection with W040.
3. Then, in order to account for the OM C2 (Regional ROM) procedure to avoid high MGAs over Greenland,
increase the fuel quantity found as follows:
• Keflavik not adequate -> Eastward diversion from W040: +5%; from W045 intersection: +10%.
• Kangerlussuaq or Iqaluit not adequate -> Westward diversion from W040: +12%; from W045
intersection: +10%.
Fuel remaining at W045, as applicable, to be calculated via interpolation between the 2 longitudes closest
to W045.
In case all 3 ERAs mentioned above are not adequate, use the higher of the two calculations.
4. Ref. OM A (BOM) 8.1, add fuel for 15 min holding at 1500 ft over the ERA.
5. If the calculated fuel quantity exceeds planned fuel remaining at the applicable intersection (W045 or
W040), uplift the difference as Additional (OPN) fuel.
25 MAR 2021 7.2. p.6

Legend for Considerations (see Table)
— SIMOPS = Simultaneous runway operations, incl. ILS PRM (Precision Runway Monitoring).
— FISE, AAS & VCS = FIS En-route, Aerodrome Advisory Service & Vehicle Control Service (Canada).
— MF procedure = Mandatory Frequency broadcast procedure (Canada).
— GPWS warning = Chance of GPWS warning on final approach.
— Runway profile = Published runway gradient profile.
— Circling >1000 ft = Circling minima higher than 1000 ft HAA. (Circling >1000 ft based on TERPS not given.)

Abbotsford CYXX Terrain; instrument approaches only for 07; SIMOPS; N-1 TKOF.
Acapulco MMAA Terrain; SID >3.3%.
Atlanta KATL SIMOPS; Side-step procedure.
Bodo ENBO Terrain; Offset ILS GP 3.5°; GA ILS 07 >2.5%; Circling >1000 ft; SID >3.3%.
Boise KBOI Terrain; Side-step procedure; SID >3.3%.
Boston KBOS Charted Visual 33L; SID > 3.3%.
Burlington KBTV Terrain; LOC 33 AA 3.4°; SID >3.3%.
Calgary CYYC Chance of mountain wave; SIMOPS; SID >3.3%.
Charlotte KCLT SIMOPS; SID >3.3%.
Chicago KORD Demanding ATC procedures; SIMOPS; SID >3.3%.
Cleveland KCLE SIMOPS; ILS PRM; Side-step procedure.
Dallas/Forth W. KDFW SIMOPS, Converging ILS; Side-step procedure.
Denver KDEN AD elevation >5000 ft; SIMOPS.
Detroit KDTW SIMOPS; Offset ILS.
Goose Bay CYYR Terrain; VAR 24° W; SIMOPS; LOC 08 AA 3.41°; RNAV APCH 08 AA 3.21°; LOC
Back CRS RWY 26 AA 3.17°.
Guadalajara MMGL Terrain; AD elevation 5016 ft; SID >3.3%; Volcano complex Colima.
Houston KIAH SIMOPS; Side-step procedure.
Iqaluit CYFB Terrain; VAR 27° W; Class G (FISE, AAS & CVS) with MF procedure.
Indianapolis KIND SIMOPS; Non-standard ALS 14/32.
Kangerlussuaq BGSF LOC+DME and NDB+DME 09 AA 3.3°; NDB 09 AA 4.3° (KLM N/A); GA
LOC+DME >2.5%; Runway profile; only Circling to RWY 27; Circling >2000 ft;
Departure RWY 27 6.1%.
Keflavik BIKF Up & down drafts and wind shear associated with strong winds.
Las Vegas KLAS Terrain; N-1 TKOF; SIMOPS; Local weather; Hot and rapid changing wind
conditions.
Los Angeles KLAX SIMOPS; Charted Visual 24 L/R and 25 L/R; SID >3.3%.
Mexico City MMMX AD elevation 7316 ft; N-1 TKOF; SID >3.3%; Volcano Popocatepetl.
Montreal CYUL SID >3.3%.
Nashville KBNA Side-step procedures; SID >3.3%.
Newark KEWR Side-step procedures; Charted Visual 04 L/R.
New York KJFK SIMOPS; Offset VOR or GPS 13L/R (Canarsie); Offset ILS22R; Charted Visual
13L/R and 22L; N-1 TKOF; SID >3.3%.
10 SEP 2020 7.2. p.7


Niagara Falls KIAG Non-standard ALS 28 R.
Oakland KOAK SID >3.3%.
Ontario KONT Terrain; Side-step procedure; SID >3.3%.
Philadelphia KPHL SIMOPS; ILS PRM; Converging ILS; Side-step procedure; Charted Visual 09L/R
and 27L; SID >3.3%.
Quebec CYQB LOC 06 and NDB 24 AA 3.5°; SID >3.3%.
Querétaro MMQT Terrain; AD elevation 6296 ft; SID>3.3%.
Salt Lake City KSLC Terrain; AD elevation 4227 ft; SIMOPS; GPWS warning; ILS 17 offset 2°; SID
>3.3%.
San Diego KSAN ILS 09 GP 3.3°; Displaced threshold RWY 09 (>700 m); SID >3.3%.
San Francisco KSFO SIMOPS; ILS PRM; Side-step proc.; GA 28L/R >2.5%; Charted Visual 28L/R; SID
>3.3%.
Seattle KSEA SIMOPS; Side-step procedure; Charted Visual 16 & 34; SID >3.3%.
Spokane KGEG VOR 03 AA 3.1°; Visual Riddle Hill 08; SID 25 >3.3%.
St. Louis KSTL SIMOPS; ILS PRM; Side-step procedure.
Stephenville CYJT Terrain; Class G (FISE, AAS & VCS) AD with MF procedure; LOC Back CRS and
NDB 09 offset 25°.
Svalbard ENSB Terrain; Class G (FIS) AD; Wind shear; LOC 28 offset 16°, AA 3.6°, GA >2.5%;
Circling >3000 ft.
Syracuse KSYR Non-standard ALS.
Toronto CYYZ SIMOPS; SID >3.3%.
Vancouver CYVR SIMOPS; LOC AA >3.3°; Charted Visual 08L/R, 12 and 26L/R.
Victoria CYYJ Outside TWR HO, Class G (FISE, AAS & CVS) with MF procedure; NPA AA 3.5°;
Taxiway restrictions; SID >3.3%.
Washington KIAD SIMOPS.
Windsor Locks KBDL SID >3.3%.
Yellowknife CYZF VAR 16° E; Outside TWR HO: Class G (FISE, AAS & CVS) with MF procedure.
28 JAN 2021 7.2. p.8

9. 2-ENGINED AIRCRAFT, NON-ETOPS
9.1 Introduction
The chart below shows selected aerodromes with 400 NM radius circles = B777, B787 & A330 60-min N-1 ’still
air’ distance, and MNPS Special, Blue Spruce Routes (RFC term, unknown to ATC: BSR).
Non-ETOPS between Canada and Europe via NAT HL airspace is only possible via the northernmost BSR.
NOTE: For B737 Delivery flights, OM C3 (Aerodromes) charts for additional, potentially B737-adequate
aerodromes have to be made available.
9.2 Procedures
— The following ERAs must be used: Iqaluit, Kangerlussuaq, Keflavik, and Glasgow or Shannon.
(Bergen and Stavanger do not provide 60-min coverage.)
— Iqaluit: A copy of the ATS FPL is to be sent to AFTN address CYFBYFYX.
— HF is required in Shanwick OCA, except if via RATSU, but observe Chapter MNPS Special Routes.
16 JUL 2020 7.2. p.9

OM C1 - GENERAL ROM 7.3 Flightplanning - Canada
1. CROSS-REFERENCE
Flightplanning-Canada7.3
— Chapter En Route - Canada:

• Canadian MNPS/RNPC requirements.
• Runway Condition NOTAMJ.
• Diversion.
• ’ESCAT’ MIL Security Plan.
— Chapter MET Information: Non-standard MET Codes and Abbreviations.
— Chapter ATC Contingency Procedures (mainly for crew, but also a Dispatch procedure).
— Chapter General Information - Miscellaneous: Tarmac Delay
2. FLIGHT PLANNING PROCEDURES THROUGH GOTA AND GANDER OCEANIC

For west- and eastbound flights:
— Flights transitioning through the GOTA Between 65N - 59N:
• Always plan an Oceanic Entry Point (OEP) in combination with a random 50W and 40W coordinate.
(e.g. AVPUT 6550N 6440N). Valid OEP's are AVPUT, CLAVY, EMBOK, KETLA, LIBOR, MAXAR,
NIFTY, PIDSO, RADUN, SAVRY, TOXIT, URTAK, VESMI, AVUTI and BOKTO.
— Flights transitioning through GANDER OCEANIC between 58N - 45N:
• Always plan an OEP in combination with a random 50W and 40W coordinate.
• NAT OTS planning must be in accordance with published coordinates on the track message.
• Additional planning procedures for Westbound flights only. Plan 40W coordinate followed by one of the
fixed parings mentioned in table below.
Fixed pairing table (westbound flights only):
Coordinates -> OEP Coordinates -> OEP
5800N 05000W CUDDY / DORYY 5100N 05000W UMESI
5730N 05000W ENNSO 5100N 05000W ALLRY
5700N 05000W HOIST 5030N 05000W BUDAR
5630N 05000W IRLOK 5000N 05000W ELSIR
5600N 05000W JANJO 4930N 05000W IBERG
5530N 05000W KODIK 4900N 05000W JOOPY
5500N 05000W LOMSI 4830N 05000W MUSAK
5430N 05000W MELDI 4800N 05000W NICSO
5400N 05000W NEEKO 4730N 05000W OMSAT
5330N 05000W PELTU 4700N 05000W PORTI
5300N 05000W RIKAL 4630N 05000W RELIC
5230N 05000W SAXAN 4600N 05000W SUPRY
5200N 05000W TUDEP 4500N 05000W RAFIN
3. NAR REQUIREMENTS
— In principle, planning should be as per NAR or NRP system, whichever is optimum. This includes the option
to file random to the INF, then via either NRP or NAR Non-Common portion to the destination.
However, planning via NAR (see RFC for Common Portions) is compulsory, as per OTS message, for
• Westbound OTS flights into Canadian airspace.
• Westbound Non-OTS flights exiting the ocean via one of the following OEPs, unless re-entering New
York Oceanic via M201, M202 or M203: RAFIN, BOBTU JAROM or JEBBY CARAC.
• Eastbound OTS flights operating wholly on or south of a line between BAREE (N48 08.8 W069 18.0,
Montreal FIR) and OEP TUDEP (N51 W053 14.0).
31 DEC 2020 7.3. p.1

4. GANDER OCA - PBCS MANDATE (25 - 30 NM) LATERAL SEPARATION

In addition to Chapter 7.2-4.4, the following applies:
— Only the Gander OEPs from DORYY south to SUPRY will support the PBCS tracks;
— PBCS tracks will not be established north of KETLA and south of SUPRY.
5. NORTH AMERICAN ROUTE PROGRAM (NRP) - CANADA & USA

— Minimum FL290.
— Within 200 NM of the destination or departure airport, as applicable, file via STAR, SID, Departure
procedure (DP) or published mandatory or preferred IFR routes, or - if none of the previous is applicable -
via airways.
— Outside this 200 NM requirement, random planning may normally be applied.
— NAT flights planning in the NAR system may file NRP routes between the (NAR) INF and the 200 NM
requirement, v.v.
— File via significant points, such as navaids or radial/distance fixes (FRD) from navaids, e.g. MLD230155.
— File at least one significant point in each Canadian FIR/CTA or US ARTCC.
— File all turning points as a significant point.
— If crossing the Canadian - USA border, file a significant point within 30 NM of either side of the border.
— Add RMK/NRP in ATC FPL Item 18.
6. ADDITIONAL CANADIAN NRP RULES

— Significant points may also be presented as coordinates in degrees and minutes LAT/LONG.
— Flights have to remain north of N48 15.0 W090, or south of N47 30 W090.
— Avoid Class F airspace by at least 3 NM.
— Destination Montreal (CYUL), from the east: Terminate NRP route at Maniwaki NDB ’YMW’, then join a
mandatory arrival routing.
— Destination Vancouver (CYVR), from the east and north: Plan to be north of J500 no later than LOCAN.
7. TRANSPONDER
Required. If u/s, arrangement with ATC possible.
8. NORTHERN CONTROL AREA TRACKS

NCA tracks are available from FL280 upward.
Flights may operate random through the NCA tracks, unless restricted by NOTAM.
9. SOUTHERN CONTROL AREA TRACKS

SCA tracks are advisory routes only and there is no flightplanning requirement.
10. VOLCANIC HAZARD

Volcanic ash clouds originating in Alaska may drift into Canadian airspace and beyond. See Chapter
’Flightplanning via Anchorage FIRs’.
11. AERODROME OPERATING MINIMA - GENERAL

OM C2 (Regional ROM) contains:
— Standard Canadian ILS minima.
— Minimum PiC’s experience for ILS CAT 2 & 3 approaches.
— Lower TKOF minima.
07 NOV 2019 7.3. p.2

12. ALTERNATE PLANNING MINIMA

Planning minima for a Canadian alternate nominated in the ATC FPL shall be equal to or better than the
following values, based on the availability of approach facilities and a TAF:
— Two usable precision approaches, each providing straight-in minima to separate suitable runways:
400 ft HAT - VIS 1 SM, or 200 ft - ½ SM above the lowest usable HAT and VIS, whichever is greater.
(In this respect a RWY 06 and RWY 24 is one runway.)
— One usable precision approach
600 ft HAT - VIS 2 SM (alternatives: 700 ft - 1½ SM or 800 ft - 1 SM), or 300 ft - 1 SM above the lowest
usable HAT and VIS, whichever is greater.
— Non-precision approach only available
800 ft HAT - VIS 2 SM (alternatives: 900 ft - 1½ SM or 1000 ft - 1 SM), or 300 ft - 1 SM above the lowest
usable HAT/HAA and VIS, whichever is greater.
— No IFR approach available
Ceiling must be at least 500 ft above an (IFR) MFA that will permit a VFR approach and landing.
NOTE: 600 ft - 2 SM (one usable precision approach) and 800 ft - 2 SM (non-precision approach only available)
are Canadian Standard Alternate Minima.
Ceiling minima are calculated by reference to the procedure HAT/HAA. Ceiling values in forecasts are given
in 100 ft increments. Up to 20 ft (incl.), use the lower 100 ft increment; above 20 ft, use the next higher 100 ft
increment.
Examples: HAT 420 ft = minimum forecast ceiling of 400 ft, and HAA 621 ft = forecast ceiling 700 ft.
VIS: Maximum 3 SM, regardless of calculated HAT/HAA.
RNP APCH: As applicable, LNAV/VNAV or LNAV-only minima may be applied.
13. TEMPO OR PROB IN ALTERNATE FORECASTS

The following additional requirements apply in case a weather forecast of a Canadian alternate nominated to
ATC contains the terms TEMPO or PROB:
— the TEMPO condition may not be below published alternate minima for that airport.
— the PROB condition may not be below published landing minima for that airport.
14. ADMISSION TO FLIGHT DECK

Contrary to OM A (BOM) 8.3, on flights to and from Canada no persons shall be admitted to the flight deck
other than:
— a flight crew member;
— a crew member performing their duties;
— an inspector of the Dutch CAA; or
— a person who has expertise related to the aeroplane, its equipment or its crew members and who is
required to be in the flight deck to provide a service to the operator.
KLM NOTE: Dispatchers on familiarization flights may be admitted to the flight deck. (Source: SPL/SA)
15. MANDATORY ROUTING TO/FROM KLM DESTINATIONS
15.1 Calgary YYC

— Arrivals between IGVUX and SHAWI: BIRKO - BIRKO STAR.
— Departures
• NW-bound: IPSIT - Q810 - SETGA.
• Eastbound: LOMLO - Q961/Q979 - TULOV.
• SE-bound: NOSIV - Q909 - DESNU.
08 OCT 2020 7.3. p.3

15.2 Chicago ORD via Toronto FIR

NOTE: For arrivals, see also Chapter 7.6 NAR Non Common Portions.
— Arrivals
• Via ALMOP: ODAXY - WYNDE arrival.
• Via KAPUX: HOCKE - Flint ’FNT’ - WYNDE arrival.
• Via or south of Q824: ALONI - SANIN - DEDKI - HOCKE - Flint ’FNT’ - WYNDE arrival, or
Watertown ’ART’ - DEDKI - HOCKE - Flint ’FNT’ - WYNDE arrival, or
MENKO - Q824 - Flint ’FNT’ - WYNDE arrival.
— Departures
• No overflight Toronto FIR via MENKO, KENLU, Simcoe ’YSO’ or ILUSI.
• Entering Toronto FIR via HOCKE, Flint ’FNT’ or on or north of the line DAYYY - Q140 - RUBKI: Random
routing allowed via or north of Killaloe ’YXI’ to INF/Landfall Fix or Coastal Fix/OEP.
• Routes entering from SVM or DJB: join via DERLO SIKBO towards IPTOS, LORKA, OLABA, MIGLO
or MIVOK.
• Routes entering from FNT or HOCKE: join via NUBER SIKBO towards IPTOS, LORKA, OLABA,
RAKAM, TULEG, MIGLO or MIVOK.
15.3 Edmonton YEG

— Arrivals
• From the North: CACHO - RESAX.
• From the East: REFEX - J515 - CAMRA - IGSOX.
• From the South: MIREK - Q995 - OILRS.
— Departures
• NW-bound: MOOTO, or Whitecourt ’YZU’.
• Northbound: Via DAVEL - LEXON, or MOOTO.
• Eastbound: Via RYLEY or OMROD.
• SE-bound: TOVIS - Empress ’YEA’.
• Southbound: UKRAM - Q957 - RIGAD, then either DUMRA - Q890 - MEKPI, or OTARA - Q931 -
IPTAN, or UBVAL - Q927 - SEKOM, or GADKI - Q957 - VOBUK.
15.4 Montreal YUL

— Arrivals
• From the North: OBRET - Lafleur STAR.
• From the East: ’VLV’ - OMBRE8 STAR or DEBUS - OMBRE8 STAR.
See also Additional Canadian NRP Rules, page 2.
— Departures
• Northbound: TAMKO Q903 IKNAR.
• NE-bound: TAMKO ’VBS’.
• Eastbound: CYUL - ANTEG - OBRON - MOBUB - EBMOS - YQB - ANCER or BAREE or CEFOU.
• KEBGO - RABIK - Q951 - ANTOV.
25 MAR 2021 7.3. p.4

15.5 Overflying Toronto FIR, other than to/from Chicago ORD

— Eastbound overflight:
• Routes entering from SVM or DJB: join via DERLO, SIKBO towards IPTOS, LORKA, OLABA, MIGLO
or MIVOK.
• Routes entering from FNT or HOCKE: join via NUBER, SIKBO towards IPTOS, LORKA, OLABA,
RAKAM, TULEG, MIGLO or MIVOK
— Westbound overflight:
• No overflights via IPTOS, LORKA, MIGLO or OLABA.
— Excluding KORD arrivals, random routing is acceptable for flights entering:
• North of YXI to SSM, ASP or HOCKE.
• North of a track LETAK Q824 TAGUM or LETAK-TVC.
• North of a track YEE-DERLO.
15.6 Toronto YYZ

— Arrivals
• From the NE: Killaloe ’YXI’, POLTY or LETAK - IMEBA STAR, or Val d’Or ’YVO’ - IMEBA - IMEBA
STAR.
• From the East: TUKIR - RAGID STAR.
— Departures
• Northbound: IKLEN departure - TONNY, or KISEP departure - SILVU.
• NE-bound: SEDOG departure - BOBSU.
• Eastbound: VERDO departure - LORKA or IPTOS, or DEDKI departure - TULEG, OLABA, RAKAM or
MIGLO.
15.7 Vancouver YVR - Arrivals from the North

In order to avoid departing traffic, the following arrivals must be planned:
— ELIDI - Whistler STAR, or
— MERYT - BOOTH - Canuck STARs.
See also Additional Canadian NRP Rules, page 2.
16. TORONTO YYZ - ALTERNATE HAMILTON

Contrary to OM C3 AOI, RFF CAT 7 also available for non-scheduled aircraft.
Exception: When SN is forecast at ETA +/- 1 HR, 2 HR PN required.
Reason: RFF staff CYHM is also required for snow clearance.
17. A330-200 TO VANCOUVER YVR - ALTERNATE ABBOTSFORD

When using Abbotsford (CYXX) as destination alternate, 15 min Additional (OPN) fuel shall be planned.
Reason: Contrary to OM C3 AOI, RFF CAT 6 available for non-scheduled aircraft (>20 pax) with 15 min PN.
08 OCT 2020 7.3. p.5

OM C1 - GENERAL ROM 7.4 Flightplanning - USA
1. CROSS-REFERENCE
Flightplanning-USA7.4
— Chapter FLAS & NAR W-bound Non Common Portions for KLM destinations Atlanta ATL, Chicago ORD,
Houston IAH, Miami MIA, Minneapolis MSP, New York JFK and Washington IAD.
— Chapter En Route - USA:
• Vertical Division Upper & Lower airspace.
• Field Condition (FICON) NOTAMs.
• MIL Runway Condition NOTAMs.
• Civil Airport RFF Categories.
• Tarmac Delay.
• ESCAT MIL Security Plan.
— Chapter MET Information: Non-standard (METAR &) TAF codes and Decoding Word Contractions.
2. TRANSPONDER
Required. If u/s, arrangement possible with ATC.
3. NORTH AMERICAN ROUTE PROGRAM (NRP) - CANADA & USA

— General requirements in Chapter Flightplanning - Canada, before.
— Additional US NRP rules:
• Do not file an NRP route that conforms to published IFR routes.
• The complete transition may be used, except within offshore transition areas (12 NM or more off the
US shoreline).
• The one required navaid or WP positioned in an ARTCC must be located within 200 NM of the
preceding FAA ARTCC’s boundary.
• If the STAR, SID/DP or published preferred route is shorter than 200 NM, airways may be used for the
remainder of the 200 NM.
• Avoid restricted and prohibited areas by at least 3 NM.
4. US WARNING AREAS
A Warning Area is Special Use Airspace (SUA) of defined dimensions, extending from 3 NM outward from the
coast of the US, that contains activity that may be hazardous to non-participating aircraft.
The purpose of such areas is to warn non-participating operators of the potential danger.
A Warning Area may be located over domestic or international waters or both.
5. AERODROME OPERATING MINIMA - GENERAL

OM C2 (Regional ROM) contains:
— USA Standard ILS and Non-precision approach minima.
— FAA Conversion tables for minima.
— USA Standard and Lower-than-USA standard TKOF minima.
NOTE: Higher-than-USA Standard TKOF minima: See OM C3 (Aerodromes).
13 SEP 2018 7.4. p.1


— FAA Special limitations and provisions
• In determining alternate airport weather minima, KLM shall not use any published instrument approach
procedure, which specifies that alternate airport weather minima are not authorized.
• Credit for alternate minima based on CAT II or CAT III capability is predicated on authorization for
engine inoperative CAT III operations for KLM, the aircraft type, and qualification of flight crew for the
respective CAT II or CAT III minima applicable to the alternate airport.
— Change Indicators in Forecasts for Alternates

• FAA alternate requirements are not satisfied if during the specified part-period weather conditions (are
forecast to) change to below USA planning minima.
• Wind including gust must be within operational limits.
• All conditional elements, including SLGT CHC (slight chance) must be applied.
— Planning minima for any alternate nominated to ATC
Based on the approach procedure to be used, the following 'Standard Alternate Minima' have to be applied.
Approach Facitity Ceiling VIS
At least 1 operational nav facility providing Add 400 ft to the (M)DA or, Add 1 SM or 1600 m.
a straight-in NPA or a straight-in CAT I when applicable, the HAA.
approach, or, when applicable, a circling
maneuver from an instrument approach.
At least 2 operational nav facilities, each Add 200 ft to the higher Add 1/2 SM or 800 m to the
providing a straight-in approach to different (M)DA of the 2 approaches higher minimum of the 2
suitable runways. used. approaches used.
One usable CAT II approach. At least 300 ft HAT. At least 3/4 SM (1200 m) or
RVR 4000 ft (1200 m).
One usable CAT III approach. At least 200 ft HAT. At least 1/2 SM (800 m) or
RVR 1800 ft (550 m).
7. A330 - DECOMPRESSION OVER THE ROCKY MOUNTAINS
7.1 Introduction
— In addition to OM A (BOM) 8.5 and with reference to the chart of OM C2 (Regional ROM) 1.7, the following
applies to satisfy the A330 Decompression scenario over the Rocky Mountains.
— The MGA intervals on the OM C2 chart were selected from RFC MGAs based on the max. value in the area
(17000), the 14 000 ft limit of OM B (FCOM EMER DESCENT) and the 10 000 ft limit of OM A (BOM) 8.8.
— The calculations resulting in a theoretical 310 NM range from a potentially adequate ERA are based on:
• Temperature ISA -10 (for MFA correction).
• Standard passenger oxygen configuration.
• Rapid/Emergency Descent procedure as per OM B.
• No wind.
TAS 360 kt during diversion.
A330-200 & -300 are equipped with the same cabin oxygen supply system and the basic assumptions used
in calculations are equal. Therefore decompression procedures apply for both sub-types
13 OCT 2016 7.4. p.2

7.2 Planning Requirements

— Because the following 2 combinations cover the entire area, no route planning restrictions apply when
either
• Salt Lake City (KSLC), Boise (KBOI) and either Spokane (KGEG) or Calgary (CYYC) are adequate, or
• Boise (KBOI), Denver (KDEN) and either Spokane (KGEG) or Calgary (CYYC) are adequate.
— If not, the planned route shall remain within 310 NM circles from other ERAs covering the area.
In all cases, Dispatch shall mention in the OFP Header the ERAs used to cover this scenario:
REF. OM C1 (GEN. ROM) 7.4, ERA’S FOR DECOMPRESSION OVER ROCKIES: ....
8. CHICAGO ORD
If via Toronto FIR, see also Mandatory arrival & departure routes in Chapter Flightplanning Canada.
9. SAN FRANCISCO SFO

— Arrivals via ’MLD’, ’OCS’, ’TCH’ or ’LCU’ must plan via LEGGS or MRRLO - BDEGA RNAV STAR.
— Arrivals via ’MTU’, ’DTA’ or ’ILC’ must plan via INYOE - ALWYS or DYAMD RNAV STAR.
— Departures via Linden ’LIN’ must plan ’LIN’ - PEONS - INSLO - ’DTA’, or ’LIN’ - JSICA - ’ILC’.
NOTE: See also A330, Decompression over the Rocky Mountains, before.
10. FUEL QUALITY

Fuel quality at all US airports is considered to be good.
11. EX USA, PASSENGER WEIGHT ON LOAD SHEET

The Delta Airlines load control system (Deltamatiq) cannot distinguish between adult males and adult females
(but children and infants are mentioned separately).
Because of this system restriction, all adults are accounted for as Female on the load sheet.
However, per Adult the 84 kg all adult weight of OM A (BOM) 8.1 - 8 is used.
01 MAR 2018 7.4. p.3

OM C1 - GENERAL ROM 7.5 Flightplanning - Mexico
1. TRANSPONDER
Flightplanning-Mexico7.5
Required. If u/s, arrangement possible with ATC for Mode C only.

FL200 is the dividing level.

Based on the approach procedure to be used, Alternate Minima are either specified in OM C3 Aerodromes or
(if no special minima have been published) the following 'Standard Alternate Minima' have to be applied:
— Precision approach: Ceiling 600 ft - VIS 2 SM.
— Non-precision approach: Ceiling 800 ft - VIS 2 SM.
4. VOLCANIC HAZARD - GENERAL
4.1 Potentially hazardous volcanoes

— Colima complex (ICAO 1401-04): N19 30.5 W103 70.1, R342/14 NM Colima ’COL’, elev. 3830 & 4330 M.
Monitoring authority: Observatorio Vulcanologica de la Universidad de Colima, 0052-312-316-1000
— Popocatepetl (ICAO: 1401-09): N19 01.2 W098 37.2, R233/16 NM Puabla ’PBC’, elev. 5426 M.
Monitoring authority: CENAPRED, see below.
4.2 Alert codes

ROJO (red), NARANJA (orange), AMARILLO (yellow) or VERDE (green).
5. VOLCANO POPOCATEPETL
Mexico ATC has good contacts with the various (inter)national volcanic hazard information sources.
Because of this, contrary to OM A (BOM) 8, dispatch to/from Mexico airport with Alert status 1 or 2 is
allowed H24 in IMC under the following conditions:
NOTE: The status of the volcanoes mentioned in OM C1 7.5-4.1 will never be less than status 3 except when
there is no activity reported for at least 3 months.
— Stretch AMS-MEX
• EGPWS must be serviceable upon Dispatch.
include all relevant Volcanic (Ash) information in the briefing package.
• Plan 15 minutes Additional (OPN) fuel when alert status is 1,2 or 3.
• SATCOM must be serviceable upon dispatch.
activity.
— Stretch MEX-AMS
— Dispatch shall provide volcano status on the OFP header (also if Alert Status 3 is applicable) and will
include all relevant Volcanic Ash information in the briefing package.
• A TKOF alternate must be available, clear of any (potential volcanic activity.
25 MAR 2021 7.5. p.1

OM C1 - GENERAL ROM 7.5 Flightplanning - Mexico
Additional telephone numbers:

— Meteo MEX: 0052-55-5802-8520.
— CENAPRED (CEntro NAcional de PREvencion de Desastres): 0052-55-5424.6100/5606.8837.
6. CROSS-REFERENCE
Chapter FLAS & NAR W-bound Common Portions for KLM destination Mexico.
28 JAN 2021 7.5. p.2

OM C1 - GENERAL ROM 7.6 FLAS & NAR W-bound Non-Common Portions
1. NAT FL ALLOCATION SCHEME

FLAS&NARW-boundNon-CommonPortions7.6
(Source: AIP UK)
FL430 May be planned for both eastbound and westbound non-RVSM certified aircraft.
FL410 Eastbound FL.
FL320, 340, 360, 380, 400 Westbound FL (except within Eastbound OTS).
FL310, 330, 350, 370, 390 Eastbound FL (except within Westbound OTS).
FL300 and below Even FLs westbound. Odd FLs eastbound.
During the Eastbound OTS, eastbound non-OTS traffic may plan at FL360 or 380.
During the Westbound OTS, westbound non-OTS traffic may plan at FL310 or 330.
Unless suitable eastbound Tracks exist, during the eastbound OTS times, eastbound traffic originating in New
York OCA and planned to enter Shanwick OCA is recommended to plan as follows:
— FL310 or FL360, and routing to landfall BEDRA or south,
— FL340 or FL380, and routing to landfall either: BEDRA or south, or to remain south of the OTS, whichever
is further south.
During the westbound OTS, random westbound traffic, planned to enter Shanwick via Scottish airspace and
routing at or north of AVUTI should not plan at FL340: This level is reserved for flights between Reykjavik OCA
and Gander OCA.
2. NAR - WESTBOUND NON COMMON PORTIONS
2.1 Atlanta ATL
ALLEX ENE-BAF-Q448-PTW-J48-FLASK-OZZZI STAR

BRADD BOS-BAF-Q448-PTW-J48-FLASK-OZZZI STAR
DOVEY ACK-Q430-BYRDD-J48-FLASK-OZZZI STAR
EBONY ENE-BAF-Q448-PTW-J48-FLASK-OZZZI STAR
KANNI BOS-BAF-Q448-PTW-J48-FLASK-OZZZI STAR
KJOHN ALB-ACOVE-DBABE-Q448-PTW-J48-FLASK-OZZZI STAR
MIILS ENE-BAF-Q448-PTW-J48-FLASK-OZZZI STAR
MT TVC-OBK-J73-BNA-NEWBB-IHAVE-KNGGG CHPPR STAR
QUBIS KJOHN-ALB-ACOVE-DBABE-Q448-PTW-J48-FLASK-OZZZI STAR
REEDO ART-SYR-J59-PSB-Q71-GEFFS-HVQ-PECHY STAR
ROUND TVC-OBK-J73-BNA-NEWBB-IHAVE-KNGGG-CHPPR STAR
SAILE ACK-Q430-BYRDD-J48-FLASK-OZZZI STAR
SSM SSM GRB-J101-BAE-J89-OBK-J73-BNA-NEWBB-IHAVE-MTHEW CHPPR STAR
SYR J59-PSB-Q71-GEFFS-HVQ-ONDRE STAR
TAFFY KJOHN-ALB-ACOVE-DBABE-Q448-PTW-J48-FLASK-OZZZI STAR
TOPPS ENE-BAF-Q448-PTW-J48-FLASK-OZZZI STAR
TUSKY BOS-BAF-Q448-PTW-J48-FLASK-OZZZI STAR
VANSI TVC-OBK-J73-BNA-NEWBB-IHAVE-KNGGG CHPPR STAR
VITOL ACK-Q430-BYRDD-J48-FLASK-OZZZI STAR
WHALE BOS-BAF-Q448-PTW-J48-FLASK-OZZZI STAR
YBC POLTY-Q804-DERLO-DJB-J83-APE-SPAYD-HLRRY-ONDRE STAR
YRI POLTY-Q804-DERLO-DJB-J83-APE-SPAYD-HLRRY-ONDRE STAR
05 NOV 2020 7.6. p.1

2.2 Boston BOS
DOVEY FERNZ-OOSHN STAR
2.3 Chicago ORD
MIILS LETAK-Q824-TAGUM-ECK-FNT-WYNDE STAR

SSM WYNDE STAR
TOPPS YUL-LETAK-Q824-TAGUM-ECK-FNT-WYNDE STAR
YBC VBS-KAPUX-HOCKE-FNT-WYNDE STAR
YRI KAPUX-ASP-WYNDE STAR
2.4 Houston IAH
ALLEX ENE-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR

BRADD BOS-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
EBONY ENE-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
DOVEY ACK-Q430-BYRDD-J48-CSN-FANPO-Q40 AEX-DOOBI STAR
KANNI BOS-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
MIILS LETAK-DEBUM-Q806-BOBTA-DERLO-WWSHR-Q29-KLYNE-PXV-J131-LIT-J180-SWB-
ZEEKK STAR
MT TVC-OBK-J101-LIT-J180-SWB-ZEEKK STAR
QUBIS ENE-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
REEDO ART-SYR-JHW-Q29-KLYNE-PXV-J131-LIT-J180-SWB-ZEEKK STAR
ROUND TVC-OBK-J101-LIT-J180-SWB-ZEEKK STAR
SSM STL-J101-LIT-J180-SWB-ZEEKK STAR
SYR JHW-Q29-KLYNE-PXV-J131-LIT-J180-SWB-ZEEKK STAR
TAFFY ENE-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
TOPPS ENE-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
TUSKY BOS-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
VANSI TVC-OBK-J101-LIT-J180-SWB-ZEEKKI STAR
VITOL VITOL-Q430-BYRDD-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
WHALE BOS-BAF-Q448-PTW-J48-CSN-FANPO-Q40-AEX-DOOBI STAR
YBC POLTY-Q804-DERLO-WWSHR-Q29-KLYNE-PXV-J131-LIT-J180-SWB-ZEEKK STAR
YRI POLTY-Q804-DERLO-WWSHR-Q29-KLYNE-PXV-J131-LIT-J180-SWB-ZEEKK STAR
2.5 Miami MIA
ALLEX FOXBO-RIFLE-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR

BRADD FOXBO-RIFLE-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
DOVEY ACK-Q430-RIFLE-J174-SWL-CEBEE-WETRO DIW-AR22-JORAY-HILEY STAR
EBONY EMJAY-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
KANNI FOXBO-RIFLE-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
KJOHN KJOHN-PONCT-BIZEK-Q75-SLOJO-Q83-JEVED-Q97-KENLL-OMN-HILEY STAR
QUBIS EMJAY-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
REEDO ART-SYR-J59-PSB-Q71-EMNEM-Q103-SLOJO-Q83-JEVED-Q97-KENLL-OMN-HILEY
STAR
SAILE ACK-Q430-RIFLE-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
05 NOV 2020 7.6. p.2

TAFFY EMJAY-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR

TOPPS EMJAY-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
TUSKY FOXBO-RIFLE-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
VITOL ACK-Q430-RIFLE-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
WHALE ACK-Q430-RIFLE-J174-SWL-CEBEE-WETRO-DIW-AR22-JORAY-HILEY STAR
2.6 Minneapolis/St. Paul MSP
SSM HHOGS-K5-BAINY STAR
2.7 Montreal YUL
MIILS VLV-OMBRE STAR

MT OBRET-Lafleur STAR
TOPPS VLV-OMBRE STAR
YBC OMBRE-OMBRE STAR
YRI OMBRE-OMBRE STAR
2.8 New York JFK
ALLEX ENE-PARCH STAR

BRADD PLYMM-PARCH STAR
DOVEY PLYMM PARCH STAR
EBONY ENE-PARCH STAR
KANNI PLYMM-PARCH STAR
KJOHN ALB-Kingston (IGN) STAR
MOUGH Y495-CAMRN STAR
SAILE PLYMM-PARCH STAR
SYR IGN-Kingston (IGN) STAR
TAFFY ENE-PARCH STAR
TOPPS ENE-PARCH STAR
TUSKY PLYMM-PARCH STAR
VITOL PLYMM-PARCH STAR
WHALE PLYMM-PARCH STAR
2.9 Toronto YYZ
MIILS LETAK-IMEBA STAR

MT YXI-IMEBA STAR
ROUND YXI-IMEBA STAR
TOPPS YUL-LETAK-IMEBA STAR
VANSI YXI-IMEBA STAR
YBC POLTY-IMEBA STAR
YRI POLTY-IMEBA STAR
31 DEC 2020 7.6. p.3

2.10 Washington IAD
ALLEX ENE-BAF-HYPER STAR

BRADD BOS-BAF-HYPER STAR
DOVEY DOVEY-ACK-Q430-RBV-HYPER STAR
EBONY ENE-BAF-HYPER STAR
KANNI BOS-BAF-HYPER STAR
KJOHN ALB-HYPER STAR
MOUGH Y486-CREEL-Q430-RBV-HYPER STAR
QUBIS KJOHN-ALB-HYPER STAR
SAILE ACK-J62-RBV-HYPER STAR
SYR J59-PSB-MAPEL STAR
TAFFY ALB-HYPER STAR
TOPPS ENE-BAF-HYPER STAR
TUSKY BOS-BAF-HYPER STAR
VITOL ACK-J62-RBV-HYPER STAR
WHALE BOS-BAF-HYPER STAR
05 NOV 2020 7.6. p.4

OM C1 - GENERAL ROM 7.7 MNPS Special Routes
1. INTRODUCTION
MNPSSpecialRoutes7.7
MNPS approved operators may plan aircraft with one (instead of 2) operational Long Range Navigation System
(LRNS), and normal short-range nav. systems, along MNPS Special Routes.
Exception: Operation via G3 & G11 in Reykjavik FIR/CTA, see below.
2. ’BLUE SPRUCE’ ROUTES

Blue Spruce Routes (RFC designator ’BSR’ not known to ATC) run east - west v.v. via overhead Keflavik and
Prins Christian Sund (Greenland).
Continuous VHF coverage exists at FL310 or above, except as stated otherwise.
— Stornoway 'STN' or Benbecula 'BEN' - RATSU - ALDAN - Keflavik 'KFV’.
UK AIP: VHF coverage exists at and above FL310, but use of this route without serviceable HF equipment
is subject to prior co-ordination with Scottish ACC and Shanwick OACC.
— Stornoway 'STN' or Benbecula 'BEN' - ATSIX - N61 W012 34 - ALDAN - Keflavik 'KFV'.
AIP Iceland: VHF coverage exists, but HF is required; AIP UK: HF is required in Shanwick OCA.
— Glasgow 'GOW' or Belfast 'BEL' or Shannon 'SHA' - GOMUP - N60 W015 - N61 W016 30 - BREKI - Keflavik
'KFV'. AIP Iceland & (for Shanwick OCA) AIP UK: HF required.
— RATSU - MOXAL and RATSU - OSKUM.
— Keflavik 'KFV' - SOPEN - Kulusuk NDB 'DA' - Sondre Stromfjord NDB 'SF', then either Iqaluit 'YFB' or
DARUB - Pangnirtung NDB ’YXP’.
— Keflavik 'KFV' - EPENI - N63 W030 - N61 W040 - Ikerasassuaq-Prins Christian Sund 'OZN', then
N59 W050 - AVUTI - PRAWN - Nain NDB 'YDP', or
N59 W050 - CUDDY - PORGY - Hopedale NDB 'HO', or
N58 W050 - HOIST - Goose 'YYR'.
NOTE: Aircraft without serviceable HF equipment, but meeting the normal MNPS requirement for 2 (two)
LRNS, could also use these routes, except those for which HF is required.
3. G3 & G11
G3 (VALDI - Keflavik 'KFV') and G11 (PEMOS - Myggenes NDB 'MY', then G3) are available to MNPS
approved operators with normal short range navigation equipment only, i.e. without LRNS.
4. TANGO ROUTES
4.1 Introduction
T routes run north - south v.v. via Shanwick OCA, west of French or French & Spanish domestic airspace.
Southbound traffic will operate at E-bound levels and northbound traffic will operate at W-bound levels.
All levels within NAT HL airspace are available, but optimum levels may be allocated to NAT traffic.
ADS-C/CPDLC is required when T routes infringe the OTS between FL350 - 390 (inclusive), see Chapter 7.2.
Access to these routes in Shanwick OCA requires slot approval.
B777, B787 & A330: T routes remain within 60-min N-1 distance (400 NM) from potentially adequate ERAs.
4.2 To/from Madrid UIR

T9 (LASNO - BEGAS) and T213 (TAMEL - BERUX) circumnavigate the BOTA and French domestic airspace.
4.3 To/from Lisboa or Southerly UIRs

T16 (OMOKO - Porto Santo 'SNT’) circumnavigates the BOTA and French and Spanish domestic airspace.
SAT flights may leave or join T16 at N40 W016 (4016N), thereby circumnavigating Lisboa UIR as well.
NOTE: T12 (ARMED - ASMAR) runs below Free Route Airspace Lisboa UIR (FRAL).
30 JAN 2020 7.7. p.1

OM C1 - GENERAL ROM 7.8 Flightplanning via Anchorage FIRs
1. NOPAC ROUTE SYSTEM

FlightplanningviaAnchorageFIRs7.8
NOTE: For practical purposes, UFN only Eastbound planning requirements are published below, to cater for
an (unexpected) return from Japan via Alaska. Anchorage Arctic FIR is not covered.
In-flight procedures under En Route via Anchorage FIRs.
— Introduction
• NOrth PACific routes (FL180 and above) connect Japan with Alaska, of which the northern R220 &
R580 are one-way Westbound, and the southern A590, R591 & G344 are one-way Eastbound.
However, the R591 & G344 may also be used for Westbound traffic crossing the Fukuoka FIR
boundary (AKISU or CUTEE) between 0000 - 0600Z.
• Validity time frame and peak period: 0700 - 2100Z.
• In Fukuoka FIR, Oceanic Transition Routes (OTRs) and a Victor route connect to the NOPAC routes.
In Anchorage FIR the following routes are used for this purpose: G583, B757, R341, G469, A342,
G215, R330, R336, R338, and (W-bound only) G349.
— Eastbound Planning from Japan
• RVSM and RNP 10 approval is required between FL290 - 410.
• Odd FL to be planned on A590, R591 & G344. On A590 also FL300, 320 & 340 available.
When R591 or G344 is part of the Eastbound PACOTS Track Message, also FL300, 320 & 340.
PACOTS = PACific Organized Track System, Japan - North America v.v., via Oakland Oceanic FIR.
See also ’PACOTS restrictions’, below.
• Observe Anchorage ARTCC ’preferential route’ NOTAMs: Flights filed contrary to these NOTAMs may
expect reroutes, delays and/or severe altitude restrictions.
• File point of entry - NOPAC route designator - exit point.
• Transition from one to another NOPAC route is only possible abeam or east of St. Paul Island ’SPY’.
• Provide crews with complete information for adjacent routes, compatible with the direction of flight, i.e.
route data, REPs, fuel burn, upper winds, time en route, etc.
• The ATC FPL is also to be addressed to PAZAZQZX, PAZNZQZX and relevant oceanic radio stations.
— PACOTS restrictions for Eastbound NOPAC routes
NOTE: Time periods given below refer to the Fukuoka - Anchorage FIR boundary crossing.
• When G344 is part of the Westbound PACOTS but R591 is not, R591 will be available eastbound, and
G344 will only be available eastbound between 0900 - 2100Z.
• When R591 is part of the Westbound PACOTS but G344 is not, R591 will only be available eastbound
between 0900 - 2100Z, and G344 will not be available eastbound at or above FL310 2200 - 0600Z.
• When R591 and G344 are part of the Westbound PACOTS, these routes are only available eastbound
between 0900 - 2100Z.
• When a NOPAC flight operates during the Eastbound PACOTS period it must remain on or north of the
northern-most PACOTS Track.
— Temporarily Non-RNP 10 or Non-RVSM
• In case an aircraft is temporarily non-RNP 10 approved/capable for technical reasons, special ATC
permission may be obtained to enable operation to a repair facility via NOPAC airspace. Such a request
shall be made to the Fukuoka ATM Centre not later than 4 hours before flight: Tel. 0092-608-8872, fax
0092-608-8879.
If approved, FPL item 18 shall include ’STS/category of operation (e.g. ferry)/APVD NON-RNP10.
• In case an aircraft is temporarily non-RVSM approved/capable for technical reasons and the flight
cannot be planned outside the NOPAC RVSM level band, special ATC permission may be obtained to
enable operation to a repair facility via RVSM airspace. Such a request shall be made to the Fukuoka
ATM Centre (see above) not later than 4 hours before flight.
If approved, FPL item 18 shall include ’STS/category of operation (e.g. ferry)/APVD NON-RVSM.
For Eastbound flights, in case Fukuoka ATMC approved such operation, the Anchorage ARTCC Traffic
Management Unit has to be informed by ATM-Dispatch: Tel. 001-907-269-1108, fax 001-907-269-1343.
(Filing the FPL is not appropriate notification for the Anchorage TMU.)
25 MAR 2021 7.8. p.1

OM C1 - GENERAL ROM 7.8 Flightplanning via Anchorage FIRs
2. VOLCANIC HAZARD
— Introduction
More than 50 historically active volcanoes (i.e. those that have erupted since the mid-1700's) are located
along an arc from the Wrangell Mountains east of Anchorage to Kiska Island in the Western Aleutians.
An average of 2 explosive, ash-producing eruptions per year occur in Alaska.
Eruptions in Russian Kamchatka (29 active volcanoes) and on the Kuril Islands (36 volcanoes) are also a
potential threat to air traffic over the Pacific Ocean and Alaska.
— Volcanic Activity Information
• Alaska Volcano Observatory
AVO continuously monitors activity at 27 volcanoes, and they distribute info of volcanic eruptions/
unrest to the FAA and the National Weather Service (NWS).
Internet: http://www.avo.alaska.edu
• National Weather Service Alaska
The NWS Alaska Aviation Weather Unit (AAWU) is the Volcanic Ash Advisory Center (VAAC) for the
3 Anchorage FIRs/ARTCCs. They issue Volcanic Ash Advisory Statements (VAAS) and SIGMETs,
depending on the severity of the volcanic hazard.
The Anchorage ARTCC Center Weather Service Unit issues Center Weather Advisories (CWA) and
volcanic Meteorological Impact Statements (MIS) containing info about eruptions and location of ash.
Internet: http://www.ssd.noaa.gov/VAAC/OTH/AK/messages.html
• National Oceanic Atmospheric Administration
NOAA releases forecasts of potential ash cloud motion (VAFTAD) in graphical format to airlines.
• Anchorage ARTCC
ATC disseminates volcanic information provided by AVO, NWS and pilot reports.
When necessary, they issue Volcano Advisory NOTAMs as well as Temporary Flight Restrictions,
TFRs.
23 JUN 2016 7.8. p.2

OM C1 - GENERAL ROM 7.9 En Route - NAT
1. COMMUNICATIONS - GENERAL
EnRoute-NAT7.9
1.1 General Purpose VHF

Most GP stations have (extended range) VHF coverage, in order to lessen the load on the HF system.
Do not interrupt HF SELCAL watch while in contact with (extended range) VHF GP stations.
1.2 Moderate/Severe Turbulence

Include magnitude of deviation from the assigned FL in AIREP Section 3.
2. COMMUNICATIONS - VOICE OCL
2.1 Oceanic Clearance Request

— 'REQUEST CLEARANCE'.
— CS, present or last reported position, time over present or last reported position and FL.
— OCA entry point and ETO.
— Next subsequent position.
— Requested FL and Mach No. Add highest acceptable FL at OEP (phraseology: Able FL...) and next
preferred alternative FL and/or track.
— Any change in filed FPL (Track, FL and/or Mach No) affecting oceanic airspace.
18 AUG 2016 7.9. p.1

2.2 Clearance Particulars

— Abbreviated voice clearances
Abbreviated clearances are only issued when cleared via FPL route or along the complete length
of an organized track. E.g.: CLEARED TRACK B, MAINTAIN FL350 AND MACH .83 FROM 57N 10W.
— Canada (Eastbound): Automatic climb clearance
ATS may include (automatic) climb instructions in the oceanic clearance. Inform ATS if unable to comply.
No further clearance is required to start climb at the specified time.
2.3 Read Back of (Abbrev.) Clearances

— Via OTS
Voice clearances are issued without Track Message Ident number, but if the NAT Track message contains
a TMI no. and an abbreviated clearance is received, read back the abbreviated clearance, including the
TMI number.
E.g.: CLEARED TO AMSTERDAM VIA TRACK WHISKEY 283A, EXPECT FL350, MAINTAIN MACH .82.
(An alpha character is added only when the Track message is revised.)
Any doubt with regard to the TMI requires read back of the full details.
Exception: Shanwick OCA, if the abbr. clearance is for another track than requested, read back full details.
— Via FPL route: Read back the abbr. clearance, and full coordinates and details of the FPL route.
— Other cases: Full details will be given, and these have to be read back.
2.4 Domestic Clearance

An oceanic clearance is effective from the OE(entry)P to OE(exit)P: When still in domestic airspace, obtain
from domestic ATC any (re)clearance to enable compliance with the oceanic clearance.
In practical terms: Enter oceanic airspace at the cleared OEP, in level flight at the cleared oceanic level, with
the assigned true Mach No.
NOTE: A significant number of ’level busts’ have occurred whereby pilots have climbed/descended to the FL
assigned in the oceanic clearance without approval from the current, domestic ATSU.
The NOTA, SOTA and BOTA, on the eastern boundary of the Shanwick OCA, are delegated to domestic UK
and French ATC. Consequently, the westbound oceanic clearance for Shanwick OCA is not applicable for
these areas, and a domestic clearance is required instead.
The same applies for the eastbound oceanic clearance for Gander OCA, except that here the OEPs do not
coincide with the eastern boundary of the GOTA and the Gander Domestic FIR.
I.e. before OCA entry, crews have two ATC clearances (domestic and oceanic) at the same time.
3. COMMUNICATIONS - POSITION REPORTING

— General
• Required when crossing OCA/CTA boundaries, at designated REPs and at the points by which the
oceanic track has been specified.
Exception: Gander Domestic - OCA boundary, if the boundary was omitted in the clearance.
• Operations close to adjacent OCAs: Position reports made at a distance of 60 NM or less from the
common boundary with an adjacent OCA shall also be made to the adjacent OACC.
— Voice Reporting Formats
• Use prefix POSITION for routine position reports, including COMP message or MET report.
• Use prefix REQUEST CLEARANCE to request change of FL, Mach No., or route in conjunction with a
position report (and if a position report is not appropriate).
• Use prefix REVISED ESTIMATE to update an estimate.
18 AUG 2016 7.9. p.2

4. COMMUNICATIONS - SHANWICK FIR/OCA
4.1 ’Proximate Departure’ (Westbound)

Westbound departures from airports in close proximity to the Shanwick OCA boundary shall request oceanic
clearance 45 min before ETD in the following cases:
— Cork EICK: When planned via OMOKO, TAMEL or LASNO.
— Shannon EINN: When planned between ETILO and BEDRA (incl.).
— Belfast EGAA, Glasgow EGPF and Prestwick EGPK: When planned via GOMUP or ETILO.
If using data link, add to the RCL: RMK/ETD (time) (4-letter airport code).
Voice requests may be requested via Shannon ACC 121.700 (for Irish airports) or via UK airport ATC.
Notify airport ATC: Oceanic clearance received, (OEP), (required departure time).
4.2 Via T9 or T213 - Transponder Setting

— Southbound: Retain last assigned code for a maximum of 10 min after entry into NAT HL airspace
— Northbound: To avoid mis-ident, set A/C2000 at least 10 min before the SOTA boundary.
4.3 ATC Contingency Procedures

See Chapter 7.16, also for Gander OCA.
5. COMMUNICATIONS - SANTA MARIA OFIR/OCA
5.1 Oceanic Clearance Request

The following table gives the requirements for requesting oceanic clearance before entering Santa Maria OCA:
Previous ATSU OCL request

Shanwick, Gander or New York Not required.
Lisboa (all Sectors) Required, except for flights on UN741 (Lisboa Madeira Sector).
Canaries Required, except when OCL already received from Santa Maria OCA.
Sal, Dakar or Piarco Required.
Madrid Required, except when via PITAX or BERUX to HIDRA (= via Shanwick).
Santa Maria TMA Required. See also ’From Azores’, below.
5.2 From Azores

If departing from Santa Maria or Lajes, full oceanic clearance will not be issued before departure.
TWR must be informed of the intended and highest acceptable FL and Mach number, and they will issue an
initial FL clearance. Santa Maria RAD will subsequently clear the flight to the approved final FL.
Oceanic route and speed clearance will be issued later on, usually through Santa Maria RDO on HF.
5.3 From Porto Santo

Westbound via IRKID or ABALO, a lower oceanic entry FL may be authorized by Lisboa or Santa Maria ACC.
6. NAVIGATION - GENERAL
6.1 Time Keeping

Before OCA entry, synchronize the clock used for calculation of ETO/ATO. Do not use ACARS time.
Acceptable sources: GPS, or broadcasting stations as per OM C2 (Regional ROM) 2.3.
6.2 Level and/or Speed Changes

Regardless of the filed FPL, any level and/or speed change requires ATC clearance (= worldwide standard).
In this respect it should be noted that ATC controllers do not have easy access to filed FPL data.
15 SEP 2016 7.9. p.3

6.3 KLM Greenland MGA Chart

Contrary to the RFC MGAs, the MGAs on this KLM chart are based on more current terrain data supplied by
the Danish Land Registry Office. RFC MGAs will be updated at a later date.
6.4 OTS ADS-C/CPDLC Mandate

The OTS Track Message will contain ’mandated’ (= reserved) tracks for aircraft with operational FANS 1/A
ADS-C/CPDLC equipment.
In-flight ADS/CPDLC failure, before Oceanic FIR entry (and planned on), or already on one of the mandated
tracks: ATC will consider continued operation on a tactical basis.
Without functioning ADS-C/CPDLC equipment, joining or crossing these tracks at the given levels will not be
authorized. However, ATC may clear continuous climb or descent through these tracks/levels.
6.5 PBCS Mandate (25 - 30 NM) Lateral Separation

The OTS Track Message will contain ’mandated’ (= reserved) PBCS tracks for aircraft with operational
FANS 1/A ADS-C/CPDLC equipment and RNP 4 capability.
aircraft shall avoid published PBCS tracks and filing procedure shall be adjusted. For filing procedures in
case of a non-PBCS flight, refer to applicable dispatch procedures.
— Before OCA entry: request a revised clearance to keep clear of PBCS tracks.
— Aircraft not eligible for performance based separation mat be permitted to:
• Infringe PBCS tracks at FL350 - 390 (inclusive) at only one point (including Oceanic Entry/Exit Point)
i.e. cross but not join an OTS PBCS track; and
• Climb or descend through levels FL350 - 390 on a PBCS track provided the climb or descent is
continuous.
NOTE: Such clearances will only be permitted on a tactical basis.
25 MAR 2021 7.9. p.4

6.6 Track & Distance Checks

These checks can help prevent oceanic WP insertion (or nav data base) errors of 1degree or more that have
been observed in oceanic operations.
However, differences between the MAG VAR tables in the nav data base and the point at which the track is
measured may affect the displayed FMC track by as much as 3°.
6.7 Adherence to Route

If a flight has inadvertently deviated from the route specified in the oceanic clearance, it shall immediately take
action to regain such route within 100 NM from the position at which the deviation was observed.
6.8 Westbound - Outage of Faeroes and/or Stornoway ATC Radars

Westbound from Scottish UIR, west of W006, two procedurally separated Preferred Route systems may be
applied to cater for such outages, e.g.:
— South: RATSU - N62 W020, or MATIK - N62 W010 - N63 W020.
— North: RATSU - N63 W020, or MATIK - N62 W010 - N64 W020.
6.9 Westbound via South of N39 - W067

For these flights, Shanwick OACC will not issue an oceanic clearance to landfall, but to the first named fix in
the New York OCA, followed by the phrase VIA FPL ROUTE TO DESTINATION.
However, this named fix should not be misinterpreted as a clearance limit: Flights are expected to continue.
6.10 Diversion to Bermuda (TXKF)

Outside TWR and RFF operational hours, Class E ATC is provided by New York ARTCC; RFF to be alerted
by Dispatch or crew via New York ARTCC (call-out time 30 min).
6.11 USAF Winter Storm Operations

During winter, the USAF flies storm reconnaissance missions in the Houston, Miami and New York OFIRs
between FL350 - 290, as per NOTAM.
At designated points, 1 pound cardboard drop sondes are released, with attached parachutes.
Outside pilot-controller VHF coverage, the mission aircraft will broadcast at five min intervals before drop sonde
release on 121.5 the time and position of the intended drop.
05 JAN 2017 7.9. p.5

7. NAVIGATION - REDUCED HORIZONTAL SEPARATION

NOTE: Basic horizontal separation in Chapter 7.1 Regional Background Information
7.1 General - RLongSM

ATC may apply 5 min in-trail reduced longitudinal separation when clearing to climb/descent through the level
of another (same direction) GPS aircraft.
7.2 Shanwick & Gander OCAs - PBCS Mandate Longitudinal Separation

ATC may apply 5 min in-trail reduced longitudinal separation between flights from Shanwick via Gander OCA
into Canadian domestic airspace v.v.
Max. 4 aircraft in-trail when separation is >5 min at the OE(exit)P; otherwise max. 3 aircraft in-trail.
7.3 Shanwick & Gander OCAs - PBCS Mandate Lateral Separation

Ref. Chapter 7.2, as per OTS Track Message, 25 - 30 NM reduced lateral separation may be applied on NAT
OTS tracks in the Shanwick and Gander OCAs between FL350 - 390 incl., between ADS-C/CPDLC/RNP 4-
capable aircraft.
PBCS tracks may use 1/2 degree unnamed oceanic WPs, e.g. 50 30.0N/020 00.0W.
However, current FMCs cannot display full coordinates of such WPs on the (M)CDU, under NEW WAYPOINT
-> IDENT, or in the ND Map Mode.
E.g. inserting 50 30.0N/020 00.0W results in N50W020. I.e. without minutes of LAT/LONG.
Furthermore, 50 00.0N/020 00.0W (normally used), 50 30.0N/020 30.0W and 50 00.0N/020 30.0W will also
result in N50W020.
Another complicating factor is the ARINC 424 short code format for unnamed oceanic WPs: N50 00.0 W050
00.0 is loaded as 5050N, while N50 30.0 W050.00 is loaded as N5050.
As this is considered error-prone for in-flight use, both by the applicable ATSUs and operators including KLM,
1/2 degree WP identifiers will not be available in ARINC 424 format in the FMS nav data base.
NOTE: OM C2 (Regional ROM) 1.5 provides crew and ATC procedures aimed at preventing GNEs resulting
from incorrect oceanic WPs.
7.4 Reykjavik CTA - Reduced Lateral Seperation

ATC may apply 50 NM reduced lateral separation between RNAV 10 (RNP 10)-capable aircraft.
7.5 Santa Maria OCA - Reduced Horizontal SM

ATC may apply 8 NM reduced horizontal separation with VHF voice and SSR; with VHF voice, SSR and ADS-
B: 5 NM.
ATC may apply 50 NM reduced lateral separation between RNAV 10 (RNP 10) or RNP 4-capable aircraft.
7.6 New York OCA - Reduced Horizontal SM

ATC may apply 30 NM reduced horizontal separation between ADS/CPDLC and RNAV 4-capable aircraft.
ATC may apply 50 NM reduced longitudinal separation between CPDLC (with or without ADS-C) and RNAV
10 or RNP 4-capable aircraft.
25 MAR 2021 7.9. p.6

8. ARCTIC AREA
8.1 Communications
— Polar Geophysical Phenomena
Solar flares may cause degraded HF propagation, as well as SATCOM and/or ADS-C/CPDLC interference
Reports indicate that at higher latitudes generally a lower HF frequency must be chosen than would be
appropriate at lower latitudes. A lower daytime frequency is more appropriate in winter than in summer.
OM C2 (Regional ROM) gives supplemental channels for communications relay to ATC.
SATCOM unreliability may occur in the SATCOM Shadow, extending from the North Pole to N70 and most
pronounced at W120. The extent depends on atmospheric conditions, a/c antenna position and heading.
When SATCOM is lost, assume that ADS-C/CPDLC has also been lost and provide voice position reports.
Re-log on to CZEG when outside the Shadow.
— Arctic RDO
This Canadian North Bay FIC (Ontario) offers FIS En route (FISE) services similar to those stated in
Chapter En Route - Canada, but on request also radar position information: LAT/LONG, bearing and
distance, altitude and ground speed.
8.2 Navigation
— Compass Erratic Area
Near the border of the erratic area the magnetic compass may still be used if accelerating forces are small.
— Magnetic storms
Above N60, magnetic storms may cause other magnetic compass deviations.
The effects of the magnetic storms may have a duration from several minutes to several hours and may
cause compass deviations up to 10º. Magnetic storms may also cause interference with GPS/SATCOM.
— Non-magnetic heading reference
Above certain geographical latitudes the IRU variation data base may contain no data, see OM Part B.
CPs may therefore declare airports at high latitudes 'not adequate'.
— True North reference of VORs: Some VORs in the area are True North orientated, see RFC.
— Defence Radar Assistance
• Arctic airspace is covered by US and Canadian long range, over-the-horizon MIL radars.
A (secondary) task of these radar stations is to assist civil aircraft to avoid areas of potentially
hazardous conditions, such as significant weather, restricted and warning areas, etc.
• Use 121.5 and, Canada 126.700 and USAF 126.200, and the general CS 'Radar Assistance'. Radar
stations will reply using their dedicated CS.
• Navigational assistance consists of track and groundspeed checks, and bearing (ºTrue) and distance
from the station. This service does not comprise routine navigational assistance, relays of position
reports, or general air traffic (incl. altitude) information.
18 AUG 2016 7.9. p.7

OM C1 GENERAL ROM 7.10 En Route - Canada
1. COMMUNICATIONS - EN ROUTE
EnRoute-Canada7.10
1.1 Flight Information Centres

— FICs operate on dedicated frequencies and on 126.700, 121.5 and HF 5680. DF available on HF.
The FIC call sign consists of a navaid or airport name, followed by ’.... Radio’.
FICs having a dedicated FIS En route (FISE) frequency may not monitor 126.700, unless selected by the
FIC. However, broadcasts on the dedicated FISE freq. will also be broadcast on 126.700 and v.v.
Remote Communications Outlets (RCO) provide extended range VHF coverage.
— On request, FICs provide FISE, i.e. MET info (incl. altimeter setting, weather radar, lightning info),
aeronautical info (incl. RSC & CRFI and MANOT, Missing Aircraft NOTice), and relays to/from ATC.
SIGMET, urgent PIREPs and information concerning fuel dumping operations are broadcast on the FISE
frequency and on 126.700.
Air traffic info is not provided.
— Selected units may also provide weather observation service: See Chapter MET Information.
— Selected units may also provide Remote Aerodrome Advisory Service (RAAS) and Vehicle Advisory
Service (VAS), see paragraph TMA & Airport - Communications.
— FIC Arctic RDO provides additional navigational services: See Chapter En Route - North Atlantic.
— RCO procedure: Upon intial call, add name of nearest FIC and/or navaid, e.g. Yellowknife RCO.
Restrictions: RCOs only provide FISE and RAAS, and there is no 121.5 capability
1.2 Avoidance of CS confusion

As required, ATC may either:
— Restate the COMP designator after the flight number. E.g. KLM681 KLM, or
— Instruct to use the COMP designator followed by the last 2 or 3 registration letters. E.g. KLM QP.
1.3 Diversion to Uncontrolled (ETOPS) ERA

The following compensative measures apply outside TWR (Yellowknife only) and RFF operational hours:
— Iqaluit (CYFB)
FIS En-route (FISE) provided by Arctic RDO or as per OM C3; option of last resort: Montreal CTL.
RFF to be alerted by Dispatch or crew via Arctic RDO or Montreal CTL; call-out time 30 min.
— Yellowknife
FIS En-route (FISE) provided by Arctic RDO or as per OM C3; option of last resort: Edmonton CTL.
RFF to be alerted by Dispatch or crew via Arctic RDO or Edmonton CTL; call-out time 30 min (not 2 hours
as per OM C3).
See also paragraph 3, FSS and Mandatory Frequency (or ATF).
2. NAVIGATION - EN ROUTE
2.1 Canadian MNPS

— Introduction
Canadian Min. Navigation Performance Specs. apply in Northern Airspace between FL330 - 410, inclusive.
Operators/aircraft certified for NAT MNPS are automatically authorized for the Canadian MNPS Area.
Lateral separation: 60 NM. Less separation may be applied, based on ground-based navaids.
A transition area (FL270 - 330) underlies CMNPS airspace. In this area, lateral separation between
CMNPS certified aircraft is 60 NM, but 90 NM is applied between MNPS and non-MNPS certified aircraft.
— Minimum Navigation Equipment
• Aircraft transiting Canadian Domestic airspace to/from oceanic airspace: As for NAT MNPS.
• Aircraft operating within North America on routes that lie within reception of ground-based navaids must
have one LRNS plus a short-range navigation system (VOR/DME or ADF).
• Aircraft operating on HL airways or COMP approved routes must have dual VOR/DME or ADF.
25 MAY 2017 7.10. p.1

2.2 Canadian RNPC

Required Navigation Performance Capability (RNPC) applies in Southern Domestic Airspace and in the NCA.
This area has been designated for RNAV operations on fixed ('T' routes) or random routes.
Aircraft approved for (C)MNPS operations are automatically RNPC certificated.
Position accuracy requirement is ± 4 NM, although RNP 4 is not yet officially required.
Minimum navigation equipment: One LRNS and one short-range system (VOR/DME or ADF).
2.3 Simplified Airspace Classification Diagram
Northern Domestic Airspace = NCA and ACA plus underlying airspace.

Southern Domestic Airspace = SCA plus underlying airspace.
CAE* = Control Area Extension, associated with a non-radar CTR.
CTR** = CTR with TCA (Class B, C, D or E) or CTR with CAE (Class E).
16 JUL 2020 7.10. p.2

Mode C transponder required in Class A, B and C airspace, and in Class D and E 'Transponder airspace'.
Class D airspace becomes Class E when the appropriate ATC unit is not in operation.
Class F (Special use) airspace is restricted or advisory airspace.
2.4 Potential traffic conflicts

— Traffic below 18 000 ft outside the major TCAs is not required to operate a Mode C transponder.
— In Class E airspace, ATC gives traffic advisories only workload-permitting, in Class F and G not at all.
— Be aware that VFR traffic may violate airspace regulations, including transponder requirements.
2.5 NAR Common portions in FMS

Stored in the Nav data base as airway. E.g. LOMTA - N378E - ALB.
2.6 Non-standard FL
On request, ATC may accommodate aircraft on 'opposite direction' FLs.
Give reason (fuel consideration, icing, turbulence, etc.) and when or where an appropriate FL is acceptable.
Requests must not be made solely for fuel efficiency reasons, except when an otherwise unnecessary refueling
stop is a factor.
While operating on an opposite level, ATC will not give instructions to omit position reports.
Furthermore, expect radar vectors or parallel offset tracks (at least 5 NM from route centre line).
2.7 Altimeter Setting

The ICAO terms Transition Level, Transition Altitude and Transition Layer are not used in Canada (& USA).
QNH is used at and below 18 000 ft, and the term Lowest Usable FL replaces Transition Level.
2.8 Abnormally High QNH

Some aircraft types are unable to set QNH values above 31.00", thereby complicating separation for all traffic.
If applicable, the following procedure will be placed in effect by NOTAM defining the geographical area:
— En-route operation below 18 000 ft: All aircraft set 31.00" (instead of current, higher QNH).
— Approach (by aircraft capable of setting current QNH): Set current QNH at the FAF or FAP.
— Go-around or Departure: Set 31.00" before reaching any mandatory/crossing altitude or 1500 ft AGL,
whichever is lower, until passing 18 000 ft.
2.9 Evacuation of Gander Domestic ACC

See Chapter 7.16, ATC Contingency Procedures.
3. TMA & AIRPORT - COMMUNICATIONS
3.1 Advance Notice of Intent after MISAP

If a MISAP because of weather conditions is likely upon receipt of the approach clearance, advise ATC as
follows: 'In the event of missed approach, request (alt or FL) via (route) to (airport)'.
3.2 ARFF Standby

— Use the phrase LOCAL STANDBY, in case there is or could be serious difficulty to achieve a safe landing.
— Use FULL EMERGENCY STANDBY, in case there is a possibility of an accident.
3.3 Readback of Departure Clearance

If a SID is included in the clearance, only read back CS and transponder code.
If any published SID altitude is amended in the clearance, that altitude shall also be read back.
16 OCT 2014 7.10. p.3

3.4 Non-standard TWR phraseology

In case TWR controllers are not authorized to issue clearances, the following phraseology will be used:
— ’At your discretion’ = Used to approve movement on any surface not visible from the TWR because of
physical obstruction other than weather phenomena, or on the apron or non-manoeuvring area.
TWR will provide info on known traffic or obstructions when possible.
— ’Unable (to issue) clearance = TWR is not authorized to issue a clearance, because of Reduced/Low VIS
OPerations (RVOP/LVOP), obstructions or airport/runway closures. A formal report will be filed when the
pilot continues in these circumstances. The pilot is responsible to manoeuvre safely; TWR will provide taxi,
take-off or landing information.
3.5 Flight Service Stations

— FSSs are located at selected airports, providing the same services as an FIC (except FIS En route, FISE),
and additionally VHF DF, Aerodrome Advisory Service (AAS) and Vehicle Control Service (VCS).
Selected units may also provide a Radar AAS.
The FSS call sign consists of the airport name, followed by ’.... Radio’.
— FSSs operate on dedicated frequencies and on 126.700, 121.5 and HF 5680.
In case OM C3 gives ’126.700 (BCST)’, this frequency is not monitored, but only used for broadcasts.
— AAS information consists of: Active or preferred runway, Wind direction/speed, Air and vehicle traffic, Wake
turbulence cautionary, Airport conditions, Weather conditions, and information of interest for flight safety.
— Remote AAS (RAAS) via Remote Communications Outlet (RCO), combined with Vehicle Advisory Service
(VAS), consists of the same type of information as AAS, except that it is provided from a remote location.
Consequently, the FSS specialist cannot observe conditions at or in the vicinity of the applicable airport.
— Outside RAAS hours of availability, relevant information (including IFR departure clearance) may be
obtained via the appropriate FIC (FISE) or via the appropriate ACC.
3.6 Mandatory Frequency (or ATF)

— Uncontrolled airports, or airports that are uncontrolled outside TWR operational hours, may have a
dedicated Mandatory Frequency (MF) or Airport Traffic Frequency (ATF).
— When a ground station (e.g. an FSS) is in operation or when a RAAS is provided, all reports required before
entering and within an MF area shall be directed to the ground station.
When the ground station is not in operation, reports shall be broadcast.
3.7 Uncontrolled Airports

— Approach and landing
Before changing to the MF or ATF (see above), broadcast intentions on the TIBA frequency 126.700.
Before entry into the MF area (or AD Traffic Zone), maintain listening watch on the MF (or ATF), and report
or broadcast intentions and position:
• 5 min before commencing approach, add estimated time of landing;
• When passing the fix outbound (in case of a procedure turn) or when first intercepting final;
• When passing the FAP/FAF, or without FAP/FAF: 3 min before landing;
• On final approach;
• When commencing a Circling manoeuvre, and/or;
• After initiating a MISAP.
— Departure
Maintain listening watch on the MF or ATF, and report or broadcast intentions and position on this
frequency and TIBA 126.700:
• Before moving onto the take-off runway.
• Check by radio (and visual) that there is no likelyhood of collision during take-off, and
• Departing the traffic circuit after take-off.
16 OCT 2014 7.10. p.4

— Aircraft Radio Control of Aerodrome Lighting (ARCAL)

When there is no ground station (e.g. an FSS) in operation, ARCAL is provided via the MF or ATF.
The system is operated by keying the radio microphone a specified number of times within 5 seconds.
• Single intensity ARCAL Type J: 5 times.
• ARCAL Type K for a precision approach CAT 1 lighting system and associated HI or MI runway lighting
allows selection of at least 3 intensity settings: 3 clicks = LI, 5 clicks = MI, and 7 clicks = HI.
The system will shut off after 15 min after being activated, or after subsequent brightness selection.
4. TMA & AIRPORT - NAVIGATION
4.1 Speed during vectoring

— Maintain assigned speed within plus or minus 10 kt.
— Above 10 000 ft expect 250 kt IAS, below 10 000 ft: 210 kt, and within 20 NM from destination: 160 kt.
— If assigned a speed above 250 kt and subsequently cleared to below 10 000 ft, advise ATC when
interrupting descent (levelling off) to comply with the 250 kt speed limit.
— When vectored to final approach or to traffic circuit: The issuance of approach clearance indicates that
normal navigation should be resumed. This also cancels any speed assignment, unless restated.
4.2 RNAV STARs

Two types of RNAV STAR are defined:
— ‘Closed' STAR: A continuous lateral route from the STAR entry point to the Final Approach Course Fix
(FACF) of the landing runway,
— ‘Open' STAR: Leading to the Downwind Termination Waypoint (DTW), followed by a heading.
ATC will then either vector to final or close the STAR.
Comply with all ATC assigned altitudes and

intercept LLZ / final at the FACF.
Additionally, when cleared for approach, complete

the applicable instrument approach procedure
Comply with assigned altitudes and maintain

heading at the DTW. Thereafter, expect radar
vectors to final.
ATC may ‘close' an OPEN STAR by clearing the

aircraft for approach to a specified runway.
Approach clearance will be issued 3 or more NM
before the DTW.
If so, connect the DTW to the FACF and intercept
and fly the straight-in approach to the runway.
If unable, request radar vectors to the FACF.
Comply with any charted altitudes and cross the
DTW at 180 kt or less, unless otherwise instructed.
05 FEB 2015 7.10. p.5

When cleared for an RNAV STAR, fly the route to the entry point associated with the STAR. Then, if no further
clearance is received, fly the STAR associated with the runway in use, maintaining the last assigned altitude.
Instrument approaches from RNAV STARs are to be flown straight-in: Procedure turns are not authorized.
An RNAV STAR is cancelled by radar vectors or when cleared to a point not being part of the STAR.
4.3 Preferential Runway Assignment

Standard maximum wind criteria for runway selection by ATC: 25 kt crosswind and 5 kt tailwind component.
4.4 Instrument Approaches

— Simultaneous ILS Approaches: See Chapter En Route - USA.
— Land And Hold Short Operations: Not authorized for foreign operators, see Chapter En Route - USA.
— Advance Notice of Intent after MISAP
If a MISAP due weather conditions is likely upon receipt of the approach clearance, advise ATC as follows:
'In the event of missed approach, request (alt or FL) via (route) to (airport)'.
— MISAP: ’Shuttle climb to (altitude) BPOC’
This means that in case of COM failure or without further ATC instructions, the flight must climb in the
holding (from the MHA) to the given altitude, Before Proceeding On Course to the destination alternate.
Shuttle instructions are generally published to provide obstacle clearance in mountainous areas.
— Emergency SRA
Canadian radars are not commissioned for SRE approaches and controllers are not specifically trained for
such approaches. However, controllers will provide an SRA if an emergency is declared.
4.5 Aerodrome Minima

See Chapter Flightplanning- Canada, and OM C2 (Regional ROM).
4.6 Basic VFR weather minima

This information can be used in connection with the interpretation of ATIS, a visual approach and, in general,
the responsibility to see and avoid other (VFR) traffic.
Airspace Flight VIS Distance from clouds

Controlled airspace 3 SM Vertically 500 ft, horizontally 1 SM
Class F & G airspace Day: 1 SM, Night: 3 Vertically 500 ft, horizontally 2000 ft
'Special VFR' in CTR 1 SM Clear of clouds
4.7 Visual Approaches

— When preceding traffic is reported to be in sight, acceptance of a visual approach clearance means the pilot
accepts the responsibility to maintain a safe approach interval and adequate wake turbulence separation.
— ATC may issue a clearance to conduct a visual approach or to follow another aircraft to the airport, if the
airport or the identified preceding aircraft is reported in sight.
— ATC may issue a clearance to follow another aircraft when the airport is not in sight. If guidance from a
charted approach procedure is insufficient, such a clearance shall not be accepted, see OM A (BOM) 8.
— Radar service will be terminated when instructed to contact TWR.
— Requests for visual approaches outside the CTR (radius 5 - 7 NM) will generally not be granted.
4.8 Runway Condition NOTAMJ

— Introduction
An Aircraft Movement Surface Condition Report (AMSCR) NOTAMJ reports runway surface conditions (as
available, also conditions of taxiways and aprons) in a format which differs from the ICAO SNOWTAM.
The Runway Surface Condition (RSC) section of the report provides info in abbrev. plain language, while
the accompanying Canadian Runway Friction Index (CRFI) section describes braking action quantitatively.
RSC/CRFI info may be available as a voice advisory via ATIS or from the TWR or FSS, as applicable.
05 FEB 2015 7.10. p.6

— Canadian Runway Friction Index (CRFI)

A CRFI represents a certain deceleration capability which has been measured by a test vehicle.
The readings are graduated in increments from 0 to 1: Small numbers indicate a low rate of deceleration,
while numbers in the order of 0.8 and above indicate a high rate of deceleration as can be expected on
clean and dry runways.
When the CRFI reading on any 300-metre portion of a runway is 0.1 or more different from the runway
average, this will be identified by a reading for each portion.
A CRFI number is currently only applicable to the landing performance of an aircraft.
— RSC Reporting
An RSC report is provided when any of the following conditions exist on a runway:
• Frost, snow, slush or ice;
• Snow banks, drifts or windrows;
• Sand, aggregate material or anti-/de-icing chemicals are applied;
• Cleared runway width falls below the published width;
• Runway lights are (partially) obscured, or
• Significant change in conditions, including return to bare and dry conditions.
’CLEARING EXPECTED TO START AT (UTC)’ may be added to the report.
— CRFI Reporting
A CRFI report is provided upon any of the following conditions on a runway:
• (Wet)Ice, frost, slush over the ice, compacted snow, or dry snow with a max. depth of 2.5 cm (1 inch), or
• Sand, aggregate material or anti-/de-icing chemicals are applied, including chemicals on the ice.
CAUTION:
1. When deposit depth is less than 2 inch, the decimal system is used. (Do not confuse with CRFI.)
2. The absence of a NOTAMJ does not indicate that runway conditions are acceptable for operations.
When deposit depth cannot be measured the word TRACE (or TR) is used.
A CRFI will not be provided when the runway is simply wet or when there is a layer of slush (without other
type of contamination present), or when there is dry snow on the runway exceeding 2.5 cm (1 in.) in depth.
— Example
—
CYFB RSC 17/35 10 PCT SN DRIFTS 2 INS, 90 PCT BARE AND DRY 1301191050
CYFB CRFI 17/35 -10C .30 1301191055
Decoding: Station, Title, Runway, Runway condition and UTC (year-month-day-hour-min format)
Station, Title, Runway, Temperature, Runway Average CRFI and UTC when readings were
taken (year-month-day-hour-min format)
— KLM Policy for Landing (Source: SPL/OL)

It must be assumed that a CRFI reading of recent origin (less than one hour old and no significant change
in meteorological conditions) is a positive indication of runway condition.
The OM C2 (Regional ROM) CRFI/Braking Action correlation table can be used in conjunction with the OM
B Calculated Landing Distance tables.
4.9 High Intensity Runway Operations

’HIRO’ enables ATC to apply minimum spacing on final approach in order to achieve max. runway utilization.
— Arriving: Vacate the runway at the earliest suitable exit, without risking to miss it.
— Departing: Upon receipt of line-up clearance, line up as soon as the preceding aircraft commences its take-
off roll, and, when possible, perform a rolling take-off. If extra time is required on the runway (e.g. for a full
length take-off or for cockpit checks) inform ATC before arriving at the runway holding area.
4.10 Blinking Runway Lights

This advises vehicles and pedestrians to vacate the runway immediately.
16 OCT 2014 7.10. p.7

5. DIVERSION
— Intermediate Fuel Stop
When using an (en-route) alternate for a fuel stop, ref. OM A (BOM) 2.4-2, ATM-Dispatch shall contact
OCC/LM, who will arrange authorization from World Fuel Services (WFS) for fuel uplift on their account.
Inbound SLC, LAX and SFO: In case a fuel stop has to be made, preference is given to Calgary, Edmonton
or Winnipeg, whichever is nearest to the route.
— ’Fuel & Go’ (or not)
On many diversionary airports entry clearance formalities can be postponed on a 'fuel & go' basis.
However, a clearance to proceed from the airport of intermediate landing would still be required. As entry
formalities are not being performed, passengers and crew are generally not permitted to disembark.
When 'fuel & go' is not possible, all formalities must be met at the airport of first landing: This may take
approx. 3 hours. Subsequent departure may then become doubtful because of the legal WRR.
— Notification to Authorities
Some diversionary airports are primarily engaged in domestic operations, consequently clearance service
hours may be limited. Normally, COMP staff at the destination will notify authorities at the alternate.
However, in case COMP staff (and ATM-Dispatch) is not aware of a diversion, the authorities can be
notified by the crew through ATC, phraseology: 'Advise Customs'.
— Excerpt from Clearance Formalities
Documents required by Customs, Immigration, Public Health, Agriculture Plant and Quarantine for entry
and departure: General Declaration (4x) and Cargo Manifest (3x).
All persons should be presented for inspection.
— From Canadian Destination into USA
This has serious consequences with regard to entry clearance requirements and subsequent release of
passengers to their final destination by other carriers or surface transport. See En Route - USA.
NOTE: ’Tarmac Delay’ procedures apply for all Canadian airports, see next paragraph.
6. TARMAC DELAY
6.1 Introduction
Government of Canada Air Passenger Protection regulations on tarmac delays apply for all scheduled air
carriers arriving at or departing from a Canadian airport, including diversions to Canadian alternate airports.
NOTE: KLM (Back office) has to report all tarmac delays of 3 hours or more to the Government of Canada.
6.2 Foreign Operator Procedures

— The maximum tarmac delay before allowing passengers to deplane is 3 (three) hours, unless:
— Not later than 2 (two) hours after touch-down or leaving the gate, adequate food, potable water andaccess
to a means of communication shall be provided if the aircraft remains on the tarmac, unless, SCD, safety or
security conditions preclude this.
25 MAR 2021 7.10. p.8

NOTE: Exceeding the 3 and 2 hour legal period will trigger an investigation by Government of Canada.
— Communication with ATC: ATC will only accept requests for return to the gate/deplaning area from the PiC.
Exception: The operator is unable to contact the PiC via voice or ACARS.
• Following each 30-min contact with Dispatch, provide tarmac delay status notifications via PA
every 30 min, including the reasons for the delay, if known.
— Combined Checklist/Log: eForms contains the KLM Tarmac Delay Checklist/Logging form. When a tarmac
delay exceeds 2 (two) hours, because of possible legal action, the applicable Log must be completed and
submitted by the PiC.
7. ESCAT
The Emergency Security Control of Air Traffic (ESCAT) Plan provides control of civil and MIL air traffic when
an (air) defence emergency is declared for Canadian territorial airspace, sectorized as per chart below.
When ESCAT is implemented, the military will provide instructions through civil ATS channels with respect to
diversion, landing, and grounding of civil aircraft. Applicable phraseology is considered self explanatory.
In designated areas, an Emergency Air Traffic Priority List (EATPL) and/or Security Control Authorization
(SCA) will then restrict all aircraft movements. Civil flights have the lowest priority on the EATPL: 8.
25 MAR 2021 7.10. p.9

8. APPROACH & LANDING
8.1 Wake Turbulence Categories

Nav Canada started implementation of seven new Wake Turbulence categories. Aircraft are re-classified
according to MTOW, wing span and the ability to withstand a wake encounter. Enhanced Wake Separation will
be implemented gradually per airport. Airports where RECAT is implemented: see OM C3 (Aerodromes) AOI
and OM C2.
MTOW Wingspan Type

A >136 tonnes >74.7 m A380, Antonov An-225
B >136 T 53.4 - 74.7 m B747, B777, B787, A330, An-124
C >136 T 38.1 - 53.4 m B767, A310, MD-11
D <136 T >32 m B757, B737, B727, A320, MD80, MD82, E195-E2
E <136 T 27.4 - 32 m E175-E2, E190
F <136 T <27.4 m E170
G <18.6 T No criterion -
8.2 Wake Turbulence Separation

— Landing, Distance-based:
—
Follower Leader Distance OM A

(BOM)
A 4 NM 6 NM
B (KLM) B 3 NM 4 NM
C-G MRS* MRS* = Minimum radar separation (3 or 2.5 NM)
25 MAR 2021 7.10. p.10

OM C1 - GENERAL ROM 7.11 En Route - USA
1. NATIONAL AIR REGULATIONS - FARS

EnRoute-USA7.11
The official title of Air Regulations for the USA and areas under its jurisdiction is: Title 14 of the U.S. Code of
Federal Regulations Parts 1 - 199. In NOTAMs this may be abbreviated to, e.g. 14 CFR 91.139, or FAR 91.139.
This means: FAR Part 91, paragraph 139.
The following provides a selection of FAR titles, applicable for KLM operations in the USA, in order to allow
decoding in case NOTAMs only provide the FAR number and paragraph:
1 - Definitions and abbreviations.
11 - General rule making procedures.
13 - Investigative and enforcement procedures.
39 - Airworthiness directives.
71 - Designation of Class A, B, C, D and E airspace areas, airways, routes and REPs.
73 - Special use airspace.
91 - General operating and flight rules.
NOTE: Most of Part 91 applies for all aircraft operating in the USA.
93 - Special air traffic rules and airport traffic patterns.
95 - IFR altitudes.
97 - Standard instrument approach procedures.
99 - Security control of air traffic.
107 - Airport security.
108 - Airplane operator security.
109 - Indirect air carrier security.
129 - Operations: Foreign air carriers and foreign operations of U.S. registered aircraft engaged in common
carriage
The following FARs do not apply for KLM, but may be referenced in NOTAMs without title:
119 - Certification: Air carriers and commercial operations.
121 - Operating requirements: Domestic, flag, and supplemental operations.
133 - Rotorcraft external load operations.
135 - Operating requirements: Commuter and on-demand operations.
137 - Agricultural aircraft operations.
2. OPERATIONS SPECIFICATIONS
To be issued.
3. COMMUNICATIONS - GENERAL
3.1 Frequency change

Upon initial contact after frequency change, when in ’radar contact’, give:
— Name of ATC centre.
— Call-sign.
— Level (altitude/FL to the nearest 100 ft) or: Leaving (altitude/FL), climbing to/or descending to (alt./FL).
NOTE:
1. If a speed restriction was previously assigned, state this on subsequent initial contacts.
2. Frequency change and position reporting in a non-radar environment: ICAO Standard.
3.2 Numbers in RT
— Call-sign for (commuter) air carriers: Numbers in group form. Example: KLM 6 forty-two Heavy.
— Airway or Jet route numbers: Group form. Examples: Victor Twelve, Juliet 5 thirty-three.
— Other numbers below 9900: Hundreds and thousands in round numbers. Example: 4 thousand 5 hundred.
Other numbers above 9900: Separate digits for thousands. Example: One two thousand.
05 FEB 2015 7.11. p.1

3.3 Clearances - General & En Route

— Descend or climb at an optimum rate consistent with the operating characteristics of the aircraft to 1000 ft
above or below the assigned altitude, and then attempt to descend or climb at a rate of between 500 and
1500 ft/min until the assigned altitude is reached.
— If unable to climb or descend at a rate of at least 500 ft/min, advise ATC.
— The term ’at pilot's discretion’ included in the altitude information means that ATC offers the option to start
climb or descent when the pilot wishes, at any desired vertical rate, and to temporarily level off at any
intermediate altitude as desired. However, once the aircraft has vacated an altitude, it may not return to
that altitude.
— When ATC has not used the term ’at pilot's discretion’ nor imposed any climb or descent restrictions, initiate
climb or descent promptly on acknowledgment of the clearance.
— The term ’cruise’ may be used to assign a block of airspace from the minimum IFR altitude up to and
including the altitude specified in the cruise clearance. The pilot may level off at any intermediate altitude
within this block of airspace. However, if the pilot reports leaving an altitude and descending, he may not
return to that altitude without additional ATC clearance.
— Block altitude: In some cases ATC may clear to fly freely between two FL with the following phraseology:
Maintain Block (altitude) through (altitude).
— Holding instructions: Whenever cleared to a fix other than the destination airport, ATC should issue
complete holding instructions (unless the pattern is charted), an Expect Further Clearance (EFC) time, and
a best estimate of any additional en-route and/or terminal delay.
— Specific TMA and Airport clearance issues: See paragraph TMA & Airport - Communications.
3.4 Use of HF in Domestic Airspace

Except for emergencies or radio checks, HF may not be used in the continental USA, except Alaska.
3.5 Transponder 7777

This setting is reserved for interceptor operations: Do not (inadvertently) select.
3.6 ARTCC Radio Outage

Restoration of ATC service after a radio failure seldom takes more than 60 seconds. therefore, wait at least 1
minute before deciding that ATC has had a radio failure.
When such an outage does occur, maintain a listening watch on the affected frequency while attempting
contact through another frequency.
If necessary, Flight Service Stations (preferably) or COMP radio may be used.
3.7 Flight Service Stations (FSS)

FSSs provide the following services:
— ATC (clearance) relay.
— Weather information. See also EFAS in OM C2 (Regional ROM).
— GPS RAIM availability.
— NOTAM transmission, including available Runway friction measurement and MIL NOTAMs.
— Relations with customs and immigration services.
— Information on MIL Training Routes (MTR) and MIL Operations Areas (MOA).
— Flight plan transmission.
— Airport information non-towered airports.
— Lost aircraft assistance.
If no frequency is shown on the RFC, use 122.200 (or 121.5).
The letter R (= Receive only) means that the appropriate station receives the call on the specified frequency
and answers on the associated navaid frequency. In this case, notify the listening frequency to the FSS, as
follows: ’New York RDO, KLM..., receiving Calverton VOR’.
24 MAY 2018 7.11. p.2

3.8 COM Failure

AIP background information, in addition to the OM C2 (Regional ROM) procedure:
— VFR conditions
The procedure also applies when two-way radio failure occurs while operating in Class A airspace.
The primary objective of this provision is to preclude extended IFR operation by these aircraft within the
ATC system. Such operation may unnecessarily as well as adversely affect other users of the airspace,
since ATC may be required to reroute or delay other users in order to protect the failure aircraft.
However, it is not intended that the requirement to 'land as soon as practicable' be construed to mean 'as
soon as possible'. Pilots retain the prerogative of exercising their best judgment and are not required to
land at an unauthorized airport, at an airport unsuitable for the type of aircraft flown, or to land only minutes
short of their intended destination.
— IFR conditions: Altitude/FL
Examples:
• A pilot experiencing two-way radio failure at an assigned altitude of 7000 ft is cleared along a direct
route which will require a climb to a minimum IFR altitude of 9000 ft, should climb to reach 9000 ft at
the time or place where it becomes necessary.
Later while proceeding along an airway with an (AIP) MEA of 5000 ft, the pilot would descend to 7000
ft (the last assigned altitude), because that altitude is higher than the AIP MEA.
• A pilot experiencing two-way radio failure while being progressively descended to lower altitudes to
begin an approach is assigned 2700 ft until crossing the VOR and then cleared for the approach.
The (AIP) MOCA along the airway is 2700 ft and (AIP) MEA is 4000 ft. The aircraft is within 22 NM of
the VOR. The pilot should remain at 2700 ft until crossing the VOR because that altitude is the
minimum IFR altitude for the route segment being flown.
• (AIP) MEA between A and B = 5000 ft, MEA between B and C = 5000 ft, MEA between C and D = 11
000 ft, and MEA between D and E = 7000 ft. A pilot had been cleared via A, B, C, D to E. While flying
between A and B the assigned altitude was 6000 ft and the pilot was told to expect a clearance to 8000
ft at B Prior to receiving the higher altitude assignment, the pilot experienced two-way COM failure.
The pilot would maintain 6000 ft to B, then climb to 8000 ft (the altitude advised to expect).
The pilot would maintain 8000 ft, then climb to 11 000 at C (or prior to C if necessary to comply with an
MCA at C). Upon reaching D, the pilot would descend to 8000 ft (even though the MEA was 7000 ft),
as 8000 ft was the highest of the altitudes stated under 'Altitude/FL' in OM C2 (Regional ROM).
4. NAVIGATION - GENERAL
4.1 NAR Common Portions in FMS

Stored in the Nav data base as airway. E.g. LOMTA - N378E - ALB.
4.2 MFA >18000 MSL - Lowest Usable FL vs. QNH

When the minimum altitude is >18 000 ft MSL, the lowest usable FL shall be the FL equivalent of the minimum
altitude plus the following corrections factor:
29.92" Hg or higher: Zero. 29.91" to 29.42": 500 ft.
29.41" to 28.92": 1 000 ft. 28.91" to 28.42": 1 500 ft.
28.41" to 27.92": 2 000 ft. 27.91" to 27.42": 2 500 ft.
27.41" to 26.92": 3 000 ft.
4.3 Altimeter Setting

See under En route - Canada.
4.4 Abnormally High QNH

When QNH >31.00" Hg, the same procedure as given under En Route - Canada will be activated by NOTAM.
10 DEC 2015 7.11. p.3

4.5 Potential Traffic Conflicts

See under paragraph TMA - Navigation.
5. TMA & AIRPORT - COMMUNICATIONS
5.1 Clearances, except Holding

— See also general clearance issues in paragraph Communications - General.
— If it is necessary to level off at an intermediate altitude during climb or descent, advise ATC.
Exception: Levelling off at 10 000 ft MSL on descent, or 2 500 ft AAL, when required for speed reduction.
— ’Expect (altitude/speed)’ mentioned in STAR text is not considered as a requirement as far as it has not
been issued by ATC. Upon arrival, maintain the last assigned level until receipt of the descent clearance.
— The term ’descend via…’ allows to fly the STAR procedure, complying with the published altitude and
speed restrictions. Examples: ’Descend via the CIVIT One arrival’, or ’Proceed direct LUXOR, cross
LUXOR at or above FL200, then descend via the KSINO One arrival’.
Upon initial contact, inform the controller that a ’descend via…’ clearance has been previously obtained.
E.g.: KLM..., descending via the CIVIT One arrival.
— ATC may notify some exceptions to published STAR restrictions, as appropriate. E.g.: ’Descend via the
CIVIT One arrival, except, cross ARNES at or above one one thousand’.
— Departure clearance limit: A ’short range’ clearance may be issued to a fix within or just outside of the TMA
and pilots are advised of the frequency on which they will receive the ’long range’ clearance.
— In an emergency situation which requires ATC to give priority to an aircraft, when requested by ATC, make
a detailed report within 48 hours to the manager of that ATC facility.
5.2 Holding
— When cleared to a fix other than the destination and delay is expected, ATC will issue complete instructions
(unless the pattern is charted), an Expect Further Clearance (EFC) time and best estimate of a delay.
— If the holding pattern is (FAA-)charted, the controller may issue abbreviated holding instructions.
When issued abbreviated holding instructions, the pilot is expected to hold as published.
Abbreviated instructions should contain the following information:
• Charted holding direction.
• Holding fix (may be omitted if included at the beginning of the transmission as the clearance limit).
• Statement ’as published’.
• EFC time and any additional pertinent delay information.
E.g.: ’KLM..., hold south of Meinz as published. Expect further clearance at 0205.’
— If the holding pattern is not charted, the holding clearance should contain the following information:
• Direction of holding from the fix in terms of the eight cardinal compass points.
• Holding fix (may be omitted if included at the beginning of the transmission as the clearance limit).
• Radial, course, bearing, airway or route on which to hold.
• Leg length in miles if DME or RNAV is to be used. The leg length will be specified in minutes on request
or if the controller considers this necessary.
• Direction of turn if left turns are to be made.
• EFC time and any additional pertinent delay information.
E.g.: ’KLM..., hold south of the Farmington VOR on the 178 radial. Expect further clearance at 0205.’
— When 3 minutes or less from a clearance limit and a clearance beyond that fix has not been received, ATC
expects that the aircraft will cross the fix at or below the maximum holding airspeed.
— When approaching a clearance limit and holding instructions have not been issued, ask ATC for holding
instructions before reaching the fix.
If unable, and a holding pattern is charted, hold in the charted holding pattern. If no holding pattern is
charted, hold in a standard pattern (right turns) on the course on which the aircraft approached the fix and
request further clearance as soon as possible.
10 DEC 2015 7.11. p.4

6. TMA - NAVIGATION
6.1 Avoidance of collisions (and CFIT)

— FAR 91.113 (b) states: "When weather conditions permit, regardless of whether an operation is conducted
under IFR or VFR, vigilance shall be maintained by each person operating an aircraft so as to see and avoid
other aircraft".
— The FAA Aeronautical Information Manual (AIM) states, slightly different: "When meteorological conditions
permit, regardless of type of flight plan or whether or not under control of a radar facility, the pilot is
responsible to see and avoid other traffic, terrain or obstacles".
6.2 Potential traffic conflicts

— An increased risk of conflict possibilities exists below 14 500 ft in E or G airspace, see diagram.
— Advisory service will only be provided to the extent possible, depending on e.g. radar limitations, volume
of traffic, frequency congestion or controller workload. Radar/non-radar traffic advisories do not relieve the
pilot of his/her responsibility to see and avoid other traffic.
— Below 10 000 ft ATC radar has limited possibilities to detect (small) VFR traffic: Mode C transponder is not
required below 10 000 ft outside 30 NM of Class B airspace, outside Class C airspace and outside the
Contiguous US ADIZ.
— TMA: Do not operate below the floor of Class B airspace, except on ATC clearance.
— Contrary to the ICAO classification, ATC clearance is not required for VFR traffic in Class C and D airspace.
— US rules allow 'VFR on Top' for IFR flights, and VFR night operations (not allowed for KLM).
— Be aware that VFR traffic may violate airspace regulations, including transponder requirements.
6.3 Simplified Airspace Classification Diagram - Contiguous US & Alaska
NOTE:
1. There is no differentiation between airspace designators and airspace classification.
2. MIL airspace is classified as e.g. Class B equivalent.
3. The term Surface area is used, instead of CTR.
6.4 Basic VFR weather minima

— Instead of VMC, the term VFR (conditions) is used.
— The information below can be used in connection with the interpretation of ATIS, a visual approach and, in
general, the responsibility to see and avoid other (VFR) traffic.
16 JUL 2020 7.11. p.5

Airspace (Altitudes based on MSL) Flight VIS Distance from Clouds

Class A Not applicable
Class B 3 SM Clear of clouds
Class C & D, and Class E <10 000 ft 3 SM 500 ft below, 1000 ft above and 2000 ft horizontal
Class E & G at or above 10 000 ft 5 SM 1000 ft below and above, and 1 SM horizontal
Day in Class G <10 000 ft 1 SM 1200 ft AGL or less: Clear of clouds
1201 ft AGL - below 10 000 ft: As for Class C & D
Night in Class G <10 000 ft 3 SM As for Class C & D
— The term 'VFR' is also used to indicate conditions better than VIS 3 SM, ceiling 3000 ft.
— Surface area (= CTR): 'Basic VFR' = VIS 3 SM and ceiling 1000 ft, or higher if prescribed locally.
During daytime, and with ATC clearance, the following Special VFR minima apply: Ground/flight VIS 1 SM
and clear of clouds.
Special VFR flights are not allowed at major airports.
NOTE: The terms VMC and MVMC Marginal VMC) are used in National Weather Service En route Forecasts
and Advisories, see definitions in Chapter 7.14.
6.5 Diversion Routes

Several options are available:
— Published routes from significant destinations to alternate airports are described on airport charts;
— ATC radar vectors, or a TWR-to-TWR clearance (this may not be possible in case of bad weather).
7. APPROACH & LANDING
7.1 Instrument Approach - General

— When cleared for approach follow the entire procedure as published on the applicable chart.
— When clearance has been received to a holding fix and subsequently a clearance is received for a
designated approach without any new routing, proceed via the holding fix (the last assigned routing), a
transition if one exists, and then via the published approach track.
No procedure turn shall be executed on own initiative.
— When ATC desires a deviation from a published track, they will state ’proceed direct...’ or a similar phrase.
— Do not turn inbound on the Final Approach Course (FAC) unless an approach clearance has been issued.
— This clearance will normally be issued with the final vector for interception of the FAC, and the vector will
be such as to enable to establish on the FAC before reaching the FAP or FAF.
— If approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored
across the FAC, the controller should be queried.
— In the case of aircraft already inbound on the FAC, approach clearance will be issued before the aircraft
reaches the FAP or FAF.
— Continuation of ILS CAT I or Non-precision approach: If only ’elements of the approach light system’ are
used to continue an approach below (M)DH, do not descend below 100 ft above the TDZ elevation unless
the (ALS) red termination bars or the red side row bars are also distinctly visible and identifiable.
NOTE: Reported conditions = Conditions reported by the US National Weather Service only.
7.2 Wake Turbulence Categories

The FAA started implementation of six new Wake Turbulence categories, under the RECAT (FAA) program.
Aircraft are re-classified according to MTOW, wing span and the ability to withstand a wake encounter.
RECAT will be implemented gradually per airport.
Airports where RECAT is implemented: See OM C3 (Aerodromes) AOI.
The new categories shall not be used in communications with ATC: Continue using ’Heavy’ in the CS.
28 JAN 2021 7.11. p.6

FAA MTOW Wingspan Type

A >136 tonnes >74.7 meters A380, Antonov An-225
B >136 T 53.4 - 74.7 m B747, B777, B787, A330, A340
C >136 T 38.1 - 53.4 m B767, A310, MD-11
D <136 T, or 38.1 - 53.4 m, or B757, B737, B727, A320, MD80, E175-E2, E190, E195-E2
>136 T 27.4 - 38.1 m
E 18.6 - 136 T 19.8 - 27.4 m E170, E175
F <18.6 T, or <7 T Max. 38.1 m -
7.3 Wake Turbulence Separation

— Landing, Distance-based:
—
Follower Leader Distance Distance OM A (BOM)

Phase I Phase II
A 5 NM 4.5 NM 6 NM
B (KLM) B 3 NM 3 NM 4 NM
C-F MRS* MRS* MRS* = Minimum radar separation (3 or 2.5 NM)
— Take-off, Time-based:
—
Follower Leader Runway used by follower Interval Interval

Phase I Phase II
A Same, intersecting or converging 3 min 2 min
B Same, intersecting or converging 2 min 1½ min
B (KLM) A Same or parallel* from an intersection, or in opposite direction 4 min 3 min
B Same or parallel* from an intersection, or in opposite direction 3 min 2½ min
C-F Any SCD SDC
*<2500 ft between centre lines.
7.4 Simultaneous Approaches to Converging Runways

Requirements:
— Included angle of runways from 15 - 100º.
— Non-intersecting final approach courses.
— Missed approach points at least 3 NM apart.
— Radar available (for vectoring).
— Only straight-in approaches and landings are authorized.
— The IAC title will include the letter ’V’, e.g. ILS V RWY 1.
NOTE: RNAV (GPS) APCHs are approved as an alternative for a conventional full ILS approach when ground
based navaids are u/s (and will then be broadcast via ATIS), or at pilot’s discretion. If Simultaneous ILS
approaches are effective, as per ATIS, but an RNAV (GPS) APCH is desired at pilot’s discretion, specific ATC
clearance must timely be requested for this approach.
7.5 Simultaneous Dependent Parallel Approaches

Requirements:
— Runway centre line separation between 2500 - 9000 ft. <2500 ft when specifically authorized.
01 MAR 2018 7.11. p.7

— A diagonal, ’staggered’ radar separation is applied:

• Centre line separation 4300 - 9000 ft: 1.5 NM.
• Centre line separation 2500 - 4300 ft: 1.0 NM (see drawing).
During turn in, either a minimum of 1000 ft vertical separation or a minimum 3 NM radar separation is provided
until the aircraft are established inbound on their respective final approach courses.
NOTE:
1. Only Simultaneous dependent operations will be broadcast as such via ATIS.
2. RNAV (GPS) APCHs are an approved alternative for a full ILS approach, see NOTE previous page.
7.6 Simultaneous Independent (Parallel) Approaches

Requirements:
— Dual or triple runway centre line separation between 4300 - 9000 ft, 9200 ft for airport elevations >5000 ft.
— Radar available for vectoring and final approach radar monitors for each runway.
Radar monitoring normally terminates, without notification, at 1 NM from the threshold.
— A 2000 ft wide No Transgression Zone (NTZ) between the two final approach courses, ending before the
thresholds. Exception for quadruple parallel runway operations: 7 NM beyond the runway end.
During turn in, either a minimum of 1000 ft vertical separation or a minimum 3 NM radar separation is provided
until the aircraft are established inbound on their respective final approach courses.
The final approach radar monitor uses the TWR frequency to issue corrective instructions to aircraft about to
penetrate the NTZ, and/or to issue ’break out’ instructions, starting with ’Traffic Alert’, to the adjacent aircraft.
NOTE:
1. RNAV (GPS) APCHs are an approved alternative for a full ILS approach, see NOTE page 7.
2. Simultaneous independent approaches to runways spaced >9000 ft (>9200 ft for airport elevations >5000
ft) do not require an NTZ. However, ATC will provide the same alerts as when an NTZ is being monitored.
7.7 Simultaneous Independent Close Parallel PRM Approaches

Requirements:
— Runway centre line separation between 4300 - 3000 ft.
— A 2000 ft wide No Transgression Zone (NTZ) between the final approach courses, ending 0.5 NM beyond
the runway ends.
— As applicable, ILS fully operational on applicable runways.
VNAV must be used when substituting an RNAV (GPS) PRM APCH for the ILS PRM.
— Two operational VHF sets on board. Communication requirements in OM C3 AOI. (TCAS is not required.)
— Special crew training. KLM is authorized to conduct ILS and RNAV (GPS) PRM approaches.
NOTE: RNAV (GPS) APCHs are an approved alternative for a full ILS approach, see NOTE previous page.
16 JUL 2020 7.11. p.8

7.8 Simultaneous Offset Instrument Approaches (SOIA)

SOIA comprises one straight-in ILS PRM approach and one offset LOC-type Directional Aid (LDA) with GS
PRM approach.
Requirements:
— Runway centre line separation between 3000 - 750 ft.
— A 2000 ft wide No Transgression Zone (NTZ) between the final approach courses, ending before the
runway thresholds at the LDA MAPt.
— As applicable, ILS and LDA + GS fully operational on applicable runways.
VNAV must be used when substituting an RNAV (GPS) PRM APCH for the ILS PRM.
16 JUL 2020 7.11. p.9

— Two operational VHF sets on board. Communication requirements in OM C3 AOI. (TCAS is not required.)
— Special crew training. KLM is only authorized to conduct SOIA straight-in approaches, but not the SOIA
LDA, as LDA approaches are not authorized for foreign operators.
Aircraft conducting the SOIA straight-in approach are positioned slightly ahead of the aircraft conducting the
LDA PRM approach, until that aircraft reaches the LDA MAPt.
The LDA aircraft has nominally 30 sec before reaching the LDA MAPt to acquire visual contact with the aircraft
conducting the straight-in approach.
NOTE: RNAV (GPS) PRM APCHs are an approved alternative for a full ILS approach, see NOTE page 7.
7.9 ILS CAT 2 IAC Terminology & Minima

ILS CAT 2 IACs may contain the text ’Special OpSpec approval and AL and HUD to TDZ required, else RVR ...’.
KLM has Special FAA Operations Specifications approval to conduct CAT 2 approaches with RVR 1000 ft.
However, observe OM C2 1.7-8, if only RVR A and C, or only RVR A available.
7.10 ILS CAT 3 Terminology & Minima

The US FAA is in the process of replacing the terms ILS CAT 3A and 3B by (only) 'CAT 3 Fail Passive' and
'CAT 3 Fail Operational'. This has resulted in an inconsistency in the FAA Operations Specifications for KLM
and the ILS CAT 3 approach charts in OM C3 (Aerodromes).
The table of OM C2 (Regional ROM) 1.7 contains a combination of FAA Ops. Specs. and EASA terminology
and minima. Note that the term 'CAT 3B with DH' is no longer used by FAA.
UFN relevant OM C3 ILS IACs may contain the terms Cat 3a and Cat 3b (and 'Company').
Also in this case the highest of the CAT 3 minima in OM C2 and OM C3 apply.
Examples:
— Memphis ILS 36C IAC: Cat 3b 0 - 300R, and OM C2 gives for CAT 3B no DH: RVR A/B/C 300 ft. I.e. no
difference between the OM C2 and C3 minimum.
— Atlanta ILS 10 IAC: Cat 3a 0 - 700R, but OM C2 gives for Cat 3A Fail Passive: DH 50 ft and RVR A/B 700
ft (A330), and C 300 ft. For CAT 3A Fail Operational: DH 20 ft and RVR A 700, B 400 and C 300 ft. I.e. the
OM C2 minima apply.
7.11 Land And Hold Short Operations

— LAHSO include landing and holding short of an intersecting runway, an intersecting taxiway or some other
designated hold short point on the runway.
Aeroplane cleared to
land using all the
runway length
-9
27
-9
White flashing lights

27
5-23
5-23
Aeroplane cleared
"Land and hold short"
RM_73/08-03
25 MAR 2021 7.11. p.10

Taxying
aeroplane
B 6R-24L
B
B
Aeroplane cleared
RM_74/08-03
Aeroplane
taking off
20

HS-1
HS-1
RM_75/08-03
Aeroplane cleared
— Foreign operators are not FAA-approved for any form of LAHSO. Consequently, upon initial contact with
APP decline any LAHSO clearance with the phrase: ’We are not approved for Land And Hold Short
Operations.’
— LAHSO are notified on ATIS, e.g.: Expect landing on RW12 to hold short of RW03.
— If LAHSO are in effect, expect to have the LAHSO white lights illuminated, even if cleared to use the entire
runway length. Disregard LAHSO holding signs, markings and/or stop bars.
— Although not officially defined by FAA, participation in LAHSO can take two forms: Active or passive.
• Passive: The entire runway is available to the aeroplane, with LAHSO being carried out on the
intersecting runway.
• Active: Only the runway portion up to the Hold Short point is available for landing.
7.12 Side-step Manoeuvre

— This is a visual manoeuvre accomplished by breaking-off an instrument approach serving one runway, to
permit a straight-in landing on the adjacent parallel runway.
— Side-step landing minima for the adjacent runway are published on the instrument approach chart of the
primary instrument approach runway.
— If the approach clearance includes a side-step manoeuvre, commence the manoeuvre as soon as possible
after the runway (environment) is in sight.
7.13 Visual Approach - General

— A visual approach clearance authorizes an IFR flight to proceed visually and clear of clouds to the airport.
10 DEC 2015 7.11. p.11

— Flight to and landing must be accomplished in 'Basic VFR' conditions, see paragraph 6.
— The visual approach has the following characteristics:
• Reported weather at the airport must have a ceiling at or above 1000 ft and a VIS of 3 SM or greater.
• The approach must be authorized and controlled by the appropriate ATC facility.
• The pilot must have either the airport or the preceding identified aircraft in sight.
• Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to
change to the advisory frequency.
• A visual approach is not an instrument approach procedure and therefore has no MISAP segment.
If a go-around is necessary for any reason, (at controlled airports) TWR will issue an appropriate
clearance or instruction.
• It is the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired.
— If the pilot has the airport in sight but cannot see the aircraft to be followed, ATC may clear the aircraft for
a visual approach. However, ATC retains both separation and wake vortex separation responsibility.
— When visually following a preceding aircraft, acceptance of a visual approach clearance constitutes
acceptance of pilot’s responsibility for maintaining a safe approach interval and adequate wake turbulence
separation.
— A ’Contact Approach’ is not authorized for foreign operators (no further information is given here).
7.14 Charted Visual Flight Procedure

Charted Visual Flight Procedures (CVFPs) are published visual approaches for jet aircraft, established for
environmental/noise considerations and/or when necessary for the safety and efficiency of operations.
The following guidelines apply to the design and use of CVFPs:
— The approach charts depict prominent landmarks, courses, recommended altitudes to specific runway and
some navaid information which is for supplemental navigational guidance only.
— Unless indicating a Class B airspace floor, all depicted altitudes are for noise abatement purposes and are
recommended only. Other than recommended altitudes may be flown if operational requirements dictate.
— When landmarks used for navigation are not visible at night, the approach will be annotated ’Procedure not
authorised at night’.
— Published weather minima for CVFPs are based on minimum vectoring altitudes rather than the
recommended altitudes depicted on the charts.
— ATC will not issue clearance for CVFPs when the weather is less than the published minimum.
— ATC will clear aircraft for a CVFP after the pilot reports sighting a charted landmark or a preceding aircraft.
— If instructed to follow a preceding aircraft, pilots are responsible for maintaining a safe approach interval
and wake turbulence separation.
— CVFPs are not instrument approaches and do not have MISAP segments.
— Pilots should advise ATC if at any point they are unable to continue an approach or lose sight of a preceding
aircraft. Missed approaches will be handled as a go-around.
7.15 Visual Approach during Parallel Runway Operations

Aircraft may be authorized to conduct a visual approach to one runway while other aircraft are conducting IFR
or VFR approaches to another parallel, intersecting or converging runway.
— When operating to airports with parallel runways separated by less than 2500 feet, the succeeding aircraft
must report sighting the preceding aircraft unless ATC provides standard separation.
— When operating to parallel runways separated between 2500 - 4300 ft, ATC will clear/vector aircraft onto
final at a max. angle of 30º unless radar, vertical or visual separation is provided during the turn-on.
Once the aircraft are established within 30º of final, or on final, these operations may be conducted
simultaneously.
— When parallel runways are separated by 4300 feet or more, or intersecting or converging runways are in
use, ATC may authorize a visual approach after advising all aircraft involved that other aircraft are
conducting operations to the other runway. This may be accomplished through use of the ATIS.
10 DEC 2015 7.11. p.12

7.16 Circling Approach N/A

Circling approaches are not authorized for foreign operators.
7.17 Runway Condition Reports

— Field Condition (FICON) NOTAMs
FICON NOTAMs are used to report contaminants on runways, taxiways and aprons/ramps.
Depth is expressed as: THIN (= 1/8 inch or less), 1/4, 1/2, 3/4 and 1 inch; above 1 inch, reports are in
multiples of 1 inch, and above 35 inches in multiples of feet.
The absence of a described surface indicates the entire landing area.
WEF 1 OCT 2016, Mu values for measured runway friction will be replaced by the Runway Condition Code
(RwyCC). RwyCCs will not be generated when a runway is less than 25% contaminated.
The FICON NOTAM validity period may not exceed 24 hours from the start of activity time, except when
the contaminant is ash, mud, oil rubber (taxiway only) or sand, and when the NOTAM is appended with
remark ’CONDITION NOT MNT’.
Examples:
• !DEN DEN RWY 17R FICON 5/5/3 25 PRCT 1/8IN DRY SN, 25 PRCT 1/8IN DRY SN, 50 PRCT 2IN
DRY SN OBSERVED AT 161010139. 1601010151-1601020145.
Decoding: Denver 17R with RwyCC for every third of the runway, followed by the contaminants in
percentages terms for every third of the runway. Observation and duration times.
• !MEM MEM RWY 09/27 FICON PLW 100 FT WID REMAINDER 1/2IN SIR WEF 1211132230
Decoding: Memphis 09/27 centre 100 feet is bare; the 1/2 inch of snow and ice is outside the plowed
area. Start of activity/validity time.
• !IAD IAD RWY 12/30 FICON DRY DEICED SOLID 100FT WID REMAINDER ICE OBSERVED AT
1512172058 1512172100-1512180800
Decoding: Washington 12/30 is dry 100 feet wide as a result of a solid deicing material being applied.
The remainder of the runway is covered with ice. The depth of the ice is not reported. Observation and
duration times.
— ATIS Braking Action Advisories
When BA advisories are in effect via ATIS, be prepared for deteriorating braking conditions and request
current runway conditions information if not provided by ATC.
7.18 MIL Runway Condition Reading

— Runway condition at US AFBs is measured by decelerometers and reported as Runway Condition Reading
(RCR), appended to METARs. Example: IR05P/WET.
Decoding: Ice on runway, decelerometer reading 05, patchy conditions and remainder of runway wet.
— Joint USAF/NASA tests have proven RCR measurements invalid where the only form of moisture affecting
the runway is water. Readings taken during such conditions will be reported as 'WR' = wet runway.
— Runway condition at US Navy and Army bases is reported in terms of ’Equivalent Braking Action’.
The following table is published by the US Dept. of Defense and the FAA for use by Navy & Army pilots:
RCR Equivalent Braking Action Increase in landing roll

02 - 05 Nil 100% or more
06 - 12 Poor 99% to 46%
13 - 18 Medium/Fair 45% to 16%
19 - 25 Good 15% - 0
28 JAN 2021 7.11. p.13

7.19 Cold Temperature Restricted Airports (CTRA)

The FAA conducted a risk analysis to determine if current FAA instrument approach procedures in the United
States place aircraft at risk during cold temperature operations. This study specifically determined if there was
a probability that during (cold) non-standard day operations, altitude errors in a barometric altimetry system
could exceed the Required Obstacle Clearance (ROC) used on procedure segment altitudes. This resulted in
a list of Cold Temperature Restricted Airports (CTRA). OM C3 shows the following for cold temperature
restricted airports:
— On AFCs: A note box with a snowflake symbol together with the temperature at this airport in degrees
Celsius/Fahrenheit below which temperature corrections must be applied.
— On IACs: Within the approach procedure designator box a snowflake symbol together with the temperature
for this approach in degrees Celsius/Fahrenheit below which temperature corrections must be applied.
At temperatures below this limit, all published altitudes (including (M)DA) on the approach chart need to be
corrected for cold temperature according the table in OM C2. This includes RNAV (GPS) approaches flown to
LNAV/VNAV minima and RNAV (RNP) AR approaches when the actual temperature is above the charted
uncompensated baro-VNAV temperature limit.
Pilots must report cold temperature corrected altitudes to ATC whenever applying a cold temperature altitude
correction. Pilots do not need to inform ATC of the final approach segment correction (i.e. new (M)DA). Inform
ATC on initial radio contact with the ATC facility issuing approach clearance.
8. GROUND OPERATIONS
8.1 Exiting the Runway after Landing

— Exit the runway without delay at the first available taxiway or on a taxiway as instructed by ATC.
— Taxi clear of the runway unless otherwise directed by ATC.
In the absence of ATC instructions, clear the hold position marking associated with the landing runway
even if that requires to cross another taxiway or ramp area. This does not authorize to cross a subsequent
taxiway/runway/ramp after clearing the runway.
— Stop as soon as the runway is vacated if (taxi) instructions have not been received from ATC.
— On TWR request, switch to GND and obtain taxi instructions.
26 APR 2018 7.11. p.14

8.2 Airport Signs & Markings

Selected non-standard signs & markings:
Holding position sign for a runway approach and/or (in this example, the runway 33)
departure area.
Holding position sign for ILS critical area. Similar to ICAO Category I, II and III
holding position sign.
Hold when approaches are being made with VIS < 2 SM or ceiling < 800 ft.
Runway holding position sign.
Disregard when installed at a runway/runway intersection, unless a LAHSO

clearance has been accepted (not authorized for foreign operators).
Runway boundary sign. Supplements similar pavement marking. Faces the runway
and indicates ’clear of runway’.
ILS critical area boundary sign, indicating ’clear of ILS critical area’.
Similar to the ICAO runway vacated sign.
Direction sign for common taxi routing to two runways.
Runway location sign. Installed where the proximity of two or more runways could
cause confusion. (Identical Taxiway location signs give taxiway identification.)
Runway distance remaining sign (remaining length in thousands of ft).
Geographic position marking. Positioned to the left of the taxiway centre line to
identify the location of an aircraft during Low VIS operations.
On dark pavements the white and black ring are reversed.
This marking may be supported by a clearance bar consisting of 3 in-pavement
steady-burning yellow lights.
8.3 Taxiing
— ATC clearances or instructions pertaining to taxiing are predicated on known traffic and known physical
airport conditions. Therefore, it is important that pilots clearly understand the clearance or instruction.
— Good operating practice dictates that pilots acknowledge all runway crossing, hold short, or take-off
clearances unless there is some misunderstanding, at which time the pilot should query the controller until
the clearance is understood. ATC is required to obtain a read back of all runway hold short instructions.
— If the pilot is unfamiliar with the airport or for any reason confusion exists as to the correct taxi routing, a
request may be made for progressive taxi instructions which include step-by-step routing directions.
— When ATC clears an aircraft to taxi to an assigned take-off runway, the absence of holding instructions
authorizes the aircraft to cross all taxiways which the taxi route intersect.
It does not include authorization to cross any runway, including inactive or closed ones, at any point.
8.4 Runway Intrusion Avoidance Systems

See FAROS and RWSL in the previous subparagraph.
05 JAN 2017 7.11. p.15

8.5 Aircraft/Airport RFF

— ARFF Index
An 'Aircraft/Airport RFF Index' is used. The following conversion table applies (Source SPL/OL):
ARFF ICAO ARFF ICAO

A 4 D 8
B 6 E 9
C 7
— Discrete Frequency
During on-ground emergencies, ATC may assign a discrete frequency for communications between the
ARFF Incident Commander (IC) and the flight crew. ARFF IC call-sign: (Airport name) COMMAND.
9. DIVERSION
NOTE: ’Tarmac Delay’ procedures apply for all US airports, see next paragraph.
— Intermediate Fuel Stop
When using an (en-route) alternate for a fuel stop, ref. OM A (BOM) 2.4-2, Dispatch shall contact OCC/LM,
who will arrange authorization from World Fuel Services (WFS) for fuel uplift on their account.
Inbound SLC, LAX and SFO: See also Chapter 7.10 Canada (Diversion).
— ’Fuel & Go’ (or not)
On many diversionary airports entry clearance formalities can be postponed on a 'fuel & go' basis.
However, a clearance to proceed from the airport of intermediate landing would still be required. As entry
formalities are not being performed, passengers and crew are generally not permitted to disembark.
When 'fuel & go' is not possible, all formalities must be met at the airport of first landing: This may take
approx. 3 hours. Subsequent departure may then become doubtful because of the legal WRR.
— Notification to Authorities
Many diversionary airports are primarily engaged in domestic operations, consequently custom service
hours may be limited. Normally, COMP staff at the destination will notify customs at the alternate.
However, in case COMP staff (and Dispatch) is not aware of a diversion, the authorities can be notified by
the crew through ATC, phraseology: 'Advise Customs'.
— Excerpt from Clearance Formalities
Documents required by Customs, Immigration, Public Health, Agriculture Plant and Quarantine for entry
and departure: General Declaration (4x) and Cargo Manifest (3x).
All persons should be presented for inspection.
— From Destination outside USA
This has serious consequences with regard to entry clearance requirements and subsequent release of
passengers to their final destination by other carriers or surface transport.
In addition to the authorities mentioned above, the Customs & Border Protection (CBP) requires Advanced
Passenger Information (API).
For destinations HAV, MEX, YOW, YEG, YUL and YYZ this is always provided, but for all other destinations
outside the USA, Dispatch shall contact OCC/LM, ref. OM A (BOM) 2.4-2, who will provide the API.
10. TARMAC DELAY
10.1 Introduction
US Dept. of Transportation (DOT) Passenger Protection rules on tarmac delays apply for all scheduled air
carriers arriving at or departing from a US airport, including diversions to US alternate airports.
30 JAN 2020 7.11. p.16

NOTE: KLM (Back office) has to report all tarmac delays of 3 hours or more to the US DOT.
10.2 Foreign Operator Procedures

— The maximum tarmac delay before allowing passengers to deplane is 4 (four) hours, unless:
KLM NOTE: Exceeding the 4 and 2 hour legal period will trigger DOT investigation.
— Communication with ATC: ATC will only accept requests for return to the gate/deplaning area from the PiC.
Exception: The operator is unable to contact the PiC via voice or ACARS.
— Combined Checklist/Log: eForms contains the KLM Tarmac Delay Checklist/Logging form.
When a tarmac delay exceeds 2 (two) hours, because of possible legal action, the applicable Log must be
completed and submitted by the PiC.
11. ESCAT
11.1 Introduction
The Emergency Security Control of Air Traffic (ESCAT) Plan, Title 32 CFR Part 245, provides control of civil
and MIL air traffic when an (air) defence emergency is declared.
Scope: US territorial airspace and airspace over which the FAA has ATC jurisdiction by ICAO agreement.
A defence emergency will be declared in case of a major attack on US or allied forces anywhere, and/or any
attack upon the USA.
11.2 Implementation
When ESCAT is implemented, the military will provide instructions through civil ATS channels with respect to
diversion, landing, and grounding of civil aircraft.
In designated areas, the ESCAT Air Traffic Priority List (EATPL) will then restrict all aircraft movements: Civil
flights have the lowest priority (= 8) on this list.
25 MAR 2021 7.11. p.17

OM C1 GENERAL ROM 7.12 En Route - Mexico
OPEN
EnRoute-Mexico7.12
06 SEP 2011 7.12. p.1

OM C1 - GENERAL ROM 7.13 En Route via Anchorage FIRs
NOTE: For practical purposes, UFN only Eastbound procedures are published below, in order to cater for an
EnRouteviaAnchorageFIRs7.13
(unexpected) return from Japan via Alaska. Anchorage Arctic FIR is not covered.
1. JAPAN - FUKUOKA FIR
1.1 General
Observe Japanese and general oceanic airspace procedures in OM C2 (Regional ROM).
1.2 ADS-C/CPDLC with ’RJJJ’

— Pacific ocean airspace only.
— After successful logon, inform Tokyo RDO via voice: ’We have CPDLC connection’.
— Route clearances and route clearance requests: Only via voice.
— Do not use AFFIRM or ROGER as reply to clearance uplinks.
— CPDLC downlinks should not contain more than 2 requests; avoid multiple clearance requests.
— Routine or Special AIREP: Only via voice to ATS.
— FIS: Only via voice by ATS.
1.3 SLOP
Authorized in oceanic airspace.
2. USA - ANCHORAGE FIRS
2.1 General
Observe US and general oceanic RNP 10 airspace procedures and guidelines in OM C2 (Regional ROM).
2.2 Communications - General

— ADS-C/CPDLC:
• Anchorage Oceanic FIR, and Anchorage Domestic FIR west of W174 & north of N73: Logon ’PAZN’.
• All other airspace of Anchorage Domestic and Arctic FIRs: Logon ’PAZA’.
• Within VHF coverage, requests to ATC to be made on VHF, but position reports also via CPDLC.
• Within ’PAZN’ airspace, position reports to be made, in order of preference, via ADS, CPDLC or voice.
Additionally, when exiting Fukuoka FIR, provide a CPDLC position report.
— Speed changes in Anchorage Oceanic FIR:
Advise ATC via voice or CPDLC when speed is expected to vary 0.02 Mach or more from the speed at FIR
entry or subsequent speed changes notified to ATC.
— Change-over from HF to VHF Anchorage ARTCC 119.100 (sec. 128.200):
• A590: 150 NM west of PINSO.
• R591: 150 NM west of Shemya ’SYA’.
• G344: 150 NM west of CHIPT.
— Transponder: Set 2000 between E145 and E170.
— ’Special Use Airspace Information Service’:
In interior Alaska ’SUAIS’ is provided by USAF under FAA agreement on 125.300, to assist civil flights with
situational awareness while operating in or near MIL Operations Areas (MOAs) and restricted airspace.
Service primarily covers the area east of Fairbanks, in the Yukon 1, 2 & 3 MOAs, and in the Birch, Buffalo
and Eielson MOAs. Additionally, within radio range of R2202, R2205, R2211, and the MIL Training Routes
(MTR) in this area.
Advance information on activity: Eielson Range Control (ERC) tel. 001-800-758-8723/907-3726913.
NOTAM information concerning SUA and MTR use can be obtained via the nearest FSS.
30 MAR 2017 7.13. p.1

OM C1 - GENERAL ROM 7.13 En Route via Anchorage FIRs
2.3 Communication Failure

— ATS tel. numbers: San Francisco Center 436625 or 00925-371-3920; Anchorage Center 436602 (Oakland
Oceanic Center 436697).
— FSS Alaska (Barrow, Cold Bay, Ketchikan and Kotzebue): HF 2866 and 5631.
— ARINC Alaska (Barrow): HF 3494, 6640, 8933, 11342, 13348, 17925 and 21964.
This ’LDOC’ (COMP communications) remote site, controlled from ARINC San Francisco, may also be
used for relay to/from Anchorage ARTCC.
2.4 Contingencies, incl. SAR communications

— Within ADIZ: 121.5 or 126.200, collective CS 'RAD Assistance' (USAF).
— Three US Coast Guard shore stations also guard maritime HF 8364 (Continuous Wave: Morse code
’NCU’), but will reply on HF 8465 (Adak and San Francisco) or 8728 (Ketchikan).
— USCG RCC Juneau (N58 W134), tel. 001 907 463 2000 or 001 800 478 5555.
— USAF 11th RCC Anchorage: HF 5710; tel. 001 800 420 7230.
2.5 Navigation
— SLOP: Authorized in oceanic airspace.
— Minimum Separation in Anchorage Oceanic FIR:
• Lateral:
— 50NM between aircraft approved to RNP 10 or better.
— 30NM between aircraft approved to RNP 4 or better, provided that:
— Direct controller-pilot voice or CPDLC COM and ADS surveillance are maintained;
— An ADS lateral deviation change event contract is established, with a lateral deviation threshold
of 5NM.
• Longitudinal: 50NM between aircraft approved to RNP 10 or better, and 30NM for RNP 4 or better.
— Re-routes: Because of congestion, flights may be re-routed based on short range clearances.
Example for Fukuoka ACC, if unable to clear a flight via planned A590: ’KL... is cleared to ’SYA’ via R591,
expect further routing from Anchorage ARTCC after AKISU’.
— Radial/DME cross checks available from Shemya ’SYA’:
• R220, NATES = R329/152.
• R580, ONEIL = R329/102.
• A590, PINSO = R329/052.
• G344, CHIPT = R148/100.
— Oceanic Navigational Error Reports: An ONER will be filed when a lateral deviation of 20 NM is observed.
— Radiation Hazard area: Area out to 62 NM from antenna on Shemya Island (N52 44 E174 05) on a bearing
of 250 through 028º T. These are parameters for information only.
3. VOLCANIC HAZARD INFO

— Alaska Volcano Observatory: 001-907-786-7497, and (recorded message) 001-907-786-7478.
— National Weather Service Alaska Aviation Weather Unit (VAAC): 001-907-266-5110.
NWS ARTCC Center Weather Service Unit: 001-907-338-1010.
— Anchorage ARTCC (ATC): 001-907-269-1103/8.
ATC assists by alerting aircraft of the (possible) presence of volcanic ash, and continues to solicit, relay
and record pilot reports. They may suggest headings or reroutes around known or possible ash clouds.
4. ARCTIC AREA
See Chapter ’En Route - North Atlantic’.
25 MAR 2021 7.13. p.2

OM C1 - GENERAL ROM 7.14 MET Information
1. NON-STANDARD METAR & TAF CODES

METInformation7.14
— General
• Background info on automated airport systems published after para ’Decoding Word Contractions’.
• Canada: When a TAF cannot be produced, an airport or TMA Advisory is provided in TAF format.
The qualifying reason follows the term 'Advisory':
— OFFSITE = The report may not reflect airport conditions;
— NO SPLS = No SPECI possible, i.e. no continuous weather watch.
• USA: METARs have no trends, and TAFs have no turbulence, icing and temperature forecasts.
(Turbulence, icing and temperature forecasts can be found in SIGMET/AIRMET.)
• CCX (Canada) and COR (USA) = Correction to observation, disregard previous report.
— Wind
• TAF: WS = Non-convective low-level wind shear. Canada: Max. 1500 ft AGL, USA: Max. 2000 ft.
Example: WS015/30045KT = At 1500 feet AGL, wind 300º at 45 knots.
• AWOS/LWIS do not report 'V' (variable) information.
• USA: VRB = Speed 1 - 6 knots, and V (varying) = Speed > 6 knots and direction varies by 60º or more.
— Visibility and RVR
• Canada and USA: VIS in Statute Miles (SM), RVR in feet. Canada: ’13/8SM' = 1 and 3/8 SM.
• Prevailing VIS is used, not the lowest and maximum values. See RMK section, below (Sector VIS).
• USA: VIS and RVR have no trend indicators D, U or N.
USA: If VIS (either from TWR or SFC) is below 4 SM, the lesser of the two is reported in the body of
the report; the greater is reported in the RMK section, see below.
NOTE: VIS given in the body of the report is controlling.
— Present, Forecast and Recent weather
• BR = VIS equal to or more than 5/8 Statute Mile (SM), max. 6 SM. FG = VIS < 5/8 SM.
• VC in TAF = 5 - 10 SM from centre of runway complex. USA: DSNT (distant) = Beyond 10 SM.
• VC in METAR: Canada = Within 5 SM, but not at the site. USA = Between 5 and 10 SM from site.
• Canada: DU, SA & HZ = VIS 6 SM or less; SS and DS = VIS < 5/8 SM; +SS and +DS = VIS < 5/16 SM.
— Clouds and Vertical Visibility
• CAVOK and (USA) NSC is not used.
• NSW (no significant weather) = Phenomena (RA, SN, DZ, etc.) as previously noted in BECMG or
TEMPO groups have ended, but low ceilings, wind shear and other weather conditions may still exist.
• ASOS/AWOS: CLR BLO 120 = No clouds <12 000 feet.
— Air Pressure: A, followed by QNH in hundredths of inches of mercury. Example: A2992.
— RMK / Supplementary Info
Remarks generally elaborate on parameters in the body of the report.
• A02 = ASOS/AWOS with (A01 = without) precipitation discriminator.
A precipitation discriminator determines the difference between liquid and frozen/freezing precipitation.
• PK WND 28045/15 = Peak wind 280 ºTrue, 45 knots, 15 min past the hour. (The hour may be added.)
• WSHFT 30 = Wind shift at 30 min past current hour.
• VIS 1/2V2 = Variable VIS 1/2 - 2 SM, i.e. rapid increase/decrease between 1/2 - 2 SM.
• VIS NE 2 1/2 = Sector VIS 2 1/2 SM in the NE octant.
VIS 2 1/2 RWY11 = VIS 2 1/2 SM at second sensor at RWY11.
• SECTOR VIS (Canada): Given if half, or less than half, of the prevailing VIS.
SECTOR VIS (USA): Given when differing from the prevailing VIS and either one is less than 3 SM.
• OCNL LTGCCCG NE = Lightning, frequency, type and location (quadrant or octant).
OCNL = <1 flash/min; FRQ = 1 - 6 flashes/min, and CONS = >6 flashes/min.
Lightning type and other abbreviations in paragraph 3, hereafter.
17 SEP 2015 7.14. p.1

• RAB05E30 = Precipitation Began at 05, Ended at 30.

• GR 1 3/4 = Largest hailstones were 1 3/4 inches in diameter.
• CIG 005V010 = Variable ceiling 500 - 1000 feet.
CIG 005 RWY11 = Ceiling 500 feet at second sensor at RWY11.
• Significant cloud types CB, CBMAM, TCU, ACC, SCSL, ACSL and CCSL, with location, movement and
direction, up to 10 SM from the station.
• Canada: Cloud types other than CB and TCU, and obscuration. E.g.: SF5 SC3 = Lowest layer 5 oktas
stratofractus, next layer 3 oktas stratocumulus.
• SLP982 = Sea level pressure/QFF 998.2 hPa.
Canada: SLP will always be the last field of the report.
Mexico: A second 3-digit group indicates the tendency of SLP, a third 3-digit group precipitation.
• SNINCR 2/10 = Snow depth increase of 2 inches in the past hour and total depth of 10 inches.
• Attended ASOS/AWOS sites may additionally provide 'OBSERVER WEATHER'.
• Canada: FCST BASED ON AUTO OBS = Forecast based in part on AWOS data.
• USA:
NOTE: Digits given in bold text below are fixed ’group indicators’ for the relevant group.
— P0009 = Precipitation in past hour 9/100 of an inch. P0000 = <1/100 of an inch.
— 60217 = Precipitation in past 6 hours 2.17 inches (in the 6-hourly report) or past 3 hours (in the 3-
hourly report). 60000 = Trace.
— 70125 = Precipitation in past 24 hours 1.25 inches (water equivalent) at 1200Z.
— 4/021 = Snow depth on the ground 21 inches (only in the 0000, 0600, 1200 and 1800Z reports).
— 933036 = Water equivalent of 3.6 inches of snow on the ground (only in the 1800Z report).
— 8/... = Low, medium and high clouds respectively.
0 = No clouds; / = Cloud not visible.
Selected codes (for significant clouds):
Lower clouds ’3’ = CB Calvus, and ’9’ = CB Incus (’Anvil’) Capillatus.
Medium clouds ’6’ = Altocumulus cumulonimbus genitus.
High clouds ’3’ = Cirrus cumulonimbus genitus.
— 98096 = Duration of sunshine 96 min occurred the previous day. 98000 = No sunshine.
— T00261015= Hourly temperature +2.6 ºC and dew point -1.5 ºC. The first 0 indicates positive
temperatures, a 1 stands for negative temperatures.
— 11021 = 6-hourly max. temperature -2.1 ºC. First 0 = plus; first 1 = minus.
— 20012 = 6-hourly min. temperature +1.2 ºC. First 0 = plus; first 1 = minus.
— 401001015 = 24-hour max. temperature +10.0 ºC, min. temp. -1.5 ºC. First 0 = plus; first 1 = minus.
— 5.... = 3-hourly pressure tendency in tenths of hPa.
— PWINO = Present weather identifier u/s. Other abbreviations in paragraph 3, hereafter.
— $ = Automated system maintenance required.
• Mexico: 8/... = See under USA, above.
2. NON-STANDARD TERMS IN USA EN-ROUTE FORECASTS & ADVISORIES

The following terms may be used in US Area Forecasts (FA), SIGMETs, AIRMETs, Aviation Tropical Cyclone
Advisories (TCA), Volcanic Ash Advisories (VAA) and Route Forecasts (ROFOR):
— LIMC (Low IMC) = Ceiling < 500 ft and/or VIS < 1 SM. LIMC is a sub-category of IMC.
— MVMC (Marginal VMC) = Ceiling between 1000 - 3000 ft AGL and/or VIS between 3 - 5 SM.
— VMC = Ceiling > 3000 ft and VIS > 5 SM.
17 SEP 2015 7.14. p.2

3. DECODING WORD CONTRACTIONS

NOTE: Abbreviations given in Chapter 2.1 Abbreviations 2 are not repeated here.
>> A <<
A absolute (temperature); hail; arctic AWSS automated weather sensor system

(air mass) AWW severe weather forecast alert
....A alaskan standard time
A01 ASOS/AWOS without precipitation >> B <<
discriminator
A02 ASOS/AWOS with precipitation discrim. B.... beginning at (time)
AAWF auxiliary aviation weather facility BC British Columbia
AC convective outlook BCH beach
ACC(AS) altocumulus castellanus BCKG backing
ACLD above clouds BCMG becoming
ACRS across BD blowing dust
ACSL standing lenticular altocumulus BDA Bermuda
ACYC anticyclone, anticyclonic BECM become
ADRNDCK Adirondack BERM snowbank (s) containing earth/gravel
ADV advise BFDK before dark
ADVCT(D) advect(ed) BGN(G) begin(ning)
ADVCTN advection BHND behind
ADVY advisory BINOVC break(s) in overcast
AFC area forecast center BL between layers
AFDK after dark BLD(UP) build(up)
AFL above freezing layer BLKHLS Black Hills
AFSS automated FSS BLKT(G) blanket(ing)
AIRMS air mass BLO below (clouds)
ALF aloft BLZD blizzard
ALQDS all quadrants BMS basic meteorological services
ALSEC all sectors BN blowing sand
ALWF actual wind factor BNDRY boundary
AMD amended BOVC base of overcast
AMPLTD amplitude BRF(LY) brief(ly)
AMS air mass BRK(HIC) breaks (in higher clouds/overcast)
AMS American Meteorological Society BRKSHR Berkshire
ANLYS analysis BRM barometer
APRNT apparent BS blowing snow
ARS special air-report BTWN between
ASOS automated surface observation system BY blowing spray
(AWOS-3 plus precipitation and RMKs) -
ATLC Atlantic
AURBO Aurora Borealis
AUTO automated report
AWBE automatic weather broadcast equipment
AWOS automatic weather observing system
AWOS-A AWOS with altimeter setting only
AWOS-1 AWOS-A plus wind, temperature, dew
point and density altitude
AWOS-2 AWOS-1 plus visibility
17 SEP 2015 7.14. p.3

>> C <<
C continental (air mass) DP(NG) deep(ening)

....C central standard time DPT(H) depth
CASCDS Cascades DRFT drift; snowbanks caused by wind action
CAVU clear of scattered clouds & vis > SM DRFTG drifting
- DRK dark
CAWS common aviation weather subsystem DRZL drizzle
CBMAM cumulonimbus mamma DSIPT(G) dissipate(ing)
CCKLS counterclockwise DSNT distant
CCLDS clear of clouds DSP despejado = clear (Mexico)
CCSL standing lenticular cirrocumulus DSTN distant
CDFNT cold front DVLPG developing
CDO cerrado = overcast (Mexico) DVV downward vertical velocity
CF cirrofractus, cumulus fractus DWNDFTS downdrafts
CFP cold front passage
CHC(S) chance(s) >> E <<
CHINO cloud height indicator not operational
CI cirrus E east; equatorial (air mass); estimated
CIG(S) (low) ceiling(s) E.... ending at (time)
CIRNAV circumnavigate ....E eastern standard time
CLDN Canadian lightning detection network ELNGT elongate (become longer)
CNDN Canadian ELSW elsewhere
CNVTN convection E(NE)LY east(northeast)erly
CNVTV(LY) convective(ly) EMB(E)D() embedded
CONFDC confidence ENERN east-northeastern
CONS continuous ENEWD east-northeastward
CONTDVD continental divide EOF expected operations forecast
CONTG continuing ESERN east-southeastern
CONTRA condensation trails ESERN east-southeastern
CO(N)TRAILS condensation trails EXTRAP(D) extrapolate(d)
CONTUS continuous EXTRM(LY) extreme(ly)
CONUS continental USA
COTRA condensation trails >> F <<
CRLC circulate
CTSKLS Catskills F fog
CUFRA cumulus fractus FA area forecast
CWA centre weather advisories FAH fahrenheit
CWSU centre weather service unit FILG filling
CYC cyclonic /FL altitude (printed PIREP)
FL flash advisory
>> D << FLDST flood stage
FLG falling
DA density altitude FLM from
DCAVU CAVU but remainder of report missing FLRY(S) flurry (small amount of precipitation)
DFUS diffuse FLWD followed
DIST(NT) distant FLWIS flood warning issued
DMNT dominant FME friction measurement equipment
DMSH diminish FNT front
DNS dense FNTGNS frontogenesis
DNSLP downslope FNTLYS frontolysis
DNSTRM downstream FRLVL freezing level
17 SEP 2015 7.14. p.4

>> F <<
FRM(G) form(ing) HIXSE highest temperature exceeded so early

FROIN frost on indicator HIXSL highest temperature exceeded so late
FROPA frontal passage HLSTO hailstones
FROSFC frontal surface -
FRST frost HLTP hilltop
FRWF forecast wind factor HLYR haze layer aloft
F(R)Z freeze HURCN hurricane
FRZG freezing HUREP hurricane report
F(R)ZLVL freezing level HX high index
FT terminal forecast HYR higher
FULYR smoke layer HZLYR haze layer
FZLVL freezing level HZY hazy
FZRANO freezing rain sensor not available
>> I <<
>> G <<
/IC icing (printed PIREP)
GF ground fog ICG icing
GFDEP ground fog estimated (feet) deep ICGIC icing in cloud
GICG glaze icing ICGICIP icing in clouds and precipitation
GLFALSK Gulf of Alaska ICGIP icing in precipitation
GLFCAL Gulf of California IF ice fog
GLFMEX Gulf of Mexico IMDT(LY) immediate(ly)
GLFSTLAWR Gulf of St. Lawrence INCRG increasing
GNDFG ground fog INDUS industrial
GRAD gradient INLD inland
GRDL(Y) gradual(ly) INSTBY instability
GRTLKS Great Lakes INTM(N)T intermittent
GSTS gusts INTR interior
GSTY gusty INTRMTRGN inter-mountain region
GV ground visibility INTS intense
INVOF in vicinity of
>> H << INVRN inversion
IOVC in overcast
H haze IP ice pellets
HAA height above airport IPW ice pellet showers
HCVIS high clouds visible IS(LD) island
HDEP haze layer estimated (feet) deep ISOLD isolated (<25% coverage)
HDFRZ hard freeze
HDSVLY Hudson Valley >> J <<
HI high
HIEAT highest temperature equaled for all time JTSTR jet stream
HIEFM highest temperature equaled for month
HIESE highest temperature equaled so early >> K <<
HIESL highest temperature equaled so late
HIFOR high level forecast K cold (air mass); smoke
HILSTO hailstones KFRST killing frost
HIR higher KLYR smoke layer aloft
HITMP highest temperature
HIXAT highest temperature exceeded for all time
HIXFM highest temp. exceeded for the month
17 SEP 2015 7.14. p.5

>> L <<
L drizzle MOVG moving

LABRDR Labrador MRGL marginal
LCTMP little change in temperature MRNG morning
LF(T)(G) lift(ing) MRTM maritime
LGRNG long range -
LGW long wave MSTLY mostly
LIMC low IMC MSTR moisture
LIFR low IFR MT(N)(S) mountain(s)
LLJ low level jetstream MVMC marginal VMC
LN line MVMT movement
LO low MVR marginal VFR
LOEAT lowest temperature equaled for all time MXD mixed
LOEFM lowest temperature equaled for month MXG mixing
LOESE lowest temperature equaled so early
LOESL lowest temperature equaled so late >> N <<
LOTMP lowest temperature
LOXAT lowest temperature exceeded for all time NB New Brunswick
LOXFM lowest temp. exceeded for the month NCWX no change in weather
LOXSE lowest temperature exceeded so early N(E)(LY) north(east)(erly)
LOXSL lowest temperature exceeded so late NERN northeastern
LRY layer(ed) NEW ENG New England
LTG lightning NFLD Newfoundland
LTGCA lightning cloud-to-air NL no layer(s)
LTGCC lightning cloud-to-cloud NMBR(S) number(s)
LTGCCCG lightn. cloud-to-cloud & cloud-to-ground NMRS numerous (>50% coverage)
LTGCG lightning cloud-to-ground NNERN north-northeastern
LTGCW lightning cloud-to-water NNEWD north-northeastward
LTGIC lightning in clouds NNWRN north-northwestern
LTGICCG lightning in clouds & cloud-to-ground NNWWD north-northwestward
LTL(CG) little (change) NOSPECI no SPECI available/possible
LT(N)G lightning NPRS non-persistent
LWIS limited weather information system NS Nova Scotia
LWR(G) lower(ing) NSCSWD no small craft or storm warning displayed
LX low index NUB nublado = broken (Mexico)
NVA negative vorticity advection
>> M << NW(LY) northwest(erly)
NWRN northwestern
M maritime (air mass); measured ceiling;
missing >> O <<
....M mountain standard time
MA map analysis OCFNT occluded front
MAN Manitoba OCLD occlude
MDFYD modified OCLDG occluding
MEGG merging OCLN occlusion
MHKVLY Mohawk Valley OCN(LY) occasional(ly)
MLTLVL melting level OFP occluded frontal passage
MMO main meteorological office OFSHR offshore
MNLD mainland OHD overhead
MNU medio nublado = scattered (Mexico) OMTNS over mountains
MOGR moderate or greater ONSHR on shore
17 SEP 2015 7.14. p.6

ONT Ontario RADNO report missing account radio failure

ORGPHC orographic RAFI radiosonde observation not filed
OSV ocean station vessel RAFRX radiosonde observation freezing levels
OTAS on top and smooth RAICG radiosonde observation icing at
OTR(W) other(wise) RAOB radiosonde observation
/OV in relation to VOR (printed PIREP) RAREP radar weather report
OVR(NG) over(running) RAVU radiosonde analysis/verification unit
RAWE no RAWIN observ., unfavorable weather
>> P << RAWI no RAWIN observ., high and gusty winds
RAWIN upper winds obs. (by radio methods)
P polar (air mass); patchy RCD radar cloud detection report
P.... hourly precipitation RCDNA radar cloud detection report not available
....P pacific standard time RCDNE radar cloud detection report no echoes
PAC Pacific observed
PCPN precipitation RCDNO radar cloud detector inoperative due to
PD period breakdown until
PDMT predominant, predominate RCDOM radar cloud detector inop due to maint.
PDW priority delayed weather RCKY(S) Rockies
PEN peninsula RCR runway condition reading
PIBAL pilot balloon observation RDG ridge
PISO no pilot balloon due to snow RDWND radar dome wind
PIWI no pilot balloon observation due to high, RFRMG reforming
or gusty, surface wind RGD ragged
PK WND peak wind RGN(S) region(s)
PNO precipitation measurement not available RH relative humidity
PPINA weather radar not available RHINO radar echo height information not
PPINE radar weather report no echoes observed available
PRECDD preceded RHINO radar range height indicator not
PRES pressure operating on scan
PRESFR pressure falling rapidly RIOGD Rio Grande
PRJMP pressure jump /RM remark (printed PIREP)
PROG prognostic, prognosis, forecast RMN(G) remain(ing)
PRST(G) persist(ing) RNFL rainfall
PRESRR pressure rising rapidly RNWY runway
PST pacific standard time RPD(LY) rapid(ly)
PTCHY patchy RPRT(G) report(ing)
PTLY partly RS scheduled record observation
PWINO precipitation identifier not available insignificant change
PY spray RSG rising
RVR river
>> Q << RVRNO RVR not available
RW rainshower
Q squall RY runway
QUE Quebec
QS(TNRY) quasistationary >> S <<
>> R << S snow

SA unscheduled record observation
R rain SANDED runway sanded
RABAL radiosonde balloon wind data SASK Saskatchewan
RABAR radiosonde balloon release SBSD(D) subside(d)
RADAT radiosonde observation data; radar data SCSL standing lenticular stratocumulus
17 SEP 2015 7.14. p.7

SCR scattered THK(NG) thick(ening)

SELS severe local storms THNC thence
SELY southeasterly THN) thinning
SERN southeastern THRUT throughout
SF stratofractus THSD thousand
SYNS synopsis TIBS telephone information briefing service
SYS system /TM UTC (printed PIREP)
SIERNEV Sierra Nevada TNDCY tendency
/SK sky cover (printed PIREP) TOVC top of overcast
SLD solid (e.g. de-icing material) /TP type of aircraft (printed PIREP)
SLO(LY) slow(ly) TPG topping
SLP sea level pressure (QFF) TRIB tributary
TRML terminal
SLPNO no SLP available TROF(S) trough(s)
SLR slush on runway(s) TROWAL trough of warm air aloft
SLT sleet TRPCD tropical continental (air mass)
SLY southerly TRPCL tropical
SMK smoke TRPLYR trapping layer
SMTH(R) smooth(er) TRRN terrain
SNFLK snowflake TSHWR thundershower
SNINCR snow increasing rapidly TSNO thunderstorm information not available
SN(O)INCR(G) snow depth increase in past hour TSQLS thundersqualls
SNRS sunrise TSNT transient
SNST sunset TSTM thunderstorm
SNWFL snowfall TURBC turbulence
SP snow pellets; station pressure TWD(S) toward(s)
SP unscheduled special observation TWEB transcribed weather broadcast
SPKL sprinkle TWRG towering
SPLNS South Plains
SPRD(G) spread(ing) >> U <<
SQAL squall
SRND(D) surround(ed) U intensity unknown: upward tendency
STBL stable UA routine (printed) PIREP
STFR stratofractus UDDF up and down drafts
STFRM stratiform UNSBL unseasonable
STG(R) strong(er) UNSTBL unstable
STGTN strengthen UNSTDY unsteady
STM storm UNSTL(D) unsettle(d)
STNRY stationary UPDFTS updrafts
SW snow showers UPR upper
SWLG swelling UPSLP upslope
SWLY southwesterly UPSTRM upstream
SWRN southwestern UUA urgent (printed) PIREP
SXN section UVV upward vertical velocity upwind
UWNDS upper winds
>> T <<
>> V <<
T thunderstorm; trace; tropical (air mass)
/TA temperature in degrees (printed PIREP) V variable
TCA aviation tropical cyclone advisory VARN variation
TCNTL transcontinental VIRGA precipitation not reaching the ground
THD(R) thunder, thunderhead VISNO visibility not available
17 SEP 2015 7.14. p.8

VLCTY velocity >> Z <<

VLY valley
VMC ceiling > 3000 ft and visibility > 5 SM ZI zone of interior
VRISL Vancouver Island, BC ZL freezing drizzle
VRT MOTN vertical motion ZR freezing rain
VSB visible
VSBYDR visibility decreasing rapidly
VSBYIR visibility increasing rapidly
>> W <<
W indefinite ceiling; warm (air mass); west

WA AIRMET
WDC-1 World Data Centers in Western Europe
WDC-2 World Data Centers Rest of World
WDLY widely
WEA weather
WFP warm front passage
WIBIS will be issued
WINT winter
WLY westerly
WNWRN wester-northwestern
WNWWD west-northwestward
WPLTO Western Plateau
WR wet runway
WRM(FNT) warm (front)
WS Non-convective SIGMET; windshear
WSCONDS windshear expected, full report not avbl.
WSHFT wind shift
WST Convective SIGMET
WSWRN west-southwestern
WSWWD west-southwestward
WV wave
WW severe weather forecast/bulletin
WX flight VIS; precipitation (printed PIREP)
WXCON weather reconnaissance flight pilot report
>> X <<
X sky obscured
XCP except
XPC expect
XT(D) extend(ed)
XTDG extending
XTRM extreme
XT(N)SV extensive
>> Y <<
....Y Yukon Standard Time
YKN Yukon
YLSTN Yellowstone
18 AUG 2016 7.14. p.9

4. EN ROUTE WEATHER INFORMATION

— General
• HF VOLMET NAT & PAC region: See end of this Chapter.
• Instead of a VHF VOLMET broadcast service, in-flight weather briefings can be obtained on a request/
reply basis via FIC/FSS channels in Canada and the USA (see below). Mexico: From GP stations.
— Canada - AWIS
AWIS (Aviation Weather Info Service) advisories can be requested from FICs/FSSs, see also under
Chapter ’En Route - Canada’.
Pilots are encouraged to report significant in-flight weather conditions to FIC or FSS facilities.
The international GP stations may also be contacted if FICs or FSSs cannot be reached.
— USA
• FSS’s can provide En Route WX Info. When required, contact the current ARTCC for the applicable
FSS frequency. FSS call sign: The name of the ’parent’ ARTCC with the addition ’Flight Watch’.
• ATC will broadcast Severe Weather Forecast Alerts, Convective SIGMETs (thunderstorms and related
phenomena), SIGMETs and Centre Weather.
5. AUTOMATED AIRPORT SYSTEMS - CANADA

NOTE: METAR or SPECI by a human observer, Prevailing VIS by an FSS, or a PIREP overrides AWOS or
LWIS readings.
— Automated Weather Observation System
• Canadian AWOS provides METARs and SPECIs.
• Information reported every minute: Wind incl. gusts (no variations in direction of 60º or more, and
ºMagnetic only in Southern Domestic Airspace), Altimeter setting, Temperature/Dew point, VIS
(normally no RVR), Phenomena (FZ)RA, (FZ)DZ, GR, SN or UP, Cloud height (max. 10 000 ft, max. 4
layers), Sky coverage (of detected clouds), Precipitation (occurrence, type and total amount), and Icing.
• The laser ceilometer may report ice crystals or a strong temperature inversion as cloud layers, or
(during reduced VIS and precipitation) a false ’CLR’, or may under-read during precipitation events.
• Recent weather is not reported automatically, except for icing. E.g.: ‘ICG PAST HR’.
• Because of continuous data sampling, an AWOS produces more SPECIs than staffed sites.
Therefore, in case several AWOS reports are issued over a short period of time, observations should
be summarized: One report in a series may not represent the prevailing conditions
• Reports may differ from current weather in the vicinity because of AWOS positioning (max. 2 NM from
the ARP) and because it may take 15 min or more before the system begins processing the data.
• ’No CLDN’ = AWOS is not connected to the Canadian Lightning Detection Network, i.e. no TS and
lightning activity is reported.
— Limited Weather Information System

LWIS reports, only ’on the hour’: Wind (incl. gusts), Altimeter setting, Temperature and Dew point.
— AWOS & LWIS modernization program
New system features include:
• Thunderstorm reports. VCTS = Lighning within 6 - 10 SM; LTNG DIST = Lightning within 10 - 30 SM.
• Density Altitude reports in hundreds of ft in the RMKs section, if this is above airport elevation.
• AWOS will report HZ, BR, FG, FZFG and BLSN.
• Selected AWOS sites will report RVR.
• LWIS will report wind shift as SPECI.
• Selected AWOS and LWIS sites will have digital WX cameras.
Older types will be re-named ’Legacy AWOS’ and ’Legacy LWIS’ respectively.
08 OCT 2020 7.14. p.10

6. AUTOMATED AIRPORT SYSTEMS - USA

— Automated Weather Observing Systems
There are 4 types of airport AWOS: AWOS-A, -1, -2 and -3, see paragraph Decoding Word Contractions.
In case an AWOS-A provides more than altimeter setting information, this is advisory only.
VIS (by AWOS-2 and -3) is derived from a sensor near the TDZ of the primary instrument runway.
Information is broadcast every minute over a discrete VHF frequency (max. range 25 NM, max. 10 000 ft
AGL), or the voice channel of a local navaid.
— Automated Surface Observing System / Automated Weather Sensor System
There are 4 types of airport ASOS/AWSS:
• Level D: AWOS-3 plus precipitation identification, including FZRA and rainfall sensors.
• Level C: Level D, plus human observation of TS, FC, GR, Virga, VA, and TWR VIS.
• Level B: Level C, plus human observation of RVR (may be instantaneous readout), FZDZ, PL, snow
depth & ’snow increasing rapidly’ remarks, and TS & lightning.
• Level A: Level B, plus 10 min average RVR or VIS increments of 1/8, 1/16 or 0, Sector VIS, variable
sky conditions, cloud layers above 12 000 ft and cloud types, widespread DU, SA or other obscurations,
volcanic eruptions.
Information is broadcast every minute over a discrete VHF frequency (max. range 25 NM, max. 10 000 ft
AGL), or the voice channel of a local navaid.
7. AUTOMATIC WINDSHEAR DETECTION

— Low Level Windshear Alert System
LLWAS continuously compares winds measured around the periphery of an airport with winds measured
at the centrefield anemometer.
If differences become excessively large, a thunderstorm or thunderstorm gust front wind shear is probable.
When this condition exists, ATC will provide an advisory.
Example: Windshear alert, centrefield wind 230 at 8, south boundary wind 170 at 20.
— Terminal Doppler Weather Radar System
TDWR with or without LLWAS detects microbursts, wind shifts, gust fronts and precipiation intensities out
to 3 SM on initial approach and 2 SM out on departure. TDWR does not detect:
• Windshear that is not a microburst or a gust-front, and Windshear outside of the 'alert boxes'.
• Gusty or cross wind conditions.
• Turbulence.
Example of alert message: Runway 17 arrival microburst alert, 40 knot loss 3 mile final.
NOTE:
1. Threshold wind is at pilot's request or as deemed appropriate by ATC.
2. Systems are surface-based and may not detect all changes in wind velocity at lower altitudes: Some
phenomena may cause performance critical wind shear conditions in absence of airport system alerts.
26 MAY 2016 7.14. p.11

8. HF VOLMET - NAT & PAC
NAT REGION NAT REGION

3485 - 6604 - 10051 - 13270 3485 - 6604 - 10051 - 13270
H+ H+ H+ H+
NEW YORK RDO GANDER RDO
00-05 30-35 25-30 55-60
Detroit FA A SIGMET c) X X NOTE 1:
Chicago FA A Iqaluit - FA Shannon HF VOLMET in
Cleveland FA A Winnipeg FA - Section 3 EUROPE provides:
Niagara Falls A FA Edmonton F - - Keflavik A, H+ 10-15
Milwaukee A FA Kangerlussuaq - FA - Santa Maria F A, H+ 15-20
Indianapolis A FA Calgary F - - Lajes A, H+ 15-20
H+ H+ Churchill FA -
NEW YORK RDO
05-10 35-40 Kuujjuaq A A NOTE 2:
SIGMET a) X X Goose - FA Lisboa VHF VOLMET, as per
Section 3 EUR, provides:
Bangor FA A PAC REGION - Gran Canaria/Las Palmas
Pittsburgh FA A 2863 - 6679 - 8828 - 13282 - Tenerife South
Windsor Locks A FA H+ H+ - Porto Santo
HONOLULU RDO
St. Louis A FA 05-10 35-40 - Santa Maria
Charlotte FA A SIGMET d) X X - Lajes
Minneapolis A A San Francisco FA FA (In Santa Maria OFIR use
H+ H+ Los Angeles FA FA 124.850 for Lisboa VOLMET.)
NEW YORK RDO
10-15 40-45 Seattle FA FA
New York FA A Portland A A
Newark FA A Sacramento A A
Boston FA A Ontario A A
Baltimore A F A Las Vegas A A
Philadelphia A FA H+ H+
HONOLULU RDO
Washington A FA 25-30 55-60
H+ H+ SIGMET d) X X
NEW YORK RDO
15-20 45-50 Anchorage Intl e) FA FA
SIGMET b) X X Elmendorf AFB A A
Bermuda FA A Fairbanks Intl e) FA FA
Miami FA A Cold Bay FA FA
Nassau A F A King Salmon A A
Freeport A F A Vancouver FA FA
Tampa A A a) New York Oceanic FIR.
West Palm Beach A A b) Miami/San Juan (Oceanic) FIRs.
Atlanta FA A c) For flights above FL100 in the
H+ H+ Gander Oceanic/Domestic,
GANDER RDO Moncton, Montreal & Toronto FIRs.
20-25 50-55
Montreal YUL FA - d) Oakland FIR and only if time avbl.
St. Johns (Can.) - F A e) In view of reported marginal
Toronto FA - reception of Honolulu VOLMET,
Ottawa FA - Gander RDO (on NAT 'D' HF) can
Gander A FA provide Anchorage and Fairbanks F
Goose A - & A on request.
Halifax - FA
Stephenville - A F = Forecast, A = Actual (if available with Trend)
01 FEB 2018 7.14. p.12

1. INTRODUCTION
Destn
i ato
i nAlternates7.15
Legend
M Non-standard alternate minima (details available via Dispatch, OCC/OV), see also NOTE
NOTE: Observe non-standard Canadian and USA alternate planning minima in Chapter 7.3 & 7.4.
2. ATLANTA, KATL ATL

Knoxville KTYS TYS 009 132 ’Fuel & go’ only
Nashville C1 KBNA BNA 324 187
Charlotte C3 KCLT CLT 060 197
Charleston KCHS CHS 100 224 R
Memphis C2 KMEM MEM 289 287
Orlando KMCO MCO 152 351
Tampa KTPA TPA 164 354
New Orleans KMSY MSY 235 369
Washington C4 KIAD IAD 047 464
3. AUSTIN KAUS AUS

San Antonio C3 KSAT SAT 226 057 Ref. OM C3 (Aerodromes) AOI, 24 HR PPR not
applicable to KLM; No high loader
Houston C1 KIAH IAH 096 122
Dallas / Fort Worth C2 KDFW DFW 011 166 No high loader
New Orleans C4 KMSY MSY 092 386
23 APR 2020 7.15. p.1

4. BOSTON, KBOS BOS

Windsor Locks KBDL BDL 251 079 ’Fuel & go’ only
New York Stewart KSWF SWF 249 148 ’Fuel & go’ only
New York C1 KJFK JFK 230 162
Newark C2 KEWR EWR 235 174 Weather situation similar as for JFK.
Syracuse KSYR SYR 281 229
Philadelphia KPHL PHL 232 243
Baltimore C3 KBWI BWI 233 321
Pittsburgh KPIT PIT 255 430
5. CALGARY, CYYC YYC
Diversion to USA: In principle ’Fuel & go’ only, because of customs & immigration restrictions.

Edmonton C1 CYEG YEG 007 133
Spokane KGEG GEG 215 251 R
Vancouver C2 CYVR YVR 256 370
Victoria C3 CYYJ YYJ 252 392
Seattle KSEA SEA 239 392
Winnipeg CYWG YWG 090 643
6. CHICAGO, KORD ORD

Chicago/Rockford KRFD RFD 284 055 ’Fuel & go’ only
Milwaukee KMKE MKE 360 058 ’Fuel & go’ only
Indianapolis KIND IND 152 154 ’Fuel & go’ only
Detroit C1 KDTW DTW 086 203
St. Louis KSTL STL 210 224 ’Fuel & go’ only
Minneapolis C2 KMSP MSP 307 290
Toronto CYYZ YYZ 075 378 R; ’Fuel & go’ only
New York C3 KJFK JFK 097 641
Montreal CYUL YUL 071 648 ’Fuel & go’ only
25 MAR 2021 7.15. p.2

7. EDMONTON, CYEG YEG

Calgary C1 CYYC YYC 187 133
Vancouver C2 CYVR YVR 235 437
Victoria CYYJ YYJ 238 464
Winnipeg CYWG YWG 102 642
8. HOUSTON, KIAH IAH

Austin C2 KAUS AUS 276 122 No high loader
San Antonio C3 KSAT SAT 261 165 Ref. OM C3 (Aerodromes) AOI, 24 HR PPR not
applicable to KLM; No high loader
Dallas / Fort C1 KDFW DFW 334 195 R; No high loader
Worth
New Orleans C4 KMSY MSY 090 264
9. LAS VEGAS, KLAS LAS
Ontario KONT ONT 224 171 ’Fuel & go’ only
Los Angeles C1 KLAX LAX 231 205
San Diego KSAN SAN 206 225
Oakland C3 KOAK OAK 286 354 OCC/LM advice: Limited Customs & Immigration services
San Francisco C2 KSFO SFO 285 359
10. LOS ANGELES, KLAX LAX
San Diego KSAN SAN 140 095
Las Vegas C2 KLAS LAS 051 205
25 MAR 2021 7.15. p.3

11. MEXICO, MMMX MEX
Querétaro C1 MMQT QRO 312 095 R
Acapulco MMAA ACA 194 165 ’Fuel & go’ only
Guadalajara C2 MMGL GDL 285 248 M, see Chapter 7.5
Merida MMMD MID 080 538
Houston C3 KIAH IAH 018 665
12. MIAMI, KMIA MIA
A330 ºT NM Remarks
Fort Lauderdale C1 KFLL FLL 022 018
Fort Myers C3 KRSW RSW 299 091
Nassau MYNN NAS 107 160
Orlando C2 KMCO MCO 341 168
Tampa C4 KTPA TPA 318 178
13. MINNEAPOLIS, KMSP MSP

Chicago/Rockford KRFD RFD 130 241 ’Fuel & go’ only
Chicago C1 KORD ORD 125 290
Milwaukee KMKE MKE 115 258 ’Fuel & go’ only
St. Louis KSTL STL 160 389 ’Fuel & go’ only
Detroit C2 KDTW DTW 107 458
Denver C3 KDEN DEN 243 589 Not adequate for B787 due to no handling
14. MONTREAL, CYUL YUL

Burlington KBTV BTV 119 065 Adequate only for A330-200 (RFF 6)
Ottawa C2 CYOW YOW 355 082
Quebec C3 CYQB YQB 183 126
Bangor KBGR BGR 104 212
Boston KBOS BOS 147 221
Niagara Falls KIAG IAG 234 265
Toronto C1 CYYZ YYZ 247 274 R
New York KJFK JFK 178 290
Halifax CYHZ YHZ 096 434
25 MAR 2021 7.15. p.4

15. NEW YORK, KJFK JFK

Newark C2 KEWR EWR 281 018 Weather situation similar as for JFK.
New York Stewart KSWF SWF 344 054 ’Fuel & go’ only
Philadelphia KPHL PHL 236 081
Windsor Locks KBDL BDL 032 092 ’Fuel & go’ only
Baltimore KBWI BWI 237 159
Boston C1 KBOS BOS 050 162
16. SALT LAKE CITY, KSLC SLC

Boise KBOI BOI 311 252 Ref. OM C3 (Aerodromes) AOI, 1 HR PPR not applicable
to KLM: See OM C4 (Add. Station Info); ’Fuel & go’ only
Denver KDEN DEN 100 339 Not adequate for B787 due to no handling
17. SAN FRANCISCO, KSFO SFO

Sacramento KSMF SMF 030 074 ’Fuel & go’ only
Los Angeles C3 KLAX LAX 139 293
18. TORONTO, CYYZ YYZ (R)

Hamilton CYHM YHM 204 033 RFF: See Chapter 7.3; ’Fuel & go’ only
Niagara Falls KIAG IAG 139 045 RFF: RFF Cat 7 is assured by airport authorities.
Cleveland KCLE CLE 216 168
Detroit KDTW DTW 242 186
Ottawa C2 CYOW YOW 060 196
Montreal C1 CYUL YUL 067 274
Chicago KORD ORD 254 378
Quebec C3 CYQB YQB 062 395
25 MAR 2021 7.15. p.5

19. VANCOUVER, CYVR YVR

Victoria C1 CYYJ YYJ 196 034
Abbotsford CYXX YXX 107 034 Adequate only for A330-200 (RFF 6), see also Chapter 7.3
(Additional fuel); ’Fuel & go’ only (customs & immigration
restrictions)
Calgary C2 CYYC YYC 072 370
Edmonton C3 CYEG YEG 056 437
20. WASHINGTON, KIAD IAD

Baltimore C1 KBWI BWI 069 039
Philadelphia C3 KPHL PHL 062 117
Newark C2 KEWR EWR 055 184
New York KJFK JFK 059 198
Boston KBOS BOS 055 358
25 MAR 2021 7.15. p.6

OM C1 - GENERAL ROM 7.16 ATC Contingency Procedures
1. SHANWICK OACC & SCOTTISH ACC

ATCContingencyProcedures7.16
1.1 Introduction
In case of total loss of ATC services by Shanwick Oceanic and/or the collocated Scottish Domestic ACC (e.g.
evacuation), Gander OACC will assume responsibility for ATS in Shanwick OCA to the best of their ability.
Shanwick RDO HF communicators are remotely located, and will (normally) not be affected.
In case a limited ATC service remains possible, Shanwick may promulgate OTS contingency tracks via AFTN.
See next page for Eastbound contingency routes in Scottish (domestic) FIR.
1.2 General Procedures

— A contingency message will be sent to operators and a NOTAM will be issued.
Upon receipt of this information ATM-Dispatch shall advise affected KLM flights.
— Frequency congestion is likely: Keep voice communications to a necessary minimum.
— Do not request ’unnecessary’ route changes, as these will not be issued.
— Broadcast on 121.5 & Interpilot 123.450 (maintain listening watch thereon).
1.3 Westbound
— Oceanic clearance not acknowledged: Do not enter Shanwick OCA, but circumnavigate OCA or divert.
— Oceanic clearance acknowledged
SCD, continue. However, the UK AIP strongly advises to re-route around Shanwick OCA or to divert.
— Within Scottish FIR, and Scottish CTL is also evacuated:
• In case an oceanic clearance was acknowledged: SCD, continue in accordance with that clearance.
• Broadcast position reports on the last assigned frequency, stating position, level and next fix.
• Consider contacting Scottish FIR airports for assistance.
• If a level change is required to comply with the oceanic clearance, apply the following non-standard
TIBA format on the last assigned frequency, 121.5 & Interpilot 123.450:
— At least 3 min before starting climb or descent
ALL STATIONS, KLM..., WESTBOUND, DIRECT FROM (Landfall fix) TO (Oceanic Entry Point,
OEP), LEAVING FL... FOR FL... AT (distance)(direction) FROM (OEP) AT (time).
— When starting level change
ALL STATIONS, KLM..., WESTBOUND, DIRECT FROM (Landfall fix) TO (OEP), LEAVING FL...
NOW FOR FL...
— When level: ALL STATIONS, KLM..., MAINTAINING FL...
— Within Shanwick OCA
• Proceed as cleared. COMP advice SPL/OL: Avoid requesting changes in level, speed or route.
• Transmit voice position reports (incl. current Mach No.) to the next appropriate OACC, until clear of
Shanwick OCA. If unable: SATCOM, Shanwick RDO (HF), or ARINC New York (Chapter 1.6 - 6).
• If still unable, or if sending position reports to multiple ATS units, consider relay via ATM-Dispatch.
• ADS-C/CPDLC: Do not log on to Gander OACC (CYQX), unless instructed to do so.
1.4 Eastbound
— Planned via Reykjavik or Santa Maria FIR
Reykjavik and Santa Maria will issue advice. Anticipate a large re-route to avoid the affected area.
— Within Shanwick OCA
• Proceed as cleared.
• Report position via voice to Gander OACC until clear of Shanwick OCA.
If unable: SATCOM, Shanwick RDO (HF), or HF ARINC New York (Chapter 1.6 - 6).
• If still unable, or if sending position reports to multiple ATS units, consider relay via ATM-Dispatch.
25 MAR 2021 7.16. p.1

• As soon as practicable, contact the next appropriate Domestic ATC unit.

If unable, contact Shanwick RDO for advice, or ATM-Dispatch for relay.
• ADS-C/CPDLC: Do not (re-)log on to Gander OACC (CYQX), unless instructed to do so.
— Planned via Scottish FIR
In case Scottish CTL is also evacuated:
Operating close to the Reykjavik FIR boundary or the Shannon ACC northern (NOTA) boundary, contact
the appropriate ATC unit in order to negotiate a re-route to avoid the Scottish FIR.
Eastbound, the following contingency routes should be used, unless instructed otherwise:
• ATSIX - AKIVO - UP60 - ARTEX. Contact Copenhagen CTL 134.675.
• BALIX - NINEX - UN591 - ’ADN’ - UM84 - CUTEL - UL7 - LONAM. Contact Maastricht CTL 132.085.
• ERAKA - ETSOM - UP58 - FINDO - UN610 - NATEB - UL602. Contact London CTL 128.125.
• GOMUP - GINGA - UN527 - ’TIR’ - UL602 - ’GOW’ - UL612. Contact London CTL 132.860.
2. GANDER (O)ACC
2.1 General Procedures

— A contingency message will be sent to operators and a NOTAM will be issued.
Upon receipt of this information ATM-Dispatch shall advise affected KLM flights.
— Frequency congestion is likely: Keep voice communications to a necessary minimum.
— Do not request ’unnecessary’ route changes, as these will not be issued.
— Broadcast on 121.5 & Interpilot 123.450 (maintain listening watch thereon).
2.2 Westbound
— Oceanic clearance not acknowledged: Do not enter Gander OCA, but circumnavigate OCA or divert.
— Within Gander OCA
• Proceed as cleared. Do not request changes in level, speed or route, except for safety reasons.
• Maintain listening watch on the current ATS frequency, and apply TIBA on 121.5 & Interpilot 123.450.
• Transmit voice PSN reports (including current Mach No.) to Shanwick RDO (any frequency).
If unable: SATCOM, ATM-Dispatch, or HF ARINC New York (Chapter 1.6 - 6).
• Transmit a standard voice position report to the next ATC unit, also when on ADS-C/CPDLC or ADS-B.
• If unable, or if sending position reports to multiple ATS units, consider relay via ATM-Dispatch.
— Within Gander Domestic FIR
• Maintain listening watch on the current ATC frequency, and apply TIBA on 121.5 & Interpilot 123.450.
• Contact Montreal or Moncton ACC, depending on the Oceanic Exit Point (OEP):
•
Via Proceed via Next ACC

N65 W060 or AVPUT Cleared route to Landfall Fix or N700A Montreal 132.800
N64 W060 or CLAVY Cleared route to Landfall Fix or N690A Montreal 132.800
N63 W060 or EMBOK Cleared route to Landfall Fix or N680A Montreal 132.800
N62 W060 or KETLA Cleared route to Landfall Fix or N660A Montreal 134.800
N61 W060 or MAXAR Cleared route to Landfall Fix or N640A Montreal 134.800
N60 W060 or PIDSO Cleared route to Landfall Fix or N620A Montreal 135.800
N59 W060 or SAVRY Cleared route to Landfall Fix or N598A Montreal 132.450
URTAK or MOATT MOATT - LOMTA - TEALS - VANSI Montreal 132.450
AVUTI or PRAWN PRAWN - ’YDP’ - ’YKL’ - ROUND Montreal 132.450
CUDDY or PORGY PORGY - ’HO’ - ’YBC’ - ANCER* Moncton 132.950**
DORRY BORUB - ’YZV’* Moncton 132.950**
02 MAR 2017 7.16. p.2


•
Via Proceed via Next ACC

HOIST ’YYR’ - ’YRI’* Moncton 118.875**
JANJO QUBIS* Moncton 132.520**
LOMSI TAFFY Moncton 132.520
NEEKO MILLS Moncton 132.520
RIKAL ’YAY’ - DANOL Moncton 133.550
TUDEP TOPPS Moncton 133.550
ALLRY EBONY Moncton 133.550
ELSIR ALLEX Moncton 132.750
JOOPY TUSKY Moncton 132.750
NICSO ’YYT’ - BRADD Moncton 125.250
PORTI KANNI Moncton 125.250
SUPRY WHALE Moncton 125.250
RAFIN NANSO - VITOL* Moncton 125.250
BOBTU JAROM - LOMPI - DOVEY* Moncton 125.250
* Contact may not be possible until established on this route.
** or Montreal 132.900 at W063.
2.3 Eastbound
— Oceanic clearance not acknowledged
Do not enter Gander OCA, but circumnavigate OCA or divert.
Flights may be required to re-route around the Gander Domestic FIR as well.
— Oceanic clearance acknowledged
Proceed as cleared. Do not request changes in level, speed or route, except for safety reasons.
— Westwards extension of Eastbound OTS
The Eastbound OTS will be extended to begin at Contingency fixes on or near the western boundary
between the Gander FIR and the Moncton & Montreal FIRs as follows:
—
Fix Landfall OEP

KENKI - AVPUT
MUSVA - CLAVY
BERUS - EMBOK
GRIBS - KETLA
MIBNO - MAXAR
PEPKI - PIDSO
LAKES N59 W060 SAVRY
’YKL’ LOMTA URTAK
’YWK’ ’YDP’ AVUTI
MUNBO ’HO’ CUDDY
BORUB - DORYY
TASTI ’YYR’ HOIST
SERBO - JANJO
VERTU - LOMSI
PIKNA - NEEKO
NAPLO ’YAY’ RIKAL
MIGLI - TUDEP
28 APR 2016 7.16. p.3

Fix Landfall OEP

LOPRO - ALLRY
VINSI ’YQX’ ELSIR
TAGRA - JOOPY
SUTKO ’YYT’ NICSO
RUBDA - PORTI
PEPRA - SUPRY
NANSO - RAFIN
LOMPI JAROM TALGO
— Within Gander Domestic FIR

• Maintain listening watch on the current ATC frequency, and apply TIBA on 121.5 & Interpilot 123.450.
• Provide position reports to Montreal or Moncton ACC, using their previously assigned frequency.
• When required to climb or descent in order to comply with the oceanic clearance: Request clearance
from Montreal or Moncton ACC, as appropriate. Additionally, apply the non-standard TIBA format,
given below, unless otherwise instructed by Montreal or Moncton ACC.
• If unable to obtain a domestic clearance (to comply with the oceanic clearance): Apply the non-
standard TIBA format given below on the last assigned frequency, 121.5 & 123.450.
— TIBA format - Eastbound in Gander (Domestic) FIR
• At least 3 min before starting climb or descent
ALL STATIONS, KLM..., EASTBOUND, DIRECT FROM (Landfall fix) TO (Oceanic Entry Point, OEP),
LEAVING FL... FOR FL... AT (distance)(direction) FROM (OEP) AT (time)
• When starting level change
ALL STATIONS, KLM..., EASTBOUND, DIRECT FROM (Landfall fix) TO (OEP), LEAVING FL... NOW
FOR FL...
• When level: ALL STATIONS, KLM..., MAINTAINING FL...
— Within Gander Oceanic FIR/OCA
• Proceed as cleared. Do not request changes in level, speed or route, except for safety reasons.
• ADS/CPDLC flights: Revert to voice position reporting (see below) until clear of Gander OCA.
Within the Gander OCA do not log on to EGGX (Shanwick), unless instructed to do so.
• West of W050: Contact Montreal or Moncton ACC on the previously assigned freq. or SATCOM.
• At or East of W050: Transmit voice position reports (incl. Mach Nr.) to Shanwick RDO (any freq.).
If unable: SATCOM, ATM-Dispatch, or HF ARINC New York (Chapter 1.6 - 6).
• Maintain listening watch on the current ATS frequency, and apply TIBA on 121.5 & Interpilot 123.450.
• Exiting into another FIR than Shanwick: Voice contact the appropriate ATS unit in time, and provide a
standard position report (incl. current Mach No.), and (if different from the cleared level) the current FL.
• If unable to provide position reports, or if sending reports to multiple ATS units, relay via ATM-Dispatch.
25 MAR 2021 7.16. p.4

k 8. MID ATLANTIC & CENTRAL AMERICA
Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.0. p.1

Potentially Hazardous Volcanoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1. p.1
Hurricanes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.1. p.2
RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.1
Domestic Transponder Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.1
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.1
HF Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.1
Route Restrictions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.1
Differences Compared to NAT Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.1
Cuba - Overflights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.2
Puerto Rico - San Juan OFIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.2
Trinidad & Tobago - Piarco FIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.3
RFF Level at Francophone Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.3
Fuel Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. p.4
Flightplanning - Destination Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.1
Bogota BOG & Cartagena CTG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.1
Bonaire BON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.1
Curaçao . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.1
Havana HAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.1
Lima LIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.2
Panama PTY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.4
Paramaribo PBM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.4
Quito UIO & Guayaquil GYE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.4
San Jose SJO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.7
St. Maarten SXM - General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3. p.9
SW-bound via Santa Maria OFIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4. p.1
WATRS Plus Area - 1 LRNS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.4. p.1
Low Level Contingency Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5. p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.1
Aruba, TNCA AUA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.1
03 DEC 2020 8.TOC. p.1

Bogota, SKBO BOG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.1

Bonaire, TNCB BON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.1
Cali, SKCL CLO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.2
Cartagena, SKCG CTG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.2
Curacao, TNCC CUR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.2
Guayaquil, SEGU GYE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.2
Havana, MUHA HAV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.2
Liberia MRLB LIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.3
Lima, SPJC LIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.3
Panama City, MPTO PTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.3
Paramaribo (Zandery), SMJP PBM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.3
Pointe-à-Pitre, TFFR PTP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.3
Port of Spain, TTPP POS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.4
Quito, SEQM UIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.4
San Jose, MROC SJO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.4
San Juan, TJSJ SJU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.4
St. Johns, TAPA ANU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.5
St. Maarten, TNCM SXM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.6. p.5
25 MAR 2021 8.TOC. p.2


Coverage8.0
16 JUL 2020 8.0. p.1

1. POTENTIALLY HAZARDOUS VOLCANOES

1.1 Colombia
— Galeras (ICAO 1501-08): N01 13.1 W077 22.1, R040/28 NM Ipiales ’IPI’, elevation 4276 Metres.
— Nevada del Ruiz (ICAO: -): N04 55.5 W075 19.3, 60 NM west of Bogota ’BOG’, elevation 5321 Metres.
1.2 Costa Rica

Name - Monitoring ICAO Coordinates San Jose ’TIO’ Elevation
Arenal - N10 27.8 W048 42.2 R313/40 NM 1670 M
Barva - - Rxxx/10 NM 2906 M
Irazu - N09 58.5 W083 50.8 R093/21 NM 4332 M
Platenar - - Rxxx/19 NM 2267 M
Poas - N10 11.9 W084 13.8 R352/12 NM 2708 M
Rincon de la Vieja - N10 49.9 W085 20.2 R306/83 NM 1916 M
Tenorio - N10 40.3 W085 00.7 R310/62 NM 1916 M
Turrialba - N10 01.0 W083 45.9 R088/26 NM 3340 M
1.3 Ecuador
Name - Monitoring ICAO Coordinates Quito ’QIT’ Elevation
Antisana - None 1502-03 S00 28.9 W078 08.4 R140/35 NM 5758 M
Cayambe - None - N00 01.8 W077 59.1 R083/32 NM 5790 M
Cerro Corazón - None - S00 31.7 W078 39.5 R197/31 NM 4788 M
Cerro Quilindana - None - S00.46.6 W078 19.6 R166/45 NM 4878 M
Chachimbiro (Loma Albugui) - None - N00 28.1 W078 16.8 R025/33 NM 4054 M
Chimborazo - None - S01 27.9 W078 48.9 R192/87 NM 6310 M
Cotopaxi - None 1502-05 S00 40.6 W078 26.1 R173/38 NM 5897 M
Cuicocha (Loma la Piramida) - S, D, C - N00 18.6 W078 20.8 R026/23 NM 3378 M
Guagua Pichincha - S, D, C 1502-02 S00 10.6 W078 35.9 R212/10 NM 4784 M
Imbabura - D - N00 15.6 W078 10.6 R049/27 NM 4621 M
Nevado Carihuairazo - None - S01 24.1 W078 45.1 R190/83 NM 5020 M
Nevado El Altar - None - S01 41.0 W078 25.3 R177/98 NM 5320 M
Nevado Iliniza Sur - S, C - S00 39.6 W078 42.8 R198/39 NM 5248 M
Pilava - S - N00 31.5 W078 21.5 R015/35 NM 4300 M
Pululahua - None - N00 01.6 W078 28.6 R026/4 NM 2811 M
Quilotoa - None 1502-06 S00 51.0 W078 54.0 R206/54 NM 3910 M
Reventador - None 1502-01 S00 04.6 W077 39.6 R093/52 NM 3562 M
Sangay - None 1502-09 S02 00.1 W078 20.5 R175/118 NM 5230 M
Soche - None - N00 33.3 W077 34.8 R058/66 NM 3955 M
Sumaco - None 1502-03 S00 32.3 W077 37.5 R119/61 NM 3832 M
Tungurahua - None 1502-08 S01 28.0 W078 26.6 R177/85 NM 5023 M
Monitoring legend: S = Seismograph; D = Deformation, and C = Chemical.
12 OCT 2017 8.1. p.1

1.4 Nicaragua
Name - Monitoring ICAO Coordinates Liberia `LIR` Elevation
Maderas N11 26.45 W085 30.0 R002/50 NM 1394 M
Concepcion N11 31.54 W085 37.48 R354/54 NM 1700 M
Zapatera N11 44.15 W085 48.57 R345/70 NM 629 M
Mombacho N11 49.37 W085 57.33 R341/77 NM 1344 M
Granada N11 55.18 W085 58.41 R342/83 NM 330 M
Masaya N11 59.10 W086 09.29 R336/90 NM 635 M
Telica N12 36.18 W086 50.28 R324/143 NM 1061 M
Volcan Azul N12 30.21 W083 47.47 R041/148 NM 201 M
1.5 Other Countries

To be issued.
2. HURRICANES
Tropical revolving storms (> 64 kt, 12 Beaufort) originating in the Western Atlantic Ocean or off the West African
coast are known as Hurricanes. They gain intensity while traveling towards the Caribbean.
They are most likely between AUG and OCT, but can occur any time between MAY and NOV.
The southernmost edge of the Hurricane belt is approximately N10º.
The principal trajectories are parabolic: First moving west, than northwest, and while some continue into
Mexico, most re-curve across the islands or the Florida peninsula and pass into the North Atlantic.
The frequency and severity of storms varies from year to year and may be influenced by other climatological
factors such as El Niña/La Niña; individual storms may deviate widely from the general pattern.
25 FEB 2021 8.1. p.2

1. RVSM
— RVSM is applied between FL290 - 410 incl. in the region.

— The RVSM instructions in Section 3, EUROPE apply also for Mid Atlantic RVSM airspace.
If approved, the W shall be removed from ATS FPL Item 10, and FPL Item 18 shall include: STS/category
2. DOMESTIC TRANSPONDER REQUIREMENTS

Legend: R = Mode A + C required. P = Arrangement possible if u/s. (?) = Not AIP-published.
— R, P: Cuba, Guatemala, Martinique and San Juan.
— R, P(?): Peru and Venezuela.
NOTE: Other countries: No AIP requirement.
3. TCAS
There are no en-route or airport procedures in the region requiring pre-flight serviceability of TCAS, except for
the Company requirement for AMS - BOG, AMS-SJO, SJO-LIR, LIR-AMS, SJO-CUR and SJO-AMS in Chapter
8.3.
4. HF RADIOS
HF is required for KLM operations to/from the region, except when via MNPS Special Routes (i.e. via
Greenland. See Section 7, NAT & NAM.)

Exceptions: FL195 in Belize, Costa Rica, Dominican Rep., El Salvador, Guatemala, Honduras, (former)
Netherlands Antilles, Nicaragua and Panama.
6. ROUTE RESTRICTIONS
The NAT OTS and active restricted airspace (including US Warning Areas, see Section 7, Chapter
Flightplanning - USA) in the San Juan and Piarco FIRs, may dictate level restrictions or rerouting.
7. DIFFERENCES COMPARED TO NAT OPERATIONS
7.1 General
In principle, Section 7, Chapter ’Flightplanning NAT’ applies also to Mid Atlantic operations.
Ensure that the domestic part of the FPL connects with the oceanic part at authorized entry/exit points.
7.2 Mid Atlantic Tracks

Within the New York Oceanic FIR, 1 or 2 Mid Atlantic tracks are available for traffic between Europe, the
Caribbean and Florida. These are published in the NAT Track message.
Differences compared to the OTS:
— It is permitted to flight plan an optimum flight path which crosses, joins or leaves the Mid Atlantic tracks at
optimum level, despite the published track levels.
— However, if the optimum flight path is parallel to a Mid Atlantic track, and lateral separation is less than 60
NM, then the best option should be selected between a route using that Mid Atlantic track, or a modified
optimum flight path remaining at least 60 NM or more from that track.
In both cases the Mid Atlantic tracks may be crossed, joined or left at optimum level.
08 OCT 2020 8.2. p.1

7.3 WATRS Plus Area

— Random planning is allowed in New York and San Juan OFIRs, but their boundaries have to be crossed
via a published REP, including those on the Bermuda TMA boundary. Radar is required in San Juan FIR.
In Miami Oceanic FIR, random planning is at ATC discretion only
— Peak periods (UTC) per traffic flow:
• 1200 - 1900: North to South.
• 1900 - 0000: NE to SW.
• 2100 - 0400: South to North.
• 2300 - 0500: SW to NE.
— Dispatch with a single Long Range Nav System is possible from a Mid Atlantic destination to a repair station
(e.g. EHAM) via WATRS Plus oceanic routes, followed by MNPS Special Routes.
If so, change ATS FPL Item 18 into STS/NONRNP10.
7.4 Via Land’s End

UK ATC indicated that flow restrictions over Land’s End ’LND’ could be in effect, due to traffic congestion in the
SOTA and BOTA. However, the following agreement has been made between KLM and Shanwick OAC on the
availability, in order of preference, of the route segment Land’s End - N45 W020 v.v.:
1. Flight plan route at optimum flight level.
2. Flight plan route at non-optimum flight level.
3. Non flight plan route at optimum flight level.
It should be noted, that the above does not exclude an occasional reroute via France, e.g. Quimper or Nantes.
7.5 Accounting for the NAT OTS

In case the MCT/MFT of a Mid Atlantic flight runs through or overhead the OTS during the validity period or the
(KLM) Transition period, the following applies:
— For flights along the main flow during the OTS validity period, select the most economic of the following
options:
• A random route below the OTS at the highest available level. Descent from and climb to optimum level,
to be planned 60 NM clear of the OTS.
• A random route at optimum level that circumnavigates the OTS by at least 60 NM.
• At an open level through the OTS or joining an outer track. Consider coordination with the appropriate
OACCs to ascertain if this option is available for this flight.
— Transition period, with ETO W30 60 min or less outside the validity period: Plan as if the OTS is active.
— Transition period, with ETO W30 between 60 - 120 min outside the validity period: Plan random as if the
OTS is not active. However, for the upcoming OTS, discuss the planned random route with the appropriate
OACCs, and any ATC advice shall be followed.
— For flights opposite the main flow during OTS validity period or ETO W030 is less than 60 min outside the
OTS validity period, select the most economic of the options above, and additionally:
• An opposite level at optimum level, only if available (see NAT Track Message);
In-flight experience shows that flights planned to cross below the OTS are frequently allowed to continue at
optimum level through the OTS. However, this does not apply to flights opposite to the main flow.
8. CUBA - OVERFLIGHTS
Overflights (v.v.) only authorized for AMS - PTY v.v., AMS - SJO and LIR-AMS , via international airways (i.e.
excluding J routes).
9. PUERTO RICO - SAN JUAN OFIR

USA FAA regulations apply: See Section 7 NAT & NAM and OM C2 (Regional ROM).
30 JAN 2020 8.2. p.2

10. TRINIDAD & TOBAGO - PIARCO FIR

Direct routes may be filed throughout the FIR.
11. RFF LEVEL AT FRANCOPHONE AIRPORTS

In addition to RFF Category, AIS of French Guiana (Cayenne SOCA) and the French Antilles (Point-à-Pitre
TFFR and Martinique TFFF) may use the term RFF (Protection) Level.
As applicable, the lowest of the two must be applied.

— Assessed area: As per Chapter 8.0 - Coverage. Assessed aircraft types: B777 & B787.
— ETOPS: Fuel planning as per OM A (BOM) 8.5, but additionally see next Chapter when to/from LIM.
— B777 & B787: Because of CAT B considerations, St. Maarten (TNCM) may not be used as ERA for fuel
planning, except when used as destination (A330 exposure at TNCM is considered sufficient).
— Havana - AMS via overhead Greenland: See next Chapter.
13. FUEL QUALITY

’No (recent) data available’ for.
— Ecuador: Manta (SEMT).
— Guayana: Georgetown (SYCJ).
— Panama: Balboa (MPPA).
— Peru: Chiclayo (SPHI), Iquitos (SPQT) and Pucallpa (SPCL).

Airport (OM C3) ICAO Considerations

Balboa MPPA Terrain; RNP AR APCH 18; N-1 TKOF.
Bogota SKBO Terrain; AD elevation 8360 ft; ILS only for 13 L & R; GA ILS, LOC & VOR 13L
>2.5%; RVFP; Circling >1000 ft; Charted RNAV Visual; N-1 TKOF.
Cali SKCL Terrain; GA RWY 20 >2.5%; RNP AR APCH 20; SID >3.3%.
Caracas SVMI Terrain; Non-standard approach procedures; Runway profile; N-1 TKOF.
Cartagena SKCG No ALS; GA RWY 19 >2.5%; Circling 1030 ft.
Cayenne SOCA Circling >1000 ft.
Gran Canaria GCLP See Section 10, Africa.
Havana MUHA Circling >1000 ft.
Higuey/Punta Cana MDPC No ALS RWY 27.
Lajes LPLA See Section 10, Africa.
Liberia MRLB Terrain; Wind shifts; Fog; N-1 TKOF; SID >3.3%; Volcanic activity
Lima SPJC Terrain E of AD; Special SID procedures (altitude restrictions).
Medellin/Rionegro SKRG Terrain; AD elevation 7025 ft; Circling >1000 ft.
Montego Bay MKJS Terrain; Short approach lighting; ’Dark hole approach’; N-1 TKOF; SID >3.3%.
Pucallpa SPCL Only VOR+DME approaches.
25 MAR 2021 8.2. p.3


Quito SEQM Unusual local weather conditions; Terrain; AD elevation 7910 ft; ILS GP 3.2°;
RNP AR APCH; Circling >1000 ft; GA 4%; N-1 TKOF.
Volcanic activity without continuous monitoring.
Sal GVAC See Section 10, Africa, chapter 10.2.
San Jose MROC Terrain; Wind shifts; Fog; MISAP >2.5%; N-1 TKOF; SID >3.3%; no RCLS;
Displaced threshold; Volcanic ash.
San Juan TJSJ ALS only for RWY 08; Charted Visual 08; TWY restriction; SID >3.3%.
St. Maarten TNCM Short runway; Landing RWY 28 KLM N/A; Visual DEP RWY 10; N-1 TKOF.
Tenerife South GCTS See Section 10, Africa, chapter 10.2.
25 MAR 2021 8.2. p.4

OM C1 - GENERAL ROM 8.3 Flightplanning - Destination Procedures
1. BOGOTA BOG & CARTAGENA CTG

Flightplanning-DestinationProcedures8.3
1.1 Volcanic Hazard

Because of active volcanoes in the vicinity, the following directives and guidelines apply in addition to OM A
(BOM) 8.1 - 6:
— Because of high MGAs in the area, apply FL200 as dividing level for Volcanic Alert Status 1 and 2.
— SATCOM must be serviceable upon dispatch AMS - BOG.
— In case of known volcanic activity, Dispatch shall provide status info in the OFP header and Aviobook.
— If planning to/from BOG or CTG is not possible in accordance with OM A (BOM) 8.1 - 6, the following
applies:
• Instead of a DP procedure, plan a Destination alternate North of Rionegro (SKRG) or for B777 only,
South of Quito (SEQM).
• Before departure, consultation to take place between crew, Dispatch, Chief Pilot-on-Duty, OMF and
BOG/KK.
• In-flight: At ETA -60, crew shall contact Dispatch for latest status info.
1.2 Stretch AMS - BOG

— TCAS and EGPWS must be serviceable upon dispatch AMS - BOG.
— BOG RWY 13 will be planned up to 5 kt tailwind.
— All RNP AR and RNAV Visual approaches may be planned and executed.
— Dispatch will use OM B FCOM 1 ’Performance Dispatch’ to calculate the Maximum Dispatch LAW.
The following input to be used: Arrival WX forecast, applicable MEL items and GA gradient 2.5%.
This Dispatch LAW, the forecast OAT, Wind and QNH shall be provided in the OFP header.
1.3 Stretch BOG - CTG

— Take-off is RTOW-restricted because of high AD elevation and mountainous terrain.
— BOG RWY 13 will be planned up to 5 kt tailwind.
— Plan a full rated Take-off.
— The preferred Destination alternate is PTY: Ensure selection of this alternate.
1.4 Stretch CTG - AMS

— Final ZFW: In view of the short stretch BOG - CTG, Dispatch shall monitor timely delivery of the Final ZFW
(V-105 min), in order to avoid departure delay.
2. BONAIRE BON
In absence of a GPU, avoid operation to BON with APU u/s.
3. CURACAO
MTOW limitations due to Runway Bearing Strength: B789: 247T, B781: 244T.
4. HAVANA HAV
4.1 Diversion into the USA and Canada

Actual diversion into the USA may cause immigration problems for Cuban passport holders, therefore:.
— Avoid planning of ETOPS ERAs in the USA (including San Juan, Puerto Rico), unless this would result in
Additional fuel uplift. Preferably use Nassau (MYNN), Bermuda (TXKF), or airports on the Azores, in
Canada, Mexico or in Central America.
— No Destination alternate to be planned in the USA (including San Juan).
25 MAR 2021 8.3. p.1

4.2 A330 Tankering Restrictions

Contrary to Chapter 3.2 - 16, the following applies:
OAT at ETA >20 °C: Max. Fuel remaining 22 Tonnes; OAT at ETA 11 - 20 °C: Max. Fuel Rem. 12 Tonnes.
NOTE: Observe margin on the MLAW of 2000 kg.
4.3 Low Level Contingency Fuel Planning

HAV - AMS via overhead Greenland: The decompression scenario of Chapter NAT & NAM 7.2 - 7.3 applies.
5. LIMA LIM
5.1 Continental Route Restrictions

NOTE: See also KLM Coastal routes 1 and 2, below.
Because of high terrain, in principle routing to be planned via Company routes.
Routes closed for B777 & B787, both ways: UM674 and UM795.
5.2 ETOPS Planning

In order to fulfill decompression scenarios over the Andes in combination with ETOPS planning the following
procedure should be applied: Flights to and from Peru with routing through Bogota FIR should nominate SPJC
and SPQT and either SKCL, SKBO or SKRG as 60-min adequate airport. In case SKCL, SKBO and SKRG are
not adequate make sure the EXP (southbound) or EEP (Northbound) is located north of 2°30'N.
In case Flights which have a routing east of Bogota FIR should nominate SPJC and SPCL or SPQT as 60-min
adequate airport. In case SPQT is not adequate make sure the EXP (southbound) or EEP (Northbound) is
located east of 75°30'W.
5.3 Southbound, Low Level Contingency Fuel

Because adequate ERAs are sparsely available east of the Andes (close to the above routes), in addition to
OM A (BOM) 8.5, the following checks are required to allow planning east of the Andes:
— Either Pucallpa (SPCL), Iquitos (SPQT) or Manaus (SBEG) must be adequate.
— In case Pucallpa is not adequate, a decompression fuel check shall be made by Dispatch for diversion to
Iquitos or to Manaus, at FL100 from the applicable DPs, see OM C2 (Regional ROM):
• UT228: For Iquitos, from DP 1 direct to ’TAP’ - V5.
For Manaus, from DP 1 direct to Pucallpa ’PUL’ - DCT SIGOB - DIGIN - UBLUN - Manaus.
• UL305: For Iquitos, from DP 2 direct to ’TAP’ - V5.
• UP776: For Iquitos, from DP 3 - T311.
• UM414: For Iquitos, from DP 4 (Tingo Maria NDB) - T216.
For Manaus, from DP 4 via V17 to Pucallpa ’PUL’ - DCT SIGOB - DIGIN - UBLUN - Manaus.
• UT313: For Iquitos, from DP 5 (LUVSO) - UT313 - COCOS - DCT FANES - V9.
For Manaus, from DP 5 direct ILNAM - Manaus.DIGIN
• UM527: For Iquitos, from DP 6 direct Pucallpa ’PUL’ - V9.
For Manaus, from DP 6 direct ILNAM - Manaus.
• UL306: For Iquitos, from DP 7 direct Pucallpa ’PUL’ - V9.
For Manaus, from DP 6 direct Manaus.
When the calculated diversion fuel is higher than the fuel remaining at the applicable DP, then uplift the
difference as Additional (OPN) fuel.
NOTE:
1. Re OM A (BOM) 8.1, in case a decompression fuel check is required, ensure that 15 min holding at 1500
ft over the selected ERA is taken into account.
2. In case Manaus would be required, consider effect of high amount of diversion fuel on payload.
03 DEC 2020 8.3. p.2

5.4 KLM Coastal routes

2 westerly routes are authorized to avoid volcanic hazard or other significant weather, and/or in case
(southbound) no adequate ERA is available east of the Andes, see previous subparagraph:
— Coastal 1: Barranquilla 'BAQ' - UG445/UA574 - Cartagena 'CTG' - UL335 - Taboga 'TBG' - UL780 -
Guayaquil 'GYV' - UL780 - Trujillo 'TRU' - UV1 - ATATU
— Coastal 2: Barranquilla 'BAQ' - UG445/UA574 - Cartagena 'CTG' - UP778 - Rionegro 'RNG'- Cali 'CLO' -
Quito 'QIT' - UP553 - Guayaquil 'GYV' - UL780 - Trujillo 'TRU' - UV1 - ATATU
NOTE: Coastal 2 may only be used when estimated time overhead ’QIT’ is between SR - SS.
5.5 Restrictions for Quito AD

SEQM may not be used for Destination alternate and/or (ETOPS) contingency planning.
5.6 SID Restrictions

— General
Only the following SIDs are KLM-authorized:
• RWY 15: Any ILROL SID, AMVEX SID via UM414 only, LIMA3F SID with ILROL or OPROS transition,
or LIMA3F with AMVEX transition via UM414 only. If unavailable, any northerly coastal SID towards
Trujillo 'TRU'.
• RWY 33: LIMA3G SID with ILROL or OPROS transition, or LIMA3G with AMVEX transition via UM414
only. If unavailable, any northerly coastal SID towards Trujillo 'TRU'.
5.7 N-1 Performance Check B777 - LIM, Northbound

— Introduction
High MFAs over the Andes require an N-1 performance check for Northbound flights.
— Conditions
• Max. En Route Weight at REP or DP as per Chapter Flightplanning - Destination Procedures.
• Engine A/I on.
Dispatch shall check that the expected En Route Weight (tonnes) at the applicable Decision Point
(see OM-C2) remains below for B777-200: 300 T; B777-300: 350 T.
In order to satisfy N-1 requirements, COMP D-MCLs have been determined for the applicable route
that the N-1 Net Level-off Pressure Altitude (see OM Part B) with the estimated En Route Weight is higher
than the OM C2 (Contingency) MFA for the applicable segment.
These MFAs shall be corrected for off-standard conditions: Use FPL system temperature info and find any
non-standard pressure from METAR of nearest airport.
31 DEC 2020 8.3. p.3

6. PANAMA PTY
— In order to avoid passenger security screening problems with USA, flights to/from PTY shall be routed
outside US domestic airspace, i.e. outside the New York, Jacksonville and Miami ARTCCs.
(No restriction for routing via the NY and Miami Oceanic FIRs.)
— RNP AR APCH PTY: RNAV (RNP) Y 03L, 03R and Z 21R may be planned and executed.
This includes the connecting RNAV (RNP) STARs.
— Destination Alternate Balboa:
• RNP AR APCHs RWY 18 and 36, title RNAV (RNP) 18 and Z36 respectively, may be planned and
executed.
• In order to reduce the risk of an actual diversion to Balboa, when MPPA is selected as Destination
alternate, the crew should consider 15 min of Extra (WXX) fuel when there is a TS forecast for PTY
higher than PROB 30/40 TEMPO between 1 HR before and after ETA.
If applicable, Dispatch shall insert in the OFP header: CONSIDER EXTRA FUEL, REF. OM C1 8.3 - 6.
It should be taken into account that TS activity around PTY is usually short-lived in nature.
7. PARAMARIBO PBM
There is a substantial chance of early morning fog at Paramaribo, Cayenne (SOCA) and Georgetown (SYCJ).
As applicable, Port of Spain (TTPP) could be considered for Destination alternate planning.
8. QUITO UIO & GUAYAQUIL GYE
8.1 Volcanic Hazard

Because of active volcanoes in the vicinity, the following directives and guidelines apply in addition to OM A
(BOM) 8.1 - 6:
— Because of high MGAs in the area, apply FL200 as dividing level for Volcanic Alert Status 1 and 2.
— SATCOM must be serviceable upon dispatch AMS - UIO.
— ATM-Dispatch shall provide status info in the OFP header and Aviobook (also if no Alert Status is
applicable).
— Quito CTL and APP have good contacts with various national volcanic hazard information sources.
ATC will use this to inform crews and to separate arriving/passing flights from the affected area(s).
Because of this, dispatch to Quito in IMC during Alert Status 1 or 2 is authorized.
— Volcano co-ordinates Ecuador: See Chapter Regional Background Info.
— In addition to communication with ATC and ATM-Dispatch, the following telephone numbers may be useful:
• Quito MET: 00593 2394 7255. Guayaquil MET: 00593 4292 5047.
• Quito Airport Emergency Operations Centre: 00593-2330.1534.
• Quito University Geophysical Institute: 00593-2222.5655/5627. Institute staff may not speak English.
If so, use the Spanish phrase: Llamando de KLM, status de volcanes, por favor.
Expect reply: Pichinca (not) OK, Reventador (not) OK, Tungurahua (not) OK.
— ATM-Dispatch to/from UIO with an Alert status 1 or 2 volcano within 60 NM is authorized H24 in IMC, under
the following additional conditions:
• Before departure, consultation required between crew and ATM-Dispatch.
• In-flight: At ETA -60, crew shall contact Dispatch for latest status info.
8.2 ETOPS Planning

In order to fulfill decompression scenarios over the Andes in combination with ETOPS planning the following
procedure should be applied: Flights to and from Ecuador should nominate SEGU or SEQM and either SKCL,
SKBO or SKRG as 60-min adequate airport. In case SKCL, SKBO and SKRG are not adequate make sure the
EXP (southbound) or EEP (Northbound) is located north of 2°30'N.
25 MAR 2021 8.3. p.4

8.3 Stretch AMS - UIO

— EGPWS must be serviceable upon dispatch AMS - UIO.
— In case of forecast TS activity around ETA, crews should consider planning of Extra (WXX) fuel.
— RNP AR APCH UIO: Only RNAV (RNP) 1Z 18, 1T 36 (CAT C only), 1W 36, 1X 36, 1Y 36 and 1Z 36 may
be planned and executed.
— Ref. OM C3 AOI (Preferential RWY 36), UIO RWY 36 will be planned up to 8 kt tailwind.
— Dispatch will use OM B FCOM 1 ’Performance Dispatch’ to calculate the Maximum Dispatch LAW. The
following input to be used: Arrival WX forecast, applicable MEL items and GA gradient 2.5%.
This Dispatch LAW, the forecast OAT, Wind and QNH shall be provided in the OFP header.
— Restricted Destination alternate selection: Iquitos (SPQT), and high AD elevation Bogota (SKBO) and
Medellin/Rionegro (SKRG) may not be planned UFN.
— In case of schedule irregularities, operation outside daylight period is SCD.
— In case of expected departure delay from AMS, Destination alternate planning preferably to be based on
Guayaquil (SEGU) via mandatory routing W21 - AROTO - G437 - SEGU. If SEGU not adequate, the
Destination alternate is to be selected in concert with OCC/LM.
If needed, e.g. because of volcanic hazard, an easterly route may be planned: TERAS - VUNBO - KUMET.
— In case there is an Alert Status 1 or 2 volcano within 120 NM from UIO:
Plan two Destination alternates, clear of (potential) ash plumes, including the routes to these alternates.
8.4 Southbound, Low Level Contingency Fuel

— Only when planning via Grid 6, see chart OM C2 (Regional ROM) 1.9, and Iquitos (SPQT) or Bogota
(SKBO) are not adequate, a decompression fuel check shall be made by Dispatch.
If so, the check shall be made from either PULTU or Puerto Leguizamo ’PLG’ at FL100 to either Cartagena
(SKCG), Barranquilla (SKBQ), Panama City (MPTO) or San Jose (MROC). When the calculated diversion
fuel is higher than the fuel remaining at the applicable DP, uplift the difference as Additional (OPN) fuel.
NOTE:
1. Re OM A (BOM) 8.1, in case a decompression fuel check is required, ensure that 15 min holding at
1500 ft over the selected ERA is taken into account.
2. In case an uplift would be required, consider effect of high amount of diversion fuel on payload.
— Only when planning via Grids 8 & 10, see chart OM C2 (Regional ROM) 1.9, either Iquitos (SPQT) or
Pucallpa (SPCL) must be adequate. If not, such routing is not possible.
8.5 Stretch UIO - GYE

— In case of schedule irregularities, operation outside daylight period is SCD.
— Take-off is RTOW-restricted because of high AD elevation and mountainous terrain.
NOTE: ETOPS planning is economically not feasible because of payload restrictions.
— RNAV SID RWY 36 1B: Because of performance limitations, SIDs MIDEX 2B, ORETA 2B, TEMOX 2B,
REBEK 2B and KETOM 2B shall not be planned/executed UFN.
— Plan a Packs-on Take-off.
— In case there is an Alert Status 1 or 2 volcano within 120 NM from GYE, it is not required to plan with two
destination alternates (for this reason). This because of the short flight, away from high terrain and any
possibly active volcanoes on the continent.
— UIO is not to be used as Take-off alternate or Destination alternate (H24).
— Take-off alternate: Either Guayaquil (SEGU) or Cali (SKCL) must be adequate.
— Mandatory routing UFN: W21 - AROTO - G437 - Guayaquil.
If needed, e.g. because of volcanic hazard, either an easterly route may be planned (TERAS - VUNBO -
EVRED) or a westerly route (PALAD - UL318 - Esmeraldas ’ESV’ - UW7 - Salinas ’SAV’ - W17).
— Restricted Destination alternates: UIO, Iquitos (SPQT), high AD elevation Bogota (SKBO) and Medellin/
Rionegro (SKRG) may not be planned.
Consider payload consequences when selecting Panama City (MPTO), Lima (SPJC) or Pisco (SPSO).
30 JAN 2020 8.3. p.5

8.6 Stretch AMS - GYE (optional)

— In case there is an Alert Status 1 or 2 volcano within 120 NM from GYE: Plan two Destination alternates,
clear of (potential) ash plumes, including the routes to these alternates.
— Restricted Destination alternates: Iquitos (SPQT), high elevation Quito (SEQM), Bogota (SKBO) and
Medellin/Rionegro (SKRG) may not be planned UFN.
— Primary ’Continental’ routes: As for AMS - UIO, before.
— As required, a westerly routing via Esmeraldas ’ESV’ or easterly via PULTU - VUNBO - EVRED may be
used.
— Routing via overhead Condorcocha (Quito) ’QIT’ between SS - SR is not authorized.
— Low Level Decompression fuel check: See subpara 8.4, before.
8.7 Stretch GYE - AMS

— Final ZFW: In view of the short stretch UIO - GYE, Dispatch shall monitor timely delivery of the Final ZFW
(V-105 min), in order to avoid departure delay.
— TKOF from RWY 21: The SID overhead Guayaquil ’GYV’ is not to be planned, as ATC normally will not
assign this SID because of inbound traffic.
— Routing via overhead Condorcocha (Quito) ’QIT’ between SS - SR is not authorized.
— Primary ’Continental’ routes:
• G437 - Esmeraldas 'ESV' - UN776 - Girardot 'GIR' (then see below),
or UG430 - Cartagena 'CTG' - UL305 - Barranquilla 'BAQ'.
• UL780 - Isla Taboga ’TBG’ (Panama).
• Alternatively, if needed, e.g. because of volcanic activity: UW6 - Manta ’MNV’ - UW7 - ’ESV’, etc.
— If via Girardot ’GIR’, then one of the following routes shall be selected:
• UL305 - Barranquilla ’BAQ’.
• DCT (Girardot 'GIR' - Bogota 'BOG') - UW1 - ENPUT - UG431 - Curacao 'PJG'.
• DCT (Girardot 'GIR' - LOBUL) - UP533 - Puerto Cabello 'PBL' (Maiquetia FIR).
— Alternatively, a SE-erly routing via EVRED - UM665 - VUNBO (Lima FIR) - UL305 - PULTU may be used.
N-1 Performance check: See subpara 8.8, below.
— Restricted Take-off alternates: Quito (SEQM), Iquitos (SPQT), and high AD elevation Bogota (SKBO) and
Medellin-Rionegro (SKRG) may not be planned UFN.
8.8 N-1 Performance Check B777 - UIO & GYE, Via EVRED
— Introduction
High MFAs over the Andes range require an N-1 performance check for SE-erly routing via EVRED.
charts, except that the white layer is not related to any airport elevation but to the 6000 ft contour line.
— Conditions
• Max. En Route Weight at REP or DP as per Chapter Flightplanning - Destination Procedures.
• Engine A/I on.
Dispatch shall check that the expected En Route Weight (tonnes) at EVRED (see OM-C2) remains below
for B777-200: 290 T; B777-300: 350 T.
03 DEC 2020 8.3. p.6

9. SAN JOSE SJO
9.1 Volcanic Hazard

San Jose ATC has good contacts with OVSICORI-UNA (Volcanic and Seismological Observatory Costa Rica).
ATC will use this to inform crews and to separate arriving/passing flights from the affected area(s). Additionally
ATC actively informs operators by email about the volcano status. Because of this, in line with OM-A (BOM)
8.1-6, dispatch to/from San Jose and Liberia in night/IMC within 60 NM radius of the volcanoes is authorized
H24 under the following conditions;
NOTE: The status of the volcanoes mentioned in OM C1 8.1 will never be less than status 3 except when there
is no activity reported for at least 3 months.
— Stretch AMS-SJO & SJO-LIR
• Plan 15 minutes Additional (OPN) fuel when alert status is 1,2 or 3.
• SATCOM must be serviceable upon dispatch.
• For volcano coordinates in Costa Rica and Nicaragua refer to OM C1 8.1 regional background
information.
• AMS-SJO only, contact moments;
activity.
• AMS-SJO only: Crew shall contact Coco TWR when within range for latest information about volcanic
activities.
— Stretch SJO-AMS & LIR-AMS
— Additional telephone numbers:
• ATC: 506 8714 9449 / 506 8704 4171 / 506 2442 2570 / 506 2442 2840.
• Meteo San Jose: 506 2222 5616.
• Volcanic and Seismologic Observatory Costa Rica: 506 2562 4001 / 506 2261 0611 / 506 2261 0781.
Institute staff may not speak English.
9.2 Stretch AMS - SJO

— TCAS, SATCOM and EGPWS must be serviceable upon dispatch.
— The preferred destination alternate is Panama (MPTO), if MPTO is not adequate a more distant alternate
shall be selected.
— In case of forecasted TS activity around ETA at SJO or destination alternate, crews should consider
planning of Extra (WXX) fuel.
— Do not plan CUARE STAR to avoid (potentially) active volcanoes.
— In principle plan BARRA STAR to avoid (potentially) active volcanoes.
— All circling approaches shall not be planned/executed.
25 MAR 2021 8.3. p.7

— CYRUS 2 RNAV (GNSS) 25 and Visual 25 CYRUS shall not be planned/executed.

— RNP (AR) W25 and E25 may be planned and executed.
— Dispatch will use OM-B FCOM 1 ’Performance Dispatch’ (or tables provided by OE) to calculate the
Maximum Dispatch LAW. The following must be used: Arrival WX forecast, applicable MEL items and the
applicable GA gradient. This Dispatch LAW, the forecast OAT, wind and QNH shall be provided in the OFP
header.
— Destination alternate Balboa:
• RNP AR APCHs RWY 18 and 36, title RNAV (RNP) 18 and Z36 respectively, may be planned and
executed.
9.3 Stretch SJO - LIR

— Mandatory destination alternate is Panama (MPTO), if MPTO is not adequate a more distant alternate shall
be selected. One of the following alternate routings to MPTO must be used. Select route that avoids ash
plumes when present. Select primary route when no ash plumes are present.
• Primary route (West): (GUARDI2 or CAPULI2 SAINO G439 ORRAL DCT PARRI UR773 COTOS).
• Secondary route (East): (GUARDI2 or CAPULI2 IMOLA DCT BLU UR505 SPP).
— In case of forecasted TS activity around ETA at LIR or destination alternate, crews should consider
planning of Extra (WXX) fuel.
— TEJAR, DOTAS, PARAI 3 and ATENAS 4 with LIO transition SID shall not be planned/executed.
— In principle plan NANJO 3L/4L or RAMON 4.
— SJO RWY 25 will be planned up to 15 kt tailwind.
— SJO and LIR not to be used as take-off alternate.
— Preferential take-off alternate MPTO.
9.4 Stretch LIR - AMS

— Mandatory route: GUARDI2 or CAPULI2 IMOLA DCT BLU to avoid volcanoes in Nicaragua.
Planning via MGA is prohibited.
9.5 Stretch SJO - CUR

— In principle plan ATENAS 4 SID to avoid (potentially) active volcanoes.
— SJO not to be used as take-off alternate.
— Economical tankering is not allowed
9.6 Stretch SJO - AMS

— In principle plan ATENAS 4 SID to avoid (potentially) active volcanoes.
— SJO not to be used as take-off alternate.
— Economical tankering is not allowed
08 OCT 2020 8.3. p.8

Because of limited take-off performance of RWY 07 due to nearby terrain, a take-off from RWY 25 for direct
flights to AMS must be planned. If the take-off performance calculation for RWY 25 forecasts an exceedance
in operational limits (namely tailwind), or if passengers must be left behind, an intermediate fuel stop is required
at CUR (TNCC). The procedure below must be followed if the forecast shows an potential exceedance of the
operational limits (tailwind), or payload loss is to be expected.
Procedure:
1. RWY 25 must be planned for a take-off at SJO to AMS. If passengers must be left behind when using RWY
25 or if operational limits requires the use of RWY 07 an intermediate fuel stop via CUR is required.
2. ATM-Dispatch provides on the OFP header the MTOW for RWY 25 with 15 kts tailwind and for RWY 07
based on 0 kts wind and wet RWY. Ensure MLAW at CUR will not be exceeded.
3. As soon as possible but latest STD -30, the flight crew initiates a conference call with ATM-Dispatch, OCC/
LM and OMF to discuss the course of action to be taken using the current WX conditions and the
performance limited take-off weight. Final fuel shall not be uplifted until decision for the SJO - AMS stretch
has been made.
4. ATM-Dispatch will file the applicable FPL SJO - AMS or SJO - CUR and provide the applicable OFP briefing
package.
10. ST. MAARTEN SXM - GENERAL
10.1 General
— A330 may use TNCM as ERA and A330 may use TNCM as Destination alternate in case of operation to
Pointe-à-Pitre or San Juan for an intermediate fuel stop, ex-SXM.
— B777/787: Because of CAT B considerations, TNCM shall not be planned as Destination alternate or ERA.
10.2 A330, AMS - SXM

A330 tankering restrictions contrary to chapter 3.2-16, the following applies: Maximum fuel remaining upon
landing at SXM, shall not exceed blockfuel for SXM-ANU. NOTE: Only valid for direct AMS - SXM - AMS flights.
10.3 A330, SXM - AMS

Due to limited performance of RWY 10, a take-off from RWY 28 for direct flights to AMS must be planned.
If forecast tailwind at SXM RWY 28 exceeds operational limits, or if payload must be left behind (passengers),
an intermediate fuel stop may be required.
First option: St. Johns (TAPA ANU), second option: Point-à-Pitre (TFFR PTP), third option: San Juan (TJSJ
SJU). In remote cases Bermuda (TXKF BDA) or Lajes (LPLA TER) must be considered.
ETOPS Critical Fuel may be higher than ECN tankering upon landing SXM, therefore it is mandatory to check
the performance limited take-off weight for a possible intermediate fuel stop.
Procedure
1. ATM-Dispatch files a normal FPL SXM - AMS with take-off RWY 28.
2. If the forecast tailwind for RWY 28 makes an intermediate fuel stop likely, ATM-Dispatch provides flight
crew in the OFP header with blockfuel for SXM - ANU (if not possible, SXM - PTP or SJU) with take-off
RWY 10.
3. Latest STD -30, the flight crew initiates a conference call with ATM-Dispatch, OCC/LM and OMF to discuss
the course of action to be taken.
Final fuel shall not be uplifted until decision for the SXM - AMS stretch has been made.
4. In case an intermediate fuel stop would be required, ATM-Dispatch will cancel the FPL SXM - AMS and
provide FPLs and OFPs for the stretches SXM - ANU (or PTP, SJU) and ANU (or PTP, SJU) - AMS.
25 MAR 2021 8.3. p.9

1. SW-BOUND VIA SANTA MARIA OFIR

EnRoute-General8.4
When via Shanwick and (domestic) Madrid UIR into Santa Maria Oceanic FIR, ensure that oceanic clearances
are received from both Shanwick and Santa Maria OACC’s.
2. WATRS PLUS AREA - 1 LRNS

— Planned with 1 Long Range Nav System
State Negative RNP 10 upon initial contact with ATC.
— In-flight failure leading to 1 LRNS operation
Approx. 150 NM before entry, request ATC to change FPL Item 18 into: STS/NONRNP10.
16 OCT 2014 Source: SPL/OC 8.4. p.1

OM C1 - GENERAL ROM 8.5 En Route - Destination Procedures
1. LOW LEVEL CONTINGENCY GUIDELINES

EnRoute-DestinationProcedures8.5
• Temperature ISA -10 (for MFA correction).
• Standard passenger oxygen configuration. (B777: Dispatch pressure as per OM B.).
• No wind.
— The OM C2 (Regional ROM) N-1 Guidelines are based on mentioned in Chapter 8.3, refer to:
Paragraph 5.7 ’N-1 Performance Check B777 - LIM, Northbound’.
Paragraph 8.8 ’N-1 Performance Check B777 - UIO & GYE, Via EVRED’.
03 DEC 2020 8.5. p.1

1. INTRODUCTION
Destn
i ato
i nAlternates8.6
Legend
M Non-standard alternate minima (details available via Dispatch, OCC/OV)
2. ARUBA, TNCA AUA (R)

Curacao C1 TNCC CUR 107 065
Bonaire C2 TNCB BON 102 104
Maiquetia SVMI CCS 123 211
Barranquilla SKBQ BAQ 251 296 ’Fuel & go’ only
San Juan TJSJ SJU 033 425 ’Fuel & go’ only: Valid US visa or visa waiver (ESTA) required
Port of Spain TTPP POS 103 523
Pointe-A TFFR PTP 065 544 F
Pitre
3. BOGOTA, SKBO BOG
Cali C1 SKCL CLO 243 151
Cartagena C2 SKCG CTG 347 355 B772 & B789 only.
Barranquilla C3 SKBQ BAQ 354 374 ’Fuel & go’ only
Panama City MPTO PTY 310 409
4. BONAIRE, TNCB BON

Aruba C2 TNCA AUA 282 104 R
San Juan TJSJ SJU 019 401 ’Fuel & go’ only: Valid US visa or visa waiver (ESTA) required
Pointe-A TFFR PTP 058 465 F
Pitre
03 DEC 2020 8.6. p.1

5. CARTAGENA, SKCG CTG
B772/B789 only ºT NM Remarks

Panama City C1 MPTO PTY 250 244
Balbao MPPA BLB 249 259 R
Bogota C2 SKBO BOG 167 355
San Jose MROC SJO 267 515 M
6. CURACAO, TNCC CUR

Bonaire C2 TNCB BON 094 040
San Juan TJSJ SJU 025 412 ’Fuel & go’ only: Valid US visa or visa waiver (ESTA)
required
Pointe-A Pitre TFFR PTP 060 498 F
7. GUAYAQUIL, SEGU GYE
B777 ºT NM Remarks
Chiclayo C1 SPHI CIX 179 278 F; No pax facilities
Lima SPJC LIM 164 614
Pisco SPSO PIO 163 728
8. HAVANA, MUHA HAV
A330 ºT NM Remarks
Varadero C1 MUVR VRA 087 054
Cancun MMUN CUN 246 275 M (see Chapter 7.5, Flightplanning - Mexico)
Higuey (Punta Cana) C3 MDPC PUJ 106 831
9. LIBERIA, MRLB LIR
B772/B789 only ºT NM Remarks

Balboa C2 MPPA BLB 106 367 R
Cartagena C3 SKCG CTG 091 594
Montego Bay MKJS MBJ 043 651 'Fuel & Go' only
03 DEC 2020 8.6. p.2

10. LIMA, SPJC LIM
B777 ºT NM Remarks
Pisco C2 SPSO PIO 153 116
Chiclayo SPHI CIX 333 353 F; No pax facilities
Guayaquil C1 SEGU GYE 344 614
11. PANAMA CITY, MPTO PTY
San Jose MROC SJO 281 291 M
Liberia MRLB LIR 285 377
Bogota SKBO BOG 130 408
Aruba TNCA AUA 069 589 R
Curacao TNCC CUR 072 642
12. PARAMARIBO (ZANDERY), SMJP PBM

Cayenne C1 SOCA CAY 103 173 F
Georgetown SYCJ GEO 289 194 F; ’Fuel & go’ only
Port of Spain C3 TTPP POS 310 478
Bridgetown TBPB BGI 331 523 F
13. POINTE-A-PITRE, TFFR PTP (F)
NOTE: This alternate selection may be required in case of an intermediate fuel stop, ex-SXM.
A330 ºT NM Remarks
St. Johns TAPA ANU 344 055
Martinique C2 TFFF FDF 163 106
St. Maarten C1 TNCM SXM 320 140
required
28 JAN 2021 8.6. p.3

14. PORT OF SPAIN, TTPP POS

Bridgetown TBPB BGI 036 185 F
Martinique TFFF FDF 005 241
Pointe-a-Pitre TFFR PTP 358 341 F
Bonaire TNCB BON 282 419
San Juan TJSJ SJU 330 545 'Fuel & go' only: Valid US visa or visa waiver (ESTA)
required
15. QUITO, SEQM UIO
B777 ºT NM Remarks
Guayaquil C1 SEGU GYE 215 147
Chiclayo SPHI CIX 191 407 F
Cartagena SKCG CTG 015 658 B772 & B789 only.
Lima SPJC LIM 173 718
16. SAN JOSE, MROC SJO
B772/789 only ºT NM Remarks

Liberia C1 MRLB LIR 294 367 B772 & B789 only.
Montego Bay MKJS MBJ 043 651 ’Fuel & go’ only.
17. SAN JUAN, TJSJ SJU
NOTE:
1. This alternate selection may be required in case of an intermediate fuel stop, ex-SXM.
2. ’Fuel & go’ only: Valid US visa or visa waiver (ESTA) required.
A330 ºT NM Remarks
Santo Domingo MDSD SDQ 269 209
Pointe-à-Pitre C2 TFFR PTP 117 288 F
25 MAR 2021 8.6. p.4

18. ST. JOHNS, TAPA ANU
NOTE: This alternate selection may be required in case of an intermediate fuel stop, ex-SXM.
A330 ºT NM Remarks
Pointe-à-Pitre C1 TFFR PTP 164 055
required.
19. ST. MAARTEN, TNCM SXM
A330 ºT NM Remarks
Pointe-à-Pitre C3 TFFR PTP 140 140 F
required
Bonaire TNCB BON 221 464
25 MAR 2021 8.6. p.5

k 9. SOUTH ATLANTIC & SOUTH AMERICA
Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.0. p.1

Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1. p.1
Flightplanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.1
RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.1
Mach Number Technique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.1
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.1
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.1
HF Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.1
Via NAT HL Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.1
West of the EUR-SAM Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.2
East of the EUR-SAM Corridor - AORRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.2
Destination GRU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.3
Destination GIG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.3
Destinations EZE - SCL v.v & AMS - ASCL v.v.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.4
N-1 Performance Check B777 & B787 - Andes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.4
Fuel Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.2. p.5
En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3. p.1
Outside the EUR-SAM Corridor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.3. p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4. p.1
Buenos Aires, SAEZ EZE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4. p.1
Fortaleza, SBFZ FOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4. p.1
Rio de Janeiro, SBGL GIG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4. p.1
Santiago, SCEL SCL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4. p.1
Sao Paulo, SBGR GRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4. p.2
25 FEB 2021 9.TOC. p.1


Coverage9.0
31 JAN 2014 Source: SPL/OL 9.0. p.1

OPEN
31 JAN 2014 9.1. p.1

OM C1 - GENERAL ROM 9.2 Flightplanning
1. RVSM
Flightplanning9.2
1.1 Introduction
Instructions given in Section 3 EUROPE apply also for South Atlantic & South American RVSM airspace.
1.2 Temporarily non-RVSM

— In case an aircraft is temporarily non-RVSM approved/capable for technical reasons, special ATC
permission may be obtained to enable operation to a repair facility via RVSM airspace.
A request for permission shall be made to the first ATC centre not later than 4 hours before flight.
If approved, the W shall be removed from ATS FPL Item 10, and FPL Item 18 shall include STS/category
— Additionally, Dispatch shall provide the following information by phone to all relevant ATC centres in the
EUR/SAM corridor: Identification, Aircraft type, Departure airport and ETD, Route, Position and Estimates
for the entry & exit points of each FIR concerned, Requested FL, Destination airport and ETA.
— Between 21 - 09Z such operation will not be accepted in the EUR-SAM Corridor.
— Relevant telephone numbers:
• Atlantico ACC: 005581 2129 8330/6, 005581 3343 6215.
• Dakar ACC: 00221 8692 305/7
• Sal ACC: 00238 241 1970
• Canaries ACC: 00349 2857 7060/4
2. MACH NUMBER TECHNIQUE

To facilitate application of MNT the desired Mach No. in the EUR-SAM Corridor shall be given in the ATS FPL.
3. TRANSPONDER
Argentina, Brazil and Chile: Mode A/C required. If u/s, arrangement possible with ATC.
4. TCAS
except when planning outside the EUR-SAM Corridor via Atlantico FIR Class G airspace, see next page.
5. HF RADIOS
HF is required for KLM operations to/from this region.

FL245 is the dividing level between Upper and Lower airspace.
7. VIA NAT HL AIRSPACE

A westerly routing via NAT High Level airspace (former MNPS airspace) could be more economical than via
France UIR, e.g. in case of favourable winds west of France and/or Portugal.
Relatively high ATC charges for Canaries UIR further influence such routing.
Route selection is to be based on MCT and MFT calculation (standard procedure).
The following options are available:
— Special Route T16 (see Section 7, NAT) and airways south of Porto Santo ’SNT’ (i.e. via Canaries UIR) v.v.
— Southbound only: West of Canaries UIR to UN741 (EUR-SAM Corridor), consisting of:
• Random, west of T16, to REPs on the Santa Maria/Sal boundary, and
• Direct routing, as required via REPs on the Sal/Dakar boundary, to REPs on UN741.
— Most westerly option in Sal and Dakar Oceanic UIRs: XIBOT - GOGSO.
— Semi-random operation west of the EUR-SAM Corridor. See next paragraph.
25 MAR 2021 9.2. p.1

8. WEST OF THE EUR-SAM CORRIDOR
8.1 General
Random planning north of and in Santa Maria FIR to/from boundary WPs with Sal or Piarco UIR allowed.
8.2 Crossing Sal Oceanic UIR

— From/to Santa Maria Oceanic FIR: To be planned via BAMUX, OBOMO, RUKAV, ULTEM, TEGOT,
ERNEK, VEPOP, XIBOT.
— To/from Dakar Oceanic UIR:
• ADS-C/CPDLC flights may be planned random, provided the crossing is filed as LAT/LONG WP.
• Non-ADS-C/CPDLC flights shall be planned via one of the boundary REPs.
8.3 Atlantico FIR - Class G authorization

Planning via this FIR, west of the Corridor, as required for the above options, is authorized under the condition
that TCAS must be serviceable v.v.
9. EAST OF THE EUR-SAM CORRIDOR - AORRA
9.1 General
— In principle, entry/exit of the Atlantic Ocean Random RNAV Area (AORRA) shall be planned via published
boundary REPs (so-called gates).
In absence of suitable boundary gates, LAT/LONG of AORRA boundary crossings shall be used.
Inside the AORRA, REPs to be planned at intervals of every 5° LONG, e.g. W015, W020, W025.
— Avoid DCT`s longer than 300nm.
— RNAV 10 (RNP 10) required.
— Published routes in the AORRA portion of the Atlantico FIR (e.g. UL206 and UL330) are to be disregarded,
unless effective via NOTAM, for temporary ATS contingency purposes.
9.2 Destinations EZE, GIG, GRU and FOR

Routing via the AORRA is not restricted by Brazilian Route NOTAMs. However, in order to limit their total
number, company routes only run between the following AORRA REPs, v.v.:.
— TAROT or DIKBA (Dakar Oceanic UIR) - KODOS - REGIS (Atlantico FIR) - UL206 - CALVO (Recife FIR).
— DIKBA (Dakar Oceanic UIR) or TINIS (Roberts FIR) - ASDOK - POLVO (Recife FIR).
— DIKBA or TINIS - ASDOK - GELAM (Atlantico FIR) - UZ47 - UBKAL (Recife FIR).
— DIKBA or TINIS - ASDOK - GELAM - UZ50 - TOSIV (Curitiba FIR).
9.3 Atlantico FIR - Class G authorization

Planning via the AORRA in Atlantico FIR, east of the Corridor is authorized under the condition that TCAS must
be serviceable v.v.
25 MAR 2021 9.2. p.2

10. DESTINATION GRU

— Arrivals
Thunderstorms can easily affect an already dense traffic situation at GRU, causing arrival delays.
Frequency and severity of thunderstorm activity depends on the time of the year.
With forecast thunderstorm activity BCMG or TEMPO/PROB 30/40 or worse at ETA +/- 2 hours, the
following applies in order to minimize the chance of diversions:
• April - November
— Check DAL-Meteo Desk and KNMI.
— Check previous flights in the Dispatch Logging System (DLS).
— If CONT 90 is selected by the FPL system, plan Additional (WXX) fuel up to CONT 99% (*).
— Advise crew to consider Rio de Janeiro (SBGL) as destination alternate.
— Advise crew to consider uplift of Extra fuel, based on the above information.
• December - March
— Consider to plan a route from the north for weather avoidance, e.g. UZ21. If selected and CONT 90
is selected by the FPL system, plan Additional (WXX) fuel up to CONT 99% (*).
— In case optimum routing is used (from the east) and CONT 90 is selected by the FPL system, plan
Additional (WXX) fuel up to CONT 99% (*).
— Plan Rio de Janeiro (SBGL) as destination alternate.
NOTE: (*) Only applicable if GRU is not classified as unpredictable. See OM-C1 9.4 Destination Alternates
GRU.
— SID restrictions
When R421 (MON-FRI: 17-21), R434 and R431 (both MON-FRI: 14-21) are active the following SIDs must
be planned:
• RWY 09L/R: IVRAG 3B SID or RNAV IVRAG 2B SID with VUMEV - UBRIR Transition.
• RWY 27L/R: RNAV SUMRA 4A or DETIP 2C SID UBRIR Transition.
11. DESTINATION GIG

— SID restrictions
• EVRAD 2B/2C SID not to be used. Performance requirements cannot be met. SID closed in Lido.

— Assessed area: As per Chapter 9.0 - Coverage. Assessed aircraft types: B777 & B787.
— ETOPS: Fuel planning as per OM A (BOM). Exception: EZE - SCL v.v., see below.
— ERAs: See OM C2 (Regional ROM) Coverage charts.
25 MAR 2021 9.2. p.3

13. DESTINATIONS EZE - SCL V.V. & AMS - SCL V.V.

— Because of the Andes high terrain, planning via company routes is mandatory.
— Routine dispatch will be based on 60-min Non-ETOPS. Applicable for EZE - SCL v.v. only.
— In view of the number of potentially adequate ERAs, no routine Contingency fuel check for N-1 and
decompression scenarios will be made by Dispatch.
— Tankering restrictions B777 & B787: Applicable as per Chapter 3.2 (Europe).
— Alternate planning minima.
For Chile the following alternate minima should be used;
—
Approach facilities configuration Ceiling Visibility/RVR

At least 1 operational nav facility CAT I, DH / MDH plus 400 ft Add 1500 m
NPA or APV providing a straight-in
approach
At least 2 operational nav facilities, CAT MDH / DH (highest of the Add 800 m to the higher minimum
I, NPA or APV providing a straight-in selected approach) + 200 ft of the 2 approaches used.
approach to different suitable runways
1 usable CAT II approach DH CAT I + 100 ft At least 1200 m
1 usable CAT III approach DH CAT I Visibility minima CAT I
Circling approach Circling approach minima Circling approach visibility minima
14. N-1 PERFORMANCE CHECK B777 & B787 - ANDES

— Introduction
High MFAs over the Andes range require an N-1 performance check.
— Conditions
• Max. En Route Weight at REP or DP as per Chapter Flightplanning.
• Engine A/I on.
— Weight Restrictions - General
Decision Point (see OM C2) remains below the following max. values.
— Weight Restrictions - Southbound
• UA306, DP 1 - B777-200: 270 T; B777-300: 340 T; B787: 250T.
• UM529, DP 2 - B777-200: 245 T; B777-300: 310 T; B787: 235T.
• UL416, DP 3 - B777-200: 270 T; B777-300: 335 T; B787: 230T.
• UB684, ANKON - B777-200: 295 T; B777-300: 345 T; B787: 255T.
• UM799, REPEV - B777-200: 300 T; B777-300: 340 T; B787: 240 T
• UL322, ESOKA - B777-200: 255 T; B777-300: 310 T; B787: 210 T
• UL322, MUMUK - B777-200: 250T; B777-300: 305T; B787: 205T
• UL322, EGIKA - B777-200: 245T; B777-300: 300T; B787: 200T
25 FEB 2021 9.2. p.4

— Weight Restrictions - Northbound

• UM424, ALBAL - B777-200: 255 T; B777-300: 315 T; B787: 240T.
• UN527, DP 4 - B777-200: 290 T; B777-300: 345 T; B787: 255T.
• UB684, ANKON - B777-200: 295 T; B777-300: 345 T; B787: 255T.
• UL416, DP 3 - B777-200: 270 T; B777-300: 335 T; B787: 230T.
• UQ814, DP 5 - B777-200: 290 T; B777-300: 345 T; B787: 255T.
— Drift Down Minimum Cruising level (D-MCL)
In order to satisfy N-1 requirements, COMP D-MCL’s have been determined for the applicable route
that the N-1 Net level-off Pressure Altitude (see OM B) with the estimated En Route Weight is higher than
the applicable OM C2 (Contingency) MTCA.
These MFAs shall be corrected for non-standard conditions: Use temperature info from the FPL system
and find any non-standard pressure from METAR of nearest airport.

— Circling >1000 ft = Circling minimum higher than 1000 ft HAA.

Antofagasta SCFA Terrain; RNAV and VOR RWY 19 AA 3.5°; RWY 01/19 no ALS; SID >3.3%.
Campinas SBKP No ALS RWY 33; GA >2.5%; SID >3.3%.
Concepcion SCIE SID >3.3%.
Curitiba SBCT Combination of AD elevation 3000 ft and runway length 2215 m.
Mendoza SAME Terrain west of AD; N-1 TKOF.
Rio de Janeiro SBGL Terrain; Complex procedures; ILS GP intercept from above; GA >2.5%; Circling
>1000 ft; N-1 TKOF; SID >3.3%.
Rosario SAAR Terrain; LOC offset 2°.
Santiago SCEL Terrain; Visual RWY 17L/R (Cat D: HJ only); N-1 TKOF; SID >3.3%.
Sao Paulo SBGR Below-standard ATC; Complex procedures; GA >2.5%; N-1 TKOF; SID >3.3%.
NOTE: Gran Canaria, Lajes, Sal and Tenerife South in Section 10, Africa, chapter 10.2.
16. FUEL QUALITY

’No recent data available’ for:
— Argentina: Cordoba (SACO), Mendoza (SAME) and Rosario (SAAR).
— Chile: Antofagasta (SCFA) and Concepcion (SCIE).
— Paraguay: Luque (SGAS).
03 DEC 2020 9.2. p.5

1. OUTSIDE THE EUR - SAM CORRIDOR

EnRoute9.3
— In case of air-ground voice or data link communication problems, it is recommended to apply a limited
vertical offset from the assigned level, in order to ensure vertical separation.
— In case of deficiencies in ATS intercentre communications, ATS may have difficulties in providing control
or traffic information. E.g. FPL data may not be available.
— In case ADS-C/CPDLC is not available, this implies:
• Outside radar coverage: Difficulties for ATS to plot and project tracks of random traffic.
• Outside VHF range: Use of HF radio operators, i.e. no direct pilot - controller contact.
NOTE: In order to avoid negative consequences of these conditions, do not hesitate to advance the request
for FIR entry clearance, especially south of Santa Maria and Sal FIRs.
— In case the (current) FPL does not route via published boundary REPs, Oceanic ACCs/FICs may request
crossing position and ETA of their common FIR boundary.
Additionally, if not via REPs on published crossing routes, Oceanic ACC’s/FICs may request crossing
position and ETA for the route to be crossed.
— AORRA, east of the EUR - SAM Corridor: Published routes are only effective when promulgated via
NOTAM as Contingency routes.
03 DEC 2020 9.3. p.1

1. INTRODUCTION
Destn
i ato
i nAlternates9.4
Legend
2. BUENOS AIRES, SAEZ EZE
Montevideo C1 SUMU MVD 091 124 Morning fog (MAY - SEP, winter southern hemisphere)
Rosario SAAR ROS 315 161 R; ’Fuel & go’ only
Cordoba C2 SACO COR 305 355
Mendoza SAME MDZ 283 526
Luque (Asuncion) C3 SGAS ASU 006 577 Not adequate for B787 due to low PCN
3. FORTALEZA, SBFZ FOR
A330 ºT NM Remarks
Recife C1 SBRF REC 140 339
Salvador C2 SBSV SSA 179 550
Belem C3 SBBE BEL 283 615
4. RIO DE JANEIRO, SBGL GIG
Sao Paulo C1 SBGR GRU 258 182
Belo Horizonte C3 SBCF CNF 348 195
Campinas C2 SBKP VCP 266 215
Brasilia SBBR BSB 328 495
5. SANTIAGO, SCEL SCL
Mendoza C1 SAME MDZ 071 106
Concepcion SCIE CCP 209 232 Non-standard alternate: See Chapter 9.2-14; F
Cordoba SACO COR 070 357
Buenos Aires C2 SAEZ EZE 098 616 Morning fog (MAY - SEP, winter southern hemisphere)
31 DEC 2020 9.4. p.1

6. SAO PAULO, SBGR GRU
Campinas C2 SBKP VCP 305 045
Rio de Janeiro C1 SBGL GIG 078 182 Morning fog (MAY - SEP, winter southern hemisphere)
Curitiba SBCT CWB 230 194 F
Belo Horizonte C3 SBCF CNF 031 268
Brasilia C4 SBBR BSB 350 462
31 DEC 2020 9.4. p.2

k 10. AFRICA
Coverage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.0. p.1

Regional Background Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1. p.1
Terrain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1. p.1
Weather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1. p.1
Route Orientation and FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1. p.1
Aeronautical Infrastructure - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1. p.1
Air Traffic Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1. p.1
Aeronautical Information Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1. p.2
Unreliable Power Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.1. p.2
Flightplanning - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
RVSM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
TCAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
HF Radios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
Upper & Lower Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
Class F & G Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
AFTN Deficiencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
Fuel Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.1
Low Level Contingency Fuel Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.2
Category B Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. p.2
Flightplanning - Country & Destination Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3. p.1
Egypt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3. p.1
Mali . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3. p.1
Somalia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3. p.1
Tanzania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3. p.1
Tankering Restrictions B777 & B787 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3. p.1
Tankering Restrictions A330 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3. p.2
En Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4. p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4. p.1
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4. p.1
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4. p.1
TMA & Aerodrome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4. p.2
Crew Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4. p.3
VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5. p.1
VHF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5. p.1
HF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5. p.1
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Destination Alternates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.1
Accra, DGAA ACC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.1
Cape Town, FACT CPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.1
Dar es Salaam, HTDA DAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.2
Entebbe, HUEN EBB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.2
Johannesburg, FAOR JNB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.2
Kigali, HRYR KGL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.2
Kilimanjaro, HTKJ JRO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.2
Lagos, DNMM LOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.3
Luanda, FNLU LAD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.3
Nairobi, HKJK NBO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.3
Windhoek, FYWH WDH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.3
Zanzibar, HTZA ZNZ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.6. p.3
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Coverage10.0
Country UIR / FIR Country UIR / FIR Country UIR / FIR

1 Morocco Casablanca 18 Ghana 36 Somalia Mogadishu
2 Canary Islands 19 Togo Accra 37 Rwanda 2) Kigali
Canaries
3 Western Sahara 20 Benin 38 Burundi 2) Bujumbura
4 Algeria Alger 21 Niger 39 Tanzania Dar es Salaam
5 Tunisia Tunis 22 Chad N’djamena 40 Seychelles Seychelles
6 Libya Tripoli 24 Central African Rep. (ASECNA) 41 D. Rep. of Congo Kinshasa
7 Cape Verde Sal 3) 25 Cameroon 42 Angola Luanda
8 Mauritania 22 Chad 43 Zambia Lusaka
9 Mali 24 Central African Rep. 44 Zimbabwe Harare
Dakar, incl.
10 Senegal Abidjan Sub 25 Cameroon Brazzaville 45 Malawi Lilongwe
11 Gambia UIR/FIR 26 Equatorial Guinea (ASECNA) 46 Mozambique Beira
(ASECNA)
12 Guinea Bissau 27 Gabon 47 Namibia Windhoek
16 Ivory Coast 28 Congo - Brazzaville 48 Botswana Gaborone
13 Guinea 29 Egypt Cairo Johannesburg
49 Republic of
14 Sierra Leone Roberts 30 Sudan Khartoum Cape Town
South Africa
15 Liberia 31 Eritrea Asmara Jo’burg Oceanic
9 Mali 32 Djibouti Addis 50 Swaziland Johannesburg
Niamey Ababa
17 Burkina Faso 33 Ethiopia 51 Madagascar Antananarivo
(ASECNA)
21 Niger 34 Uganda Entebbe (ASECNA)
23 Nigeria Kano 35 Kenya Nairobi 52 Mauritius Mauritius
NOTE:
1. ASECNA = Agence pour la Sécurité de la Navigation Aérienne en Afrique.
2. Rwanda and Burundi above FL245: Dar es Salaam UIR.
3. Sal and Dakar Oceanic UIRs/FIRs, although part of the ICAO AFI region, are covered in Section 9.
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1. TERRAIN
Most prominent mountain ranges and tops:
2. WEATHER
Weather is strongly influenced by the Inter Tropical Front (ITF) in the Inter Tropical Convergency Zone (ITCZ).
Most northerly ITF position over land is approx. N 20º in August, and the most southerly position in West Africa
is N 10º - N 5º in February. Over East and Southern Africa, the ITF’s most southerly position is S 10º - S 20º.
The ITF is associated with heavy CB activity and, at West African coastal aerodromes in winter (with northerly
winds), reduced VIS caused by Sahara dust.
3. ROUTE ORIENTATION AND FL

Most routes used by European operators run north - south, and these often converge at a narrow angle.
Consequently, the semi-circular cruising level system, more efficient in an east-west system, may cause level
changes in relation to (minor) course changes. However, in some cases authorities prescribed fixed levels on
certain routes, regardless of ATS route tracks.
Note that aircraft on almost opposite tracks (e.g. 190 and 350º) could be on the same level.
4. AERONAUTICAL INFRASTRUCTURE - GENERAL

Some countries have difficulties in maintaining their (aeronautical) infrastructure at an acceptable level.
In some countries there is no direct link between the governmental body receiving the overfly & landing charges
and Civil Aviation Authorities and MET services.
The following paragraphs provide details on deficiencies in the aeronautical infrastructure.
5. AIR TRAFFIC SERVICES
5.1 Air-Ground Communications

Potential problems:
— Traffic is handled on a single frequency, causing congestion.
— FPL and flight progress messages may not be available at ACCs/FICs, and ATS/Direct Speech circuits
may be u/s or not installed, requiring more communication by ATS and crews on air-ground frequencies.
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— Air-ground communication is still partly via HF (with associated degraded propagation).

— In case AFTN and/or ATS/Direct Speech circuits are u/s, ACCs/FICs may use air-ground HF frequencies
for intercentre communication purposes, in doing so, further increasing congestion.
— The native language of controllers and HF communicators is often not English.
— Communications between other aircraft and ACCs/FICs may be made in other languages than English.
(This is of course not a regional issue.)
— Use of non-standard phraseology.
— Published HF night-time frequencies are not always used, causing distant stations to be heard at night.
— Contact with ATS is sometimes not possible at all.
5.2 Intercentre Communications

— Ground-ground ATS Intercentre communications may be (temporarily) lacking. This concerns the ATN
(Aeronautical Telecommunications Network) for the transmission of NOTAMs, weather information and
FPL details, and ATS/Direct Speech circuits for intercentre voice communications.
— Within and between some FIRs, AFTN deficiencies have been solved by using satellite communication
links and/or the commercially operated SITA network, as well as the public telephone network.
— However, besides the technical difficulties, constitutional issues may continue to cause delay in
establishing properly functioning communications, especially between adjacent States.
5.3 Class F & G Airspace

Except in TMAs and UTAs, on certain ATS routes only Advisory service (Class F) or FIS (Class G) is provided.
Some countries no longer use an ATS route designator suffix as a means of identifying the airspace
classification: Advisory route designators should have suffix 'D', and FIS routes should have suffix 'F'.
As an ICAO regional procedure, IFR flights must use Advisory services when operating in Class F airspace.
The service is based on 20 or 10 minutes longitudinal separation. If crews wish not to comply with advisory
messages, they shall inform the FIC.
FIC controllers may not always use phraseology appropriate to the procedures for Advisory service: Advisories
or suggestions may be phrased as clearances.
6. AERONAUTICAL INFORMATION SERVICES

Problem areas: Lack of management attention, resulting in lack of trained staff, lack of financial resources and/
or an inadequately functioning AFTN for the distribution of NOTAMs.
Consequences: AIP updates and/or NOTAMs do not reach European FIOs/NOTAM offices and/or KLM.
(AFTN deficiencies between Europe and Africa also affect the availability of TAFs and FPL info.)
7. UNRELIABLE POWER SUPPLY

Navaids and airport lighting are liable to sudden malfunction, without NOTAM or information via ATC.
These failures are often caused by unreliable electrical power supply.
Especially during periods of rainfall power surges or total failures occur in the local municipal supply system,
being the primary power source for navaids and airport lighting.
As the back-up power supply at airports may not have a functioning automatic start-up facility, a ’mains’ power
failure would require a manual start-up of the back-up power supply by airport technical staff.
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k 10. AFRICA
1. RVSM
The RVSM instructions in EUR Chapter 3 apply also for Africa.

Additionally, in case an aircraft is temporarily non-RVSM approved/capable for technical reasons, and the flight
cannot be planned outside the RVSM level band, special ATC permission may be obtained to enable operation
to a repair facility via RVSM airspace. Such a request shall be made to the first ATC centre not later than 4
hours before flight. The first ATC centre will coordinate with subsequent centres.
If approved, FPL Item 18 shall include STS/category of operation (e.g. ferry)/APVD NON-RVSM.
2. TRANSPONDER
Legend: R = Mode A + C required. P = Arrangement with ATC possible if u/s.
Algeria - Alger FIR R (except in Class G airspace); P
Botswana - Gaborone FIR R; P
Egypt - Cairo FIR R; P
Ethiopia - Addis FIR R; ?
Ghana - Accra FIR R; P
Kenya - Nairobi FIR Above FL140 within controlled and advisory airspace: R; P
Morocco - Casablanca FIR R; P
Nigeria - Kano FIR R; P
RSA - Johannesburg & Cape Town FIRs Within controlled and advisory airspace: R; P
Rwanda - Kigali TMA R; P
Spain - Canaries FIR/UIR Mode A: R; P
Tanzania - Dar es Salaam FIR R; P
Tunisia - Tunis FIR Class A and D airspace: R; P
Zimbabwe - Harare FIR Class C airspace: Mode A: R; P
NOTE: No requirement for other countries.
3. TCAS
There is no TCAS serviceability requirement upon dispatch, but see under Egypt (see next Chapter) when u/s.
4. HF RADIOS
HF is required, except for destinations on the North African coast, in Morocco and on the Canary Islands.

Exceptions: Uganda FL145, and Egypt FL200.
6. CLASS F & G AIRSPACE

Ref. OM A (BOM) 8.1-2, CPs authorized planning via Class F & G airspace. Observe Chapter 10.1 and 10.4.
7. AFTN DEFICIENCIES
Weather forecasts and NOTAMs, although produced by MET and AIS offices at African aerodromes, may not
be available in Europe and v.v. because of AFTN deficiencies between the two regions.
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8. FUEL QUALITY
No uplift allowed for the following aerodrome:
— Algeria: Oran (DAOO).
— Nigeria: Kano (DNKN).
’No (recent) data’ for the following aerodromes:
— Algeria: Ghardaia (DAUG), In Salah (DAUI) and Tamenghasset (DAAT).
— Sudan: Port Sudan (HSPN).
Uplift only after consult with SPL/SA:
— Sudan: Port Sudan (HSPN).

— Assessed area: As per Chapter 10.0 - Coverage. Assessed aircraft types: All, except B737.
— ETOPS: LL Contingency fuel planning as per OM A (BOM) 8.5.
— ERAs: See OM-C2 (Regional ROM) Coverage charts for the applicable aircraft type.
— In view of the terrain and the number of potentially adequate airports, no routine N-1 and decompression
fuel checks will be made by ATM-Dispatch for operations within the assessed area.

— Legend for Considerations (see Table)
• Terrain = Critically high terrain (selected ADs only).
• GA >2.5% = MISAP climb gradient higher than 2.5%.
• Circling >1000 ft = Circling minimum higher than 1000 ft HAA.
NOTE: ADs for which the only consideration is ’Circling >1000 ft’ are published separately below.
• N-1 TKOF = Non-standard N-1 Take-off procedure (selected ADs only).
• SID >3.3% = SID climb gradient higher than 3.3%.
— Cat B ADs with only consideration Circling >1000 ft
Alger (DAAG), Antananarivo (FMMI), Brazzaville (FCBB), Dar es Salaam (HTDA), Kano (DNKN),
Mombasa (HKMO), Porto Santo (LPPS), Port Sudan (HSPN) and Sal (GVAC).

Abuja DNAA Circling >1000ft, GA>2.5%
Agadir GMAD No ALS RWY 09.
Addis Ababa HAAB Terrain; AD elevation 7656 ft; Circling >1000 ft.
Alexandria HEBA SID >3.3%.
Cape Town FACT N-1 TKOF; SID >3.3%.
Conakry GUCY Published circling.
Djibouti HDAM ILS RWY 27 GP 2.5°; VOR RWY 09 AA 3.67°; SID RWY 27 >3.3%; No ALS
RWY 09.
Durban FALE Circling >1000ft, GA >2.5%.
Gran Canaria GCLP Terrain; Side step procedures; Circling >1000 ft.
Hurghada HEGN Terrain SW of AD; Circling >1000 ft; SID >3.3%.
Johannesburg FAOR AD elevation 5558 ft; Parallel approaches; ILS CAT 2 03L/R GA >2.5%;
Circling >1000 ft; SID >3.3%.
Khartoum HSSS SID >3.3%.
Kigali HRYR Terrain; AD elevation 4895 ft; No ALS RWY 10; Circling >1000 ft.
Kilimanjaro HTKJ Terrain; Circling >1000 ft.
Lajes LPLA SID >3.3%.
25 MAR 2021 10.2. p.2

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Luxor HELX Terrain; VOR+DME RWY 02 offset 10°; Circling >1000 ft; SID >3.3%.
Maputo FQMA SID > 3,3%.
Marrakesh GMMX SID > 3,3%.
Mauritius FIMP GP/AA 3.5-3.8%; N-1 TKOF; SID >3.3%.
Nairobi HKJK AD elevation 5330 ft.
Nouakchott GQNO No ALS RWY 16, 24.
Oran DAOO Terrain; Circling >1000 ft; RWY 25 SID >3.3%.
Reunion FMEE Circling >1000ft; published Circling; SID >3.3%; volcano <60NM.
Seychelles FSIA Circling >1000ft; Terrain; N-1 TKOF; SID >3.3%; wind shear on final; RWY 13
not authorized for KLM.
Tamenghasset DAAT AD elevation 4518 ft; ILS GP 3.3°; Circling >1000 ft.
Tenerife South GCTS Terrain; Windshear (approach); ILS GA >2.5%; Circling >1000 ft; SID >3.3%.
Tunis DTTA Terrain W & S of AD; Charted Visual; Circling >1000 ft; SID >3.3%.
Windhoek FYWH AD elevation 5640 ft.
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1. EGYPT
Flightplanning-Country&DestinationProcedures10.3
— TCAS u/s
Dispatch with TCAS u/s is authorized for a period not exceeding 10 days. However, this exemption is only
valid until the first time the aircraft returns to its maintenance base.
When operating under this exemption, FPL Item 18 shall mention: RMK/TCAS II EQUIPPED, BUT U/S.
— Southbound via Sinai
For destinations in the Gulf area, routing is authorized via PASOS (Cairo FIR entry) - L550 - KARIK -
B411 - ULINA (Amman FIR entry) - DEESA (Jeddah FIR entry). See also Middle East Chapter 4.3.
2. MALI
ETOPS planning overhead Mali airspace.
Due to the military conflict in Mali, the airspace is prohibited below FL320 by international forces controlling the
area. ETOPS ERA selection is limited to avoid planned penetration of the prohibited area below FL100.
— Aerodrome selection North of Mali:
Select LEMG, DAAG, DAOO, DAUI, DAUG or DTTJ (Do not use any other aerodromes in Algeria)
— Aerodrome selection South of Mali:
Select FTTJ, DNKN or DNAA.
NOTE: For flights to/from DGAA and DNMM the EEP/EXP may be based on the 60 minutes circle of DRRN or
DFFD.
When the above planning cannot be complied with for weather or any other reason, select the route
circumnavigating the Mali area via UY212 from EREBO to DAMNA or vice versa and normal ETOPS planning
may be applied, using DNAA, DGAA or DNMM as ETOPS ERA.
For Non-ETOPS flights, returning to SPL only, consultation with SPL/OL and SPL/AV is required.
3. SOMALIA
Because of the current political situation, do not use any airport in the country for planning purposes or actual
diversion, not even in case of emergency.
4. TANZANIA
4.1 KILIMANJARO JRO - B787

Due to PCN, MTOW is limited to:
— B787-9: 205T.
— B787-10: 203T.
4.2 DAR ES SALAAM DAR - B787

Due to PCN, MTOW is limited to:
— B787-9: 244T.
— B787-10: 241T.
5. TANKERING RESTRICTIONS B777 & B787

Applicable as per Chapter 3.2 (Europe).
25 MAR 2021 10.3. p.1

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6. TANKERING RESTRICTIONS A330

Applicable as per Chapter 3.2 (Europe), with the following exceptions/additions:
Max. Fuel
Stretch Conditions/Restrictions
Rem. (T)
AMS - LAD Ground stop >5 HRS 45
Ground stop 2 - 5 HRS 36
Ground stop <2 HRS 20
AMS - LOS OAT at ETA >20 °C 22
OAT at ETA 11 - 20 °C 12
AMS - KGL - 12
AMS - FNA - 16
WDH - LAD - 36
NOTE: Observe margin on the MLAW of 2000 Kg.
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k 10. AFRICA
1. INTRODUCTION
EnRoute10.4
The background information in Chapter 10.1 and this Chapter concentrate on the possible negative effects of
ATS infrastructure deficiencies in the region. This information aims at enhancing crew awareness
Such awareness has proven to be beneficial to safety and efficiency: The number of serious incidents is
comparatively low.
2. COMMUNICATIONS
2.1 ACC/FIC Intercentre COM Deficiencies

— The last position report before crossing a FIR boundary shall also be made to the accepting ACC/FIC.
This regional ICAO procedure applies to counteract AFTN and/or ATS/DS deficiencies between FIRs.
Expect in return requests for all ETOs, ATD, ETA destination, etc., due to these deficiencies.
— Additionally, OM C2 (Regional ROM) may give minimum lead times for FIR pre-entry calls, as per AIP.
In case both requirements would result in minor differences, apply them on a ’whichever is earlier’ basis.
— Do not hesitate to advance the FIR pre-entry call, to allow time for SATCOM calls to be made in case
contact can not be established via (V)HF.
2.2 IATA IFBP

To assist in early detection of potential traffic conflicts, the IFBP applies as per OM C2 (Regional ROM).
However, non-IATA carriers and local operators may not be aware of the procedure, use other languages than
English, or use 126.900 for non-safety related messages.
IATA requests to report any operator that is not adhering to the IFBP.
3. NAVIGATION
3.1 Longitudinal Separation En Route

Normally 10 min., except 15 min in Dem. Rep. of Congo (Kinshasa UIR/FIR) and Sudan and South Sudan
(Khartoum UIR/FIR).
3.2 RNAV vs. Conventional Navigation

Except for published RNAV routes, the region is a conventional (VOR and NDB) navigation environment.
States are not obliged to maintain an RNAV navaid ground infrastructure in a conventional navigation
environment, while for navigation along RNAV routes they may rely on GNSS/GPS usage by operators.
Routine monitoring of FMS position accuracy should be sharpened, especially when in ’IRS-only' mode.
3.3 Optimum Cruising Levels

— Awareness of traffic and of the conditions which allow lower separation minima could help in acquiring a
more economical level. E.g. a request for climb earlier than optimum, made in a VHF communications and
DME or radar environment, could prevent prolonged off-optimum operation further along the route.
— In Class F, Advisory airspace, ATS endeavours to apply 20 or 10 minutes longitudinal separation: This
could restrict climbs to optimum levels.
3.4 Lateral Offset Operation

SLOP (Strategic Lateral Off-set Procedure) is authorized in UIRs/FIRs as per OM C2 (Regional ROM).
Additionally, it is a Company recommendation to apply a lateral offset en-route, but particularly during en-route
climb and descent. (In Class F or G airspace, ATC clearance for offset is not required.)
When in an 'IRS-only' environment, the effect of a lateral off-set operation should not be overestimated in view
of the navigation accuracy obtained.
3.5 Direct Routes

— Outside VHF (and radar) coverage and without ADS/CPDLC, the ATS infrastructure may be unable to
support traffic on direct routes, even in controlled airspace.
30 JAN 2020 10.4. p.1

k 10. AFRICA
Reason: The use of HF radio operators may result in less effective communications. Consequently, ATS
may have difficulties in projecting tracks of traffic on direct routes and calculating expected crossing times
with other (known!) traffic.
— Deficiencies (temporary or not) in ATS intercentre and/or air - ground communications further influence
ATC/FIC capabilities to provide traffic separation and/or traffic information.
— In general, off-route operations should be avoided for these reasons: The economic gain may be
outweighed by the decreased level of safety.
— In uncontrolled airspace, ATS cannot reject a request for a direct route (because such a request is not
required in the first place). Local operators may operate on direct routes.
3.6 HAJJ Pilgrimage

Seasonal Hajj traffic operates mainly between West Africa and Jeddah FIR v.v. concentrated mainly in the
daylight hours. The following Flight Information Regions (FIRs) and Upper Flight Information Regions (UIRs)
are concerned: ALGIERS, ACCRA, BRAZZAVILLE, DAKAR, JEDDAH, KANO, KHARTOUM, N’DJAMENA,
NIAMEY, ROBERTS and TRIPOLI. Refer to trigger NOTAM to HAJJ AIP SUP in respective FIRs for applicable
period.
Relevant instructions from AIP SUP:
— IFBP applicable, ref OM C2 1.11-4;
— Squawk 2000, if no transponder code is given;
— It is possible that during certain peak demand periods aircraft using the North-South RNAV routes would
have to operate at less than optimum flight levels, creating unusual converging points with the Hajj traffic.
Exercise extreme vigilance in these cases;
— HAJJ routes map is available in mPilot, see Documents, OM Part C (ICA).
3.7 Potential Traffic Conflicts

— Functioning transponders are not required in some FIRs, and this seriously degrades TCAS effectiveness.
If States did publish a transponder requirement, they may give (temporary?) waivers in case of malfunction.
In absence of serviceable radar equipment, ATC is unaware of aircraft without functioning transponder, and
are unable to enforce any requirement on operators.
Also, local or UN operators may be unaware of the requirement to squawk 2000 at all times in absence of
an assigned code, regardless of ATC radar coverage.
— Where route crossings are situated close to national borders, traffic from the adjacent country may remain
unknown, until establishing radio contact. (This because of possible ATS Intercentre COM deficiencies.)
In this respect, consider contacting the adjacent ACC/FIC in order to obtain information on possible traffic
approaching the upcoming route crossing from that FIR.
Example: UG655F, in N'djamena UIR, has route crossings close to the Khartoum FIR boundary.
4. TMA & AERODROME
4.1 Requests for SOB and Endurance

Upon initial contact, be prepared for (seemingly non-essential) requests by APP or TWR for FPL details, such
as Souls On Board, Endurance, etc.
Reason: FPL Item 19 (Supplementary Info) is never transmitted via AFTN, but retained at the departure station.
Consequently, retrieval of this info in case of incident/accident could take time, if at all possible. Therefore, by
arrangement with RFFS at many airports, ATC requests this information directly from the crew.
4.2 Navaids
— Not all countries have airborne flight checking equipment, but not all of these countries officially publish that
navaids are 'ground checked only’.
— Not all APP or TWR positions have functioning navaid monitoring equipment.
This explains why ATC may clear flights for approach while the required navaid is u/s.
Timely notification by crews of unserviceability of navaids to ATC is helpful in this respect
17 AUG 2017 10.4. p.2

k 10. AFRICA
4.3 Wind Reporting

TWR wind information may not be representative for the runway TDZ in case the instruments are positioned
elsewhere, e.g. on top of the MET office building. Instruments may also be unreliable.
4.4 Bird Hazard

— Airports most likely to be affected by bird hazard are: Coastal airports or airports otherwise surrounded by
large water areas, and airports close to refuse dumps and/or built-up areas.
— OM C3 (Aerodromes) normally only contains bird hazard information available in the AIP, but AIS
information cannot be relied upon in this respect.
4.5 Use of WX Radar during Approach

During approach over the sea to coastal airports, consider the use of airborne WX radar in map mode, but only
as a navigational back-up.
4.6 Movement Area Intrusions

Security fencing around airports may not prevent unauthorized people and stray animals from entering the
movement area. Furthermore, civil ATS and airport authorities may be unable to control Army/Air Force staff
(and their families) in the movement area at joint civil/military airports.
4.7 Head of State Flights

Because of Head of State flights, army and/or presidential guards may unexpectedly occupy the TWR and
close the airport for a considerable period of time.
5. CREW FEEDBACK
— Operators are obliged to report 'any inadequacy of facilities observed in the course of operations’ to the
responsible authority.
Crew reports are normally given directly via ATS communication channels and/or after flight, and via FEP-
IFR. Additionally, crews could use ACARS: address code SPLOLKL.
— Deficient AIS output leads to incorrect OM C contents. Improvements are only possible when differences
between OM C documentation and 'reality' are reported.
— NOTAM info should be checked prior to filing any report on observed deficiencies. In this respect, deficient
AFTN channels between Europe and Africa could be a complicating factor.
— Avoid delivering (strong) negative comments directly to ATS staff, neither via RT nor 'face to face', as this
often proves to be counter-productive, for individual flights but also for KLM.
Be aware that the individual ATS person cannot be held responsible for deficient parts of the aeronautical
infrastructure, and especially not for the general economical and political situation in his/her country.
— Crew feedback has proven to be essential in enabling improvements to be implemented: Areas of deficient
facilities and services can only be monitored by KLM and IATA based on continuous crew reports.
— Authorities and the ICAO AFI Regional office are informed either directly by KLM or through IATA, in
concert with member airlines. E.g. the IATA AFI office set up an 'air incident' data base containing all
reported incidents over recent years.
Unfortunately, major improvements sometimes require a considerable period of time to become effective.
— Finally: No report = No problem = No cure.
18 AUG 2016 10.4. p.3

k 10. AFRICA
1. VHF
VOLMET10.5
Airport (OM C3) VOLMET Station

Agadir Casablanca (127.600) - Las Palmas (126.200)
Alexandria / Borg El Arab Cairo (126.200)
Alger Alger (126.800) - Alicante (126.000)
Cairo Athinai (127.800) - Beirut (126.000) - Cairo (126.200)
Djerba Tunis (126.600)
Gran Canaria Casablanca (127.600) - Las Palmas (126.200) - Lisboa (126.400)
Hurghada Cairo (126.200)
Khartoum Cairo (126.200)
Lajes Lisboa (126.400) - Santa Maria (124.850)
Luxor Cairo (126.200)
Marrakech Casablanca (127.600) - Las Palmas (126.200)
Monastir Tunis (126.600)
Oran Alger (126.800) - Alicante (126.000)
Porto Santo Lisboa (126.400)
Santa Maria Lisboa (126.400) - Santa Maria (124.850)
Tenerife South / Reina Sofia Las Palmas (126.200) - Lisboa (126.400)
Tunis Alger (126.800) - Malta (126.800) - Tunis (126.600)
Windhoek Windhoek 126.800
NOTE: Except for Santa Maria, full details of the above VOLMET Stations in Section 3, Europe.
2. HF
— Lajes and Santa Maria: Shannon HF 3413 HN- 5505 - 8957 - 13264 HJ, between H+ 15-20 and H+ 55-00.
NOTE: Full details of the Shannon HF VOLMET in Section 3, Europe.
— Brazzaville HF 10057 (18-05).
Fr + En, between H+ 15-25 and H+ 45-55, METAR, (if available) with TREND for:
Antananarivo
Brazzaville
N'djamena
Douala
Bangui
Libreville
Yaoundé
Kinshasa
Kano (if avbl)
Lagos (if avbl)
Luanda (if avbl)
21 MAY 2020 10.5. p.1

k 10. AFRICA
1. INTRODUCTION
Destn
i ato
i nAlternates10.6
— Availability of adequate handling equipment and maintenance is not assured at all Destination alternates.
Legend
2. ACCRA, DGAA ACC

Lomé C2 DXXX LFW 068 092
Cotonou DBBB COO 074 159
Lagos C1 DNMM LOS 074 217
Abidjan C3 DIAP ABJ 265 226
Ouagadougou DFFD OUA 349 414
Abuja DNAA ABV 065 489
Niamey DRRN NIM 016 494 ’Fuel & go’ only
3. CAPE TOWN, FACT CPT
Johannesburg C1 FAOR JNB 047 688
Durban C2 FALE DUR 068 691
Windhoek FYWH WDH 355 694
4. CAIRO, HECA CAI

Alexandria C1 HEBA HBE 299 101
Hurghada C2 HEGN HRG 145 217
Luxor HELX LXR 166 276
Pafos LCPH PFO 011 282
Larnaka C3 LCLK LCA 021 308
28 JAN 2021 10.6. p.1

k 10. AFRICA
5. DAR ES SALAAM, HTDA DAR

Mombasa C4 HKMO MBA 008 173
Kilimanjaro C2 HTKJ JRO 328 244 R; B787 MTOW limited due PCN Ref. C1 10.3
Nairobi C1 HKJK NBO 338 361
Entebbe C3 HUEN EBB 316 582
6. ENTEBBE, HUEN EBB

Kigali HRYR KGL 229 184
Kilimanjaro C3 HTKJ JRO 127 348 R; B787 MTOW limited due PCN Ref C1 10.3
Mombasa HKMO MBA 120 495
Dar es Salaam C2 HTDA DAR 136 582 F
7. JOHANNESBURG, FAOR JNB
Gaborone C5 FBSK GBE 307 158
Maputo C3 FQMA MPM 087 235
Durban C1 FALE DUR 144 259
Harare C4 FVRG HRE 018 518 F
Cape Town C2 FACT CPT 227 688
8. KIGALI, HRYR KGL

Kilimanjaro HTKJ JRO 102 427
9. KILIMANJARO, HTKJ JRO

03 DEC 2020 10.6. p.2

k 10. AFRICA
10. LAGOS, DNMM LOS

Cotonou DBBB COO 256 058
Lomé C2 DXXX LFW 259 126
Accra C1 DGAA ACC 254 217
Abuja C3 DNAA ABV 058 276
Niamey DRRN NIM 351 420 ’Fuel & go’ only
Abidjan DIAP ABJ 260 441
11. LUANDA, FNLU LAD
A330 ºT NM Remarks
Pointe Noire C2 FCPP PNR 342 256
Brazzaville C3 FCBB BZV 023 301
Libreville C1 FOOL LBV 338 603
Windhoek FYWH WDH 163 856
12. NAIROBI, HKJK NBO

13. WINDHOEK, FYWH WDH
A330 ºT NM Remarks
Gaborone FBSK GBE 105 481
Cape Town C2 FACT CPT 175 694
Harare FVRG HRE 070 814
Luanda C1 FNLU LAD 343 856
14. ZANZIBAR, HTZA ZNZ

Dar Es Salaam C1 HTDA DAR 182 038 F
Mombassa HKMO MBA 010 134
Entebbe HUEN EBB 313 555
25 MAR 2021 10.6. p.3


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k

OM C1 - GENERAL ROM CONTENTS

2 ABBREVIATIONS, INCL. NOTAM

5 FAR EAST (SOUTH)

6 FAR EAST (NORTH)

7 NORTH ATLANTIC & NORTH AMERICA

8 MID ATLANTIC & CENTRAL AMERICA

9 SOUTH ATLANTIC & SOUTH AMERICA

25 MAR 2021 Authority: SPL/OS Issue. 1. p.1

OM C1 - GENERAL ROM Log of Effective Pages

Contents 25 MAR 2021 2.1.p.7 08 JAN 2015 3.1.p.1 12 NOV 2015

25 MAR 2021 Source: SPL/OS ’ICA’.LEP. p.1

OM C1 - GENERAL ROM Log of Effective Pages

3.7.p.2 25 MAR 2021 5.3.p.2 03 DEC 2020 7.TOC.p.1 07 NOV 2019

25 MAR 2021 Source: SPL/OS ’ICA’.LEP. p.2

OM C1 - GENERAL ROM Log of Effective Pages

7.10.p.6 05 FEB 2015 7.16.p.3 28 APR 2016 10.TOC.p.1 25 MAR 2021

25 MAR 2021 Source: SPL/OS ’ICA’.LEP. p.3

subject Amendment No. 124 to OM C1 (General ROM)

Chapter Major Changes

Uncontrolled document after printing and download

subject Amendment No. 123 to OM C1 (General ROM)

Chapter Major Changes

Uncontrolled document after printing and download

OM C1 - GENERAL ROM 0.TOC Table of Contents

09 NOV 2017 0.TOC. p.1

OM C1 - GENERAL ROM 0.1 OM Part C - General

The digital OM Part C consists of:

2. SCOPE & RESTRICTIONS

3. RELATION TO OM PARTS A AND B

23 APR 2020 0.1. p.1

OM C1 - GENERAL ROM 1.TOC Table of Contents

Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1. p.1

07 NOV 2019 1.TOC. p.1

OM C1 - GENERAL ROM 1.TOC Table of Contents

ICAO Holding & Racetrack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 p.1

07 NOV 2019 1.TOC. p.2

OM C1 - GENERAL ROM 1.1 Tables

08 JAN 2015 1.1. p.1

OM C1 - GENERAL ROM 1.1 Tables

SUNRISE LOCAL TIME

CONVERSION LONGITUDE TO TIME: To be added if west, substracted if east to give UTC.

Example: Find UTC of sunrise at Yangon (N 16 54.0 E 096 08.0) on SEP 12

08 JAN 2015 1.1. p.2

OM C1 - GENERAL ROM 1.1 Tables

SUNSET LOCAL TIME

CONVERSION LONGITUDE TO TIME: To be added if west, substracted if east to give UTC.

Example: Find UTC of sunrise at Anchorage (N 61 10.0 W 149 59.0) on JAN 20

08 JAN 2015 1.1. p.3

OM C1 - GENERAL ROM 1.1 Tables

4. DME/TACAN CHANNEL VS. VOR/ILS FREQUENCY

08 JAN 2015 1.1. p.4

OM C1 - GENERAL ROM 1.1 Tables

5.1 ICAO Table

5.2 Countries using Non-ICAO Dimensional Units

6. CLIMB GRADIENT VS. RATE OF CLIMB

03 MAR 2016 1.1. p.5

OM C1 - GENERAL ROM 1.1 Tables

7. BAROMETRIC PRESSURE MM VS. HPA