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Aviation Law
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CHAPTER 2
CHAPTER 3
Multilateral, Bilateral Agreements, the Warsaw Convention 1929 and the Treaty of Rome
Introduction ........................................................................................................................................3-1
The Bermuda Agreement on Scheduled Air Traffic Rights.................................................................3-2
The International Air Transport Association (IATA)............................................................................3-2
The Warsaw Convention 1929...........................................................................................................3-2
The Treaty of Rome - Transport Policy ..............................................................................................3-5
The Convention of Rome 1933/1952 .................................................................................................3-5
Commercial Practices and Associated Rules (Leasing).....................................................................3-5
Leasing of Aeroplanes between JAA Operators ................................................................................3-6
Leasing of Aeroplanes Between a JAA Operator and Any Body Other Than a JAA Operator ...........3-6
Leasing of Aeroplanes at Short Notice...............................................................................................3-7
Council Regulation (EEC) No. 2407/92..............................................................................................3-7
Transport............................................................................................................................................3-7
European Civil Aviation Conference (ECAC) and Joint Aviation Authorities (JAA)
Introduction ........................................................................................................................................4-1
ECAC .................................................................................................................................................4-1
JAA Organization ...............................................................................................................................4-2
Functions of JAA................................................................................................................................4-2
Organization and Procedures ............................................................................................................4-3
Joint Aviation Authorities....................................................................................................................4-3
Membership .......................................................................................................................................4-4
The Role of the National Aviation Authorities.....................................................................................4-4
The Role of the Main Committees......................................................................................................4-5
JAA Licensing Policy and Organization..............................................................................................4-6
JAA FCL Committee ..........................................................................................................................4-7
JAA FCL Examination Sub-Committee ..............................................................................................4-7
JAR FCL ............................................................................................................................................4-8
Eurocontrol.........................................................................................................................................4-9
Objectives ..........................................................................................................................................4-9
CHAPTER 5
CHAPTER 6
CHAPTER 7
CHAPTER 8
CHAPTER 9
Flight Rules
Visual Flight Rules (VFR)...................................................................................................................9-1
Instrument Flight Rules ......................................................................................................................9-3
Change from IFR Flight to VFR Flight ................................................................................................9-3
Rules Applicable to IFR Flights within Controlled Airspace................................................................9-3
Rules Applicable to IFR Flights Outside Controlled Airspace.............................................................9-3
Communication ..................................................................................................................................9-4
Position Reports.................................................................................................................................9-4
Table of Cruising Levels.....................................................................................................................9-5
CHAPTER 10
CHAPTER 11
CHAPTER 12
Air Traffic Control Services, Flight Information Service and ATS Routes
Air Traffic Control Service ................................................................................................................12-1
Application .......................................................................................................................................12-1
Provision of Air Traffic Control Service.............................................................................................12-1
Area Control Service ........................................................................................................................12-1
Approach Control Service ................................................................................................................12-1
Aerodrome Control Service..............................................................................................................12-1
Operation of Air Traffic Control Service............................................................................................12-2
Separation Minima ...........................................................................................................................12-3
Responsibility for Control .................................................................................................................12-3
Transfer of Responsibility for Control ...............................................................................................12-4
Air Traffic Control Clearances ..........................................................................................................12-5
Co-Ordination of Clearances............................................................................................................12-5
Control of Air Traffic Flow.................................................................................................................12-6
Control of Persons and Vehicles at Aerodromes .............................................................................12-6
Flight Information Service ................................................................................................................12-7
Application .......................................................................................................................................12-7
Scope of Flight Information Service .................................................................................................12-7
Operational Flight Information Service Broadcasts ..........................................................................12-8
CHAPTER 13
CHAPTER 14
CHAPTER 15
Signals
Introduction ......................................................................................................................................15-1
Distress and Urgency Signals ..........................................................................................................15-1
Signals for Aerodrome Traffic ..........................................................................................................15-2
Acknowledgement by an Aircraft......................................................................................................15-2
Visual Ground Signals......................................................................................................................15-3
Marshalling Signals ..........................................................................................................................15-5
Signals from the Pilot of an Aircraft to a Signalman .......................................................................15-10
CHAPTER 16
Flight Plans
Introduction ......................................................................................................................................17-1
Submission of Flight Plans...............................................................................................................17-1
Prior to Departure ............................................................................................................................17-2
During Flight.....................................................................................................................................17-2
Acceptance of a Flight Plan .............................................................................................................17-2
Contents of a Flight Plan..................................................................................................................17-3
Completion of a Flight Plan ..............................................................................................................17-3
Changes to a Flight Plan..................................................................................................................17-3
Closing a Flight Plan ........................................................................................................................17-4
Use of Repetitive Flight Plans (RPLs) ..............................................................................................17-4
Change from IFR to VFR Flight........................................................................................................17-5
Scope of Clearances and Information ..............................................................................................17-5
Issuance...........................................................................................................................................17-6
Control of Air Traffic Flow.................................................................................................................17-6
Air Traffic Control Clearances ..........................................................................................................17-6
Potential Reclearance in Flight ........................................................................................................17-6
Adherence to Flight Plan..................................................................................................................17-7
Inadvertent Changes........................................................................................................................17-7
Intended Changes............................................................................................................................17-8
Weather Deterioration Below the VMC ............................................................................................17-9
Position Reports...............................................................................................................................17-9
Termination of Control......................................................................................................................17-9
Communication ................................................................................................................................17-9
Communication Failure ..................................................................................................................17-10
CHAPTER 18
CHAPTER 19
Approach Procedures
Introduction ......................................................................................................................................19-1
The Instrument Approach Procedure ...............................................................................................19-1
Categories of Aircraft .......................................................................................................................19-2
Obstacle Clearance..........................................................................................................................19-3
Precision Approach Procedure ........................................................................................................19-4
Non-Precision Approach Procedure.................................................................................................19-5
Approach Procedure Design ............................................................................................................19-8
Accuracy of Fixes.............................................................................................................................19-9
Descent Gradient ...........................................................................................................................19-12
Standard Instrument Arrivals..........................................................................................................19-13
Initial Approach Segment ...............................................................................................................19-13
Intermediate Approach Segment ...................................................................................................19-13
Final Approach Segment................................................................................................................19-14
Final Approach - Non-Precision Approach With FAF .....................................................................19-14
CHAPTER 20
Holding Procedures
In-flight Procedures ..........................................................................................................................20-1
Shape and Terminology Associated With Holding Pattern...............................................................20-1
Speeds, Rates of Turn, Timing, Distance and Limiting Radial .........................................................20-2
Track Reversal.................................................................................................................................20-4
Entry.................................................................................................................................................20-5
DME Arc Entry .................................................................................................................................20-7
Construction of Entry Areas .............................................................................................................20-7
Method of Arrival at a VOR/DME Holding and the Corresponding Entry Procedures ......................20-8
Time/Distance Outbound .................................................................................................................20-9
RNAV Holding Entries....................................................................................................................20-10
Holding...........................................................................................................................................20-10
Departing the Pattern .....................................................................................................................20-11
Obstacle Clearance........................................................................................................................20-11
CHAPTER 21
CHAPTER 22
CHAPTER 23
CHAPTER 25
CHAPTER 27
CHAPTER 28
CHAPTER 30
CHAPTER 31
CHAPTER 32
Annex 9 - Facilitation
Introduction ......................................................................................................................................32-1
Entry and Departure of Aircraft ........................................................................................................32-1
Entry and Departure of Persons and their Baggage ........................................................................32-2
Particular Provisions ........................................................................................................................32-5
CHAPTER 33
CHAPTER 34
CHAPTER 35
CHAPTER 36
Annex 17 - Security
General ............................................................................................................................................36-1
Organisation.....................................................................................................................................36-1
Preventative Security Measures ......................................................................................................36-2
Management of Response to Acts of Unlawful Interference ............................................................36-3
This insert to the Aviation Law Notes contains three sections and is intended for use with all
the course material provided:
Page Number
Section 1 Common abbreviations to be used for the 1-2
European Central Question Bank
Section 2 ICAO Definitions 1-7
Section 3 ICAO Abbreviations 1-35
A
A Ampere ALTN Alternate
ABM Abeam APCH Approach
ABN Aerodrome beacon APT Airport
AC Alternating current APU Auxiliary power unit
AC Alto cumulus ARR Arrival
ACFT Aircraft AS Alto stratus
ACT Active ASDA Accelerate stop distance available
AD Aerodrome AMSL Above mean sea level
ADC Air data computer ATA Actual time of arrival
ADDN Additional ATC Air traffic control
ADF Automatic direction finding ATIS Automatic terminal information service
ADI Attitude director indicator ATO Actual time overhead
AEO All engines operating ATS Air traffic services
AFIS Aerodrome flight information service AUX Auxiliary
AFM Aircraft flight manual AVG Average
AGL Above ground level AWY Airway
AIP Aeronautical Information Publication AZM Azimuth
ALT Altitude
B
BKN Broken BRG Bearing
C
ºC Degrees Celsius CI Cirrus
CAS Calibrated air speed CL Lift coefficient
CAT Clear air turbulence Cm Centimetre
CB Cumulonimbus CO Communications
CC Cirrocumulus CP Critical point
CD Drag coefficient CRM Crew resource management
CDI Course direction indicator CS Cirrostratus
CDU Control display unit CTR Control zone
cg Centre of gravity CU Cumulus
CWY Clearway
D
DA Decision altitude DG Directional gyroscope
DC Direct current DH Decision height
DEG Degrees DIST Distance
DEP Departure DME Distance measuring equipment
DES Descent DP Dewpoint
DEST Destination DR Dead reckoning
DEV Deviation DVOR Doppler VOR
D.F Direction finding
F
ºF Degrees Fahrenheit FL Flight level
FAF Final approach fix FLT Flight
FCST Forecast FMS Flight management system
FD Flight director FT Feet
FIS Flight indicator system FT/MIN Feet per minute
G
G Gramme GP Glide path
GAL Gallons GPWS Ground proximity warning system
GND Ground GS Ground speed
H
HDG Heading HSI Horizontal situation indicator
HF High frequency HT Height
hPa Hectopascal Hz Hertz
HR Hours
I
IAS Indicated airspeed INT Intersection
ILS Instrument landing system ISA International standard atmosphere
IMC Instrument meteorological conditions ISOL Isolated
IMP GAL Imperial gallons ITCZ Inter-tropical convergence zone
INS Inertial navigation systems IVSI Integrated vertical speed indicator
J
J Joule
K
kg Kilogramme kt Knot
kHz Kilohertz kW Kilowatt
km Kilometre
M
m Metre MLS Microwave landing system
M Mass MM Middle marker
M Mach Number MNM Minimum
MAC Mean aerodynamic chord MNPS Minimum navigation performance
specification
MAP Manifold pressure
MAPt Missed approach point MOCA Minimum obstruction clearance altitude
max Maximum MORA Minimum off route altitude
MDH Minimum descent height MPH Miles per hour
MDH/A Minimum descent height/altitude MPS, mps Metres per second
MEA Minimum en-route altitude MSA Minimum sector altitude
MET Meteorological MSL Mean sea level
MIN Minutes MSU Mode selector unit
N
N Newton NDB Non-directional beacon
NGT Night NM Nautical miles
N North NOTAM Notice to airmen
NAT North Atlantic track NS Nimbostratus
NAV Navigation
O
OAT Outside air temperature OM Operating mass
OBS Omni bearing selector OM Outer marker
OCA(H) Obstacle clearance altitude (height) OPS Operations
OCL Obstacle clearance limit O/R On request
OEI One engine inoperative OVC Overcast
P
P Pressure PNR Point of no return
PAX Passenger POS Position
PET Point of equal time PSI Pounds per square inch
PIC Pilot in command PTS Polar track structure
PLN Flight plan PWR Power
S
S South SR Sunrise
SAR Search and rescue SS Sunset
SC Stratocumulus SSR Secondary surveillance radar
SCT Scattered ST Stratus
SDBY Standby STAR Standard arrival route
SEC Seconds STD Standard
SEV Severe STN Station
SFC Surface STNR Stationary
SID Standard instrument departure STS Status
SIM Simulator SWY Stopway
SKC Sky clear
T
T Temperature TL Transition level
TA Transition altitude T/O Take-off
TAS True airspeed TOC Top of climb
TAT Total air temperature TORA Take of run available
TC Tropical cyclone TS Thunderstorm
TDP Take-off decision point TWY Taxiway
THR Threshold
U
U/S Unserviceable UTC Co-ordinated universal time
US-GAL US gallons
W
W Watt W/V Wind velocity
W West WPT Way point
WC Wind component WS Wind shear
WCA Wind correction angle WX Weather
X
X Cross XX Heavy
XTK Cross track
Y
YD Yard
Accident An occurrence associated with the operation of an aircraft which takes place
between the time any person boards the aircraft with the intention of flight until such time as
all such persons have disembarked, in which:
except when the injuries are from natural causes, self-inflicted or inflicted by other
persons, or when the injuries are to stowaways hiding outside the areas normally
available to the passengers and crew, or
except for engine failure or damage, when the damage is limited to the engine, its
cowlings or accessories; or for damage limited to propellers, wing tips, antennas,
tyres, brakes, fairings, small dents or puncture holes in the aircraft skin, or
Note: An injury resulting in death within 30 days of the date of the accident
is classified as a fatal injury by ICAO
Aerodrome A defined area of land or water (including any buildings, installations and
equipment) intended to be used either wholly or in part for the arrival, departure and surface
movement of aircraft.
Aerodrome Control Service Air traffic control service for aerodrome traffic
Aerodrome Control Tower A unit established to provide air traffic control service
Aerodrome Elevation The elevation of the highest point of the landing area
Aerodrome Reference Field Length The minimum field length required for take-off at
maximum certificated take-off mass, sea level, standard atmospheric conditions, still air and
zero runway slope, as shown in the appropriate aeroplane flight manual prescribed by the
certificating authority or equivalent data from the aeroplane manufacturer. Field length means
balanced field length for aeroplanes, if applicable, or take-off distance in other cases
Aerodrome Taxi Circuit The specified path of aircraft on the manoeuvring area during
specific wind conditions
Aerodrome Traffic All traffic on the manoeuvring area of an aerodrome and all traffic
flying in the vicinity of an aerodrome.
Aeronautical Ground Light Any light specifically provided as an aid to air navigation,
other than a light displayed on an aircraft
Aeronautical Information Circular (AIC) A notice containing information that does not
qualify for the origination of a NOTAM or for inclusion in the AlP, but which relates to flight
safety, air navigation, technical, administrative or legislative matters
Aeronautical Mobile Service A mobile service between aeronautical stations and aircraft
stations, or between aircraft stations, in which survival craft stations may participate;
emergency position-indicating radio beacon stations may also participate in this service on
designated distress and emergency frequencies
Aeronautical Station A land station in the aeronautical mobile service. In certain instances,
an aeronautical station may be located, for example, on board ship or on a platform at sea.
Aeroplane A power-driven heavier than air aircraft, deriving its lift in flight chiefly from
aerodynamic reactions on surfaces which remain fixed under given conditions of flight.
AIP Supplement Temporary changes to the information contained in the AIP which are
published by means of special pages
Air Report A report from an aircraft in flight prepared in conformity with requirements for
position, and operational and/or meteorological reporting
Air Traffic Advisory Service A service provided within advisory airspace to ensure
separation, in so far as practical between aircraft which are operating on IFR flight plans.
Air Traffic Control Clearance Authorization for an aircraft to proceed under conditions
specified by an air traffic control unit.
Note: For convenience the term “Air Traffic Control Clearance” is frequently
abbreviated to “Clearance” when used in appropriate contexts.
Note: The abbreviated term “Clearance” may be prefixed by the words “Taxi”,
“Take-off, “Departure, “En-route, “Approach” or ‘Landing” to indicate the particular
portion of flight to which the Air Traffic Control Clearance relates.
Air Traffic Control Instruction Directives issued by ATC for the purpose of requiring a pilot
to take a specific action
Air Traffic Control Service A service provided for the purpose of:
Air Traffic Control Unit A generic term meaning variously, area control centre,
approach control office or aerodrome control tower.
Air Traffic Service A generic term meaning variously, flight information service, alerting
service, air traffic advisory service or air traffic control service (area control service, approach
control service or aerodrome control service).
Air Traffic Services Reporting Office A unit established for the purpose of receiving
reports concerning air traffic services and flight plans submitted before departure.
Note: An Air Traffic Services reporting office may be established as a separate unit
or combined with an existing unit, such as another Air Traffic Services Unit, or a unit
of the Aeronautical Information Service.
Aircraft Any machine that can derive support in the atmosphere from the reactions of
the air other than the reactions of the air against the earth’s surface.
Aircraft Certified For Single-Pilot Operation A type of aircraft which the State of Registry
has determined, during the certification process, can be operated safely with a minimum crew
of one pilot
Aircraft Equipment Articles, other than stores and spare parts of a removable nature, for
use on board an aircraft during flight, including first aid and survival equipment
Aircraft Observation The evaluation of one or more meteorological elements made from
an aircraft in flight
Aircraft Proximity A situation in which, in the opinion of a pilot or ATS personnel, the
distance between aircraft as well as their relative positions and speed have been such that
the safety of the aircraft involved may have been compromised. An aircraft proximity is
classified as follows:
Safety Not Assured The risk classification of an aircraft proximity in which the
safety of the aircraft may have been compromised
Aircraft Stand A designated area on an apron intended to be used for parking aircraft
Aircraft – Type of All aircraft of the same basic design including all modifications
thereto except those modifications which result in a change in handling or flight characteristics
AIRPROX The code word used in an air traffic incident report to designate aircraft
proximity
Alert Phase A situation wherein apprehension exists as to the safety of an aircraft and its
occupants
Note: The aerodrome from which a flight departs may also be an en-route
or a destination alternate aerodrome for that flight.
Approach Control Service ATC service for arriving or departing controlled flights
Appropriate ATS Authority The relevant authority designated by the state responsible for
providing air traffic services in the airspace concerned.
Appropriate Authority
¾ Regarding flight over the high seas - the relevant authority of the state of registry.
¾ Regarding flight other than over the high seas - the relevant authority of the state
having sovereignty over the territory being over flown.
Apron Management Service A service provided to regulate the activities and the
movement of aircraft and vehicles on an apron
Area Control Centre A unit established to provide Air Traffic Control Service to controlled
flights in control areas under its jurisdiction.
Area Control Service Air Traffic Control Service for controlled flight in Control Areas.
Area Navigation Route An ATS route established for the use of aircraft capable of
employing area navigation
ATS Route A specified route designed for channeling the flow of traffic as necessary for
the provision of air traffic services.
Note: The term “ATS route” is used to mean variously, airway, advisory route,
controlled or uncontrolled route, arrival or departure route, etc.
Barrette Three or more aeronautical ground lights closely spaced in a traverse line so
that from a distance they appear as a short bar of light
Base Turn A turn executed by the aircraft during the initial approach between the end of
the outbound track and the beginning of the intermediate or final approach track. The tracks
are not reciprocal.
Note: Base turns may be designated as being made either in level flight or while
descending, according to the circumstances of each individual procedure
Cargo Any property carried on an aircraft other than mail, stores and accompanied or
mishandled baggage
Ceiling The height above the ground or water of the base of the lowest layer of cloud
below 6000 metres (20 000 ft) covering more than half the sky.
Certify as Airworthy (to) To certify that an aircraft or parts thereof comply with current
airworthiness requirements after maintenance has been performed on the aircraft or parts
thereof
Change-over Point The point at which an aircraft navigating over an ATS route segment
defined by reference to very high frequency omnidirectional radio ranges is expected to
transfer its primary navigational reference from the facility behind the aircraft to the next
facility ahead of the aircraft.
Clearance Limit The point to which an aircraft is granted an Air Traffic Control
Clearance.
Note: The term “ATS route” is used to mean variously, airway, advisory route,
controlled or uncontrolled route, arrival or departure route, etc.
Clearway A defined rectangular area on the ground or water under the control of the
appropriate authority, selected or prepared as a suitable area over which an aeroplane may
make a portion of its initial climb to a specified height
Code (SSR) The number assigned to a particular multiple pulse reply signal transmitted by
a transponder in Mode A or Mode C
Control Area A controlled airspace extending upwards from a specified limit above the
earth.
Note: The term “Controlled Aerodrome” indicates that Air Traffic Control Service is
provided to Aerodrome Traffic but does not necessarily imply that a Control Zone
exists
Controlled Airspace An airspace of defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights in accordance with the airspace
classification.
Note: Controlled airspace is a generic term which covers ATS airspace Class A, B,
C, D and E.
Controlled Flight Any flight which is subject to an Air Traffic Control Clearance
Control Zone A controlled airspace extending upwards from the surface of the earth to a
specified upper limit.
Crew Member A person assigned by an operator to duty on an aircraft during flight time
Critical Power Unit(s) The power unit(s) failure of which gives the most adverse effect on
the aircraft characteristics relative to the case under consideration
Cruise Climb An aeroplane cruising technique resulting in a net increase in altitude as the
aeroplane mass decreases.
Current Flight Plan The flight plan, including changes, if any, brought about by
subsequent clearances.
Danger Area An airspace of defined dimensions within which activities dangerous to the
flight of aircraft may exist at specified times.
Decision Altitude (DA) or Decision Height (DH) A specified altitude or height in the
precision approach at which a missed approach must be initiated if the required visual
reference to continue the approach has not been established
Note: The required visual reference means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the pilot to have
made an assessment of the aircraft position and rate of change of position, in relation
to the desired flight path. In Category III operations with a DH the required visual
reference is that specified for the particular procedure and operation
Declared Distances
Take-Off Run Available (TORA) The length of runway declared available and
suitable for the ground run of an aircraft
Take-Off Distance Available (TODA) The length of the take-off run available
plus the length of the clearway, if provided
Design Landing Mass The maximum mass of the aircraft at which, for structural design
purposes, it is assumed that it will be planned to land
Design Take-off Mass The maximum mass at which the aircraft, for structural design
purposes, is assumed to be planned to be at the start of the take-off run
Design Taxiing Mass The maximum mass of the aircraft at which structural provision is
made for load liable to occur during use of the aircraft on the ground prior to the start of take-
off
Distress Phase A situation wherein there is a reasonable certainty that an aircraft and
its occupants are threatened by grave and imminent danger or require immediate assistance
DME Distance The line of sight distance (slant range) from the source of a DME signal to the
receiving antenna
Dual Instruction Time Flight time during which a person is receiving flight instruction from a
properly authorized pilot on board the aircraft
Elevation The vertical distance of a point on or affixed to the surface of the earth,
measured from mean sea level
Emergency Phase A generic term meaning, as the case may be, uncertainty phase,
alert phase or distress phase
Estimated Elapsed Time The estimated time required to proceed from one significant
point to another
Estimated Off-block Time The estimated time at which the aircraft will commence
movement associated with departure.
Estimated Time of Arrival For IFR flights, the time at which it is estimated that the
aircraft will arrive over the designated point, defined by reference to navigation aids, from
which it is intended that an instrument approach procedure will be commenced, or, if no
Expected Approach Time The time at which ATC expects that an arriving aircraft,
following a delay, will leave the holding point to complete its approach for a landing.
Note: The actual time of leaving the holding point will depend upon the approach
clearance.
Filed Flight Plan The flight plan as filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes.
¾ At the end of the last procedure turn, base turn or inbound turn of a racetrack
procedure, if specified, or
¾ At the point of interception of the last track specified in the approach procedure,
and
Final Approach and Take-Off Area (FATO) A defined area over which the final phase of
the approach manoeuvre to landing is completed and from which the take-off manoeuvre is
commenced
Fixed Light A light having constant luminous intensity when observed from a fixed point
Flight Crew Member A licensed crew member charged with duties essential to the
operation of an aircraft during flight time.
Flight Information Centre A unit established to provide flight information service and
alerting service.
Note: The terms “height” and “altitude” used in the above note, indicate altimetric
rather than geometric heights and altitudes.
Flight Plan Specified information provided to Air Traffic Services Units, relative to an
intended flight or portion of a flight of an aircraft.
Flight Recorder Any type of recorder installed in the aircraft for the purpose of
complementing accident/incident investigation
Flight Time The total time from the moment an aircraft first moves under its own power
for the purpose of taking-off until the moment it comes to rest at the end of the flight
Note: Flight time as here defined is synonymous with the term “block to block” time
or “chock to chock” time in general usage which is measured from the time an aircraft
moves from the loading point until it stops at the unloading point
Flight Visibility The visibility forward from the cockpit of an aircraft in flight.
Flow Control Measures designed to adjust the flow of traffic into a given airspace, along a
given route, or bound for a given aerodrome, so as to ensure the most effective utilization of
the airspace
Frangible Object An object of low mass designed to break distort or yield on impact so
as to present the minimum hazard to aircraft
Glide Path A descent profile determined for vertical guidance during a final approach
Ground Equipment Articles of a specialized nature for use in the maintenance, repair
and servicing of an aircraft on the ground, including testing equipment and cargo/passenger-
handling equipment
Heading The direction in which the longitudinal axis of an aircraft is pointed, usually
expressed in degrees from North (true, magnetic, compass or grid)
Heavier-Than-Air Aircraft Any aircraft deriving its lift in flight chiefly from aerodynamic
forces
Holding Bay A defined area where aircraft can be held, or bypassed, to facilitate efficient
surface movement of aircraft
Holding Point A specified location, identified by visual or other means, in the vicinity of
which the position of an aircraft in flight is maintained in accordance with ATC clearances
Initial Approach Segment That segment of an instrument approach procedure between the
initial approach fix and the intermediate approach fix or, where applicable, the final approach
fix or point
Instrument Flight Time Time during which a pilot is piloting an aircraft solely by
reference to instruments and without external reference points
Instrument Ground Time Time during which a pilot is practising, on the ground,
simulated instrument flight in a synthetic flight trainer approved by the licensing authority
Note: The specified minima for VMC are contained within the Aviation Law notes.
Instrument Runway One of the following types of runways intended for the operation of
aircraft using instrument approach procedures:
B Intended for operations with a decision height lower than 15 m (50 ft),
or no decision height and a runway visual range less than 200 m but not less
than 50 m
¾ The intermediate approach fix and the final approach fix or point, or
¾ Between the end of a reversal, racetrack or DR track procedure and the final
approach fix or point
as appropriate
International Airport Any airport designated by the Contracting State in whose territory it
is situated as an airport of entry and departure for international air traffic, where the formalities
incident to customs, immigration, public health, animal and plant quarantine and similar
procedures are carried out
International NOTAM Office An office designated by a State for the exchange of NOTAM
internationally
Investigation A process conducted for the purpose of accident prevention which includes
the gathering and analysis of information for the drawing of conclusions, including the
determination of causes and, when appropriate, the making of safety recommendations
Landing Surface That part of the surface of an aerodrome which the aerodrome
authority has declared available for the normal ground or water run of aircraft landing in a
particular direction
Level A generic term relating to the vertical position of an aircraft in flight and meaning
variously, height, altitude or flight level.
Location Indicator A four letter code group formulated in accordance with rules
prescribed by ICAO and assigned to the location of an aeronautical fixed station
Manoeuvring Area That part of an aerodrome to be used for the take-off landing and
taxiing of aircraft, excluding aprons.
Marking A symbol or group of symbols displayed on the surface of the movement area
in order to convey aeronautical information
Medical Assessment The evidence issued by a Contracting State that the licence holder
meets specific requirements of medical fitness. It is issued following an evaluation by the
licensing authority of the report submitted by the designated medical examiner who
conducted the examination of the applicant for the licence
Note: MDA is referenced to mean sea level and MDH is referenced to the
aerodrome elevation or to the threshold elevation if that is more than 2 m (7ft,) below
the aerodrome elevation. A MDH for a circling approach is referenced to the
aerodrome elevation
Note: The required visual reference means that section of the visual aids or of the
approach area which should have been in view for sufficient time for the pilot to have
made an assessment of the aircraft position and rate of change of position, in relation
to the desired flight path. In the case of a circling approach the required visual
reference is the runway environment
Minimum Sector Altitude The lowest altitude which may be used which will provide a
minimum clearance of 300 m (1000 ft) above all objects located in an area contained within a
sector of a circle of 46 km (25 nm) radius centred on a radio aid to navigation
Mode (SSR) The conventional identifier related to specific functions of the interrogation
signals transmitted by an SSR interrogator
Movement Area That part of an aerodrome to be used for the take-off landing and
taxiing of aircraft, consisting of the manoeuvring area and the aprons.
Non-Instrument Runway A runway intended for the operation of aircraft using visual
approach procedures
Normal Operating Zone (NOZ) Airspace of defined dimensions extending either side of an
ILS localizer course and/or MLS final approach track. Only the inner half of the normal
operating zone is taken into account in independent parallel approaches
Obstacle Assessment Surface (OAS) A defined surface intended for the purpose of
determining those obstacles to be considered for the calculation of obstacle clearance
altitude/height for a specific ILS facility and procedure
Obstacle Clearance Altitude (OCA) or Obstacle Clearance Height (OCH) The lowest
altitude or the lowest height above the elevation of the relevant runway threshold or the
aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle
clearance criteria
Note: OCA is referenced to mean sea level and OCH is referenced to the
aerodrome elevation or to the threshold elevation if that is more than 2 m (7ft,) below
the aerodrome elevation. An OCH for a circling approach is referenced to the
aerodrome elevation
Obstacle Free Zone (OFZ) The airspace above the inner approach surface, inner
transitional surfaces, and balked landing surface and that portion of the strip bounded by
these surfaces, which is not penetrated by any fixed obstacle other than a low-mass and
frangible mounted one required for air navigation purposes
Operational Control The exercise of authority over the initiation, continuation, diversion or
termination of a flight in the interest of the safety of the aircraft and the regularity and
efficiency of the flight
Pilot (to) To manipulate the flight controls of an aircraft during flight time
Pilot in Command The pilot responsible for the operation and safety of the aircraft
during flight.
Power Unit A system of one or more engines and ancillary parts which are together
necessary to provide thrust, independently of the continued operation of any other power-
unit(s), but not including short period thrust producing devices
Primary Area A defined area symmetrically disposed about the nominal flight track
in which full obstacle clearance is provided
Procedure Turn A manoeuvre in which a turn is made away from a designated track
followed by a turn in the opposite direction to permit the aircraft to intercept and proceed
along the reciprocal of the designated track
Note: Procedure turns are designated “left” or “right” according to the direction of
the initial turn
Note: Procedure turns may be designated as being made either in level flight or
while descending, according to the circumstances of each individual procedure
Prohibited Area An airspace of defined dimensions, above the land areas or territorial
waters of a state, within which the flight of aircraft is prohibited.
Racetrack Procedure A procedure designed to enable the aircraft to reduce altitude during
the initial approach segment and/or establish the aircraft inbound when the entry into a
reversal procedure is not practical
Radar Approach An approach in which the final approach phase is executed under the
direction of a radar controller
Radar Contact The situation which exists when the radar position of a particular aircraft is
seen and identified on a radar display
Radar Control Term used to indicate that radar derived information is employed directly in
the provision of ATC service
Radar Identification The situation which exists when the radar position of a particular
aircraft is seen on a radar display and positively identified by the ATC controller
Radar Monitoring The use of radar for the purpose of providing aircraft with information
and advice relative to significant deviations from nominal flight path, including deviations from
the terms of their ATC clearances
Radar Position Indication (RPI) The visual indication, in non symbolic and/or
symbolic form, on a radar display, of the position of an aircraft obtained after automatic
processing of positional data derived from primary and/or SSR
Radar Position Symbol (RIPS) The visual indication, in symbolic form, on a radar
display, of the position of an aircraft obtained after automatic processing of positional data
derived from primary and/or SSR
Radar Separation The separation used when aircraft position information is derived
from radar sources
Radar Service Term used to indicate a service provided directly by means of radar
Repetitive Flight Plan A flight plan related to a series of frequently recurring, regularly
operated individual flights with identical basic features, submitted by an operator for retention
and repetitive use by ATS units.
Restricted Area An airspace of defined dimensions, above the land areas or territorial
waters of a state, within which the flight of aircraft is restricted in accordance with certain
specified conditions.
Runway A defined rectangular area on a land aerodrome prepared for the landing
and take-off of aircraft.
Runway End Safety Area (RESA) An area symmetrical about the extended runway
centre line and adjacent to the end of the strip primarily intended to reduce the risk of damage
to an aeroplane undershooting or overrunning the aerodrome
Runway Guard Lights A light system intended to caution pilots or vehicle drivers that they
are about to enter an active runway
Runway Strip A defined area including the runway and stopway, if provided, intended:
¾ To reduce the risk of damage to aircraft running off the runway, and
¾ To protect aircraft flying over it during take-off and landing operations
Runway Visual Range (RVR) The range over which the pilot of an aircraft on the centre
line of a runway can see the runway surface markings or the lights delineating the runway or
identifying its centre line
Secondary Area A defined area on each side of the primary area located along the
nominal flight track in which decreasing obstacle clearance is provided
Secondary Radar A radar system wherein a radio signal transmitted from the radar
station initiates the transmission of a radio signal from another station
Note: The difference between an accident and a serious incident lies only in the
result
¾ Requires hospitalization for more than 48 hours, commencing within 7 days from
the date the injury was received, or
¾ Results in a fracture of any bone (Not simple fractures of fingers, toes or nose), or
¾ Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon
damage, or
¾ Involves injury to any internal organ, or
¾ Involves second or third degree burns, or any burns affecting more than 5% of
the body surface, or
¾ Involves verified exposure to infectious substances or injurious radiation
Signal Area An area of an aerodrome used for the display of ground signals.
Slush Water-saturated snow which with a heel-and-toe slap down motion against the
ground will be displaced with a splatter; Specific Gravity: 0.5 up to 0.8
Dry Snow Snow which can be blown if loose or, if compacted by hand, will fall apart
again upon release
Specific Gravity - Up to but not including 0.35
Wet Snow Snow which, if compacted by hand, will stick together and tend to form a
snowball
Specific Gravity - 0.35 up to but not including 0.45
Compacted Snow Snow which has been compressed into a solid mass that resists
further compression and will hold together or break up into lumps if picked up
Specific Gravity - 0.5 and over
Standard Instrument Arrival (STAR) A designated IFR arrival route linking a significant
point, normally on an ATS route, with a point from which a published instrument approach
procedure can be commenced
Standard Instrument Departure (SID) A designated IFR departure route linking the
aerodrome or a specified runway of the aerodrome with a specified significant point, normally
on a designated ATS route, at which the en-route phase of a flight commences
State of Design The State having jurisdiction over the organization responsible for the
type design
State of Manufacture The State having jurisdiction over the organization responsible for
the final assembly of the aircraft
State of Occurrence The State in the territory of which an accident or incident occurs
State of the Operator The State in which the operator’s principal place of business is
located or, if there is no such place of business, the operator’s permanent residence
Stopway A defined rectangular area on the ground at the end of TORA prepared as a
suitable area in which an aircraft can be stopped in the case of an abandoned take-off
Synthetic Flight Trainer Any one of the following three types of apparatus in which
flight conditions are simulated on the ground:
Basic Instrument Flight Trainer A basic instrument flight trainer, which is equipped
with appropriate instruments, and which simulates the flight deck environment of an
aircraft in flight in instrument flight conditions
Taxi-Holding Position A designated position at which taxiing aircraft and vehicles shall stop
and hold position, unless otherwise authorised by the aerodrome control tower
Taxiing Movement of an aircraft on the surface of an aerodrome under its own power,
excluding take-off and landing, but including, in the case of helicopters, operation over the
surface of an aerodrome within a height band associated with ground effect and at speeds
associated with taxiing eg air-taxiing.
Taxiway A defined path on a land aerodrome established for the taxiing of aircraft and
intended to provide a link between one part of the aerodrome and another, including:
Taxiway Strip An area including taxiway intended to protect an aircraft operating on the
taxiway and to reduce the risk of damage to an aircraft accidentally running off the taxiway
Terminal Control Area A control area normally established at the confluence of ATS routes
in the vicinity of one or more major aerodromes.
Threshold (THR) The beginning of that portion of the runway usable for landing
Total Estimated Elapsed Time For IFR flights, the estimated time required from take-off to
arrive over that designated point, defined by reference to navigation aids, from which it is
intended that an instrument approach procedure will be commenced, or, if no navigation aid is
associated with the destination aerodrome, to arrive over the destination aerodrome. For VFR
flights, the estimated time required from take-off to arrive over the destination aerodrome.
Touchdown The point where the nominal glide path intercepts the runway
Touchdown Zone The portion of a runway, beyond the threshold, where it is intended
landing aeroplanes first contact the runway
Traffic Avoidance Advice Advice provided by Air Traffic Services Unit specifying
manoeuvres to assist a pilot to avoid a collision.
Traffic Information Information issued by an air traffic services unit to alert a pilot to
other known or observed air traffic which may be in proximity to the position or intended route
of flight and to help the pilot avoid a collision.
Transfer of Control Point A defined point located along the flight path of an aircraft, at
which the responsibility for providing ATC service to the aircraft is transferred from one control
unit or control position to the next
Transferring Unit ATCU in the process of transferring the responsibility for providing
ATC service to an aircraft to the next ATCU along the route of flight
Transition Altitude The altitude at or below which the vertical position of an aircraft is
controlled by reference to altitudes.
Transition Layer The airspace between the transition altitude and the transition level
Transition Level The lowest flight level available for use above the transition altitude
VFR Flight A flight conducted in accordance with the visual flight rules.
Visual Manoeuvring (Circling) Area The area in which obstacle clearance should be taken
into consideration for aircraft carrying out a circling approach
OAC Oceanic area control OPC The control indicated is operational control
OAS Obstacle assessment surface OPMET Operational meteorological
OBS Observe or observed or observation OPN Open or opening or opened
OBSC Obscure OPR Operator or operate or operative or
operating or operational
OBST Obstacle OPS Operations
OCA Obstacle clearance altitude O/R On request
OCC Occulting ORD Indication of an order
OCH Obstacle clearance height OSV Ocean station vessel
OCNL Occasional or occasionally OTLK Outlook
OCS Obstacle clearance surface OTP On top
OCT October OTS Organised track system
OHD Overhead OUBD Outbound
OM Outer marker OVC Overcast
OPA Opaque, white type of ice formation
W West or western or white WINTEM Forecast upper wind and temperature for
aviation
WAC World aeronautical chart ICAO 1:1 000 000 WIP Work in progress
WAFC World area forecast centre WKN Weaken or weakening
WB Westbound WNW West north west
WBAR Wing bar lights WO Without
WDI Wind direction indicator WPT Way point
WDSPR Widespread WRNG Warning
WED Wednesday WS Wind shear
WEF With effect from or effective from WSW West south west
WI Within WT Weight
WID Width WTSPT Waterspout
WIE With immediate effect or effective WX weather
Y Yellow YR Your
YCZ Yellow caution zone
Introduction
Today, decisions concerning international civil aviation are taken by the member states of the
International Civil Aviation Organization (ICAO). The JAR Aviation Law exam follows the
Annexes and other documents of ICAO. These notes are designed to follow the JAR syllabus
and are a precis of all of the reference material. The language may be difficult to follow
because of the use made of the words SHALL and SHOULD. SHALL refers to Standards;
SHOULD refers to recommended practices. These terms are explained in greater detail later.
This commission drafted legislation concerning International Air Navigation. The convention
recognized that every state has complete and exclusive sovereignty over the airspace above
its territory, and provided for the innocent passage of civil aircraft of other contracting states
over that state’s territory. It was the recommendations made by this conference that
established the need for an international body to regulate civil aviation and led to the
formation of the International Commission for Air Navigation (ICAN).
Essentially identical to the Paris convention the aim of this congress was to link Spain and the
Latin American states into an organization similar to ICAN.
Specifically tailored for the needs of the states of the Western Hemisphere. The drafting of the
Havana convention envisaged the western and eastern hemispheres as separate distinct
entities with no need for commonality. Lindbergh completed the first non-stop solo Atlantic
flight on 20 May 1927. The day that the Havana Convention was ratified. This convention
weakened the status of ICAN which was eventually superseded by ICAO.
A convention to which 108 are parties, it is one of the most widely accepted unification of
private law. It unifies legislation on:
(The text used to explain the Articles of the Chicago Convention is little changed from the
original, as the meaning may be lost if simplified)
Article 1 - Sovereignty The Contracting States recognize that every State has complete and
exclusive sovereignty over the airspace above its territory.
Article 2 – Territory For the purposes of this convention the territory of a State shall be
deemed to be the land areas and territorial waters adjacent thereto under the sovereignty,
suzerainty, protection or mandate of such a State.
Article 3 - Civil and State Aircraft This convention shall be applicable only to civil
aircraft, and shall not be applicable to State aircraft:
¾ Aircraft used in military, customs and police services shall be deemed to be State
aircraft
¾ No State aircraft of a Contracting State shall fly over the territory of another State
or land without authorization by special agreement or otherwise.
¾ The Contracting States undertake, when issuing regulations for their State
aircraft, that they will have due regard for the safety of navigation of civil aircraft
Article 4 - Misuse of Civil AircraftEach Contracting State agrees not to use civil aviation for
any purpose inconsistent with the aims of this convention.
Article 5 - Right of Non-Scheduled Aircraft Each Contracting State agrees that all
aircraft of other Contracting States, not engaged in scheduled international air services shall
have the right to make flights into or transit non-stop across its territory and to make stops for
non-traffic purposes without the necessity of obtaining prior permission. This is subject to the
right of the state flown over which may require the aircraft to land. Each Contracting State
reserves the right, for reasons of safety of flight, to require aircraft desiring to proceed over
regions which are inaccessible or without adequate air navigation facilities to follow
prescribed routes, or to obtain special permission for such flights.
Such aircraft, if engaged on the carriage of passengers, cargo or mail for remuneration or hire
on other than scheduled international air services, shall also subject to the provisions of
Article 7, have the right to take on or discharge passengers, cargo or mail. This is subject to
the right of any State, where such embarkation or discharge takes place, to impose such
regulations, conditions, or limitations as it may consider desirable.
Article 7 – Cabotage Each Contracting State shall have the right to refuse permission to
the aircraft of other Contracting States to take on in its territory passengers, mail and cargo
carried for remuneration or hire and destined for another point within its territory. Each
Contracting State undertakes not to enter into any arrangements that specifically grant any
such privilege on an exclusive basis to any other State or an airline of any other State, and
not to obtain any such exclusive privilege from any other State.
Cabotage is the carrying of passengers, mail or cargo by an aircraft from State A within State
B eg An Atlantic Aviation aircraft picking passengers up in Berlin and disembarking them in
Munich. Each Contracting State has the right to refuse cabotage within its own state.
Article 8 - Pilotless Aircraft No aircraft capable of being flown without a pilot shall be
flown without a pilot over the territory of a Contracting State without special authorization by
that State and in accordance with the terms of such authorization. Each Contracting State
undertakes to ensure that the flight of such aircraft without a pilot in regions open to civil
aircraft shall be controlled as to obviate danger to civil aircraft.
¾ Each Contracting State may, for reasons of military necessity or public safety,
restrict or prohibit the aircraft of other States from flying over certain areas of its
territory. This is provided that no distinction in this respect is made between the
aircraft of the State whose territory is involved. Prohibited areas shall be of
reasonable extent and location so as not to interfere unnecessarily with air
navigation. Descriptions of prohibited areas in the territory of a Contracting State,
as well as any subsequent alterations, shall be communicated as soon as
possible to other Contracting States and to the ICAO
¾ Each Contracting State, under any regulations as it may prescribe may require
any aircraft entering the areas in the paragraphs above to effect a landing as
soon as practicable thereafter at a designated airport within its territory.
Article 10 - Landing At Customs Airport Except in a case where, under the terms of
this Convention or a special authorization, aircraft are permitted to cross the territory of a
Contracting State without landing, every aircraft which enters the territory of a Contracting
State shall, if the regulations of that State so require, land at an airport for the purpose of
customs and other examination. On departure from the territory of a Contracting State, aircraft
Article 12 - Rules of the Air Each Contracting State undertakes to adopt measures to
ensure that all aircraft flying over or manoeuvring within its territory and that every aircraft
carrying its nationality mark, wherever that aircraft may be, shall comply with the rules and
regulations relating to the flight and manoeuvre of aircraft there in force. Each Contracting
State undertakes to keep its own regulations uniform, to the greatest possible extent, with
those rules established under the Convention. Over the high seas, the rules in force shall be
those established under the Convention. Each Contracting State undertakes to ensure the
protection of all persons violating the regulations applicable.
Article 13 - Entry and Clearance Regulations The laws and regulations of a Contracting
State as to the admission to or departure from its territory of passengers, crew, or cargo of
aircraft such as entry clearance, immigration, passports, customs, and quarantine shall be
complied with by or on behalf of passengers, crew or cargo upon entrance into or departure
from, or while within the territory of that State.
Article 16 - Search of Aircraft The appropriate authorities of each of the Contracting States
shall have the right without unreasonable delay, to search aircraft of the other Contracting
States on landing or departure, and to inspect the certificates and other documents
prescribed by this Convention.
Article 17 - Nationality of Aircraft Aircraft have the nationality of the State in which they
are registered
Article 18 - Dual Registration An aircraft cannot be validly registered in more than one
State, but its registration may be changed from one State to another
Article 20 - Display of Marks Every aircraft engaged in international air navigation shall
bear its appropriate nationality and registration marks.
¾ Aircraft on a flight to, from, or across the territory of another Contracting State
shall be admitted temporarily free of duty, subject to the customs regulations of
the State. Fuel, lubricating oils, spare parts, regular equipment and aircraft spares
on board an aircraft of a Contracting State, on arrival in the territory of another
Contracting State and retained on board on leaving the territory of that State shall
be exempt from customs duty, inspection fees or similar national or local duties
and charges. This exemption shall not apply to any quantities or articles
unloaded, except in accordance with the customs regulations of the State, which
may require that they shall be kept under customs supervision.
¾ Spare parts and equipment imported into the territory of a Contracting State for
incorporation in or use on an aircraft of another Contracting State engaged in
international air navigation shall be admitted free of customs duty, subject to
compliance with the regulations of the State concerned, which may provide that
the articles shall be kept under customs supervision and control.
Article 28 - Air Navigation Facilities and Standard Systems Each Contracting State
undertakes, so far as it may be practicable, to:
¾ Provide, in its territory, airports, radio services, meteorological services and other
air navigation facilities to facilitate international air navigation, in accordance with
the standards and practices recommended or established by the Convention.
¾ Adopt and put into operation the appropriate standard systems of
communications procedures, codes, markings, signals, lighting and other
operational practices and rules which may be recommended or established by
the Convention.
¾ Collaborate in international measures to secure the publication of aeronautical
maps and charts in accordance with standards that may be recommended or
established by the Convention.
¾ A certificate of registration
¾ A certificate of airworthiness
¾ The appropriate licenses for each member of the crew
¾ A journey log book
¾ If equipped with radio apparatus, the aircraft radio station license
¾ If passengers are carried, a list of their names and places of embarkation and
destination
¾ If cargo is carried, a manifest and detailed declarations of the cargo
The pilot of every aircraft and the other members of the operating crew of all aircraft engaged
in international navigation shall be provided with:
Each Contracting State reserves the right to refuse to recognize, for the purposes of flight
above its own territory, certificates of competency and licenses granted to any of its nationals
by other Contracting States
Article 34 - Journey Log Books All aircraft engaged in international navigation shall
have a journey log book in which shall be entered particulars of the aircraft, its crew and of
each journey.
No munitions of war or implements of war may be carried in or above the territory of a State
by aircraft engaged in international navigation, except by permission of that State. Each State
shall determine what constitutes munitions of war for the purposes of this article, giving due
consideration, for the purposes of uniformity, to the recommendations made by ICAO.
Article 36 - Photographic Apparatus Each Contracting State may prohibit or regulate the
use of photographic apparatus in aircraft over its territory.
To this end the ICAO shall adopt and amend, as may be necessary, international standards
and recommended practices and procedures dealing with:
and other such matters concerned with the safety, regularity, and efficiency of air navigation
as may from time to time appear appropriate.
¾ Any aircraft or part thereof with respect to which there exists an international
standard of airworthiness or performance, and which failed in any respect to
satisfy the standard at the time of its certification, shall have endorsed on or
attached to its airworthiness certificate a complete list of the details in respect of
which it failed.
¾ Any person holding a license who does not satisfy in full the conditions laid down
in the international standard relating to the class of license or certificate which he
holds shall have endorsed on or attached to his license the details of the
particulars in which he does not satisfy such conditions.
ASSEMBLY
All Contracting States one member one vote
COUNCIL
33 Contracting States elected by the Assembly
(President of the Council is elected by the Council
Air Navigation Air Transport Legal Committee Committee on Joint Finance Committee Committee on
Commission Committee Support of Air Navigation Services Unlawful Interference
Legal Committee
Finance Committee Not more than 13 members, with not less than 9 members appointed
by the Council
Article 44 – Objectives The aims and objectives of the organization are to develop
the principles and techniques of international air navigation and to foster the planning and
development of international air transport so as to:
¾ Ensure the safe and orderly growth of international civil aviation throughout the
world
¾ Encourage the arts of aircraft design and operation for peaceful purposes
¾ Encourage the development of airways, airports and air navigation facilities for
international civil aviation
¾ Meet the needs of the peoples of the world for safe, regular, efficient and
economical air transport
¾ Prevent economic waste caused by unreasonable competition
¾ Insure that the rights of Contracting States are fully respected and that every
Contracting State has a fair opportunity to operate international airlines
¾ Avoid discrimination between Contracting States
¾ Promote safety of flight in international air navigation
¾ Promote generally the development of all aspects of international civil aeronautics
Article 47 - Legal Capacity The organization shall enjoy in the territory of each
Contracting State such legal capacity as may be necessary for the performance of its
functions
¾ The Assembly shall meet not less than once every three years and shall be
convened by the Council at a suitable time and place. An extraordinary meeting
of the Assembly may be held at any time upon the call of the Council or at the
request of not less than 1/5 th of the total number of Contracting States.
¾ All Contracting States shall have an equal right to be represented at the meetings
of the Assembly and each Contracting State shall be entitled to one vote.
Delegates representing Contracting States may be assisted by technical advisers
who may participate in the meetings but shall have no vote
Article 49 - Powers and Duties of the Assembly The powers and duties of the
Assembly shall be to:
¾ In electing the members of the Council, the Assembly shall give adequate
representation to:
Article 51 - President of Council The Council shall elect its president for a term of 3
years. He may be re-elected. He shall have no vote. The Council shall elect from its members
one or more vice presidents who shall retain their right to vote when serving as acting
president. The president need not be selected from among the representatives of the
members of the Council but, if a representative is elected, his seat shall be deemed vacant
and it shall be filled by the State that he represented. The duties of the president shall be to:
¾ Convene meetings of
• The Council
• The Air Transport Committee
• The Air Navigation Commission
ICAO Annexes
The annexes are the basis of the ICAO procedures and practices:
ICAO regulations are not automatically the law of a contracting state. All regulations have to
be enacted as part of the law of that state.
Status of Annex Components All Annexes are made up of the following components, not all
of which are necessarily found in every Annex.
Definitions Definitions are of terms used in the SARPs which are not
self-explanatory. These terms do not have dictionary explanations. A definition does
not have independent status but is an essential part of each SARPs.
Tables and Figures Tables and figures that add to or illustrate a SARP form part
of that SARP and as such have the same status.
Material Approved by the Council for Publication with the Standards and
Recommended Practices
Forewords The forewords contain historical and explanatory material based on the
action of the ICAO Council.
Notes Notes are included in the text to give factual information or references bearing on the
SARPs in question. These notes do not constitute part of that SARP.
Procedures for Air Navigation Services (PANS) These are procedures that have
been adopted by the council for worldwide use. They can contain:
¾ New procedures, or those which are too complicated or detailed for inclusion in
an Annex.
¾ Operating procedures that have not attained a status for adoption as International
Standards and Recommended Practices.
Technical Manuals These documents amplify the SARPs and PANS. They are designed
to assist in the use of the relevant document.
Air Navigation Plans Air Navigation Plans detail the requirements for facilities and services
for international air navigation in the respective ICAO Air Navigation Regions.
Also known as “The Five Freedoms” and adopted at the same time as the Chicago
Convention. These freedoms are:
One The freedom of innocent passage. The right to fly across the territories of a
state without landing.
Two Freedom of Facilities. The right to use foreign territory to refuel or carry out
maintenance. This does not give any traffic rights.
Three The right to carry revenue traffic from the carriers base nation (A) to treaty
partner’s territory (B)
Four The right to carry revenue traffic from treaty partner’s territory (B) to carrier’s
base nation (A)
Five The right to carry revenue traffic between any points of landing on flights
between 3 or more treaty partner nations (B to C to D)
(Do not get this freedom mixed up with Cabotage)
1 & 2 are known as technical rights, 3, 4 & 5 are the traffic rights.
Supplementary Freedoms
The agreements made at this convention cover offences and certain other acts committed on
board aircraft mainly unlawful interference. The convention covers the jurisdiction of the pilot
in command and national jurisdiction.
National Jurisdiction
¾ To carry out his task the aircraft commander may require the assistance of
other crewmembers; he may also ask passengers to assist as necessary.
Introduction
For commercial aviation to operate it is necessary for states to afford the airlines of other
states the right to fly into and across their territory for both traffic and non-traffic purposes.
The principal sources of International Air Law are treaties, which are international agreements
entered into between states. Such treaties or conventions may be multilateral or bilateral.
Such agreements provide for every state the basis on which it enjoys the right to operate air
services to any foreign state.
The failure of The Chicago Conference to reach multilateral agreement on the three key
economic aspects of air transport regulation:
¾ Traffic rights
¾ Tariffs
¾ Capacity
forced the industry to develop alternative ways of regulating these aspects. Fairly quickly a
three sided regulatory structure developed:
¾ Bilateral service agreements have been used to regulate the exchange of traffic
rights between countries and, in some cases, they also involve capacity
regulation
¾ The International Air Transport Association (IATA) was developed by the airlines,
with government approval, into a forum for establishing fares and rates
¾ Inter-airline agreements have increasingly been introduced by many airlines,
usually but not exclusively on a bilateral basis, as a way of trying to control
capacity on particular routes. This is done through revenue pooling agreements.
This regulatory structure has effectively controlled the development of scheduled air services
since World War II. Non-scheduled or charter operations have been relatively unaffected by
This agreement between the UK and USA is an example of a bilateral agreement between
two states where the countries by virtue of their geographic position are finely balanced. It
was broadly based on the following principles:
¾ Air transport facilities available to the travelling public should bear a close
relationship to the requirement of the public for such transport
¾ Fair and equal opportunity to operate on any international route
¾ For trunk services, the interests of the air carriers of the other governments shall
be taken into consideration
IATA is a body whose members are composed of airlines. The functions of IATA include the
establishment of uniform fares, uniform ticketing arrangements and other procedures.
Uniform rules governing the air carriers liabilities in respect of passengers and goods were
agreed in Warsaw in October 1929, when the Treaty for Unification of Certain Rules relating
to the International Carriage by Air was made. This treaty is now known as the Warsaw
Convention 1929. Since the original convention amendments have been made, the most
significant being:
The Warsaw Convention deals only with rights and obligations of contracting carriers. The
Important Articles from the Warsaw Convention are:
The convention does not apply to carriage performed under the terms of any international
postal convention.
The absence, irregularity or loss of the passenger ticket does not affect the validity of the
contract of carriage, which shall be subject to the rules of the convention. If a carrier accepts
a passenger without a ticket then he will not be able to fall back on the provisions of the
convention that limit his liability.
Baggage Check
Article 4 For the carriage of luggage, other than the small personal objects
that the passenger takes himself, the carrier must issue a luggage ticket. The luggage
ticket is made out in duplicate, one for the passenger and the other for the carrier.
Air Waybill
Article 5 Every carrier has the right to require the consignor to make out and
hand over to him a document called an “Air Waybill”; every consignor has the right to
require the carrier to accept this document.
The absence, irregularity or loss of this document does not affect the existence or the
validity of the contract of carriage.
¾ The first part shall be marked “for the carrier” and signed by the consignor
¾ The second “for the consignee”; this part shall be signed by the consignor and by
the carrier and shall accompany the cargo
¾ The third part shall be signed by the carrier and handed by him to the consignor
after the cargo has been accepted
The carrier shall sign prior to the loading of the cargo on board the aircraft. The
signature of the carrier may be stamped; the signature of the consignor may be
printed or stamped.
Article 7 The carrier of cargo has the right to require the consignor to make
out separate waybills when there is more than one package.
Article 17 The carrier is liable for damage sustained in the event of the death or
wounding of a passenger or any other bodily injury suffered by a passenger, if the accident
that caused the damage took place on board the aircraft or in the course of any of the
operations of embarking or disembarking
Article 18 The carrier is liable for damage sustained to any registered baggage or cargo
if the damage took place during the carriage by air.
By definition, carriage by air covers the time that the baggage or cargo is in the charge of the
carrier whether in an aerodrome or on board an aircraft
Article 19 The carrier is liable for damage occasioned by delay in the carriage by air of
passengers, baggage or cargo
Article 20 The carrier is not liable if he proves that he, his company or agents have
taken all necessary measures to avoid the damage or that it was impossible for him or them
to take such a measure
Article 29 The right to damages are lost if an action is not brought within two years
from:
This convention produced uniformity in place of the differing national laws covering the liability
of the owner or operator of an aircraft which causes damage to persons or property on the
surface of the earth.
In simple terms the operator is liable for any damage but the liability is limited to a sum that is
proportionate to the weight of the aircraft. The Convention makes it compulsory to insure
against this liability. Only the minimum number of signatories have signed this convention.
A later Rome Convention looked at the problems of damage caused by foreign aircraft to third
parties on the surface of the earth. The Air Transport Committee and the Council prior to
acceptance considered these economic aspects. The amount of compensation is limited but
carriers are liable for damage caused to third parties. Interestingly, the convention does
accept compulsory recognition and execution of any foreign judgement on damage to third
parties. The Montreal Conference 1978 (the Montreal Protocol) modified the Rome
Convention by adjusting the limits of liability.
Arrest of Aircraft – Rome Convention 1933 This convention also regulated the right of
arrest where an aircraft is seized in the case of debt.
Wet lease-out A JAA operator providing an aeroplane and complete crew to another JAA
Operator, and retaining all functions and responsibilities prescribed in Subpart C, JAR-OPS 1
shall remain the operator of the aeroplane.
Leasing of Aeroplanes Between a JAA Operator and Any Body Other Than a JAA
Operator
Dry lease-in
¾ A JAA operator shall not dry lease-in an aeroplane from any entity other than a
JAA operator, unless approved by the Authority. Any conditions that are part of
this approval must be included in the lease agreement.
¾ A JAA operator shall ensure that, with regard to aeroplanes that are dry leased-
in, any differences from the prescribed instrument, navigation, communication
and safety equipment are notified to, and are acceptable to, the Authority.
Wet lease-in
¾ A JAA operator shall not wet lease-in an aeroplane from a body other than a JAA
operator without the approval of the Authority.
¾ A JAA operator shall ensure that, with regard to aeroplanes that are wet leased-
in:
• The safety standards of the lessor with respect to maintenance and operation
are equivalent to the JAR regulations
• The lessor is an operator holding an AOC issued by a State which is a
signatory to the Chicago Convention
• The aeroplane has a standard Certificate of Airworthiness issued in
accordance with ICAO Annex 8. Standard Certificates of Airworthiness
issued by a JAA Member State other than the State responsible for issue the
AOC will be accepted without further showing when issued in accordance
with JAR, and
• Any JAA requirement made applicable by the lessee's Authority is complied
with.
¾ The Authority has exempted the JAA operator from the relevant provisions of
JAR-OPS Part 1 and, after the foreign regulatory authority has accepted
responsibility in writing for surveillance of the maintenance and operation of the
aeroplane(s) has removed the aeroplane from its AOC, and
¾ The aeroplane is maintained according to an approved maintenance programme.
Wet lease-out A JAA operator providing an aeroplane and complete crew to another entity
and retaining all the prescribed functions and responsibilities shall remain the operator of the
aeroplane.
In circumstances where a JAA operator is faced with an immediate, urgent and unforeseen
need for a replacement aeroplane, the required approval may be deemed to have been given,
provided that:
The introduction of Council Regulation (EEC) No. 2407/92 places additional responsibilities
on member states and licensing authorities and the EU has recommended that the
registration of leased aircraft remains unchanged.
Transport
Article 75 Taking into account the distinctive features of transport, the council
shall lay down:
Introduction
In 1953 the Council of Europe decided that ICAO, as the appropriate body, should convene a
European conference to discuss:
ECAC
In 1970 some European civil aviation authorities started to co-operate with a view to
producing common Joint Airworthiness Requirements so as to facilitate certification of
products built jointly in Europe. This led to the Joint Aviation Authorities (JAA) Board
becoming an associated body to ECAC in 1989. The JAA Board oversees arrangements
between a number of ECAC states providing for co-operation in developing and implementing
common safety standards and procedures.
The JAA has developed since the 1970’s and the members are bound by the “Arrangements”
signed in Cyprus by the then member states in 1990. Although a formal convention is being
drafted the main JAA objectives are:
¾ To ensure through co-operation common high levels of safety within the member
states
¾ Through the application of uniform safety standards, to contribute to fair and
equal competition within the member states
¾ To aim for cost effective safety and minimum regulatory burden so as to
contribute to the European industries international competitiveness
JAA intends to develop such that it will operate in a manner that is as close as possible to a
single authority, without yet formally or legally becoming a single international body where
each individual state has given up its ultimate responsibilities.
Functions of JAA
The authorities will use the JAA to perform the following functions:
¾ To develop, and publish Joint Aviation Requirements (JARs) for the use of the
Authorities in the field of design, manufacture, maintenance and operations; the
JAA will also develop special conditions where applicable
¾ To define as soon as possible the general structure of the whole set of JARs and
the scope of each JAR so that each authority can adopt this structure. To work as
rapidly as possible to remove any national variants or national regulatory
differences with the aim that each individual existing JAR becomes a uniform
code for all JAA countries and no further national regulatory differences are
applied
¾ To establish procedures based on the use of the Authorities resources, that:
• Allow the use of only one set of technical findings in the field of design,
manufacture, maintenance and operations for the benefit of and in a manner
acceptable to all Authorities
• Include practical measures for making the technical findings only once to the
benefit of all Authorities. These measures may include acceptance of
technical findings made by industry, where industry conforms to agreed
approval standards
• Cover the initial certification as well as the continuation of safety standards in
service
The JAA is controlled by a JAA Committee that works under the authority of the Plenary
Conference of the ECAC and reports to the JAA Board of Directors General (better known as
the JAA Board).
JAA Board
JAA Committee
Executive Board
Foundation Board
Secretary General
The JAA Board will consider and review the general policies and long term objectives of the
JAA. Its specific functions include in particular:
¾ Deciding upon questions concerning the relationship between the JAA and
States, the EC, or international organizations
¾ Deciding upon any amendments to these Arrangements
¾ Deciding upon the acceptance of new members of the JAA
¾ Deciding upon measures to be taken in case a member would not fulfil the duties
and commitments implied by the signing of these Arrangements
Membership
JAA membership is open to the civil aviation Authorities of the ECAC member States. The
system for non-members to enter the JAA is a two-stage process. Initially “Candidate
Membership” is given; this is subject to certain conditions:
In the present JAA system, the National Aviation Authorities (NAA) retain the responsibility
for:
¾ Aviation safety
¾ The implementation of JARs in their respective countries
The staff of the NAA will carry out the work related to the standardization within the JAA. The
JAA Committee will have the final decision on new safety requirements and the related
procedures. Where joint decisions by the NAA are needed these are made in the JAA
Committee (JAAC), though the JAAC may delegate this to the Executive Board or to the Main
Committees on which they are represented. Standardization visits are a vital part of the JAA
system; they observe the approval processes of the NAAs and raise any points of doubt.
Where the recommendations are not agreed by the NAA, or any actions taken by the NAA are
not considered fully to meet the needs of the case, the matter is normally referred to the Main
Committee, acting on behalf of the JAAC. The agreed decisions are written up, and should
include any proposals for amendment of JAA publications, if relevant.
The NAA meet with industry and interested parties through the “High Level” meetings on the:
The Main Committees comprise of four Committees whose work is related to the specific
functions of:
¾ Certification
¾ Maintenance
¾ Operations
¾ Licensing
The NAA members of these Committees act either as independent experts or ultimately as
representatives of their national authorities.
Policy
The Flight Crew Licensing policy is to provide JARs for the training and testing of pilots and
the issue of licences, ratings, authorization, approvals or certificates and ensure the
consistent interpretation and implementation of these harmonized requirements. The
objectives of harmonization of flight crew licenses within Europe are to:
Organization
JAA is staffed by experts from NAAs, seconded full time or part time. The Licensing Division,
under the Licensing Director, is staffed full time. The functions of the Licensing Division
include:
¾ Co-ordinate, supervise and review the work of the Subject Expert Teams (SET) in
the following tasks:
¾ Review the reports by the SETs on the syllabi for professional pilots and the
instrument rating and propose any amendments to the JAA FCL Committee
¾ Advise on request of NAAs on examination procedures
Note: The SET are responsible to the JAA FCL Examination Sub-committee and
are required to:
JAR FCL
ICAO Annex 1 provides the basic structure of the JAR-FCL, the JAR for licensing. The
content of Annex 1 has been used and added to where necessary by making use of existing
European regulations.
JAR-FCL has been issued with no national variants. It has been accepted that JAR-FCL
should be applied in practice and the lessons learned embodied in future amendments.
Future development of the requirements of JAR-FCL will be in accordance with the JAAs
Notice of Proposed Amendment (NPA) procedures. These procedures allow for the
amendment of JAR-FCL to be proposed by the NAA of any of the participating countries and
by any organization represented on the Joint Steering Assembly.
The CAAs have agreed they should not unilaterally initiate amendment of their national codes
without having made a proposal for amendment of JAR-FCL in accordance with the agreed
procedure.
¾ JAR-FCL 1 (Aeroplane)
¾ JAR-FCL 2 (Helicopter)
¾ JAR-FCL 3 (Medical)
Eurocontrol
Formed in 1965, Eurocontrol consists of most of the EU states plus 5 other states. Other
European states co-operate or are associated with the system. The stated objectives of
Eurocontrol are:
Objectives
Introduction
The object of the aeronautical information service is to ensure the flow of information
necessary for the safety, regularity and efficiency of international air navigation. Corrupt or
erroneous aeronautical information can potentially affect the safety of air navigation. The role
and importance of aeronautical information/data changed significantly with the implementation
of:
To satisfy the uniformity and consistency in the provision of aeronautical information that is
required for operational use states shall, as far as possible, avoid Standards and procedures
other than those established for international use.
Each State remains responsible for any information published. Aeronautical information
published on behalf of the state shall clearly indicate that it is published under the authority of
that state. Each Contracting State is responsible for ensuring that the aeronautical information
published is accurate, on time and of the required quality expected by ICAO.
Where a 24-hour service is not provided the service has to be available during the whole
period an aircraft is in flight in the area of responsibility plus a period of a least two hours
before and after such period. The service has to be available at any other time as may be
requested by an appropriate ground organization.
The aeronautical information service shall obtain information for it to provide pre-flight
information service and to meet the need for in-flight information.
¾ Flight operations personnel including flight crews, flight planning and flight
simulator, and
¾ The ATS unit responsible for FIS and the services responsible for pre-flight
information
Each State shall designate the office to which all elements of the Integrated Aeronautical
Information Package originated by other States shall be addressed. Such an office shall be
qualified to deal with requests for information by other States.
States shall, wherever practicable, establish direct contact between aeronautical information
services in order to facilitate the international exchange of aeronautical information.
General Specifications
Each element of the Integrated Aeronautical Information Package for international distribution
should include an English text for those parts expressed in plain language
Place names shall be spelt in conformity with local usage, translated where necessary into
the Latin alphabet.
ICAO abbreviations shall be used by the aeronautical information services whenever they are
appropriate and their use will facilitate distribution of information
Each prohibited, restricted or danger area established by a state shall, upon initial
establishment be given an identification and full details shall be promulgated.
The identification assigned is used to identify the area in all subsequent notifications
pertaining to that area. The identification is composed of a group as follows:
A letter:
P Prohibited area
R Restricted area
D Danger area
To avoid confusion, identification numbers are not re-used for a period of at least one year
after cancellation of any area to which they refer.
Note: AlPs are intended primarily to satisfy international requirements for the
exchange of aeronautical information of a lasting character essential to air navigation.
When practicable, the form of presentation is designed to facilitate their use in flight
Part 1 - General (GEN) A list of significant differences between the national regulations and
practices of the State and the related ICAO SARPs and procedures. These are given in a
form that would enable a user to differentiate readily between the requirements of the State
and the related ICAO provisions are found in this section
AlP Amendments Permanent changes to the AlP are published as AlP amendments.
NOTAM
A NOTAM is originated and issued whenever the following information is of direct operational
significance:
• Obstacles
• Military exercises
• Displays
• Races
• Major parachuting events outside promulgated sites
• The location
• Date and time of the incident
• The flight levels and routes or portions thereof which could be affected
¾ Routine maintenance work on aprons and taxiways which does not affect the safe
movement of aircraft
¾ Runway marking work, when aircraft operations can safely be conducted on other
available runways, or the equipment used can be removed when necessary
¾ Temporary obstructions in the vicinity of aerodromes that do not affect the safe
operation of aircraft
¾ Partial failure of aerodrome lighting facilities where such failure does not directly
affect aircraft operations
¾ Partial temporary failure of air-ground communications when suitable alternative
frequencies are known to be available and operative
¾ The lack of apron marshalling services and road traffic control
¾ The unserviceability of location, destination or other instruction signs on the
aerodrome movement area
¾ Parachuting when in uncontrolled airspace under IFR when controlled, at
promulgated sites or within danger or prohibited areas
Distribution
NOTAM Checklist
¾ Issued over the AFTN at intervals of not more than one month
¾ The checklist shall refer to the latest AIP Amendments, AIP Supplements and at
least the internationally distributed AICs
¾ The checklist must have the same distribution as the actual message series to
which they refer
¾ NOTAM in force
¾ The latest AIP Amendments
¾ A checklist of AIP Supplements, and
¾ AIC issued
All temporary NOTAMs must include an expiry date. If the expiry is estimated then a ten
figure group is suffixed with “EST”. There is no ICAO recommendation when a NOTAM
issued with an estimated expiry time should be replaced.
Information concerning snow, ice and standing water on aerodrome pavements is reported by
SNOWTAM. Information concerning an operationally significant change in volcanic activity, a
volcanic eruption and/or volcanic ash cloud is reported by means of an ASHTAM
SNOWTAM
The SNOWTAM Form is broken into 17 sections as shown in the form below.
An ASHTAM provides information on the status of activity of a volcano when a change in its
activity is expected, or is, of operational significance. Information is passed using a volcano
level of alert colour code given in the table below.
Information that is distributed under the AIRAC system are the establishment, withdrawal of
and premeditated significant changes to:
• FIR
• CTA
• CTR
• Advisory areas
• ATS routes
• Permanent danger, prohibited and restricted areas
• Aerodrome
• Facilities and services
The system is based on the establishment of a series of common effective dates at intervals
of 28 days. The AIS unit distributes AIRAC information at least 42 days in advance of the
effective date with the objective of reaching recipients at least 28 days in advance of the
effective date. The information notified is not changed for at least another 28 days after the
effective date, unless the change is of a temporary nature and would not persist for the full
period.
Whenever major changes are planned and where additional notice is desirable and
practicable, a publication date of at least 56 days in advance of the effective date should be
used
shall be made available to flight operations personnel responsible for pre-flight information.
Aeronautical information provided for pre-flight planning purposes shall include relevant:
All NOTAM information is available to pilots in the form of pre-flight information bulletins (PIB).
Post Flight Information States shall ensure that arrangements are made for all
aerodromes to receive information concerning the state and operation of the navigation
facilities to be used by flight crew. All such information is made available to the AIS for
dissemination.
Designated authorities
Entry, transit and departure of aircraft
Entry, transit and departure of cargo
Aircraft instruments, equipment and flight documents
Summary of national regulations and international agreements/conventions
Differences from ICAO SARPs
GEN 3 – Services
General rules
VFR
IFR
ATS airspace classification
Holding, approach and departure procedures
Radar services and procedures
AD 1 – Aerodromes/Heliports Introduction
Aerodrome/heliport availability
Rescue and fire fighting services and snow plan
Index to aerodromes and heliports
Groupings of aerodromes/heliports
AD 2 – Aerodromes
AD 3 - Heliports
The requirement is for charts related to an aerodrome to be included in the following order:
¾ Aerodrome/heliport chart
¾ Aircraft parking/docking chart
¾ Aerodrome ground movement chart
¾ Aerodrome obstacle chart – for each runway
¾ Precision approach terrain chart
¾ Area chart – departure and transit routes
¾ Standard departure chart
¾ Area chart – arrival and transit routes
¾ Standard arrival chart
¾ Instrument approach chart
¾ Visual approach chart
¾ Bird concentrations in the vicinity of aerodrome
Introduction
A person shall not act as a flight crewmember of an aircraft unless a valid licence is held. The
licence must have been issued by the State of Registry of that aircraft or by any other
contracting state and rendered valid by the State of Registry.
Medical Fitness
An applicant for a licence must hold a Medical Assessment applicable for the type of licence
being applied for. Flight crewmembers shall not exercise the privileges of their licence unless
their Medical Assessment is in date. Each contracting state designates medical examiners
that are authorized to issue the Medical Assessment. For an Airline Transport Licence the
validity of the Medical Assessment is 12 months. This reduces to 6 months after the licence
holder passes their 40th birthday.
Validity of Licence
The licence holder must maintain competency, recent experience requirements and a valid
Medical assessment for a licence to remain valid.
A person shall not act as a flight crew member of a civil aeroplane registered in a JAA
Member State unless that person holds a valid licence and rating complying with the
requirements of JAR-FCL. The licence shall have been issued by:
Exercise of Privileges
The holder of a licence or rating shall not exercise privileges other than those granted by that
licence or rating
Where a person, an organization or a service has been licensed, issued with a rating,
authorization, approval or certificate by the authority of a JAA Member State in accordance
with the requirements of JAR-FCL and associated procedures, such licences, ratings,
authorizations, approvals or certificates shall be accepted without formality by other JAA
Member States.
A licence issued by non-JAA State may be rendered valid at the discretion of the Authority of
a JAA Member State for use on aircraft registered in that JAA Member State.
Validation of a professional pilot’s licence shall not exceed one year from the date of
validation, provided that the basic licence remains valid. Any further validation for use on
aircraft registered in any JAA Member State is subject to agreement by the JAA Member
States and to any conditions seen fit within the JAA. The user of a licence validated by a JAA
Member State shall comply with the requirements stated in JAR-FCL.
A licence holder shall not exercise the privileges granted by any licence or rating issued by a
JAA Member State unless the holder maintains competency by meeting the relevant
requirements of JAR-FCL.
The licence holder must apply for the re-issue of the licence; this application must include all
necessary documentation.
Recent Experience
A pilot shall not operate an aeroplane carrying passengers as the pilot in command or co-pilot
unless he has carried out:
¾ At least 3 take-offs and 3 landings as pilot flying in the same type/class or flight
simulator in the preceding 90 days, and
¾ If the flight is at night, and the holder does not hold a valid Instrument rating one
of the take-offs and one of the landings must be carried out at night.
Medical Fitness
Fitness The holder of a medical certificate shall be mentally and physically fit to
exercise safely the privileges of the applicable licence.
Requirement for Medical Certificate In order to apply for or to exercise the privileges of a
licence, the applicant or holder shall hold a medical certificate issued in accordance with the
provisions of JAR-FCL Part 3 (Medical) and appropriate to the privileges of the licence.
Decrease in Medical Fitness Licence holders or student pilots shall not exercise the
privileges of their licences, related ratings or authorizations at any time when they are aware
of any decrease in their medical fitness which might render them unable to safely exercise
Every holder of a medical certificate issued in accordance with JAR-FCL Part 3 (Medical) who
is aware of:
shall inform the authority in writing of such injury or pregnancy, and as soon as the period of
21 days has elapsed in the case of illness. The medical certificate shall be deemed to be
suspended upon the occurrence of such injury, or the elapse of such period of illness, or the
confirmation of the pregnancy, and
¾ In the case of injury or illness the suspension shall be lifted upon the holder being
medically examined under arrangements made by the authority and being
pronounced fit to function as a member of the flight crew, or upon the authority
exempting, subject to such conditions as it thinks fit, the holder from the
requirement of a medical examination, and
¾ In the case of pregnancy, the suspension may be lifted by the authority for such
period and subject to such conditions as it thinks fit and shall cease upon the
holder being medically examined under arrangements made by the authority after
the pregnancy has ended and being pronounced fit to resume her functions as a
member of the flight crew
¾ Credited in full with all solo, dual instruction or pilot in command (PIC) flight time
towards the total flight time required for the licence or rating
¾ An ATPL/CPL graduate of an integrated CPL/ATPL course is entitled to be
credited with up to 50 hours student pilot in command (SPIC) instrument time
towards the pilot in command time required for the issue of the ATPL, CPL and a
multi engine type or class rating
¾ Credited in full with all co-pilot time towards the total flight time required for a
higher grade of pilot licence
¾ The holder of a pilot licence when acting as co-pilot performing under the
supervision of the PIC the functions and duties of a PIC shall be entitled to be
credited in full with this flight time required for a higher grade of licence. The
method of supervision must be approved by the authority.
Age 60 – 64 The holder of a pilot licence who has reached the age of 60 years shall not
act as a pilot of an aeroplane engaged in commercial air transport operations except:
Age 65 The holder of a pilot licence who has reached the age of 65 years shall not act as a
pilot of an aeroplane engaged in commercial air transport operations
An applicant shall demonstrate the satisfactory completion of all requirements for licence
issue to the authority of the State under whose authority the training and testing for the
licence were carried out. Following licence issue, this State shall thereafter be referred to as
the “State of licence issue”.
Further ratings may be obtained under JAR-FCL requirements in any JAA Member State and
will be entered into the licence by the State of Licence issue
Normal Residency
Normal residency means the place where a person usually lives for at least 185 days in each
calendar year because of personal and occupational ties or, in the case of a person with no
occupational ties, because of personal ties which show close links between that person and
the place where they are living.
The flight crew licence issued by a JAR Member State in accordance with JAR-FCL will
conform to the following specifications:
Permanent Items
Variable Items
¾ Ratings Class, type, instructor, etc with dates of expiry. Radio telephony
privileges may appear on the licence form or on a separate certificate
¾ Remarks Special endorsements relating to limitations and endorsements for
privileges
¾ Any other details required by the authority
Material The paper or other material used will prevent or readily show any
alterations or erasures. Any entries or deletions to the form will be clearly authorized
by the authority
Colour White material will be used for pilot’s licences in accordance with
JAR-FCL
Language Licences shall be written in the national language and in English and
such other languages as the authority deems appropriate
¾ All flight time as co-pilot on an aeroplane where more than one pilot is required
Instruction Time
¾ Where the method of supervision is approved by the authority a co-pilot may log
all PICUS time as long as the PIC did not intervene in the interest of safety
PPL(A)
Minimum Age 17
¾ Helicopter
¾ Microlight helicopters
¾ Gyroplanes
¾ Microlights with fixed wings and moveable aerodynamic control surfaces
ATPL(A) Experience An applicant for an ATPL (A) shall have completed as a pilot of
aeroplanes at least 1500 hours of flight time. A maximum of 100 hours flight simulator time
may be included in this figure. Specific qualifications required within the 1500 hours flight time
are:
CPL(A) Experience
IR (A)
Issue of a PPL
Completion of 15 hours on the relevant type in the preceding 12 months
Issue of a CPL
500 hours of flight time including at least 200 hours of flight instruction
Issue of an IR
200 hours flight time in accordance with IFR, 50 hours of which may be instrument
ground time
Completed an approved course of at least 5 hours of flight instruction in an
aeroplane, flight simulator or FNPT II
Class Ratings Class ratings are established for single pilot aeroplanes not requiring a type
rating as follows:
Type Ratings Other than those aeroplanes included in the class ratings above the following
aeroplanes require type ratings:
The operator must ensure that each flight crewmember undergoes the following checks and
recurrent training:
Each flight crew member must undergo an Operator Proficiency Check to demonstrate their
competence in carrying out normal, abnormal and emergency procedures. The check is
carried out under IFR conditions as part of a normal flight crew complement.
The validity of an Operator Proficiency Check is 6 calendar months. If the check is issued
within the final 3 calendar months of validity of a previous Operator Proficiency Check then
the period of validity extends from the date of issue until 6 calendar months from the expiry
date of that previous Operator Proficiency Check.
Line Check
Each flight crewmember must undergo a Line Check to demonstrate their competence in
carrying out normal line operations.
The period of validity is 12 calendar months. If the check is issued within the final 3 calendar
months of validity of a previous Line Check then the period of validity extends from the date of
issue until 12 calendar months from the expiry date of that previous Line Check.
Each flight crew member must undergo training and checking on the location and use of all
emergency and safety equipment carried.
The period of validity is 12 calendar months. If the check is issued within the final 3 calendar
months of validity of a previous Emergency and Safety Check then the period of validity
extends from the date of issue until 12 calendar months from the expiry date of that previous
Emergency and Safety Check
CRM
Each flight crewmember has to undergo recurrent CRM training. JAA OPS covers validity and
recurrent training periods required.
Each flight crewmember must undergo Aeroplane/Flight Simulator Training at least every 12
calendar months.
If the check is issued within the final 3 calendar months of validity of previous
Aeroplane/Flight Simulator Training then the period of validity extends from the date of issue
until 12 calendar months from the expiry date of that previous Aeroplane/Flight Simulator
Training.
The rules of the air shall apply to aircraft bearing the nationality and registration marks of a
Contracting State, wherever they may be. An aircraft must follow the rules of the air of the
state being overflown. These rules also apply to Oceanic Regions that are covered by
Regional Air Navigation Agreements.
The operation of an aircraft in flight or on the movement area shall be in accordance with the
General Rules, which are listed later. In flight operation must also be flown under:
The PIC, whether at the controls or not, shall be responsible for the operation of the aircraft in
accordance with the rules of the air. The PIC may depart from the rules of the air in the
interests of safety.
Pre-Flight Action
The PIC of an aircraft must pre-brief himself with all available information appropriate to the
flight. Flights away from the vicinity of an aerodrome, and all IFR flights shall include:
¾ A meteorological brief
¾ A consideration of the fuel requirements
¾ Alternative actions if the flight cannot be completed as planned
The PIC of an aircraft shall have final authority over the aircraft while in command.
No person shall pilot an aircraft, or act as flight crew while under the influence of intoxicating
liquor, or any narcotic or drug, by reason of which that person’s capacity to act is impaired.
General Rules
Minimum Heights
No aircraft is to be flown over the congested areas of cities, towns or settlements or over an
open air assembly of persons, unless at a height that will permit, in the event of an
emergency, a landing to be made without undue hazard to persons or property on the
surface. Exceptions to this rule are:
Minimum heights for VFR and IFR flights will be discussed in the later sections.
Cruising Levels
Flight Level For flights above the lowest useable flight level or where applicable,
above the Transition Altitude.
Altitude For flights below the lowest usable flight level or where applicable, at
or below the Transition Altitude.
None of the following can be carried out from an aircraft in flight except when prescribed by
the appropriate authority, and as indicated by relevant information, advice and/or clearance
from the appropriate ATSU.
¾ Dropping or Spraying
¾ Towing
¾ Parachute Descents
¾ Acrobatic Flight
Formation Flights
The above conditions assume that the following rules are observed:
¾ The formation operates as a single aircraft with regard to navigation and position
reporting
¾ Separation between aircraft in flight shall be the responsibility of the flight leader
and the PICs of the other aircraft
¾ A distance not exceeding 1 km laterally and longitudinally and 30 m vertically
from the flight leader shall be maintained
Aircraft shall not be flown in Prohibited or Restricted Areas except in accordance with the
conditions of the restrictions, or by the permission of the state, over whose territories the
areas are established.
Avoidance of Collisions
It is important that vigilance for the purpose of detecting potential collisions is not relaxed on
board an aircraft in flight, regardless of the type of flight or the class of airspace in which the
aircraft is operating, and while operating on the movement area of an aerodrome.
An aircraft shall not be operated in close proximity to other aircraft so as to create a collision
hazard.
Right of Way
The aircraft that has the right of way shall maintain its heading and speed. Nothing in these
rules shall relieve the PIC of an aircraft from the responsibility of taking such action, including
collision avoidance manoeuvres based on resolution advisories provided by ACAS
equipment.
Any aircraft that is obliged to keep out of the way of another aircraft shall avoid passing over,
under or in front of that aircraft, unless it is well clear and takes into account the effect of wake
turbulence.
An aircraft that is being overtaken has the right of way and the overtaking aircraft,
whether climbing, descending or in horizontal flight, shall keep out of the way by
altering its heading to the right. No change in the relative positions of the two aircraft
absolves the overtaking aircraft from this obligation until it is entirely past and clear.
When there is a danger of collision between two aircraft taxiing on the movement area of an
aerodrome the following rules apply:
¾ Where two aircraft are approaching head-on, or approximately so, each shall stop
or where practicable alter its course to the right so as to keep well clear
¾ When two aircraft are on a converging course, the one that has the other on its
right shall give way
¾ An aircraft which is being overtaken by another aircraft shall have the right of
way. The overtaking aircraft shall keep well clear of the other aircraft.
An aircraft taxiing on the manoeuvring area shall stop and hold at all taxi-holding positions
unless authorized by the aerodrome control tower. This includes lighted stop bars; when the
lights are switched off then an aircraft may proceed.
From sunset to sunrise, or during any other period prescribed by the appropriate authority, all
aircraft in flight shall display:
¾ Anti collision lights intended to attract the attention of other aircraft, and
¾ Navigation lights intended to indicate the relative path of the aircraft to an
observer. No other lights shall be displayed if they are likely to be mistaken for
the navigation lights
Lights such as landing lights and airframe floodlights may be used in addition to the anti
collision light to enhance aircraft conspicuity.
From sunset to sunrise, or during any other period prescribed by the appropriate authority:
¾ All aircraft on the movement area of an aerodrome shall display navigation lights
intended to indicate the relative path of the aircraft to an observer. Other lights
shall not be displayed if they are likely to be mistaken for these lights
¾ Unless stationary, and otherwise adequately illuminated, all aircraft on the
movement area of an aerodrome shall display lights intended to indicate the
extremities of their structure
Note: If suitably located on the aircraft the navigation lights may meet these
requirements.
¾ All aircraft operating on the movement area of an aerodrome shall display lights
intended to attract attention to the aircraft, and
¾ All aircraft operating on the movement area of an aerodrome whose engines are
running shall display lights which indicate that fact
Note: Red anti collision lights may meet the requirements of the two
paragraphs above provided that they do not subject observers to harmful
dazzle.
All aircraft operating on the movement area of an aerodrome that are fitted with anti collision
lights, or lights that show that the engines are running, shall display these lights at all times on
the movement area.
Pilots shall be permitted to switch off, or reduce the intensity of, any flashing lights if they do,
or are likely to:
An aircraft operated on, or in the vicinity of, an aerodrome shall whether or not within an ATZ:
The Air Traffic Control Service This service is further sub-divided into three parts:
Area Control Service The provision of ATC service for controlled flights,
except those parts of such flights as described below
Approach Control Service The provision of ATC service for those parts of
controlled flights associated with arrival and departure
Flight Information Service To provide advice and information useful for the safe and
efficient conduct of flight
The need for the provision of ATS is determined by considering the following:
Determination of the Portions of the Airspace and Controlled Aerodromes where Air
Traffic Services will be Provided
When it has been determined that ATS will be provided in a particular portion of airspace or at
a particular aerodrome, then the airspace is designated according to the services to be
provided.
The designation of the particular portions of the airspace or the particular aerodromes are as
follows.
Those portions of the airspace where it is determined that FIS and alerting service will be
provided shall be designated as FIRs.
Those portions of the airspace where it is determined that ATC service will be provided to IFR
flights only are designated as Class A airspace; Control Areas or Control Zones. The
difference between a CTR and a CTA will be discussed later.
Those portions of controlled airspace where it is determined that ATC service will also be
provided to VFR flights shall be designated as Class B, C or D airspace.
Where designated within a FIR, CTAs and CTRs shall form part of that FIR.
Controlled Aerodrome
Those aerodromes where it is determined that ATC service will be provided to aerodrome
traffic are designated as controlled aerodromes.
Class A Airspace
IFR flights only are permitted, all flights are subject to ATC service and are separated from
each other
Type of Flight IFR only
Separation Provided All aircraft
Service Provided Air traffic control service
VMC Visibility and Distance from Cloud Not applicable
Minima
Speed Limitation Not applicable
Radio Communication Requirement Continuous two-way
Subject to an Air Traffic Clearance Yes
Class B Airspace
IFR and VFR flights are permitted, all flights are subject to ATC service and are separated
from each other
IFR Flight
Separation Provided All aircraft
Service Provided Air traffic control service
VMC Visibility and Distance from Cloud Not applicable
Minima
Speed limitation Not applicable
Radio Communication Requirement Continuous two-way
Subject to an Air Traffic Clearance Yes
VFR Flight
Separation Provided All aircraft
Service Provided Air traffic control service
VMC Visibility and Distance from Cloud 8 km at and above 3050 m (10 000 ft) amsl
Minima 5km below 3050 m (10 000ft) msl
Clear of clouds
Speed Limitation Not applicable
Radio Communication Requirement Continuous two-way
Subject to an Air Traffic Clearance Yes
When the height of the transition altitude is lower than 3050 m (10 000 ft) amsl, FL 100 should
be used in lieu of 10 000 ft. For Class F and G airspace if the appropriate ATS authority is
given:
• At speeds that will give adequate opportunity to observe other traffic or any
obstacles in time to avoid collision, or
• In circumstances in which the probability of encounters with other traffic
would normally be low eg in areas of low traffic volume and for aerial work at
low levels
States need only select those airspace classes appropriate to their needs.
States authorize RNP types and, when applicable, RNP types are also prescribed on the
basis of regional air navigation agreements.
Air Traffic Control Unit ATCUs are established to provide ATC service, FIS
and alerting service within CTAs, CTRs and at controlled aerodromes
FIRs are designated to cover the whole of the air route structure to be served by such
regions. A FIR includes all airspace within its lateral limits, except that covered by an UIR.
SCOTTISH FIR
LONDON FIR
Where a FIR is limited by an UIR, the lower limit specified for the UIR is also the upper
vertical limit of the FIR.
Control Areas
CTAs, including airways and TMAs, are designated so as to encompass enough airspace to
contain the flight paths of IFR flights in which it is desired to provide protection. Taking into
account the capabilities of the navigation aids within the area.
CONTROL ZONE
A lower limit of a CTA is established at a height above the ground or water at not less than
200 m (700 ft). The lower limit of a CTA should, when practicable, in order to allow freedom of
movement for VFR flights below the CTA, is established above those minima specified above.
Where it is desirable to limit the number of FIRs or CTAs through which high flying aircraft
would otherwise have to operate, a FIR or CTA, as appropriate, should be designated to
include the upper airspace within the lateral limits of a number of lower FIRs or CTAs
Control Zones
The lateral limits of CTRs encompass at least those portions of the airspace, which are not
within CTAs, containing the paths of IFR flights arriving at and departing from aerodromes to
be used under IMC.
The lateral limits of a CTR extend to at least 9.3 km (5 nm) from the centre of the aerodrome
or aerodromes concerned in the directions from which approaches may be made. If a CTR is
located within the lateral limits of a CTA, it extends upwards from the surface of the earth to at
least the lower limit of the CTA. A CTR may include two or more aerodromes situated close
together.
Note: An upper limit higher than the lower limit of the overlying CTA may be
established when necessary
If a CTR is located outside of the lateral limits of a CTA, an upper limit is established. If it is
necessary to establish the upper limit of a CTR at a level higher than the lower limit of the
CTA established above it, or if the CTR is outside of the lateral limits of a CTA, its upper limit
should be established at a level which pilots can easily identify. When this limit is above 900
m (3000 ft) msl it should coincide with a VFR cruising level.
Minimum flight altitudes are determined and promulgated by each Contracting State for each
ATS route over its territory. The minimum flight altitudes determined will provide a minimum
clearance above the controlling obstacle located within the area concerned.
When an occurrence of unlawful interference with an aircraft takes place or is suspected, ATS
units shall attend promptly to requests by the aircraft. Information pertinent to the safe
conduct of the flight shall continue to be transmitted and necessary action shall be taken to
expedite the conduct of all phases of the flight, especially the safe landing of the aircraft.
ATS units use Co-ordinated Universal Time (UTC) and express the time in hours and minutes
of the 24 hour day beginning at midnight.
ATS unit clocks and other time recording devices are checked as necessary to ensure the
correct time to within ±30 seconds of UTC at all times.
Aerodrome control towers shall, prior to an aircraft taxiing for take-off, provide the pilot with
the correct time, unless arrangements have been made for the pilot to obtain it from other
sources. ATS units provide aircraft with the correct time on request, these time checks are
given to the nearest ½ minute.
Flight Rules
Except when an aircraft is being flown under Special VFR, a VFR flight must follow the rules
below. The rules specify the minimum in-flight conditions for visibility and distance from
clouds for all classes of airspace. Class A does not appear in the table below as VFR is not
permitted in that class of airspace.
Except when a clearance is given from an ATCU, VFR flights cannot take-off or land at an
aerodrome in a CTR, or enter an aerodrome traffic zone or traffic pattern when:
Unless authorized by the appropriate ATS authority, VFR flights are not operated:
¾ Above FL 200
¾ At transonic and supersonic speeds
Except when necessary for take-off and landing, or where permission has been granted from
the appropriate authority, a VFR flight shall not be flown:
¾ Over the congested areas of cities, towns or settlements or over an open air
assembly of persons at a height less than 300 m (1000 ft) above the highest
obstacle within a radius of 600 m from the aircraft
¾ Elsewhere, other than specified in the paragraph above, at a height less than 150
m (500 ft) above the ground or water
Except where indicated in ATC clearances or specified by the appropriate ATS authority:
¾ VFR flights in level cruising flight when operated above 900 m (3000 ft) from the
ground or water, or
¾ A higher datum as specified by the appropriate ATS authority
are conducted at a flight level appropriate to track as specified in the table of cruising levels to
be found after the notes on IFR.
VFR flights shall comply with the provisions laid out in ATC clearances:
A VFR flight operating within ATS routes, or areas specified by the appropriate ATS authority,
shall maintain a continuous listening watch on the appropriate radio frequency. The aircraft
must report its position as necessary to, the ATS unit providing the FIS.
An aircraft operated in accordance with VFR which wishes to change its flight to IFR, shall:
Aircraft Equipment All aircraft have to be equipped with suitable instruments and
navigation equipment appropriate to the route to be flown.
Minimum Levels Except when necessary for take-off and landing, or except when
specifically authorized by the appropriate authority, an IFR flight is flown at a level which is
not below the minimum flight altitude established by the state whose territory is being
overflown. If no minimum altitude has been established IFR flight shall be flown:
Note: The estimated position of the aircraft will take account of the
navigational accuracy which can be achieved on the relevant route segment,
having regard to the navigational facilities available on the ground and in the
aircraft
An aircraft wishing to change from IFR to VFR flight shall, if a flight plan was submitted, notify
the appropriate ATS unit that the IFR flight is cancelled and communicate the changes to be
made to the current flight plan.
When an aircraft operating under IFR is flown in, or encounters, VMC it shall not cancel its
IFR flight unless it is anticipated, and intended, that the flight will be continued for a
reasonable period of time in uninterrupted VMC.
IFR flights shall comply with the provisions of the rules laid out in ATC clearances.
An IFR flight operating in cruising flight shall be flown at a cruising level, or if authorized to
employ cruise climb techniques, between two levels or above a level, selected from the table
of cruising levels found after this section. The correlation to track does not apply when
indicated in ATC clearances or specified in the appropriate ATS authority AIP.
An IFR flight operating in level cruising flight outside controlled airspace is flown at a cruising
level appropriate to track as specified in the table of cruising levels found after this section.
Communication
All IFR flights operating outside controlled airspace but within or into areas, or along routes
designated by the appropriate ATS authority shall maintain a listening watch on the
appropriate radio frequency. Two-way communications must be established with the ATS unit
providing the FIS.
Position Reports
All IFR flights operating outside controlled airspace and required by the appropriate ATS
authority to:
Note: Aircraft electing to use the air traffic advisory service while operating IFR are:
• That the flight plan and changes thereto are not subject to clearances
• Two way communication will be maintained with the unit providing the air
traffic advisory service
The cruising levels to be observed when required by Annex 2 are listed in the two tables
below.
TRACK**
From 000º to 179º *** From 180º to 359º ***
IFR Flights VFR Flights IFR Flights VFR Flights
Altitude Altitude Altitude Altitude
FL Metres Feet FL Metres Feet FL Metres Feet FL Metres Feet
10 300 1000 20 600 2000
30 900 3000 35 1050 3500 40 1200 4000 45 1350 4500
50 1500 5000 55 1700 5500 60 1850 6000 65 2000 6500
70 2150 7000 75 2300 7500 80 2450 8000 85 2600 8500
90 2750 9000 95 2900 9500 100 3050 10 000 105 3200 10 500
110 3350 11 000 115 3500 11 500 120 3650 12 000 125 3800 12 500
130 3950 13 000 135 4100 13 500 140 4250 14 000 145 4400 14 500
150 4550 15 000 155 4700 15 500 160 4900 16 000 165 5050 16 500
170 5200 17 000 175 5350 17 500 180 5500 18 000 185 5650 18 500
190 5800 19 000 195 5950 19 500 200 6100 20 000 205 6250 20 500
210 6400 21 000 215 6550 21 500 220 6700 22 000 225 6850 22 500
230 7000 23 000 235 7150 23 500 240 7300 24 000 245 7450 24 500
250 7600 25 000 255 7750 25 500 260 7900 26 000 265 8100 26 500
270 8250 27 000 275 8400 27 500 280 8550 28 000 285 8700 28 500
290 8850 19 000 300 9150 30 000
* Except when, on the basis of regional air navigation agreements, a modified table of
cruising levels based on a nominal vertical separation minimum of 300 m (1000 ft) is
prescribed for use, under specified conditions, by aircraft operating above FL 410 within
designated portions of the airspace
** Magnetic track, or Polar areas at a latitude higher than 70º and within such
extensions to those areas as may be prescribed by the appropriate ATS authorities, grid
tracks as determined by a network of lines parallel to the Greenwich Meridian superimposed
*** Except where, on the basis of regional air navigation agreements, from 090º to 269º
and from 270º to 089º is prescribed to accommodate predominant traffic directions and
appropriate transition procedures to be associated therewith are specified
TRACK*
From 000º to 179º ** From 180º to 359º **
IFR Flights VFR Flights IFR Flights VFR Flights
Altitude Altitude Altitude Altitude
FL Metres Feet FL Metres Feet FL Metres Feet FL Metres Feet
10 300 1000 20 600 2000
30 900 3000 35 1050 3500 40 1200 4000 45 1350 4500
50 1500 5000 55 1700 5500 60 1850 6000 65 2000 6500
70 2150 7000 75 2300 7500 80 2450 8000 85 2600 8500
90 2750 9000 95 2900 9500 100 3050 10 000 105 3200 10 500
110 3350 11 000 115 3500 11 500 120 3650 12 000 125 3800 12 500
130 3950 13 000 135 4100 13 500 140 4250 14 000 145 4400 14 500
150 4550 15 000 155 4700 15 500 160 4900 16 000 165 5050 16 500
170 5200 17 000 175 5350 17 500 180 5500 18 000 185 5650 18 500
190 5800 19 000 195 5950 19 500 200 6100 20 000 205 6250 20 500
210 6400 21 000 215 6550 21 500 220 6700 22 000 225 6850 22 500
230 7000 23 000 235 7150 23 500 240 7300 24 000 245 7450 24 500
250 7600 25 000 255 7750 25 500 260 7900 26 000 265 8100 26 500
270 8250 27 000 275 8400 27 500 280 8550 28 000 285 8700 28 500
290 8850 19 000 300 9150 30 000 310 9150 31 000 320 9750 32 000
330 10 050 33 000 340 10 350 34 000 350 10 650 35 000 360 10 950 36 000
370 11 300 37 000 380 11 600 38 000 390 11 900 39 000 400 12 200 40 000
410 12 500 41 000 420 12 800 42 000 430 13 100 43 000 440 13 400 44 000
450 13 700 45 000 460 14 000 46 000 470 14 350 47 000 480 14 650 48 000
490 14 950 49 000 500 15 250 50 000 510 15 550 51 000 520 15 850 52 000
etc etc etc etc etc etc etc etc etc etc etc etc
* Magnetic track, or Polar areas at a latitude higher than 70º and within such
extensions to those areas as may be prescribed by the appropriate ATS authorities, grid
tracks as determined by a network of lines parallel to the Greenwich Meridian superimposed
as a Polar Stereographic chart in which the direction towards the North Pole is employed as
Grid North
** Except where, on the basis of regional air navigation agreements, from 090º to 269º
and from 270º to 089º is prescribed to accommodate predominant traffic directions and
appropriate transition procedures to be associated therewith are specified
Reference: Procedures for Air Navigation Services, Rules of the Air and Air Traffic
Services, Doc 4444 - RAC/501
General
Aerodrome control towers issue information and clearances to aircraft under their control in
order to achieve a safe, orderly and expeditious flow of air traffic on and in the vicinity of an
aerodrome with the object of preventing collisions between:
Aerodrome control towers are also responsible for alerting the safety services and will
immediately report any failure or irregularity of operation in any apparatus, light or other
device established at an aerodrome for the guidance of aerodrome traffic and PICs of aircraft
Aircraft which:
¾ Fail to report after having been handed over to an aerodrome control tower, or
¾ Having once reported, cease radio contact and
¾ In either case fail to land 5 minutes after the expected landing time
Any or all VFR operations on and in the vicinity of an aerodrome may be suspended by any of
the following units, persons or authorities whenever safety requires such action:
¾ The area control centre within whose CTA the aerodrome is located
¾ The aerodrome controller on duty
¾ The appropriate ATS authority
The following procedures are observed by the aerodrome control tower whenever VFR
operations are suspended:
¾ The holding of all departures other than those which file an IFR flight plan and
obtain approval from the area control centre
¾ The recall of all local flights operating under VFR or obtain approval for special
VFR operations
¾ The notification of the area control centre of the action taken
¾ The notification of all operators, or their designated representatives, of the reason
for taking such action if necessary or requested
Aerodrome controllers maintain a continuous watch on all visible flight operations on and in
the vicinity of an aerodrome, including aircraft, vehicles and personnel on the manoeuvring
area, and control this traffic in accordance with the procedures and traffic rules. If there are
other aerodromes within a CTR, traffic at all aerodromes within such a zone are co-ordinated
so that traffic circuits do not conflict.
The following positions of aircraft in the traffic and taxi circuits are the positions where the
aircraft normally receive aerodrome control tower clearances, whether these are given by light
signals or radio. Aircraft should be watched closely as they approach these positions so that
proper clearances may be issued without delay.
3 5
1 6
¾ Position 1 Aircraft initiates call to taxi for departing flight, runway in use
information and taxi clearances given.
¾ Position 2 If there is conflicting traffic, the departing aircraft will be held at this
point. Motors of the aircraft will normally be run-up here
Final
Base Leg
Downwind Leg
The term runway in use is used to indicate the runway that at a particular time is considered
by a unit providing aerodrome control service to be the most suitable for use by the types of
aircraft expected to land or take-off at the aerodrome.
If the runway in use is not considered suitable for the operation involved the PIC may request
permission to use another runway.
When so requested by the pilot prior to engine start, an expected take-off time will be given,
unless engine start time procedures are employed.
Prior to taxiing for take-off, aircraft are advised of the following information, in the order listed,
with the exception of those elements that it is known the aircraft has already received:
¾ Any significant changes in the surface wind direction and speed, the air
temperature, and the visibility or RVR value(s) given
¾ Significant meteorological conditions in the take-off and climb out area, except
when it is known that the information has already been received by the aircraft.
When operating under VMC, it is the responsibility of the PIC of an aircraft to avoid collision
with other aircraft. However, due to the restricted space on and around manoeuvring areas, it
is often essential that traffic information be issued to aid the PIC of an aircraft to avoid
collision. Essential local traffic is considered to consist of any aircraft, vehicle or personnel on
or near the manoeuvring area or traffic operating in the vicinity of the aerodrome, which may
constitute a hazard to the aircraft concerned. Information on essential local traffic is issued
either directly or through the unit providing approach control service when, in the judgement
of the aerodrome controller the information is necessary in the interests of safety, or when
requested by aircraft.
Aerodrome controllers shall, whenever practicable, advise aircraft of the expected occurrence
of hazards caused by wake turbulence.
In issuing clearances or instructions, air traffic controllers should take into account the
hazards caused by jet blast and propeller slipstream to taxiing aircraft, to aircraft taking-off or
landing, particularly when intersecting runways are being used, and to vehicles and personnel
operating on the aerodrome.
An aircraft landing or in the final stages of an approach to land normally has priority over an
aircraft intending to depart. Departures are normally cleared in the order in which they are
ready for take-off, except that deviations may be made from this order of priority to facilitate
the maximum number of departures with the least average delay.
When taxiing, a pilot’s vision is limited. It is important therefore for aerodrome control units to
issue concise instructions and adequate information to the pilot to assist him in determining
the correct taxi routes and to avoid collision with other aircraft or objects
For the purpose of expediting air traffic, aircraft may be permitted to taxi on the runway in use,
provided no delay or risk to other aircraft will result. Aircraft will not be held closer than at a
taxi holding position for the runway in use. Aircraft are not permitted to hold on the approach
end of the runway in use whenever another aircraft is landing or, until the landing aircraft has
passed the point of intended holding.
An aircraft known or believed to be the subject of unlawful interference or which for other
reasons needs isolation from normal aerodrome activities shall be cleared to the designated
isolated parking position. Where such an isolated parking position has not been designated,
or if the designated position is not available, the aircraft shall be cleared to a position within
the area or areas selected by prior agreement with the aerodrome authority. The taxi
clearance shall specify the taxi route to be followed to the parking position. This route shall be
selected with a view to minimizing any security risks to the public, other aircraft and
installations at the aerodrome.
At controlled aerodromes all vehicles employed on the manoeuvring area must be capable of
maintaining two-way radio communication with the aerodrome control tower, except when the
vehicle is only occasionally used on the aerodrome and is:
In emergency conditions, or if the signals are not observed, the signals given underneath are
used for runways or taxiways equipped with a lighting system and have the meaning
indicated.
When employed in accordance with a plan pre-arranged with the aerodrome control tower,
construction and maintenance personnel should not normally be required to be capable of
maintaining two-way radio communication with the aerodrome control tower.
When an aircraft is landing or taking-off, vehicles are not be permitted to hold closer to the
runway in use than:
Aircraft in the traffic circuit are controlled to provide the separation minima outlined later,
except that:
¾ Aircraft in formation are exempted from the separation minima with respect to
separation from other aircraft of the same flight
¾ Aircraft operating in different areas or lanes on aerodromes equipped with
runways or mat facilities suitable for simultaneous landings or take-offs are
exempted from the separation minima
¾ Separation minima does not apply to aircraft operating under military necessity
The clearance to enter the traffic circuit is issued to an aircraft whenever it is desired that the
aircraft approach the landing area in accordance with current traffic circuits and traffic
conditions are such that a clearance authorizing the actual landing is not feasible. In
connection with the clearance to enter the traffic circuit, information is given concerning the
landing direction or runway in use so that the PlC of an aircraft may intelligently plan his entry
into the traffic circuit. If an aircraft enters an aerodrome traffic circuit without proper
authorization, it shall be permitted to land if its actions indicate that it so desires. If
circumstances warrant, a controller may ask aircraft, with which he is in contact, to give way
so as to remove, as soon as possible, any hazard introduced by the unauthorized operation.
In no case shall permission to land be withheld indefinitely.
Special authorization for use of the manoeuvring area may be given to:
A departing aircraft will not normally be permitted to commence take-off until the preceding
departing aircraft:
The appropriate ATS authority may prescribe lower minima, after consultation with the
operators, and taking into account such factors as:
¾ Runway length
¾ Aerodrome layout, and
¾ The types of aircraft involved
In the interest of expediting traffic, a clearance for immediate take-off may be issued to an
aircraft before it enters the runway. On acceptance of such a clearance the aircraft shall taxi
onto the runway and take-off in one continuous movement.
A landing aircraft will not normally be permitted to cross the beginning of the runway on its
final approach until the preceding departing aircraft has:
Lower minima than those prescribed by the appropriate ATS authority, after consultation with
the operators, may be used after considering such factors as:
¾ Runway length
¾ Aerodrome layout, and
¾ Type of aircraft involved
¾ Between sunset and sunrise, or such other period between sunset and sunrise as
may be prescribed
¾ When braking action may be adversely affected by runway contaminants
¾ In weather conditions preventing the pilot from making an early assessment of
traffic conditions on the runway
An aircraft may be cleared to land when there is reasonable assurance that the separation will
exist when the aircraft crosses the runway threshold, providing that a clearance to land is not
issued until a preceding landing aircraft has crossed the runway threshold.
Wake turbulence separation minima is based on the grouping of aircraft types into three
categories according to the maximum certificated take-off mass as follows:
Weight
MEDIUM (M) Aircraft types less than 136 000 kg but more than 7000 kg
Arriving Aircraft
For timed approaches, the following minima are applied to aircraft landing:
Opposite Direction
When traffic conditions permit, special VFR may be authorized subject to the approval of the
unit providing approach control service. Requests for such authorization are handled
individually. SVFR is a grant by ATC not a right.
Separation shall be effected between all IFR and special VFR flights in accordance with the
separation minima and, when so prescribed by the appropriate ATS authority, between all
special VFR flights in accordance with separation minima prescribed by that authority.
When the ground visibility is not less than 1500 m special VFR flights may be authorized to
enter a CTR for the purpose of landing or to take-off and depart directly from the CTR. Within
Class E airspace, special VFR flights may take place whether or not the aircraft is equipped
with a functioning radio receiver. Special VFR flights may be authorized to operate locally
within a CTR when the ground visibility is not less than 1500 m, provided that:
¾ The aircraft is equipped with a functioning radio receiver and the pilot has agreed
to guard the appropriate communication frequency, or
¾ Within Class E airspace, if the aircraft is not equipped with a functioning radio
receiver, adequate arrangements have been made for the termination of the flight
Reference: Procedures for Air Navigation Services, Rules of the Air and Air Traffic
Services, Doc 4444 -RAC/501
Departing Aircraft
Departing aircraft may be expedited by suggesting a take-off direction that is not into wind. It
is the responsibility of the PIC of an aircraft to decide between making such a take-off or
waiting for normal take-off in a preferred direction. If departures are delayed to avoid
excessive holding at destination, delayed flights shall normally be cleared in an order based
on their ETD, except that deviations from this may be made to facilitate the maximum number
of departures with the least average delay. ATCUs should advise aircraft operators or their
designated representatives when anticipated delays due to traffic conditions are likely to be
substantial and in any event when they are expected to exceed 30 minutes.
¾ One minute if the departing tracks diverge by at least 45° immediately after take-
off. This may be reduced for parallel runway or diverging runway operations. The
latter need specific ATS approval.
¾ Two minutes where the first aircraft is 40 knots faster and both aircraft intend to
follow the same track
¾ Five minutes while vertical separation does not exist.
When requested by the aircraft and if prescribed by the appropriate ATS authority a departing
aircraft may be cleared to climb, subject to maintaining own separation and remaining in VMC
until a specified time or to a specified location if reports indicate that this is possible.
Information regarding changes in the operational status of visual and non-visual aids essential
for take-off and climb are transmitted without delay to a departing aircraft, except when it is
known that the aircraft has already received the information. Information regarding essential
local traffic known to the controller is transmitted to departing aircraft without delay.
Note: Essential local traffic in this context consists of any aircraft vehicle or
personnel on or near the runway to be used or traffic in the take-off and climb-out
area, which may constitute a collision hazard to the departing aircraft
When it becomes evident that delays in holding will be encountered by arriving aircraft, the
operator or a designated representative is notified and kept informed of any changes in the
expected delays, in order that diversionary action can be planned as far in advance as
possible. Arriving aircraft may be required to report when:
An IFR flight is not to be cleared for an initial approach below the appropriate minimum
altitude as specified by the State concerned nor to descend below that altitude unless:
¾ The pilot has reported passing an appropriate point defined by a radio aid, or
¾ The pilot reports that the aerodrome is and can be maintained in sight, or
¾ The aircraft is conducting a visual approach, or
¾ The aircraft’s position has been positively determined by the use of radar
When requested by the aircraft and if so prescribed by the appropriate ATS authority an
arriving aircraft may be cleared to descend subject to maintaining its own separation and
remaining in VMC if reports indicate that this is possible.
Visual Approach
An IFR flight may be cleared to execute a visual approach provided that the pilot can maintain
visual reference to the terrain and:
¾ The reported ceiling is at or above the approved initial approach level for the
aircraft so cleared, or
¾ The pilot reports at the initial approach level or at any time during the approach
that the meteorological conditions are such that a visual approach and landing
can be completed
For successive visual approaches, radar or non-radar separation is to be maintained until the
pilot of a following aircraft reports having the preceding aircraft in sight. The aircraft is
instructed to follow and maintain separation from the preceding aircraft. Transfer of
Instrument Approach
If a PIC reports or it is clearly apparent to the ATC unit that they are not familiar with an
instrument approach procedure then they will be given the following details:
If the aircraft is to be cleared for a straight-in approach then only the last item need be
specified. The missed approach procedure will be specified when deemed necessary. If visual
reference to terrain is established before completion of the approach procedure, the entire
procedure must be continued unless the pilot requests and is cleared for a visual approach. A
particular approach procedure may be specified to expedite traffic. The omission of a
specified approach procedure will indicate that any authorized approach may be used at the
discretion of the pilot.
Holding
Holding and holding pattern entry has to be accomplished in accordance with procedures
established by the appropriate ATS authority and published in Aeronautical Information
Publications. If entry and holding procedures have not been published or if the procedures are
not known to the PIC of an aircraft, the appropriate ATCU will describe the procedures to be
followed.
Aircraft must be held at a designated holding point. The required minimum vertical, lateral or
longitudinal separation from other aircraft, according to the system in use at that holding point,
will be provided. When aircraft are being held in flight, the appropriate vertical separation
minima shall continue to be provided between holding aircraft and en-route aircraft while such
aircraft are within 5 minutes flying time of the holding area, unless the correct lateral
separation exists.
Levels at holding points are assigned in a manner that facilitates the clearance of each
aircraft to approach in its proper priority. Normally, the first aircraft to arrive over a holding
point should be at the lowest level, with following aircraft at successively higher levels. Aircraft
particularly sensitive to high fuel consumption at low levels, such as supersonic aircraft, are
permitted to hold at higher levels than their order in the approach sequence indicates, without
losing their order in the sequence. This is allowed whenever the availability of discrete
descent paths and/or radar makes it possible to clear the aircraft for descent through the
levels occupied by other aircraft.
If a PIC of an aircraft advises of an inability to comply with the approach control holding or
communication procedures, the alternative procedure(s) requested by the PIC should be
approved if known traffic conditions permit.
The approach sequence is established in a manner that will facilitate arrival of the maximum
number of aircraft with the least average delay. A special priority may be given to:
Succeeding aircraft are cleared for approach when the preceding aircraft:
¾ Has reported that it is able to complete its approach without encountering IMC, or
¾ Is in communication with and sighted by the aerodrome control tower and
reasonable assurance exists that a normal landing can be accomplished
If the pilot of an aircraft in an approach sequence has indicated an intention to hold for
weather improvement, or for other reasons, such action shall be approved. When other
holding aircraft indicate their intention to continue the approach to land and if alternative
procedures involving, for instance, the use of radar are not available, the pilot desiring to hold
will be cleared to an adjacent fix for holding awaiting weather change or re-routing.
Alternatively, the aircraft should be given a clearance to place it at the top of the approach
sequence so that other holding aircraft may be permitted to land. Co-ordination is effected
with the area control centre, when required, to avoid conflict with the traffic under the
jurisdiction of this centre. The aircraft operator, or a designated representative, shall be
advised of the action taken immediately after the clearance is issued, if practicable.
When establishing the approach sequence an aircraft which has been authorized to absorb a
specified period of notified terminal delay, by cruising at a reduced speed en-route, should be
credited with the time absorbed en route.
Subject to approval by the appropriate ATS authority, the following procedure should be
utilized when necessary to expedite the approaches of a number of arriving aircraft:
¾ A suitable point on the approach path, which shall be capable of being accurately
determined by the pilot, shall be specified, to serve as a check point in timing
successive approaches
¾ Aircraft shall be given a time at which to pass the specified point inbound, this
time shall be determined with the aim of achieving the desired interval between
The time at which aircraft should pass the specified point is determined by the unit providing
approach control service and notified to the aircraft sufficiently in advance to permit the pilot
to arrange the flight path accordingly. Each aircraft in the approach sequence is cleared to
pass the specified point inbound at the notified time after the preceding aircraft has reported
passing the point inbound.
For independent and dependent approaches the missed approach track for one approach
must diverge by at least 30° from the missed approach track of the adjacent approach.
With segregated operations the nominal departure track diverges immediately after take-off
by at least 30° from the missed approach track of the adjacent approach.
An EAT is determined for an arriving aircraft that will be subjected to a delay, and is
transmitted to the aircraft as soon as practicable and preferably not later than at the
commencement of its initial descent from cruising level. In the case of aircraft particularly
sensitive to high fuel consumption at low levels, an EAT should, whenever possible, be
transmitted to the aircraft early enough before its intended descent time to enable the pilot to
choose the method of absorbing the delay and to request a change in the flight plan if the
choice is to reduce speed en-route. A revised EAT is transmitted to the aircraft without delay
whenever it differs from that previously transmitted by 5 minutes or more, or any lesser period
of time as has been established by the appropriate ATS authority, or agreed between the ATS
units concerned.
An EAT is transmitted to the aircraft by the most expeditious means whenever it is anticipated
that the aircraft will be required to hold for 30 minutes or more.
The holding point to which an EAT relates, together with the EAT, are given to a pilot
whenever circumstances are such that the reasons are not clear.
As early as practicable after an aircraft has established communication with the unit providing
approach control service, the following elements of information, in the order listed, is
¾ Runway in use
¾ Current meteorological information
¾ Current runway surface conditions, in case of precipitants or other temporary
hazards
¾ Changes in the operational status of visual and non-visual aids essential for
approach and landing
It should be recognized that the aircraft prior to departure or during en-route flight may not
have received information published by NOTAM or disseminated by other means.
¾ The latest information, if any, on wind shear and/or turbulence in the final
approach area
¾ The current visibility representative of the direction of approach and landing or,
when provided, the current RVR value(s) and the trend, if practicable,
supplemented by slant visual range value(s) if provided.
Changes in observed RVR value(s), in accordance with the reported scale in use, or changes
in the visibility representative of the direction of approach and landing.
Air Traffic Control Services, Flight Information Service and ATS Routes
Application
Note: The task of providing specified services on the apron may be assigned to an
aerodrome control tower or to a separate unit
¾ Be provided with information on the intended movement of each aircraft and with
current information on the actual progress of each aircraft
¾ Determine from the information received, the relative positions of known aircraft
to each other
¾ Issue clearances and information for the purpose of preventing collision between
aircraft under its control and of expediting and maintaining an orderly flow of
traffic
¾ Co-ordinate clearances as necessary with other units:
• Whenever an aircraft might otherwise conflict with traffic operated under the
control of such other units
• Before transferring control of an aircraft to such other units
Information on aircraft movements, together with a record of ATC clearances issued to aircraft
is displayed so as to permit an efficient flow of air traffic with adequate separation between
aircraft.
Except that, when requested and if detailed by the appropriate ATS authority for the first three
cases above, a flight may be cleared without separation being provided for a specific portion
of the flight conducted in VMC.
Separation Minima
The selection of separation minima for application within a given portion of airspace is as
follows:
¾ The separation minima are selected from those prescribed by the provisions of
the PANS-RAC and regional supplementary procedures as applicable under the
prevailing circumstances except that, where types of aids are used or
circumstances prevail which are not covered by current ICAO provisions, other
separation minima shall be established as necessary by:
• Traffic will pass from one FIR into another FIR of neighbouring airspace
• Routes are closer to the common boundary of the neighbouring airspace than
the separation minima applicable in the circumstances
Details of the selected separation minima and their areas of application shall be notified:
A controlled flight is operated under the control of only one ATC unit at any given time.
Responsibility for the control of all aircraft operating within a given block of airspace is vested
in a single ATCU.
The responsibility for the control of an aircraft is transferred between ATCUs as follows:
Between Two Units Providing Area Control Service The responsibility for the control of
an aircraft is transferred from a unit providing area control service in a CTA to the unit
providing area control service in an adjacent CTA at the time of crossing the common CTA
boundary. This is estimated by the area control service having control of the aircraft or at
another point or time that has been agreed between the two units
Between a Unit Providing Area Control Service and a Unit Providing Approach Control
Service The responsibility for the control of an aircraft shall be transferred from a unit
providing area control service to a unit providing approach control service, and vice versa, at
a point or time agreed between the two units
Between a Unit Providing Approach Control Service and a Unit Providing Aerodrome
Control Service
¾ It is considered that it will be able to complete its approach and landing with
visual reference to the ground, or
¾ It has reached uninterrupted VMC, or
¾ Has landed
¾ Prior to the time the aircraft leaves the vicinity of the aerodrome, or
¾ Prior to the aircraft entering IMC
Whichever is earlier.
Co-Ordination of Clearances
An ATC clearance is to be co-ordinated between ATC units to cover the entire route of an
aircraft or a specified portion of a route as follows. An aircraft is normally cleared for the entire
route to the aerodrome of first intended landing:
When co-ordination has not been achieved or is not anticipated, the aircraft is cleared only to
a point where co-ordination is reasonably certain. Prior to reaching such a point, or at that
point, the aircraft receives a further clearance, with holding instructions being issued as
appropriate.
When an aircraft intends to depart from an aerodrome within a CTA to enter another CTA
within a period of 30 minutes, or another specific period of time as has been agreed between
the area control centres concerned, co-ordination with the subsequent area control centre is
obtained prior to the issue of the departure clearance. When an aircraft intends to leave a
CTA for a flight outside CAS, and will subsequently re-enter the same or another CTA, a
clearance from the point of departure to the aerodrome of first intended landing may be
issued. This clearance or revision applies to those portions of the flight conducted within
controlled airspace.
When it becomes apparent to an ATCU that traffic additional to that already accepted cannot
be accommodated within a given period of time at a particular location or in a particular area,
or can only be accommodated at a given rate, that unit will advise other ATCUs and operators
known or believed to be concerned and PICs of aircraft destined to that location or area that
additional flights are likely to be subjected to excessive delay, or, if applicable, that specified
restrictions are to be applied to any additional traffic for a specified period of time for the
purpose of avoiding excessive delay to aircraft in flight.
The movement of persons or vehicles including towed aircraft on the manoeuvring area of an
aerodrome shall be controlled by the aerodrome control tower as necessary to avoid hazard
to them or to aircraft landing, taxiing or taking-off
Emergency vehicles proceeding to the assistance of an aircraft in distress are afforded priority
over all other surface movement traffic.
Vehicles on the manoeuvring area are required to comply with the following rules:
¾ Vehicles and vehicles towing aircraft shall give way to aircraft which are landing,
taking-off or taxiing
¾ Vehicles shall give way to other vehicles towing aircraft
¾ Vehicles shall give way to other vehicles in accordance with local instructions
¾ Notwithstanding the above, vehicles and vehicles towing aircraft shall comply with
instructions issued by the aerodrome control tower
Application
FIS is provided to all aircraft which are likely to be affected by the information and which are:
Where ATS units provide both FIS and air traffic control service, the provision of air traffic
control service has precedence over the provision of FIS whenever the provision of air traffic
control service so requires.
FIS provided to flights includes, in addition to the information already outlined, the provision of
information concerning:
FIS provided to VFR flights includes all the information in the paragraph starting with SIGMET
plus the provision of available information concerning traffic and weather conditions along the
route that are likely to make operation under VFR impracticable
Application
The meteorological and operational information concerning navigation aids and aerodromes
included in the FIS is provided in an operationally integrated form.
Information Broadcasts
When a Regional Air Navigation Agreement determines that a requirement for a broadcast
exists then the following formats are followed:
ATIS
ATIS broadcasts are provided at aerodromes where there is a requirement to reduce the
communication load on the ATS VHF air-ground communication channels. When provided
they comprise of:
A discrete VHF frequency is used for ATIS broadcasts. If a discrete frequency is not available,
the transmission may be made on the voice channel of the most appropriate terminal
navigation aid, preferably a VOR, provided the range and readability are adequate and the
identification of the navigation aid is sequenced with the broadcast so that the latter is not
obliterated.
¾ Approach
¾ Landing and take-off
Information contained in a current ATIS broadcast, the receipt of which has been
acknowledged by the aircraft concerned, need not be included in a transmission to the
aircraft, with the exception of the altimeter setting. If an aircraft acknowledges receipt of an
ATIS broadcast that is no longer current, any element of information that needs updating shall
be transmitted to the aircraft without delay.
Principles Governing the Identification of RNP Types and the Identification of ATS
Routes Other Than Standard Departure and Arrival Routes
The purpose of a system of route designators and required navigation performance (RNP)
types applicable to specified ATS route segments, routes or area is to allow both pilot and
ATS, taking into account automation requirements:
¾ To make unambiguous reference to any ATS route without the need to resort to
the use of geographical co-ordinates or other means in order to describe it
¾ To relate an ATS route to a specific vertical structure of the airspace, as
applicable
¾ To indicate a required level of navigation performance accuracy, when operating
along an ATS route or within a specified area
Note: Prior to the global introduction of RNP, all references to RNP also apply to
RNAV routes where navigation performance accuracy requirements have been
specified
Note: For flight planning purposes, a prescribed RNP type is not considered an
integral part of the ATS route designator
¾ Permit the identification of any ATS route in a simple and unique manner
¾ Avoid redundancy
¾ Be usable by both ground and airborne automation systems
¾ Permit brevity in operational use, and
¾ Provide sufficient possibility of extension to cater for any future requirements
without the need for fundamental changes
Controlled, advisory and uncontrolled ATS routes, with the exception of standard arrival and
departure routes, shall be identified as follows.
Composition of Designation
The ATS route designator consists of a basic designator supplemented, if necessary, by:
The basic designator consists of one letter followed by a number from 1 to 999.
¾ A, B, G, R for routes which form part of the regional networks of ATS routes and
are not area navigation routes
¾ L, M, N, P for area navigation routes which form part of the regional networks of
ATS routes
¾ H, J, V, W for routes which do not form part of the regional networks of ATS
routes and are not area navigation routes
Where applicable, one supplementary letter is added as a prefix to the basic designator to
designate the following:
When prescribed by the appropriate ATS authority or on the basis of regional air navigation
agreement, a supplementary letter may be added after the basic designator of the ATS route
in question in order to indicate the type of service provided or the turn performance required
on the route in question in accordance with the following:
¾ For RNP 1 routes at and above FL 200, the letter Y to indicate that all turns on
the route between 30° and 90° shall be made within the allowable RNP tolerance
of a tangential arc between the straight leg segments defined with a radius of
22.5 nm
eg A123Y
¾ For RNP 1 routes at or below FL 190, the letter Z to indicate that all turns on the
route between 30° and 90° shall be made within the allowable RNP tolerance of a
tangential arc between the straight leg segments defined with a radius of 15 nm
eg G246Z
¾ The letter D to indicate that on the route an advisory service only is provided
¾ The letter F to indicate that on the route an FIS is provided
Basic ATS route designators are assigned in accordance with the following principles.
¾ The same basic designator shall be assigned to a main trunk route throughout its
entire length, irrespective of TMAs, States or regions traversed
¾ Where two or more trunk routes have a common segment, the segment in
question shall be assigned each of the designators of the routes concerned,
except where this would present difficulties in the provision of ATS, in which case,
by common agreement, one designator only shall be assigned
¾ A basic designator assigned to one route shall not be assigned to any other route
In printed communications, the designator is expressed as not less than two and not more
than six characters.
In voice communications, the basic letter of a designator shall be spoken in accordance with
the ICAO spelling alphabet.
Where the prefixes K, U or S are used, they are, in voice communications, spoken as follows:
K- Kopter
U- Upper
S- Supersonic
The word Kopter is pronounced as in the word helicopter and the words upper and supersonic
as normal in the English language.
Where the letters D, F, Y or Z are used, then the flight crew are not required to use them in
voice communications.
Procedures for Air Navigation Services - Rules of the Air and Air Traffic
Services (Document 4444 –RAC/501))
For flights in the vicinity of aerodromes the vertical position of aircraft shall be expressed in
terms of altitudes at or below the transition altitude and in terms of flight levels at or above the
transition level. While passing through the transition layer, vertical position shall be expressed
in terms of flight levels when ascending and in terms of altitudes when descending.
After approach clearance has been issued and the descent to land is commenced, the vertical
position of an aircraft above the transition level may be expressed by reference to altitudes
provided that level flight above the transition level is not indicated or anticipated.
When an aircraft which has been given a clearance as number one to land is completing its
approach using QFE, the vertical position of the aircraft shall be expressed in terms of height
above aerodrome elevation during that portion of its flight for which QFE may be used, except
that it shall be expressed in terms of height above runway threshold elevation:
For flights en-route the vertical position of aircraft is expressed in terms of:
Except where, on the basis of regional air navigation agreements, a transition altitude has
been established for a specified area.
Approach control offices or aerodrome control towers shall establish the transition level to be
used in the vicinity of the relevant aerodrome(s) for the appropriate period of time on the basis
of QNH reports and forecast msl pressure if required.
Provision of Information
Appropriate ATS units have available for transmission to aircraft in flight, on request, the
information required to determine the lowest flight level which will ensure adequate terrain
clearance on routes or segments of routes for which this information is required. Flight
information centres and area control centres have available for transmission to aircraft on
request an appropriate number of QNH reports or forecast pressures for the FIRs and CTAs
for which they are responsible.
The transition level is included in approach clearance when requested by the pilot or when the
appropriate authority deems it necessary.
A QNH altimeter setting is included in approach clearances or clearances to enter the traffic
circuit and in taxi clearances for departing aircraft, except when it is known that the aircraft
has received the information. A QFE altimeter setting is provided to aircraft on request or on a
regular basis in accordance with local arrangements. It shall be the QFE for the threshold
elevation for:
In other cases the QFE for the relevant aerodrome elevation is provided.
Altimeter settings provided to aircraft are rounded down to the nearest lower whole
hectopascal.
The procedures listed below describe the method intended for use in providing adequate
vertical separation between aircraft and adequate terrain clearance during all phases of flight.
The method is based on the following principles:
¾ During flight, when at or below a fixed altitude called the transition altitude, an
aircraft is flown at altitudes determined from an altimeter set to sea level pressure
(QNH) and its vertical position is expressed in terms of altitude
¾ During flight above the transition altitude an aircraft is flown along surfaces of
constant atmospheric pressure based on an altimeter setting of 1013.2 hPa and
throughout this phase of a flight the vertical position of an aircraft is expressed in
terms of flight levels. Where no transition altitude has been established for the
area, aircraft in the en-route phase shall be flown at a flight level
¾ The adequacy of terrain clearance during any phase of flight may be maintained
in any of several ways, depending upon the facilities available in a particular area,
the recommended methods in order of preference being:
• The use of current QNH reports from an adequate network of QNH reporting
stations
• The use of such QNH reports as are available combined with other
meteorological information such as forecast lowest mean sea level pressure
for the route or portions of route, and
• Where relevant current information is not available, the use of values of the
lowest altitudes of flight levels, derived from climatological data
¾ During the approach to land, terrain clearance may be determined by using the
QNH altimeter setting (giving altitude) or, under specified circumstances, a QFE
setting (giving height above the QFE datum)
The method provides sufficient flexibility to permit variation in detailed procedures that may be
required to account for local conditions without deviating from the basic procedures.
System of Flight Levels Flight level zero is located at the atmospheric pressure level of
1013.2 hPa. A pressure interval corresponding to at least 500 ft (152.4 m) in the standard
atmosphere shall separate consecutive flight levels.
Transition Altitude
A transition altitude is normally specified for each aerodrome by the State in which the
aerodrome is located.
Where two or more closely spaced aerodromes are located so as to require co-ordinated
procedures, a common transition altitude is to be established. This common transition altitude
is the highest of the transition altitudes that would result for the aerodromes if separately
considered.
The height above the aerodrome of the transition altitude is as low as possible but normally
not less than 900 m (3000 ft). The calculated height of the transition altitude is rounded up to
the next full 300 m (1000 ft). A transition altitude may be established for a specified area
when determined on the basis of regional air agreements. Transition altitudes are published in
aeronautical information publications and shown on the appropriate charts.
States shall make provision for the determination of the transition level to be used at any one
time at each of their aerodromes.
Where two or more closely spaced aerodromes use co-ordinated procedures, a common
transition altitude and a common transition level are used.
Note: The transition level is normally passed to aircraft in the approach and landing
clearances
The vertical position of an aircraft when at or below the transition altitude shall be expressed
in terms of altitude. Whereas such position at or above the transition level shall be expressed
in terms of flight levels. While passing through the transition layer, vertical position shall be
expressed in terms of:
A QNH altimeter setting shall be made available to aircraft in taxi clearances prior to take-off.
The vertical positioning of aircraft during climb shall be by reference to altitudes until reaching
the transition altitude above which vertical positioning shall be by reference to flight levels.
En Route
Vertical Separation
Terrain Clearance
The QNH altimeter setting is made available to aircraft in approach clearances and in
clearances to enter the traffic circuit. A QFE altimeter setting, clearly identified as such,
should be made available in approach and landing clearances, on request or on a regular
basis in accordance with local arrangements.
The vertical positioning of aircraft during approach is controlled by reference to flight levels
until reaching the transition level below which vertical positioning shall be by reference to
altitudes.
Note: This does not preclude a pilot using a QFE setting for terrain clearance
purposes during the final approach to the runway
After approach clearance has been issued and the descent to land is commenced the vertical
positioning of an aircraft above the transition level may be by reference to altitude (QNH)
provided that level flight above the transition altitude is not indicated or anticipated.
Flight Planning
¾ Should ensure adequate terrain clearance at all points along the route to be flown
¾ Should satisfy ATC requirements, and
¾ Should be compatible with the application of the cruising levels in Annex 2
The following test should be carried out in an aircraft by flight crew members prior to
commencement of a flight. Flight crew should be advised of the purpose of the test and the
manner in which it should be carried out and should be given specific instructions on the
action to be taken in accordance with the results of the test.
Prior to taking-off one altimeter shall be set to the latest QNH for the aerodrome. During
climb to and while at the transition altitude, references to the vertical position of the aircraft
shall be expressed in terms of altitudes.
When passing the transition altitude the reference for vertical position of the aircraft is
changed from altitude (QNH) to flight level.
En-Route
Vertical Separation
Where adequate QNH altimeter setting reports are available, the latest and most appropriate
reports are used for assessing terrain clearance. Where the adequacy of terrain clearance
cannot be assessed with an adequate degree of accuracy by means of the QNH reports
available or forecast lowest msl pressure, other information must be obtained for checking the
adequacy of terrain clearance
Prior to commencing the initial approach to an aerodrome, the transition level shall be
obtained. Prior to descending below the transition level, the latest QNH altimeter setting for
the aerodrome shall be obtained.
On descending below the transition level the reference for vertical position is changed from
flight level to altitude and thereafter the vertical position of the aircraft is expressed in terms of
altitude.
The reference for vertical position may be changed from flight level to altitude above the
transition level, when cleared to do so by the appropriate ATS unit after approach clearance
has been issued and the descent to land is commenced provided that level flight above the
transition altitude is not indicated or anticipated.
When an aircraft which has been given a clearance as number one to land is completing its
approach using QFE, the vertical position of the aircraft shall be expressed in terms of height
above the aerodrome datum used in establishing obstacle clearance height (OCH) during that
portion of its flight for which the QFE may be used.
Reference: Procedures for Air Navigation Services, Aircraft Operations (Document 8168-
OPS/611, Volume 1), Volume I - Flight Procedures
Operation of Transponders
When an aircraft carries a serviceable transponder, the pilot shall operate the transponder at
all times during flight, regardless of whether the aircraft is inside or outside airspace where
SSR is used for ATS purposes.
¾ Operate the transponder and select Mode A codes as individually directed by the
ATC unit with which contact is being made, or
¾ Operate the transponder on Mode A codes as prescribed on the basis of regional
air navigation agreements, or
¾ In the absence of any ATC directions or regional air navigation agreements,
operate the transponder on Mode A Code 2000
When the aircraft carries serviceable Mode C equipment, the pilot shall continuously operate
this mode unless otherwise directed by ATC. When requested by ATC to specify the
capability of the transponder carried aboard the aircraft pilots indicates this by using the
characters used in item 10 of the flight plan
Whenever Mode C is operated pilots shall, state their level to the nearest full 30 m or 100 ft as
indicated on the pilot’s altimeter. The tolerance value used to determine that Mode C derived
level information displayed to the controller is accurate is ± 300 ft.
Use of Mode S
Pilots of aircraft equipped with Mode S having an aircraft identification feature shall set the
aircraft identification in the transponder. This setting shall correspond to the aircraft
identification specified in item 7 of the ICAO flight plan, or, if no flight plan has been filed, the
aircraft registration.
Emergency Procedures
The pilot of an aircraft encountering a state of emergency shall set the transponder to Mode A
Code 7700 except when directed by ATC to operate the transponder on a specified code. In
the latter case the pilot maintains the specified code unless otherwise advised by ATC. A pilot
may select Mode A Code 7700 whenever there is a specific reason to believe that this would
be the best course of action
The pilot of an aircraft losing two-way communications shall set the transponder to Mode A
Code 7600.
Should an aircraft in flight be subjected to unlawful interference, the PIC shall endeavour to
set the transponder to Mode A Code 7500 unless circumstances warrant the use of Mode A
7700. A pilot having selected Mode A Code 7500 and subsequently requested to confirm this
code by ATC shall, according to circumstances, either confirm this or not reply at all.
In case of a transponder failure which occurs after departure, ATC units endeavour to provide
for the continuation of the flight to the destination aerodrome in accordance with the flight
plan. Pilots may expect to comply with specific restrictions.
In the case of a transponder that has failed and cannot be restored before departure, pilots
shall:
The information provided by ACAS is intended to assist pilots in the safe operation of aircraft.
Nothing prevents PICs from exercising their best judgement and full authority in the choice of
the best course of action to resolve a traffic conflict.
¾ Pilots shall not manoeuvre their aircraft in response to Traffic Advisories only
¾ In the event of a Resolution Advisory to alter the flight path, the search for the
conflicting traffic shall include a visual scan of the airspace into which other ACAS
aircraft might manoeuvre
¾ The alteration of the flight path shall be limited to the minimum extent necessary
to comply with the Resolution Advisories
¾ Pilots who deviate from ATC instruction or clearance in response to a Resolution
Advisory shall promptly return to the terms of that instruction or clearance when
the conflict is resolved and shall notify the appropriate ATC unit as soon as
practicable, of the deviation, including its direction and when the deviation has
ended
Phraseology
When acknowledging mode/code setting instructions, pilots shall read back the mode and
code to be set.
Signals
Introduction
When observing or receiving any of the signals shown, aircraft shall take the actions required
by the signal. The signals are used for the purposes indicated. No other signals that are likely
to be confused with the authorised signals shall be used.
None of the provisions in this section shall prevent the use, by an aircraft in distress, of any
means at its disposal to attract attention, make known its position and obtain help.
Distress Signals
The following signals used separately, or together, mean that grave and imminent danger
threatens and immediate assistance is required:
Urgency Signals
When used separately, or together, the following signals mean that an aircraft wishes to give
notice of difficulties that compel it to land without requiring immediate assistance:
The following signals, used either together or separately, mean that an aircraft has a very
urgent message to transmit concerning safety:
Series of Red flashes Aerodrome unsafe, do not Taxi clear of landing area in
land use
Acknowledgement by an Aircraft
When in Flight
Prohibition of Landing
A horizontal red square with yellow diagonals when displayed in a signal area indicates that
landings are prohibited and that prohibition is likely to be prolonged.
A horizontal red square with one yellow diagonal when displayed in a signal area:
A horizontal white dumbbell when displayed in a signal area indicates that aircraft are
required to land, take-off and taxi on runways and taxiways only.
The same dumbbell but with a black bar indicates that aircraft are required to land and take-
off on runways only, but other manoeuvres need not be confined to runways and taxiways.
A horizontal white or orange landing T indicates the direction to be used by aircraft for landing
and take-off.
Two digits displayed vertically at or near to the aerodrome control tower indicate the direction
for take-off. These units are expressed in units of 10º to the nearest 10º of the magnetic
compass.
09
A right hand arrow of conspicuous colour (usually red and yellow) indicates that turns are to
be made to the right before landing and after take-off.
The letter C vertically in black against a yellow background indicates the location of the ATS
reporting office.
C
Glider Flights in Operation
A double white cross displayed horizontally in the signal area indicates that gliders are using
the aerodrome.
Marshalling Signals
These signals are designed for use by the signalman or marshaller (you may see both terms
used in the book, signalman is used in accordance with ICAO), with hands illuminated as
necessary to facilitate observation by the pilot, and facing the aircraft in a position:
¾ For Fixed Wing Aircraft Forward of the left wing tip within view of the pilot
¾ For Helicopters Where the signalman can best be seen by the pilot
The aircraft engines are numbered for the signalman facing the aircraft, from right to left (The
port outer is Number 1 engine).
Prior to using the following signals, the signalman shall ascertain that the area within which an
aircraft is to be guided is clear of objects which the aircraft, if complying with the signalman,
might otherwise strike.
Right or left arm down, the other arm moved across the body
and extended to indicate position of the other marshaller.
Right or left arm down, other arm moved across the body
and extended to indicate direction of next signalman
Move Ahead
Stop
BRAKES
Engage Brakes
Raise arm, and hand with fingers extended, horizontally in front of the
body, then clench the fingers.
Release Brakes
Raise arm, with fist clenched, horizontally in front of body, then extend
fingers.
Chocks Inserted
Chocks Removed
Start Engine(s)
Cut Engines
Slow Down
All Clear
These signals are designed for use by a pilot in the cockpit with hands plainly visible to the
signalman, and illuminated as necessary to facilitate observation by the signalman.
Reference: Procedures for Air Navigation Services, Rules of the Air and Air Traffic
Services (Document 4444 – RAC/501)
Departing Aircraft
Area control centres forward clearances to approach control offices or aerodrome control
towers with the least possible delay after the receipt of a request made by these units, or prior
to such a request if practicable.
Clearances contain positive and concise data and shall, as far as practicable, be phrased in a
standard manner. Clearances contain the items specified below:
¾ Aircraft identification
¾ Clearance limit
¾ Route of flight
¾ Level(s) of flight for the entire route or part thereof and changes of levels if
required
Note: If the clearance for the levels covers only part of the route, it is
important for the ATCU to specify a point to which the part of the clearance
regarding levels applies
Note: The time of expiry of the clearance indicates the time after which the
clearance will be automatically cancelled if the flight has not been started
A clearance limit is specified by using the name of the appropriate reporting point, or
aerodrome, or CAS boundary. When prior co-ordination has been effected with units under
whose control the aircraft will subsequently come under or if there is reasonable time prior to
the assumption of control, the clearance limit is the destination aerodrome or, if not
practicable, an appropriate intermediate point, and co-ordination shall be expedited so that a
clearance to the destination may be issued as soon as possible.
When the destination aerodrome is outside a CTA, the area control centre responsible for the
last CTA through which an aircraft passed will issue the appropriate clearance for the flight to
the limit of that CTA.
Route of Flight
The route of flight is detailed in each clearance when deemed necessary. The phrases used
and meanings are:
Cleared via flight plan route May be used to describe any route or portion of a
route, provided the route or portion of route is identical to that filed in the flight plan
and sufficient routing details are given to definitely establish the aircraft on its route
Note: A VFR flight must remain in VMC at all times. Accordingly, the issuance of a
clearance to a VFR flight to fly subject to maintaining own separation and remaining
in VMC has no other object than to signify that, for the duration of the clearance, the
provision of separation by ATC is not entailed
When requested by an aircraft and provided it is authorized by the appropriate ATS authority,
an area control centre may clear a controlled flight to operate in VMC during the hours of
daylight. The aircraft may fly the route subject to maintaining its own separation and
remaining in VMC. When the above applies:
¾ The clearance shall be for a specified portion of the flight during climb or descent
and subject to further restrictions as and when prescribed on the basis of regional
air navigation agreements
¾ If there is a possibility that flight under VMC may become impracticable an IFR
flight shall be provided with alternative instructions to be complied with in the
event that flight in VMC cannot be maintained for the term of the clearance
¾ The pilot of an IFR flight, on observing that conditions are deteriorating and
considering that operation in VMC will become impossible, shall inform ATC
One of the following phrases may be included in the initial clearance when the Air Traffic
situation necessitates:
¾ “Take-off not before (time)” This is given so that a pilot can calculate the
time to start the aircraft’s engines
¾ “Unable to clear (level planned)” ATC is unable to clear the flight at the
planned level, an alternative is usually offered at this stage
Essential traffic is that controlled traffic to which the provision of separation by ATC is
applicable, but which in relation to a particular controlled flight, is not separated therefrom by
the minima stated.
Note: This information will inevitably relate to controlled flights cleared subject to
maintaining own separation and remaining in VMC
When issuing a clearance covering a requested change in flight plan (route or cruising level)
the exact nature of the change is included in the clearance. If a level change is involved and
more than one level is contained in the flight plan, all such levels shall be included in the
clearance.
When traffic conditions do not permit clearance of a requested change in a flight plan, the
words “unable to clear” are used. In these circumstances, an alternative flight plan should be
offered. When an alternative flight plan is offered, the complete clearance, as amended, or
that part of the clearance containing the alternative has to be included.
Emergency Procedures
The various circumstances surrounding each emergency situation preclude the establishment
of exact detailed procedures to be followed. The procedures outlined are intended as a
general guide to ATS personnel. ATCUs shall maintain full and complete co-ordination, and
personnel use their best judgement in handling emergency situations
Priority
Emergency Descent
Upon receipt of advice that an aircraft is making an emergency descent through other traffic,
all possible action is taken to immediately safeguard all aircraft concerned. When deemed
necessary, ATCUs immediately broadcast by means of the appropriate radio aids. If this is
not possible the appropriate communications stations immediately broadcast an emergency
message.
It is expected that aircraft receiving such a broadcast will clear the specified areas and stand
by on the appropriate radio frequency for further clearances from the ATCU
Action by ATCUs when unable to maintain two-way communication with an aircraft operating
in a CTA or CTR are as follows.
As soon as it is known that two-way communications has failed, action is taken to ascertain
whether the aircraft is able to receive transmissions from the ATCU by requesting it to
execute a specified manoeuvre which can be observed by radar or to transmit, if possible a
specified signal in order to indicate acknowledgement.
¾ If in VMC
¾ If in IMC or when weather conditions are such that it does not appear feasible to
complete the flight in accordance with the above:
Action taken to ensure suitable separation ceases to be based on the above when:
Flight Plans
Procedures for Air Navigation Services - Rules of the Air and Air Traffic
Services (Doc 4444 -RAC/501)
Introduction
A flight plan form based on the ICAO model is provided for use by operators and ATS units.
The flight plan form is printed and includes an English text in addition to the language of the
State concerned.
Information about a flight, or portion of flight, to any air traffic unit is submitted in the form of a
flight plan
¾ Flight information, or
¾ Alerting search and rescue services
¾ Full information on all items comprised in the flight plan description, covering
the whole of the route of a flight, or
¾ Limited information required when the purpose is to obtain a clearance for a
minor portion of a flight such as:
¾ Crossing an airway
¾ Taking off from, or to land at, a controlled aerodrome
Unless otherwise stated, a flight plan for a flight to be provided with an Air Traffic Control
Service or an air traffic advisory service is submitted (See Regional Supplementary
Procedures for AFTM procedures):
Prior to Departure
Except when other arrangements have been made for the submission of repetitive flight
plans, a flight plan submitted prior to departure is submitted in person or by telephone to the
ATS reporting office at the departure aerodrome. If there is no unit at the departure
aerodrome to accept the flight plan then it is submitted by telephone or teletypewriter. If these
means are not available then submission is by radio to the unit serving or designated to serve
the departure aerodrome.
In the event of a delay of 30 minutes in excess of the estimated off-block time for a controlled
flight or a delay of one hour for an uncontrolled flight for which a flight plan has been
submitted, the flight plan should be amended or a new flight plan submitted and the old flight
plan cancelled.
During Flight
A flight plan to be submitted during flight is normally transmitted to the ATS unit in charge of
the FIR, CTA, advisory area or advisory route in or on which the aircraft is flying, or in or
through which the aircraft wishes to fly. When this is not practicable, it should be transmitted
to another aeronautical telecommunication station for retransmission as required to the
appropriate ATS unit.
The first ATS unit receiving a flight plan, or change thereto, shall:
A flight plan comprises of information that is considered relevant by the appropriate ATS
authority:
¾ Aircraft identification
¾ Flight rules and type of flight
¾ Number and types of aircraft and wake turbulence category
¾ Equipment
¾ Departure aerodrome
¾ Estimated off-block time
¾ Cruising speed(s)
¾ Cruising level(s)
¾ Route to be followed
¾ Destination aerodrome and total elapsed time
¾ Alternate aerodrome(s)
¾ Fuel endurance
¾ Total number of persons on board
¾ Emergency and survival equipment
¾ Other information
All flight plans contain information on the relevant items up to and including “Alternate
aerodromes”. In addition, information that is deemed necessary is also included:
All changes to a flight plan submitted for an IFR flight, or a VFR flight operated as a controlled
flight, are reported to the appropriate ATS unit. For other VFR flights significant changes are
reported.
A report of arrival is made either in person or by radio at the earliest possible moment after
landing, to the appropriate ATS unit. This must be done by any flight for which a flight plan
has been submitted.
When a flight plan has been submitted for a portion of a flight it is closed by the appropriate
report to the relevant ATS unit.
When no ATS unit exists at an arrival aerodrome, the arrival report is made as soon as
practicable after landing and by the quickest means available to the nearest ATS unit.
When communication facilities are inadequate and alternative arrangements for the handling
of arrival reports on the ground are not available; the following action is taken:
¾ Aircraft identification
¾ Departure aerodrome
¾ Destination aerodrome (only in the case of a diversionary landing)
¾ Arrival aerodrome
¾ Time of arrival
Note: Whenever an arrival report is required, failure to comply with these provisions
may cause serious disruption in the ATS and incur great expense in carrying out
unnecessary search and rescue operations.
The elements of each flight plan shall have a high degree of stability.
The use by States of RPLs for international flight are subject to the provision that the affected
adjacent States either already use RPLs or will use them at the same time. The procedures
for use between States are subject to bilateral, multilateral or regional air navigation
agreement as appropriate.
Change from IFR fight to VFR flight is only acceptable when a message initiated by the PlC
containing the specific expression “Canceling my IFR flight”. No invitation to change from
IFR flight to VFR flight is to be made either directly or by inference.
No reply, other than the acknowledgement “IFR flight cancelled at … (time)“, should be
normally be made by an ATS unit.
When an ATS unit is in possession of information that IMC are likely to be encountered along
the route of flight, a pilot changing from IFR flight to VFR flight should, if practicable, be so
advised.
An ATS unit receiving notification of an aircraft’s intention to change from IFR flight to VFR
flight shall as soon as practicable inform all other ATS units to whom the IFR flight plan was
addressed, except those units the flight has already passed.
The issue of ATC clearances by ATCUs is the authority for an aircraft to proceed only in so
far as known traffic is concerned.
¾ Solely on expediting and separating air traffic and do not constitute authority to
violate any applicable regulations for promoting the safety of flight operations or
for any other purpose
¾ On known traffic conditions which affect safety in aircraft operation
These traffic conditions include aircraft in the air, on the manoeuvring area over which control
is being exercised and any vehicular traffic or other obstructions not permanently installed on
the manoeuvring area in use.
If an ATC clearance is not suitable to the PlC of an aircraft, he may request an amended
clearance. Clearances issued by controllers relate to traffic and aerodrome conditions only
Issuance
ATCUs issue ATC clearances that are necessary to meet the objectives of collision
prevention and the expedition and maintenance of an orderly flow of traffic.
Aircraft flying through a TMA are, where possible, cleared by the most direct route from the
entry to the exit point of the TMA. Aircraft arriving or departing within a TMA are, where
possible, cleared by the most direct route from the point of entry to the aerodrome of landing
or from the aerodrome of departure to the point of exit.
Aircraft intending supersonic flight are where practicable, cleared for the transonic
acceleration phase prior to departure.
When it becomes apparent to an ATCU that traffic additional to that already accepted cannot
be accommodated within a given period of time at a particular location or in a particular area,
or can only be accommodated at a given rate, that unit advises the other ATCUs known or
believed to be concerned. PICs of aircraft destined to the location or area in question and
operators known or believed to be concerned are also advised of the delays expected or the
restrictions that will be applied.
Note: A flight plan may cover only part of a flight necessary to describe that portion
of flight or those manoeuvres which are subject to ATC. A clearance may cover only
part of a current flight plan, as indicated by a clearance limit or by reference to
specific rnanoeuvres such as taxiing, landing or take-off
Note: If an ATC clearance is not satisfactory to the PIC of an aircraft, the PIC may
request and, practicable, will be issued an amended clearance.
Whenever an aircraft has requested a clearance involving priority, a report explaining the
necessity for this priority is submitted, if requested by the appropriate ATC unit.
An aircraft operated on a controlled aerodrome shall not taxi on the manoeuvring area without
clearance from the aerodrome tower and shall comply with any instructions given by that unit.
Except where stated, an aircraft adheres to the current flight plan or the applicable portion of
a current flight plan submitted for a controlled flight, unless:
¾ Requests for a change to a flight plan have be made to the appropriate ATC unit;
clearance must be obtained before any changes can be made, or
¾ If an emergency situation arises which necessitates immediate action by the
aircraft, in which event as soon as circumstances permit, after such emergency
authority is exercised, the appropriate ATS unit shall be notified of the action
taken.
Unless otherwise authorized or directed by the appropriate ATC unit, controlled flights:
¾ When on an established ATS route, operate along the defined centre line of that
route, or
¾ When on any other route, operate directly between the navigational facilities
and/or points defining that route
Aircraft operating along an ATS route segment defined by reference to VOR change over
navigation guidance from the facility behind the aircraft to that ahead of it at, or as close as
operationally feasible to, the change over point.
Any deviation from the above requirements is notified to the appropriate ATS unit.
Inadvertent Changes
In the event that a controlled flight inadvertently deviates from its current flight plan; the
following action is taken:
Deviation From Track If the aircraft is off track, action shall be taken
immediately to adjust the heading of the aircraft to regain track as soon as practicable
Variation in TAS If the average TAS at cruising level between reporting points
varies, or is expected to vary, by ± 5% of the true airspeed from that given in the flight
plan, the appropriate ATS unit shall be informed.
Intended Changes
¾ Aircraft identification
¾ Requested new cruising level and cruising speed at this level
¾ Revised time estimates (when applicable) at subsequent FIR boundaries
Change of Route
Destination Unchanged
¾ Aircraft identification
¾ Flight rules
¾ Description of new route of flight including related flight plan data beginning with
the position from which requested change of route is to commence
¾ Revised time estimates
¾ Any other pertinent information
Destination Changed
¾ Aircraft identification
¾ Flight rules
¾ Description of revised route of flight to revised destination aerodrome including
related flight plan data, beginning with the position from which the requested
change of route is to commence
¾ Revised time estimates
¾ Alternate aerodrome(s)
¾ Any other pertinent information
When it becomes evident that flight in VMC in accordance with the current flight plan is not
practicable, a VFR flight operated as a controlled flight will:
Position Reports
Unless exempted by the appropriate ATS authority or unit, a controlled flight reports to the
appropriate ATS unit, as soon as possible, the time and level of passing each designated
compulsory reporting point, together with any other required information. Position reports are
made in relation to additional points when requested by the appropriate ATS unit. In the
absence of designated reporting points, position reports are made at intervals as detailed by
the appropriate ATS authority or unit.
Note: The conditions and circumstances where SSR Mode C satisfies the
requirements for level information in position reports are indicated in PANS-RAC, Part
II (Doc 4444,).
Termination of Control
Communication
An aircraft operated as a controlled flight shall establish two way communications with the
appropriate ATC unit. It must also maintain a continuous listening watch on the appropriate
radio frequency. The appropriate ATS authority may exempt aircraft when they form part of
the aerodrome traffic at a controlled aerodrome.
If a communication failure precludes an aircraft from complying with the above then the
communication failure procedures from Annex 10 must be followed and with any of the
following procedures that may be appropriate. In addition, the aircraft, when forming part of
the aerodrome traffic at a controlled aerodrome, shall keep a watch for instructions issued by
visual signals.
If in IMC or conditions are such that it is not feasible to complete the flight in accordance with
VMC, the aircraft shall:
• Maintain the last assigned speed and level, or minimum flight altitude if
higher, for a period of 20 minutes following the aircraft’s failure to report its
position over a compulsory reporting point, and
• Thereafter, adjust level and speed in accordance with the filed flight plan
¾ Proceed in accordance with the flight planned route to the appropriate designated
navigation aid serving the destination aerodrome
¾ Hold over the above navigation aid until commencement of descent or until
required to comply with the paragraph below
¾ Commence descent from the navigation aid at, or as close as possible to:
Introduction
The Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS) consists of two
volumes:
The division of the PANS-OPS into the two volumes was the result of extensive amendments
to the obstacle clearance criteria and the construction of approach to land procedures. Both
volumes present coverage of operational practices that are beyond the scope of SARPs but
with respect to which a measure of international uniformity is desirable.
Departure Procedures
The criteria in this part are designed to provide flight crews and other flight operations
personnel with an appreciation, from the operational point of view, of the parameters and
criteria used in the design of instrument departure procedures which include but are not
limited to standard instrument departure routes and associated procedures.
These procedures assume that all engines are operating. In order to ensure acceptable
clearance above obstacles during the departure phase, instrument departure procedures
maybe published as:
The PDG is not intended as an operational limitation for those operators who assess
departure obstacles in relation to aircraft performance, taking into account the availability of
appropriate ground/airborne equipment.
All these factors in turn influence the type and siting of navigation aids.
At many aerodromes, a prescribed departure route is not required for ATC purposes.
However, there may be obstacles in the vicinity of the aerodrome that will have to be
considered in determining whether restrictions to departures are to be prescribed. In these
cases, departure procedures may be:
The use of automatic take-off thrust control systems (ATTCS) and noise abatement
procedures will need to be taken into consideration by the pilot and the operator.
Where no suitable navigation aid is available the criteria for omni-directional departures is
applied.
Where obstacles cannot be cleared by the appropriate margin when the aeroplane is flown on
instruments, aerodrome operating minima are established to permit visual flight clear of
obstacles.
Wherever possible a straight departure will be specified which is aligned with the runway
centre line.
When a departure route requires a turn of more than 15º to avoid an obstacle, a turning
departure is constructed. Wherever limiting speeds or flight speeds are promulgated, they
must be complied with to remain within the appropriate areas. If an aeroplane operation
requires a higher speed, then an alternative departure procedure must be requested.
A departure procedure will be established for each runway where instrument departures are
expected to be used. This will define a departure procedure for the various categories of
aircraft based on all-engines PDG of 3.3% or an increased PDG if required to achieve
minimum obstacle clearance (see below).
¾ Pilots will not compensate for wind effects when being radar vectored, and
¾ Pilots will compensate for known or estimated wind effect when flying departure
routes which are expressed as track to be made good
Obstacle Clearance
Unless otherwise promulgated a PDG of 3.3% is assumed. The PDG is made up of:
THIS ALTITUDE/HEIGHT
AND GRADIENT TO BE
PROMULGATED IF MORE
3.3%
THAN 60 m (200 ft)
2.5%
4.5% 3.7%
OIS
2.5%
5 m (16 ft)
Gradients published will be specified to an altitude/height after which the minimum gradient of
3.3% is used. The final PDG continues until obstacle clearance is ensured for the next phase
of flight. At this point the departure procedure ends and is marked by a significant point.
The minimum obstacle clearance equals zero at the DER and increases by 0.8% of the
horizontal distance in the direction of flight assuming a maximum turn of 15º.
In the turn initiation area and turn area a minimum obstacle clearance of 90 m (295 ft) is
provided. Where mountainous terrain exists, consideration is given by the procedure designer
to increasing the minimum obstacle clearance.
General
There are two basic types of departure route, straight and turning. Departure routes are
based on track guidance acquired within:
The design of instrument departure routes and the associated obstacle clearance criteria are
based on the definition of tracks to be followed by the aeroplane. When flying the published
track, the pilot is expected to correct for known wind to remain within the protected airspace.
Straight Departures
A straight departure is one in which the initial departure track is within 15º of the runway
centre line. Track guidance may be provided by a suitably located facility (VOR or NDB) or by
RNAV.
VOR 7.8°/NDB 10.3° VOR 7.8°/NDB 10.3°
Where obstacles exist affecting the departure route, PDGs greater than 3.3% are
promulgated to an altitude/height after which the 3.3% gradient is considered to prevail.
Gradients to a height of 60 m (200 ft) or less, caused by close-in obstacles, are not specified.
In these cases the procedures to be used are discussed later
When a turning departure requires a turn of more than 15º, a turning area is constructed.
C/L
DB
R/N
VO
K
15° AC
TR
URE
RT
FLX TOLERANCE
PA
DE
15°
15° 15°
DER
150 m
¾ An altitude/height
¾ At a fix
¾ At a facility
Straight flight is assumed until reaching an altitude/height of at least 120 m (394 ft) above the
elevation of the DER. Where the location and/or height of obstacles precludes the
construction of turning departures which satisfy the minimum turn height criteria, departure
procedures should be developed on a local basis in consultation with the operators
concerned.
In the above case, the procedure will require a climb to a specified altitude/height before
initiating the turn as specified.
Parameters of construction of the turning areas are based on the following conditions:
Indicated Air Speed The speed tabulated for final missed approach for the speed
category for which the departure is designed, increased by 10% to account for the
increased aircraft mass at departure.
Where operationally required, reduced speeds as slow as the lAS tabulated for
intermediate missed approach increased by 10% may be used, provided the
procedure is annotated:
True Air Speed The lAS above adjusted for altitude and temperature
When obstacles exist prohibiting the turn before DER or prior to reaching an altitude/height,
an earliest turn point or a minimum turning altitude/height will be specified.
Contingency Procedures
Omni-directional Departures
Where no track guidance is provided in the design, the departure criteria are developed by
using the omni-directional method.
The departure procedure commences at the DER, which is the end of the area declared
suitable for take-off. The end of the runway or clearway as appropriate. Since the point of lift-
off will vary, the departure is constructed on the assumption that a turn at 120 m (394 ft)
above the elevation of the aerodrome will not be initiated sooner than 600 m from the
beginning of the runway.
Unless otherwise specified, departure procedures are developed on the assumption of a 3.3%
PDG and a straight climb on the extended runway centre line until reaching 120 m (394 ft)
above the aerodrome elevation.
¾ The aircraft will climb on the extended runway centre line to 120 m (394 ft) before
turns can be specified, and
¾ At least 90 m (295 ft) of obstacle clearance will be provided before turns greater
than 15º can be specified
¾ Standard Case Where no obstacles penetrate the 2.5% OIS and 90 m (295
ft) of obstacle prevails, a 3.3% climb to 120 m (394 ft) will satisfy the obstacle
clearance requirements
C/L
•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
•• •
••
•
• ••
AREA 2
•• •
•• •
•
•• •
•••
•
•••
•••
30°
•• •
•• •
•
•
•• •
•• •
AREA 1
•• ••
••••
• •• •
3.5 KM
• •• •
• •• •
(1.9 NM)
• •• •
OR LESS
••••
••••
• •• •
15°
• •• •
15°
• •• •
• •• •
••••
••••
•• ••
DER
•• ••
•
•••••••••••••••••••
•••••••••••••••••••
RUNWAY
150 m 150 m
AREA BOUNDED BY THE DOTTED LINE
IS THE TURN INITIATION AREA
•• ••••• 600 m
• = OBSTACLE
d 0 = SHORTEST DISTANCE RUNWAY CENTRE LINE
FROM OBSTACLE TO
BOUNDARY OF TURN
INITIATION AREA
••••••••••••••••••••••• d0
•
• ••
•••
•• •
•• •
AREA 2
•
•
••• •
• •• ••
d0
•• ••
AREA 1
••
• •• ••
•
•• ••
•
••• ••
••• ••
DER
d0
•
DISTANCE NECESSARY
FOR THE DEPARTURE 600 m
d0
•
AREA 3
CENTRE LINE
¾ Sector Departures Where obstacle(s) exist, the procedure may identify sector(s)
for which either a minimum gradient or a minimum turn altitude/height is specified
“Climb straight ahead to ... altitude/height ... before commencing a turn to ...
west/the sector 180º - 360º
Published Information
Departure routes are labeled as RNAV only when that is the primary means of navigation
utilized.
The published minimum gradient will be the highest in any sector that may be expected to be
overflown. The altitude to which the minimum gradient is specified will permit the aircraft to
continue at the 3.3% minimum gradient through:
¾ That sector
¾ A succeeding sector, or
¾ To an altitude authorized for another phase of flight eg en-route, holding or
approach
A fix may also be designated to mark the point at which a gradient in excess of 3.3% is no
longer required.
Approach Procedures
Reference: Procedures For Air Navigation Services, Aircraft Operations (Doc 8168-
OPS/611, Volume 1), Volume I - Flight Procedures
Introduction
The specifications in this volume are designed to provide flight crew and other flight
operations personnel with:
¾ An appreciation from the operational point of view, of the parameters and criteria
used in the standardized development of precision and non-precision instrument
approach procedures, and
¾ The procedures to be followed and the limitations to be observed in order to
achieve an acceptable level of safety in the conduct of instrument approach
procedures
¾ The arrival
¾ The initial approach
¾ The intermediate approach
¾ The final approach, and
¾ The missed approach
The approach segments begin and end at designated fixes. Under certain circumstances
certain of the segments may begin at specified points where no fixes are available.
In those cases where terrain or other constraints cause the final approach track alignment or
descent gradient to fall outside the criteria for a straight-in approach a circling approach will
be specified. The final approach track of a circling approach procedure is in most cases
aligned to pass over a portion of the usable landing surface of the aerodrome.
Minimum sector altitudes are established for each aerodrome and provide at least 300 m (984
ft) obstacle clearance within 46 km (25 nm) of the homing facility associated with the
approach procedure for that aerodrome.
Categories of Aircraft
Aircraft performance has a direct effect on the airspace and visibility needed to perform the
various manoeuvres associated with the conduct of instrument approach procedures. The
most significant performance factor is aircraft speed. Accordingly, five categories of typical
aircraft have been established. Each category is based on 1.3 times stall speed in the landing
configuration at maximum certificated landing mass. This provides a standardized basis for
relating aircraft manoeuvrability to specific instrument approach procedures.
This specified range of handling speeds for each category of aircraft is assumed for use in
calculating airspace and obstacle clearance requirements for each procedure.
The instrument approach chart will specify the individual categories of aircraft for which the
procedure is approved. Normally, procedures will be designed to provide protected airspace
and obstacle clearance for aircraft up to and including Category D. Where airspace
requirements are critical, procedures may be restricted to lower speed categories.
Alternatively, the procedure may specify a maximum lAS for a particular segment without
reference to aircraft category. It is essential that pilots comply with the procedures and
information depicted on instrument flight charts and the appropriate flight parameters if the
aircraft is to remain in the areas developed for obstacle clearance procedures.
The lowest altitude (OCA) or alternatively the lowest height above the elevation of the
relevant runway threshold (OCH), at which a missed approach must be initiated to ensure
compliance with the appropriate obstacle clearance criteria.
PRECISION APPROACH
ALTITUDE
MARGIN
OR
LOWER LIMIT
DA
DH
PCA
MARGIN. THE MARGIN IS DEPENDENT ON AIRCRAFT
APPROACH SPEED, HEIGHT LOSS AND ALTIMETRY AND OCH
IS ADJUSTABLE FOR STEEP GLIDE PATHS AND HIGH
LEVEL AERODROMES.
- CATEGORY OF OPERATION
- ILS GEOMETRY (GLIDE PATH ANGLE, DISTANCE
FROM LOCALIZER ANTENNA TO RUNWAY THRESHOLD,
REFERENCE DATUM HEIGHT AND LOCALIZER COURSE
WIDTH)
- AIRCRAFT DIMENSIONS THRESHOLD
- MISSED APPROACH CLIMB GRADIENT ELEVATION
- MISSED APPROACH TURNPOINT
- USE OF AUTOPILOT (CAT II OPERATIONS ONLY)
The lowest altitude (OCA) or alternatively the lowest height above the aerodrome elevation or
the elevation of the relevant runway threshold, if the threshold elevation is more than 2 m (7
ft) below the aerodrome elevation (OCH), below which the aircraft cannot descend without
infringing the appropriate obstacle clearance criteria.
MARGIN
OR
LOWER LIMIT
BASED ON OPERATIONAL ONSIDERATIONOF:
OBSTACLE CLEARANCE
-GROUND/AIRBOURNE EQUIPMENT CHARACTERISTICS ALTITUDE (OCA)
- CREW QUALIFICATIONS
- AIRCRAFT PERFORMANCE OR
- METEOROLOGICAL CONDITIONS
- AERODROME CHARACTERISTICS OBSTACLE CLEARANCE
- LOCATION OF GUIDANCE AID RELATIVE TO RUNWAY HEIGHT (OCH) MDA
- ETC
MDH
OCA
MINIMUM OBSTACLE CLEARANCE (MOC)
FOR THE FINAL SEGMENT OCH
AERODROME ELEVATION OR
THRESHOLD ELEVATION IF
MORE THAN 2 m (7 ft) BELOW
THE AERODROME ELEVATION
The lowest altitude (OCA) or alternatively the lowest height above the aerodrome elevation
(OCH) below which an aircraft cannot descend without infringing the appropriate obstacle
clearance criteria
MARGIN
OR
LOWER LIMIT
BASED ON OPERATIONAL CONSIDERATION OF:
- AIRCRAFT CHARACTERISTICS
- METEOROLOGICAL CONDITIONS
- CREW QUALIFICATIONS
- AERODROME CHARACTERISTICS
- ETC.
OBSTACLE CLEARANCE ALTITUDE (OCA)
OR
OBSTACLE CLEARANCE HEIGHT (OCH)
OCH
AERODROME
ELEVATION
Minima are developed by adding the effect of a number of operational factors to OCA/H to
produce:
The general operational factors to be considered are specified in Annex 6. The relationship of
OCA/H to operating minima (landing) is shown in the preceding 3 diagrams.
Where track guidance is provided in the design of an instrument approach procedure each of
the five segments of the approach comprises of a specified volume of airspace. The vertical
cross section of which is an area located symmetrically about the centre line of each
segment. The vertical cross section is broken down into primary and secondary areas as
shown in the diagram below.
•••••••••••••••••••••••••••••••••••••••••••••••••••• •••••••••••••••••••••••••••••••••••••••••
ASSUMED LOWEST
FLIGHT PATH MOC
MOC
TOTAL WIDTH
CENTRE LINE
At any point the width of the primary area is equal to ½ of the total width. The width of each
secondary area is equal to ¼ of the total width.
Where no track guidance is provided during a turn specified by the procedure, the total width
of the area is considered as a primary area.
Accuracy of Fixes
General
Fixes and points used in designing approach procedures include, but are not limited to:
Because all navigational facilities have accuracy limitations, the geographic point that is
identified is not precise, but may be anywhere within an area called the fix tolerance area
which surrounds its plotted point of intersection. The diagram below illustrates the intersection
of two radials or tracks from different navigation facilities.
NOMINAL FIX
The dimensions of the intersection fix are determined by the accuracy of the navigational
system that supplies the information to define the fix. The factors from which the accuracy of
a system is determined are:
¾ VOR ± 5.2º (this value includes a flight technical tolerance of’ ± 2.5º)
¾ ILS Localizer ± 2.4º (this value includes a flight technical tolerance of ± 2º)
¾ NDB ± 6.9º (this value includes a flight technical tolerance of ± 3º)
Surveillance Radar
Terminal Area Radar (TAR) within 37km (20 nm) Fix tolerance is ± 1.5 km (±
0.8 nm)
DME Fix tolerance is ± 0.46 km (± 0.25 nm) + 1.25% of the distance to the
antenna
75 MHz Marker Beacons Fix tolerances for ILS and “Z” markers for use with
instrument approach procedures are calculated using the aerial polar diagram.
VOR Fix tolerance overhead a VOR is based upon a cone of confusion 50º from the vertical,
or less if determined by flight test. Entry into the cone is assumed to be within accuracy from
the prescribed track so as to keep the lateral deviation abeam the VOR.
NDB
Fix tolerance overhead an NDB is based upon an inverted cone of ambiguity extending at an
angle of 40º either side of the facility. Entry into the cone is assumed to be achieved within an
accuracy of ± 15º from the prescribed track. Tracking through the cone is assumed to be
within an accuracy of ± 50º.
CONE
EFFECT AREA TRACK OF MAXIMUM
RIGHT TOLERANCE
15°
NDB 15°
5° TRACK OF MAXIMUM
LEFT TOLERANCE
POSITION FIX
TOLERANCE AREA z = RADIUS OF NDB CONE
Tolerances are used to narrow and widen instrument approach areas as the aircraft flies to
and from a facility respectively. The area is of a standard width of 3.7 km (2 nm) for VOR and
4.6 km (2.5 nm) for NDB at the facility.
PRIMARY WIDTH TO
AREA FACILITY
FINAL APPROACH
SPLAY 7.8° VOR/10.3° NDB SEGMENT
APPROACH TO FACILITY
SECONDARY
AREAS
PRIMARY
AREA
APPROACH TO FACILITY
SECONDARY
AREAS
FAF
FACILITY AND MAPt
PRIMARY
AREA
FACILITY
The diagram above shows the final approach segment (contained between FAF and MAPt).
The optimum and maximum distances for locating the FAF relative to the threshold are 9 km
(5 nm) and 19 km (10 nm) respectively.
Descent Gradient
In designing instrument approach procedures adequate space is allowed for descent from the
facility crossing altitude/height to the runway threshold for straight-in approach or to OCA/H
for circling approaches.
Establishing a maximum allowable descent gradient for each segment of the procedure
provides adequate space for descent. The optimum descent gradient in the final approach
should not exceed 5% (50 m/km, approximately 300 ft/nm) which is equivalent to a 3º
glidepath. Where a steeper descent gradient is necessary, the maximum permissible is 6.5%
(65 m/km, approximately 400 ft/nm) which is equivalent to a 3.8º glidepath. In the case of a
precision approach the operationally preferred glidepath angle is 3º. An ILS glidepath in
excess of 3º is used only where alternate means of satisfying obstacle clearance
requirements are impractical.
When necessary or where an operational advantage is obtained, arrival routes from the en-
route phase to a fix or facility used in the procedure are published. When arrival routes are
published, the width of the associated area decreases from the “en-route” value to the “initial
approach” value with a convergence angle of 30º each side of the axis. This convergence
begins at:
¾ 46km (25 nm) before the IAF if the length of the arrival route is greater than or
equal to 46 km (25 nm).
¾ It begins at the starting point of the arrival route if the length is less than 46 km
(25 nm)
The arrival route normally ends at the initial approach fix. Omni-directional or sector arrivals
can be provided taking into account MSA.
When terminal radar is employed the aircraft is vectored to a fix, or onto the intermediate or
final approach track, at a point where the pilot may continue the approach.
The initial approach segment commences at the IAF and ends at the IF. In the initial
approach, the aircraft has departed the en-route structure and is manoeuvring to enter the
intermediate approach segment. Aircraft speed and configuration will depend on the distance
from the aerodrome, and descent required. The initial approach segment provides at least
300 m (984 ft) of obstacle clearance in the primary area.
Track guidance is provided along the initial approach segment to the IF, with a maximum
angle of interception of 90º for a precision approach and 120º for a non-precision approach.
Where no suitable lAF or IF is available a racetrack or holding pattern is required.
This is the segment during which the aircraft speed and configuration is adjusted to prepare
the aircraft for final approach. The descent gradient is kept as shallow as possible. During the
intermediate approach the obstacle clearance requirement reduces from 300 m (984 ft) to 150
m (492 ft) in the primary area, reducing to zero at the outer edge of the secondary area.
Where a FAF is available, the intermediate approach segment begins when the aircraft is on
the inbound track of the procedure turn, base turn or final inbound leg of the racetrack
procedure.
This is the segment in which alignment and descent for landing are made. Final approach
may be made to a runway for a straight in landing or to an aerodrome for a visual manoeuvre.
This segment begins at the FAF and ends at the MAPt. The FAF is sited on the final approach
track at a distance that permits selection of final approach configuration, and descent from
intermediate approach altitude/height to the MDA/H applicable either for a straight in
approach or for a visual circling. The optimum and maximum distances for locating the FAF
relative to the threshold are 9 km (5 nm) and 19 km (10 nm) respectively.
The FAF is crossed at, or above, the specified altitude/height and descent is then initiated.
The descent gradient is published, and where range information is available, descent profile
information is provided.
Normally only one step-down fix is specified, but in the case of a VOR/DME procedure
several DME fixes may be depicted, each with its associated minimum crossing attitude.
Where a step-down procedure using a suitably located DME is published, the pilot shall not
commence descent until established on the specified track. Once established on track, the
pilot commences descent maintaining the aeroplane on or above the published DME
distance/height requirements.
PROCEDURE
FINAL TURN
When an aerodrome is served by a single facility located on or near the aerodrome, and no
other facility is suitably situated to form a FAF, a procedure may be designed where the
facility is both the IAF and the MAPt.
In procedures of this type, the final approach track cannot normally be aligned on the runway
centre line. Whether OCA/H for straight in approach limits are published or not depends on
the angular difference between the track and the runway.
The final approach segment begins at the final approach point (FAP). This is a point in space
on the centre line of the localizer where the intermediate approach altitude/height intersects
the nominal glide path.
Normally, glide path interception occurs at heights from 300 m (984 ft) to 900 m (2955 ft)
above runway elevation. On a 3º glide path interception occurs between 6 km (3 nm) and 19
km (10 nm) from the threshold
The width of the ILS final approach area is much narrower than those of a non-precision
approach. Descent on the glide path must never be initiated until the aircraft is established on
the localizer. The ILS obstacle clearance surfaces assume that the pilot does not normally
deviate from the centre line more than half a scale deflection after being established on track.
Thereafter the aircraft should adhere to the on-course, on-glide path position since more than
half course sector deflection or more than half course fly up deflection combined with other
allowable system tolerances could place the aircraft in the vicinity of the edge or bottom of the
protected airspace where loss of protection from obstacles can occur.
The intermediate approach track or radar vector has been designed to place the aircraft on
the localizer at an altitude/height that is below the nominal glide path.
The final approach area contains a fix or facility that permits verification of the glide
path/altimeter relationship. The outer marker is normally used for this purpose. Prior to
crossing the fix, descent may be made on the glide path to the published fix crossing
altitude/height. Descent below the fix crossing altitude/height should not be made prior to
crossing the fix.
In the event of loss of glide path guidance during the approach, the procedure becomes a
non-precision approach. The OCA/H published for the glide path inoperative case will apply.
Determination of DA or DH – ILS
As well as the physical characteristics of the ILS installation, the procedures specialist’s
consideration is given to obstacles in the approach areas for the calculation of the OCA/H for
a procedure. The calculated OCA/H is the height of the highest approach obstacle or
equivalent missed approach obstacle, plus an aircraft category related allowance. In
assessing these obstacles the operational variables of the:
¾ Aircraft category
¾ Approach coupling
¾ Category of operation, and
¾ Missed approach climb performance
are considered.
Additional factors are considered by the operator to arrive at the DA/H value. These additional
factors applied to the OCA/H result in the DA/H value that is calculated by the pilot:
Since the OCA/H might be based on an obstacle in the missed approach area and since
advantage may be taken of the variable missed approach climb performances, operators
must consider:
¾ Weight
¾ Altitude
¾ Temperature limitations
¾ Wind velocity
Unless otherwise noted on the instrument approach chart the nominal missed approach climb
gradient is 2.5%.
The allowance for vertical displacement during initiation of a missed approach takes into
account the type of altimeter used and the height loss due to aircraft characteristics. It should
be recognized that no allowance is included for any abnormal meteorological conditions eg
windshear or turbulence.
PAR 200 ft
ILS 200 ft
MLS 200 ft
In addition to the above a Pressure Error Correction (PEC) for the aircraft in approach
configuration is applied. The PEC is found in the aircraft/operator’s manual. If no PEC is
specified then a PEC of + 50 ft should be used.
Missed Approach
General
During the missed approach phase of the instrument approach procedure the pilot is faced
with the demanding task of changing the aircraft configuration, attitude and altitude. For this
reason the design of the missed approach is kept as simple as possible and consists of three
phases:
¾ Initial
¾ Intermediate
¾ Final
FINAL
FINAL APPROACH SEGMENT INTERMEDIATE MISSED APPROACH MISSED
APPROACH
INITIAL
MISSED
APPROACH
A missed approach procedure is designed to provide protection from obstacles throughout the
missed approach manoeuvre. Established for each instrument approach procedure, it
specifies a point where the missed approach begins and a point or an altitude/height where it
ends. The missed approach is assumed to be initiated not lower than DA/H in the precision
approach or at a specified point in non-precision approach procedures not lower than the
MDA/H.
¾ The point of intersection of an electronic glide path with the applicable DA/H, or
¾ A navigational facility, or
¾ A fix, or
¾ A specified distance from the FAF
When a navigational facility or a fix defines the MAPt, the distance from the FAF to the MAPt
is normally published, and may be used for timing to the MAPt. In all cases where timing is
not authorised the procedure is annotated “timing not authorized for defining the MAPt”
When reaching the MAPt, if the required visual reference is not established, then a missed
approach is initiated immediately to ensure obstacle clearance. Only one missed approach
procedure is published for each approach procedure.
Pilots are expected to fly the missed approach procedure as published. In the event that a
missed approach is initiated prior to arriving at the MAPt, the pilot will normally proceed to the
MAPt and then follow the missed approach procedure in order to remain within the protected
airspace.
If a gradient other than a 2.5% gradient is used this is indicated on the instrument approach
chart. In addition to the OCA/H for the specific gradient used the OCA/H applicable to the
nominal gradient will also be shown.
A missed approach procedure which is based on the nominal climb gradient of 2.5% cannot
be used by all aeroplanes when operating at or near maximum certificated gross mass and
engine out conditions. The operation of these aeroplanes needs special consideration at
aerodromes where there are critical obstacles on the missed approach area. These obstacles
may result in a special procedure being established with a possible increase in the DA/H or
MDA/H.
Initial Phase
The initial phase begins at the MAPt and ends at the point where the climb is established. The
pilot establishes the climb and changes in aircraft configuration. Guidance equipment is not
normally fully utilized during these manoeuvres and therefore no turns are specified in this
phase.
Intermediate Phase
The intermediate phase is the phase within which the climb is continued, normally straight
ahead. It extends to the first point where 50 m (164 ft) obstacle clearance is obtained and can
be maintained. The intermediate missed approach track may be changed by a maximum of
15º from that of the initial missed approach phase. During this phase, it is assumed that the
aircraft will begin track corrections.
Final Phase
The final phase begins at the point where 50 m (164 ft) obstacle clearance is first obtained
and can be maintained. It extends to the point where:
Turns in a missed approach procedure are only prescribed where terrain and other factors
make a turn necessary. When turns greater than 15º are required in a missed approach
procedure, they are not allowed until at least 50 m (164 ft) of vertical clearance above
obstacles has been ensured. If a turn from the final approach track is made, a specially
constructed turning missed approach area is specified. The turning point is specified in one of
two ways:
At a designated facility or fix The turn is made upon arrival overhead the facility or
fix, or
The protected airspace for turns is based upon aeroplane speed. Where operationally
required to avoid obstacles, the lAS as slow as for the intermediate missed approach may be
used provided the approach chart is annotated.
In addition, where an obstacle is located early in the missed approach procedure, the
instrument approach chart will be annotated
The dimensions of the turning missed approach area will be affected by the following:
The turning missed approach area is based on the following assumed conditions:
Turning Points
Visual manoeuvring (circling) is the term used to describe the visual phase of flight after
completing an instrument approach, to bring an aircraft into position for landing on a runway
which is not suitably located for a straight in approach.
The visual manoeuvring area for a circling approach is determined by drawing arcs centred
on each runway threshold and joining those arcs with tangent lines.
¾ Aircraft category
¾ Speed for each category
¾ Wind speed, 46 km/h (25 kt) throughout the turn, and
¾ Bank angle, 20º average or 3º per second, whichever requires less bank
Obstacle Clearance
When the visual manoeuvring (circling) area has been established the OCA/H is determined
for each category of aircraft.
When additional margin is added to the OCA/H for operational considerations a MDA/H is
specified. Descent below MDA/H should not be made until:
A circling approach is a visual flight manoeuvre. Each circling situation is different because of
variables such as:
¾ Runway layout
¾ Final approach track
¾ Wind velocity, and
¾ Meteorological conditions
There is no single procedure that caters for conducting a circling approach in every situation.
After initial visual contact, the basic assumption is that the runway environment:
If visual reference is lost while circling to land from an instrument approach, the missed
approach must be followed. It is expected that the pilot will make an initial climbing turn
toward the landing runway and overhead the aerodrome. Then, the pilot will establish the
aircraft climbing on the missed approach track. Because the circling manoeuvre may be
accomplished in more than one direction, different patterns will be required to establish the
aircraft on the prescribed missed approach course depending on its position at the time visual
reference is lost.
RNAV approach procedures based on VOR/DME are assumed to be based on one reference
facility composed of a VOR and co-located DME.
The accuracy and limitations of RNAV systems are those of a computer employed to convert
navigational data inputs into:
¾ Aircraft position
A disadvantage of this system is that the waypoint and, in some cases, data contained in the
navigational database, have been calculated and promulgated by States and inserted by the
operator or crew. However, the computer cannot identify data input errors. Furthermore, while
the computer is designed so that the calculation errors are minimal and do not affect the
accuracy of the output significantly, the actual computed position will contain any errors
introduced into the navigational data base.
The aid used in the construction of the procedure is the reference VOR/DME indicated on the
approach plate. The passage of the stipulated fixes shall be verified by means of the
reference facility.
The pilot shall not commence a VOR/DME RNAV approach if either the VOR or DME
component of the reference facility is unserviceable.
The factors on which the navigational accuracy of the VOR/DME RNAV depends are:
When FMS/RNAV equipment is available, it may be used when flying a conventional non-
precision approach procedure defined by the PANS-OPS, provided:
¾ The procedure is monitored using the basic display normally associated with the
procedure, and
¾ The tolerances for flight using raw data on the basic display are complied with
Lead radials are for use by non-RNAV equipped aircraft and are not intended to restrict the
use of turn anticipation by the FMS.
Introduction
Simultaneous operations on parallel or near parallel instrument runways in IMC are essential
in order to increase capacity at busy aerodromes. An aerodrome already having dual parallel
precision approach (ILS and/or MLS) runways can increase capacity if these runways are
safely operated simultaneously and independently under IMC. However various factors, such
as:
There can be a variety of modes of operation associated with the use of parallel or near
parallel instrument runways.
Note: When the minimum distance between two parallel runway centre lines is
lower than the specified value dictated by wake turbulence considerations, the
parallel runways are considered as a single runway in regard to separation between
departing aircraft. A simultaneous dependent parallel departure mode of operation is
therefore not used.
In the case of parallel approaches and departures there may be semi-mixed operations:
Scenario 1
One runway is used exclusively for departures, while
The other runway accepts a mixture of approaches and departures, or
Scenario 2
One runway is used exclusively for approaches, while
The other runway accepts a mixture of approaches and departures
There may also be mixed operations
Semi-mixed or mixed operations may be related to the four basic modes as follows:
Airspace of defined dimensions extending to either side of an ILS localizer course and/or MLS
final approach track centre line. Only the inner half of the NOZ is taken into account in
independent parallel approaches
Normal IFR avionics including full ILS or MLS capability are required for conducting parallel
approaches
When simultaneous independent parallel approaches are in progress, the following apply:
• Its position relative to a fix on the ILS localizer course or MLS final approach
track
• The altitude to be maintained until established on the ILS localizer course or
MLS final approach track to the ILS glide path or specified MLS elevation
angle intercept point, and
• If required, clearance for the appropriate ILS or MLS approach
¾ The main objective is that both aircraft be established on the ILS localizer course
or MLS final approach track before the 300 m (1000 ft) vertical separation is
reduced
¾ If an aircraft is observed to overshoot the ILS localizer course or MLS final
approach track during turn to final, the aircraft will be instructed to return
immediately to the correct track. Pilots are not required to acknowledge these
transmissions or subsequent instructions while on final approach unless
requested to do so
¾ Once the 300 m (1000 ft) vertical separation is reduced, the radar controller
monitoring the approach will issue control instructions if the aircraft deviates
substantially from the ILS localizer course or MLS final approach track. If the
aircraft fails to take corrective action and penetrates the NTZ, the aircraft on the
adjacent ILS localizer course or MLS final approach track will be issued
appropriate control instructions
Track Divergence
Simultaneous parallel operations require diverging tracks for missed approach procedures
and departures. When turns are prescribed to establish divergence, pilots shall commence
the turns as soon as practicable.
Holding Procedures
Reference: Procedures For Air Navigation Services, Aircraft Operations (Doc 8168-
OPS/611, Volume 1), Volume I - Flight Procedures
In-flight Procedures
Note: Deviations from the in-flight procedures incur the risk of excursions beyond
the perimeters of holding areas established in accordance with the procedures
detailed below
Note: The procedures described in this chapter are related to right turn holding
patterns, for left turn holding patterns the corresponding entry and holding procedures
are symmetrical with respect to the inbound holding track
The shape and terminology associated with the holding pattern are shown below.
Holding patterns are entered and flown at or below the following indicated airspeeds given in
the table below:
Holding Speeds
Up to 4250 m (14 000 ft) 425 km/h (230 kt)2 520 km/h (280 kt)3
inclusive 315 km/h (170 kt)4 315 km/h (170 kt)4
Above 4250 m (14 000 ft) to 445 km/h (240 kt)5 520 km/h (280 kt)
6100m (20 000 ft) inclusive
or 0.8 M whichever is less3
1. The levels tabulated represent altitudes or corresponding flight levels depending upon
the altimeter setting in use
2. When the holding procedure is followed by the initial segment of an instrument
approach procedure promulgated at a speed higher than 425 km/h, (230 kt), the holding
should also be promulgated at this higher speed wherever possible
3. The speed of 520 km/h, (280 kt) (0.8M) reserved for turbulence conditions shall be
used for holding only after prior clearance with ATC, unless the relevant publications indicate
that the holding area can accommodate aircraft flight at these high holding speeds
4. For holdings limited to CAT A and B aircraft only
5. Wherever possible, 520 Km/h (280 kt) should be used for holding procedures
associated with airway route structures
All turns are to be made at a bank angle of 25º or at a rate of 3º (rate 1) per second, which
ever is the lesser.
All procedures depict tracks and pilots should attempt to maintain the track by making
allowance for known wind by applying corrections both to heading and timing during entry and
while flying in the holding pattern.
Outbound timing begins over or abeam the fix whichever occurs later. If the abeam position
cannot be determined, the timing is started when the turn into the outbound leg is completed.
In the case of holding away from the station where the distance from the holding fix to the
VOR/DME station is short a limiting radial may be specified. If the limiting radial is
encountered first, this radial should be followed until a turn inbound is initiated or at latest
where the limiting DME distance is reached.
If for any reason a pilot is unable to conform to the procedures for normal conditions laid
down for any particular holding pattern, ATC should be advised as early as possible.
Aircraft equipped with RNAV systems which have been approved by the State of the Operator
for the appropriate level of RNAV operations may use these systems to carry out VOR/DME
RNAV holding, provided that before conducting any flight:
Conventional holding patterns may be flown with the assistance of a RNAV system. In this
case the RNAV system has no other function than to provide guidance for the autopilot or
flight director. The pilot remains responsible for ensuring that the aircraft complies with the
speed, bank angle, timing and distance assumptions.
Some RNAV systems can fly non-RNAV holding patterns without strict compliance with the
PANS-OPS, Volume H assumptions. Before these systems are used operationally, they must
have demonstrated to the satisfaction of the appropriate authority, that their commands will
contain the aircraft within the basic holding area defined by PANS-OPS. The pilot shall verify
overflight of the stipulated fixes by means of the reference facility.
RNAV holding may be conducted in a specifically designed holding pattern. These patterns
utilize the criteria and flight procedures assumptions of conventional holding with orientations
that may be referenced either by an overhead position or by radial and distance from a
VOR/DME facility. These holding patterns assume:
¾ That automatic radio navigation updating is utilized so that all authorized aircraft
during the entry manoeuvre achieve the navigation tolerance assumed by the
procedure designer and while in the holding pattern.
¾ That the pilot is provided with tracking information in a suitable form such as HSI
and/or EFIS presentation or cross track data, and
¾ That the pilot confirms the holding way-points by cross-reference to the published
VOR/DME fixes
RNAV holding procedures may be constructed using one or two waypoints. Area holding may
also be provided. Area holding is specified by an area holding waypoint and an associated
radius. The value of this radius is always such that the pilot may select any inbound track to
The waypoints for VOR/DME RNAV holding are defined by radio navigation fixes that
determine the maximum accuracy required to fly the procedure.
Track Reversal
Track reversals are a procedural method of turning from the outbound to the inbound. The
reversals are either carried out by:
¾ A procedure turn, or
¾ A base turn
1. Procedure Turns
45°/180° Initially a straight leg using track guidance is flown. This can be
timed or DME limited. The aircraft then makes a 45° turn. A
straight leg with no track guidance is then flown. This leg is timed
as below:
80°/260° Initially a straight leg using track guidance as for the 45°/180°
procedure is flown. The aircraft then makes an 80° turn. A 260°
turn in the opposite direction is then made to align the aircraft on
the inbound track.
2. Base Turn
¾ Electronically
¾ By using timing, or
¾ Using DME range.
Entry
The entry into the holding pattern is according to heading in relation to the three entry sectors
shown below recognizing a zone of flexibility of 5º either side of the sector boundaries.
70°
3
1
30°
2
3
70°
¾ Having reached the fix, the aircraft is turned left onto an outbound heading,
reciprocal to the inbound track for the appropriate period of time
¾ The aircraft is then turned left onto the holding side to intercept the inbound track
or to return to the fix.
¾ On second arrival over the holding fix, the aircraft is turned right to follow the
holding pattern
¾ Having reached the fix, the aircraft is turned onto a heading to make good a track
making an angle of 30° from the reciprocal of the inbound track on the holding
side
¾ The aircraft will fly outbound
¾ For the appropriate period of time, where timing is specified, or
¾ Until the appropriate limiting DME distance is attained, where distance is
specified, or
¾ Where a limiting radial is also specified, either until the limiting DME distance is
attained or until the limiting radial is encountered, whichever occurs first
¾ The aircraft is turned right to intercept the inbound holding track, then
Having reached the fix, the aircraft is turned right to follow the holding pattern
Having reached the fix the aircraft enters the holding pattern in accordance with either Sector
1, or Sector 3, entry procedures.
In the first case, arrival at the entry point is generally effected using:
In the second case, arrival at the entry point is generally effected using:
¾ The VOR radial passing through the fix at the end of the outbound leg
It is also possible to make use of guidance from another radio facility eg NDB, in which case,
protection of the entry should be the subject of a special study based on general criteria
The radius of a DME arc used as guidance for arrival at a VOR/DME holding should not be
less than 18.5 km (10 nm)
Arrival on the VOR radial for the inbound leg, on the same heading as the
inbound track (See A) The arrival path (or last segment) is aligned with the inbound
track and follows the same heading. The entry consists of the holding pattern A.
Arrival on the VOR radial for the inbound leg, on a heading reciprocal to the
inbound track (See B) On arrival over the holding fix, the aircraft turns onto the
holding side on a track making an angle of 30° with the reciprocal of the inbound
track, until reaching the DME outbound limiting distance, at which point it turns to
intercept the inbound track. In the case of a VOR/DME holding entry away from the
facility with a limiting radial, if the aircraft encounters the radial ahead of the DME
distance, it must turn and follow it until reaching the DME outbound limiting distance,
at which point it turns to join the inbound track.
Arrival on the DME arc defining the holding fix, from the non-holding side (See
C) On arrival over the holding fix, the aircraft turns and follows a track parallel to
and on the same heading as the outbound track, until reaching the DME outbound
limiting distance, at which point it turns to intercept the inbound track.
Arrival on the DME arc defining the holding fix, from the holding side (See D)An
arrival track leading to this type of entry should not be specified if possible,
particularly in the case of a VOR/DME holding procedure away from the facility. If an
appropriate DME distance is chosen, this type of arrival can actually be replaced by
one on a DME arc terminating in the extension of the inbound track.
However, space problems may preclude this solution. Criteria are therefore provided for an
arrival on the DME arc defining the holding fix, coming from the holding side:
(See E) On arrival over the holding fix, the aircraft turns and follows a track parallel
and reciprocal to the inbound track, until reaching the DME limiting outbound
distance, at which point it turns to intercept the inbound track.
(See F and G) Where the entry point is the fix at the end of the outbound leg, arrival
(or last segment) is effected along the VOR radial passing through the outbound fix.
On arrival over the fix at the end of the outbound leg, the aircraft turns and follows the
holding pattern.
The still air time for outbound entry heading should not exceed:
Except where it is published that specific entries are required, entries into a one way-point
RNAV holding are the same as for conventional holding.
Note: Future RNAV systems able to enter into a one way-point RNAV holding
without overflying the holding point may use specific holding patterns based on this
assumption. They may also use conventional or RNAV holding described above
Sectors for entry into an RNAV two way-point holding procedure are separated by the line
which passes through the two way points. Entries from either sector shall be made through
the associated waypoint. After passing the waypoint, the aircraft shall turn to follow the
procedure.
For area holding, any entry procedure that is contained within the given area is permissible.
Holding
Having entered the holding pattern, on the second and subsequent arrivals over the fix the
aircraft is turned to fly an outbound track which will most appropriately position the aircraft for
the turn onto the inbound track.
Continue outbound:
Allowance should be made in both heading and timing to compensate for the effects of wind
to ensure the inbound track is regained before passing the holding fix inbound. In making
these corrections full use should be made of the indications available from the aid and
estimated or known wind. The limiting DME distance always terminates the outbound leg.
Where a limiting radial is also published and this radial is encountered first, this radial shall be
followed until a turn inbound is initiated, at latest where the limiting DME distance is attained.
When clearance is received specifying the time of departure from the holding point, the pilot
should adjust the pattern within the limits of the established holding procedure in order to
leave the holding point at the time specified.
When RNAV equipment is used for non-RNAV holding procedures, the pilot shall verify
positional accuracy at the holding fix on each passage of the fix.
To ensure that aircraft remain in the protected holding areas, pilots use established error
check procedures to reduce operating errors, data errors or equipment malfunction.
Pilots ensure that speeds used to fly the RNAV holding procedures comply with those in the
table shown earlier.
Obstacle Clearance
Holding Area
The Basic Holding Area The basic holding area at any particular level is the
airspace required at that level to encompass a holding pattern based on the
allowances for aircraft speed, wind effect, timing errors, holding fix characteristics etc
The Entry Area The entry area includes the airspace required to
accommodate the specified entry procedures
Buffer Area
The Buffer Area is the area extending 9.3 km (5 nm) beyond the boundary of the holding area
where the height and nature of obstacles are taken into consideration when determining the
minimum holding level usable in the holding pattern associated with the holding area.
Over high terrain or in mountainous areas obstacle clearance up to a total of 600 m (1969 ft)
is provided to negate the possible effects of turbulence, down draughts and other
meteorological phenomena on the performance of altimeters.
Reference: Procedures For Air Navigation Services, Aircraft Operations (Doc 8168-
OPS/611, Volume 1), Volume I - Flight Procedures
Position Reporting
On routes defined by a designated point, a position report is made when over, or as soon as
possible after passing, a compulsory reporting point. Additional reports over any other points
may be requested by the appropriate ATS unit or requested for ATS purposes.
On routes not defined by designated significant points, position reports are made as soon as
possible after the first 30 minutes of flight and at 60 minute intervals thereafter. Additional
reports at shorter intervals of time can be requested by the appropriate ATS. Flights may be
exempted from the requirement to make position reports at a designated compulsory
reporting point or interval. Any position reports required are made to the ATS unit serving the
airspace in which the aircraft is operating.
¾ Aircraft identification
¾ Position
¾ Time
¾ Flight level or altitude
¾ Next position and time over
¾ Ensuing significant point
The last three elements may be omitted when regional air navigation agreements are in force.
Position reports are made automatically to the ATSU serving the airspace in which the aircraft
is operating. The requirements for the transmission and contents of ADS reports are
established by the controlling ATC unit on the basis of current operational conditions, and
communicated to the aircraft and acknowledged through an ADS agreement.
An ATIR should be submitted for incidents specifically related to the provision of ATS
involving such occurrences as aircraft proximity (AIRPROX) or other serious difficulty
resulting in a hazard to aircraft. Procedures are established for the reporting of AIRPROX
incidents and their investigation to promote the safety of aircraft. The degree of risk involved
in an AIRPROX should be determined in the incident investigation and classified as:
¾ Risk of collision
¾ Safety not assured
¾ No risk of collision
¾ Risk not determined
The procedures to be applied for the provision of ATS to aircraft equipped with ACAS are
identical to those applicable to non-ACAS equipped aircraft. In particular:
When a pilot reports a manoeuvre because of an ACAS resolution advisory, the controller will
not attempt to modify the aircraft flight path until the pilot reports that the aircraft is returning to
the current ATC instruction or clearance. Traffic information is provided during the
manoeuvre.
Greater separations than the specified minima are applied whenever wake turbulence or
other exceptional circumstances such as unlawful interference call for extra provisions.
Where the separation or minimum used to separate two aircraft cannot be maintained, action
is taken to ensure that another minimum exists or is established prior to the time when the
previously used separation would be insufficient.
Vertical Separation
Except where authorized by the appropriate authority, cruising levels below a minimum flight
altitude established by a State shall not be assigned. Area control centres shall determine the
lowest usable flight level or levels for the whole or parts of the CTA for which they are
responsible
Except when traffic conditions and co-ordination procedures permit authorization of cruise
climb, an area control centre normally authorizes only one cruising level for an aircraft beyond
its CTA. Normally the cruising level at which the aircraft will enter the next CTA. Aircraft are
advised to request changes en-route to any subsequent cruising level desired.
If it is necessary to adjust the cruising level of an aircraft operating along an established ATS
route extending partly within and partly outside CAS and where cruising levels are not
When an aircraft has been cleared into a CTA at a cruising level which is below the
established minimum cruising level for a subsequent portion of a route, action is initiated by
the area control centre to ensure a revised clearance to the aircraft is given even though the
pilot has not requested the change.
Where necessary, an aircraft may be cleared to change cruising level at a specified time,
place or rate.
Cruising levels of aircraft flying to the same destination are assigned so that they are correct
for the approach sequence at the destination.
An aircraft at a cruising level normally has priority over other aircraft that request that cruising
level. When two or more aircraft are at the same cruising level, the lead aircraft shall normally
have priority.
An aircraft may be assigned a level previously occupied by another aircraft once the latter has
reported that it is vacating. However, if severe turbulence is known to exist the clearance is
delayed until the aircraft vacating the level has reported at another level separated by the
required minimum.
The cruising levels, or, in the case of a cruise climb, the range of levels, assigned to a
controlled flight is selected from those allocated to IFR flights. Except where published by the
appropriate authority.
Pilots in direct communication with each other may be cleared to maintain a specified vertical
separation between their aircraft during ascent or descent.
Lateral Separation
Application
Lateral separation is applied so that the distance between aircraft that are to be laterally
separated is never less than an established distance taking into account navigational
inaccuracies plus a specified buffer. This buffer is determined by the appropriate authority and
is included in the lateral separation minima.
The means by which lateral separation may be achieved include the following
Geographical Separation
The aircraft reports over different a geographical location determined visually or by reference
to a navigation aid.
Track Separation Between Aircraft Using the Same Navigation Aid or Method
Aircraft fly on specified tracks which are separated by a minimum amount appropriate to the
navigation aid or method employed:
VOR
At least 15° and at a distance of 28 km (15 nm) or more from the facility
28 km (15 NM)
VOR
15°
28 km (15 NM)
At least 30° and at a distance of 28 km (15 nm) or more from the facility.
28 km(15 NM)
NDB
30°
28 km(15 NM)
Tracks diverging by at least 45° and at a distance of 28 km (15 nm) or more from the point of
intersection of the tracks, this point being determined either visually or by reference to a
navigation aid.
28 km (15 NM)
FIX
45°
28
km
(1
5
NM
)
When aircraft are operating on tracks which are separated by considerably more than these
minima, States may reduce the distance at which the lateral separation is achieved.
Aircraft fly on specific tracks which are separated by at least 15° and at a distance of 28 km
(15 nm) or more from the same VOR providing that:
¾ The aircraft tracks continue to diverge by at least 15° until the appropriate lateral
separation minimum is established in airspace over the high seas, and
¾ It is possible to ensure, by means approved by the appropriate ATS authority,
that the aircraft have the navigation capability necessary to ensure accurate track
guidance
Track separation between aircraft using different navigation aids and RNAV equipment may
be achieved by requiring aircraft to fly on a specified track which is determined by taking into
account the navigational accuracy of the navigation aid and RNAV equipment:
The navigational accuracy for the various navigation aids and RNAV equipment are
established by the appropriate ATS authority.
Longitudinal Separation
Longitudinal separation is applied so that the spacing between the estimated positions of the
aircraft being separated is never less than the prescribed minimum. Longitudinal separation
between aircraft following the same or diverging tracks may be maintained by the application
of the Mach No technique.
15 minutes
15 MIN
NAVIGATIONAL NAVIGATIONAL
AID AID
10 MIN
5 minutes in the following cases, providing that in each case the lead aircraft is
maintaining a TAS of 37 km/h (20 kt) or more faster than the aircraft following
AERODROME
OR 37 KM/H (20 KT)
REPORTING POINT OR MORE FASTER
5 MIN
AERODROME
OR 74 KM/H (40
REPORTING POINT OR
KT)MORE
FASTER
3 MIN
15 minutes
15 MIN
NAVIGATIONAL
AID
NAVIGATIONAL
AID
10 MIN
NAVIGATIONAL
AIDS
When an aircraft will pass through the level of another aircraft on the same track, the following
minimum longitudinal separation shall be provided:
15 M IN
FL 260
FL 250
15 MIN
FL 240
15 MIN
or when descending,
1 5 M IN
FL 260
FL 250
1 5 M IN
FL 240
1 5 M IN
10 minutes at the time the level is crossed, provided that separation is authorized
only where navigation aids permit frequent determination of position and speed
10 M IN
FL 260
FL 250
10 M IN
FL 240
10 M IN
10 MIN
FL 260
FL 250
10 MIN
FL 240
10 MIN
NAVIGATION AID
5 minutes at the time the level is crossed, provided that the level change is
commenced within 10 minutes of the time the second aircraft has reported over an
exact reporting point
5 M IN
FL 260
FL 250
5 M IN
1 0 M IN
F L 2 40
5 M IN
N A V IG A T IO N A ID
or when descending,
5 MIN
FL 260
FL 250
5 MIN
10 MIN
FL 240
5 MIN
NAVIGATION AID
15 M IN
FL 260
FL 250
15 M IN
FL 240
15 M IN
or when descending,
15 M IN
FL 260
FL 250
15 M IN
FL 240
15 M IN
10 MIN
FL 260
FL 250
10 MIN
FL 240
10 MIN
NAVIGATION AID
FL 250
10 MIN
FL 240
10 MIN
NAVIGATION AID
Where lateral separation is not provided, vertical separation is provided for at least 10
minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have
passed. If it has been determined that the aircraft have passed each other, this minimum
need not apply.
ESTIMATEDTIME
OF PASSING
10 MIN
10 MIN
Separation shall be established by maintaining not less than the specified distance(s)
between aircraft positions as reported by reference to DME in conjunction with other
appropriate navigation aids. Direct controller-pilot communications shall be maintained while
such separation is used.
DME
37 KM (20 NM)
¾ The lead aircraft maintains a TAS of 37 km/h (20 kt) or more faster
than the aircraft following
¾ Each aircraft utilizes "on-track" DME stations, and
¾ Separation is checked by obtaining simultaneous DME readings from
the aircraft at intervals as necessary to ensure that the minimum
established and will not be infringed
19 KM
(10 NM)
The separation for aircraft on the same track applies provided that each aircraft reports
distance from the station located at the crossing point of the tracks.
DME
KM M)
37 0 N
(2
or,
KM )
19 0 NM
(1
19 KM
1 0 NM
FL 260
FL 250
19 KM
1 0 NM
FL 240
1 9 KM
1 0 NM
or when descending,
19 KM
10 NM
FL 260
19 KM 19 KM
10 NM 10 NM
FL 250
FL 240
DME
Aircraft utilizing on-track DME may be cleared to climb or descend to or through the levels
occupied by other aircraft utilizing on-track DME provided that it is positively established that
the aircraft have passed each other and are at least 10 nm apart or any other value as
prescribed by the appropriate ATS authority.
Separation is established by maintaining not less than the specified distance between aircraft
positions as reported by reference to RNAV equipment. Direct controller-pilot communication
should be maintained, while such separation is used. To assist pilots providing the required
RNAV distance information, position reports should be referenced to a common way-point
ahead of both aircraft.
RNAV distance based separation may be applied between RNAV equipped aircraft when
operating on designated RNAV routes or on ATS routes defined by VOR.
150 km (80 nm) RNAV distance based separation minimum may be used on same direction
tracks in lieu of a 10 minute longitudinal separation minimum. When applying this separation
minimum between aircraft on same direction track, the Mach number technique (MNT) shall
be applied. Lead aircraft maintain a Mach number equal to or greater than that maintained by
the following aircraft.
Turbo-jet aircraft adhere to the Mach number approved by ATC and request ATC approval
before making any changes. If it is essential to make an immediate temporary change in the
Mach number eg due to turbulence, ATC have to be notified as soon as possible that a
change has been made.
If it is not feasible, due to aircraft performance to maintain the last assigned Mach number
during en-route climbs and descents, pilots of the aircraft concerned advise ATC at the time
of the climb or descent request.
RNAV distance based separation minima shall not be applied after ATC has received pilot
advice indicating navigation equipment deterioration or failure.
W AY -P O INT
1 50 k m
80 N M
A 150 km (80 nm) RNAV distance based separation minimum may be used provided:
¾ Each aircraft reports its distance to or from the same "on-track" way point, and
¾ Separation is checked by obtaining simultaneous RNAV distance readings from
the aircraft at frequent intervals to ensure that the minimum will not be infringed.
A 150 km (80 nm) RNAV distance based separation minimum may be used at the time the
level is crossed, provided:
¾ Each aircraft reports its distance to or from the same "on-track" way point
¾ One aircraft maintains a level while vertical separation does not exist, and
¾ Separation is established by obtaining simultaneous RNAV distance readings
from the aircraft
150 KM WAY-POINT
80 NM
FL 260
FL 250
150 KM
80 NM
FL 240
150 KM
80 NM
or when descending,
150 K M
W A Y -P O INT
8 0 NM
F L 2 60
FL 25 0
1 50 KM
8 0 NM
F L 24 0
150 K M
8 0 NM
Aircraft utilizing RNAV may be cleared to climb or descend to or through the levels occupied
by other aircraft utilizing RNAV provided that it has been positively established by
simultaneous RNAV distance readings to or from the same "on-track" way-point that the
aircraft have passed each other by at least 150 km (80 nm)
150 km
WAY -POINT W AY -POINT
80 NM
As determined by the appropriate ATS authority and after prior consultation with the aircraft
operators, as appropriate:
¾ When special electronic or other aids enable the PIC of an aircraft to determine
accurately the aircraft's position and when adequate communication facilities
exists for that position to be transmitted without delay to the appropriate ATCU, or
¾ When, in association with rapid and reliable communication facilities, radar
derived information of an aircraft's position is available to the appropriate ATCU,
or
¾ When special electronic or other aids enable the air traffic controller to predict
rapidly and accurately the flight paths of aircraft and adequate facilities exist to
verify frequently the actual aircraft positions with the predicted positions, or
¾ When RNAV equipped aircraft operate within the coverage of electronic aids that
provide the necessary updates to maintain navigation accuracy
Introduction
It is not intended that these specifications limit or regulate the operation of an aircraft.
An aerodrome reference code - code number and letter - which is selected for aerodrome
planning purposes shall be determined in accordance with the characteristics of the
aeroplane for which an aerodrome facility is intended.
¾ The code number for element 1 shall be determined by selecting the code
number corresponding to the highest value for the aeroplane reference field
lengths of the aeroplanes for which the runway is intended
¾ The code letter for element 2 shall be determined by selecting the code letter
which corresponds to the greatest wing span, or the greatest outer main gear
wheel span whichever gives the more demanding code letter of the aeroplanes
for which the facility is intended
Aeronautical Data
Geographical Co-ordinates
Geographical co-ordinates indicating latitude and longitude shall be determined and reported
in terms of the World Geodetic System - 1984 (WGS-84)
The aerodrome elevation is measured to the accuracy of ½ m or foot. For an aerodrome used
by international civil aviation:
Note: The aerodrome reference temperature should be the monthly mean of the
daily maximum temperatures/or the hottest month of the year (the hottest month
being that which has the highest monthly mean temperature). This temperature
should be averaged over a period of years
The following data shall be measured or described as appropriate, for each facility provided at
an aerodrome:
Visual Aids and Lighting Visual aids for approach procedures, marking and
lighting of runways, taxiways and aprons, other visual guidance and control aids on
taxiways and aprons, including taxi-holding positions and stop bars, and location and
type of visual docking guidance systems.
Check Points The location and radio frequency of any VOR aerodrome check point.
The geographical co-ordinates of the following are measured and reported to the aeronautical
information services authority in degrees, minute, seconds and hundredths of seconds:
In addition, the top elevation rounded up to the nearest metre or foot, type, marking and
lighting (if any) of the significant obstacles is reported to the aeronautical information services
authority.
Note: This information may be best shown in the form of charts such as those
required for the preparation of aeronautical publications
One or more pre-flight altimeter check locations shall be established for an aerodrome. A pre-
flight check location should be located on an apron
Note: Normally an entire apron can serve as a satisfactory altimeter check location
The elevation of a pre-flight altimeter check location is given as the average elevation,
rounded to the nearest metre or foot, of the area on which it is located. The elevation of any
portion of a pre-flight altimeter check location shall be within 3 m (10 ft) of the average for that
location.
Declared Distances
The following distances shall be calculated to the nearest metre or foot for a runway intended
for use by international commercial air transport
¾ TORA
¾ TODA
¾ Accelerate-stop distance available
¾ Landing distance available
¾ The movement area and the operational status of related facilities shall be
provided to the appropriate aeronautical information service units, and
¾ Similar information of operational significance to the ATS units
shall be provided to the appropriate aeronautical information service units. This is to enable
the above units to provide the necessary information required by arriving and departing
aircraft. The information shall be kept up to date and changes in conditions reported without
delay.
Water on a Runway
Whenever water is present on a runway, a description of the runway surface conditions on the
centre half of the width of the runway, including the possible assessment of water depth
where applicable should be made using the following terms:
Information that a runway may be slippery when wet shall be made available. A runway shall
be determined as being slippery when wet when the measurements specified by a continuous
friction measuring device are below the minimum friction level specified by the State.
¾ Verify the friction characteristics of new or re-surfaced paved runways when wet
¾ Assess periodically the slipperiness of paved runways when wet
¾ Determine the effect on friction when drainage characteristics are poor
¾ Determine the friction of paved runways that become slippery under unusual
conditions
Whenever a runway is affected by snow, slush or ice and it has not been possible to clear the
precipitant fully, the condition of the runway should be assessed, and the friction coefficient
measured.
The table below, with associated descriptive terms, was developed from friction data collected
in compacted snow and ice and should not be taken as absolute values applicable in all
conditions. If the surface is affected by snow or ice and the braking action is reported as
“good”, pilots should not expect to find conditions as good as on a clean dry runway (where
the available friction may well be greater than that needed in any case). The value “good” is a
comparative value and is intended to mean that aeroplanes should not experience directional
control or braking difficulties especially when landing,
Surface friction information should be provided for each 1/3 of the runway, These
measurements are made along two lines parallel to the runway. Each line being
approximately 3 m from the centre line or at a distance at which most operations take place.
Whenever dry snow, wet snow or slush is present on a runway, an assessment of mean
depth over each 1/3 of the runway should be made to an accuracy of:
Runway Width
For a precision approach runway the width should not be less than 30 m when the Aerodrome
Code Number is 1 or 2.
Non-Instrument Runways
The minimum distance between the runway centre lines should be:
Where segregated parallel operations are flown the specified minimum distance:
¾ May be increased by 30 m for each 150 m that the arrival runway is staggered
toward the arriving aircraft, to a minimum of 300 m, and
¾ Should be increased by 30 m for each 150 m that the arrival runway is staggered
away from the arriving aircraft
A Runway Strip is a defined area including the runway and stopway, if provided, intended:
¾ To reduce the risk of damage to aircraft running off the runway, and
¾ To protect aircraft flying over it during take-off and landing operations
A strip should extend before the threshold and beyond the end of the runway or stopway for a
distance of at least:
¾ 60m where the aeroplane reference field length is greater than 800 m
¾ 60m where the aeroplane reference field length is less than 800 m and the
runway is an instrument one, and
¾ 30 m where the aeroplane reference field length is less than 800 m and the
runway is a non-instrument one
A strip including a precision approach runway shall, wherever practicable, extend laterally to a
distance of at least:
¾ 150 m where the aeroplane reference field length is greater than 1200 m, and
¾ 75 m where the aeroplane reference field length is less than 1200 m
An area symmetrical about the extended runway centre line and adjacent to the end of the
strip primarily intended to reduce the risk of damage to an aeroplane undershooting or
overrunning the aerodrome
Dimensions of RESA
A RESA should extend from the end of a runway strip for as great a distance as practicable,
but at least 90 m
The width of a runway and safety area should he at least twice that of the associated runway
Clearway
Definition
A defined rectangular area on the ground or water under the control of the appropriate
authority, selected or prepared as a suitable area over which an aeroplane may make a
portion of its initial climb to a specified height
Length of Clearways
The length of a clearway should not exceed half the length of the TORA
Width of Clearways
A clearway should extend laterally to a distance of at least 75 m on each side of the extended
centre line of the runway
Stopways
Definition
A defined rectangular area on the ground at the end of TORA prepared as a suitable area in
which an aircraft can be stopped in the case of an abandoned take-off
Width of a Stopway
A stopway shall have the same width as the runway with which it is associated.
A radio altimeter operating area should be established in the pre-threshold area of a precision
approach runway
A radio altimeter operating area should extend before the threshold for a distance of at least
300 m
A radio altimeter operating area should extend laterally, on each side of the extended centre
line of the runway, to a distance of 60 m, except that when special circumstances so warrant,
the distance may be reduced to no less than 30 m an aeronautical study indicates that such
reduction would not affect the safety of operations of aircraft
Width of Taxiway
The design of a taxiway should be such that, when the cockpit of the aeroplane for which the
taxiway is intended remains over the taxiway centre line markings, the clearance distance
between the outer main wheel of the aeroplane and the edge of the taxiway should be not
less than that given in the table below.
A 1.5m
B 2.25 m
4.5 m
D
4.5 m
E
A taxi holding position shall be established on a taxiway if its location or alignment is such that
a taxiing aircraft or vehicle can infringe an obstacle limitation surface or interfere with the
operation of radio navigation aids. A road holding position shall be established at an
intersection of a road with a runway.
An aerodrome shall be equipped with at least one wind direction indicator. It shall be located:
The wind direction indicator should be in the form of a truncated cone made of fabric. It
should be constructed so that it gives a clear direction of the surface wind and a general
indication of wind speed The colour should be selected so as to make the wind direction
indicator clearly visible and understandable from a height of at least 300 m. Where
practicable, a single colour, preferably white or orange should be used Where two colours are
used they should be arranged in five alternative bands, the first and last bands being the
darker colour
Provision should be made for illuminating at least one wind indicator at an aerodrome
intended for use at night
Where provided, a landing direction indicator shall be located in a conspicuous place on the
aerodrome. The landing direction indicator should be in the form of a “T”
The colour of the landing “T” is either white or orange. Where required for use at night, the
landing “T” is illuminated or outlined by white lights.
Signalling Lamp
A signalling lamp shall be provided at a controlled aerodrome in the aerodrome control tower
and should be capable of producing red, green and white signals. it should also be capable
of:
The signal area should be located so as to be visible from all angles of azimuth above an
angle of 10º above the horizontal when viewed from a height of 300 m.
The signal area shall be an even horizontal surface at least 9 m square. It should be
surrounded by a white border not less than 0.3 m wide.
Markings
At an intersection of two (or more) runways the markings of the more important runway,
except for the runway side stripe marking, shall be displayed. The markings of the other
runway(s) shall be interrupted. The runway side stripe marking of the more important runway
may be either continued across the intersection or interrupted.
The order of importance of runways for the display of runway markings should be as follows:
At an intersection of a runway and taxiway the markings of the runway shall be displayed and
the markings of the taxiway interrupted, except that runway side stripe markings may be
interrupted.
Colour of markings
Runway markings shall be white. Taxiway markings and aircraft stand markings shall be
yellow. Apron safety lines shall be of a conspicuous colour that contrasts with that used for
aircraft stand markings.
Unpaved Taxiways
An unpaved taxiway should be provided with the markings prescribed for paved taxiways.
A runway designation marking shall be provided at the thresholds of a paved runway. The
runway designation marking shall be located at the threshold as shown in the diagram below.
A runway designation marking shall consist of a two-digit number and on parallel runways
shall be supplemented with a letter. The two-digit number shall be the whole number nearest
the one-tenth of the magnetic north when viewed from the direction of approach. Where there
are four or more parallel runways:
¾ One set of adjacent runways shall be numbered to the nearest 1/10 magnetic
azimuth, and
¾ The other set of adjacent runways numbered to the next nearest 1/10 of the
magnetic azimuth.
When the above rule gives a single digit number, then it shall be lead by a zero.
eg 9 would become 09
A runway centre line marking shall be provided on a paved runway. The marking shall be
located along the centre line between the runway designation markings as shown below.
Threshold Markings
A threshold marking should be provided at the thresholds of an unpaved runway. The stripes
of the threshold marking shall commence 6 m from the runway edge.
Where a threshold is displaced from the end of a runway or where the end of a runway is not
square with the runway centre line, a transverse stripe should be added to the threshold
marking
When a runway threshold is temporarily displaced from the normal position it shall be marked
as shown in the diagram above. All markings before the displaced threshold shall be
obscured except the runway centre line marking, which shall be converted to arrows.
An aiming point marking shall be provided at the approach end of a paved instrument runway
of greater than 800 m in length. An aiming point marking should be provided at each
approach end of
The aiming point marking shall commence no closer to the threshold than the distance
indicated in the table below. Except that on a runway equipped with a visual approach slope
indicator system, the beginning of the marking shall be coincident with the visual approach
slope origin.
Where a touchdown zone marking is provided, the lateral spacing shall be the same as that of
the aiming point marking.
A touchdown zone marking shall be provided in the touchdown zone of a paved precision
approach runway of greater than 800 m length.
A touchdown zone marking should be provided in the touchdown zone of a paved non-
precision approach or non-instrument runway where the runway is greater than 1200 m length
A touchdown zone marking shall consist of pairs of rectangular markings as shown in the
diagram below. These markings shall be symmetrically disposed about the runway centre line
with the number of such pairs related to the landing distance available.
Where the marking is to be displayed at both the approach directions of a runway, the
distance between the thresholds as follows:
The pairs of markings shall be provided at longitudinal spacing of 150 m beginning from the
threshold except that pairs of touchdown zone markings coincident with, or located within 50
m, of an aiming point marking shall be deleted from the pattern.
A runway side stripe marking shall be provided between the runway edges and the shoulders
of the surrounding terrain.
A runway side stripe marking should be provided on a precision approach runway irrespective
of the contrast between the runway edges and the shoulders of the surrounding terrain
Taxiway centre line markings shall be provided where the runway length is 1200 m or greater.
These markings provide guidance from the runway centre line to the point on the apron where
aircraft stand markings commence.
SURFACE PAINTED
DIRECTION SIGN
TAXIWAY 'A'
A
A
B
SURFACE PAINTED *3 *2 *1
LOCATION SIGN
TAXIWAY
CENTRE INE
MARKING
*4 20
*2 *1
At the intersection of a taxiway with a runway where the taxiway serves as an exit from the
runway, the taxiway centre line marking should be curved into the runway centre line marking
as shown in the previous diagram.
The taxi holding position marking for the intersection of a taxiway and non-instrument, non-
precision approach or take-off runway is shown as circle 1 on the previous diagram
Where a single taxi holding position is provided at the intersection of a taxiway and a
precision approach Category II or III runway the taxi holding position marking is shown as
circle 1. Where two or three taxi holding positions are provided:
A taxiway intersection marking shall consist of a single broken line as shown in circle 3.
The check-point sign shall consist of black letters and numerals on a yellow background.
A VOR aerodrome check-point marking should preferably be white in colour but should differ
from the colour used for taxiway markings
4.3NM The distance in nautical miles to a DME co-located with the VOR concerned
Aircraft stand markings should be provided/or designated parking positions on a paved apron
Aircraft stand markings should be located so as to give safe clearance when the nose wheel
follows the stand markings
Aircraft stand markings should include such elements as stand identification, lead in line, turn
bar, turning line, alignment bar, stop line and lead out line, as are required by the parking
configuration and to complement other parking aids
Aircraft stand identification (letter and/or number) should be included in the lead in line a short
distance after the beginning of the lead in line. The height of the identification should be
adequate to be readable from the cockpit of aircraft using the stand
Where it is intended that an aircraft proceed in one direction only, arrows pointing in the
direction to be followed should be added as part of the lead in and lead out lines
Apron safety lines shall be located so as to define the areas intended for use by ground
vehicles and other aircraft servicing equipment. This is to ensure safe separation from aircraft.
Apron safety lines should include elements such as wing tip clearance and service road
boundary lines
A road holding position marking shall be located at all road entrances to a runway.
Information Marking
Where an information sign would normally be installed and it is physically impossible to install
a sign, an information marking shall be displayed on the paved surface.
Where there is insufficient contrast between the marking and the pavement surface, the
marking shall include:
A non-aeronautical ground light near an aerodrome which might endanger the safety of
aircraft shall be extinguished or screened to eliminate the source of danger.
A non-aeronautical ground light which might prevent, or cause confusion in, the clear
interpretation of aeronautical ground lights should be extinguished or screened. Attention
should be directed to a non-aeronautical ground light visible from the air within the following
areas:
Non-Instrument Runway
Within the approach area
Elevated approach lights and their supporting structures shall be frangible except that in the
approach lighting system beyond 300 m from the threshold:
shall be frangible
When an approach light fixture or supporting structure is not sufficiently conspicuous, it shall
be suitably marked.
Elevated Lights
Elevated runway, stopway and taxiway lights shall be frangible. Their height shall be
sufficiently low to ensure clearance for propellers and for the engine pods of jet aircraft.
Surface Lights
Light fixtures inset in the surface of runways, stopways, taxiways and aprons shall be so
designed and lifted as to withstand being run over by the wheels of an aircraft without
damage either to the aircraft or to the lights themselves.
The intensity of runway lights shall be adequate for the minimum conditions of visibility and
ambient light in which the runway is intended, and compatible with that of the nearest section
of the approach lighting system provided.
Where a high intensity lighting system is provided, a suitable intensity control shall be
incorporated to allow for adjustment of the light. Separate intensity controls or other suitable
methods shall be provided to ensure that the following systems, when installed, can be
operated at compatible intensities:
At an aerodrome provided with runway lighting and without a secondary power supply,
sufficient emergency lights should be conveniently available for installation on at least the
primary runway in the event of failure of the normal lighting system.
Aeronautical Beacons
Aerodrome Beacon
An aerodrome beacon shall be provided at an aerodrome intended for use at night if one or
more of the following conditions exist:
Where used, the coloured flashes emitted by a land aerodrome are green.
Identification Beacon
An identification beacon shall be provided at an aerodrome that is intended for use at night
and cannot be easily identified from the air by other means. At a land aerodrome the
identification beacon shall show flashing green characters. The identification characters shall
be transmitted in the International Morse Code.
Attachment A to Annex 14 provides for the basic characteristics for simple and precision
approach lighting systems. The approach lighting configuration is to be provided irrespective
of the location of the threshold for example whether the threshold is at the extremity of the
runway or displaced from the runway extremity. In both cases, the approach lighting system
should extend up to the threshold. However, in the case of a displaced threshold, inset lights
are used from the runway extremity up to the threshold to obtain the specified configuration.
Non-Instrument Runway
Where physically practicable a simple approach lighting system as shown below should be
provided.
Where practicable a simple approach lighting system shall be provided to serve a non-
precision approach runway, except when the runway is used only in conditions of good
visibility or sufficient guidance is given by other aids.
Where possible a precision approach category I lighting system shall be provided to serve a
precision approach runway category I.
A precision category II and III lighting system as shown shall be provided to serve a precision
approach runway category II or Ill.
¾ A row of lights on the extended centre line of the runway extending over a
distance of not less than 420 m from the threshold, with
¾ A row of lights forming a crossbar 18 m or 30m in length at a distance of 300m
from the threshold
The system shall lie as near as practicable in the horizontal plane passing through the
threshold, provided that:
¾ No object other than an ILS or MLS azimuth antenna shall protrude through the
plane of the approach lights within a distance of 60 m from the centre line of the
system
¾ No light other than a light located within the central part of a crossbar or a centre
line barrette shall be screened from an approaching aircraft
Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as
an obstacle and marked and lighted accordingly.
The lights of a simple approach system shall be fixed lights and the colour of the lights shall
be such as to ensure that the system is readily distinguishable from other aeronautical ground
lights. Each centre line light shall consist of:
¾ A single source, or
¾ A barrette at least 3 m in length
¾ A row of lights on the extended centre line of the runway extending over a
distance of 900 m from the runway threshold, with
¾ A row of lights forming a crossbar 30 m in length at a distance of 300 m from the
runway threshold
¾ No object other than an ILS or MLS azimuth antenna shall protrude through the
plane of the approach lights within a distance of 60 m from the centre line of the
system
¾ No light other than a light located within the central part of a crossbar or a centre
line barrette (not their extremities) shall be screened from an approaching aircraft
Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as
an obstacle and marked and lighted accordingly.
The centre line and crossbar lights of a precision approach category I lighting system shall be
fixed lights showing variable white. Each centre line light shall consist of either:
¾ A single light source in the innermost 300 m of the centre line, two light sources in
the central 300 m of the centre line and three light sources in the outer 300 m of
the centre line to provide distance information, or
¾ A barrette at least 4 m in length
If the centre line consists of single, double and triple lights, additional crossbars of light shall
be provided at 150 m, 300 m, 450 m, 600 m, and 750 m from the threshold.
¾ A row of lights on the extended centre line of the runway extending over a
distance of 900 m from the runway threshold
¾ In addition the system shall have two side rows of lights extending 270 m from
the threshold
¾ Two crossbars, one at 150 m and one at 300 m from the threshold
The system shall lie as near as practicable in the horizontal plane passing through the
threshold, provided that:
¾ No object other than an ILS or MLS azimuth antenna shall protrude through the
plane of the approach lights within a distance of 60 m from the centre line of the
system
¾ No light other than a light located within the central part of a crossbar or a centre
line barrette (not their extremities) shall be screened from an approaching aircraft
Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as
an obstacle and marked and lighted accordingly.
• For the first 300 m from the threshold shall consist of barrettes showing
variable white (if the threshold is displaced 300 in or more, the centre line
may consist of single light sources showing variable white). The barrettes
shall be at least 4 m in length
¾ Beyond 300 m from the threshold each centre line shall consist of either:
RUNWAY END
TOUCHDOWN ZONE
PAPI
RUNWAY THRESHOLD
AND WING BARS
SUPPLEMENTARY
APPROACH
A visual approach slope indicator system (VASI) shall be provided to serve the approach to a
runway whether or not the runway is served by other visual approach aids or by non-visual
aids, where one or more of the following conditions are met:
¾ The presence of objects in the approach area may involve serious hazard if an
aeroplane descends below the normal approach path, particularly if there are no
non-visual or other visual aids to give warning of such objects
¾ Physical conditions at either end of the runway present a serious hazard in the
event of an aeroplane undershooting or overrunning the runway, and
¾ Terrain or prevalent meteorological conditions are such that the aeroplane may
be subjected to unusual turbulence during approach
The standard visual approach slope indicator systems shall consist of the following:
PAPI, T-VASIS or AT-VASIS shall be provided where the runway is 1200 m or greater. PAPI
or APAPI shall be provided when:
Where a runway threshold is temporarily displaced from the normal position a PAPI should be
provided where the runway length is greater than 1200 m, otherwise APAPI may be fitted
T-VASIS shall consist of twenty light units symmetrically disposed about the runway centre
line in the form of two wing bars of four units each, with bisecting lines of six units as shown
below.
THRESHOLD
The AT-VASIS shall consist of ten light units arranged on one side of the runway in the form
of a single wing bar of four units with a bisecting line of six lights.
The light units shall be constructed and arranged in such a manner that the pilot of an
aeroplane during an approach will:
Above the approach slope See the wing bars white and one, two or three fly-down
lights, the more fly down lights being visible the higher the pilot is above the approach
slope
When below the approach slope See the wing bars and one, two or three fly-up
lights white, the more fly-up lights being visible the lower the pilot is,
Well below the approach See the wing bars and the three fly-up lights red
When on or above the approach slope, no light shall be visible from the fly-up light units;
when on or below the approach slope, no light shall be visible from the fly-down lights.
Note: The siting of the T-VASIS will provide for a 3º slope at a nominal eye height
over the threshold of 15 m.
The systems shall be suitable for both day and night operations.
When the runway on which a T-VASIS is provided is equipped with an ILS or MLS the siting
and elevation of the lights shall be such that the visual approach slope conforms as closely as
possible with the glide path of the lLS and the minimum glidepath of the MLS, as appropriate.
The elevation setting of the top of the red light beams of the wing bar and fly-up lights shall be
such that during an approach, the pilot of an aeroplane to whom the wing bar and three fly-up
The PAPI system shall consist of a wing bar of 4 sharp transition multi-lamp (or paired single
lamp) units equally spaced. The APAPI system shall consist of a wing bar of 2 sharp
transition multi-lamp (or paired single lamp) units. Both systems shall be located on the left
side of the runway unless it is physically impracticable to do so.
The wing bar of a PAPI shall be constructed and arranged in such a manner that a pilot
making an approach will:
When on or close to the approach slope See the two units nearest the
runway as red and the two units farthest from the runway as white
The wing bar of an APAPI shall be constructed and arranged in such a manner that a pilot
making an approach will:
When on or close to the approach slope See the unit nearer the runway as red
and the unit further away as white.
C WHIT E 2°30'
RED
B
A - 3° PAPI ILLUSTRATED
5'
3°1 B
ITE A +
WH ED = 2
R pe
h slo
ac
pro
P I ap
A
AP TE 2°45'
WHI
RED
B
B - 3° APAPI ILLUSTRATED
The systems shall be suitable for both day and night operations.
When the runway is equipped with an ILS or MLS the siting and elevation of the lights shall be
such that the visual approach slope conforms as closely as possible with the glide path of the
ILS and the minimum glidepath of the MLS, as appropriate.
¾ In a PAPI wing bar shall be such that, during an approach, the pilot of an
aeroplane observing a signal of one white and three reds will clear all objects in
the approach area by a safe margin.
¾ In an APAPI wing bar shall be such that, during an approach, the pilot of an
aeroplane observing the lowest onslope signal (one white, one red) will clear all
objects in the approach area by a safe margin.
A A
DIVERGENCE
26
APPROACH SURFACE
INNER EDGE
SECTION A-A
New objects or extensions of existing objects shall not be permitted above an obstacle
protection surface except when the new object or extension would be shielded by an existing
immovable object.
Where an existing object extending above an obstacle protection surface could adversely
affect the safety of operations of aeroplanes one or more of the following measures shall be
taken:
Circling guidance lights should be provided when existing approach and runway lighting
systems do not satisfactorily permit identification of the runway and/or approach area to a
circling aircraft in the conditions for which it is intended
The number and location of circling guidance lights should be adequate to enable a pilot as
appropriate to:
¾ Join the downwind leg or align and adjust the aircraft’s track to the runway at a
required distance from it and to distinguish the threshold in passing, and
¾ Keep in sight the runway threshold and/or other features which will make it
possible to judge the turn on to base leg and final approach, taking into account
the guidance provided by other visual aids
¾ Lights indicating the extended centre line of the runway and/or parts of any
approach lighting system, or
¾ Lights indicating the position of the runway threshold, or
¾ Lights indicating the direction or location of the runway
A runway lead-in lighting system should be provided where it is desired to provide visual
guidance along a specific approach path.
A runway lead-in lighting system should consist of groups of lights positioned so as to define
the desired approach path and so that one group may be sighted from the preceding group.
The interval between adjacent groups should not exceed approximately 1600 in.
Where practicable, the flashing lights in each group should flash in sequence towards the
runway.
Runway threshold identification lights shall be located symmetrically about the runway centre
line:
Runway edge lights should be provided on a runway intended for take-off with an operating
minimum below an RVR of the order of 800 m.
Runway edge lights shall be placed along the full length of the runway and shall be in two
parallel rows equidistant from the centre line. The lights shall be placed along:
Runway edge lights shall be fixed lights showing variable white, except that:
¾ In the case of a displaced threshold, the lights between the beginning of the
runway and the displaced threshold shall show red in the approach direction, and
¾ A section of the lights 600 m or 1/3 of the runway length, whichever is less, at the
remote end of the runway from the end at which the take-off run is started may
show yellow
When a threshold is at the end of a runway, the threshold lights shall be placed in a row at
right angles to the runway axis as shown in the next diagram.
When a threshold is displaced from the extremity of a runway, threshold lights shall be placed
in a row at right angles to the runway axis at the displaced threshold.
Wing bar lights should be provided on a precision approach runway when additional
conspicuity is considered desirable
Runway threshold and wing bar lights shall be fixed uni-directional lights showing green in the
direction of approach to the runway.
LIGHTS
GREEN GREEN
RUNWAY THRESHOLD LIGHTS
THRESHOLD DISPLACED FROM
GREEN
RUNWAY EXTREMITY
GREEN
RUNWAY END LIGHTS
RED RED
CONDITIONAL RECOMMENDATION
Runway end lights shall be provided for a runway equipped with runway edge lights. The
lights shall be placed on a line at right angles to the runway axis as near to the end of the
runway as possible.
For a precision approach runway category III, the spacing between runway end lights, except
the two innermost lights if a gap is used: should not exceed 6 m
Runway end lights shall be fixed unidirectional lights showing red in the direction of the
runway.
Runway centre line lights shall be provided on a precision approach runway category II and
IlI. Runway centre line lights should be provided on a precision approach runway category I
when:
Runway centre line lights shall be provided on a runway intended to be used for take-off with
an operating minimum below an RVR of the order of 400 m.
Runway centre line lights should be provided on a runway intended to be used for take -off
with an operating minimum of an RVR in the order of 400 m or higher when:
Runway centre line lights shall be located along the centre line of the runway, an offset of 60
cm is allowed where necessary. The lights shall be located from the threshold to the end of
the runway at a longitudinal spacing of approximately:
¾ Variable white from the threshold to the point 900 m from the runway end, then
¾ Alternate red and variable white from 900 m to 300 m from the runway end, then
¾ Red from 300 m to the runway end
¾ Where the runway centre line lights are spaced at 7.5 m intervals, alternate pairs
of red and variable white lights shall be used on the section from 900 m to 300 in
from the runway end, and
¾ For runways less than 1800 m in length, the alternate and variable white lights
shall extend from the mid-point of the runway usable for landing to 300 m from
the runway end
Touchdown zone lights shall be provided in the touchdown zone of a precision approach
runway category II or III, Touchdown zone lights shall extend from the threshold for a
longitudinal distance of 900 m. For runways less than 1800 m in length, the system shall be
shortened so that it does not extend beyond the midpoint of the runway. The pattern shall be
formed by pairs of barrettes symmetrically located about the runway centreline. The lateral
spacing between the innermost lights of a pair of barrettes shall be equal to the lateral
spacing selected for the touchdown zone marking. The longitudinal spacing between pairs of
barrettes shall be either 30 m or 60 m.
A barrette shall be composed of at least three lights with a spacing between the lights of not
more than 1.5 m.
Touchdown zone lights shall be fixed uni-directional lights showing variable white.
Stopway Lights
Stopway lights shall be provided for a stopway intended for use at night. The lights shall be
placed along the full length of the stopway and shall be in two parallel rows that are
equidistant from the centre line and coincident with the rows of the runway edge lights.
Stopway lights shall also be provided across the end of a stopway. Stopway lights shall be
fixed red uni-directional lights in the direction of the runway.
¾ An exit taxiway
¾ A taxiway
¾ An apron
intended for use in RVR conditions less than 350 m. Lights shall be provided on a runway
forming part of a standard taxi-route and intended for taxiing in RVR conditions less than 350
m. Taxiway centre line lights on a taxiway other than an exit taxiway and on a runway forming
part of a standard taxi route shall be fixed lights showing green. The light shall only be visible
from aeroplanes on or in the vicinity of the taxiway.
Taxiway centre line lights on a straight section of a taxi way should be spaced at intervals of
not more than 30 m, except that:
On a taxi way intended for use in RVR conditions of less than 350 m, the lights on a curve
should not exceed a spacing of 15 m and on a curve of less than 400 m the lights should be
spaced at intervals of not greater than 7.5 m. This spacing should extend for 60 m before and
after the curve.
Spacing on curves that have been found suitable for a taxiway intended for use in RVR
conditions of 350 m or greater are:
up to 400 7.5 m
401 m to 899 m 15 m
900 m or greater 30 m
Taxiway centre line lights on a rapid exit taxi way should commence at a point at least 60 m
before the beginning of the taxi way centre line curve and continue beyond the end of the
curve to a point on the centre line of the taxi way where an aeroplane can be expected to
reach normal taxiing speed
Centre line markings begin to curve from the runway centre line. Taxiway centre line lights on
other exit taxiways should commence at a point where the taxiway begins.
Taxiway centre line lights on a runway forming part of a standard taxi-route and intended for
taxiing in RVR conditions less than a value of 350 m should be spaced at longitudinal
intervals not exceeding 15 m.
Taxiway edge lights shall be provided on a holding bay, apron, etc, intended for use at night
and on a taxiway not provided with taxiway centre line lights and intended for use at night.
Taxiway edge lights need not be provided where, considering the nature of the operations,
adequate guidance can be achieved by surface illumination or other means.
Taxiway edge lights shall be provided on a runway forming part of a standard taxi-route and
intended for taxiing at night where the runway is not provided with taxiway centreline lights.
The lights should be located as near as practicable to the edges of the taxiway, holding bay,
apron or runway, etc or outside the edges at a distance of not more than 3 m.
Stop Bars
A stop bar shall be provided at every taxi holding position serving a runway when it is
intended that the runway will be used in RVR conditions less than a value of 350 m, except
where:
A stop bar should be provided at every taxi holding position served by a runway when it is
intended that the runway will be used in RVR conditions between 350 m and 550 m, except
where:
Stop bars shall be located across the taxiway at the point where it is desired that traffic stop.
The stop bar shall consist of lights spaced at intervals of 3 m across the taxiway showing red
in the intended direction of approach. At a taxi holding position the stop bar lights shall be uni-
directional and show in the direction of the runway.
Selective stop bars shall be installed in conjunction with at least 3 taxiway centre line lights,
extending for a distance of at least 90 m from the stop bar, in the direction that it is intended
for an aircraft to proceed from the stop bar.
Taxiway intersection lights shall be located at a point between 30 m to 60 m from the near
edge of the intersecting taxiway. Taxiway intersection lights shall consist of at least three fixed
unidirectional lights showing yellow in the direction of approach to the intersection.
¾ RVR conditions less than a value of 550 m where a stop bar is not installed, and
¾ RVR conditions between 550 and 1200 m where the traffic density is high
Adjacent lights shall be alternately illuminated at between 30 and 60 cycles per second,
Apron Floodlighting
A visual docking system shall be provided when it is intended to indicate, by a visual aid, the
precise positioning of an aircraft on an aircraft stand and other alternative means, such as
marshallers, are not practicable. The system shall provide both azimuth and stopping
guidance,
The azimuth guidance unit and the stopping position indicator shall be adequate for use in all
weather, visibility, background lighting and pavement conditions. The azimuth guidance unit
and the stopping position indicator shall be of a design such that:
The azimuth guidance unit shall be located on or close to the extension of the stand centre
line ahead of the aircraft so that its signals are visible from the cockpit of an aircraft
throughout the docking manoeuvre and aligned for use at least by the pilot in the left seat.
The azimuth guidance unit shall provide unambiguous left/right guidance. When guidance is
indicated by colour change:
The stopping position indicator shall be located in conjunction with, or sufficiently close to, the
azimuth guidance unit so the pilot can observe both without turning his head, The stopping
position indicator shall be usable at least by the pilot occupying the left seat,
The stopping position information provided for by the indicator for a particular type of aircraft
shall account for the anticipated range of variations in pilot eye height and/or viewing angle.
The indicator shall show:
This information is given to enable the pilot to gradually decelerate the aircraft to a full stop at
the stopping position. When stopping guidance is indicated by a colour change:
Aircraft stand manoeuvring lights should be provided to facilitate the positioning of an aircraft
on an aircraft stand intended for use in poor visibility conditions, unless adequate guidance is
provided by other meas.
Aircraft stand manoeuvring lights shall be co-located with the aircraft stand markings. The
lights other than those indicating a stop position, shall be fixed yellow lights, visible throughout
the segments within which they are intended to provide guidance. The lights indicating a stop
position shall be fixed unidirectional lights, showing red.
A road holding position light shall be provided at each road holding position serving a runway
when it is intended that the runway will be used in RVR conditions less than a value of 350 m.
A road holding position light shall be adjacent to the holding position marking 1.5 m (±0.5 m)
from one edge of the road.
The light shall be unidirectional and aligned so as to be visible to the driver of a vehicle
approaching the holding position
General
¾ A mandatory instruction
¾ Information on a specific location, or
¾ To provide other information on surface movement guidance
¾ Frangible, and
¾ Near a runway or taxiway they must be sufficiently low to preserve clearance for
engines and propellers
A mandatory instruction sign shall be provided to identify a location beyond which an aircraft
taxiing or vehicle shall not proceed unless authorized by the aerodrome control tower.
Mandatory signs shall include:
A runway designation sign at a taxiway/runway intersection shall be located at least on the left
side of a taxiway facing the direction of approach to the runway. Where practicable a runway
designation sign shall be located on each side of the taxiway.
A Category I, II or III holding position sign shall be located on either side of the holding
position marking facing the direction of the approach to the critical area.
YELLOW
LEFT SIDE RED RIGHT SIDE BLACK
B 25-07 25-07 B
WHITE
B2 25 CAT
TAXI-HOLDING POSITION RUNWAY DESIGNATION/
CATEGORY II HOLDING POSITION
A 25 25 A
LOCATION/RUNWAY DESIGNATION RUNWAY DESIGNATION/LOCATION
NO ENTRY
A taxi-holding position sign shall be located at least on the left side of the taxi holding position
facing the approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as
appropriate. Where practicable, a holding position sign shall be located on each side of the
taxi-holding position.
Mandatory instruction signs shall consist of an inscription in white on a red background. The
inscription of signs shall be in accordance with the diagram below.
Information Signs
An information sign shall be provided where there is an operational need to identify by a sign,
a specific location, or routing (direction or destination) information. Information signs shall
include:
¾ Direction signs
¾ Location signs
¾ Destination signs
¾ Runway exit signs
¾ Runway vacated signs
➧ C B C➨
DIRECTION/LOCATION/DIRECTION
YELLOW BLACK
YELLOW
B ➧ C➨ ➧ APRON
LOCATION/DIRECTION DESTINATION
A A
LOCATION/RUNWAY VACATED RUNWAY VACATED/LOCATION
➧ G ➫ G2 G ➨ G2 ➬
RUNWAY EXIT RUNWAY EXIT
A
LOCATION
➧ C B B➬ C➨
DIRECTION/LOCATION/DIRECTION/DIRECTION
➭D➧ C ➫ E B D➬ C➨ E➮
DIRECTION/DIRECTION/DIRECTION/LOCATION/DIRECTION/DIRECTION/DIRECTION
A runway exit sign shall be provided where there is an operational need to identify a runway
exit.
A runway vacated sign shall be provided where the exit taxiway is not provided with taxiway
centre line lights and there is a need to indicate to a pilot leaving a runway;
A combined location and direction sign shall be provided when it is intended to indicate
routing information prior to a taxiway intersection.
An information sign other than a location sign shall consist of an inscription in black on a
yellow background. A location sign shall consist of an inscription in yellow on a black
background. If the sign is stand alone then it shall have a yellow border.
A The inscription on a runway vacated sign shall depict the pattern of a taxi
holding position marking as shown
G→ The inscription on a runway exit sign shall consist of the designator of the exit
taxiway and an arrow indicating the direction to follow
¾ All direction signs related to left turns shall be placed on the left side of the
location sign and all turns to the right on the right side. Where the junction
consists of one intersecting taxiway, the location sign may be alternatively placed
on the left side
¾ The direction signs shall be placed such that the direction of the arrows departs
increasingly from the vertical with increasing deviation from the corresponding
taxiway
¾ An appropriate direction sign shall be placed next to the location sign where the
direction of the location taxiway changes significantly beyond the intersection,
and
¾ Adjacent direction signs shall be delineated by a vertical black line as shown
When designating a taxiway, the use of the letters I, O or X and the use of words such as
inner and outer should be avoided wherever possible to avoid confusion with the numeral 1, 0
and closed markings.
27
A 27 27 A
27 27
Y X
Y
CATEGORY I
A 27 27 A A 27 27 A
27CAT 27CAT
27 27
Y X
Y
CATEGORY II
A 27 27 A A 27 27 A
27CAT 27CAT
27 27
Y X
Y
CATEGORY III
A 27 27 A A 27 27 A
27CAT 27CAT
A road holding position sign shall be located 1.5 m from the edge of the road at the holding
position. A road holding position sign shall consist of an inscription in white on a red
background. The inscription shall be in the national language, be in conformity with the local
traffic regulations and include the following:
Markers shall be frangible. Those located near a runway or taxiway shall be sufficiently low to
preserve clearance for propellers and engines.
Markers should be provided when the extent of an unpaved runway is not clearly indicated
Where runway lights are provided the markers should be incorporated in the light fixtures.
Where there are no lights, markers of flat rectangular or conical shape should be placed so as
to identify the runway clearly.
The stopway edge markers shall be sufficiently different from any runway edge markers used
to ensure that the two types of markers cannot be confused.
A taxiway edge marker shall be reflective blue and be frangible. Their height shall be
sufficiently low to ensure clearance for propellers and engines.
A taxiway centre line marker shall be reflective green. The markers shall be so designed and
fitted as to withstand being run over by the wheels of an aircraft without damage either to the
aircraft or to the markers themselves.
Boundary Markers
Boundary markers shall be provided at an aerodrome where the landing area has no runway.
The markers should be coloured to contrast with the background against which they will be
seen. A single colour, orange or red or two contrasting colours, orange and white or red and
white should be used
The marking and/or lighting of obstacles is intended to reduce hazards to aircraft by indicating
the presence of obstacles. It does not necessarily reduce operating limitations that may be
imposed by an obstacle
A fixed obstacle that extends above an approach or transitional surface within 3000 m of the
inner edge of the approach surface shall be marked and, if the runway is used at night, lit,
except that:
¾ Such marking and lighting may be omitted when the obstacle is shielded by
another fixed obstacle
¾ The marking may be omitted when the obstacle is lit by high intensity obstacle
lights by day, and
¾ The lighting may be omitted where the obstacle is a lighthouse and an
aeronautical study indicates the lighthouse light to be sufficient
A fixed obstacle that extends above a take-off climb surface within 3000 m of the inner edge
should be marked and if the runway is used at night, lit, except that:
¾ Such marking and lighting may be omitted when the obstacle is shielded by
another fixed obstacle
¾ The marking may be omitted when the obstacle is lit by high intensity obstacle
lights by day, and
¾ The lighting may be omitted where the obstacle is a lighthouse and an
aeronautical study indicates the lighthouse light to be sufficient
A fixed obstacle above a horizontal surface should be marked and, if the aerodrome is used
at night, lit except that:
¾ The markings may be omitted when the obstacle is lit by high intensity obstacle
lights by day
¾ The lighting may be omitted where the obstacle is a lighthouse and an
aeronautical study indicates the lighthouse light to be sufficient
Elevated aeronautical ground lights within the movement area shall be marked so as to be
conspicuous by day.
Overhead wires, cables etc, crossing a river, valley or highway should be marked and their
supporting towers marked and lit if an aeronautical study indicates that the wires or cables
could constitute a hazard to aircraft, except that the marking of the supporting towers may be
omitted when they are lit by high intensity obstacle lights by day
Marking Of Objects
The colours of the pattern should contrast each other and with the background against which
they will be seen.
¾ In clear weather from a distance of at least 1000 m for an object viewed from the
air, and
¾ 300 m for an object to be viewed from the ground
in all directions in which an aircraft is likely to approach the object. The shape of markers shall
be distinctive to the extent necessary to ensure that:
¾ They are not mistaken for markers employed to convey other information, and
¾ They shall be such that the hazard presented by the object they mark is not
increased
Flags used to mark objects shall be displayed around, on top or around the highest edge of,
the object. When flags are used to mark extensive objects or groups of closely spaced
objects, they shall be displayed at least every 15 m. Flags shall not increase the hazard
presented by the object they mark.
Flags should be orange in colour or a combination of two triangular sections, one orange or
red the other white, except that where such colours merge with the background, other
conspicuous colours should be used.
Flags used to mark mobile objects shall consist of a chequered pattern of orange or red and
white squares.
Lighting of Objects
The presence of objects that must be lit shall be indicated by low, medium or high intensity
obstacle lights, or a combination of such lights.
High intensity obstacle lights are intended for day and night use. Care is needed to ensure
that these lights do not create excessive dazzle.
Medium intensity obstacle lights should be used, either alone or in combination with low
intensity obstacle lights, where the object is an extensive one or its height above the
surrounding round is greater than 45 m
High intensity obstacle lights should be used to indicate an obstacle if its height above the
level of the surrounding ground exceeds 150 m and an aeronautical study indicates such
lights to be essential for the recognition of the object by day
High intensity obstacle lights should be used to indicate the presence of a tower supporting
overhead wires, cables etc
One or more obstacle lights shall be located as close as practicable to the top of the object.
The top lights shall be arranged to indicate the points or edges of the object highest in relation
to the obstacle limitation surface.
In the case of a guyed tower or antenna where it is not possible to locate a high intensity
obstacle light on the top, such a light shall be located at the highest practicable point and a
medium intensity obstacle light, showing white, mounted at the top.
In the case of an extensive object or of a group of closely spaced objects, top lights shall be
displayed at least on the points or edges of the objects highest in relation to the obstacle
limitation surface. This is to indicate the general definition and the extent of the objects. If two
or more edges are the same height, the edge nearest the landing area shall be marked.
Where low intensity lights are used, they shall be spaced at longitudinal intervals not
exceeding 45 m. Where medium intensity lights are used, they shall be spaced at longitudinal
intervals not less exceeding 90 m.
Where an object is indicated by low or medium intensity obstacle lights, and the top of the
object is more than 45 m above the level of the surrounding ground or the elevation of tops of
nearby buildings, additional lights shall be provided at intermediate levels. These additional
lights shall be spaced as equally as practicable, between the top lights and ground level or
the level of tops of nearby buildings as appropriate, with the spacing not exceeding 45 m.
Where high intensity obstacle lights are used on a tower they shall be spaced at uniform
intervals not exceeding 105 m between the ground level and the top lights.
Where high intensity obstacle lights indicate the presence of a tower supporting overhead
wires, cables etc they shall be located at three levels:
MIDDLE LIGHT
BOTTOM LIGHT
(MARKS LOWEST POINT
OF CATENARY)
The number and arrangements of obstacle lights is such that they can be seen from any
azimuth.
Medium intensity obstacle lights shall be flashing red lights, except that when used in
conjunction with high intensity obstacle lights they shall be flashing white lights
¾ A closed marking shall be placed at each end of the runway, or portion, declared
closed.
¾ Additional markings shall be placed at intervals of no more than 300 m. On a
taxiway a closed marking shall be placed at least at each end of the taxiway
closed,
The marking shall be white when displayed on a runway and yellow when displayed on a
taxiway. All normal runway and taxiway markings shall be obliterated, Lighting on a closed
runway or taxiway shall not be operated, except as required for maintenance purposes.
In addition to closed markings, when the runway or taxiway closed is intercepted by a usable
runway or taxiway which is used at night, unserviceability lights shall be placed across the
entrance to the closed area,
Shoulders for taxiways, holding bays and aprons and other non-load bearing surfaces which
cannot be readily distinguished from load bearing surfaces and which, if used by aircraft,
might result in damage to the aircraft, shall have the boundary between such areas and the
load bearing surface marked by a taxi side stripe marking.
Pre-Threshold Area
When the surface before a threshold is paved and exceeds 60 m in length and is not suitable
for normal use by aircraft the entire length before the threshold should be marked with a
chevron marking.
PRE-THRESHOLD AREA OF
FIT FOR USE AS A STOPWAY
RUNWAY
AIRCRAFT
BY LANDING IN THE
OPPOSITE DIRECTION BUT NOT FI
FOR NORMAL MOVEMENT
OF
AIRCRAFT
A chevron marking should be of a conspicuous colour and contrast with the colour used for
runway markings; preferably yellow.
The markers shall consist of conspicuous standing devices such as flags, cones or marker
boards. Lights are red.
The principal objective of a rescue and fire fighting service is to save lives, For this reason,
the provision of means of dealing with an aircraft accident or incident occurring at, or in the
immediate vicinity of, an aerodrome assumes primary importance because it is within this
area that there are the greatest opportunities of saving lives. This must assume at all times
the possibility of, and the need for, extinguishing a fire which may occur either immediately
following an aircraft accident or incident or at any time during rescue operations.
The most important factors bearing on effective rescue in a survivable aircraft accident are:
Rescue and fire fighting equipment and services shall be provided at an aerodrome. The level
of protection provided at an aerodrome for rescue and fire fighting shall be based on:
If after selecting the category appropriate to the aeroplane’s overall length, the aeroplanes
fuselage width is greater than the maximum given in the Aerodrome Category table within this
annex, then the category is increased by one.
There are 10 aerodrome categories. The level of protection shall be appropriate to the
aerodrome category, except that, where the number of movements of the aeroplanes in the
highest category normally using the aerodrome is less than 700 in the busiest consecutive 3
months, the level of protection provided shall be:
Up to 31 December 1999 not less than 2 categories below the determined category, and
From 1 January 2000 not less than one category below the determined category
Response Time
The operational objective of the rescue and fire fighting service should be to achieve
response times of 2 minutes, and not exceeding 3 minutes, to the end of each runway. This
includes any other part of the movement area, in optimum conditions of visibility and surface
conditions.
Response time is considered to be the time between the initial call to the rescue and fire
fighting service and the time the first responding vehicle is in a position to apply foam at a rate
of at least 50% of the discharge rate specified.
All rescue and fire fighting vehicles should normally be housed in a fire station. Satellite fire
stations should be provided whenever the response time cannot be achieved from a single
fire station
The minimum number of rescue and fire fighting vehicles provided at an aerodrome is as
follows:
When warranted by the volume of traffic and operating conditions an appropriate apron
management service should be provided on an apron by an aerodrome ATS unit, by another
aerodrome operating authority or by a co-operative combination of these in order to:
An apron management service shall be provided with R/T facilities. Where low visibility
procedures are in effect, persons and vehicles operating on an apron shall be restricted to the
essential minimum.
An emergency vehicle responding to an emergency shall be given priority over all other
surface movement traffic,
¾ An emergency vehicle
¾ An aircraft taxiing, about to taxi or being pushed or towed, and
¾ Other vehicles in accordance with local regulations
An aircraft stand shall be visually monitored to ensure that the recommended clearances are
provided to an aircraft using the stand.
Fire extinguishing equipment suitable for at least initial intervention in the event of a fuel fire
and personnel trained in its use shall be readily available during the ground servicing of an
aircraft, There shall be a means of quickly summoning the rescue and fire fighting service in
the event of a fire or major fuel spill,
When aircraft refuelling operations take place while passengers are embarking, on board or
disembarking, ground equipment shall be positioned so as to allow:
¾ The use of a sufficient number of exits for easy and quick evacuation, and
¾ A ready escape route from each of the exits to be used in an emergency
Reference: Procedures For Air Navigation Services, Rules of the Air and Air Traffic
Services, Document 4444-RAC/501
Introduction
The use of radar in ATS shall be limited to specified areas of radar cover and shall be subject
to such other limitations as specified by the appropriate ATS authority. Adequate information
on the operating methods used shall be published in AlPs, as well as operating practices
and/or equipment limitations having direct effects on the operation of ATS.
Primary surveillance radar (PSR) and secondary surveillance radar (SSR) may be used either
alone or in combination provided:
PSR systems alone should be used in circumstances where SSR alone would not meet the
ATS requirements.
SSR systems, especially those with monopulse technique or Mode S capability, may be used
alone, including in the provision of separation between aircraft, provided.
The minimum radar derived information available for display to the controller shall include:
Before providing a radar service to an aircraft, radar identification shall be established and the
pilot informed. Thereafter, radar identification shall be maintained until termination of the radar
service. If radar identification is subsequently lost, the pilot shall be informed accordingly and,
when applicable appropriate instructions issued.
Where SSR is used, aircraft may be identified by one or more of the following procedures:
When a discrete code has been assigned to an aircraft, a check shall be made at the earliest
opportunity to ensure that the code set by the pilot is identical to that assigned for the flight.
Only after this check has been made shall the discrete code be used as a basis for
identification.
Where SSR is not used or available, radar identification shall be established by at least one of
the following methods:
¾ Verify that the movements of not more than one radar position indication
corresponds with those of the aircraft, and
¾ Ensure that the manoeuvre(s) will not carry the aircraft outside the coverage of
the radar display
Use may be made of direction finding bearings to assist in radar identification of an aircraft.
This method shall not be used as the sole means of establishing radar identification, unless
so prescribed by the ATS authority for particular cases under specified conditions
Position Information
An aircraft provided with radar service should be informed of its position in the following
circumstances, when identified:
¾ Based upon the pilots report of the aircraft position or within 1 nm of the runway
upon departure and the observation is consistent with the aircraft’s time of
departure, or
¾ By use of assigned discrete SSR codes or Mode S and the location of the
observed radar position indication is consistent with the current flight plan of the
aircraft, or
¾ By transfer of radar identification
¾ When the pilot requests this information
¾ When a pilots estimate differs significantly from the radar controller’s estimate
based on radar observation
Where practicable, position information shall relate to positions or routes pertinent to the
navigation of the aircraft concerned and displayed on the radar map.
The pilot may omit position reports at compulsory reporting points when specified by the ATS
unit concerned, this includes points at which air-reports are required for meteorological
purposes. Pilots shall resume position reporting:
¾ When instructed
¾ When advised that radar service is terminated, or
¾ That radar identification is lost.
Radar Vectoring
¾ Radar vectoring shall be achieved by issuing the pilot specific headings which
enable the aircraft to maintain the desired track. When vectoring an aircraft, a
radar controller should comply with the following:
¾ Controlled flights should not be vectored into uncontrolled airspace except in:
¾ When an aircraft has reported unreliable directional instruments, the pilot should
be requested, prior to the issuance of manoeuvring instructions, to make turns at
an agreed rate and to carry out the instruction immediately upon receipt
When vectoring an IFR flight, the radar controller shall issue clearances such that the
required obstacle clearance will exist at all times until the aircraft reaches the point where the
pilot will resume own navigation.
In terminating radar vectoring of an aircraft, the radar controller shall instruct the pilot to
resume own navigation, giving the pilot the aircraft’s position and appropriate instructions, as
necessary.
Information that an aircraft appears likely to penetrate an area of adverse weather should be
issued in sufficient time to permit the pilot to decide on an appropriate course of action,
including that of requesting advice on how best to circumnavigate the adverse weather, if so
desired.
In vectoring an aircraft for circumnavigating any area of adverse weather, the radar controller
should ascertain that the aircraft can be returned to its intended or assigned flight path within
the available radar coverage, and, if this does not appear possible, inform the pilot of the
circumstances.
Functions
The information presented on a radar display may be used to perform the following functions
in the provision of air traffic control service:
Appropriate arrangements shall be made in any ATCU using radar to ensure the co-ordination
of traffic under radar control with traffic under non-radar control. This includes the provision of
adequate separation between the radar controlled aircraft and all other controlled aircraft. To
this end, close liaison shall be maintained at all times between radar controllers and non-
radar controllers
Unless otherwise stated the horizontal radar separation minimum shall be 9.3 km (5 nm).
The radar separation may, if prescribed by the appropriate ATS authority, be reduced, but not
below:
The radar separation minima to be applied shall be prescribed by the appropriate ATS
authority according to the capability of the particular radar system or sensor to accurately
identify the aircraft position in relation to the centre of an RPS, PSR blip or SSR response and
taking into account factors which may affect the accuracy of the radar derived information,
such as aircraft range from the radar site.
The following wake turbulence radar separation minima shall be applied to aircraft in the
approach and departure phases of flight:
¾ An aircraft is operating directly behind another aircraft at the same altitude or less
than 300 m (1000 ft), or
¾ Both aircraft are using the same runway, or parallel runways separated by less
than 760 m, or
¾ An aircraft is crossing behind another aircraft, at the same altitude or less than
300 m (1000 ft)
In the event of an aircraft in, or appearing to be in, any form of emergency, every assistance
shall be provided by the radar controller. The progress of an identified aircraft in emergency
If the pilot of an aircraft encountering a state of emergency has previously been directed by
ATC to operate the transponder on a specific code, that code will normally be maintained
unless, in special circumstances, the pilot has decided or has been advised otherwise. Where
ATC has not requested a code to be set, the pilot will set the transponder to Mode A 7700.
If ATC suffer a total radar failure, but air-ground communications are still possible, the radar
controller shall:
¾ Plot the positions of all aircraft already identified and in conjunction with the non-
radar controller take the necessary action to establish non-radar separation
¾ Request that the appropriate non-radar controller take control of the aircraft
¾ Instruct aircraft to communicate with the appropriate controller
Where there is a complete failure of ground radio equipment, the radar controller reverts to
the procedures for a total radar failure unless he is unable to provide the radar service using
other appropriate communications systems.
When total radar failure procedures are not appropriate the controller shall:
¾ Without delay inform all adjacent control positions or ATC units of the failure
¾ Inform the control positions or ATC units of the current traffic situation
¾ Request the assistance of the above units in establishing communications with
aircraft so that radar or non-radar separation can be achieved
¾ Instruct all adjacent positions or ATC units to hold all controlled flights outside the
area of responsibility until normal services can be resumed
An aircraft vectored for final approach should be given headings close to the final approach
track. The aircraft should be established in level flight prior to intercepting the glide path on a
precision approach. The intercept angle should be 45° or less.
For independent parallel approaches the intercept angle should not be greater than 30° and
provide at least 1 nm straight and level flight prior to localiser intercept. The vector must also
ensure that at least 2 nm straight and level flight occurs before glidepath intercept.
Separation should be 1000 ft vertical or 3nm horizontal provided that aircraft are established:
If PAR is available then a final approach using SRA should not be carried out unless
meteorological conditions are such that there is a reasonable certainty that the SRA can be
completed successfully.
When conducting a SRA the radar controller must comply with the following:
¾ The threshold, or
¾ To a point less than 4 km from touchdown
Speed Control
Radar controllers may request aircraft to adjust their speed in order to facilitate radar control.
Aircraft may be requested to maintain:
¾ Maximum speed
¾ Minimum speed
¾ Minimum clean speed
¾ Minimum approach speed, or
¾ A specific speed
Only minor speed adjustments of not more than 40 km/h (20 knots) should be requested of
aircraft established on an intermediate or final approach. No speed control should be applied
after 8 km (4 nm) from the threshold on the final approach.
Introduction
The word “interception” in this context does not include the intercept and escort service
provided on request, to an aircraft in distress
In accordance with Article 3(d) of the Chicago Convention the Contracting States of ICAO
“undertake, when issuing regulations for their state aircraft, that they will have due regard for
the safety of navigation of civil aircraft”.
As interceptions of civil aircraft are potentially hazardous, the ICAO Council has formulated
special recommendations. The uniform application of these procedures is essential in the
interest of safety of civil aircraft.
General
¾ All possible efforts must be made by intercept control units to secure identification
of any aircraft. Advice and instructions should be issued through the appropriate
ATS units. To ensure rapid and reliable exchange of communications, links
between intercept control units and ATS units must be established.
¾ All areas where flight is prohibited, or not permitted without special authorization,
to civil aircraft must be clearly promulgated in the AlP. The risk of interception in
the event of penetration of such areas must also be stated. When areas are
promulgated close to ATS routes, states should take into account:
¾ All pilots of civil aircraft are made fully aware of the actions to be taken by them
and the visual signals to be used, as specified later in this chapter.
¾ Operators, or PlC, of civil aircraft implement the provisions regarding:
¾ All ATS personnel be made fully aware of the actions to be taken in the event of
interception taking place
¾ All PICs of intercepting aircraft be made aware of the general performance and
limitations of civil aircraft. Remembering that, intercepted civil aircraft may be in a
state of emergency due to technical difficulty or unlawful interference
¾ Clear and unambiguous instructions be issued to intercept control units and to
PlC of intercepting aircraft. These instructions must cover:
• Intercept manoeuvres
• Guidance of intercepted aircraft
• Action by intercepted aircraft
• Air-to-air visual signals
• Radio Communication with intercepted aircraft
• The need to refrain from resorting to the use of weapons
¾ Intercept control units and intercepting aircraft be provided with the means to
communicate with civil aircraft on 121.500 MHz
¾ SSR facilities are made available so that intercept control units can identify civil
aircraft in areas where they might be otherwise intercepted. Facilities must be
able to recognise Mode A codes, including immediate recognition of Mode A
codes 7500, 7600 and 7700.
In-Flight Contingencies
Strayed Aircraft An aircraft which has deviated significantly from its intended
track or which reports that it is lost
¾ Attempt to establish two way communication with the aircraft, unless such
communication already exists
¾ Use all available means to determine its position
¾ Inform other ATS units into whose area the aircraft may have strayed or may
stray, taking into account all the factors which may have affected the navigation
of the aircraft in the circumstances
¾ Inform in accordance with locally agreed procedures, appropriate military units
and provide them with pertinent flight plan and other data concerning strayed
aircraft
¾ Request from other units and from aircraft in flight every assistance in
establishing communication with the aircraft and determining its position
¾ Advise the aircraft of its position and corrective action to be taken, and
¾ Provide as necessary, other ATS units and appropriate military units with relevant
information concerning the strayed aircraft and any advice given to that aircraft
As soon as an ATS unit becomes aware of an unidentified aircraft in its area, it shall
endeavour to establish the identity of the aircraft whenever this is necessary for the provision
of ATS services or required by the appropriate military authorities in accordance with locally
agreed procedures. To this end, the ATS unit shall take such of the following steps as are
appropriate in the circumstances:
The ATS unit shall, as necessary, inform the appropriate military unit as soon as the identity
of the aircraft has been established
Interception Manoeuvres
A standard method should be established for the manoeuvring of aircraft intercepting a civil
aircraft in order to avoid any hazard for the intercepted aircraft. This method must take into
account:
¾ Collision hazard
¾ The need to avoid crossing an aircraft’s flight path
¾ The performance of manoeuvres in such a manner that wake turbulence may be
hazardous, especially if the intercepted aircraft is a light aircraft.
Phase I The intercepting aircraft should approach from the stern. The element
leader, or single intercepting aircraft, should normally take up position on the left side,
slightly above and ahead of the intercepted aircraft. This position should be within the
field of view of the pilot of the intercepted aircraft; the intercepting aircraft should not
be closer than 300 m. All other participating aircraft should remain well clear. Once
speed and position have been established, the aircraft can then proceed with Phase
II.
Phase II The intercepting aircraft should gently close with the intercepted
aircraft. This must be no closer than absolutely necessary. Caution should be used to
avoid startling the flight crew or passengers. Upon completion of identification, the
intercepting aircraft should withdraw using the procedures outlined in Phase III.
Phase III The element leader, or the single intercepting aircraft, should break
gently away from the intercepted aircraft in a shallow dive. Other aircraft must remain
well clear and rejoin their leader.
If, following the visual identification manoeuvres in Phases I and II, it is considered necessary
to intervene in the navigation of the intercepted aircraft the element leader, or single
intercepting aircraft, should take up position on the left side, slightly above and ahead of the
intercepted aircraft. This is to enable the pilot of the intercepted aircraft to see the visual
signals.
The pilot of the intercepting aircraft must be satisfied that the PlC of the intercepted aircraft is
aware of the interception and acknowledges the signals given. If repeated attempts to attract
the attention of the PlC of the intercepted aircraft are unsuccessful, then as a last resort other
methods such as using reheat/afterburner may be used, provided that no hazard is created.
Meteorological conditions may make it necessary for the intercepting aircraft to position on
the right of the intercepted aircraft. In this case the pilot of the intercepting aircraft must
ensure that he is in the view of the PIC of the intercepted aircraft at all times.
Where an intercepted aircraft is required to land in the territory overflown, care must also be
taken that:
¾ The designated aerodrome is suitable for the safe landing of the aircraft type
concerned. Especially if the aerodrome is not normally used for civil operations.
¾ The surrounding terrain is suitable for circling, approach and missed approach
manoeuvres
¾ The intercepted aircraft has sufficient fuel remaining to reach the aerodrome
¾ If the intercepted aircraft is a civil transport aircraft, the designated runway has a
length of at least 2500 m and a bearing strength sufficient to support the aircraft,
and
¾ The designated aerodrome, if possible, is described in detail in the relevant AIP
Where a civil aircraft is landing at an unfamiliar aerodrome, sufficient time must be allowed for
landing. The PlC of the civil aircraft is the only person who can judge whether the landing can
be made safety. All information necessary to facilitate a safe approach and landing should be
given by R/T.
If an ATS unit learns that an aircraft is being intercepted in its area of responsibility, it shall
take any of the following steps as are appropriate in the circumstances:
¾ Attempt to establish two way communication with the intercepted aircraft on any
available frequency, including the emergency frequency 121.500 MHz, unless
such communication already exists
¾ Inform the pilot of the intercepted aircraft of the interception
¾ Establish contact with the intercept control unit maintaining two way
communication with the intercepting aircraft and provide it with available
information concerning the aircraft
¾ Relay messages between the intercepting aircraft or the intercept control unit and
the intercepted aircraft, as necessary
¾ In close co-ordination with the intercept control unit take all necessary steps to
ensure the safety of the intercepted aircraft
¾ Inform ATS units and adjacent FIRs if it appears that the aircraft has strayed
As soon as an ATS unit learns that an aircraft is being intercepted outside its area of
responsibility, it shall take such of the following steps as are appropriate in the circumstances:
¾ Inform the ATS unit serving the airspace in which the interception is taking place,
providing this unit with available information that will assist in identifying the
aircraft and requesting it to take action
¾ Relay messages between the intercepted aircraft and the appropriate ATS unit,
the intercept control or the intercepting aircraft
If any instructions received by radio conflict with those given by visual signal, the intercepted
aircraft shall request immediate clarification. Whilst clarification is sought, the intercepted
aircraft must continue to comply with the visual signals given by the intercepting aircraft.
Both intercepting and intercepted aircraft must adhere strictly to the following signals. All
signals must be given as per the tables below. The intercepting aircraft must pay particular
attention to any signals given by the intercepted aircraft that indicate it is in a state of distress.
When an intercept is being made the intercept control unit or the intercepting aircraft should
attempt to establish communications with the intercepted aircraft on 121.500 MHz. Failing
this, an attempt to establish communications with the intercepted aircraft on other frequencies
that may have been used with an ATS unit should be tried. If radio contact is made during
interception but communication in a common language is not possible. Instructions can be
issued and acknowledgements made using the table below:
Phrases for use by INTERCEPTING Aircraft Phrases for use by INTERCEPTED Aircraft
Phrase Pronunciation Meaning Phrase Pronunciation Meaning
CALL SIGN KOL SA-IN What is your CALL SIGN KOL SA-IN My call sign is
call sign?
FOLLOW FOL-LO Follow me WILCO VILL-CO Understood,
will comply
DESCEND DEE-SEND Descend for CAN NOT KANN-NOTT Unable to
landing comply
YOU LAND YOU-LAND Land at this REPEAT REE-PEET Repeat your
aerodrome instruction
PROCEED PRO-SEED You may AM LOST AM LOSST Position
proceed unknown
MAYDAY MAYDAY I am in
distress
HIJACK HI-JACK I have been
hijacked
LAND LAAND I request to
(Place land at
name) (Place name)
DESCEND DEE-SEND I require
descent
Syllables to be emphasized are underlined. Circumstances may not always permit, nor make
desirable, the use of the phrase “HIJACK”
Introduction
The ICAO Regional Supplementary Procedures (SUPPS) form the procedural part of the Air
Navigation Plan developed by Regional Air Navigation (RAN) meetings to meet those needs
of specific areas which are not covered in the world wide provisions. They complement the
statement of requirements for facilities and services contained in the Air Navigation
Publications. Procedures of worldwide applicability are either included in the Annexes to the
Convention on International Civil Aviation as SARPS, or they form part of the documents
entitled PANS. In the development of SUPPS, the following criteria must be satisfied:
¾ In the drafting of SUPPS, small variations in the text of procedures with similar
intent applicable to more than one area should be avoided
The SUPPS do not have the same status as SARPS. The latter are adopted by Council in
according of Article 37 (Adoption of International Standards and Procedures) of the
Convention, subject to the full procedure of Article 90 (Adoption and Amendment of Annexes).
The Council approves PANS and SUPPS:
¾ The PANS are recommended to Contracting States for world wide use
¾ The SUPPS are recommended to Contracting States for application in the groups
of FIRs to which they are relevant
PANS were originally developed from the common recommendations of regional meetings
and were given worldwide application by the ICAO Council after action thereon by ICAO
Divisions. There has been a gradual evolution of procedures from the regional to the
worldwide category as ICAO Divisions have been able to adapt regionally developed
procedures to worldwide requirements. Some of the worldwide procedures have been found
suitable for classification as SARPS and therefore are gradually being incorporated in the
Annexes of the Convention.
eg A2-3.1.13
P-RAC Doc 4444/RAC/501 Rules of the Air and Air Traffic Services
National differences or the non-application of the SUPPS are notified in the relevant AIPs.
Part I - Rules of the Air, Air Traffic Services and Search and Rescue
Flight Rules
Flights shall be conducted in accordance with IFR (even when not operating in IMC) when
operated above FL 150 within the following FIRs:
¾ Amman
¾ Beirut
¾ Cairo
¾ Damascus
¾ Nicosia
¾ Tel Aviv
The PANS-RAC leave it to the discretion of the pilot whether or not to obtain air traffic
advisory service when available. The following procedures make it compulsory to obtain such
service under certain circumstances. All IFR flights shall comply with the procedure for air
traffic advisory service when operating within the following FIRs:
¾ Amman
¾ Beirut
¾ Cairo
¾ Damascus
¾ Nicosia
¾ Tel Aviv
Flight Plans
¾ Flight plans shall be submitted at least 3 hours before the estimated off block time
(EOBT)
¾ Any changes to the EOBT of more than 15 minutes shall be the subject of a
modification message
The submission of a RFP should be accepted as fulfilling a state’s requirement for advance
notification of flight.
PANS-RAC states that “if a flight plan is filed more than 24 hours in advance of the EOBT of
the flight to which it refers, that flight plan shall be held in abeyance until at most 24 hours
before the flight begins so as to avoid the need for the insertion of a date group into that flight
plan”. The following removes this restriction and specifies details regarding the optional
insertion of a date group into the flight plan.
If a flight plan for a flight conducted wholly in the EUR Region is filed more than 24 hours in
advance of the estimated EOBT, it is mandatory to provide the date of the flight. If the flight
plan is filed less than 24 hours in advance of the EOBT, the date of the flight may be
optionally indicated. This information will be inserted in Item 18 of the flight plan in the form of
a 3-letter indicator followed by an oblique stroke and date of flight in a 6-figure format.
eg DOF/YYMMDD
These flight plans shall be processed and transmitted without being held in abeyance.
Annex 2 and PANS-RAC require controlled flights and certain IFR flights outside controlled
airspace to maintain a continuous listening watch on the appropriate radio frequency and to
report positions in specified circumstances. The following expands such requirements and
specifies additional details regarding the transmission and contents of in-flight reports.
Abbreviated Reports
unless otherwise specified in defined portions of the airspace, designated by the appropriate
ATS authority, where:
¾ Though SSR individual identity and verified Mode C information are permanently
available in the form of labels associated with the radar position of the aircraft
concerned, and
¾ Reliable air-ground communications coverage, and direct pilot to controller
communications exist,
The initial call after changing a radio frequency may only contain:
A departing controlled IFR flight operating in IMC, having acknowledged an initial intermediate
clearance to climb to a level other than the one specified in the current flight plan for the en-
route phase of the flight, and experiencing two-way radio communication failure should, if no
time limit or geographical limit was included in the climb clearance, maintain for a period of 3
minutes the level to which it was cleared and then continue its flight in accordance with the
current flight plan.
A departing controlled IFR flight being vectored by radar away from the route specified in its
current flight plan and experiencing two-way radio communication failure should proceed in
the most direct manner to the route specified in the current flight plan.
A PIC shall, if at any time in doubt, request a detailed description of the route from ATS.
Separation of Aircraft
A minimum longitudinal separation of 3 minutes may be applied between aircraft on the same
track or crossing tracks, whether at the same level, climbing or descending, provided that:
Use of SSR
The “all codes” setting shall be used when it is necessary to display all aircraft in a specified
area that are equipped with SSR or IFF/SSR transponders. The “all aircraft” setting shall be
used when it is desired to display aircraft equipped with basic IFF transponders.
Use of SSR Derived Information for the Provision of Separation Between Aircraft
Except when the positional element of an SSR response cannot be resolved, SSR derived
information may be used alone for the provision of horizontal separation between aircraft in
the circumstances and under the conditions specified below:
¾ Within the coverage area of the associated primary radar, in order to overcome
known deficiencies of that radar eg the fact that primary radar echoes of certain
aircraft are not, or not continuously, presented on the radar display due to the
reflecting characteristics of such aircraft, clutter etc. In this case, SSR responses
may be used for the separation of transponder equipped aircraft from other
known aircraft not using SSR but displayed clearly on the primary radar display,
provided that the SSR response from any aircraft (not necessarily the one being
provided separation) coincide with the primary radar echo of the same aircraft
¾ In defined areas where advanced ATS systems are in operation and SSR is the
main source for the provision to ATS of continuous information on the position of
aircraft, and where the carriage of SSR transponders is mandatory, the
appropriate ATS authority, after consultation with operators, may authorize the
systematic provision of horizontal and/or vertical separation based on SSR
derived information, between aircraft which are equipped with correctly
functioning transponders, provided that:
• Adequate SSR coverage exists throughout the area wherein this procedure is
used, and reliable operation of this service is assured
• Identification of individual aircraft so separated is maintained by means of
discrete codes
• Adequate primary radar or SSR ground based equipment back-up is provided
or, alternatively, in case of SSR failure density and/or complexity of air traffic
in the area and availability of navigational guidance allow to revert safely to
other forms of separation (based on either the use of primary radar or
procedural control)
¾ When primary radar fails and until procedural separation is established, provided
that:
• The separation minima used should not be less than those applied when
using the associated primary radar, if any, on the understanding that the
resolution of the SSR is not better than that normally associated with primary
radar.
Annex 7 contains Standards adopted by the ICAO as the minimum Standards for the display
of marks to indicate appropriate nationality and registration which have been determined to
comply with Article 20 of the Convention.
The nationality mark or common mark and registration mark shall consist of a group of
characters. The nationality or common mark shall precede the registration mark. When the
first character of the registration mark is a letter it shall be preceded by a hyphen. The
nationality mark and common mark shall be selected from the series of nationality symbols
included in the radio call signs allocated to the state of registry by the International
Telecommunication Union. The nationality mark shall be notified to the ICAO. The common
mark is assigned by ICAO.
eg G-BOBA
The registration mark shall be letters, numbers, or a combination of letters and numbers and
shall be assigned by the state of registry. When letters are used for the registration mark,
combination shall not be used which might be confused with:
General The nationality or common mark and registration mark shall be painted on the
aircraft or shall be affixed by any other means ensuring a similar degree of permanence. The
marks must be kept clean and visible at all times.
Heavier-Than-Air Aircraft
Wings On heavier-than-air aircraft the marks shall appear once on the lower
surface of the wing and shall be at least 50 cm.
Fuselage and Vertical Tail Surfaces On heavier-than-air aircraft the marks shall
appear on each side of the fuselage between the wings and the tail surface. When
located on a single vertical tail surface they shall appear on both sides and shall be at
least 30 cm.
Type of Characters for Nationality, Common and Registration Marks The letters shall be
in capital letters in Roman characters without ornamentation. Numbers shall be Arabic
numbers without ornamentation.
Certificate of Registration
The certificate of registration, in wording and arrangement, shall be a replica of the form
shown below.
State or
Common Mark Registering Authority
Ministry
Department or Service
CERTIFICATE OF REGISTRATION
1. Nationality or Common 2. Manufacture and 3. Aircraft Serial No
Mark and Registration Mark Manufacturer’s Designation
of Aircraft
¾ Fireproof metal, or
¾ Fireproof material.
Annex 6 deals with aeroplane performance operating limitations and contains Standards that
are complimentary to the airworthiness Standards of Annex 8. The Council has urged
Contracting States not to impose on visiting aeroplanes operational requirements other than
those established by the State of Registry, provided those requirements are not lower than
the Standards of Annex 6.
Certificate of Airworthiness
The Certificate of Airworthiness shall be issued by the Contracting State that approves the
aircraft or by its authorized representatives on the basis of evidence that the aircraft complies
with the appropriate airworthiness requirements.
¾ An approved design to show that the aircraft complies with the airworthiness
requirements.
¾ Records kept to establish the identification of the aircraft with its approved design
¾ An inspection of the aircraft during the course of construction to determine that it
conforms to the approved design.
¾ An inspection of the aircraft to establish that its construction and assembly are
satisfactory
¾ Flight tests as deemed necessary to show compliance with the airworthiness
requirements
A Certificate of Airworthiness shall be renewed, or shall remain valid, subject to the laws of
the State of Registry. The State of Registry shall require that the continuing airworthiness of
the aircraft shall be determined by periodical inspections at appropriate intervals.
A State of Registry can validate the Certificate of Airworthiness issued by another state, as an
alternative to issuing its own certificate. This validation shall not extend beyond the period of
validation of the original Certificate of Airworthiness.
General
Damage To Aircraft
When an aircraft has sustained damage the State of Registry shall judge whether the damage
is such that the aircraft is no longer airworthy. If the damage is sustained or ascertained when
the aircraft is in another Contracting State, the authorities of that State have the right to
prevent the aircraft from flying on the condition that they inform the State of Registry
immediately.
Each aircraft shall be provided with a flight manual, or other documents, stating the approved
limitations within which the aircraft is considered airworthy.
State of Registry
Issuing Authority
CERTIFICATE OF AIRWORTHINESS
1. Nationality or Common 2. Manufacture and 3. Aircraft Serial No
Mark and Registration Mark Manufacturer’s Designation
of Aircraft
4. Categories ………………………………………………………………….
This Certificate of Airworthiness is issued pursuant to the Convention on International Civil
Aviation dated 7th December 1944 and …………………….. in respect of the above-
mentioned aircraft which is considered to be airworthy when maintained and operated in
accordance with the foregoing and the pertinent operating limitations.
The aeroplane has to be provided with approved instruments and equipment necessary for
the safe operation of the. These shall include the instruments and equipment necessary to
enable the crew to operate the aeroplane within its operating limitations.
Installation
Instrument and equipment installations shall comply with the Standards of this Annex.
Prescribed safety and survival equipment which the crew or passengers are expected to use
or operate at the time of an emergency is to be reliable, readily accessible and easily
identified, and its method of operation plainly marked.
¾ Intensities
¾ Colours
¾ Fields of coverage and
¾ Other characteristics
such that they are easy to interpret by other pilots and ground personnel.
In the design of such lights due account shall be taken of the conditions under which they
may reasonably be expected to perform these functions.
Lights are installed in aeroplanes so as to minimize the possibility that they will:
In some cases it may be necessary to provide the pilot with the means to switch off or reduce
the intensity of the flashing lights.
General
Operating Limitations
Where there is a risk of exceeding limitations in flight the instrument should be appropriately
marked so that the pilot can easily determine when the limitation has been reached.
The minimum number of flight crew personnel necessary to operate the aeroplane should be
listed on the C of A.
Loading Limitations
The loading limitations shall include all limiting mass, centres of gravity position, mass
distributions, and floor loading.
Airspeed Limitations
¾ structural integrity or
¾ flying qualities of the aeroplane, or
¾ from other considerations.
These speeds shall be identified with respect to the appropriate aeroplane configurations and
other pertinent factors.
The limitations on equipment and systems include all those established for the various
equipment and systems as installed in the aeroplane.
Loading Information
Operating Procedures
A description is given of normal and emergency operating procedures that are peculiar to the
aeroplane and necessary for safe operation.
Handling Information
A least-risk location on the aeroplane shall be identified where a bomb or other explosive
device may be placed to minimize the effects on the aeroplane in the case of detonation.
Performance Information
Included is information regarding the various aeroplane configurations and powers involved
and the relevant speeds, together with information which would assist the flight crew in
attaining the performance as scheduled.
An aeroplane flight manual is available with the aircraft. It identifies the specific aeroplane or
series of aeroplanes to which it is related. The aeroplane flight manual shall include at least
the limitations, information and procedures specified in this chapter.
Markings and placards on instruments, equipment, controls, etc shall include such limitations
or information as necessary for the direct attention of the flight crew during flight.
Markings and placards, or instructions, shall be provided to give any information which is
essential to the ground crew in order to preclude the possibility of mistakes in ground
servicing (e.g. towing, refuelling) which could pass unnoticed and which could jeopardize the
safety of the aeroplane in subsequent flights.
Applicability
Annex 6 contains SARPs adopted by the ICAO as the minimum Standards applicable to the
operation of aeroplanes by operators authorized to conduct international commercial air
transport operations. These international commercial air transport operations include:
An element of the safety of an operation is the safety of the aircraft, that is, its level of
airworthiness. The level of airworthiness is not fully defined by the application of the
airworthiness Standards of Annex 8, but also requires the application of those standards in
Annex 6 that are complementary to them.
Annex 8 includes broad Standards which defined, for application by the competent national
authorities, the complete minimum international basis for the recognition by States of the C of
A for the purpose of the flight of aircraft of other States into or over their territories.
It is recognized that the ICAO Standards of airworthiness would not replace national
regulations and that national codes of airworthiness containing the full scope and extent of
detail considered necessary by individual States are necessary as the basis for the
certification of individual aircraft. Each State would establish its own comprehensive and
detailed code of airworthiness, or would select a comprehensive and detailed code by another
Contracting State.
General
An operator shall ensure that all employees when abroad know that they must comply with
the laws, regulations and procedures of those States in which the operations are conducted.
The operator shall ensure that other members of the flight crew are familiar with such of these
laws, regulations and procedures as are pertinent to the performance of their respective
duties.
Operators shall ensure that PICs have available on board the aeroplane all the essential
information concerning the SAR services in the area over which the aeroplane will be flown.
An operator shall establish and maintain an accident prevention and flight safety programme.
Flight Operations
Operating Facilities
An operator shall ensure that a flight will not be commenced unless it has been ascertained
by every means available that the ground facilities available and directly required on such
flight for the safe operation of the aeroplane and the protection of passengers, are adequate
for the type of operation under which the flight is to be conducted and are adequately
operated for this purpose.
Note: ‘Reasonable means” in this Standard is intended to denote the use, at the
point of departure, of information available to the operator either through official
information published by the aeronautical information services or readily available
from other sources
An operator shall ensure that any inadequacy of facilities observed in the course of operations
is reported to the authority responsible for them, without undue delay.
The State of the Operator shall require that the operator establish aerodrome operating
minima for each aerodrome to be used in operations, and shall approve the method of
determination of such minima. The minima shall not be lower than any that may be
established for that aerodrome by the State, except when specifically approved by that State.
Note: This Standard does not require the State in which the aerodrome is located to
establish aerodrome operating minima
The State of the Operator shall require that in establishing the aerodrome operating minima
which will apply to any particular operation, full account shall be taken of:
For aeroplane landing operations, aerodrome operating minima below 800 m visibility should
not be authorized unless RVR information is provided
Crew
Pilot In Command
For each flight, the operator shall designate one pilot to act as PIC.
An operator shall formulate rules to limit flight time and flight duty periods and for the
provision of adequate rest periods for all its crew members. These rules shall be in
accordance with the regulations established by the State, and included in the Operations
Manual.
For each flight in an aeroplane above 15 000 m (49 000 ft), the operator shall maintain
records so that the total cosmic radiation dose received by each crew member over a period
of 12 consecutive months can be determined.
Single engine aeroplanes shall only be operated in conditions of weather and light, and over
such routes and diversions therefrom, that permit a safe forced landing to be executed in the
event of engine failure.
These Standards shall apply to aeroplanes of over 5700 kg maximum certificated take-off
mass intended for the carriage of passengers or cargo or mail in international air navigation.
An aeroplane shall be operated in compliance with the terms of its C of A and within the
approved operating limitations contained in its flight manual,
The State of Registry shall take such precautions as are reasonably possible to ensure that
the general level of safety contemplated by these provisions is maintained under all expected
operating conditions, including those not specifically by the provisions of this chapter
A flight shall not be commenced unless the performance information provided in the flight
manual indicates that the following Standards can be complied with for the flight to be
undertaken.
In applying the Standards, account shall be taken of all factors that significantly affect the
performance of the aeroplane, such as:
¾ Mass
¾ Elevation, or the pressure-altitude appropriate to the elevation of the aerodrome
¾ Temperature
¾ Wind
¾ Runway gradient, and
¾ Condition of the runway
Such factors shall be taken into account directly as operational parameters or indirectly by
means of allowances or margins, which may be provided in the scheduling of performance
data or in the comprehensive and detailed code of performance in accordance with which the
aeroplane is being operated.
The mass of the aeroplane at the start of take-off shall not exceed the mass at which take-off,
en-route or landing performance is calculated, allowing for reductions in mass as the flight
proceeds, and for such fuel jettisoning as is required.
In no case shall the mass at the start of take-off exceed the maximum take-off mass specified
in the flight manual for the elevation or the pressure-altitude appropriate to the elevation of the
aerodrome, and, if used as a parameter to determine the maximum take-off mass, any other
local atmospheric condition
In no case shall the estimated mass for the expected time of landing at the aerodrome of
intended landing and at any destination alternate aerodrome, exceed the maximum landing
mass specified in the flight manual for the elevation or the pressure-attitude appropriate to the
elevation of those aerodromes, and if used as a parameter to determine the maximum landing
mass, any other local atmospheric condition.
In no case shall the mass at the start of take-off, or at the expected time of landing at the
aerodrome of intended landing and at any destination alternate aerodrome, exceed the
relevant maximum masses at which the compliance has been demonstrated with the
applicable noise certification Standards in Annex 16, unless otherwise authorized in
exceptional circumstances for a certain aerodrome where there is no noise disturbance
problem, by the competent authority of the State in which the aerodrome is situated.
Take-Off
The aeroplane shall be able, in the event of a critical power unit failing at any point in the
take-oft either:
In determining the length of the runway available, account shall be taken of the loss, if any, of
runway length due to alignment of the aeroplane prior to take-off
The aeroplane shall be able, in the event of the critical power-unit becoming inoperative at
any point along the route or planned diversions therefrom, to continue the flight to an
aerodrome at which the Standard for landing can be met, without flying below the minimum
flight altitude at any point.
In the case of aeroplanes having 3 or more power units, on any part of a route where the
location of en-route alternate aerodromes and the total duration of the flight are such that the
probability of a second power-unit becoming inoperative must be allowed for if the general
level of safety implied by the Standards of this chapter is to be maintained, the aeroplane
shall be able, in the event of any two power units becoming inoperative, to continue the flight
to an en-route alternate aerodrome and land.
Landing
The aeroplane shall, at the aerodrome of intended landing and at any alternate aerodrome,
after clearing all obstacles in the approach path by a safe margin, be able to land, with
assurance that it can come to a stop within the LDA. Allowance shall be made for expected
variations in the approach and landing techniques, if such allowance has not been made in
the scheduling of performance data.
Annex 9 - Facilitation
Introduction
The SARPs on Facilitation are the outcome of Article 37 of the Convention, which provides,
that the ICAO shall adopt and amend as necessary, international SARPS dealing with:
This policy is strengthened by Article 22 of the Convention, which expresses the obligation
accepted by each Contracting State
“To adopt all practicable measures, through the issuance of special regulations or
otherwise, to facilitate and expedite navigation between the territories of Contracting
States, and to prevent unnecessary delays to aircraft, crews, passengers and cargo,
especially in the laws relating to immigration, quarantine, customs and clearance”.
Article 23 of the Convention further strengthens this policy, by expressing the undertaking of
each Contracting State:
“So far as it may find practicable to establish customs and immigration procedures
affecting international air navigation in accordance with the practices which may be
established or recommended from time to time pursuant to this Convention”
General
Contracting States shall make procedures for the clearance of aircraft, including those applied
for aviation security purposes, as well as narcotics control, so as to retain the advantage of
speed inherent in air transport.
Contracting States shall not require the presentation of the General Declaration when this
information can be readily obtained in an alternative and acceptable manner. An attestation is
acceptable.
A Contracting State which continues to require the presentation of the General Declaration
shall accept it when signed by either the authorized agent or the PlC. When necessary, the
Where Contracting States require the presentation on entry and departure of aircraft of
information relating to crewmembers, such information shall be limited to the number of crew
on board. Where the General Declaration continues to be required, this information shall be
provided in the column headed “Total number of crew”.
Contracting States shall not normally require the presentation of a Passenger Manifest, but
when this type of information is required it can be provided in an alternative and acceptable
manner; such as a computer printout.
Contracting States shall not require the presentation of a written declaration of stores
remaining on board aircraft. In respect of stores laden on or unladen from an aircraft,
Contracting States which continue to require the presentation of a written declaration shall
limit the information required to an absolute minimum.
Outbound Procedures
Contracting States shall not require the authorized agent or the PlC to deliver to the public
authorities concerned, before departure of the aircraft, more than:
Inbound Procedures
Contracting States shall not require the authorized agent or the PlC to deliver to the public
authorities concerned, on arrival of the aircraft, more than
General
No documents other than those provided for in this Annex shall be required by Contracting
States for the entry into and departure from their territories of visitors.
Contracting States shall not require from visitors by air any other document of identity other
than a valid passport.
Visas
In cases where a Contracting State continues to require entrance visas from visitors, it shall
adopt the practice of issuing such visas without charge through reciprocal or other acceptable
arrangements.
Additional Documentation
In cases where evidence of protection against yellow fever is required then Contracting States
shall accept the International Certificate of Vaccination or Revaccination issued by the World
Health Organization.
¾ Plague
¾ Cholera
¾ Yellow Fever
Clearance Procedures
Except in special circumstances, Contracting States shall not require that identity documents
be collected from passengers or crew before they arrive at the passport control points. After
individual presentation by passengers and crew of the identity documents, except in special
individual circumstances, they shall be handed back immediately.
Contracting States shall accept an oral declaration of baggage from passengers and crew.
Unaccompanied baggage shall be inspected on a sampling or selective basis.
Contracting states shall provide facilities which will enable crew members of airlines who are
not required to be licensed to obtain a crew member’s certificates containing the requirements
set out in Annex 7.
and departs on the same aircraft or on his next regular scheduled flight, each Contracting
State shall accept such licence for temporary admission to the State and shall not require a
passport or visa, Provided that the licence contains the specifications laid out in Annex 1 and:
¾ A certification that the holder may at all times re-enter the State of Issuance of the
licence upon production of the licence
¾ A photograph of the holder
¾ The place and date of birth of the holder
Each Contracting State shall extend privileges of temporary admission to those flight crew
members on aircraft not engaged in scheduled international air services, subject to the
requirement that such flight crew members must depart on the aircraft on its first flight out of
the territory of the state.
When it is necessary for an airline crew member, in the exercise of his duties, to travel to
another state as a passenger by any means of transportation in order to join an aircraft, Each
Contracting State shall accept from that crew member, in lieu of passport and visa for
temporary admission either a licence or crew member’s certificate. Where required, a
document from the crewmember’s employer certifying the purpose of the journey may be
required.
Non-scheduled services have the same rights as scheduled services subject to:
Contracting States shall not require exit visas from their own nationals or residents wishing to
tour abroad nor from visitors at the end of their stay.
Contracting States shall not require inspection of baggage of passengers departing from their
territory, except for aviation security measures, or in special circumstances.
Particular Provisions
Inadmissible Persons
Each Contracting State shall ensure that a person found inadmissible is transferred back into
the custody of the operator who shall be responsible for the prompt removal to:
The public authorities shall without delay inform the operator when a person is found
inadmissible and consult the operator regarding the possibilities of departure
Contracting States shall accept for examination a person being returned from his point of
disembarkation after having been found inadmissible if this person stayed in their territory
before embarkation. This does not include a person in direct transit. Contracting States shall
not return such a person to the country where he was earlier found to be inadmissible.
The obligation of a carrier to transport any person away from the territory of a Contracting
State shall terminate from the moment that person has been definitely admitted into that state.
Operators shall take precautions at the point of embarkation to ensure that passengers are in
possession of any control documents prescribed by the Contracting State.
Deportees
Each Contracting State shall ensure that operators are informed when persons are obliged to
travel because they have been formally ordered by the public authorities to be removed from
that State.
Reference: Procedures For Air Navigation Services, Rules of the Air and Air Traffic
Services, Document 4444-RAC/501
The objective of the air traffic advisory service is to make information on collision hazards
more effective than it would be in the mere provision of FIS. It may be provided to aircraft
conducting IFR flights in advisory airspace or on advisory routes (Class F airspace in the UK).
Such areas or routes will be specified by the State concerned.
Air traffic advisory service should only be implemented where the air traffic services are
inadequate for the provision of air traffic control and the limited advice on collision hazards
otherwise provided by FIS will not meet the requirement. Where air traffic advisory service is
implemented, this should be considered normally as a temporary measure only until such
time as it can be replaced by air traffic control service.
Air traffic advisory service does not afford the same degree of safety and cannot assume the
same responsibilities as air traffic control service in respect of the avoidance of collisions,
since information regarding the disposition of traffic in the area concerned available to the unit
providing air traffic advisory service may be incomplete. To make this quite clear, air traffic
advisory service does not deliver clearances but only advisory information and it uses the
words “advise” or “suggest” when a course of action is proposed to an aircraft.
IFR flights electing to use the air traffic advisory service when operating within Class F
airspace are expected to comply with the same procedures as those applying to controlled
flights except that:
¾ The flight plan and any changes are not subjected to a clearance, since the unit
furnishing air traffic advisory service will only provide advice on the presence of
essential traffic or suggestions as to a possible course of action
¾ It is for the aircraft to decide whether or not it will comply with the advice or
suggestion received and to inform the unit providing air traffic advisory service
without delay, of its decision
¾ Air-ground contacts shall be made with the ATS unit designated to provide air
traffic advisory service within the advisory airspace or portion thereof
Aircraft wishing to conduct IFR flights within advisory airspace, but not electing to use the air
traffic advisory service, shall submit a flight plan, and notify changes to the unit providing the
service.
IFR flights planning to cross an advisory route should do so as nearly as possible at an angle
of 90º to the direction of the route and at a level, appropriate to its track, selected from the
tables of cruising levels for use by IFR flights outside controlled airspace.
Advise the aircraft to depart at the time specified and to cruise at the levels indicated
in the flight plan if it does not foresee any conflict with other known traffic
Pass to aircraft traffic information comprising the same information as that prescribed
for area control service
The criteria used above should be at least those laid down for aircraft operating in CAS and
should take into account the limitations inherent in the provision of air traffic control advisory
service, navigation facilities and air-ground communications prevailing in the region.
Alerting Service
When required by the appropriate ATS authority to facilitate the provision of alerting and SAR
services, an aircraft, prior to and when operating within or into designated areas or along
designated routes, shall comply with the provisions detailed in Annex 2 concerning the
submission, completion, changing and closing of a flight plan.
In addition to the above, aircraft equipped with suitable two-way radio communications shall
report during the period 20 to 40 minutes following the time of last contact, whatever the
purpose of such contact, merely to indicate that the flight is progressing according to plan,
such report to comprise of:
Where no report from an aircraft has been received within a reasonable period of time (which
may be a specified interval prescribed on the basis of regional air navigation agreements)
after a scheduled or expected reporting time, the ATS unit shall, within the stipulated period of
30 minutes, endeavour to obtain such report in order to be in a position to apply the
provisions relevant to the “INCERFA phase” should circumstances warrant such action.
When alerting service is required in respect of a flight operated through more than one FIR or
CTA, and when the position of the aircraft is in doubt, responsibility for co-ordinating such
service shall rest with the ATS unit of the FIR or CTA:
¾ Within which the aircraft was flying at the time of last air-ground contact
¾ That the aircraft was about to enter when last air-ground contact was established
at or close to the boundary of 2 FIRs or CTAs
¾ Within which the aircraft’s intermediate stop or final destination is located:
• If the aircraft was not equipped with suitable two-way radio communication
equipment, or
• Was not under obligation to transmit reports
Alerting Service
Application
Flight information centres or area control centres shall serve as the central point for collecting
all information relevant to a state of emergency of an aircraft operating within the FIR or CTA
concerned and for forwarding such information to the appropriate Rescue Co-ordination
Centre (RCC).
In the event of a state of emergency arising to an aircraft while it is under the control of an
aerodrome control tower or approach control office, such unit shall notify immediately the
flight information centre or area control centre responsible which shall in turn notify the RCC.
Notification of the area control centre, flight information centre or RCC shall not be required
when the nature of the emergency is one that can be dealt with by the service concerned.
Whenever the urgency of the situation so requires, the aerodrome control tower or approach
control office responsible shall first alert and take other necessary steps to set in motion all
appropriate local rescue and emergency organizations which can give the immediate
assistance required.
Without prejudice to any other circumstances that may render such notification advisable,
ATS units shall notify RCCs immediately an aircraft is considered to be in a state of
emergency in accordance with the following phases:
Except when no doubt exists as to the safety of the aircraft and its occupants.
Except when evidence exists that would allay apprehension as to the safety of the aircraft and
its occupants, or when
Except when there is reasonable certainty that the aircraft and its occupants are not
threatened by grave and imminent danger and do not require immediate assistance
The notification shall contain such of the following information as is available in the order
listed:
When it has been established by an ATS unit that an aircraft is in a state of emergency, other
aircraft known to be in the vicinity of the aircraft involved shall be informed of the nature of the
emergency as soon as practicable
When an ATS unit knows or believes that an aircraft is being subjected to unlawful
interference, no reference shall be made in ATS air-ground communications to the nature of
the emergency unless it has been referred to in communications from the aircraft involved
and it is certain that such reference will not aggravate the situation.
Organisation
Contracting States shall arrange for the establishment and provision of search and rescue
(SAR) services on a 24 hour basis.
Note: The phrase “regional air navigation agreements” refers to the agreements
approved by the Council of ICAO normally on the advice of Regional Air Navigation
Meetings
Contracting States shall publish the SAR regions within which they will provide SAR service.
Such regions shall not overlap. Boundaries of SAR regions should be, in so far as practicable,
be coincident with the boundaries of corresponding FIR
Contracting States shall establish a rescue co-ordination centre (RCC) in each SAR region.
Contracting States should establish rescue sub-centres whenever this would improve the
efficiency of SAR services
In areas where public telecommunications would not permit persons observing an aircraft in
emergency to notify the RCC concerned directly and promptly. Contracting States should
designate suitable units of public or private services as alerting posts.
Each RCC shall have means of rapid and reliable communication with:
Equipment of Rescue Units Rescue units shall be provided with facilities and equipment
for locating promptly, and for providing adequate assistance at, the scene of an accident.
Co-operation
Contracting States shall co-ordinate their SAR organizations with those of neighbouring
Contracting States.
Subject to conditions, a Contracting State shall permit immediate entry into its territory of
rescue units of other states for the purpose of searching for the site of aircraft accidents and
rescuing survivors of such accidents.
The authorities of a Contracting State which wishes its rescue units to enter the territory of
another Contracting State for SAR purposes shall transmit a request to the RCC of the state
concerned or to such other authority as has been designated by that state.
¾ Request from other RCCs such assistance, including aircraft, vessels, personnel
or equipment, as may be needed
¾ Grant any necessary permission for the entry of such aircraft vessels, personnel
or equipment into its territory, and
Each Contracting State should authorize its RCC to provide, when requested assistance to
other RCCs, including assistance in the form of aircraft, vessels, personnel or equipment
Contracting States shall arrange for all aircraft, vessels and local services and facilities which
do not form part of the SAR organization to co-operate fully with the latter in SAR and to
extend any possible assistance to the survivors of aircraft accidents.
Contracting States shall designate a SAR point of contact for the receipt of COSPAS-
SARSAT distress data.
Operating Procedures
Any authority or any element of the SAR organization having reason to believe that an aircraft
is in an emergency shall give immediately all available information to the RCC concerned.
When information concerning aircraft in emergency is received from other sources than ATS
units, the RCC shall determine to which emergency phase the situation corresponds and shall
apply the procedures applicable to that phase.
Uncertainty Phase During the uncertainty phase, the RCC shall co-operate to the utmost
with ATS units and other appropriate agencies and services in order that incoming reports
may be speedily evaluated.
Alert Phase Upon the occurrence of an alert phase the RCC shall immediately alert
appropriate SAR services units and rescue units and initiate any necessary action.
¾ Initiate action by appropriate SAR services units and rescue units in accordance
with the detailed plan of operation
¾ Ascertain the position of the aircraft, estimate the degree of uncertainty of this
position, and, on the basis of this information and the circumstances, determine
the extent of the area to be searched
¾ Notify the operator, where possible, and keep him informed of developments
¾ Notify adjacent RCCs, the help of which seems likely to be required, or which
may be concerned in the operation
¾ Notify the associated ATS unit, when the information on the emergency has been
received from another source
¾ Request at an early stage such aircraft, vessels, coastal stations, or other
services not specifically included in SAR services or rescue units as are in a
position to do so to:
• Maintain a listening watch for transmission from the aircraft in distress or from
an emergency locator transmitter
¾ From the information available, draw up a plan for the conduct of the search
and/or rescue operation requited and communicate such plan for the guidance of
the authorities immediately directing the conduct of such an operation
¾ Amend as necessary, in the light of circumstances, the guidance already given
above
¾ Notify the State of Registry of the aircraft
¾ Notify the appropriate accident investigation authorities
The order in which the above actions are described shall be followed unless circumstances
dictate otherwise.
When a PIC observes that an aircraft or a surface vessel is in distress, he shall, unless he is
unable, or in the circumstances of the case considers it unreasonable or unnecessary:
¾ Keep in sight the craft in distress until such time as his presence is no longer
necessary
a) Geographical co-ordinates, or
b) In a distance and true bearing from a distinctive landmark, or
c) From a radio navigation aid
If the first aircraft to reach the scene of an accident is not a SAR aircraft it shall take charge of
on-scene activities of all other aircraft subsequently arriving until the first SAR aircraft reaches
the scene of the accident. If, in the meantime, such aircraft is unable to establish
communication with the appropriate RCC or ATS unit, it shall, by mutual agreement, hand
over to an aircraft capable of establishing and maintaining such communications until the
arrival of the first SAR aircraft
When it is necessary for an aircraft to direct a surface craft to the place where an aircraft or
surface craft in distress, the aircraft shall do so by transmitting its precise instructions by any
means at its disposal. If no radio communications can be established the aircraft shall use the
appropriate signal at the end of this section.
When it is necessary for an aircraft to convey information to survivors or surface rescue units,
and two-way communication is not available, it shall, if practicable, drop communication
equipment that would enable direct contact to be established, or convey the information by
dropping a message
When a ground signal has been displayed, the aircraft shall indicate whether the signal has
been understood or not by use of the appropriate signal given at the end of this section.
The signals shown below shall, when used, have the meaning indicated. They shall be used
only for the purpose indicated and no other signals likely to be confused with them shall be
used.
Upon observing any of the signals given below, aircraft shall take such action as may be
required by the interpretation of the signal given.
The following manoeuvres performed in sequence by an aircraft mean that the aircraft wishes
to direct a surface craft towards an aircraft or a surface craft in distress:
Note: Due to high noise level on board surface craft, the latter two signals
may be less effective than the visual signal and are as such regarded as an
alternative means of attracting attention
• The hoisting of the “Code Pennant” (vertical red and white stripes) close up
(meaning understood)
• The flashing of a succession of “Ts” by signal lamp in Morse
• The changing of heading to follow the aircraft
• The hoisting of the international flag “N” (a blue and white chequered square)
• The flashing of a succession of “N’s” in the Morse code
The following manoeuvre by an aircraft means that the assistance of the surface craft to
which the signal is directed is no longer required
¾ Crossing the wake of the surface craft close astern at a low altitude and:
Medical Supplies
Where supplies are mixed a combination of the colour codes should be used.
Symbols shall be at least 2.5 metres long and shall be made as conspicuous as possible.
CODE
NO. MESSAGE SYMBOL
1 REQUIRE ASSISTANCE
3 NO OR NEGATIVE
4 YES OR AFFIRMATIVE
CODE
NO. MESSAGE SYMBOL
1 OPERATION COMPLETED
Air-To-Ground Signals
The following signals by aircraft mean that the ground signals have been understood:
During the hours of darkness Flashing on and off twice the aircraft’s landing lights
or, if not so equipped, by switching on and off twice its navigation lights
Lack of the above signals indicates that the ground signal is not understood.
Definitions
Accident
An occurrence associated with the operation of an aircraft which takes place between the
time any person boards the aircraft with the intention of flight until such time as all such
persons have disembarked, in which:
¾ Natural causes
¾ Self-inflicted or inflicted by other persons, or
¾ When the injuries are to stowaways hiding outside the areas normally available to
the passengers and crew, or
except for engine failure or damage, when the damage is limited to the engine, its cowlings or
accessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes, fairings,
small dents or puncture holes in the aircraft skin, or
ICAO classes an injury resulting in death within 30 days of the date of the accident as a fatal
injury
An aircraft is considered to be missing when the official search has been terminated and the
wreckage has not been located
Serious Injury
¾ Requires hospitalization for more than 48 hours, commencing within 7 days from
the date the injury was received, or
¾ Results in a fracture of any bone (Not simple fractures of fingers, toes or nose), or
¾ Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon
damage, or
¾ Involves injury to any internal organ, or
¾ Involves second or third degree burns, or any burns affecting more than 5% of
the body surface, or
¾ Involves verified exposure to infectious substances or injurious radiation
Applicability
Unless otherwise stated, the specifications of Annex 13 apply to activities following accidents
and incidents wherever they occurred.
The sole objective of the investigation of an accident or incident shall be the prevention of
accidents and incidents. It is not the purpose of an investigation to apportion blame or liability.
General
The State of Occurrence shall take all reasonable measures to protect the evidence and to
protect the aircraft and its contents for such a period as may be necessary for the period of an
investigation. Protection of evidence shall include the preservation by:
¾ Photographic evidence, or
¾ Other means of evidence which might be removed, effaced, lost or destroyed
Protection of flight recorder evidence requires that the recovery and handling of the recorder
and its recordings be assigned only to qualified personnel
If a request is received from the State of Registry, or the State of the Operator, that the
aircraft, its contents, and any other evidence remain undisturbed pending inspection by an
accredited representative of the requesting state, the State of Occurrence shall take all
necessary steps to comply with this. Providing that:
¾ The aircraft may be moved to the extent necessary to extricate persons, animals
and valuables
¾ To prevent destruction by fire or other causes
¾ To eliminate any danger or obstruction to air navigation, to transport or to the
public
The State of Occurrence shall forward a notification of an accident or serious incident with a
minimum of delay and by the most suitable and quickest means to:
Upon receipt of the notification the State of Registry and the State of the Operator shall, as
soon as possible, provide the State of Occurrence with any relevant information regarding the
aircraft and flight crew involved.
The State of Occurrence shall institute an investigation into the circumstances of the accident.
Such State shall also be responsible for the conduct of the investigation. It may delegate the
whole or any part of the investigation to the State of Registry or the State of the Operator. In
this case the State of Occurrence shall use every means to facilitate the investigation.
Rights The State of Registry and the State of the Operator shall be entitled to
appoint an accredited representative to participate in the investigation. When neither
the State of Registry, nor the State of the Operator, appoint an accredited
representative, the Slate conducting the investigation should invite the operator to
participate, subject to the procedures of the State conducting the investigation
Final Report
The Final Report of the investigation of an accident shall be sent with a minimum of delay to:
Annex 17 - Security
General
Each Contracting State shall specify to ICAO the appropriate authority designated to develop,
implement and maintain a national civil aviation security program
The aim of aviation security shall be to safeguard international civil aviation operations
against acts of unlawful interference.
Safety of passengers, crew, ground personnel and the general public shall be the primary
objective of each Contracting State in all matters related to the safeguarding against acts of
unlawful interference with international civil aviation.
Each Contracting State shall establish an organization, develop plans and implement
procedures, which together provide a standardized level of security for the operation of
international flights in normal operating conditions and which are capable of rapid expansion
to meet any increased security risk,
Organisation
National Organisation
International Co-Operation
Each Contracting State shall co-operate with other states in order to adapt their respective
national civil aviation security programmes as necessary.
Contracting States shall, as necessary, co-operate with each other in the development and
exchange of information concerning training programmes.
Each Contracting State shall establish measures to prevent weapons, explosives or any other
dangerous devices which may be used to commit an act of unlawful interference, the carriage
or bearing of which is not authorized, from being introduced, by any means whatsoever, on
board an aircraft engaged in international civil aviation.
Note: In applying the above Standard special attention must be paid to the threat
posed by explosive devices concealed in, or using electric, electronic or battery-
operated items carried as hand baggage and/or in checked baggage.
Contracting States should ensure that the carriage of weapons on board aircraft, by law
enforcement officers and other authorized persons acting in the performance of their duties
requires special authorization in accordance with the laws of the state involved
Contracting States should ensure that the carriage of weapons in other cases is allowed only
when an authorized and duly qualified person has determined that they are not loaded, if
applicable, and then only if stowed in a place inaccessible to any person during flight time.
Contracting States should ensure that the PIC is notified as to the number of armed persons
and their seat locations
Each Contracting State shall ensure that pre-flight checks of originating aircraft assigned to
international flights include measures to discover suspicious objects or anomalies that could
conceal weapons, explosives or any other dangerous devices.
Each Contracting State shall ensure that adequate measures are taken to control transfer and
transit passengers and their cabin baggage to prevent unauthorized articles from being taken
on board aircraft engaged in international civil aviation operations.
Each Contracting State shall establish measures to ensure that the aircraft operator and the
PIC are informed when passengers are obliged to travel because they have been the subject
of judicial or administrative proceedings, in order that appropriate security measures can be
taken.
Each Contracting State should require operators providing service from that state, to include
in their security programmes, measures and procedures to ensure safety on board their
aircraft when passengers are to he carried who are obliged to travel because they have been
the subject of judicial or administrative proceedings
Each Contracting State shall establish measures to ensure that operators when providing
service from that State do not transport the baggage of passengers who are not on board the
aircraft unless the baggage separated from passengers is subjected to other security control
measures.
Each Contracting State shall establish procedures and identification systems to prevent
unauthorized access by persons or vehicles to:
Each Contracting State shall take adequate measures for the safety of passengers and crew
of an aircraft which is subjected to an act of unlawful interference until their journey can be
continued.
Each Contracting State responsible for providing ATS for an aircraft which is subject to
unlawful interference shall collect all pertinent information on the flight of that aircraft and
transmit that information to all other states responsible for the ATS units concerned.
Each Contracting State shall take measures, as it may find practicable, to ensure that an
aircraft subjected to an act of unlawful seizure which has landed in its territory is detained on
the ground unless its departure is necessitated by the overriding duty to protect human life,
Reports
Document 4444 and Annexes 2, 6, 9, 10, 11, 13, and 14 all contain further information
regarding aviation security.
Annex 2
Any aircraft that is being subjected to unlawful interference shall endeavour to:
This is to ensure that the ATS unit gives priority to the aircraft and minimizes any risk of
conflict with other aircraft.
The following procedures are intended as guidance for use by aircraft when unlawful
interference occurs and the aircraft is unable to notify an ATS unit of this fact.
¾ The PlC should attempt to continue flying on the assigned track and at the
assigned cruising level, until
¾ An ATS can be notified, or, the aircraft is within radar coverage
Where the aircraft must depart from its assigned track or level without being able to make
radio contact with ATS, the PlC should, whenever possible:
¾ Attempt to broadcast warnings on the VHF emergency frequency and any other
appropriate frequencies, unless circumstances dictate otherwise
¾ Other equipment such as on board transponders, data links etc should also be
used, conditions permitting
¾ Proceed in accordance with the applicable special procedures for in-flight
contingencies, where such procedures have been established and promulgated
¾ If there is no applicable regional procedure, proceed at a level which differs from
the cruising levels normally used for IFR flight:
Annex 6
In all aeroplanes the flight crew compartment door should be capable of being locked from
within the compartment
An operator shall ensure that there is on board a checklist of the procedures to be followed in
searching for a bomb in case of suspected sabotage. The checklist shall be supported by
guidance on the course of action to be taken should a bomb or suspicious object be found,
Training Programmes
An operator shall establish and maintain a training programme that enables crew members to
act in the most appropriate manner to minimize the consequences of acts of unlawful
interference.
¾ Passengers
¾ Baggage
¾ Cargo
¾ Mail
¾ Equipment
¾ Stores
¾ Supplies intended for carriage on an aeroplane
so that they contribute to the prevention of acts of sabotage or other forms of unlawful
interference.
An isolated aircraft parking position shall be designated or the aerodrome control tower shall
be advised of an area or areas suitable for the parking of an aircraft which is known or
believed to be the subject of unlawful interference, or which for other reasons needs isolation
from normal aerodrome activities.
The isolated aircraft parking position should be located at the maximum distance practicable
and in any case never less than 100 m from other parking positions, buildings or public areas.
Care should be taken to ensure that the position is not located over underground utilities such
as gas and aviation fuel and, to the extent feasible, electrical or communication cables
An aircraft known or believed to be the subject of unlawful interference or which for other
reasons needs isolation from normal aerodrome activities shall be cleared to the designated
isolated parking position. Where such an isolated parking position has not been designated,
or if the designated position is not available, the aircraft shall be cleared to:
¾ A position within the area or areas selected by prior agreement with the
aerodrome authority
¾ The taxi clearance shall specify the taxi route to be followed to the parking
position
¾ The route shall be selected with a view to minimizing any security risks to the
public, other aircraft and installations at the aerodrome