Rules and Regulations EASA

General Part
RAR
23-FEB-2017
Rules and Regulations I
Table of Contents
General Information
1 Introduction 1.1 Content of the RAR Section 10

1.2 ICAO Regional Supplementary Procedures 10
2 RAR In-Flight 2.1 Flight Information Region and Service 21

2.2 Advisory Routes, Advisory Airspaces and Air
Traffic Advisory Service 21
2.2.1 Advisory Routes (ADR) and Advisory Airspaces 21
2.2.2 Air Traffic Advisory Service 21
2.3 Controlled Airspace and ATC 23
2.3.1 Types of ATC Airspaces 23
2.3.2 Air Traffic Services (ICAO Annex 11) 24
2.3.2.1 Objectives of the Air Traffic Services 24
2.3.2.2 Air Traffic Control Service 24
2.3.2.3 Flight Information Service (FIS) 40
2.3.2.4 ATS Airspace Classes - Services Provided and
Flight Requirements 41
2.4 Alerting, Search and Rescue (SAR) 43
2.4.1 Alerting Service 43
2.4.2 Intercepting a Distress Transmission 50
2.4.3 Search and Rescue Signals 50
2.5 Airspace Restrictions 61
2.5.1 Prohibited, Restricted and Danger Areas 61
2.5.2 Identification and Delineation of Prohibited,
Restricted and Danger Areas 61
2.5.3 Air Defense Identification Zone (ADIZ) 61
2.6 General Flight Rules 63
2.6.1 Applicability of the Rules of the Air 63
2.6.2 Avoidance of Collisions 63
2.6.2.1 General 63
2.6.2.2 Proximity 64
2.6.2.3 Right-of-Way 64
2.6.2.4 Lights to be Displayed by Aircraft 70
2.6.2.5 Simulated Instrument Flights 80
2.6.2.6 Operation on and in the Vicinity of an
Aerodrome 80
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II Rules and Regulations
2.6.3 Aeroplane Instruments, Equipment and Flight
Documents 81
2.6.3.1 General 81
2.6.3.2 All Aeroplanes Operated as VFR Flights 81
2.6.3.3 All Aeroplanes on Flights Over Water 81
2.6.3.4 All Aeroplanes on Flights Over Designated Land
Areas 82
2.6.3.5 All Aeroplanes on High Altitude Flights 82
2.6.3.6 All Aeroplanes in Icing Conditions 83
2.6.3.7 All Aeroplanes Operated in Accordance With
Instrument Flight Rules 83
2.6.3.8 All Aeroplanes When Operated at Night 84
2.6.3.9 Pressurized Aeroplanes When Carrying
Passengers - Weather Radar 84
2.6.3.10 All Aeroplanes Operated Above 49000ft
(15000m) - Radiation Indicator 84
2.6.3.11 All Aeroplanes Complying With the Noise
Certification Standards in Annex 16, Volume I 90
2.6.3.12 Mach Number Indicator 90
2.6.3.13 Aeroplanes Required to be Equipped with
Ground Proximity Warning Systems (GPWS) 90
2.6.3.14 Emergency Locator Transmitter (ELT) 90
2.6.3.15 Aeroplanes Required to be Equipped With an
Airborne Collision Avoidance System (ACAS II) 100
2.6.3.16 Requirements for Pressure-altitude Reporting
Transponders 100
2.6.4 Aeroplane Communication and Navigation
Equipment 100
2.6.4.1 Communication Equipment 100
2.6.4.2 Navigation Equipment 101
2.6.4.3 Installation 102
2.7 Visual Flight Rules (VFR) 103
2.7.1 General 103
2.7.2 Compliance with ATC Procedures 103
2.7.3 VMC Visibility and Distance from Cloud Minima 104
2.7.4 Change from VFR Flight to IFR Flight 104
2.8 Instrument Flight Rules (IFR) 110
2.8.1 Aircraft Equipment 110
2.8.2 Change from IFR Flight to VFR Flight 110
2.8.3 Communications 110
2.8.4 Position Reports 110
2.9 Units of Measurement 121
2.10 Altimeter Setting 123
2.10.1 Introduction to Altimeter Setting Procedures 123
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Rules and Regulations III
2.10.2 Basic Altimeter Setting Requirements 124
2.10.2.1 General 124
2.10.2.2 Take-off and Climb 140
2.10.2.3 En Route 140
2.10.2.4 Approach and Landing 140
2.10.2.5 Missed Approach 140
2.11 Altitude Regulations 141
2.11.1 Regulated Altitudes 141
2.11.1.1 Decision Altitude/Height (DA/H) 141
2.11.1.2 Maximum Authorized Altitude (MAA) 141
2.11.1.3 Minimum Crossing Altitude (MCA) 141
2.11.1.4 Minimum Descent Altitude (MDA) or Minimum
Descent Height (MDH) 141
2.11.1.5 Minimum En-route Altitude (MEA) 142
2.11.1.6 Minimum En Route IFR Altitude (MEA) 142
2.11.1.7 Minimum Holding Altitude (MHA) 142
2.11.1.8 Minimum Grid Altitude (MGA) 142
2.11.1.9 Minimum Obstacle Clearance Altitude (MOCA) 142
2.11.1.10 Minimum Obstruction Clearance Altitude
(MOCA) 142
2.11.1.11 Minimum Reception Altitude (MRA) 142
2.11.1.12 Minimum Sector Altitude (MSA) 142
2.11.1.13 Minimum Terrain Clearance Altitude (MTCA) 143
2.11.1.14 Terminal Arrival Altitude (TAA) 143
2.11.2 Relationship OCA/H to DA/H for PA 145
2.11.3 Relationship OCA/H to MDA/H for NPA 146
2.11.4 Relationship OCA/H to MDA/H for Circling 150
2.11.5 Minimum Heights 160
2.11.6 Minimum Heights for VFR Flights 160
2.11.7 Minimum Levels - IFR Flights 160
2.11.8 Cruising Levels 160
2.11.8.1 VFR Flights 160
2.11.8.2 IFR Flights 160
2.11.9 Semicircular Cruising Level System (ICAO) 161
2.11.9.1 ICAO Cruising Level Table for RVSM (FEET) 162
2.11.9.2 ICAO Cruising Level Table for Non-RVSM (FEET) 163
2.11.9.3 ICAO Cruising Level Table for RVSM (METERS) 164
2.11.9.4 ICAO Cruising Level Table for Non-RVSM
(METERS) 170
2.12 Separation Methods and Minima 181
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IV Rules and Regulations
2.12.1 Provisions for the Separation of Controlled
Traffic 181
2.12.2 Vertical Separation 181
2.12.3 Horizontal Separation 183
2.12.3.1 Lateral Separation 183
2.12.3.2 Longitudinal Separation 200
2.12.4 Wake Turbulence Separation 241
2.12.4.1 Wake Turbulence Categories (WTC) of Aircraft 241
2.12.4.2 Wake Turbulence Separation Standards 250
2.12.4.3 Separation between Aircraft Holding in Flight 261
2.12.4.4 Separation between Departing Aircraft 261
2.12.4.5 Separation between Departing and Arriving
Aircraft 261
2.12.4.6 Indication of Wake Turbulence Category 261
2.12.5 Clearance to Maintain Own Separation in VMC 262
2.12.6 Reduced Runway Separation Minima Between
Aircraft Using the Same Runway 262
2.12.7 Strategic Lateral Offset Procedures (SLOP) 264
2.13 Flight Plan and Clearance 270
2.13.1 Flight Plans (ICAO Annex 2) 270
2.13.1.1 Submission of a Flight Plan 270
2.13.1.2 Contents of a Flight Plan 270
2.13.1.3 Completion of a Flight Plan 280
2.13.1.4 Changes to a Flight Plan 280
2.13.1.5 Closing a Flight Plan 280
2.13.1.6 Adherence to Current Flight Plan 281
2.13.2 Flight Plan (ICAO Doc 4444) 283
2.13.2.1 Flight Plan Form 283
2.13.2.2 Submission of a Flight Plan 283
2.13.2.3 Acceptance of a Flight Plan 284
2.13.2.4 ICAO Model Flight Plan Form 290
2.13.2.5 Instructions For the Completion of the Flight
Plan Form 300
2.13.2.6 Use of Repetitive Flight Plans (RPLs) 341
2.13.2.7 Movement Messages 343
2.13.3 Air Traffic Control Clearances (ICAO Annex 2) 350
2.13.4 European Airport Collaborative Decision Making
(CDM) 361
2.13.4.1 Introduction 361
2.13.4.2 General 361
2.13.4.3 European Airport CDM Operating Procedures 363
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Rules and Regulations V
2.13.4.4 Acronyms and Definitions used in European
Airport CDM 370
2.14 Communication 381
2.14.1 General 381
2.14.2 Position Reports 381
2.14.3 Communication Failure Procedures 381
2.15 Flight Permission 390
2.15.1 Scheduled/Non-Scheduled Air Services 390
2.15.2 Permission for Scheduled Flights 390
2.15.3 Permission for Non-Scheduled Flights 400
2.16 Miscellaneous 401
2.16.1 Notification of Suspected Communicable
Diseases, or Other Public Health Risk, On Board
an ACFT 401
2.16.2 Laser Beam Illuminations 401
2.16.2.2 Preventative Procedures 401
2.16.2.3 Airspace Safety 402
2.17 Emergency 410
2.17.1 Distress and Urgency Signals 410
2.17.2 Fuel Dumping 420
2.17.3 Emergency Descent 421
2.18 Interception Principles and Signals 430
2.18.1 Definition 430
2.18.2 Principles to be Observed by States 430
2.18.3 Flight Crew Procedures 430
2.18.4 Signals for Use in the Event of Interception 440
2.18.5 Interception Maneuvers 442
2.18.6 Guidance of an Intercepted Aircraft 460
2.18.7 ATC Procedures 460
2.19 Unlawful Interference 461
2.19.1 Flight Crew Procedures 461
2.19.2 ATC Procedures 461
3 Rules on Ground 3.1 Signals for Aerodrome Traffic 470

3.1.1 Light and Pyrotechnic Signals 470
3.2 Minimum Runway Occupancy Time (MROT) 470
3.3 Autonomous Runway Incursion Warning System
(ARIWS) 480
3.4 ILS Facility Performance Categories 481
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VI Rules and Regulations
3.4.1 General 481
3.4.2 Operational Use of ILS Performance Categories 482
4 Air Traffic Management 4.1 Air Traffic Control Clearances 490

(ICAO Doc 4444)
4.1.1 Scope and Purpose 490
4.1.2 Aircraft Subject to ATC for Part of Flight 490
4.1.3 Flights Through Intermediate Stops 490
4.1.4 Contents of Clearances 490
4.1.5 Description of Air Traffic Control Clearances 500
4.1.6 Standard Clearances for Departing Aircraft 501
4.1.6.1 Contents 501
4.1.6.2 Clearances on a SID 501
4.1.6.3 Communication Failure Departing Aircraft 510
4.1.7 Standard Clearances for Arriving Aircraft 510
4.1.7.1 Contents 510
4.1.7.2 Clearances on a STAR 510
4.1.8 Clearance for an IFR flight to Execute a Visual
Approach 520
4.2 ATS Surveillance Service 530
4.2.1 Use of ATS Surveillance Systems in the Air
Traffic Control Service 530
4.2.1.1 Functions 530
4.2.1.2 Separation Application 530
4.2.1.3 Separation Minima Based on ATS Surveillance
Systems 540
4.2.2 Use of ATS Surveillance Systems in the
Approach Control Service 541
4.2.2.2 General Approach Control Procedures Using
ATS Surveillance Systems 541
4.2.2.3 Vectoring to Pilot-interpreted Final Approach
Aid 542
4.2.2.4 Vectoring for Visual Approach 542
4.2.2.5 Radar Approaches 542
4.2.2.6 Final Approach Procedures 550
4.2.3 Use of ATS Surveillance Systems in the
Aerodrome Control Service 561
4.2.3.2 Use of ATS Surveillance Systems for Surface
Movement Control 562
4.3 Miscellaneous Procedures 570
4.3.1 Speed Control Instructions 570
4.3.1.1 Horizontal Speed Control Instructions 570
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Rules and Regulations VII
4.3.1.2 Vertical Speed Control Instructions 580
4.3.2 Change from IFR to VFR Flight 580
4.3.3 Expected Approach Time (EAT) 590
4.3.4 Collision Hazard Information 590
5 PANS-OPS Procedure 5.1 General 601

Design Criteria
5.2 Aircraft Procedure Categorization 601
5.3 Obstacle Clearance 602
5.4 Approach Segments 610
5.4.1 Arrival Route (1) 610
5.4.2 Initial Approach Segment (2) 620
5.4.2.1 Dead Reckoning (DR) segment 630
5.4.3 Intermediate Approach Segment (3) 630
5.4.4 Final Approach Segment (4) 640
5.4.5 Missed Approach Segment (5) 641
5.4.5.1 Missed Approach Procedure (EASA OPS) 650
5.5 Visual Maneuvering (Circling) Area 660
5.5.1 General 660
5.5.2 Visual Flight Maneuver 660
5.5.3 Visual Maneuvering (Circling) Area 660
5.5.4 Missed Approach Procedure While Circling 670
5.5.5 Visual Maneuvering With Prescribed Tracks
(VPT) 670
5.6 Departure Procedures 710
5.6.1 General 710
5.6.2 Types of Departures 710
5.6.3 Beginning of the Departure Procedure 710
5.6.4 End of the Departure Procedure 720
5.6.5 Standard Departure Procedures Design
Gradient (PDG) 720
5.7 Holding Criteria 721
5.7.1 General 721
5.7.2 Standard Turn Direction 721
5.7.3 Holding Speeds 721
5.7.4 Bank Angle / Rate of Turn 721
5.7.5 Allowance for Known Wind 721
5.7.6 Timing 722
5.7.7 Outbound Leg Length Based on a DME Distance 722
5.7.8 Limiting Radials 722
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5.7.9 ATC Notification 722
5.7.10 Entry Procedures 722
5.7.11 Special Entry Procedure for VOR/DME Holding 730
5.7.11.1 Arrival at a VOR/DME Holding and
Corresponding Entry Procedures 730
5.7.12 Holding 750
5.7.13 Obstacle Clearance 760
5.7.13.1 Holding and Buffer Area 760
5.7.13.2 Minimum Holding Level 760
5.7.13.3 Obstacle Clearance over High Terrain or in
Mountainous Areas 760
5.7.14 RNAV Holding Procedures 770
5.7.14.2 ACFT Equipped with RNAV Systems with
Holding Functionality 770
5.7.14.3 ACFT Equipped with RNAV Systems Without
Holding Functionality 770
5.7.14.4 Pilot Responsibilities 780
5.7.14.5 Holding Patterns 780
5.7.14.6 Holding Entry 780
6 FAA TERPS Procedure 6.1 General 790

Design Criteria
6.2 Aircraft Approach Categories 790
6.3 Holding Procedure Airspeeds 790
6.4 Maneuvering Table 790
6.5 Circling Approach Obstacle Protected Airspace 790
6.6 Circling Approach Maneuvering Radius 800
6.6.1 TERPS Circling Approach Maneuvering Airspace
Radius 800
6.6.2 New TERPS Expanded Circling Approach
Maneuvering Airspace Radius 800
6.6.3 Obstacles below DA/MDA 801
6.7 Missed Approach Climb Gradient 801
7 OpSpec Aerodrome 7.1 Take-Off Minima 803

Operating Minima for FAR
Operators 7.1.1 Operators Applying U.S. OpSpec Except USA 803
7.2 ILS System Minima 804
8 EASA OPS Aerodrome 8.1 Introduction 810

Operating Minima
8.2 Tables Recommended for Determination of
Landing and Take-Off Minima 820
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Rules and Regulations IX
8.2.1 Example for Determination of Landing Minima
with Failed or Downgraded Ground Equipment 820
8.2.2 Example for Determination of Landing Minima
with Raised OCA/H 822
8.3 Aerodrome Operating Minima 830
8.4 Low Visibility Operations (LVO) 830
8.4.1 LVO Approval 840
8.4.2 General Operating Requirements 840
8.4.3 Aerodrome Related Requirements 840
8.4.4 Flight Crew Training and Qualifications 841
8.4.5 Operating Procedures 841
8.4.6 Minimum Equipment 841
8.5 Take-Off Operations 842
8.5.1 General 842
8.5.2 Visual Reference 842
8.5.3 Required RVR/VIS 842
8.5.4 Low Visibility Take-Off (LVTO) Operations 842
8.5.4.1 Secondary Power Supply Requirements for
LVTO Operations (ICAO Annex 14) 850
8.5.5 Take-Off Minima 860
8.5.6 Assumed Engine Failure Height Above the
Runway Versus RVR/VIS 861
8.6 Approach Flight Technique 862
8.7 Commencement and Continuation of Approach 862
8.8 Conversion of Reported Meteorological Visibility
to RVR/CMV 870
8.9 Effect on Landing Minima of Temporarily Failed
or Downgraded Ground Equipment 870
8.9.1 General 870
8.9.2 Failed or Downgraded Ground Equipment 890
8.10 NPA, APV, Cat 1 Operations 910
8.10.1 Definitions 910
8.10.2 Decision Height (DH) for NPA, APV, Cat 1
Operations 910
8.10.3 Minimum Descent Height (MDH) for NPA
Operations 910
8.10.4 System Minima 910
8.10.5 Criteria for Establishing RVR/CMV 920
8.10.6 Determination of RVR/CMV/VIS Minima for NPA,
APV, Cat 1 920
8.10.6.1 Approach Lighting Systems 930
8.10.6.2 RVR/CMV vs. DH/MDH 940
8.10.6.3 Minimum/Maximum Applicable RVR/CMV 960
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X Rules and Regulations
8.10.7 Visual Reference for NPA, APV and Cat 1
Operations 960
8.11 Cat 1 Lower Than Standard (Cat 1 LTS)
Operation 970
8.11.2 Provisions for Cat 1 LTS Operations 970
8.11.3 Cat 1 LTS Operation Minima 970
8.11.4 Visual References for Cat 1 LTS Operations 970
8.12 Cat 2 and Cat 2 Other Than Standard (Cat 2
OTS) Operations 980
8.12.2 Provisions for Cat 2 and Cat 2 OTS Operations 980
8.12.3 Cat 2 Operations Minima 990
8.12.4 Cat 2 OTS Operations Minima 990
8.12.5 Visual Reference for Cat 2 and Cat 2 OTS
Operations 990
8.13 Cat 3 Operations 1000
8.13.2 Provisions for Cat 3 Operations 1000
8.13.3 Cat 3 Operations Minima 1000
8.13.4 Visual Reference for Cat 3 Operations 1010
8.13.5 Crew Actions in Case of Autopilot Failure at or
Below DH in Fail-Passive Cat 3 Ops 1010
8.14 Enhanced Vision Systems (EVS) Operations 1010
8.14.2 Visual References for Approach Operations
Utilizing EVS 1010
8.14.3 EVS Operations Minima 1020
8.15 Circling Operations 1030
8.15.2 Circling Minima 1040
8.15.3 Conduct of Flight - General 1040
8.15.4 Instrument Approach Followed by Visual
Manoeuvring (Circling) Without Prescribed
Tracks 1040
8.15.5 Instrument Approach Followed by a Visual
Manoeuvring (Circling) with Prescribed Track 1050
8.15.6 Missed Approach 1050
8.15.7 Circling on the Lido Instrument Approach Charts
(IAC) 1070
8.16 Visual Approach Operations 1080
8.17 Satellite-Based Augmentation System (SBAS)
Operations 1080
8.18 Increments Specified by the Competent
Authority 1080
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Rules and Regulations XI
9 Noise Abatement 9.1 General Noise Abatement Information 1081
Procedures (ICAO Doc
8168) 9.2 Noise Preferential Runways 1081
9.3 Noise Preferential Routes 1082
9.4 Aeroplane Operating Procedures 1090
9.4.1 Introduction 1090
9.4.2 Operational Limitations 1090
9.4.3 Development of Procedures 1090
9.4.4 Aeroplane Operating Procedures - Approach 1100
9.4.5 Aeroplane Operating Procedures - Landing 1101
9.4.6 Displaced Thresholds 1101
9.4.7 Configuration and Speed Changes 1101
9.4.8 Upper Limit 1101
9.4.9 Communications 1101
9.5 Noise Abatement Departure Climb Guidance 1102
9.5.1 General 1102
9.5.2 ICAO Noise Abatement Departure Climb (NADP
1) 1110
9.5.3 ICAO Noise Abatement Departure Climb (NADP
2) 1120
9.5.4 TKOF PROC A 1130
9.5.5 TKOF PROC B 1140
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Rules and Regulations 10
1 Introduction
1.1 Content of the RAR Section

The RAR Section mainly contains ICAO Procedures, ICAO Standards And Recommended Practices (SARPs)
and other rules and regulations from various sources, including, but not limited to:
a) extracts from selected ICAO Documents, such as:
- Doc 8168 - Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS)
- Doc 4444 - Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM)
- Annexes to the Convention of International Civil Aviation
b) extracts from the EASA Air Operations Regulation, Acceptable Means of Compliance (AMC) and
Guidance Material (GM)
c) extracts from the United States Standard for Terminal Instrument Procedures (TERPS)
Differences to the ICAO Procedures, ICAO SARPs and other rules and regulations contained in the RAR Section
are published in the respective parts of the Lido/RouteManual:
a) Regional Supplementary Information (RSI);
b) Country Rules and Regulations (CRAR);
c) Airport Operational Information (AOI).
1.2 ICAO Regional Supplementary Procedures

The Regional Supplementary Information (RSI) section of the Lido/RouteManual contains Regional
Supplementary Procedures for each ICAO Region.
These procedures are supplementary to the provisions contained in the Rules and Regulations (RAR) section
of the Lido/RouteManual.
ICAO has established eight different ICAO Regions. The area of application for each ICAO Region is shown in
the overview below.
ICAO Region Area of Application
AFI Africa-Indian Ocean
CAR Caribbean
EUR Europe
MID/ASIA Middle East/Asia
NAM North America
NAT North Atlantic
PAC Pacific
SAM South America
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60 60
NAM NAT EUR MID / ASIA

50 50
40 40
30 30
20 20
CAR
10 PAC 10
0 0
20
10 10
20 20
30 30
40 40
PAC SAM AFI MID / ASIA
50 50
60 60
70 70
170 160 150 140 130 120 110 100 90 80 70 60 50 40 30 20 10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
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2 RAR In-Flight
2.1 Flight Information Region and Service

c Flight Information An airspace of defined dimensions within which flight information service and alerting
Region (FIR) service are provided.
Flight information regions shall be delineated to cover the whole of the air route
structure to be served by such regions.
a A flight information region shall include all airspace within its lateral limits, except as
limited by an upper flight information region.
c Upper Flight Where a flight information region is limited by an upper flight information region, the
Information lower limit specified for the upper flight information region shall constitute the upper
Region (UIR) vertical limit of the flight information region and shall coincide with a VFR cruising
level.
a In cases where an upper flight information region is established the procedures
applicable therein need not be identical with those applicable in the underlying flight
information region.
c Flight Information A service provided for the purpose of giving advice and information useful for the safe
Service (FIS) and efficient conduct of flights.
2.2 Advisory Routes, Advisory Airspaces and Air Traffic Advisory Service
2.2.1 Advisory Routes (ADR) and Advisory Airspaces
a Advisory Routes are designated routes along which air traffic advisory service is available.
a Air traffic control service provides a much more complete service than air traffic advisory service; advisory
areas and routes are therefore not established within controlled airspace, but air traffic advisory service may
be provided below and above control areas.
a Advisory Airspaces are airspaces of defined dimensions, or designated routes, within which air traffic
advisory service is available.
2.2.2 Air Traffic Advisory Service
a Objective and Basic Principles
a Air Traffic Advisory Service is a service provided within advisory airspace to ensure separation, in so far as
practical, between aircraft which are operating on IFR flight plans.
a 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 flight information service. It may be provided to aircraft conducting IFR
flights in advisory airspace or on advisory routes (Class F airspace). Such areas or routes will be specified by
the State concerned.
a 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 flight
information service 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.
a Air traffic advisory service does not afford the 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.
a To make this quite clear, air traffic advisory service does not deliver clearances but only advisory
information and it uses the word advise or suggest when a course of action is proposed to an aircraft.
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22 Rules and Regulations
a Aircraft Using the Air Traffic Advisory Service
a IFR flights electing to use or required by the appropriate ATS authority on the basis of regional air navigation
agreements 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:
a a) the flight plan and changes thereto 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;
a Note 1 - It is assumed that a pilot will not effect a change in the current flight plan until he or she has
notified the intended change to the appropriate ATS unit and, if practicable, has received
acknowledgement or relevant advice.
a Note 2 - When a flight is operating or about to operate in a control area to continue eventually into an
advisory area or along an advisory route, a clearance may be issued for the whole route, but the
clearance as such, or revisions thereto, applies only to those portions of the flight conducted within
control areas and control zones. Advice or suggestions would be provided as necessary for the
remaining portion of the route.
a b) 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;
a c) air-ground contacts shall be made with the air traffic services unit designated to provide air traffic
advisory service within the advisory airspace or portion thereof.
a Aircraft not Using the Air Traffic Advisory Service
a Aircraft wishing to conduct IFR flights within advisory airspace, but not electing to use the air traffic advisory
service, shall nevertheless submit a flight plan, and notify changes made thereto to the unit providing that
service.
a IFR flights intending to cross an advisory route should do so as nearly as possible at an angle of 90 degrees
to the direction of the route and at a level, appropriate to its track, selected from the tables of cruising levels
prescribed for use by IFR flights operating outside controlled airspace.
a Air Traffic Services Units
a An air traffic services unit providing air traffic advisory service shall:
a a) 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;
a b) suggest to aircraft a course of action by which a potential hazard may be avoided, giving priority to
an aircraft already in advisory airspace over other aircraft desiring to enter such advisory airspace;
and
a c) pass to aircraft traffic information comprising the same information as that prescribed for area control
service.
a The criteria used as a basis for action under b) and c) above should be at least those laid down for aircraft
operating in controlled airspace and should take into account the limitations inherent in the provision of air
traffic advisory service, navigation facilities and air-ground communications prevailing in the region.
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2.3 Controlled Airspace and ATC
2.3.1 Types of ATC Airspaces
Controlled airspace is an airspace of defined dimensions in which Air Traffic service is provided to flights in
accordance with the airspace classification the flight is operating in.
Rules and Regulations General Information 2.3.2.4 ATS Airspace Classes - Services Provided and Flight
Requirements
Services Provided and Flight Requirements (ICAO Annex 11)
Air Traffic Service- An ATS-Route is a controlled area or portion thereof established in the form of a
Route corridor equipped with radio navigation aids and/or waypoints. The lateral and
(ATS-Route) vertical extent is detailed in the appropriate AIP of the respective country.
Airway width is normally 10NM. Differences in airway width are given, if known,
in the CRAR section with minimum/maximum dimension for the respective
country.
The minimum protected airspace provided for RNAV ATS routes should be
11.1km (6NM) either side of the intended track, within RNAV-equipped aircraft
can be expected to remain for 99.5% of the flight time.
Navigation General Information 4.2 Types of ATS Routes / Airways (ICAO Annex
11)
Control Area A control area is a controlled airspace extending upwards from a specified limit
(CTA) above the earth. The lateral and vertical extent of control areas is detailed in the
appropriate national AIP. In general the lower limit is not less than 700ft GND, a
upper limit is determined when:
Air traffic control is not provided above such limits
Located below an Upper Control Area (UTA)
Lateral limits published by the State are concerned
Traffic Information A TIZ is a non-controlled airspace of defined dimensions extending upwards

Zone (TIZ) (Note 1) from the surface of the earth or water, to a specified upper limit, established in
connection with a non-controlled aerodrome.
Terminal Control Area TMAs are established in the vicinity of aerodromes. Some may include two or
(TMA) (Note 1) more aerodromes.
Control Zone CTRs are established at most controlled aerodromes. Lateral extent is at least
(CTR) (Note 1) 5NM from aerodrome in approach direction. Vertical extent is from ground to
lower limit of CTA. If no CTA exists, an upper limit should be established. A
Control Zone may include two or more aerodromes.
Oceanic Control Area OCAs are areas established over some oceans.
(OCA) (Note 2)
Upper Control Area UTAs are established when it is desirable to limit the number of Control Areas
(UTA) through which high-flying ACFT have to pass. An Upper Control Area always has
a specific lower limit.
Special Use Airspace SUA is an area designated often for military operations. This type of airspace
(SUA) may be identified by the terms "Restricted Airspace", "Prohibited Airspace" or
"Temporary Airspace".
Note 1: The limits of these areas are normally different on each aerodrome. Therefore the CRAR paragraph
2.3 indicates only the minimum/maximum heights found in the respective country.
Note 2: Special procedures for OCA operation apply. Refer to respective RSI.
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2.3.2 Air Traffic Services (ICAO Annex 11)
2.3.2.1 Objectives of the Air Traffic Services
The objectives of the air traffic services shall be to:
a) prevent collisions between aircraft;
b) prevent collisions between aircraft on the manoeuvring area and obstructions on that area;
c) expedite and maintain an orderly flow of air traffic;
d) provide advice and information useful for the safe and efficient conduct of flights;
e) notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such
organizations as required.
2.3.2.2 Air Traffic Control Service

2.3.2.2.1 Application and Provision of Air Traffic Control Service
Application
Air traffic control service shall be provided:
a) to all IFR flights in airspace Classes A, B, C, D and E;
b) to all VFR flights in airspace Classes B, C and D;
c) to all special VFR flights;
d) to all aerodrome traffic at controlled aerodromes.
Provision of Air Traffic Control Service
The air traffic control service is divided in three parts as follows:
a) Area control service: the provision of air traffic control service for controlled flights;
b) Approach control service: the provision of air traffic control service for those parts of controlled
flights associated with arrival or departure;
c) Aerodrome control service: the provision of air traffic control service for aerodrome traffic.
The parts of air traffic control service described above shall be provided by the various units as follows:
a) Area control service:
- by an area control centre; or
- by the unit providing approach control service in a control zone or in a control area of limited
extent which is designated primarily for the provision of approach control service and where no
area control centre is established.
b) Approach control service:
- by an aerodrome control tower or area control centre when it is necessary or desirable to
combine under the responsibility of one unit the functions of the approach control service with
those of the aerodrome control service or the area control service;
- by an approach control unit when it is necessary or desirable to establish a separate unit.
c) Aerodrome control service: by an aerodrome control tower.
2.3.2.2.2 Operation of Air Traffic Control Service

In order to provide air traffic control service, an air traffic control unit shall:
a) be provided with information on the intended movement of each aircraft, or variations therefrom, and
with current information on the actual progress of each aircraft;
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c) 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;
d) coordinate 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.
e) Information on aircraft movements, together with a record of air traffic control clearances issued to
such aircraft, shall be so displayed as to permit ready analysis in order to maintain an efficient flow of
air traffic with adequate separation between aircraft.
f) Clearances issued by air traffic control units shall provide separation:
- 1) between all flights in airspace Classes A and B;
- 2) between IFR flights in airspace Classes C, D and E;
- 3) between IFR flights and VFR flights in airspace Class C;
- 4) between IFR flights and special VFR flights;
- 5) between special VFR flights when so prescribed by the appropriate ATS authority,
except that, when requested by an aircraft and if so prescribed by the appropriate ATS authority for
the cases listed under 2) above in airspace Classes D and E, a flight may be cleared without
separation being so provided in respect of a specific portion of the flight conducted in visual
meteorological conditions.
Separation by an air traffic control unit shall be obtained by at least one of the following:
a) vertical separation, obtained by assigning different levels selected from:
- the appropriate table of cruising levels, or
- a modified table of cruising levels for flight above FL410,
except that the correlation of levels to track as prescribed therein shall not apply whenever otherwise
indicated in appropriate aeronautical information publications or air traffic control clearances;
a) horizontal separation, obtained by providing:
- longitudinal separation, by maintaining an interval between aircraft operating along the same,
converging or reciprocal tracks, expressed in time or distance; or
- lateral separation, by maintaining aircraft on different routes or in different geographical areas;
b) composite separation, consisting of a combination of vertical separation and one of the other forms of
separation contained in a) above, using minima for each which may be lower than, but not less than
half of, those used for each of the combined elements when applied individually. Composite
separation shall only be applied on the basis of regional air navigation agreements.
For all airspace where a reduced vertical separation minimum of 300m (1000ft) is applied between FL290
and FL410 inclusive, a programme shall be instituted, on a regional basis, for monitoring the height-keeping
performance of aircraft operating at these levels, in order to ensure that the continued application of this
vertical separation minimum meets the safety objectives. The scope of regional monitoring programmes shall
be adequate to conduct analyses of aircraft group performance and evaluate the stability of altimetry system
error.
a Where RCP/RSP specifications are applied, programmes shall be instituted for monitoring the performance of
the infrastructure and the participating aircraft against the appropriate RCP and/or RSP specifications, to
ensure that operations in the applicable airspace continue to meet safety objectives. The scope of monitoring
programmes shall be adequate to evaluate communication and/or surveillance performance, as applicable.
d
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2.3.2.3 Flight Information Service (FIS)
Application
Flight information service shall be provided to all aircraft which are likely to be affected by the information
and which are:
a) provided with air traffic control service; or
b) otherwise known to the relevant air traffic services units.
Note: Flight information service does not relieve the pilot-in-command of an aircraft of any
responsibilities and the pilot-in-command has to make the final decision regarding any
suggested alteration of flight plan.
Where air traffic services units provide both flight information service and air traffic control service, the
provision of air traffic control service shall have precedence over the provision of flight information service
whenever the provision of air traffic control service so requires.
Note: It is recognized that in certain circumstances aircraft on final approach, landing, take-off and
climb may require to receive without delay essential information other than that pertaining to the
provision of air traffic control service.
Scope of Flight Information Service
Flight information service shall include the provision of pertinent:
a) SIGMET and AIRMET information;
b) information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds;
c) information concerning the release into the atmosphere of radioactive materials or toxic chemicals;
d) information on changes in the availability of radio navigation services;
e) information on changes in condition of aerodromes and associated facilities, including information on
the state of the aerodrome movement areas when they are affected by snow, ice or significant depth
of water;
f) information on unmanned free balloons;
and of any other information likely to affect safety.
Flight information service provided to flights shall include, in addition to that outlined above, the provision of
information concerning:
a) weather conditions reported or forecast at departure, destination and alternate aerodromes;
b) collision hazards, to aircraft operating in airspace Classes C, D, E, F and G;
c) for flight over water areas, in so far as practicable and when requested by a pilot, any available
information such as radio call sign, position, true track, speed, etc., of surface vessels in the area.
Note 1: The information in b), including only known aircraft the presence of which might constitute a
collision hazard to the aircraft informed, will sometimes be incomplete and air traffic services
cannot assume responsibility for its issuance at all times or for its accuracy.
Note 2: When there is a need to supplement collision hazard information provided in compliance with b),
or in case of temporary disruption of flight information service, traffic information broadcasts by
aircraft may be applied in designated airspaces.
ICAO Recommendation:
ATS units should transmit, as soon as practicable, special air-reports to other aircraft concerned, to the
associated meteorological office, and to other ATS units concerned. Transmissions to aircraft should be
continued for a period to be determined by agreement between the meteorological and air traffic services
authorities concerned.
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a Flight information service provided to VFR flights shall include, in addition to that outlined above, the provision
of available information concerning traffic and weather conditions along the route of flight that are likely to
make operation under the visual flight rules impracticable.
2.3.2.4 ATS Airspace Classes - Services Provided and Flight Requirements
Speed Radio COM Subject
Class Type of Separation Service Provided Limitation Requirem to an
Flight Provided (Note) ent ATC CLR
A IFR only
IFR All Aircraft
B Not
VFR Air traffic control service applicable
IFR from IFR
IFR
IFR from VFR
a) Air traffic control
service for separation
C from IFR;
VFR VFR from IFR b) VFR/VFR traffic
information (and traffic
avoidance advice on Continuous Yes
request) two-way
Air traffic control service,

traffic information about VFR
IFR IFR from IFR flights (and traffic avoidance
D advice on request)
250KT IAS
IFR/VFR and VFR/VFR traffic below
VFR NIL information (and traffic 3050m
avoidance advice on request) (10000ft)
Air traffic control service and, AMSL
IFR IFR from IFR as far as practical, traffic
E information about VFR flights
Traffic information as far as
VFR NIL No
practical
IFR from IFR as Air traffic advisory service; Continuous
IFR
F far as practical flight information service two-way
No
VFR No
Continuous
IFR NIL Flight information service
G two-way
VFR No
Note: When the height of the transition altitude is lower than 3050m (10000ft) AMSL, FL100 should be
used in lieu of 10000ft.
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2.4 Alerting, Search and Rescue (SAR)
2.4.1 Alerting Service
Application
Alerting service shall be provided:
a) for all aircraft provided with air traffic control service;
b) in so far as practicable, to all other aircraft having filed a flight plan or otherwise known to the air
traffic services; and
c) to any aircraft known or believed to be the subject of unlawful interference.
Flight information centres or area control centres shall serve as the central point for collecting all information
relevant to a state of emergency of an aircraft operating within the flight information region or control area
concerned and for forwarding such information to the appropriate rescue coordination centre.
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 unit, such unit shall notify immediately the flight information centre or area control
centre responsible which shall in turn notify the rescue coordination centre, except that notification of the
area control centre, flight information centre, or rescue coordination centre shall not be required when the
nature of the emergency is such that the notification would be superfluous.
Nevertheless, whenever the urgency of the situation so requires, the aerodrome control tower or approach
control unit responsible shall first alert and take other necessary steps to set in motion all appropriate local
rescue and emergency organizations which can give the immediate assistance required.
Notification of Rescue Coordination Centres
Without prejudice to any other circumstances that may render such notification advisable, air traffic services
units shall notify (Note) rescue coordination centres immediately an aircraft is considered to be in a state of
emergency in accordance with the following:
Note: When an area control or a flight information centre decides that an aircraft is in the uncertainty
or the alert phase, it shall, when practicable, advise the operator prior to notifying the rescue
coordination centre.
a) Uncertainty phase when:
- no communication has been received from an aircraft within a period of 30min after the time a
communication should have been received, or from the time an unsuccessful attempt to
establish communication with such aircraft was first made, whichever is the earlier, or when
- an aircraft fails to arrive within 30min of the estimated time of arrival last notified to or estimated
by air traffic services units, whichever is the later,
except when no doubt exists as to the safety of the aircraft and its occupants.
b) Alert phase when:
- following the uncertainty phase, subsequent attempts to establish communication with the
aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft, or
when
- an aircraft has been cleared to land and fails to land within 5min of the estimated time of landing
and communication has not been re-established with the aircraft, or when
- information has been received which indicates that the operating efficiency of the aircraft has
been impaired, but not to the extent that a forced landing is likely,
except when evidence exists that would allay apprehension as to the safety of the aircraft and its
occupants, or when
- an aircraft is known or believed to be the subject of unlawful interference.
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c) Distress phase when:
- following the alert phase, further unsuccessful attempts to establish communication with the
aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in
distress, or when
- the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to
reach safety, or when
- information is received which indicates that the operating efficiency of the aircraft has been
impaired to the extent that a forced landing is likely, or when
- information is received or it is reasonably certain that the aircraft is about to make or has made a
forced landing, except when there is reasonable certainty that the aircraft and its occupants are
not threatened by grave and imminent danger and do not require immediate assistance.
The notification shall contain such of the following information as is available in the order listed:
a) INCERFA, ALERFA or DETRESFA, as appropriate to the phase of the emergency;
b) agency and person calling;
c) nature of the emergency;
d) significant information from the flight plan;
e) unit which made last contact, time and means used;
f) last position report and how determined;
g) colour and distinctive marks of aircraft;
h) dangerous goods carried as cargo;
i) any action taken by reporting office; and
j) other pertinent remarks.
Further to the notification, the rescue coordination centre shall, without delay, be furnished with:
a) any useful additional information, especially on the development of the state of emergency through
subsequent phases; or
b) information that the emergency situation no longer exists.
a Use of Communication Facilities
Air traffic services units shall, as necessary, use all available communication facilities to endeavour to
establish and maintain communication with an aircraft in a state of emergency, and to request news of the
aircraft.
Plotting Aircraft in a State of Emergency
When a state of emergency is considered to exist, the flight of the aircraft involved shall be plotted on a chart
in order to determine the probable future position of the aircraft and its maximum range of action from its last
known position. The flights of other aircraft known to be operating in the vicinity of the aircraft involved shall
also be plotted in order to determine their probable future positions and maximum endurance.
Information to the Operator
When an area control or a flight information centre decides that an aircraft is in the uncertainty or the alert
phase, it shall, when practicable, advise the operator prior to notifying the rescue coordination centre.
All information notified to the rescue coordination centre by an area control or flight information centre shall,
whenever practicable, also be communicated, without delay, to the operator.
Information to Aircraft Operating in the Vicinity of an Aircraft in a State of Emergency
When it has been established by an air traffic services unit that an aircraft is in a state of emergency, other
aircraft known to be in the vicinity of the aircraft involved shall, except as provided below, be informed of the
nature of the emergency as soon as practicable.
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When an air traffic services 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
first been referred to in communications from the aircraft involved and it is certain that such reference will
not aggravate the situation.
2.4.2 Intercepting a Distress Transmission
Whenever a distress transmission is intercepted by a pilot-in command of an aircraft, the pilot shall, if
feasible:
acknowledge the distress transmission;
record the position of the aircraft in distress if given;
take a bearing on the transmission;
inform the appropriate rescue coordination center or air traffic services unit of the distress
transmission, giving all available information; and
at the pilots discretion, while awaiting instructions, proceed to the position given in the transmission.
Communication General Information 1.3 Distress and Urgency Radiotelephony Communication Procedures
2.4.3 Search and Rescue Signals
Signals with Surface Craft
The following manoeuvres performed in sequence by an aircraft mean that the aircraft wishes to direct a
surface craft towards an aircraft or a surface craft in distress:
a) circling the surface craft at least once;
b) crossing the projected course of the surface craft close ahead at low altitude and:
- 1) rocking the wings; or
- 2) opening and closing the throttle; or
- 3) changing the propeller pitch.
Note: Due to high noise level on board surface craft, the sound signals in 2) and 3) may be less
effective than the visual signal in 1) and are regarded as alternative means of attracting attention.
c) heading in the direction in which the surface craft is to be directed.
Repetition of such manoeuvres has the same meaning.
The following manoeuvres by an aircraft means that the assistance of the surface craft to which the signal is
directed is no longer required:
crossing the wake of the surface craft close astern at a low altitude and:
a) rocking the wings; or
b) opening and closing the throttle; or
c) changing the propeller pitch.
The following replies may be made by surface craft:
a) for acknowledging receipt of signals:
- the hoisting of the code pennant (vertical red and white stripes) close up (meaning
understood);
- the flashing of a succession of Ts by signal lamp in the Morse code;
- the changing of heading to follow the aircraft.
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b) for indicating inability to comply:
- the hoisting of the international flag N (a blue and white checkered square);
- the flashing of a succession of Ns in the Morse code.
Ground-air Visual Signal Code

Ground-air Visual Signal Code
For Use by Survivors For Use by Rescue Units
Require assistance. Operation completed.
Require medical assistance. We have found all personnel.
No or Negative. We have found only some personnel.
Yes or Affirmative. We are not able to continue. Returning to base.
Have divided into two groups. Each proceeding in

Proceeding in this direction. direction indicated.
Information received that aircraft is in this direction.
Nothing found. Will continue to search.
Symbols shall be at least 2.5m (8ft) long and shall be made as conspicuous as possible.
Note 1: Symbols may be formed by any means such as: strips of fabric, parachute material, pieces of
wood, stones or such like material; marking the surface by tramping, or staining with oil.
Note 2: Attention to the above signals may be attracted by other means such as radio, flares, smoke and
reflected light.
Air-to-ground Signals
The following signals by aircraft mean that the ground signals have been understood:
a) during the hours of daylight:
- by rocking the aircrafts wings;
b) during the hours of darkness:
- flashing on and off twice the aircrafts landing lights or, if not so equipped, by switching on and
off twice its navigation lights.
Lack of the above signal indicates that the ground signal is not understood.
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2.5 Airspace Restrictions
2.5.1 Prohibited, Restricted and Danger Areas
a Prohibited Area
a A prohibited area is an airspace of defined dimensions, above the land areas or territorial waters of a State,
within which the flight of aircraft is prohibited.
a Aircraft shall not be flown in a prohibited area, the particulars of which have been duly published, except in
accordance with the conditions of the restrictions or by permission of the State over whose territory the areas
are established.
a Restricted Area
a A restricted area is 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.
a Aircraft shall not be flown in a restricted area, the particulars of which have been duly published, except in
accordance with the conditions of the restrictions or by permission of the State over whose territory the areas
are established.
a Danger Area
a A danger area is an airspace of defined dimensions within which activities dangerous to the flight of aircraft
may exist at specified times.
a Visual Signals Used to Warn an Unauthorized Aircraft Flying in, or about to Enter a Restricted,
Prohibited or Danger Area
a By day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each
showing, on bursting, red and green lights or stars will indicate to an unauthorized aircraft that it is flying in
or about to enter a restricted, prohibited or danger area, and that the aircraft is to take such remedial action
as may be necessary.
2.5.2 Identification and Delineation of Prohibited, Restricted and Danger Areas
a Each prohibited area, restricted area, or danger area established by a State shall, upon initial establishment,
be given an identification and full details shall be promulgated.
a The identification so assigned shall be used to identify the area in all subsequent notifications pertaining to
that area.
a The identification shall be composed of a group of letters and figures as follows:
a a) nationality letters for location indicators assigned to the State or territory which has established the
airspace;
a b) a letter P for prohibited area, R for restricted area and D for danger area as appropriate; and
a c) a number, unduplicated within the State or territory concerned.
a To avoid confusion, identification numbers shall not be reused for a period of at least one year after
cancellation of the area to which they refer.
2.5.3 Air Defense Identification Zone (ADIZ)
c An ADIZ is a special designated airspace of defined dimensions within which aircraft are required to comply
with special identification and/or reporting procedures additional to those related to the provision of Air Traffic
Services (ATS).
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2.6 General Flight Rules
2.6.1 Applicability of the Rules of the Air
c Territorial Application of the Rules of the Air
c The rules of the air shall apply to aircraft bearing the nationality and registration marks of a Contracting State,
wherever they may be, to the extent that they do not conflict with the rules published by the State having
jurisdiction over the territory overflown.
c If, and so long as, a Contracting State has not notified the International Civil Aviation Organization to the
contrary, it shall be deemed, as regards aircraft of its registration, to have agreed as follows:
c For purposes of flight over those parts of the high seas where a Contracting State has accepted, pursuant to a
regional air navigation agreement, the responsibility of providing air traffic services, the appropriate ATS
authority referred to in this Annex is the relevant authority designated by the State responsible for providing
those services.
c Compliance with the Rules of the Air
c The operation of an aircraft either in flight or on the movement area of an aerodrome shall be in compliance
with the general rules and, in addition, when in flight, either with:
c a) the visual flight rules; or
c b) the instrument flight rules.
c Note: A pilot may elect to fly in accordance with instrument flight rules in visual meteorological
conditions or may be required to do so by the appropriate ATS authority.
c Responsibility for Compliance with the Rules of the Air
c a) Responsibility of pilot-in-command
c The pilot-in-command of an aircraft shall, whether manipulating the controls or not, be responsible
for the operation of the aircraft in accordance with the rules of the air, except that the pilot-in-
command may depart from these rules in circumstances that render such departure absolutely
necessary in the interests of safety.
c b) Pre-flight action
c Before beginning a flight, the pilot-in-command of an aircraft shall become familiar with all available
information appropriate to the intended operation. Pre-flight action for flights away from the vicinity of
an aerodrome, and for all IFR flights, shall include a careful study of available current weather reports
and forecasts, taking into consideration fuel requirements and an alternative course of action if the
flight cannot be completed as planned.
c Authority of Pilot-in-command of an Aircraft
c The pilot-in-command of an aircraft shall have final authority as to the disposition of the aircraft while in
command.
c Problematic use of Psychoactive Substances
c No person whose function is critical to the safety of aviation (safety-sensitive personnel) shall undertake that
function while under the influence of any psychoactive substance, by reason of which human performance is
impaired. No such person shall engage in any kind of problematic use of substances.
2.6.2 Avoidance of Collisions
2.6.2.1 General
a Nothing in these rules shall relieve the pilot-in-command of an aircraft from the responsibility of taking such
action, including collision avoidance manoeuvres based on resolution advisories provided by ACAS
equipment, as will best avert collision.
a Note: It is important that vigilance for the purpose of detecting potential collisions be exercised on
board an aircraft, 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.
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2.6.2.2 Proximity
a An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard.
2.6.2.3 Right-of-Way
c The aircraft that has the right-of-way shall maintain its heading and speed.
c An aircraft that is obliged by the following rules to keep out of the way of another shall avoid passing over,
under or in front of the other, unless it passes well clear and takes into account the effect of aircraft wake
turbulence.
c Approaching Head-on
c When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall
alter its heading to the right.
c Converging
c When two aircraft are converging at approximately the same level, the aircraft that has the other on its right
shall give way, except as follows:
c a) power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons;
c b) airships shall give way to gliders and balloons;
c c) gliders shall give way to balloons;
c d) power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or objects.
c Overtaking
c An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an angle of less
than 70 degrees with the plane of symmetry of the latter, i.e. is in such a position with reference to the other
aircraft that at night it should be unable to see either of the aircrafts left (port) or right (starboard) navigation
lights. An aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether climbing,
descending or in horizontal flight, shall keep out of the way of the other aircraft by altering its heading to the
right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking
aircraft from this obligation until it is entirely past and clear.
c Landing
c An aircraft in flight, or operating on the ground or water, shall give way to aircraft landing or in the final
stages of an approach to land.
c When two or more heavier-than-air aircraft are approaching an aerodrome for the purpose of landing, aircraft
at the higher level shall give way to aircraft at the lower level, but the latter shall not take advantage of this
rule to cut in in front of another which is in the final stages of an approach to land, or to overtake that aircraft.
Nevertheless, power-driven heavier-than-air aircraft shall give way to gliders.
c Emergency Landing
c An aircraft that is aware that another is compelled to land shall give way to that aircraft.
c Taking Off
c An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft taking off or about to
take off.
c Surface Movement of Aircraft
c In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome the
following shall apply:
c a) when 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;
c b) when two aircraft are on a converging course, the one which has the other on its right shall give way;
c c) an aircraft which is being overtaken by another aircraft shall have the right-of-way and the overtaking
aircraft shall keep well clear of the other aircraft.
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c An aircraft taxiing on the manoeuvring area shall stop and hold at all runway-holding positions unless
otherwise authorized by the aerodrome control tower.
c An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and may proceed
further when the lights are switched off.
2.6.2.4 Lights to be Displayed by Aircraft
c a) Except as provided by e), from sunset to sunrise or during any other period which may be prescribed
by the appropriate authority all aircraft in flight shall display:
c - 1) anti-collision lights intended to attract attention to the aircraft; and
c - 2) navigation lights intended to indicate the relative path of the aircraft to an observer and other
lights shall not be displayed if they are likely to be mistaken for these lights.
c b) Except as provided by e), from sunset to sunrise or during any other period prescribed by the
appropriate authority:
c - 1) all aircraft moving on the movement area of an aerodrome shall display navigation lights
intended to indicate the relative path of the aircraft to an observer and other lights shall not be
displayed if they are likely to be mistaken for these lights;
c - 2) 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;
c - 3) all aircraft operating on the movement area of an aerodrome shall display lights intended to
attract attention to the aircraft; and
c - 4) all aircraft on the movement area of an aerodrome whose engines are running shall display
lights which indicate that fact.
c c) Except as provided by e), all aircraft in flight and fitted with anti-collision lights to meet the
requirement of a) 1) shall display such lights also outside the period specified in a).
c d) Except as provided by e), all aircraft:
c - 1) operating on the movement area of an aerodrome and fitted with anti-collision lights to meet
the requirement of b) 3); or
c - 2) on the movement area of an aerodrome and fitted with lights to meet the requirement of b) 4);
c shall display such lights also outside the period specified in b).
c e) A pilot shall be permitted to switch off or reduce the intensity of any flashing lights fitted to meet the
requirements of a), b), c) and d) if they do or are likely to:
c - 1) adversely affect the satisfactory performance of duties; or
c - 2) subject an outside observer to harmful dazzle.
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2.6.2.5 Simulated Instrument Flights
c An aircraft shall not be flown under simulated instrument flight conditions unless:
c a) fully functioning dual controls are installed in the aircraft; and
c b) a qualified pilot occupies a control seat to act as safety pilot for the person who is flying under
simulated instrument conditions. The safety pilot shall have adequate vision forward and to each side
of the aircraft, or a competent observer in communication with the safety pilot shall occupy a position
in the aircraft from which the observers field of vision adequately supplements that of the safety
pilot.
2.6.2.6 Operation on and in the Vicinity of an Aerodrome

c An aircraft operated on or in the vicinity of an aerodrome shall, whether or not within an aerodrome traffic
zone:
c a) observe other aerodrome traffic for the purpose of avoiding collision;
c b) conform with or avoid the pattern of traffic formed by other aircraft in operation;
c c) make all turns to the left, when approaching for a landing and after taking off, unless otherwise
instructed;
c d) land and take off into the wind unless safety, the runway configuration, or air traffic considerations
determine that a different direction is preferable.
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2.6.3 Aeroplane Instruments, Equipment and Flight Documents
2.6.3.1 General
In addition to the minimum equipment necessary for the issuance of a certificate of airworthiness, the
instruments, equipment and flight documents prescribed in the following paragraphs shall be installed or
carried, as appropriate, in aeroplanes according to the aeroplane used and to the circumstances under which
the flight is to be conducted. The prescribed instruments and equipment, including their installation, shall be
approved or accepted by the State of Registry.
An aeroplane shall carry a certified true copy of the air operator certificate and a copy of the operations
specifications relevant to the aeroplane type, issued in conjunction with the certificate. When the certificate
and the associated operations specifications are issued by the State of the Operator in a language other than
English, an English translation shall be included.
The operator shall include in the operations manual a Minimum Equipment List (MEL), approved by the State
of the Operator which will enable the PIC to determine whether a flight may be commenced or continued from
any intermediate stop should any instrument, equipment or systems become inoperative. Where the State of
the Operator is not the State of Registry, the State of the Operator shall ensure that the MEL does not affect
the aeroplanes compliance with the airworthiness requirements applicable in the State of Registry.
2.6.3.2 All Aeroplanes Operated as VFR Flights
All aeroplanes when operated as VFR flights shall be equipped with:
a) a magnetic compass;
b) an accurate timepiece indicating the time in hours, minutes and seconds;
c) a sensitive pressure altimeter;
d) an airspeed indicator; and
e) such additional instruments or equipment as may be prescribed by the appropriate authority.
VFR flights which are operated as controlled flights shall be equipped in accordance with "All Aeroplanes
Operated in Accordance with Instrument Flight Rules".
2.6.3.3 All Aeroplanes on Flights Over Water
Landplanes
Landplanes shall carry one life jacket or equivalent individual flotation device for each person on board,
stowed in a position easily accessible from the seat or berth of the person for whose use it is provided.
a) when flying over water and at a distance of more than 50NM (93km) away from the shore, in the case
of landplanes operated in accordance with Notes 1 and 2 below;
b) when flying en route over water beyond gliding distance from the shore, in the case of all other
landplanes; and
c) when taking off or landing at an aerodrome where, in the opinion of the State of the Operator, the
take-off or approach path is so disposed over water that in the event of a mishap there would be a
likelihood of a ditching.
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All Aeroplanes on Long-range Over-water Flights
In addition to the equipment prescribed above, the following equipment shall be installed in all aeroplanes
when used over routes on which the aeroplane may be over water and at more than a distance corresponding
to 120 MIN at cruising speed or 400NM (740km), whichever is the lesser, away from land suitable for making
an emergency landing in the case of aircraft operated in accordance with Notes 1 and 2 below, and 30 MIN
or 100NM (185km), whichever is the lesser, for all other aeroplanes:
a) life-saving rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their
ready use in emergency, provided with such life-saving equipment including means of sustaining life
as is appropriate to the flight to be undertaken;
b) equipment for making the pyrotechnical distress signals described in ICAO Annex 2; and
c) at the earliest practicable date but not later than 01 JAN 2018, on all aeroplanes of a maximum
certificated take-off mass of over 27000kg, a securely attached underwater locating device operating
at a frequency of 8.8 kHz. This automatically activated underwater locating device shall operate for a
minimum of 30 days and shall not be installed in wings or empennage.
Each life jacket and equivalent individual flotation device, when carried in accordance with the above, shall
be equipped with a means of electric illumination for the purpose of facilitating the location of persons,
except where the requirement of item c) of subheading "Landplanes" is met by the provision of individual
flotation devices other than life jackets.
Note 1: En route - one engine inoperative.
The aeroplane shall be able, in the event of the critical engine becoming inoperative at any point
along the route or planned diversions therefrom, to continue the flight to an aerodrome at which
the aeroplane shall, 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 without flying below the minimum flight altitude
at any point. 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.
Note 2: En route - two engines inoperative.
In the case of aeroplanes having three or more engines, 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 engine 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 engines becoming inoperative, to continue the flight to an en-route
alternate aerodrome and land.
2.6.3.4 All Aeroplanes on Flights Over Designated Land Areas

Aeroplanes, when operated across land areas which have been designated by the State concerned as areas
in which search and rescue would be especially difficult, shall be equipped with such signalling devices and
life-saving equipment (including means of sustaining life) as may be appropriate to the area overflown.
2.6.3.5 All Aeroplanes on High Altitude Flights
Note: Approximate altitude in the Standard Atmosphere corresponding to the value of absolute
pressure used in this text is as follows:
Absolute Pressure (hPa) Meters Feet

700 3000 10000
620 4000 13000
376 7600 25000
An aeroplane intended to be operated at flight altitudes at which the atmospheric pressure is less than 700
hPa in personnel compartments shall be equipped with oxygen storage and dispensing apparatus capable of
storing and dispensing the oxygen supplies as required below:
A flight to be operated at flight altitudes at which the atmospheric pressure in personnel compartments will
be less than 700 hPa shall not be commenced unless sufficient stored breathing oxygen is carried to supply:
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a) all crew members and 10 per cent of the passengers for any period in excess of 30 minutes that the
pressure in compartments occupied by them will be between 700 hPa and 620 hPa; and
b) the crew and passengers for any period that the atmospheric pressure in compartments occupied by
them will be less than 620 hPa.
hPa but which is provided with means of maintaining pressures greater than 700 hPa in personnel
compartments shall be provided with oxygen storage and dispensing apparatus capable of storing and
dispensing the oxygen supplies as required below:
A flight to be operated with a pressurized aeroplane shall not be commenced unless a sufficient quantity of
stored breathing oxygen is carried to supply all the crew members and passengers, as is appropriate to the
circumstances of the flight being undertaken, in the event of loss of pressurization, for any period that the
atmospheric pressure in any compartment occupied by them would be less than 700 hPa. In addition, when
an aeroplane is operated at flight altitudes at which the atmospheric pressure is less than 376 hPa, or which,
if operated at flight altitudes at which the atmospheric pressure is more than 376 hPa and cannot descend
safely within four minutes to a flight altitude at which the atmospheric pressure is equal to 620 hPa, there
shall be no less than a 10-minute supply for the occupants of the passenger compartment.
Pressurized aeroplanes newly introduced into service on or after 01 JUL 1962 and intended to be operated at
flight altitudes at which the atmospheric pressure is less than 376 hPa shall be equipped with a device to
provide positive warning to the pilot of any dangerous loss of pressurization.
ICAO Recommendation - Pressurized aeroplanes introduced into service before 01 JUL 1962 and intended to
be operated at flight altitudes at which the atmospheric pressure is less than 376 hPa should be equipped
with a device to provide positive warning to the pilot of any dangerous loss of pressurization.
hPa, or which, if operated at flight altitudes at which the atmospheric pressure is more than 376 hPa, cannot
descend safely within four minutes to a flight altitude at which the atmospheric pressure is equal to 620 hPa
and for which the individual certificate of airworthiness is first issued on or after 09 NOV 1998, shall be
provided with automatically deployable oxygen equipment to satisfy the requirements above. The total
number of oxygen dispensing units shall exceed the number of passenger and cabin crew seats by at least
10 per cent.
ICAO Recommendation - An aeroplane intended to be operated at flight altitudes at which the atmospheric
pressure is less than 376 hPa, or which, if operated at flight altitudes at which the atmospheric pressure is
more than 376 hPa cannot descend safely within four minutes to a flight altitude at which the atmospheric
pressure is equal to 620 hPa, and for which the individual certificate of airworthiness was first issued before
09 NOV 1998, should be provided with automatically deployable oxygen equipment to satisfy the
requirements above. The total number of oxygen dispensing units should exceed the number of passenger
and cabin crew seats by at least 10 per cent.
2.6.3.6 All Aeroplanes in Icing Conditions
All aeroplanes shall be equipped with suitable de-icing and/or anti-icing devices when operated in
circumstances in which icing conditions are reported to exist or are expected to be encountered.
2.6.3.7 All Aeroplanes Operated in Accordance With Instrument Flight Rules
All aeroplanes when operated in accordance with the instrument flight rules, or when the aeroplane cannot
be maintained in a desired attitude without reference to one or more flight instruments, shall be equipped
with:
a) a magnetic compass;
b) an accurate timepiece indicating the time in hours, minutes and seconds;
c) two sensitive pressure altimeters with counter drum-pointer or equivalent presentation;
Note: Neither three-pointer nor drum-pointer altimeters satisfy this requirement.
d) an airspeed indicating system with means of preventing malfunctioning due to either condensation or
icing;
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f) an attitude indicator (artificial horizon);
g) a heading indicator (directional gyroscope);
Note: The requirements of e), f) and g) may be met by combinations of instruments or by integrated
flight director systems provided that the safeguards against total failure, inherent in the three
separate instruments, are retained.
h) a means of indicating whether the power supply to the gyroscopic instrument is adequate;
i) a means of indicating in the flight crew compartment the outside air temperature;
j) a rate-of-climb and descent indicator; and
k) such additional instruments or equipment as may be prescribed by the appropriate authority.
All Aeroplanes over 5700kg - Emergency Power Supply for Electrically Operated Attitude Indicating
Instruments
All aeroplanes of a maximum certificated take-off mass of over 5700kg newly introduced into service after 01
JAN 1975 shall be fitted with an emergency power supply, independent of the main electrical generating
system, for the purpose of operating and illuminating, for a minimum period of 30 minutes, an attitude
indicating instrument (artificial horizon), clearly visible to the PIC. The emergency power supply shall be
automatically operative after the total failure of the main electrical generating system and clear indication
shall be given on the instrument panel that the attitude indicator(s) is being operated by emergency power.
Those instruments that are used by any one pilot shall be so arranged as to permit the pilot to see their
indications readily from his or her station, with the minimum practicable deviation from the position and line
of vision normally assumed when looking forward along the flight path.
2.6.3.8 All Aeroplanes When Operated at Night
All aeroplanes when operated at night shall be equipped with:
a) all equipment specified in "All Aeroplanes Operated in Accordance with Instrument Flight Rules"
b) the lights required by ICAO Annex 2 for aircraft in flight or operating on the movement area of an
aerodrome;
c) two landing lights;
Note: Aeroplanes not certificated in accordance with ICAO Annex 8 which are equipped with a single
landing light having two separately energized filaments will be considered to have complied with c).
d) illumination for all instruments and equipment that are essential for the safe operation of the
aeroplane that are used by the flight crew;
e) lights in all passenger compartments; and
f) an electric torch for each crew member station.
2.6.3.9 Pressurized Aeroplanes When Carrying Passengers - Weather Radar

ICAO Recommendation - Pressurized aeroplanes when carrying passengers should be equipped with
operative weather radar whenever such aeroplanes are being operated in areas where thunderstorms or
other potentially hazardous weather conditions, regarded as detectable with airborne weather radar, may be
expected to exist along the route either at night or under instrument meteorological conditions.
2.6.3.10 All Aeroplanes Operated Above 49000ft (15000m) - Radiation Indicator
All aeroplanes intended to be operated above 49000ft (15000m) shall carry equipment to measure and
indicate continuously the dose rate of total cosmic radiation being received (i.e. the total of ionizing and
neutron radiation of galactic and solar origin) and the cumulative dose on each flight. The display unit of the
equipment shall be readily visible to a flight crew member.
Note: The equipment is calibrated on the basis of assumptions acceptable to the appropriate national
authorities.
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2.6.3.11 All Aeroplanes Complying With the Noise Certification Standards in Annex 16, Volume I
An aeroplane shall carry a document attesting noise certification. When the document, or a suitable
statement attesting noise certification as contained in another document approved by the State of Registry, is
issued in a language other than English, it shall include an English translation.
Note: The attestation may be contained in any document, carried on board, approved by the State of
Registry.
2.6.3.12 Mach Number Indicator

All aeroplanes with speed limitations expressed in terms of Mach number shall be equipped with a Mach
number indicator.
Note: This does not preclude the use of the airspeed indicator to derive Mach number for ATS
purposes.
2.6.3.13 Aeroplanes Required to be Equipped with Ground Proximity Warning Systems (GPWS)
All turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 5700kg or authorized to
carry more than nine passengers shall be equipped with a ground proximity warning system which has a
forward looking terrain avoidance function.
ICAO Recommendation - All turbine-engined aeroplanes of a maximum certificated take-off mass of 5700kg
or less and authorized to carry more than five but not more than nine passengers should be equipped with a
ground proximity warning system which provides the warnings of a) and c) below, warning of unsafe terrain
clearance and a forward looking terrain avoidance function.
All piston-engined aeroplanes of a maximum certificated take-off mass in excess of 5700kg or authorized to
carry more than nine passengers shall be equipped with a ground proximity warning system which provides
the warnings in a) and c) below, warning of unsafe terrain clearance and a forward looking terrain avoidance
function.
A ground proximity warning system shall provide automatically a timely and distinctive warning to the flight
crew when the aeroplane is in potentially hazardous proximity to the earths surface.
A ground proximity warning system shall provide, unless otherwise specified herein, warnings of the
following circumstances:
a) excessive descent rate;
b) excessive terrain closure rate;
c) excessive altitude loss after take-off or go-around;
d) unsafe terrain clearance while not in landing configuration:
- gear not locked down;
- flaps not in a landing position; and
e) excessive descent below the instrument glide path.
2.6.3.14 Emergency Locator Transmitter (ELT)

a) ICAO Recommendation: All aeroplanes should carry an automatic ELT.
b) Except as provided for in item c), from 01 JUL 2008, all aeroplanes authorized to carry more than 19
passengers shall be equipped with at least one automatic ELT or two ELTs of any type.
c) All aeroplanes authorized to carry more than 19 passengers for which the individual certificate of
airworthiness is first issued after 01 JUL 2008 shall be equipped with at least two ELTs, one of which
shall be automatic.
d) Except as provided for in item e), from 01 JUL 2008, all aeroplanes authorized to carry 19 passengers
or less shall be equipped with at least one ELT of any type.
e) All aeroplanes authorized to carry 19 passengers or less for which the individual certificate of
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f) ELT equipment carried to satisfy the requirements of items a), b), c), d) and e) shall operate in
accordance with the relevant provisions of ICAO Annex 10, Volume III.
Note: The judicious choice of numbers of ELTs, their type and placement on aircraft and associated
floatable life support systems will ensure the greatest chance of ELT activation in the event of an
accident for aircraft operating over water or land, including areas especially difficult for search
and rescue. Placement of transmitter units is a vital factor in ensuring optimal crash and fire
protection. The placement of the control and switching devices (activation monitors) of
automatic fixed ELTs and their associated operational procedures will also take into
consideration the need for rapid detection of inadvertent activation and convenient manual
switching by crew members.
2.6.3.15 Aeroplanes Required to be Equipped With an Airborne Collision Avoidance System (ACAS II)
All turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 5700kg or authorized to
carry more than 19 passengers shall be equipped with an Airborne Collision Avoidance System (ACAS II).
ICAO Recommendation - All aeroplanes should be equipped with an Airborne Collision Avoidance System
(ACAS II).
An airborne collision avoidance system shall operate in accordance with the relevant provisions of ICAO
Annex 10, Volume IV.
2.6.3.16 Requirements for Pressure-altitude Reporting Transponders
All aeroplanes shall be equipped with a pressure-altitude reporting transponder which operates in accordance
with the relevant provisions of ICAO Annex 10, Volume IV.
All aeroplanes shall be equipped with a data source that provides pressure-altitude information with a
resolution of 7.62m (25ft), or better.
ICAO Recommendation - The Mode S transponder should be provided with the airborne/on-the-ground status
if the aeroplane is equipped with an automatic means of detecting such status.
Note 1: These provisions improve the effectiveness of airborne collision avoidance systems as well as air
traffic services that employ Mode S radar. In particular, tracking processes are significantly
enhanced with a resolution of 7.62m (25ft), or better.
Note 2: Mode C replies of transponders always report pressure altitude in 30.50m (100ft) increments
irrespective of the resolution of the data source.
2.6.4 Aeroplane Communication and Navigation Equipment

2.6.4.1 Communication Equipment
An aeroplane shall be provided with radio communication equipment capable of:
a) conducting two-way communication for aerodrome control purposes;
b) receiving meteorological information at any time during flight; and
c) conducting two-way communication at any time during flight with at least one aeronautical station
and with such other aeronautical stations and on such frequencies as may be prescribed by the
appropriate authority.
Note: The above requirements are considered fulfilled if the ability to conduct the communications
specified therein is established during radio propagation conditions which are normal for the
route.
The radio communication equipment required in accordance with the above shall provide for communications
on the aeronautical emergency frequency 121.500MHZ.
For flights in defined portions of airspace or on routes where an RCP type has been prescribed, an aeroplane
shall, in addition to the requirements specified above:
a) be provided with communication equipment which will enable it to operate in accordance with the
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b) be authorized by the State of the Operator for operations in such airspace.
2.6.4.2 Navigation Equipment

An aeroplane shall be provided with navigation equipment which will enable it to proceed:
a) in accordance with its operational flight plan; and
b) in accordance with the requirements of air traffic services;
except when, if not so precluded by the appropriate authority, navigation for flights under the visual flight
rules is accomplished by visual reference to landmarks.
For operations where a navigation specification for performance-based navigation has been prescribed, an
aeroplane shall, in addition to the requirements specified above:
a) be provided with navigation equipment which will enable it to operate in accordance with the
prescribed navigation specification(s); and
b) be authorized by the State of the Operator for such operations.
For flights in defined portions of airspace where, based on Regional Air Navigation Agreement, Minimum
Navigation Performance Specifications (MNPS) are prescribed, an aeroplane shall be provided with navigation
equipment which:
a) continuously provides indications to the flight crew of adherence to or departure from track to the
required degree of accuracy at any point along that track; and
b) has been authorized by the State of the Operator for the MNPS operations concerned.
For flights in defined portions of airspace where, based on Regional Air Navigation Agreement, a Reduced
Vertical Separation Minimum (RVSM) of 1000ft (300m) is applied between FL290 and FL410 inclusive, an
aeroplane:
a) shall be provided with equipment which is capable of:
- indicating to the flight crew the flight level being flown;
- automatically maintaining a selected flight level;
- providing an alert to the flight crew when a deviation occurs from the selected flight level. The
threshold for the alert shall not exceed 300ft (90m); and
- automatically reporting pressure-altitude;
b) shall be authorized by the State of the Operator for operation in the airspace concerned; and
c) the vertical navigation performance capability of the aeroplane satisfies the altimetry system
performance requirements for operations in RVSM airspace;
d) the operator has instituted appropriate procedures in respect of continued airworthiness (maintenance
and repair) practices and programmes; and
e) the operator has instituted appropriate flight crew procedures for operations in RVSM airspace.
Note: An RVSM approval is valid globally on the understanding that any operating procedures specific
to a given region will be stated in the operations manual or appropriate crew guidance.
The aeroplane shall be sufficiently provided with navigation equipment to ensure that, in the event of the
failure of one item of equipment at any stage of the flight, the remaining equipment will enable the aeroplane
to navigate in accordance with the above.
On flights in which it is intended to land in instrument meteorological conditions, an aeroplane shall be
provided with radio equipment capable of receiving signals providing guidance to a point from which a visual
landing can be effected. This equipment shall be capable of providing such guidance for each aerodrome at
which it is intended to land in instrument meteorological conditions and for any designated alternate
aerodromes.
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Altimetry System Performance Requirements for Operations in RVSM Airspace
In respect of groups of aeroplanes that are nominally of identical design and build with respect to all details
that could influence the accuracy of height-keeping performance, the height-keeping performance capability
shall be such that the total vertical error (TVE) for the group of aeroplanes shall have a mean no greater than
25m (80ft) in magnitude and shall have a standard deviation no greater than 28 0.013z2 for 0 z 25
when z is the magnitude of the mean TVE in metres, or 92 0.004z2 for 0 z 80 where z is in feet. In
addition, the components of TVE shall have the following characteristics:
a) the mean Altimetry System Error (ASE) of the group shall not exceed 25m (80ft) in magnitude;
b) the sum of the absolute value of the mean ASE and of three standard deviations of ASE shall not
exceed 75m (245ft); and
c) the differences between cleared flight level and the indicated pressure altitude actually flown shall be
symmetric about a mean of 0m, with a standard deviation no greater than 13.3m (43.7ft), and in
addition, the decrease in the frequency of differences with increasing difference magnitude shall be at
least exponential.
In respect of aeroplanes for which the characteristics of the airframe and altimetry system fit are unique and
so cannot be classified as belonging to a group of aeroplanes encompassed above, the height-keeping
performance capability shall be such that the components of the TVE of the aeroplane have the following
characteristics:
a) the ASE of the aeroplane shall not exceed 60m (200ft) in magnitude under all flight conditions; and
b) the differences between the cleared flight level and the indicated pressure altitude actually flown shall
be symmetric about a mean of 0m, with a standard deviation no greater than 13.3m (43.7ft), and in
addition, the decrease in the frequency of differences with increasing difference magnitude shall be at
least exponential.
2.6.4.3 Installation
The equipment installation shall be such that the failure of any single unit required for either communications
or navigation purposes or both will not result in the failure of another unit required for communications or
navigation purposes.
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2.7 Visual Flight Rules (VFR)
2.7.1 General
a) Except when operating as a special VFR flight, VFR flights shall be conducted so that the ACFT is
flown in conditions of visibility and distance from clouds equal to or greater than those specified in the
following table:
Rules and Regulations General Information 2.7.3 VMC Visibility and Distance from Cloud Minima
b) Except when a clearance is obtained from an ATC unit, VFR flights shall not take off or land at an AD
within a CTR, or enter the ATZ or traffic pattern:
- when the ceiling is less than 1500ft (450m); or
- when the ground visibility is less than 5km.
c) VFR flights between sunset and sunrise, or such other period between sunset and sunrise as may be
prescribed by the appropriate ATS authority, shall be operated in accordance with the conditions
prescribed by such authority.
d) Unless authorized by the appropriate ATS authority, VFR flights shall not be operated:
- above FL200;
- at transonic and supersonic speeds.
e) Authorization for VFR flights to operate above FL290 shall not be granted in areas where a vertical
separation minimum of 1000ft (300m) is applied above FL290.
2.7.2 Compliance with ATC Procedures

VFR flights shall comply with ATC procedures:
when operated within Classes B, C and D airspace;
when forming part of aerodrome traffic at controlled aerodromes; or
when operated as special VFR flights.
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03-NOV-2016
2.7.3 VMC Visibility and Distance from Cloud Minima
Flight
Altitude Band (Note 1) Airspace Class Distance from Cloud
Visibility
At and above 10000ft (3050m) A (Note 3) B C D E F G 8km
AMSL
Below 10000ft (3050m) AMSL 1500m horizontally
and above 3000ft (900m)
AMSL, or above 1000ft (300m) A (Note 3) B C D E F G
5km 300m (1000ft) vertically
above terrain, whichever is the
higher
At and below 3000ft (900m) A (Note 3) B C D E
AMSL, or 1000ft (300m) above
terrain, whichever is the 5km Clear of cloud and with the surface
FG
higher
(Note 2) in sight
Note 1: When the height of the transition altitude is lower than 10000ft (3050m) AMSL, FL100 should be
used in lieu of 10000ft.
When so prescribed by the appropriate ATS authority: flight visibilities reduced to not less than
1500m may be permitted for flights operating:
a) at speeds that, in the prevailing visibility, will give adequate opportunity to observe other
Note 2: traffic or any obstacles in time to avoid collision; or
b) in circumstances in which the probability of encounters with other traffic would normally
be low, e.g. in areas of low volume traffic and for aerial work at low levels
Note 3: The VMC minima in Class A airspace are included for guidance to pilots and do not imply
acceptance of VFR flights in Class A airspace.
2.7.4 Change from VFR Flight to IFR Flight

An aircraft operated in accordance with the VFR which wishes to change to compliance with the IFR shall:
a) if a flight plan was submitted, communicate the necessary changes to be effected to its current FPL;
or
b) when so required, submit a FPL to the appropriate ATS unit and obtain a clearance prior to proceeding
IFR when in controlled airspace.
Lido 2016
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Vueling (vueling)
General Part
RAR
03-NOV-2016
2.8 Instrument Flight Rules (IFR)
2.8.1 Aircraft Equipment
ACFT shall be equipped with suitable instruments and with navigation equipment appropriate to the route to
be flown.
2.8.2 Change from IFR Flight to VFR Flight
c An aircraft electing to change the conduct of its flight from compliance with the instrument flight rules to
compliance with the visual flight rules shall, if a flight plan was submitted, notify the appropriate air traffic
services unit specifically that the IFR flight is cancelled and communicate thereto the changes to be made to
its current flight plan.
c When an aircraft operating under the instrument flight rules is flown in or encounters visual meteorological
conditions 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 visual meteorological conditions.
2.8.3 Communications
a An IFR flight operating outside controlled airspace but within or into areas, or along routes, designated by the
appropriate ATS authority shall maintain an air-ground voice communication watch on the appropriate
communication channel and establish two-way communication, as necessary, with the air traffic services
unit providing flight information service.
2.8.4 Position Reports
a An IFR flight operating outside controlled airspace and required by the appropriate ATS authority to:
a submit a flight plan,
a maintain an air-ground voice communication watch on the appropriate communication channel and
establish two-way communication, as necessary, with the air traffic services unit providing flight
information service,
a shall report position as specified for controlled flights in:
a Rules and Regulations General Information 2.14.2 Position Reports
a Note: For aircraft electing to use the air traffic advisory service whilst operating IFR within specified
advisory airspace, the flight plan and changes thereto are not subjected to clearances and two-
way communication will be maintained with the unit providing the air traffic advisory service.
Lido 2016
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2.9 Units of Measurement
SI Units
The International System of Units developed and maintained by the General Conference of Weights and
Measures shall be used as the standard system of units of measurement for all aspects of international civil
aviation air and ground operations.
Non-SI Alternative Units
The non-SI alternative units shall be permitted for temporary use as alternative units of measurement.
Measurement SI Units (Metric) Non-SI Alternative Units
Distances used in navigation, NAUTICAL MILES and TENTHS
position reporting, etc., (generally KILOMETERS (km) (NM)
in excess of 4km / 2 to 3NM)
Relatively short distances such as
those relating to aerodromes (e.g. METERS (m)
RWY lengths)
Altitudes, elevations, heights METERS (m) FEET (ft)
Horizontal speed, incl. wind KILOMETERS per HOUR (KMH) or KNOTS (KT)
speed METERS per SECOND (m/s)
Vertical speed METERS per SECOND (m/s) FEET per MINUTE (FPM)
Wind direction for landing and DEGREES MAGNETIC ()
taking off
Wind direction, except for landing DEGREES TRUE ()
and taking off
Visibility, incl. RVR KILOMETERS or METERS (km, m)
Altimeter setting HECTOPASCALS (hPa)
Temperature DEGREES CELSIUS (C)
Mass (Weight) Metric TONNES or KILOGRAMS (t, KG)
HOURS, MINUTES and SECONDS (HR, MIN, SEC)
Time The day of 24 HR beginning at midnight UTC
Each State shall select the table of units to be used. The table with the units of measurement used by an
individual State are published in the respective CRAR. The table used is indicated either as "SI" or "Non SI".
Some States use a combination of the two tables. The dominating table is indicated in the CRAR along with
the exceptions listed.
Lido 2016
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RAR
03-NOV-2016
2.10 Altimeter Setting
2.10.1 Introduction to Altimeter Setting Procedures
These procedures describe the method for providing adequate vertical separation between aircraft and for
providing adequate terrain clearance during all phases of a flight. This method is based on the following basic
principles:
States may specify a fixed altitude known as the transition altitude. In flight, when an aircraft is at or
below the transition altitude, its vertical position is expressed in terms of altitude, which is determined
from an altimeter set to sea level pressure (QNH).
In flight above the transition altitude, the vertical position of an aircraft is expressed in terms of flight
levels, which are surfaces of constant atmospheric pressure based on an altimeter setting of 1013.2
hPa.
The change in reference from altitude to flight levels, and vice versa, is made:
- at the transition altitude, when climbing; and
- at the transition level, when descending.
The transition level may be nearly coincident with the transition altitude to maximize the number of
flight levels available. Alternatively, the transition level may be located 300m (1000ft) above the
transition altitude to permit the transition altitude and the transition level to be used concurrently in
cruising flight, with vertical separation ensured. The airspace between the transition level and the
transition altitude is called the transition layer.
Where no transition altitude has been established for the area, aircraft in the en-route phase shall be
flown at a flight level.
The adequacy of terrain clearance during any phase of a flight may be maintained in any of several
ways, depending upon the facilities available in a particular area. The recommended methods in the
order of preference are:
- 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 thereof; and
- where relevant current information is not available, the use of values of the lowest altitudes or
flight levels, derived from climatological data.
During the approach to land, terrain clearance may be determined by using:
- the QNH altimeter setting (given altitude); or
- under specified circumstances a QFE setting (given height above the QFE datum).
This method provides flexibility to accommodate variations in local procedures without compromising the
fundamental principles. These procedures apply to all IFR flights and to other flights which are operating at
specific cruising levels in accordance with the rules of the air.
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2.10.2 Basic Altimeter Setting Requirements
2.10.2.1 General
2.10.2.1.1 System of Flight Levels
Flight level zero shall be located at the atmospheric pressure level of 1013.2hPa. Consecutive flight levels
shall be separated by a pressure interval corresponding to at least 500ft (152.4m) in the standard
atmosphere.
a Note: This does not preclude reporting intermediate levels in increments of 30m (100ft).
a Flight levels shall be numbered according to the Semicircular Cruising System which indicates the
corresponding height in the standard atmosphere in feet and the approximate equivalent height in metres.
c Rules and Regulations General Information 2.11.6 Semicircular Cruising Level System (ICAO)
2.10.2.1.2 Transition Altitude
A transition altitude shall normally be specified for each aerodrome by the State in which the aerodrome is
located.
Where two or more closely spaced aerodromes are located so that coordinated procedures are required, a
common transition altitude shall be established. This common transition altitude shall be the highest that
would be required if the aerodromes were considered separately.
As far as possible, a common transition altitude should be established:
a) for groups of aerodromes of a State or all aerodromes of that State;
b) on the basis of an agreement, for:
- aerodromes of adjacent States;
- States of the same flight information region; and
- States of two or more adjacent flight information regions or one ICAO region; and
c) for aerodromes of two or more ICAO regions when agreement can be obtained between these
regions.
The height above the aerodrome of the transition altitude shall be as low as possible but normally not less
than 900m (3000ft).
The calculated height of the transition altitude shall be rounded up to the next full 300m (1000ft).
Despite the provisions in this chapter, a transition altitude may be established for a specified area on the
basis of regional air navigation agreements.
Transition altitudes shall be published in aeronautical information publications and shown on the appropriate
charts.
2.10.2.1.3 Transition Level
c States shall make provision for the determination of the transition level to be used at any given time at each
of their aerodromes.
c Where two or more closely spaced aerodromes are located so that coordinated procedures and a common
transition altitude are required, a common transition level shall also be used at those aerodromes.
c Appropriate personnel shall have available at all times the number of the flight level representing the current
transition level for an aerodrome.
Note: Transition level is normally passed to aircraft in the approach and landing clearances.
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03-NOV-2016
2.10.2.1.4 References to Vertical Position
a The vertical position of aircraft operating at or below the transition altitude shall be expressed in terms of
altitude. Vertical position at or above the transition level shall be expressed in terms of flight levels. This
terminology applies during:
a a) climb;
a b) en-route flight; and
a c) approach and landing (except as provided for in References to Vertical Positioning after
ApproachClearance).
a Note: This does not preclude a pilot using a QFE setting for terrain clearance purposes during the final
approach to the runway.
a Passing Through the Transition Layer

a While passing through the transition layer, vertical position shall be expressed in terms of:
a a) flight levels when climbing; and
a b) altitude when descending.
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2.10.2.2 Take-off and Climb
a A QNH altimeter setting shall be made available to aircraft in taxi clearances prior to take-off.
2.10.2.3 En Route
a When complying with the specifications of Annex 2, an aircraft shall be flown at altitudes or flight levels (as
applicable) corresponding to the magnetic tracks shown in the table of cruising levels in Appendix 3 to Annex
2.
a Rules and Regulations General Information 2.11.6 Semicircular Cruising Level System (ICAO)
a Terrain Clearance
a QNH altimeter setting reports should be provided from sufficient locations to permit determination of terrain
clearance with an acceptable degree of accuracy.
a For areas where adequate QNH altimeter setting reports cannot be provided, the appropriate authorities shall
provide the information required to determine the lowest flight level which will ensure adequate terrain
clearance. This information shall be made available in the most usable form.
a Appropriate services shall at all times have available the information required to determine the lowest flight
level which will ensure adequate terrain clearance for specific routes or segments of routes. This information
shall be made available for flight planning purposes and for transmission to aircraft in flight, on request.
2.10.2.4 Approach and Landing
a The QNH altimeter setting shall be made available to aircraft in approach clearances and in clearances to
enter the traffic circuit.
a A QFE altimeter setting, clearly identified as such, should be made available in approach and landing
clearances. This should be available on request or on a regular basis, in accordance with local arrangements.
a References to Vertical Positioning after Approach Clearance
a After approach clearance has been issued and the descent to land is begun, the vertical positioning of an
aircraft above the transition level may be by reference to altitudes (QNH) provided that level flight above the
transition altitude is not indicated or anticipated.
a Note: This applies primarily to turbine engine aircraft for which an uninterrupted descent from a high
altitude is desirable and to aerodromes equipped to control such aircraft by reference to
altitudes throughout the descent.
2.10.2.5 Missed Approach

a The relevant parts of chapters Take-off and Climb, En Route and Approach and Landing shall apply in
the event of a missed approach.
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29-JUN-2017
2.11 Altitude Regulations
2.11.1 Regulated Altitudes
2.11.1.1 Decision Altitude/Height (DA/H)
a (ICAO)
A specified altitude or height in a 3D instrument approach operation at which a missed approach must be
initiated if the required visual reference to continue the approach has not been established.
Note 1: DA is referenced to mean sea level and DH is referenced to the threshold elevation.
Note 2: 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 decision height the required visual reference is that specified for
the particular procedure and operation.
Note 3: For convenience where both expressions are used they may be written in the form decision
altitude/height and abbreviated DA/H.
Rules and Regulations General Information 2.11.2 Relationship OCA/H to DA/H for PA
Navigation General Information 3.2 Precision Approaches
2.11.1.2 Maximum Authorized Altitude (MAA)
a (FAA)
A published altitude representing the maximum usable altitude or flight level for an airspace structure or
route segment. It is the highest altitude on a Federal airway, jet route, area navigation low or high route, or
other direct route for which an MEA is designated in 14 CFR Part 95 at which adequate reception of
navigation aid signals is assured.
2.11.1.3 Minimum Crossing Altitude (MCA)
a (FAA)
The lowest altitude at certain fixes at which an aircraft must cross when proceeding in the direction of a
higher MEA.
2.11.1.4 Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH)
a (ICAO)
A specified altitude or height in a 2D instrument approach operation or circling approach operation below
which descent must not be made without the required visual reference.
Note 1: Minimum Descent Altitude (MDA) is referenced to mean sea level and Minimum Descent Height
(MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is more than
2m (7ft) below the aerodrome elevation. A minimum descent height for a circling approach is
referenced to the aerodrome elevation.
Note 2: 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.
Note 3: For convenience when both expressions are used they may be written in the form Minimum
Descent Altitude/Height and abbreviated MDA/H.
Navigation General Information 3.4 Non-Precision Approaches

Rules and Regulations General Information 2.11.3 Relationship OCA/H to MDA/H for NPA
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2.11.1.5 Minimum En-route Altitude (MEA)
a (ICAO)
The altitude for an en-route segment that provides adequate reception of relevant navigation facilities and
ATS communications, complies with the airspace structure and provides the required obstacle clearance.
2.11.1.6 Minimum En Route IFR Altitude (MEA)
a (FAA)
The lowest published altitude between radio fixes that assures acceptable navigational signal coverage and
meets obstacle clearance requirements between those fixes.
2.11.1.7 Minimum Holding Altitude (MHA)
a (FAA)
The lowest altitude prescribed for a holding pattern which assures navigational signal coverage,
communications, and meets obstacle clearance requirements.
2.11.1.8 Minimum Grid Altitude (MGA)
The MGA represents the lowest safe altitude which can be flown off-track. The MGA is calculated by rounding
up the elevation of the highest obstruction within the respective grid area to the next 100ft and adding an
increment of
1000ft for terrain or obstructions up to 6000ft; or
2000ft for terrain or obstructions above 6000ft.
Example: ELEV of highest obstruction: 6345ft; rounded up = 6400ft + 2000ft buffer = 8400ft MGA
MGA is shown in hundreds of feet. The lowest indicated MGA is 2000ft. This value is also provided for terrain
and obstacles that would result in an MGA below 2000ft. An exception is over water areas where the MGA
can be omitted.
2.11.1.9 Minimum Obstacle Clearance Altitude (MOCA)
a (ICAO)
The minimum altitude for a defined segment that provides the required obstacle clearance.
2.11.1.10 Minimum Obstruction Clearance Altitude (MOCA)
a (FAA)
The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes, or route
segments which meets obstacle clearance requirements for the entire route segment and which assures
acceptable navigational signal coverage only within 25SM (22NM) of a VOR.
2.11.1.11 Minimum Reception Altitude (MRA)
a (FAA)
The lowest altitude at which an intersection can be determined.
2.11.1.12 Minimum Sector Altitude (MSA)
a (ICAO)
The lowest altitude which may be used which will provide a minimum clearance of 300m (1000ft) above all
a objects located in an area contained within a sector of a circle of 46km (25NM) (Note) radius centered on a
significant point, the Aerodrome Reference Point (ARP) or the Heliport Reference Point (HRP).
a Note: Published exceptions exist to the radius.
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2.11.1.13 Minimum Terrain Clearance Altitude (MTCA)
MTCA represents an altitude providing terrain and obstacle clearance for all ATS routes, all STAR (up to IAF or
equivalent end point) and for selected airports on SID segments. The MTCA is calculated by Lido and covers
terrain and obstacle clearance relevant for air navigation with the following buffers:
SID and STAR 5NM horizontally either side of centerline
ATS Routes 10NM horizontally either side of centerline
Vertically 1000ft up to 6000ft
2000ft above 6000ft
2.11.1.14 Terminal Arrival Altitude (TAA)

a (ICAO)
The lowest altitude that will provide a minimum clearance of 300m (1000ft) above all objects located in an
a arc of a circle defined by a 46km (25NM) (Note) radius centered on the Initial Approach Fix (IAF), or where there
is no IAF on the Intermediate Approach Fix (IF), delimited by straight lines joining the extremity of the arc to
the IF. The combined TAAs associated with an approach procedure shall account for an area of 360 degrees
around the IF.
a Note: Published exceptions exist to the radius.
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2.11.2 Relationship OCA/H to DA/H for PA
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29-JUN-2017
2.11.3 Relationship OCA/H to MDA/H for NPA
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01-JUN-2017
2.11.4 Relationship OCA/H to MDA/H for Circling
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2.11.5 Minimum Heights
Except when necessary for take-off or landing, or except by permission from the appropriate authority,
aircraft shall not be flown over the congested areas of cities, towns or settlements or over an open-air
assembly of persons, unless at such a height as will permit, in the event of an emergency arising, a landing
to be made without undue hazard to persons or property on the surface.
2.11.6 Minimum Heights for VFR Flights
Except when necessary for take-off or landing, or except by permission from the appropriate authority, a VFR
flight shall not be flown:
a) over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a
height less than 300m (1000ft) above the highest obstacle within a radius of 600m from the aircraft;
b) elsewhere than as specified in a), at a height less than 150m (500ft) above the ground or water.
2.11.7 Minimum Levels - IFR Flights

Except when necessary for take-off or landing, or except when specifically authorized by the appropriate
authority, an IFR flight shall be flown at a level which is not below the minimum flight altitude established by
the State whose territory is overflown, or, where no such minimum flight altitude has been established:
a) over high terrain or in mountainous areas, at a level which is at least 600m (2000ft) above the highest
obstacle located within 8 km of the estimated position of the aircraft;
b) elsewhere than as specified in a), at a level which is at least 300m (1000ft) above the highest
obstacle located within 8km of the estimated position of the aircraft.
Note: The estimated position of the aircraft will take account of the navigational accuracy which can
be achieved on the relevant route segment, having regard to the navigational facilities available
on the ground and in the aircraft.
2.11.8 Cruising Levels

2.11.8.1 VFR Flights
Except where otherwise indicated in air traffic control clearances or specified by the appropriate ATS
authority, VFR flights in level cruising flight when operated above 900m (3000ft) from the ground or water, or
a higher datum as specified by the appropriate ATS authority, shall be conducted at a cruising level
appropriate to the track as specified in the tables of cruising levels:
Rules and Regulations General Information 2.11.9 Semicircular Cruising Level System (ICAO)
2.11.8.2 IFR Flights
IFR Flights within Controlled Airspace
An IFR flight operating in cruising flight in controlled airspace shall be flown at a cruising level, or, if
authorized to employ cruise climb techniques, between two levels or above a level, selected from:
a) the table of semicircular cruising level system; or
b) a modified table of cruising levels, when so prescribed for flight above FL410;
except that the correlation of levels to track prescribed therein shall not apply whenever otherwise indicated
in ATC clearances or specified by the appropriate ATS authority in Aeronautical Information Publications.
IFR Flights outside Controlled Airspace
An IFR flight operating in level cruising flight outside of controlled airspace shall be flown at a cruising level
appropriate to its track as specified in:
a) the table of semicircular cruising level system, except when otherwise specified by the appropriate
ATS authority for flight at or below 900m (3000ft) AMSL; or
b) a modified table of cruising levels, when so prescribed for flight above FL410.
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2.11.9 Semicircular Cruising Level System (ICAO)
The cruising levels, or, in the case of cruise climb, the range of levels, to be assigned to controlled flights
shall be selected from those allocated to IFR flights in:
a) the tables of cruising levels; or
b) a modified table of cruising levels, when so prescribed for flights above FL410;
indicated in ATC clearances or specified in the Lido/RouteManual. Regional differences that may be used for
VFR levels are intentionally omitted in Lido/RouteManual.
Depiction of Semicircular Cruising Levels in the Lido/RouteManual
ICAO-IFR-RVSM FEET
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01-JUN-2017
2.11.9.1 ICAO Cruising Level Table for RVSM (FEET)
In areas where feet are used for altitude and where, in accordance with regional air navigation agreements, a
vertical separation minimum of 1000ft is applied between FL290 and FL410 inclusive: (Note 1)
TRACK (Note 2)
From 000 degrees to 179 degrees (Note 3) From 180 degrees to 359 degrees (Note 3)
IFR Flights VFR Flights IFR Flights VFR Flights
Level Level Level Level
FL Feet Meters FL Feet Meters FL Feet Meters FL Feet Meters
010 1000 300 - - - 020 2000 600 - - -
030 3000 900 035 3500 1050 040 4000 1200 045 4500 1350
050 5000 1500 055 5500 1700 060 6000 1850 065 6500 2000
070 7000 2150 075 7500 2300 080 8000 2450 085 8500 2600
090 9000 2750 095 9500 2900 100 10000 3050 105 10500 3200
110 11000 3350 115 11500 3500 120 12000 3650 125 12500 3800
130 13000 3950 135 13500 4100 140 14000 4250 145 14500 4400
150 15000 4550 155 15500 4700 160 16000 4900 165 16500 5050
170 17000 5200 175 17500 5350 180 18000 5500 185 18500 5650
190 19000 5800 195 19500 5950 200 20000 6100 205 20500 6250
210 21000 6400 215 21500 6550 220 22000 6700 225 22500 6850
230 23000 7000 235 23500 7150 240 24000 7300 245 24500 7450
250 25000 7600 255 25500 7750 260 26000 7900 265 26500 8100
270 27000 8250 275 27500 8400 280 28000 8550 285 28500 8700
290 29000 8850 300 30000 9150
310 31000 9450 320 32000 9750
330 33000 10050 340 34000 10350
350 35000 10650 360 36000 10950
370 37000 11300 380 38000 11600
390 39000 11900 400 40000 12200
410 41000 12500 430 43000 13100
450 45000 13700 470 47000 14350
490 49000 14950 510 51000 15550
etc. etc. etc. etc. etc. etc.
Note 1: Except when, on the basis of regional air navigation agreements, a modified table of cruising
levels based on a nominal vertical separation minimum of 1000ft (300m) is prescribed for use,
under specified conditions, by ACFT operating above FL410 within designated portions of the
airspace.
Note 2: Magnetic track, or in polar areas at latitudes higher than 70 degrees and within such extensions
to those areas as may be prescribed by the appropriate ATS authorities, grid tracks as
determined by a network of lines parallel to the Greenwich Meridian superimposed on a polar
stereographic chart in which the direction towards the North Pole is employed as the Grid North.
Note 3: Except where, on the basis of regional air navigation agreements, from 090 to 269 degrees and
from 270 to 089 degrees is prescribed to accommodate predominant traffic directions and
Lido 2017
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2.11.9.2 ICAO Cruising Level Table for Non-RVSM (FEET)
In other areas where feet are the primary unit of measurement for altitude:
TRACK (Note 1)
FL Feet Meters FL Feet Meters FL Feet Meters FL Feet Meters
010 1000 300 - - - 020 2000 600 - - -
030 3000 900 035 3500 1050 040 4000 1200 045 4500 1350
050 5000 1500 055 5500 1700 060 6000 1850 065 6500 2000
070 7000 2150 075 7500 2300 080 8000 2450 085 8500 2600
090 9000 2750 095 9500 2900 100 10000 3050 105 10500 3200
110 11000 3350 115 11500 3500 120 12000 3650 125 12500 3800
130 13000 3950 135 13500 4100 140 14000 4250 145 14500 4400
150 15000 4550 155 15500 4700 160 16000 4900 165 16500 5050
170 17000 5200 175 17500 5350 180 18000 5500 185 18500 5650
190 19000 5800 195 19500 5950 200 20000 6100 205 20500 6250
210 21000 6400 215 21500 6550 220 22000 6700 225 22500 6850
230 23000 7000 235 23500 7150 240 24000 7300 245 24500 7450
250 25000 7600 255 25500 7750 260 26000 7900 265 26500 8100
270 27000 8250 275 27500 8400 280 28000 8550 285 28500 8700
290 29000 8850 300 30000 9150 310 31000 9450 320 32000 9750
330 33000 10050 340 34000 10350 350 35000 10650 360 36000 10950
370 37000 11300 380 38000 11600 390 39000 11900 400 40000 12200
410 41000 12500 420 42000 12800 430 43000 13100 440 44000 13400
450 45000 13700 460 46000 14000 470 47000 14350 480 48000 14650
490 49000 14950 500 50000 15250 510 51000 15550 520 52000 15850
etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc.
Lido 2017
Sheet 1242880
*1242880*
Vueling (vueling)
RAR General Part
01-JUN-2017
2.11.9.3 ICAO Cruising Level Table for RVSM (METERS)
In areas where meters are used for altitude and where, in accordance with regional air navigation
agreements, a vertical separation minimum of 300m is applied between 8900m and 12500m inclusive: (Note 1)
TRACK (Note 2)
STD STD STD STD
Metric Meters Feet Metric Meters Feet Metric Meters Feet Metric Meters Feet
0030 300 1000 - - - 0060 600 2000 - - -
0090 900 3000 0105 1050 3500 0120 1200 3900 0135 1350 4400
0150 1500 4900 0165 1650 5400 0180 1800 5900 0195 1950 6400
0210 2100 6900 0225 2250 7400 0240 2400 7900 0255 2550 8400
0270 2700 8900 0285 2850 9400 0300 3000 9800 0315 3150 10300
0330 3300 10800 0345 3450 11300 0360 3600 11800 0375 3750 12300
0390 3900 12800 0405 4050 13300 0420 4200 13800 0435 4350 14300
0450 4500 14800 0465 4650 15300 0480 4800 15700 0495 4950 16200
0510 5100 16700 0525 5250 17200 0540 5400 17700 0555 5550 18200
0570 5700 18700 0585 5850 19200 0600 6000 19700 0615 6150 20200
0630 6300 20700 0645 6450 21200 0660 6600 21700 0675 6750 22100
0690 6900 22600 0705 7050 23100 0720 7200 23600 0735 7350 24100
0750 7500 24600 0765 7650 25100 0780 7800 25600 0795 7950 26100
0810 8100 26600 0825 8250 27100 0840 8400 27600 0855 8550 28100
0890 8900 29100 0920 9200 30100
0950 9500 31100 0980 9800 32100
1010 10100 33100 1040 10400 34100
1070 10700 35100 1100 11000 36100
1130 11300 37100 1160 11600 38100
1190 11900 39100 1220 12200 40100
1250 12500 41100 1310 13100 43000
1370 13700 44900 1430 14300 46900
1490 14900 48900 1550 15500 50900
etc. etc. etc. etc. etc. etc.
Note 1: Except when, on the basis of regional air navigation agreements, a modified table of cruising
levels based on a nominal vertical separation minimum of 1000ft (300m) is prescribed for use,
under specified conditions, by ACFT operating above FL410 within designated portions of the
airspace.
Lido 2017
Sheet 1242880
Vueling (vueling)
General Part
RAR
01-JUN-2017
2.11.9.4 ICAO Cruising Level Table for Non-RVSM (METERS)
In other areas where meters are the primary unit of measurement for altitude:
TRACK (Note 1)
STD STD STD STD
Metric Meters Feet Metric Meters Feet Metric Meters Feet Metric Meters Feet
0030 300 1000 - - - 0060 600 2000 - - -
0090 900 3000 0105 1050 3500 0120 1200 3900 0135 1350 4400
0150 1500 4900 0165 1650 5400 0180 1800 5900 0195 1950 6400
0210 2100 6900 0225 2250 7400 0240 2400 7900 0255 2550 8400
0270 2700 8900 0285 2850 9400 0300 3000 9800 0315 3150 10300
0330 3300 10800 0345 3450 11300 0360 3600 11800 0375 3750 12300
0390 3900 12800 0405 4050 13300 0420 4200 13800 0435 4350 14300
0450 4500 14800 0465 4650 15300 0480 4800 15700 0495 4950 16200
0510 5100 16700 0525 5250 17200 0540 5400 17700 0555 5550 18200
0570 5700 18700 0585 5850 19200 0600 6000 19700 0615 6150 20200
0630 6300 20700 0645 6450 21200 0660 6600 21700 0675 6750 22100
0690 6900 22600 0705 7050 23100 0720 7200 23600 0735 7350 24100
0750 7500 24600 0765 7650 25100 0780 7800 25600 0795 7950 26100
0810 8100 26600 0825 8250 27100 0840 8400 27600 0855 8550 28100
0890 8900 29100 0920 9200 30100 0950 9500 31100 0980 9800 32100
1010 10100 33100 1040 10400 34100 1070 10700 35100 1100 11000 36100
1130 11300 37100 1160 11600 38100 1190 11900 39100 1220 12200 40100
1250 12500 41100 1280 12800 42100 1310 13100 43000 1340 13400 44000
1370 13700 44900 1400 14000 46100 1430 14300 46900 1460 14600 47900
1490 14900 48900 1520 15200 49900 1550 15500 50900 1580 15800 51900
etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc. etc.
Lido 2017
Sheet 1242881
*1242881*
Vueling (vueling)
Vueling (vueling)
General Part
RAR
03-NOV-2016
2.12 Separation Methods and Minima
2.12.1 Provisions for the Separation of Controlled Traffic
General
Vertical or horizontal separation shall be provided:
a) between all flights in Class A and B airspaces;
b) between IFR flights in Class C, D and E airspaces;
c) between IFR flights and VFR flights in Class C airspace;
d) between IFR flights and special VFR flights; and
e) between special VFR flights, when so prescribed by the appropriate ATS authority;
except, for the cases under b) above in airspace Classes D and E, during the hours of daylight when flights
have been cleared to climb or descend subject to maintaining own separation and remaining in VMC.
No clearance shall be given to execute any manoeuvre that would reduce the spacing between two aircraft to
less than the separation minimum applicable in the circumstances.
Larger separations than the specified minima should be applied whenever exceptional circumstances such as
unlawful interference or navigational difficulties call for extra precautions. This should be done with due
regard to all relevant factors so as to avoid impeding the flow of air traffic by the application of excessive
separations.
Where the type of separation or minimum used to separate two aircraft cannot be maintained, another type of
separation or another minimum shall be established prior to the time when the current separation minimum
would be infringed.
Degraded Aircraft Performance
Whenever, as a result of failure or degradation of navigation, communications, altimetry, flight control or
other systems, aircraft performance is degraded below the level required for the airspace in which it is
operating, the flight crew shall advise the ATC unit concerned without delay. Where the failure or degradation
affects the separation minimum currently being employed, the controller shall take action to establish another
appropriate type of separation or separation minimum.
2.12.2 Vertical Separation
Vertical Separation Application
Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate
at different levels expressed in terms of flight levels or altitudes.
Vertical Separation Minimum
The Vertical Separation Minimum (VSM) shall be:
a) a nominal 300m (1000ft) below FL290 and a nominal 600m (2000ft) at or above this level, except as
provided for in b) below; and
b) within designated airspace, subject to a regional air navigation agreement: a nominal 300m (1000ft)
below FL410 or a higher level where so prescribed for use under specified conditions, and a nominal
600m (2000ft) at or above this level.
Refer to:
Navigation General Information 7 Reduced Vertical Separation Minimum (RVSM)
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Sheet 1157258
*1157258*
Vueling (vueling)
RAR General Part
03-NOV-2016
Assignment of Cruising Levels for Controlled Flights
Except when traffic conditions and coordination procedures permit authorization of cruise climb, an ATC unit
shall normally authorize only one level for an aircraft beyond its control area, i.e. that level at which the
aircraft will enter the next control area whether contiguous or not. It is the responsibility of the accepting ATC
unit to issue clearance for further climb as appropriate. When relevant, aircraft will be advised to request en
route any cruising level changes desired.
Aircraft authorized to employ cruise climb techniques shall be cleared to operate between two levels or above
a level.
If it is necessary to change the cruising level of an aircraft operating along an established ATS route
extending partly within and partly outside controlled airspace and where the respective series of cruising
levels are not identical, the change shall, whenever possible, be effected within controlled airspace.
When an aircraft has been cleared into a control area at a cruising level which is below the established
minimum cruising level for a subsequent portion of the route, the ATC unit responsible for the area should
issue a revised clearance to the aircraft even though the pilot has not requested the necessary cruising level
change.
An aircraft may be cleared to change cruising level at a specified time, place or rate.
In so far as practicable, cruising levels of aircraft flying to the same destination shall be assigned in a manner
that will be correct for an approach sequence at destination.
An aircraft at a cruising level shall normally have priority over other aircraft requesting that cruising level.
When two or more aircraft are at the same cruising level, the preceding aircraft shall normally have priority.
The cruising levels, or, in the case of cruise climb, the range of levels, to be assigned to controlled flights
shall be selected from those allocated to IFR flights in:
a) the tables of cruising levels; or
b) a modified table of cruising levels, when so prescribed for flights above FL410;
indicated in ATC clearances or specified by the appropriate ATS authority in AIPs which will be reflected in the
Lido/RouteManual CRARs.
Vertical Separation During Climb or Descent
An aircraft may be cleared to a level previously occupied by another aircraft after the latter has reported
vacating it, except when:
a) severe turbulence is known to exist;
b) the higher aircraft is effecting a cruise climb; or
c) the difference in aircraft performance is such that less than the applicable separation minimum may
result;
in which case such clearance shall be withheld until the aircraft vacating the level has reported at or passing
another level separated by the required minimum.
When the aircraft concerned are entering or established in the same holding pattern, consideration shall be
given to aircraft descending at markedly different rates and, if necessary, additional measures such as
specifying a maximum descent rate for the higher aircraft and a minimum descent rate for the lower aircraft
should be applied to ensure that the required separation is maintained.
Pilots in direct communication with each other may, with their concurrence, be cleared to maintain a
specified vertical separation between their aircraft during ascent or descent.
Lido 2016
Sheet 1157258
Vueling (vueling)
General Part
RAR
03-NOV-2016
2.12.3 Horizontal Separation
2.12.3.1 Lateral Separation
2.12.3.1.1 Lateral Separation Application
Lateral separation shall be applied so that the distance between those portions of the intended routes for
which the aircraft are to be laterally separated is never less than an established distance to account for
navigational inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority
and included in the lateral separation minima as an integral part thereof.
Lateral separation of aircraft is obtained by requiring operation on different routes or in different geographical
locations as determined by visual observation, by the use of NAVAIDs or by the use of area navigation (RNAV)
equipment.
When information is received indicating navigation equipment failure or deterioration below the navigation
performance requirements, ATC shall then, as required, apply alternative separation methods or minima.
When an aircraft turns onto an ATS route via a flyover waypoint, a separation other than the normally
prescribed lateral separation shall be applied for that portion of the flight between the flyover waypoint where
the turn is executed and the next waypoint.
Note 1: For flyover waypoints aircraft are required to first fly over the waypoint before executing the turn.
After the turn the aircraft may either navigate to join the route immediately after the turn or
navigate to the next defined waypoint before re-joining the route. This will require additional
lateral separation on the overflown side of the turn.
Note 2: This does not apply to ATS routes that have turns using fly-by waypoints.
2.12.3.1.2 Lateral Separation Criteria and Minima

Means by which lateral separation may be applied include the following:
By Reference to the Same or Different Geographic Locations
By position reports which positively indicate the aircraft are over different geographic locations as determined
visually or by reference to a NAVAID.
By Use of NDB, VOR or GNSS on Intersecting Tracks or ATS Routes
By requiring aircraft to fly on specified tracks which are separated by a minimum amount appropriate to the
NAVAID employed. Lateral separation between two aircraft exists when:
a) VOR: both aircraft are established on radials diverging by at least 15 degrees and at least one aircraft
is at a distance of 28km (15NM) or more from the facility;
b) NDB: both aircraft are established on tracks to or from the NDB which are diverging by at least 30
degrees and at least one aircraft is at a distance of 28 km (15 NM) or more from the facility;
c) GNSS/GNSS: each aircraft is confirmed to be established on a track with zero offset between two
waypoints and at least one aircraft is at a minimum distance from a common point as specified in the
table below.
d) VOR/GNSS: the aircraft using VOR is established on a radial to or from the VOR and the other aircraft
using GNSS is confirmed to be established on a track with zero offset between two waypoints and at
least one aircraft is at a minimum distance from a common point as specified in the table below.
Lateral Separation for Aircraft Flying VOR and GNSS

Aircraft 1: VOR or GNSS // Aircraft 2: GNSS
Angular difference between tracks FL010 FL190 FL200 FL600
measured at the common point Distance from a common point Distance from a common point
(degrees)
15 135 27.8km (15NM) 43km (23NM)
The distances in the table are ground distances. States must take into account the distance (slant range)
from the source of a DME signal to the receiving antenna when DME is being utilized to provide range
Lido 2016
information.
Sheet 1157259
*1157259*
Vueling (vueling)
RAR General Part
03-NOV-2016
When aircraft are operating on tracks which are separated by considerably more than the minimum in a) and
b) above, States may reduce the distance at which lateral separation is achieved.
Before applying GNSS-based track separation, the controller shall confirm the following:
a) ensure that the aircraft is navigating using GNSS; and
b) in airspace where strategic lateral offsets are authorized, that a lateral offset is not being applied.
In order to minimize the possibility of operational errors, waypoints contained in the navigation database or
uplinked to the aircraft FMS should be used in lieu of manually entered waypoints, when applying GNSS-
based track separation. In the event that it is operationally restrictive to use waypoints contained in the
navigation database, the use of waypoints that require manual entry by pilots should be limited to a half or
whole degree of latitude and longitude.
GNSS-based track separation shall not be applied in cases of pilot-reported receiver autonomous integrity
monitoring (RAIM) outages.
Note: For the purpose of applying GNSS-based lateral separation minima, distance and track
information derived from an integrated navigation system incorporating GNSS input is regarded
as equivalent to GNSS distance and track.
GNSS receivers used for applying separation shall meet the requirements in ICAO Annex 10, Volume I, and be
indicated in the flight plan.
By Use of Different NAVAIDs or Methods
Lateral separation between aircraft using different NAVAIDs, or when one aircraft is using RNAV equipment,
shall be established by ensuring that the derived protected airspaces for the NAVAID(s) or RNP do not overlap.
Lateral Separation of Aircraft on Published Instrument Flight Procedures for Arrivals and Departures
Lateral separation of departing and/or arriving aircraft, using instrument flight procedures, will exist:
a) where the distance between any combination of RNAV 1 with RNAV 1, or RNP 1, RNP APCH or RNP AR
APCH tracks is not less than 13km (7NM); or
b) where the distance between any combination of RNP 1, RNP APCH or RNP AR APCH tracks is not less
than 9.3km (5NM); or
c) where the protected areas of tracks designed using obstacle clearance criteria do not overlap and
provided operational error is considered.
RNAV Operations Where RNP is Specified on Parallel Tracks or ATS Routes
Within designated airspace or on designated routes, where RNP is specified, lateral separation between
RNAV-equipped aircraft may be obtained by requiring aircraft to be established on the centre lines of parallel
tracks or ATS routes spaced at a distance which ensures that the protected airspace of the tracks or ATS
routes does not overlap.
Lateral Separation of Aircraft on Parallel or Non-intersecting Tracks or ATS Routes
Within designated airspace or on designated routes, lateral separation between aircraft operating on parallel
or non-intersecting tracks or ATS routes shall be established in accordance with the following:
a) for a minimum spacing between tracks of 93km (50NM) a navigational performance of RNAV 10 (RNP
10), RNP 4 or RNP 2 shall be prescribed;
c b) for a minimum spacing between tracks of 42.6km (23NM) a navigational performance of RNP 4 or
RNP 2 shall be prescribed. The communication system shall satisfy Required Communication
Performance 240 (RCP 240) and the surveillance system shall satisfy Required Surveillance
Performance 180 (RSP 180). Conformance monitoring shall be ensured by establishing an ADS-C
event contract with a lateral deviation change event with a maximum of 5NM threshold and a
waypoint change event;
c) for a minimum spacing between tracks of 27.8km (15NM) a navigational performance of RNP 2 or a
GNSS equipage shall be prescribed. Direct controller-pilot VHF voice communication shall be
maintained while such separation is applied;
Lido 2016
Sheet 1157259
Vueling (vueling)
General Part
RAR
03-NOV-2016
d) for a minimum spacing between tracks of 13km (7NM), applied while one aircraft climbs/descends
through the level of another aircraft, a navigational performance of RNP 2 or a GNSS equipage shall
be prescribed. Direct controller-pilot VHF voice communication shall be maintained while such
separation is applied; and
e) for a minimum spacing between tracks of 37km (20NM), applied while one aircraft climbs/descends
through the level of another aircraft whilst using other types of communication than specified in d)
above, a navigational performance of RNP 2 or a GNSS equipage shall be prescribed.
Lateral Separation of Aircraft on Intersecting Tracks or ATS Routes
Lateral separation between aircraft operating on intersecting tracks or ATS routes shall be established in
accordance with the following.
a) an aircraft converging with the track of another aircraft is laterally separated until it reaches a lateral
separation point that is located a specified distance measured perpendicularly from the track of the
other aircraft; and
b) an aircraft diverging from the track of another aircraft is laterally separated after passing a lateral
separation point that is located a specified distance measured perpendicularly from the track of the
other aircraft.
This type of separation may be used for tracks that intersect at any angles using the values for lateral
separation points specified below:
Navigation Separation
RNAV 10 (RNP 10) 93km (50NM)
c RNP 4 42.6km (23NM)
RNP 2 27.8km (15NM)
When applying the 27.8km (15NM) separation minima specified in the table above, a GNSS, as indicated in
the flight plan by the letter G meets the specified navigation performance.
Transitioning Into Airspace Where a Greater Lateral Separation Minimum Applies
Lateral separation will exist when aircraft are established on specified tracks which:
a) are separated by an appropriate minimum; and
b) diverge by at least 15 degrees until the applicable lateral separation minimum is established;
providing that it is possible to ensure, by means approved by the appropriate ATS authority, that aircraft have
the navigation capability necessary to ensure accurate track guidance.
Lido 2016
Sheet 1157260
*1157260*
Vueling (vueling)
RAR General Part
03-NOV-2016
2.12.3.2 Longitudinal Separation
2.12.3.2.1 Longitudinal Separation Application
Longitudinal separation shall be applied so that the spacing between the estimated positions of the aircraft
being separated is never less than a prescribed minimum. Longitudinal separation between aircraft following
the same or diverging tracks may be maintained by application of speed control, including the Mach number
technique. When applicable, use of the Mach number technique shall be prescribed on the basis of a regional
air navigation agreement.
In applying a time- or distance-based longitudinal separation minimum between aircraft following the same
track, care shall be exercised to ensure that the separation minimum will not be infringed whenever the
following aircraft is maintaining a higher airspeed than the preceding aircraft. When aircraft are expected to
reach minimum separation, speed control shall be applied to ensure that the required separation minimum is
maintained.
Longitudinal separation may be established by requiring aircraft to depart at a specified time, to arrive over a
geographical location at a specified time, or to hold over a geographical location until a specified time.
Longitudinal separation between supersonic aircraft during the transonic acceleration and supersonic phases
of flight should normally be established by appropriate timing of the start of transonic acceleration rather than
by the imposition of speed restrictions in supersonic flight.
For the purpose of application of longitudinal separation, the terms same track, reciprocal tracks and crossing
tracks shall have the following meanings:
a) Same track: same direction tracks and intersecting tracks or portions thereof, the angular difference
of which is less than 45 degrees or more than 315 degrees, and whose protected airspaces overlap.
b) Reciprocal tracks: opposite tracks and intersecting tracks or portions thereof, the angular difference
of which is more than 135 degrees but less than 225 degrees, and whose protected airspaces
overlap.
c) Crossing tracks: intersecting tracks or portions thereof other than those specified in a) and b) above.
Time-based separation applied may be based on position information and estimates derived from voice
reports, CPDLC or ADS-C.
Lido 2016
Sheet 1157260
Vueling (vueling)
General Part
RAR
03-NOV-2016
2.12.3.2.2 Longitudinal Separation Minima Based on Time
Aircraft Maintaining the Same Level
Aircraft Flying on the Same Track
a) 15 MIN; or
b) 10 MIN, if NAVAIDs permit frequent determination of position and speed; or
c) 5 MIN in the following cases, provided that in each case the preceding aircraft is maintaining a true
airspeed of 37 km/h (20KT) or more faster than the succeeding aircraft:
- between aircraft that have departed from the same aerodrome;
- between en-route aircraft that have reported over the same exact significant point;
- between departing and en-route aircraft after the en-route aircraft has reported over a fix that
is so located in relation to the departure point as to ensure that 5 MIN separation can be
established at the point the departing aircraft will join the air route; or
d) 3 MIN in the cases listed under c) provided that in each case the preceding aircraft is maintaining a
true airspeed of 74km/h (40KT) or more faster than the succeeding aircraft.
Aircraft Flying on Crossing Tracks

a) 15 MIN at the point of intersection of the tracks; or
b) 10 MIN if NAVAIDs permit frequent determination of position and speed.
Aircraft Climbing or Descending

Aircraft on the Same Track
When an aircraft will pass through the level of another aircraft on the same track, the following minimum
longitudinal separation shall be provided:
a) 15 MIN while vertical separation does not exist; or
b) 10 MIN while vertical separation does not exist, provided that such separation is authorized only
where ground-based NAVAIDs or GNSS permit frequent determination of position and speed; or
c) 5 MIN while vertical separation does not exist, provided that:
- the level change is commenced within 10 MIN of the time the second aircraft has reported over
a common point which must be derived from ground-based NAVAIDs or by GNSS; and
- when issuing the clearance through third party communication or CPDLC a restriction shall be
added to the clearance to ensure that the 10 MIN condition is satisfied.
Note:
To facilitate application of the procedure where a considerable change of level is involved, a descending
aircraft may be cleared to some convenient level above the lower aircraft, or a climbing aircraft to some
convenient level below the higher aircraft, to permit a further check on the separation that will be obtained
while vertical separation does not exist.
Aircraft on Crossing Tracks
a) 15 MIN while vertical separation does not exist; or
b) 10 MIN while vertical separation does not exist if NAVAIDs permit frequent determination of position
and speed.
Aircraft on Reciprocal Tracks

Where lateral separation is not provided, vertical separation shall be provided for at least 10 MIN prior to
and after the time the aircraft are estimated to pass, or are estimated to have passed. Provided it has been
determined that the aircraft have passed each other, this minimum need not apply.
Lido 2016
Sheet 1157261
*1157261*
Vueling (vueling)
RAR General Part
03-NOV-2016
2.12.3.2.3 Longitudinal Separation Minima Based on Distance Using DME and/or GNSS
Note: Where the term on track is used in the provisions relating to the application of longitudinal
separation minima using DME and/or GNSS, it means that the aircraft is flying either directly
inbound to or directly outbound from the station/waypoint.
Separation shall be established by maintaining not less than specified distance(s) between aircraft positions
as reported by reference to DME in conjunction with other appropriate NAVAIDs and/or GNSS. This type of
separation shall be applied between two aircraft using DME, or two aircraft using GNSS, or one aircraft using
DME and one aircraft using GNSS. Direct controller-pilot VHF voice communication shall be maintained while
such separation is used.
Note: For the purpose of applying GNSS-based separation minimum, a distance derived from an
integrated navigation system incorporating GNSS input is regarded as equivalent to GNSS
distance.
When applying these separation minima between any aircraft with area navigation capability, controllers shall
specifically request GNSS-derived distance.
Note: Reasons making a pilot unable to provide GNSS distance information may include inadequate
on-board equipment, no GNSS input into an integrated navigation system, or a loss of GNSS
integrity.
Aircraft at the Same Cruising Level

Aircraft on the SameTrack
a) 37km (20NM), provided:
- each aircraft utilizes:
i) the same on-track DME station when both aircraft are utilizing DME; or
ii) an on-track DME station and a collocated waypoint when one aircraft is utilizing DME and
the other is utilizing GNSS; or
iii) the same waypoint when both aircraft are utilizing GNSS; and
- separation is checked by obtaining simultaneous DME and/or GNSS readings from the aircraft
at frequent intervals to ensure that the minimum will not be infringed;
b) 19km (10NM), provided:
- the leading aircraft maintains a true airspeed of 37km/h (20KT) or more faster than the
succeeding aircraft;
- each aircraft utilizes:
i) the same on-track DME station when both aircraft are utilizing DME; or
ii) an on-track DME station and a collocated waypoint when one aircraft is utilizing DME and
iii) the same waypoint when both aircraft are utilizing GNSS; and
- separation is checked by obtaining simultaneous DME and/or GNSS readings from the aircraft
at such intervals as are necessary to ensure that the minimum is established and will not be
infringed.
Aircraft on Crossing Tracks

The longitudinal separation prescribed above shall also apply provided each aircraft reports distance from
the DME station and/or collocated waypoint or same waypoint located at the crossing point of the tracks
and that the relative angle between the tracks is less than 90 degrees.
Lido 2016
Sheet 1157261
Vueling (vueling)
General Part
RAR
03-NOV-2016
Aircraft Climbing and Descending
Aircraft on the Same Track
19km (10NM) while vertical separation does not exist, provided:
a) each aircraft utilizes:
- the same on-track DME station when both aircraft are utilizing DME; or
- an on-track DME station and a collocated waypoint when one aircraft is utilizing DME and
- the same waypoint when both aircraft are utilizing GNSS; and
b) one aircraft maintains a level while vertical separation does not exist; and
c) separation is established by obtaining simultaneous DME and/or GNSS readings from the aircraft.
Note:
To facilitate application of the procedure where a considerable change of level is involved, a descending
aircraft may be cleared to some convenient level above the lower aircraft, or a climbing aircraft to some
convenient level below the higher aircraft, to permit a further check on the separation that will be obtained
while vertical separation does not exist.
Aircraft utilizing on-track DME and/or collocated waypoint or same waypoint may be cleared to climb or
descend through the levels occupied by other aircraft utilizing on-track DME and/or collocated waypoint or
same waypoint, provided that it has been positively established that the aircraft have passed each other
and are at least 10NM apart, or such other value as prescribed by the appropriate ATS authority.
Lido 2016
Sheet 1157262
*1157262*
Vueling (vueling)
RAR General Part
03-NOV-2016
2.12.3.2.4 Longitudinal Separation Minima with Mach Number Technique Based on Time
Turbojet aircraft shall adhere to the true Mach number approved by ATC and shall request ATC approval
before making any changes thereto. If it is essential to make an immediate temporary change in the Mach
number (e.g. due to turbulence), ATC shall be notified as soon as possible that such 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 aircraft concerned shall advise ATC at the time of the climb/descent request.
When the Mach number technique is applied and provided that:
a) the aircraft concerned have reported over the same common point and follow the same track or
continuously diverging tracks until some other form of separation is provided; or
b) if the aircraft have not reported over the same common point and it is possible to ensure, by radar,
ADS-B or other means, that the appropriate time interval will exist at the common point from which
they either follow the same track or continuously diverging tracks;
minimum longitudinal separation between turbojet aircraft on the same track, whether in level, climbing or
descending flight shall be:
a) 10 MIN; or
b) between 9 and 5 MIN inclusive, provided that:
the preceding aircraft is maintaining a true Mach number greater than the following aircraft in
accordance with the following:
- 9 MIN, if the preceding aircraft is Mach 0.02 faster than the following aircraft;
- 5 MIN, if the preceding aircraft is Mach 0.06 faster than the following aircraft.
When the 10 MIN longitudinal separation minimum with Mach number technique is applied, the preceding
aircraft shall maintain a true Mach number equal to or greater than that maintained by the following aircraft.
Lido 2016
Sheet 1157262
Vueling (vueling)
General Part
RAR
03-NOV-2016
2.12.3.2.5 Longitudinal Separation Minima with Mach Number Technique Based on Distance Using
RNAV
Turbojet aircraft shall adhere to the true Mach number approved by ATC and shall request ATC approval
before making any changes thereto. If it is essential to make an immediate temporary change in the Mach
number (e.g. due to turbulence), ATC shall be notified as soon as possible that such 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 aircraft concerned shall advise ATC at the time of the climb/descent request.
RNAV distance-based separation minima shall not be applied after ATC has received pilot advice indicating
navigation equipment deterioration or failure.
Separation shall be established by maintaining not less than the specified distance between aircraft positions
as reported by reference to RNAV equipment. Direct controller-pilot communications should be maintained,
while such separation is used. Where high frequency or general purpose extended range very high frequency
air-ground communication channels are used for area control service and are worked by air-ground
communicators, suitable arrangements shall be made to permit direct controller-pilot communications, or
monitoring by the controller of all air-ground communications.
To assist pilots to readily provide the required RNAV distance information, such position reports should,
wherever possible, be referenced to a common waypoint 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.
A 150km (80NM) RNAV distance-based separation minimum with Mach number technique may be used on
same-direction tracks in lieu of a 10-MIN longitudinal separation minimum with Mach number technique,
provided:
a) each aircraft reports its distance to or from the same on-track common point;
b) separation between aircraft at the same level is checked by obtaining simultaneous RNAV distance
readings from the aircraft at frequent intervals to ensure that the minimum will not be infringed;
c) separation between aircraft climbing or descending is established by obtaining simultaneous RNAV
distance readings from the aircraft
d) in the case of aircraft climbing or descending, one aircraft maintains a level while vertical separation
does not exist.
When the 150km (80NM) longitudinal separation minimum with Mach number technique is applied, the
preceding aircraft shall maintain a true Mach number equal to or greater than that maintained by the
following aircraft.
Note: To facilitate application of the procedure where a considerable change of level is involved, a
descending aircraft may be cleared to some convenient level above the lower aircraft, or a
climbing aircraft to some convenient level below the higher aircraft, to permit a further check on
the separation that will be obtained while vertical separation does not exist.
Aircraft utilizing RNAV may be cleared to climb or descend to or through the levels occupied by other aircraft
utilizing RNAV provided it has been positively established by simultaneous RNAV distance readings to or from
the same on-track common point that the aircraft have passed each other and are at least 150km (80NM)
apart.
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Sheet 1157263
*1157263*
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RAR General Part
03-NOV-2016
2.12.3.2.6 Longitudinal Separation Minima Based on Distance Using RNAV Where RNP is Specified
Within designated airspace, or on designated routes, separation minima in accordance with the provisions of
this section may be used, subject to regional air navigation agreements.
Separation shall be established by maintaining not less than the specified distance between aircraft positions
as reported by reference to the same on-track common point, whenever possible ahead of both aircraft, or
by means of an automated position reporting system.
Note: The term on track means that the aircraft is flying either directly inbound to or directly
outbound from the station or waypoint.
When information is received indicating navigation equipment failure or deterioration below the navigation
performance requirements, ATC shall then, as required, apply alternative separation minima.
Direct controller-pilot communications shall be maintained while applying a distance-based separation
minima. Direct controller-pilot communications shall be voice or CPDLC. The communication criteria
necessary for CPDLC to satisfy the requirement for direct controller-pilot communications shall be established
by an appropriate safety assessment.
Prior to and during the application of a distance-based separation minimum, the controller should determine
the adequacy of the available communication link, considering the time element required to receive replies
from two or more aircraft, and the overall workload/traffic volume associated with the application of such
minima.
When aircraft are at, or are expected to reduce to, the minimum separation applicable, speed control
techniques, including assigning Mach number, shall be applied to ensure that the minimum distance exists
throughout the period of application of the minima.
Longitudinal Distance-based Separation Minima in an RNP RNAV Environment not Using ADS-C
For aircraft cruising, climbing or descending on the same track, the following separation minimum may be
used:
Separation RNP Type Communication Surveillance Distance
Minimum Requirement Requirement Verification
Requirements
93km (50NM) 10 Direct controller- Procedural position At least every 24
pilot reports MIN
communications
Note: Where a considerable change of level is involved using distance-based separation, a descending
aircraft may be cleared to some convenient level above the lower aircraft, or a climbing aircraft
to some convenient level below the higher aircraft (e.g. 1200m (4000ft) or less) to permit a
further check on the separation that will be maintained while vertical separation does not exist.
During the application of the 93km (50NM) separation, when an aircraft fails to report its position, the
controller shall take action within 3 MIN to establish communication. If communication has not been
established within 8 MIN of the time the report should have been received, the controller shall take action to
apply an alternative form of separation.
Where automated position reporting applies, a common time reference shall be used.
Aircraft may be cleared to climb or descend to or through the levels occupied by the other provided that it has
been positively established that the aircraft have passed each other and the distance between them is equal
to at least the applicable separation minimum.
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Vueling (vueling)
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RAR
03-NOV-2016
Longitudinal Distance-based Separation Minima in an RNP RNAV Environment Using ADS-C
Separation based on the use of ADS-C shall be applied so that the distance between the calculated positions
of the aircraft is never less than the prescribed minimum. This distance shall be obtained by one of the
following methods:
a) when the aircraft are on the same identical track, the distance may be measured between the
calculated positions of the aircraft or may be calculated by measuring the distances to a common
point on the track;
Note: Same identical tracks are a special case of same track where the angular difference is zero
degrees or reciprocal tracks where the angular difference is 180 degrees.
b) when the aircraft are on same or reciprocal non-parallel tracks other than in a) above, the distance
shall be calculated by measuring the distances to the common point of intersection of the tracks or
projected track; and
c) when the aircraft are on parallel tracks whose protection areas overlap, the distance shall be
measured along the track of one of the aircraft as in a) above using its calculated position and the
point abeam the calculated position of the other aircraft.
When aircraft are at, or are expected to reduce to, the minimum separation applicable, speed control
techniques, including assigning Mach number, shall be applied to ensure that the minimum distance exists
throughout the period of application of the minima.
For aircraft cruising, climbing or descending on the same track, the following separation minima may be
used:
Separation Minima RNP Type Maximum ADS-C Periodic Reporting Interval
93km (50NM) 10 27 MIN
4 32 MIN
55.5km (30NM) 4 14 MIN
The communication system provided to enable the application of the separation minima above shall allow a
controller, within 4 MIN, to intervene and resolve a potential conflict by contacting an aircraft using the
normal means of communication. An alternative means shall be available to allow the controller to intervene
and resolve the conflict within a total time of 10.5 MIN, should the normal means of communication fail.
When an ADS-C periodic or waypoint change event report is not received within 3 MIN of the time it should
have been sent, the report is considered overdue and the controller shall take action to obtain the report as
quickly as possible, normally by ADS-C or CPDLC. If a report is not received within 6 MIN of the time the
original report should have been sent, and there is a possibility of loss of separation with other aircraft, the
controller shall take action to resolve any potential conflict(s) as soon as possible. The communication means
provided shall be such that the conflict is resolved within a further 7.5 MIN.
Opposite-direction aircraft on reciprocal tracks may be cleared to climb or descend to or through the levels
occupied by another aircraft provided that the aircraft have passed each other by the applicable separation
minimum, calculated in accordance with "Longitudinal Distance-based Separation Minima in an RNP RNAV
Environment not Using ADS-C".
Lido 2016
Sheet 1157264
*1157264*
Vueling (vueling)
RAR General Part
03-NOV-2016
2.12.3.2.7 Longitudinal Separation Minima Based on Distance Using ADS-B In-Trail Procedure (ITP)
The routes or airspace where application of the in-trail procedure is authorized, and the procedures to be
followed by pilots in accordance with the provisions of this section shall be promulgated in AIPs.
ITP requests and clearances shall be communicated via a CPDLC message exchange only and in accordance
with the appropriate message elements.
Refer to:
Communication General Information 6.4.3 Automatic Dependent Surveillance Broadcast In-Trail Procedure
(ADS-B ITP)
Longitudinal separation between a climbing or descending ITP aircraft and reference aircraft shall be applied
as listed below. An ITP aircraft shall not be separated simultaneously from more than two reference aircraft
using the ITP separation minimum.
An ITP climb or descent may be requested by the pilot provided the following ITP criteria are satisfied:
a) the ITP distance between the ITP aircraft and the reference aircraft shall be:
- not less than 28km (15NM) with a maximum closing ground speed of 37km/h (20KT); or
- not less than 37km (20NM) with a maximum closing ground speed of 56km/h (30KT);
b) the ITP on-board equipment shall indicate that the angle between the current tracks of the ITP aircraft
and reference aircraft is less than 45 degrees;
c) the altitude difference between the ITP aircraft and any reference aircraft shall be 600m (2000ft) or
less;
d) the climb or descent shall be conducted at a rate of not less than 1.5m/s (300ft/min), or any higher
rate when specified by the controller; and
e) the climb or descent shall be performed at the assigned Mach number. If no Mach number has been
assigned by ATC, the ITP aircraft shall maintain the current cruise Mach number throughout the ITP
manoeuvre.
Note: These criteria are designed to ensure a minimum separation of 19km (10NM) between the ITP
aircraft and the reference aircraft during the climb or descent.
A controller may clear an aircraft for an ITP climb or descent provided the following conditions are satisfied:
a) the ITP climb or descent has been requested by the pilot;
b) the aircraft identification of each reference aircraft in the ITP request exactly matches the Item 7 -
aircraft identification of the corresponding aircrafts filed flight plan;
c) the reported ITP distance between the ITP aircraft and any reference aircraft is 28km (15NM) or more;
d) both the ITP aircraft and reference aircraft are either on;
- same identical tracks and any turn at a waypoint shall be limited to less than 45 degrees; or
- parallel tracks or same tracks with no turns permitted during the manoeuvre.
Note: Same identical tracks are a special case of same track where the angular difference is zero
degrees.
e) no speed or route change clearance shall be issued to the ITP aircraft until the ITP climb or descent is
completed;
f) the altitude difference between the ITP aircraft and any reference aircraft shall be 600m (2000ft) or
less;
g) no instruction to amend speed, altitude or route shall be issued to any reference aircraft until the ITP
climb or descent is completed;
h) the maximum closing speed between the ITP aircraft and each reference aircraft shall be Mach 0.06;
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Sheet 1157264
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03-NOV-2016
i) the ITP aircraft shall not be a reference aircraft in another ITP clearance.
Following receipt of an ITP climb or descent clearance and before initiating the procedure, the pilot of the ITP
aircraft shall determine that the ITP criteria referred to in a) and b) are still being met with respect to the
reference aircraft identified in the clearance and:
a) if the ITP criteria are satisfied, the pilot shall accept the clearance and commence the climb or
descent immediately; or
b) if the ITP criteria are no longer satisfied, the pilot shall notify the controller and maintain the
previously cleared level.
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Sheet 1157265
*1157265*
Vueling (vueling)
RAR General Part
03-NOV-2016
2.12.3.2.8 Longitudinal Separation Minima Based on Distance Using ADS-C Climb and Descend
Procedure (CDP)
a When an aircraft on the same track is cleared to climb or descend through the level of another aircraft, the
clearance should be issued provided the following requirements are met:
a a) the longitudinal distance between the aircraft is determined by the ground automation system from
near-simultaneous demand ADS-C reports which contain position accuracy of 0.25NM or better
(Figure of Merit 6 or higher);
a b) the longitudinal distance between the aircraft, as determined in a) above, is not less than:
a - 27.8km (15NM) when the preceding aircraft is at the same speed or faster than the following
aircraft; or
a - 46.3km (25NM) when the following aircraft is not more than either 18.5 km/h (10KT) or Mach
0.02 faster than the preceding aircraft;
a c) the altitude difference between aircraft is not greater than 600m (2000ft);
a d) the clearance is issued with a restriction that ensures vertical separation is re-established within
15min from the first demand report request; and
a e) direct controller-pilot voice communications or CPDLC is maintained.
a The application of the ADS-C Climb and Descend Procedure (CDP) should be supported by an ongoing
monitoring process.
2.12.3.2.9 Performance-Based Longitudinal Separation Minima
a Within designated airspace, or on designated routes, separation minima in accordance with the provisions of
this section may be used.
a The following separation minima may be used for aircraft cruising, climbing or descending on:
a a) the same track; or
a b) crossing tracks provided that the relative angle between the tracks is less than 90 degrees.
a Separation RNP RCP RSP Maximum ADS-C

Minima Periodic
Reporting Interval
a 93km (50NM) 10 240 180 27min
a 4 32min
a 55.5km (30NM) 2 or 4 12min
a 5min 2 or 4 or 10 14min
a Opposite-direction aircraft on reciprocal tracks may be cleared to climb or descend to or through the levels
occupied by another aircraft provided that ADS-C reports show that the aircraft have passed each other by
the applicable separation minimum above.
a The five-minute separation shall be calculated to a resolution of one second without rounding.
a Separation shall be applied so that the distance or time between the calculated positions of the aircraft is
never less than the prescribed minimum. This distance or time shall be obtained by one of the following
methods:
a a) when the aircraft are on the same identical track, the distance or time may be measured between the
calculated positions of the aircraft or may be calculated by measuring the distances or times to a
common point on the track.
a b) when the aircraft are on the same or reciprocal non-parallel tracks other than in a) above, or on
crossing tracks, the distance or time shall be calculated by measuring the distances or times to the
common point of intersection of the tracks or projected track; and
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03-NOV-2016
a c) when the aircraft are on parallel tracks whose protection areas overlap, the distance or time shall be
measured along the track of one of the aircraft as in a) above using its calculated position and the
point abeam the calculated position of the other aircraft.
a The communication system provided to enable the application of the separation minima above shall allow a
controller, within 4min, to intervene and resolve a potential conflict by contacting an aircraft using the normal
means of communication. An alternative means shall be available to allow the controller to intervene and
resolve the conflict within a total time of 10.5min, should the normal means of communication fail.
a When an ADS-C periodic or waypoint change event report is not received within 3min of the time it should
have been sent, the report is considered overdue and the controller shall take action to obtain the report as
quickly as possible, normally by ADS-C or CPDLC. If a report is not received within 6min of the time the
original report should have been sent, and there is a possibility of loss of separation with other aircraft, the
controller shall take action to resolve any potential conflict(s) as soon as possible. The communication means
provided shall be such that the conflict is resolved within a further 7.5min.
a When information is received indicating ground or aircraft equipment failure or deterioration below the
communication, navigation and surveillance performance requirements, ATC shall then, as required, apply
alternative separation minima.
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Sheet 1157266
*1157266*
Vueling (vueling)
Vueling (vueling)
General Part
RAR
23-FEB-2017
2.12.4 Wake Turbulence Separation
2.12.4.1 Wake Turbulence Categories (WTC) of Aircraft
The Wake Turbulence Category is provided on the basis of the maximum certificated take-off mass as
follows:
Wake Turbulence Category Definition / Maximum Certificated Take-off Mass
J SUPER A380-800
H HEAVY Aircraft types of 136000kg (300000lbs) or more
M MEDIUM Aircraft types less than 136000kg (300000lbs) but more than
7000kg (15500lbs)
L LIGHT Aircraft types of 7000kg (15500lbs) or less
List of Aircraft Types and Wake Turbulence Categories (WTC)

IATA Aircraft Type ICAO Aircraft Type
Manufacturer Model WTC
Code Code
A300 Passenger AB3*
A300B2/4-1/2/100/200 AB4 A30B
A300B4-600 AB6 A306 H
A300C4-200 Freighter ABX A30B
A310 Passenger 310*
A310-200 312
A310 H
A310-300 313
A318/319/320/321 32S*
A318 318 A318
A319 319 A319
M
A320 320 A320
A321 321 A321
AIRBUS
A330 330*
A330-200 332 A332
H
A330-300 333 A333
A340 340*
A340-200 342 A342
A340-300 343 A343
H
A340-500 345 A345
A340-600 346 A346
A350 350*
A350-900 359 A359 H
A380 380*
A380-800 380 A388 J
An-24 AN4 AN24
An-26 AN6 AN26
ANTONOV M
An-72
AN7 AN72
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An-74-100/200
Sheet 1203029
*1203029*
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RAR General Part
23-FEB-2017
Code Code
An-74-300 AN7 A743 M
ANTONOV An-124 Ruslan A4F A124
H
An-225 Mriya A5F A225
ATR 42/72 ATR*
ATR 42-300 / 320 AT4 AT43
ATR 42-400 ATD AT44
ATR 42-500 AT5 AT45
ATR
ATR 42-600 AT6 AT46 M
ATR 72-200 AT72
ATR 72-500 AT7 AT75
ATR 72-600 AT76
RJ85/100 ARJ*
AVRO RJ85 AR8 RJ85
M
RJ100 AR1 RJ1H
737 Passenger 737*
737-100 731 B731
737-200 732 B732
737-300 733
B733
737-300 (winglets) 73C
737-400 734 B734
737-500 735 B735
M
737-600 736 B736
737-700 73G
B737
737-700 (winglets) 73W
737-800 738
B738
737-800 (winglets) 73H
BOEING 737-900 739 B739
747 Passenger 747*
747-100 741 B741
747-200 742 B742
747-300 743 B743
H
747-400 744 B744
747-400 (no winglets) 74J B74D
747-8 748 B748
757 Passenger 757*
757-200 752 B752
M **
757-300 753 B753
767 Passenger 767*
Lido 2017
767-200 / 200ER 762 B762 H
Sheet 1203029
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General Part
RAR
23-FEB-2017
Code Code
767-300
763 B763
767-300ER H
767-400ER 764 B764
777 Passenger 777*
777-200 / 200ER B772
772
777-200LR
B77L
777-200F Freighter 77X H
777-300 B773
773
777-300ER B77W
787 Passenger 787*
BOEING
787-8 788 B788
787-9 789 B789 H
MD-11 M11 MD11
MD-80 M80*
MD-81 M81 MD81
MD-82 M82 MD82
MD-83 M83 MD83
M
MD-87 M87 MD87
MD-88 M88 MD88
MD-90 M90 MD90
BOMBARDIER CS100 CS1 BCS1 M
Regional Jet CRJ*
CRJ-100 CR1 CRJ1
CANADAIR CRJ-200 CR2 CRJ2
M
CRJ-700 CR7 CRJ7
CRJ-900 CR9 CRJ9
Dash 8 DH8*
DHC-8-100 Dash 8 DH1 DH8A
DE HAVILLAND DHC-8-200 Dash 8 DH2 DH8B
M
DHC-8-300 Dash 8 DH3 DH8C
DHC-8-400 Dash 8 DH4 DH8D
ERJ 135/140/145 ERJ*
ERJ 135 ER3
E135
ERJ 140 ERD M
EMBRAER ERJ 145 ER4 E145
EMB 170/190 EMJ*
EMB 170 E70 E170
M
EMB 190 E90 E190
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Sheet 1203030
*1203030*
Vueling (vueling)
RAR General Part
23-FEB-2017
Code Code
FAIRCHILD D328-100 D38 D328 M
DORNIER
FOKKER Fokker 100 100 F100 M
IL-62 IL6 IL62
IL-76/78/82 IL7 IL76
ILYUSHIN H
IL-86/87 ILW IL86
IL-96 I93 IL96
DC-10 Passenger D10*
MCDONNELL DC-10-10 / 15 D11
DOUGLAS DC10 H
DC-10-30 / 40 D1C
340 SF3 SF34
SAAB M
2000 S20 SB20
Tu-134 TU3 T134
TUPOLEV M
Tu-154 TU5 T154
* IATA aircraft group code
** B757: Some countries have special regulations for B757 (refer to CRARs).
a Note: For ICAO Aircraft Approach Category, refer to your company specific operations manuals.
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Sheet 1203030
Vueling (vueling)
General Part
RAR
03-NOV-2016
2.12.4.2 Wake Turbulence Separation Standards
Departure
Displaced Opposite
Full Radar
Interme Arrival Landing Direction
Length Separation
Lead Follow (1) diate (2) Threshold (3) (4)
Distance
Time (Minutes) (NM)
SUPER - - - - - 5 (5)
HEAVY 2 - - - - 6 (6)
SUPER
MEDIUM 3 4 3 3 3 7 (6)
LIGHT 3 4 4 3 3 8 (6)
SUPER - - - - 5 (5)
HEAVY - - - - - 4 (6)
HEAVY
MEDIUM 2 3 2 2 2 5 (6)
LIGHT 2 3 3 2 2 6 (6)
SUPER - - - - - 5 (5)
HEAVY - - - - - 5 (5)
MEDIUM
MEDIUM - - - - - 5 (5)
LIGHT 2 3 3 2 2 5 (6)
SUPER - - - - - 5 (5)
HEAVY - - - - - 5 (5)
LIGHT
MEDIUM - - - - - 5 (5)
LIGHT - - - - - 5 (5)
Note: For the purpose of this table, "SUPER" denotes "A380-800" and "HEAVY" denotes "non-
A380-800 HEAVY".
Departing aircraft using:
a) the same runway;
b) parallel runways separated by less than 760m (2500ft);
c) crossing runways if the projected flight path of the second aircraft will cross the
(1) projected flight path of the first aircraft at the same altitude or less than 300m (1000ft)
below;
d) parallel runways separated by 760m (2500 ft) or more, if the projected flight path of
the second aircraft will cross the projected flight path of the first aircraft at the same
altitude or less than 300m (1000ft) below.
Departing aircraft using:

a) an intermediate part of the same runway; or
(2)
b) an intermediate part of a parallel runway separated by less than 760m (2500ft).
Operating on a runway with a displaced landing threshold when:

a) a departing LIGHT or MEDIUM aircraft follows an A380-800 or HEAVY aircraft arrival
and a departing LIGHT aircraft follows a MEDIUM aircraft arrival; or
(3)
b) an arriving LIGHT or MEDIUM aircraft follows an A380-800 or HEAVY aircraft departure
and an arriving LIGHT aircraft follows a MEDIUM aircraft departure if the projected
flight paths are expected to cross.
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RAR General Part
03-NOV-2016
Heavier aircraft is making a low or missed approach and the lighter aircraft is:
a) utilizing an opposite-direction runway for take-off; or
(4)
b) landing on the same runway in the opposite direction, or on a parallel opposite-
direction runway separated by less than 760m (2500ft).
Radar Separation Minima

(5) May be reduced to 3 or 2.5NM; refer to:
Rules and Regulations General Information 4.2.1.3 Separation Minima Based on ATS Surveillance
Systems
Distance-based Wake Turbulence Separation Minima
Applied to approach and departure phase of the flight, when:
a) an aircraft is operating directly behind another aircraft at the same altitude or less than
300m (1000ft) below; or
(6) b) both aircraft are using the same runway, or parallel runways separated by less than
760m (2500ft); or
c) an aircraft is crossing behind another aircraft at the same altitude or less than 300m
(1000ft) below.
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Sheet 1157269
Vueling (vueling)
General Part
RAR
03-NOV-2016
2.12.4.3 Separation between Aircraft Holding in Flight
When aircraft are being held in flight, the appropriate vertical separation minimum shall continue to be
provided between holding aircraft and en-route aircraft while such en-route aircraft are within 5 MIN flying
time of the holding area, unless vertical separation exists.
2.12.4.4 Separation between Departing Aircraft
Complementary to the longitudinal separation minimum:
5 MIN is required while vertical separation does not exist if a departing ACFT is to be flown through
the level of a preceding departing ACFT and both ACFT follow the same track.
2 MIN when the preceding ACFT is 40KT (average KIAS during climb) or faster than the following ACFT
and both ACFT propose to follow the same track.
1 MIN if ACFT are to fly different tracks diverging at least 45 and lateral separation is provided
immediately after take-off.
Note: This minimum may be reduced when ACFT are using separate RWYs.
2.12.4.5 Separation between Departing and Arriving Aircraft
Visual approach and clearance to descend are subject to maintaining own separation while in VMC. Except
otherwise prescribed by ATS authority, following separation should be applied:
Arrival aircraft making a complete ILS approach, a departing aircraft may take-off:
in any direction until arriving aircraft has started its procedure or base turn
in a direction differing by at least 45 from the reciprocal of the direction of approach after arriving
aircraft has started the procedure or base turn provided that a take-off will be made at least 3 MIN
before the ETO of the arriving aircraft over the beginning of the instrument RWY.
Arrival aircraft is making a straight-in approach a departing aircraft may take-off:
in any direction until 5 MIN before estimated time over of an arriving aircraft over the instrument RWY
in a direction differing at least 45 from the reciprocal of the direction of approach
- until 3 MIN before the estimated time over of the arriving aircraft over the beginning of the
instrument runway; or
- before the arriving aircraft crosses a designated fix determined by the ATS authority
2.12.4.6 Indication of Wake Turbulence Category

Wake Turbulence Category "HEAVY"
For ACFT in the heavy WTC the word "HEAVY" shall be included immediately after the ACFT call-sign in the
initial radiotelephony contact between such ACFT and ATS units.
Example: "LUFTHANSA FOUR ZERO ZERO HEAVY"
Wake Turbulence Category "SUPER"
For A380-800 ACFT the expression "SUPER" should be included immediately after the aircraft call-sign in the
initial radiotelephony contact between such ACFT and ATS units.
Example: "AIR FRANCE ZERO TWO EIGHT SUPER"
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Sheet 1157270
*1157270*
Vueling (vueling)
RAR General Part
03-NOV-2016
2.12.5 Clearance to Maintain Own Separation in VMC
When requested and authorized by an air traffic service unit, an ATC unit may clear a controlled flight under
VMC to maintain own separation and VMC. If so, the following shall apply:
The clearance shall be for a specified portion of flight during climb or descent and subject to further
restrictions as and when prescribed on the basis of regional air navigational agreements.
If there is a possibility that a flight under VMC may become impracticable, an IFR flight shall be
provided with alternative instructions to be complied with in the event that flight in VMC cannot be
maintained for the term of the clearance.
The pilot of an IFR flight on observing that conditions are deteriorating and considering that operation
in VMC will become impossible, shall inform the air traffic service before entering IMC and shall
proceed in accordance with the alternative instructions given.
Rules and Regulations General Information 2.12 Separation Methods and Minima
Rules and Regulations General Information 2.7 Visual Flight Rules (VFR)
2.12.6 Reduced Runway Separation Minima Between Aircraft Using the Same Runway
Provided that an appropriate, documented safety assessment has shown that an acceptable level of safety
can be met, reduced runway separation minima may be prescribed by the appropriate ATS authority, after
consultation with the operators. The safety assessment shall be carried out for each runway for which the
reduced minima are intended, taking into account factors such as:
a) runway length;
b) aerodrome layout; and
c) types/categories of aircraft involved.
All applicable procedures related to the application of reduced runway separation minima shall be published
in the AIP as well as in local ATC instructions. Controllers shall be provided with appropriate and adequate
training in the use of the procedures.
Reduced runway separation minima shall only be applied during the hours of daylight from 30 MIN after local
sunrise to 30 MIN before local sunset.
For the purpose of reduced runway separation, aircraft shall be classified as follows:
a) Category 1 Aircraft: single-engine propeller aircraft with a maximum certificated take-off mass of
2000kg or less;
b) Category 2 Aircraft: single-engine propeller aircraft with a maximum certificated take-off mass of
more than 2000kg but less than 7000kg; and twin-engine propeller aircraft with a maximum
certificated take-off mass of less than 7000kg;
c) Category 3 Aircraft: all other aircraft.
Reduced runway separation minima shall not apply between a departing aircraft and a preceding landing
aircraft.
Reduced runway separation minima shall be subject to the following conditions:
a) wake turbulence separation minima shall be applied;
b) visibility shall be at least 5km and ceiling shall not be lower than 300m (1000ft);
c) tailwind component shall not exceed 5KT;
d) there shall be available means, such as suitable landmarks, to assist the controller in assessing the
distances between aircraft. A surface surveillance system that provides the air traffic controller with
position information on aircraft may be utilized, provided that approval for operational use of such
equipment includes a safety assessment to ensure that all requisite operational and performance
requirements are met;
e) minimum separation continues to exist between two departing aircraft immediately after take-off of
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f) traffic information shall be provided to the flight crew of the succeeding aircraft concerned; and
g) the braking action shall not be adversely affected by runway contaminants such as ice, slush, snow
and water.
Reduced runway separation minima which may be applied at an aerodrome shall be determined for each
separate runway. The separation to be applied shall in no case be less than the following minima:
a) Landing Aircraft
a) a succeeding landing Category 1 aircraft may cross the runway threshold when the preceding aircraft
is a Category 1 or 2 aircraft which either:
- has landed and has passed a point at least 600m from the threshold of the runway, is in motion
and will vacate the runway without backtracking; or
- is airborne and has passed a point at least 600m from the threshold of the runway;
b) succeeding landing Category 2 aircraft may cross the runway threshold when the preceding aircraft is
a Category 1 or 2 aircraft which either:
c) a succeeding landing aircraft may cross the runway threshold when a preceding Category 3 aircraft:
b) Departing Aircraft
a) a Category 1 aircraft may be cleared for take-off when the preceding departing aircraft is a Category
1 or 2 aircraft which is airborne and has passed a point at least 600m from the position of the
succeeding aircraft;
b) a Category 2 aircraft may be cleared for take-off when the preceding departing aircraft is a Category
1 or 2 aircraft which is airborne and has passed a point at least 1500m from the position of the
succeeding aircraft; and
c) an aircraft may be cleared for take-off when a preceding departing Category 3 aircraft is airborne and
has passed a point at least 2400m from the position of the succeeding aircraft.
Consideration should be given to increased separation between high performance single-engine aircraft and
preceding Category 1 or 2 aircraft.
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2.12.7 Strategic Lateral Offset Procedures (SLOP)
SLOP are approved procedures that allow aircraft to fly on a parallel track to the right of the centerline relative
to the direction of flight to mitigate the lateral overlap probability due to increased navigation accuracy and
wake turbulence encounters. Unless specified in the separation standard, an aircrafts use of these
procedures does not affect the application of prescribed separation standards.
ICAO Annex 2 requires authorization for the application of SLOP from the appropriate ATS authority
responsible for the airspace concerned. The routes or airspace where application of strategic lateral offsets is
authorized, and the procedures to be followed by pilots, shall be promulgated in the AIPs. In some instances,
it may be necessary to impose restrictions on the use of strategic lateral offsets, e.g. where their application
may be inappropriate for reasons related to obstacle clearance. Route conformance monitoring systems shall
account for the application of SLOP. Where such authorization has been published by the respective State, it
is mentioned in the respective RSIs and CRARs of the Lido/RouteManual.
Strategic lateral offsets shall be authorized only in en-route airspace as follows:
c a) where the lateral separation minima or spacing between route centerlines is 23NM (42.6km) or
more, offsets to the right of the centerline relative to the direction of flight in tenths of a nautical
mile up to a maximum of 2NM (3.7km); and
b) where the lateral separation minima or spacing between route centerlines is 6NM (11.1km) or more
c and less than 23NM (42.6km), offsets to the right of the centerline relative to the direction of flight
in tenths of a nautical mile up to a maximum of 0.5NM (0.9km).
a The routes or airspace where application of strategic lateral offsets is authorized, and the procedures to be
followed by pilots, shall be promulgated in Aeronautical Information Publications (AIPs). In some instances, it
may be necessary to impose restrictions on the use of strategic lateral offsets, e.g. where their application
may be inappropriate for reasons related to obstacle clearance. Route conformance monitoring systems shall
account for the application of SLOP.
The decision to apply a strategic lateral offset shall be the responsibility of the flight crew. The flight crew
shall only apply strategic lateral offsets in airspace where such offsets have been authorized by the
appropriate ATS authority and when the aircraft is equipped with automatic offset tracking capability.
Note 1: Pilots may contact other aircraft on the inter-pilot air-to-air frequency 123.450MHz to coordinate
offsets.
Note 2: The SLOP has been designed to include offsets to mitigate the effects of wake turbulence of
preceding aircraft. If wake turbulence needs to be avoided, an offset to the right and within the
limits specified above may be used.
Note 3: Pilots are not required to inform ATC that a strategic lateral offset is being applied.
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2.13 Flight Plan and Clearance
2.13.1 Flight Plans (ICAO Annex 2)
2.13.1.1 Submission of a Flight Plan
Information relative to an intended flight or portion of a flight, to be provided to air traffic services units, shall
be in the form of a flight plan.
A flight plan shall be submitted prior to operating:
a) any flight or portion thereof to be provided with air traffic control service;
b) any IFR flight within advisory airspace;
c) any flight within or into designated areas, or along designated routes, when so required by the
appropriate ATS authority to facilitate the provision of flight information, alerting and search and
rescue services;
d) any flight within or into designated areas, or along designated routes, when so required by the
appropriate ATS authority to facilitate coordination with appropriate military units or with air traffic
services units in adjacent States in order to avoid the possible need for interception for the purpose of
identification;
e) any flight across international borders.
Note: The term flight plan is used to mean variously, full information on all items comprised in the
flight plan description, covering the whole route of a flight, or limited information required when
the purpose is to obtain a clearance for a minor portion of a flight such as to cross an airway, to
take off from, or to land at a controlled aerodrome.
A flight plan shall be submitted, before departure, to an air traffic services reporting office or, during flight,
transmitted to the appropriate air traffic services unit or air-ground control radio station, unless arrangements
have been made for submission of repetitive flight plans.
Unless otherwise prescribed by the appropriate ATS authority, a flight plan for a flight to be provided with air
traffic control service or air traffic advisory service shall be submitted at least 60min before departure, or, if
submitted during flight, at a time which will ensure its receipt by the appropriate air traffic services unit at
least 10min before the aircraft is estimated to reach:
a) the intended point of entry into a control area or advisory area; or
b) the point of crossing an airway or advisory route.
2.13.1.2 Contents of a Flight Plan

A flight plan shall comprise information regarding such of the following items as are considered relevant by
the appropriate ATS authority:
a) aircraft identification
b) flight rules and type of flight
c) number and type(s) of aircraft and wake turbulence category
d) equipment
e) departure aerodrome (Note 1)
f) estimated off-block time (Note 2)
g) cruising speed(s)
h) cruising level(s)
i) route to be followed
j) destination aerodrome and total estimated elapsed time
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k) alternate aerodrome(s)
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l) fuel endurance
m) total number of persons on board
n) emergency and survival equipment
o) other information.
Note 1: For flight plans submitted during flight, the information provided in respect of this item will be an
indication of the location from which supplementary information concerning the flight may be
obtained, if required.
Note 2: For flight plans submitted during flight, the information to be provided in respect of this item will
be the time over the first point of the route to which the flight plan relates.
Note 3: The term aerodrome where used in the flight plan is intended to cover also sites other than
aerodromes which may be used by certain types of aircraft, e.g. helicopters or balloons.
2.13.1.3 Completion of a Flight Plan

Whatever the purpose for which it is submitted, a flight plan shall contain information, as applicable, on
relevant items up to and including Alternate aerodrome(s) regarding the whole route or the portion thereof
for which the flight plan is submitted.
It shall, in addition, contain information, as applicable, on all other items when so prescribed by the
appropriate ATS authority or when otherwise deemed necessary by the person submitting the flight plan.
2.13.1.4 Changes to a Flight Plan
Subject to the provisions listed under "Deviations From the Current Flight Plan" (Note 1), all changes to a flight
plan submitted for an IFR flight, or a VFR flight operated as a controlled flight, shall be reported as soon as
practicable to the appropriate air traffic services unit. For other VFR flights, significant changes to a flight plan
shall be reported as soon as practicable to the appropriate air traffic services unit.
Note 1: Refer to:
Rules and Regulations General Information 2.13.1.6 Adherence to Current Flight Plan
Note 2: Information submitted prior to departure regarding fuel endurance or total number of persons
carried on board, if incorrect at time of departure, constitutes a significant change to the flight
plan and as such must be reported.
2.13.1.5 Closing a Flight Plan

Unless otherwise prescribed by the appropriate ATS authority, a report of arrival shall be made in person, by
radiotelephony or via data link at the earliest possible moment after landing, to the appropriate air traffic
services unit at the arrival aerodrome, by any flight for which a flight plan has been submitted covering the
entire flight or the remaining portion of a flight to the destination aerodrome.
When a flight plan has been submitted only in respect of a portion of a flight, other than the remaining portion
of a flight to destination, it shall, when required, be closed by an appropriate report to the relevant air traffic
services unit.
When no air traffic services unit exists at the arrival aerodrome, the arrival report, when required, shall be
made as soon as practicable after landing and by the quickest means available to the nearest air traffic
services unit.
When communication facilities at the arrival aerodrome are known to be inadequate and alternate
arrangements for the handling of arrival reports on the ground are not available, the following action shall be
taken. Immediately prior to landing the aircraft shall, if practicable, transmit to the appropriate air traffic
services unit, a message comparable to an arrival report, where such a report is required. Normally, this
transmission shall be made to the aeronautical station serving the air traffic services unit in charge of the
flight information region in which the aircraft is operated.
Arrival reports made by aircraft shall contain the following elements of information:
a) aircraft identification;
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b) departure aerodrome;
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c) destination aerodrome (only in the case of a diversionary landing);
d) arrival aerodrome;
e) time of arrival.
Note: Whenever an arrival report is required, failure to comply with these provisions may cause serious
disruption in the air traffic services and incur great expense in carrying out unnecessary search
and rescue operations.
2.13.1.6 Adherence to Current Flight Plan

1) Except as provided for in 4), an aircraft shall adhere to the current flight plan or the applicable portion of a
current flight plan for a controlled flight within the tolerances defined in paragraphs 1.1) to 2) unless a
request for a change has been made and clearance obtained from the appropriate air traffic control unit, or
unless 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 air traffic
services unit shall be notified of the action taken and that this action has been taken under emergency
authority.
1.1) Unless otherwise authorized by the appropriate ATS authority, or directed by the appropriate air traffic
control unit, controlled flights shall, in so far as practicable:
a) when on an established ATS route, operate along the defined centre line of that route; or
b) when on any other route, operate directly between the navigation facilities and/or points defining that
route.
1.2) Subject to the overriding requirement in 1.1), an aircraft operating along an ATS route segment defined
by reference to very high frequency omnidirectional radio ranges shall change over for its primary navigation
guidance from the facility behind the aircraft to that ahead of it at, or as close as operationally feasible to, the
changeover point, where established.
1.3) Deviation from the requirements in 1.1) shall be notified to the appropriate air traffic services unit.
2) Deviations from the current flight plan. In the event that a controlled flight deviates from its current
flight plan, the following action shall be taken:
a) Deviation from track: if the aircraft is off track, action shall be taken forthwith to adjust the heading of
the aircraft to regain track as soon as practicable.
b) Deviation from ATC assigned Mach number/indicated airspeed: the appropriate air traffic services unit
shall be informed immediately.
c) Deviation from Mach number/true airspeed: if the sustained Mach number/true airspeed at cruising
level varies by plus or minus Mach 0.02 or more, or plus or minus 19km/h (10KT) true airspeed or
more from the current flight plan, the appropriate air traffic services unit shall be so informed.
d) Change in time estimate: except where ADS-C is activated and serviceable in airspace where ADS-C
services are provided, if the time estimate for the next applicable reporting point, flight information
region boundary or destination aerodrome, whichever comes first, changes in excess of 2 minutes
from that previously notified to air traffic services, or such other period of time as is prescribed by the
appropriate ATS authority or on the basis of regional air navigation agreements, the flight crew shall
notify the appropriate air traffic services unit as soon as possible.
2.1) When ADS-C services are provided and ADS-C is activated, the air traffic services unit shall be informed
automatically via data link whenever changes occur beyond the threshold values stipulated by the ADS event
contract.
3) Change Requests. Requests for current flight plan changes shall include information as indicated
hereunder:
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a) Change of cruising level:
- aircraft identification;
- requested new cruising level and cruising Mach number/true airspeed at this level;
- revised time estimates (when applicable) at subsequent reporting points or flight information
region boundaries.
b) Change of Mach number/true airspeed:
- requested Mach number/true airspeed.
c) Change of route:
- Destination unchanged:
- flight rules;
- description of new route of flight including related flight plan data beginning with the position
from which requested change of route is to commence;
- revised time estimates;
- any other pertinent information.
- Destination changed:
- flight rules;
- description of revised route of flight to revised destination aerodrome including related flight
plan data, beginning with the position from which requested change of route is to commence;
- revised time estimates;
- alternate aerodrome(s);
- any other pertinent information.
4) Weather deterioration below the VMC. When it becomes evident that flight in VMC in accordance with its
current flight plan will not be practicable, a VFR flight operated as a controlled flight shall:
a) request an amended clearance enabling the aircraft to continue in VMC to destination or to an
alternative aerodrome, or to leave the airspace within which an ATC clearance is required; or
b) if no clearance in accordance with a) can be obtained, continue to operate in VMC and notify the
appropriate ATC unit of the action being taken either to leave the airspace concerned or to land at the
nearest suitable aerodrome; or
c) if operated within a control zone, request authorization to operate as a special VFR flight; or
d) request clearance to operate in accordance with the instrument flight rules.
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2.13.2 Flight Plan (ICAO Doc 4444)
2.13.2.1 Flight Plan Form
a A flight plan form should be provided and should be used by operators and air traffic services units for the
purpose of completing flight plans.
a Note: A different form may be provided for use in completing repetitive flight plan listings.
a The flight plan form should be printed and should include an English text in addition to the language(s) of the
State concerned.
a Operators and air traffic services units should comply with:
a a) the instructions for completion of the flight plan form and the repetitive flight plan listing form; and
a b) any constraints identified in relevant Aeronautical Information Publications (AIPs).
a Note: Failure to adhere to the provisions of the flight plan form or any constraint identified in relevant
AIPs may result in data being rejected, processed incorrectly or lost.
a An operator shall, prior to departure:
a a) ensure that, where the flight is intended to operate on a route or in an area where a navigation
specification is prescribed, it has an appropriate RNP approval, and that all conditions applying to that
approval will be satisfied;
a b) ensure that, where operation in Reduced Vertical Separation Minimum (RVSM) airspace is planned, it
has the required RVSM approval;
a c) ensure that, where the flight is intended to operate where an RCP specification is prescribed, it has an
appropriate approval, and that all conditions applying to that approval will be satisfied; and
a d) ensure that, where the flight is intended to operate where an RSP specification is prescribed, it has an
appropriate RSP approval, and that all conditions applying to that approval will be satisfied.
2.13.2.2 Submission of a Flight Plan

a Prior to Departure
a Flight plans shall not be submitted more than 120 hours before the estimated off-block time of a flight.
a Except when other arrangements have been made for submission of repetitive flight plans, a flight plan
submitted prior to departure should be submitted to the air traffic services reporting office at the departure
aerodrome. If no such unit exists at the departure aerodrome, the flight plan should be submitted to the unit
serving or designated to serve the departure aerodrome.
a In the event of a delay of 30min 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, whichever is applicable.
a During Flight
a A flight plan to be submitted during flight should normally be transmitted to the ATS unit in charge of the FIR,
control area, advisory area or advisory route in or on which the aircraft is flying, or in or through which the
aircraft wishes to fly or to the aeronautical telecommunication station serving the air traffic services unit
concerned. When this is not practicable, it should be transmitted to another ATS unit or aeronautical
telecommunication station for retransmission as required to the appropriate air traffic services unit.
a Where relevant, such as in respect of ATC units serving high- or medium-density airspace, the appropriate
ATS authority should prescribe conditions and/or limitations with respect to the submission of flight plans
during flight to ATC units.
a Note: If the flight plan is submitted for the purpose of obtaining air traffic control service, the aircraft is
required to wait for an air traffic control clearance prior to proceeding under the conditions
requiring compliance with air traffic control procedures. If the flight plan is submitted for the
purpose of obtaining air traffic advisory service, the aircraft is required to wait for
acknowledgment of receipt by the unit providing the service.
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2.13.2.3 Acceptance of a Flight Plan
a The first ATS unit receiving a flight plan, or change thereto, shall:
a a) check it for compliance with the format and data conventions;
a b) check it for completeness and, to the extent possible, for accuracy;
a c) take action, if necessary, to make it acceptable to the air traffic services; and
a d) indicate acceptance of the flight plan or change thereto, to the originator.
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2.13.2.4 ICAO Model Flight Plan Form
FLIGHT PLAN
PLAN DE VOL
PRIORITY ADDRESSEE(S)
Priorit Destinataire(s)
FF
FILING TIME ORIGINATOR

Heure de dpt Expditeur
SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR

Identification prcise du(des) destinataire(s) et/ou de l'expditeur
3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT

Type de message Identification de l'aronef Rgles de vol Type de vol
(FPL
9 NUMBER TYPE OF AIRCRAFT WAKE TURBULENCE CAT. 10 EQUIPMENT
Nombre Type d'aronef Cat. de turbulence de sillage quipement
/ /
13 DEPARTURE AERODROME TIME
Arodrome de dpart Heure
15 CRUISING SPEED LEVEL ROUTE

Vitesse croisire Niveau Route
TOTAL EET
Dure totale estime
16 DESTINATION AERODROME ALTN AERODROME 2ND ALTN AERODROME
e
Arodrome de destination HR MIN Arodrome de dgagement 2 arodrome de dgagement
18 OTHER INFORMATION
Renseignements divers
)
SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)
Renseignements complmentaires ( NE PAS TRANSMETTRE DANS LES MESSAGES DE PLAN DE VOL DPOS)
19 ENDURANCE
Autonomie EMERGENCY RADIO
PERSONS ON BOARD Radio de secours
HR MIN Personnes bord UHF VHF ELT
E/ P/ R/ U V E
SURVIVAL EQUIPMENT/quipement de survie JACKETS/Gilets de sauvetage
POLAR DESERT MARITIME JUNGLE LIGHT FLUORES
Polaire Dsert Maritime Jungle Lampes Fluores UHF VHF
S / P D M J J / L F U V
DINGHIES/Canots
NUMBER CAPACITY COVER COLOUR
Nombre Capacit Couverture Couleur
D/ C
AIRCRAFT COLOUR AND MARKINGS
Couleur et marques de l'aronef
A/
REMARKS
Remarques
N/
PILOT-IN-COMMAND
Pilote commandant de bord
C/ )
FILED BY / Dpos par
SPACE RESERVED FOR ADDITIONAL REQUIREMENTS
Espace rserv des fins supplmentaires
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2.13.2.5 Instructions For the Completion of the Flight Plan Form
General
Adhere closely to the prescribed formats and manner of specifying data.
Commence inserting data in the first space provided. Where excess space is available, leave unused spaces
blank.
Insert all clock times in 4 figures UTC.
Insert all estimated elapsed times in 4 figures (hours and minutes).
Shaded area preceding Item 3 - to be completed by ATS and COM services, unless the responsibility for
originating flight plan messages has been delegated.
Instructions for Insertion of ATS Data
Complete Items 7 to 18 as indicated hereunder.
Complete also Item 19 as indicated hereunder, when so required by the appropriate ATS authority or when
otherwise deemed necessary.
Note 1: Item numbers on the form are not consecutive, as they correspond to Field Type numbers in ATS
messages.
Note 2: Air traffic services data systems may impose communications or processing constraints on
information in filed flight plans. Possible constraints may, for example, be limits with regard to
item length, number of elements in the route item or total flight plan length. Significant
constraints are documented in the relevant Aeronautical Information Publication.
Item 7: Aircraft Identification (Maximum 7 Characters)
Insert one of the following aircraft identifications, not exceeding 7 alphanumeric characters and without
hyphens or symbols:
a) the ICAO designator for the aircraft operating agency followed by the flight identification;
Examples: KLM511, NGA213, JTR25
when in radiotelephony the call sign to be used by the aircraft will consist of the ICAO telephony
designator for the operating agency followed by the flight identification.
Examples: KLM511, NIGERIA 213, JESTER 25; or
b) the nationality or common mark and registration mark of the aircraft;
Examples: EIAKO, 4XBCD, N2567GA, when:
- in radio telephony the call sign to be used by the aircraft will consist of this identification alone;
Example: CGAJS
or preceded by the ICAO telephony designator for the aircraft operating agency;
Example: BLIZZARD CGAJS
- the aircraft is not equipped with radio.
Item 8: Flight Rules and Type of Flight (One or Two Characters)
Flight Rules
Insert one of the following letters to denote the category of flight rules with which the pilot intends to comply:
I if it is intended that the entire flight will be operated under the IFR
V if it is intended that the entire flight will be operated under the VFR
Y if the flight initially will be operated under the IFR, followed by one or more subsequent changes
of flight rules, or
Z if the flight initially will be operated under the VFR, followed by one or more subsequent changes
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of flight rules
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Specify in Item 15 the point or points at which a change of flight rules is planned.
Type of Flight
Insert one of the following letters to denote the type of flight when so required by the appropriate ATS
authority:
S if scheduled air service
N if non-scheduled air transport operation
G if general aviation
M if military
X if other than any of the defined categories above.
Specify status of a flight following the indicator STS in Item 18, or when necessary to denote other reasons
for specific handling by ATS, indicate the reason following the indicator RMK in Item 18.
Item 9: Number and Type of Aircraft Wake Turbulence Category
Number of Aircraft (1 or 2 Characters)

Insert the number of aircraft, if more than one.
Type of Aircraft (2 to 4 Characters)
Insert the appropriate designator as specified in ICAO Doc 8643, Aircraft Type Designators, or
if no such designator has been assigned, or in case of formation flights comprising more than one type,
insert ZZZZ, and specify in Item 18, the (numbers and) type(s) of aircraft preceded by TYP/ .
Wake Turbulence Category (1 Character)
Insert an oblique stroke followed by one of the following letters to indicate the wake turbulence category of
the aircraft:
J SUPER (A380-800);
H HEAVY, to indicate an aircraft type with a maximum certificated take-off mass of 136000kg or
more;
M MEDIUM, to indicate an aircraft type with a maximum certificated take-off mass of less than
136000kg but more than 7000kg;
L LIGHT, to indicate an aircraft type with a maximum certificated take-off mass of 7000kg or less.
Rules and Regulations General Information 2.12.4.1 Wake Turbulence Categories (WTC) of Aircraft
Item 10: Equipment and Capabilities
Capabilities comprise the following elements:

a) presence of relevant serviceable equipment on board the aircraft
b) equipment and capabilities commensurate with flight crew qualifications; and
c) where applicable, authorization from the appropriate authority.
Radiocommunication, Navigation and Approach Aid Equipment and Capabilities
Insert one letter as follows:
N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment is
unserviceable, or
S if standard COM/NAV/approach aid equipment for the route to be flown is carried and
serviceable. (Note 1)
and/or insert one or more of the following letters to indicate the serviceable COM/NAV/approach aid
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equipment and capabilities available:
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A GBAS landing system K MLS
B LPV (APV with SBAS) L ILS
C LORAN C M1 ATC SATVOICE (INMARSAT)
D DME M2 ATC SATVOICE (MTSAT)
E1 FMC WPR ACARS M3 ATC SATVOICE (Iridium)
E2 D-FIS ACARS O VOR
E3 PDC ACARS P1 CPDLC RCP 400 (Note 7)
F ADF P2 CPDLC RCP 240 (Note 7)
G GNSS. If any portion of the flight is P3 SATVOICE RCP 400 (Note 7)
planned to be conducted under IFR, it
refers to GNSS receivers that comply with
the requirements of Annex 10, Volume I
(Note 2)
H HF RTF P4-P9 Reserved for RCP

I Inertial Navigation R PBN approved (Note 4)
a J1 CPDLC ATN VDL Mode 2 (ATN B1) (Note 3) T TACAN
J2 CPDLC FANS 1/A HFDL U UHF RTF
J3 CPDLC FANS 1/A VDL Mode A V VHF RTF
J4 CPDLC FANS 1/A VDL Mode 2 W RVSM approved
J5 CPDLC FANS 1/A SATCOM (INMARSAT) X HLA / MNPS approved
J6 CPDLC FANS 1/A SATCOM (MTSAT) Y VHF with 8.33KHz channel spacing
capability
J7 CPDLC FANS 1/A SATCOM (Iridium) Z Other equipment carried or other
capabilities (Note 5)
Any alphanumeric characters not indicated above are reserved.
Note 1: If the letter S is used, standard equipment is considered to be VHF RTF, VOR and ILS, unless
another combination is prescribed by the appropriate ATS authority.
Note 2: If the letter G is used, the types of external GNSS augmentation, if any, are specified in Item 18
following the indicator NAV/ and separated with a space.
Note 3: See RTCA/EUROCAE Interoperability Requirements Standard for ATN Baseline 1 (ATN B1
INTEROP Standard DO-280B/ED-110B) for data link services air traffic control clearance and
information/air traffic control communications management/air traffic control microphone check.
Note 4: If the letter R is used, the performance based navigation levels that can be met are specified in
Item 18 following the indicator PBN/.
Note 5: If the letter Z is used, specify in Item 18 the other equipment carried or other capabilities,
preceded by COM/, NAV/ and/or DAT/, as appropriate.
Note 6: Information on navigation capability is provided to ATC for clearance and routing purposes.
Note 7: Guidance material on the application of performance-based communication, which prescribes
RCP to an air traffic service in a specific area, is contained in the Performance-based
Communication and Surveillance (PBCS) Manual (ICAO Doc 9869).
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Surveillance Equipment and Capabilities
Insert:
N if no surveillance equipment for the route to be flown is carried, or the equipment is
unserviceable,
or insert one or more of the following descriptors, to a maximum of 20 characters, to describe the
serviceable surveillance equipment and/or capabilities on board:
SSR Modes A and C
A Transponder - Mode A (4 digits - 4096 codes)
C Transponder - Mode A (4 digits - 4096 codes) and Mode C
SSR Mode S
E Transponder - Mode S, including aircraft identification, pressure-altitude and extended squitter
(ADS-B) capability
H Transponder - Mode S, including aircraft identification, pressure-altitude and enhanced
surveillance capability
I Transponder - Mode S, including aircraft identification, but no pressure-altitude capability
L Transponder - Mode S, including aircraft identification, pressure-altitude, extended squitter
(ADS-B) and enhanced surveillance capability
P Transponder - Mode S, including pressure-altitude, but no aircraft identification capability
S Transponder - Mode S, including both pressure altitude and aircraft identification capability
X Transponder - Mode S, with neither aircraft identification nor pressure-altitude capability
Note: Enhanced surveillance capability is the ability of the aircraft to downlink aircraft derived data via a
Mode S transponder.
ADS-B
B1 ADS-B with dedicated 1090 MHz ADS-B "out" capability
B2 ADS-B with dedicated 1090 MHz ADS-B "out" and "in" capability
U1 ADS-B "out" capability using UAT
U2 ADS-B "out" and "in" capability using UAT
V1 ADS-B "out" capability using VDL Mode 4
V2 ADS-B "out" and "in" capability VDL Mode 4
ADS-C
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
Alphanumeric characters not indicated above are reserved.

Example: ADE3RV/HB2U2V2G1
Note 1: The RSP specification(s), if applicable, will be listed in Item 18 following the indicator SUR/.
Guidance material on the application of performance-based surveillance, which prescribes RSP
to an air traffic service in a specific area, is contained in the Performance-based Communication
and Surveillance (PBCS) Manual (Doc 9869).
Note 2: Additional surveillance equipment or capabilities will be listed in Item 18 following the indicator
SUR/, as required by the appropriate ATS authority.
Item 13: Departure Aerodrome and Time (8 Characters)

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Insert the ICAO four-letter location indicator of the departure aerodrome as specified in Doc 7910, Location
Indicators, or
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if no location indicator has been assigned,
insert ZZZZ and specify, in Item 18, the name and location of the aerodrome preceded by DEP/ , or
the first point of the route or the marker radio beacon preceded by DEP/, if the aircraft has not taken off
from the aerodrome, or
if the flight plan is received from an aircraft in flight,
insert AFIL, and specify, in Item 18, the ICAO four-letter location indicator of the location of the ATS unit from
which supplementary flight plan data can be obtained, preceded by DEP/ .
Then, without a space,
insert for a flight plan submitted before departure, the Estimated Off-Block Time (EOBT), or
for a flight plan received from an aircraft in flight, the actual or estimated time over the first point of the route
to which the flight plan applies.
Item 15: Route
Insert the first cruising speed as in (a) and the first cruising level as in (b), without a space between them.
Then, following the arrow, insert the route description as in (c).
(a) Cruising Speed (Maximum 5 Characters)
Insert the true airspeed for the first or the whole cruising portion of the flight, in terms of:
K Kilometres per hour, expressed as K followed by 4 figures (e.g. K0830), or
N Knots, expressed as N followed by 4 figures (e.g. N0485), or
M True Mach number, when so prescribed by the appropriate ATS authority, to the nearest
hundredth of unit Mach, expressed as M followed by 3 figures (e.g. M082).
(b) Crusing Level (Maximum 5 Characters)

Insert the planned cruising level for the first or the whole portion of the route to be flown, in terms of:
F Flight level, expressed as F followed by 3 figures (e.g. F085; F330), or
S Standard metric level (Note) in tens of metres, expressed as S followed by 4 figures (e.g. S1130),
or
A Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100), or
M Altitude in tens of metres, expressed as M followed by 4 figures (e.g. M0840), or
VFR for uncontrolled VFR flights, the letters VFR.
Note: When so prescribed by the appropriate ATS authorities
(c) Route (Including Changes of Speed, Level, and/or Flight Rules)

Flights Along Designated ATS Routes
If the departure aerodrome is located on or connected to the ATS route, insert the designator of the first ATS
route, or
if the departure aerodrome is not on or connected to the ATS route, the letters DCT followed by the point of
joining the first ATS route, followed by the designator of the ATS route.
Then insert each point at which either a change of speed and/ or level is planned to commence, or a change
of ATS route, and/or a change of flight rules is planned.
Note: When a transition is planned between a lower and upper ATS route and the routes are oriented
in the same direction, the point of transition need not to be inserted.
Followed in each case:
by the designator of the next ATS route segment, even if the same as the previous one, or
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by DCT, if the flight to the next point will be outside a designated route, unless both points are defined by
geographical coordinates.
Flights Outside Designated ATS Routes
Insert points normally not more than 30min flying time or 370km (200NM) apart, including each point
at which a change of speed or level, a change of track or a change of flight rules is planned, or
when required by appropriate ATS authority:
- Define the track of flights operating predominantly in an east-west direction between 70N and
70S by reference to significant points formed by the intersections of half or whole degrees of
latitude with meridians spaced at intervals of 10 degrees of longitude.
- For flights operating in areas outside those latitudes the tracks shall be defined by significant
points formed by the intersection of parallels of latitude with meridians normally spaced at 20
degrees of longitude. The distance between significant points shall, as far as possible, not
exceed one hour's flight time. Additional significant points shall be established as deemed
necessary.
- For flights operating predominantly in a north-south direction, define tracks by reference to
significant points formed by the intersection of whole degrees of longitude with specified
parallels of latitude which are spaced at 5 degrees.
Insert DCT between successive points unless both points are defined by geographical coordinates or
by bearing and distance.
Use only the conventions in (1) to (5) below and separate each sub-item by a space.
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(1) The coded designator assigned to the route or route segment including, where
ATS Route appropriate, the coded designator assigned to the standard departure or arrival route.
(2 to 7 Example: BCN1, B1, R14, UB10, KODAP2A)
Characters)
(2) The coded designator (2 to 5 characters) assigned to the point.
Significant Point Example: LN, MAY, HADDY), or
(2 to 11 if no coded designator has been assigned, one of the following ways:
Characters) Degrees only (7 characters):
2 figures describing latitude in degrees, followed by N (North) or S
(South), followed by 3 figures describing longitude in degrees, followed by E
(East) or W (West). Make up the correct number of figures, where
necessary, by insertion of zeros.
Example: 46N078W.
Degrees and minutes (11 characters):
4 figures describing latitude in degrees and tens and units of minutes
followed by N (North) or S (South), followed by 5 figures describing
longitude in degrees and tens and units of minutes, followed by E (East) or
W (West). Make up the correct number of figures, where necessary, by
insertion of zeros.
Example: 4620N07805W.
Bearing and distance from a significant point:
The identification of the reference point, followed by the bearing from the
point in the form of 3 figures giving degrees magnetic, followed by the
distance from the point in the form of 3 figures expressing nautical miles. In
areas of high latitude where it is determined by the appropriate authority that
reference to degrees magnetic is impractical, degrees true may be used.
Make up the correct number of figures, where necessary, by insertion of
zeros.
Example: A point 180 magnetic at a distance of 40NM from VOR DUB
should be expressed as DUB180040.
(3) The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of
Change of Speed level is planned to commence, expressed exactly as in (2) above, followed by an
or Level oblique stroke and both the cruising speed and the cruising level, expressed exactly
(MAX 21 as in (a) and (b) above, without a space between them, even when only one of these
Characters) quantities will be changed.
Examples:
LN/N0284A045
MAY/N0305F180
HADDY/N0420F330
4602N07805W/N0500F350
46N078W/M082F330
DUB180040/N0350M0840
(4) The point at which the change of flight rules is planned, expressed exactly as in (2) or
Change of Flight (3) above as appropriate, followed by a space and one of the following:
Rules VFR if from IFR to VFR
(MAX 3 IFR if from VFR to IFR
Characters) Examples:
LN VFR
LN/N0284A050 IFR
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(5) The letter C followed by an oblique stroke; then the point at which cruise climb is
Cruise Climb planned to start, expressed exactly as in (2) above, followed by an oblique stroke;
(MAX 28 then the speed to be maintained during cruise climb, expressed exactly as in (a)
Characters) above, followed by the two levels defining the layer to be occupied during cruise
climb, each level expressed exactly as in (b) above, or the level above which cruise
climb is planned followed by the letters PLUS, without a space between them.
Examples:
C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F580F620
Item 16: Destination Aerodrome and Total Estimated Elapsed Time, Destination Alternate
Aerodrome(s)
Destination Aerodrome and Total Estimated Elapsed Time (8 Characters)

Insert the ICAO four-letter location indicator of the destination aerodrome as specified in Doc 7910, Location
Indicators, or
if no location indicator has been assigned, insert ZZZZ and specify in Item 18 the name and location of the
aerodrome, preceded by DEST/ .
Then, without a space, insert the total estimated elapsed time.
Note: For a flight plan received from an aircraft in flight, the total estimated elapsed time is the
estimated time from the first point of the route to which the flight plan applies to the termination
point of the flight plan.
Destination Alternate Aerodrome(s)
Insert the ICAO four-letter location indicator(s) of not more than two destination alternate aerodromes, as
specified in Doc 7910, Location Indicators, separated by a space, or
if no location indicator has been assigned to the destination alternate aerodrome(s), insert ZZZZ and specify
in Item 18, the name and the location of the destination alternate aerodrome(s), preceded by ALTN/.
Item 18: Other Information
Note: Use of indicators not included under this item may result in data being rejected, processed
incorrectly or lost.
Hyphens or oblique strokes should only be used as prescribed below.
Insert 0 (zero) if no other information, or any other necessary information in the sequence shown hereunder,
in the form of the appropriate indicator selected from those defined hereunder followed by an oblique stroke
and the information to be recorded:
Indicator Reason for Special Handling by ATS
ALTRV for a flight operated in accordance with an altitude reservation
for a flight approved for exemption from ATFM measures by the
ATFMX appropriate ATS authority
FFR fire-fighting
FLTCK flight check for calibration of NAVAIDs
STS/ HAZMAT for a flight carrying hazardous material
HEAD a flight with Head of State status
HOSP for a medical flight declared by medical authorities
HUM for a flight on a humanitarian mission
for a flight for which a military entity assumes responsibility for
MARSA separation of military aircraft
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Indicator Reason for Special Handling by ATS
MEDEVAC for a life critical medical emergency evacuation
NONRVSM for a non-RVSM capable flight intending to operate in RVSM airspace
STS/
SAR for a flight engaged in a search and rescue mission
STATE for a flight engaged in military, customs or police services
RMK/ (reason for special other reasons for special handling by ATS
handling by ATS)
RNAV and/or RNP Capabilities

Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as apply to the flight,
up to a maximum of 8 entries, i.e. a total of not more than 16 characters.
Indicator Descriptor Specifications
RNAV Specifications
A1 RNAV 10 (RNP 10)
B1 RNAV 5 all permitted sensors
B2 RNAV 5 GNSS
B3 RNAV 5 DME/DME
B4 RNAV 5 VOR/DME
B5 RNAV 5 INS or IRS
B6 RNAV 5 LORAN C
C1 RNAV 2 all permitted sensors
C2 RNAV 2 GNSS
C3 RNAV 2 DME/DME
C4 RNAV 2 DME/DME/IRU
D1 RNAV 1 all permitted sensors
PBN/
D2 RNAV 1 GNSS
D3 RNAV 1 DME/DME
D4 RNAV 1 DME/DME/IRU
RNP Specifications
L1 RNP 4
O1 Basic RNP 1 all permitted sensors
O2 Basic RNP 1 GNSS
O3 Basic RNP 1 DME/DME
O4 Basic RNP 1 DME/DME/IRU
S1 RNP APCH
S2 RNP APCH with BARO-VNAV
T1 RNP AR APCH with RF (special authorization required)
T2 RNP AR APCH without RF (special authorization required)
Combinations of alphanumeric characters not indicated above are reserved.

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Indicator Description
Significant data related to navigation equipment, other than specified in PBN/, as
required by the appropriate ATS authority. Indicate GNSS augmentation under this
NAV/ indicator, with a space between two or more methods of augmentation.
Example: NAV/GBAS SBAS
COM/ Indicate communications equipment and capabilities not specified in Item 10 a).
DAT/ Indicate data communication equipment and capabilities not specified in Item 10 a).
Indicate surveillance applications or capabilities not specified in Item 10 b). Indicate
SUR/ as many RSP specification(s) as apply to the flight, using designator(s) with no space.
Multiple RSP specifications are separated by a space. Example: RSP180 RSP400.
Name and location of departure aerodrome, if ZZZZ is inserted in Item 13, or the ATS
unit from which supplementary flight plan data can be obtained, if AFIL is inserted in
Item 13. For aerodromes not listed in the relevant Aeronautical Information
Publication, indicate location as follows:
With 4 figures describing latitude in degrees and tens and units of minutes followed
by "N" (North) or "S" (South), followed by 5 figures describing longitude in degrees
and tens and units of minutes, followed by "E" (East) or "W" (West) . Make up the
correct number of figures, where necessary, by insertion of zeros.
Example: 4620N07805W (11 characters).
or, bearing and distance from the nearest significant point, as follows:
DEP/
The identification of the significant point followed by the bearing from the point in the
form of 3 figures giving degrees magnetic, followed by the distance from the point in
the form of 3 figures expressing nautical miles. In areas of high latitude where it is
determined by the appropriate authority that reference to degrees magnetic is
impractical, degrees true may be used. Make up the correct number of figures,
where necessary, by insertion of zeros.
Example: A point of 180 magnetic at a distance of 40NM from VOR DUB should be
expressed as DUB180040.
or, the first point of the route (name or LAT/LONG) or the marker radio beacon, if the
aircraft has not taken off from an aerodrome.
Name and location of destination aerodrome, if ZZZZ is inserted in Item 16. For
DEST/ aerodromes not listed in the relevant AIP, indicate location in LAT/LONG or bearing
and distance from the nearest significant point, as described under DEP/ above.
DOF/ The date of flight departure in a six figure format (YYMMDD, where YY equals the
year, MM equals the month and DD equals the day).
REG/ The nationality or common mark and registration mark of the aircraft, if different from
the aircraft identification in Item 7.
Significant points or FIR boundary designators and accumulated estimated elapsed
times from take-off to such points or FIR boundaries, when so prescribed on the
EET/ basis of regional air navigation agreements, or by the appropriate ATS authority.
Examples: EET/CAP0745 XYZ0830 ; EET/EINN0204
SEL/ SELCAL code, for aircraft if so equipped.
Type(s) of aircraft, preceded if necessary without a space by number(s) of aircraft and
TYP/ separated by one space, if ZZZZ is inserted in Item 9.
Example: TYP/2F15 5F5 3B2
Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal
characters) when required by appropriate ATS authority.
CODE/
Example: F00001 is the lowest aircraft address contained in the specific block
administered by ICAO.
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Indicator Description
En-route delay or holding, insert the significant point(s) on the route where a delay is
planned to occur, followed by the length of delay using four figure time in hours and
DLE/ minutes (HHMM).
Example: DLE/MDG0030
OPR/ IACO designator or name of the aircraft operating agency, if different from the aircraft
identification in Item 7.
The originator's 8 letter AFTN address or other appropriate contact details, in cases
where the originator of the flight plan may not be readily identified, as required by the
ORGN/ appropriate ATS authority.
Note: In some areas, flight plan reception centers may insert the ORGN/ identifier and
originator's AFTN address automatically.
PER/ Aircraft performance data, indicated by a single letter as specified in ICAO PANS-OPS,
Doc 8168, Vol I, if so prescribed by the appropriate ATS authority.
Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For
ALTN/ aerodromes not listed in the relevant AIP, indicate location LAT/LONG or bearing and
distance from nearest significant point, as described in DEP/ above.
ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910,
Location Indicators, or name(s) of en-route alternate aerodrome(s), if no indicator is
RALT/ allocated. For aerodromes not listed in the relevant AIP, indicate location in LAT/LONG
or bearing and distance from the nearest significant point, as described in DEP/
above.
ICAO four letter indicator(s) for take-off alternate, as specified in Doc 7910, Location
TALT/ Indicators, or name of take-off alternate aerodrome, if no indicator is allocated. For
aerodromes not listed in the relevant AIP, indicate location in LAT/LONG or bearing
and distance from the nearest significant point, as described in DEP/ above.
The route details to the revised destination aerodrome, followed by the ICAO four-
letter location indicator of the aerodrome. The revised route is subject to reclearance
RIF/ in flight.
Examples: RIF/DTA HEC KLAX ; RIF/ESP G94 CLA YPPH
RMK/ Any other plain-language remarks when required by the appropriate ATS authority or
deemed necessary.
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Item 19: Supplementary Information
Designator Insert / Cross out

Endurance
E/ Insert a 4-figure group giving the fuel endurance in hours and minutes.
Persons on Board
Insert the total number of persons (passengers and crew) on board, when
required by the appropriate ATS authority.
P/
Insert TBN (to be notified) if the total number of persons is not known at the
time of filing.
Emergency and Survival Equipment
Cross out U if UHF on frequency 243.000MHz is not available.
R/
Cross out V if VHF on frequency 121.500MHz is not available.
(Radio)
Cross out E if Emergency Locator Transmitter (ELT) is not available.
Cross out all indicators if survival equipment is not carried.
Cross out P if polar survival equipment is not carried.
S/
Cross out D if desert survival equipment is not carried.
(Survival Equipment)
Cross out M if maritime survival equipment is not carried.
Cross out J if jungle survival equipment is not carried.
Cross out all indicators if life jackets are not carried.
Cross out L if life jackets are not equipped with lights.
J/
(Jackets) Cross out F if life jackets are not equipped with fluorescein.
Cross out U or V or both as in R/ above to indicate radio capability of jackets, if
any.
D/ (Dinghies) Cross out indicators D and C if no dinghies are carried, or insert number of
(Number) dinghies carried; and
(Capacity) Insert total capacity, in persons, of all dinghies carried; and
(Cover) Cross out indicator C if dinghies are not covered; and
(Colour) Insert colour of dinghies if carried.
A/
(Aircraft Colour and Insert colour of aircraft and significant markings.
Markings)
N/ Cross out indicator N if no remarks, or indicate any other survival equipment
(Remarks) carried and any other remarks regarding survival equipment.
C/
Insert name of pilot-in-command.
(Pilot)
Filed By
Insert the name of the unit, agency, or person filing the flight plan.
Acceptance of the Flight Plan
Indicate acceptance of the flight plan in the manner prescribed by the appropriate ATS authority.
Instructions for Insertion of COM Data
Items to be completed:
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Complete the top two shaded lines of the form, and complete the third shaded line only when necessary, in
accordance with the provisions in PANS-ATM, unless ATS prescribes otherwise.
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2.13.2.6 Use of Repetitive Flight Plans (RPLs)
General
RPLs shall not be used for flights other than IFR flights operated regularly on the same day(s) of consecutive
weeks and on at least ten occasions or every day over a period of at least ten consecutive days. The
elements of each flight plan shall have a high degree of stability.
RPLs shall cover the entire flight from the departure aerodrome to the destination aerodrome. RPL procedures
shall be applied only when all ATS authorities concerned with the flights have agreed to accept RPLs.
The use by States of RPLs for international flight shall be 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
shall be the subject of bilateral, multilateral or regional air navigation agreement as appropriate.
c Procedures for Submission of RPLs by Operators
Conditions governing submission, notification of changes, or cancellation of RPLs shall be the subject of
appropriate arrangements between operators and the ATS authority concerned or of regional air navigation
agreements.
An RPL shall comprise information regarding such of the following items as are considered relevant by the
appropriate ATS authority:
validity period of the flight plan
days of operation
aircraft identification
aircraft type and wake turbulence category
MLS capability
departure aerodrome
off-block time
cruising speed(s)
cruising level(s)
route to be followed
destination aerodrome
total estimated elapsed time
indication of the location where the following information may be obtained immediately upon request:
- alternate aerodromes
- fuel endurance
- total number of persons on board
- emergency equipment
other information.
a Submission of Total Listings
RPLs shall be submitted in the form of listings containing the required flight plan data using an RPL listing
form specially designed for the purpose or by means of other media suitable for electronic data processing.
The method of submission shall be determined by local or regional agreement.
a Initial submission of complete RPL listings and any subsequent seasonal resubmission of complete listings
shall be made in sufficient time to permit the data to be properly assimilated by the ATS organization. The
minimum lead time required for the submission of such listings shall be established by the administrations
concerned and published in their AIPs. This minimum lead time shall be at least two weeks.
a Operators shall submit listings to the designated agency for distribution to the appropriate air traffic services
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a The information normally to be provided shall be that listed above except that administrations may also
require the provision of estimate information of FIR boundaries and the primary alternate aerodrome. If so
required, such information shall be provided as indicated on an RPL listing form specially designed for the
purpose.
a Information regarding alternate aerodrome(s) and supplementary flight plan data (information normally
provided under Item 19 of the ICAO flight plan form) shall be kept readily available by the operator at the
departure aerodrome or another agreed location, so that, on request by ATS units, it can be supplied without
delay. The name of the office from which the information can be obtained shall be recorded on the RPL listing
form.
a Acknowledgement of receipt of listings of flight plan data and/or amendment thereto shall not be required
except by agreement between operators and the appropriate agency.
a Changes to RPL Listings
a a) Changes of a Permanent Nature
a - Changes of a permanent nature involving the inclusion of new flights and the deletion or
modification of currently listed flights shall be submitted in the form of amendment listings.
These listings shall reach the air traffic services agency concerned at least seven days prior to
the change becoming effective.
a - Where RPL listings have been initially submitted by the use of media suitable for electronic data
processing, it shall be permissible by mutual agreement between the operator and the
appropriate authority for some changes to be submitted by means of RPL listing forms.
a - All RPL changes shall be submitted in accordance with the instructions for preparation of RPL
listings.
a b) Changes of a Temporary Nature
a - Changes of a temporary, non-recurring nature relating to RPLs concerning aircraft type and wake
turbulence category, speed and/or cruising level shall be notified for each individual flight as
early as possible and not later than 30min before departure to the ATS reporting office
responsible for the departure aerodrome. A change of cruising level only may be notified by
radiotelephony on initial contact with the ATS unit.
a - In case of an incidental change in the aircraft identification, the departure aerodrome, the route
and/or the destination aerodrome, the RPL shall be cancelled for the day concerned and an
individual flight plan shall be submitted.
a - Whenever it is expected by the operator that a specific flight, for which an RPL has been
submitted, is likely to encounter a delay of 30min or more in excess of the off-block time stated
in that flight plan, the ATS unit responsible for the departure aerodrome shall be notified
immediately.
a Note: Because of the stringent requirements of flow control, failure by operators to comply with
this procedure may result in the automatic cancellation of the RPL for that specific flight at one or
more of the ATS units concerned.
a - Whenever it is known to the operator that any flight for which an RPL has been submitted is
cancelled, the ATS unit responsible for the departure aerodrome shall be notified.
a c) Operator/Pilot Liaison
a The operator shall ensure that the latest flight plan information, including permanent and incidental
changes, pertaining to a particular flight and duly notified to the appropriate agency, is made available
to the pilot-in-command.
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2.13.2.7 Movement Messages
a General
a Messages concerning the intended or actual movement of aircraft shall be based on the latest information
furnished to ATS units by the pilot, the operator or its designated representative, or derived from an ATS
surveillance system.
a Filed Flight Plan (FPL) Messages
a Unless repetitive flight plan procedures are being applied or current flight plan messages are being employed,
filed flight plan messages shall be transmitted for all flights for which a flight plan has been submitted with
the object of being provided with air traffic control service, flight information service or alerting service along
part or the whole of the route of flight.
a A filed flight plan message shall be originated and addressed as follows by the ATS unit serving the departure
aerodrome or, when applicable, by the ATS unit receiving a flight plan from an aircraft in flight:
a a) an FPL message shall be sent to the ACC or flight information centre serving the control area or FIR
within which the departure aerodrome is situated;
a b) unless basic flight plan data are already available as a result of arrangements made for repetitive
flight plans, an FPL message shall be sent to all centres in charge of each FIR or upper FIR along the
route which are unable to process current data. In addition, an FPL message shall be sent to the
aerodrome control tower at the destination aerodrome. If so required, an FPL message shall also be
sent to flow management centres responsible for ATS units along the route;
a c) when a potential re-clearance in flight (RIF) request is indicated in the flight plan, the FPL message
shall be sent to the additional centres concerned and to the aerodrome control tower of the revised
destination aerodrome;
a d) where it has been agreed to use Current Flight Plan (CPL) messages but where information is required
for early planning of traffic flow, an FPL message shall be transmitted to the ACCs concerned;
a e) for a flight along routes where flight information service and alerting service only are provided, an FPL
message shall be addressed to the centre in charge of each FIR or upper FIR along the route and to
the aerodrome control tower at the destination aerodrome.
a In the case of a flight through intermediate stops, where flight plans for each stage of the flight are filed at
the first departure aerodrome, the following procedure shall be applied:
a a) the air traffic services reporting office at the first departure aerodrome shall:
a - transmit an FPL message for the first stage of flight;
a - transmit a separate FPL message for each subsequent stage of flight, addressed to the air traffic
services reporting office at the appropriate subsequent departure aerodrome;
a b) the air traffic services reporting office at each subsequent departure aerodrome shall take action on
receipt of the FPL message as if the flight plan has been filed locally.
a When so required by agreement between the appropriate ATS authorities to assist in the identification of
flights and thereby eliminate or reduce the need for interceptions in the event of deviations from assigned
track, FPL messages for flights along specified routes or portions of routes in close proximity to FIR
boundaries shall also be addressed to the centres in charge of each FIR or upper FIR adjacent to such routes
or portions of routes.
a FPL messages should be transmitted immediately after the filing of the flight plan. If a flight plan is filed more
than 24 hours in advance of the estimated off-block time of the flight to which it refers, the date of the flight
departure shall be inserted in Item 18 of the flight plan.
a Delay (DLA) Messages
a A DLA message shall be transmitted when the departure of an aircraft, for which basic flight plan data (FPL or
RPL) has been sent, is delayed by more than 30min after the estimated off-block time contained in the basic
flight plan data.
a The DLA message shall be transmitted by the ATS unit serving the departure aerodrome to all recipients of
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a Modification (CHG) Messages
a A CHG message shall be transmitted when any change is to be made to basic flight plan data contained in
previously transmitted FPL or RPL data. The CHG message shall be sent to those recipients of basic flight
plan data which are affected by the change. Relevant revised basic flight plan data shall be provided to such
affected entities not previously having received this.
a Flight Cancellation (CNL) Messages
a A flight plan cancellation (CNL) message shall be transmitted when a flight, for which basic flight plan data
has been previously distributed, has been cancelled. The ATS unit serving the departure aerodrome shall
transmit the CNL message to ATS units which have received basic flight plan data.
a Departure (DEP) Messages
a Unless otherwise prescribed on the basis of regional air navigation agreements, a DEP message shall be
transmitted immediately after the departure of an aircraft for which basic flight plan data have been
previously distributed.
a The DEP message shall be transmitted by the ATS unit serving the departure aerodrome to all recipients of
basic flight plan data.
a Arrival (ARR) Messages
a When an arrival report is received by the ATS unit serving the arrival aerodrome, this unit shall transmit an
ARR message:
a a) for a landing at the destination aerodrome:
a - to the ACC or flight information centre in whose area the arrival aerodrome is located, if required
by that unit; and
a - to the ATS unit, at the departure aerodrome, which originated the flight plan message, if that
message included a request for an ARR message;
a b) for a landing at an alternate or other aerodrome:
a - to the ACC or flight information centre in whose area the arrival aerodrome is located; and
a - to the aerodrome control tower at the destination aerodrome; and
a - to the air traffic services reporting office at the departure aerodrome; and
a - to the ACC or flight information centre in charge of each FIR or upper FIR through which the
aircraft would have passed according to the flight plan, had it not diverted.
a When a controlled flight which has experienced failure of two-way communication has landed, the aerodrome
control tower at the arrival aerodrome shall transmit an ARR message:
a a) for a landing at the destination aerodrome:
a - to all ATS units concerned with the flight during the period of the communication failure; and
a - to all other ATS units which may have been alerted;
a b) for a landing at an aerodrome other than the destination aerodrome:
a - to the ATS unit serving the destination aerodrome; this unit shall then transmit an ARR message
to other ATS units concerned or alerted as in a) above.
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2.13.3 Air Traffic Control Clearances (ICAO Annex 2)
a An air traffic control clearance shall be obtained prior to operating a controlled flight, or a portion of a flight as
a controlled flight. Such clearance shall be requested through the submission of a flight plan to an air traffic
control unit.
a Note 1: A flight plan may cover only part of a flight, as necessary, to describe that portion of the flight or
those manoeuvres which are subject to air traffic control. A clearance may cover only part of a
current flight plan, as indicated in a clearance limit or by reference to specific manoeuvres such
as taxiing, landing or taking off.
a Note 2: If an air traffic control clearance is not satisfactory to a pilot-in-command of an aircraft, the
pilot-incommand may request and, if practicable, will be issued an amended clearance.
a Whenever an aircraft has requested a clearance involving priority, a report explaining the necessity for such
priority shall be submitted, if requested by the appropriate air traffic control unit.
a Potential reclearance in flight. If prior to departure it is anticipated that depending on fuel endurance and
subject to reclearance in flight, a decision may be taken to proceed to a revised destination aerodrome, the
appropriate air traffic control units shall be so notified by the insertion in the flight plan of information
concerning the revised route (where known) and the revised destination.
a Note: The intent of this provision is to facilitate a reclearance to a revised destination, normally beyond
the filed destination aerodrome.
a An aircraft operated on a controlled aerodrome shall not taxi on the manoeuvring area without clearance from
the aerodrome control tower and shall comply with any instructions given by that unit.
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2.13.4 European Airport Collaborative Decision Making (CDM)
2.13.4.1 Introduction
The objective of the European Airport CDM project is to improve the overall efficiency of operations at an
airport, with a particular focus on the aircraft turn-around procedures. This is achieved by enhancing the
decision-making process by the sharing of up-to-date relevant information and by taking into account the
preferences, available resources, and the requirements of those who are involved at the airport (such as
airline operators, air traffic control, handling agents, and the airport management).
2.13.4.2 General
The Airport CDM Start-Up procedure is based on the existing ICAO PANS ATM Start-Up Procedures. The
corresponding phraseology remains unchanged. The availability of a CDM platform at an aerodrome does not
pre-empt aircraft operators and ground handling agents of their responsibilities of issuing necessary
modifications to the filed FPL. (DLA or CHG messages)
Airports with CDM procedures in effect will be identified in the respective airport's AOI pages. For local
procedures, refer to respective AOI.
Airport CDM Partners
The operational partners who together apply the Airport CDM concept on their airport. They all receive TSAT
and TTOT from the pre-departure sequencer.
Airport Operator - often responsible for gate and stand planning. Receives inbound and other
planning information from other sources.
Ground Handling Agent - delegated responsible for TOBT input to CDM platform.
Aircraft Operator - overall responsible for TOBT input to CDM platform.
Flight Crew - aircraft operator staff responsible in exceptional cases for TOBT handling based on
local procedures. Responsible for acting on TOBT, TSAT and optionally TTOT received from the CDM
platform.
ATC (Departure Clearance Position) - responsible for monitoring aircraft readiness and TOBT, and
act on this information. Assign TSAT and TTOT or revisions via the pre-departure sequencer and act
on it.
Apron Control - responsible to act on TSAT.
Airport CDM Operations
The airport partners will provide and act on information that is sent to the Airport CDM platform, and or the
pre-departure sequencer. These are central enablers for the Airport CDM Operations.
Airport CDM Platform
The central information database is the technical enabler for the information sharing concept element.
All the stakeholders have access to the platform. TSAT input is obtained directly from the pre-
departure sequencer.
Pre-departure Sequencer
The pre-departure sequencer is the technical enabler under the responsibility of ATC, for the pre-
departure sequencing concept element using TOBT and EXOT as input, in order to calculate TSAT and
TTOT. These predictions will be fed back to the CDM platform, and can be generated automatically or
manually.
Sequence of Events
The following common operating practice has been established for the European Airport CDM Procedure:
a) Flight Plan Validation
Incoming ATC FPL for departures are validated with regard to their airport slots, i.e. the Scheduled
Off-Block Times (SOBT). The Estimated Off-Block Time (EOBT) shall correspond to the SOBT. If the
SOBT deviates from the EOBT, the relevant contact person will be informed and advised to adjust the
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b) Issue of Target Off-Block Time (TOBT)
[parameter] hours/minutes prior to SOBT/EOBT a TOBT will be generated based on updated
information on the incoming flight and other considerations, in order to create an initial time reference
for distribution and to derive further updates.
TOBT is the time that an aircraft operator or ground handler estimates that an aircraft will be ready,
all doors closed, boarding bridge removed, push back vehicle available and ready to start-up/push-
back and/or de-icing immediately upon clearance from the TWR.
c) Updates of the TOBT
The aircraft operator, or his duly accredited representative, is responsible for the correctness of and
compliance with the TOBT. The TOBT is made available by the aircraft operator or ground handler to
the stakeholders via the CDM platform. Whenever aware of information that may affect the value of
TOBT, the ground handling agent, the aircraft operator or the PIC (for flights without a ground
handling agent) must update the new estimation for off block time in the CDM platform.
The TOBT shall be updated, whenever there is a difference of +/- 5 MIN or more.
Also, for deviations of 15 MIN or more, a delay message (DLA) with a revised EOBT shall be sent to
the CFMU.
d) Issue of Target Start-Up Approval Time (TSAT)
At 40 MIN minutes prior to start-up a TSAT is generated based on the existing TOBT, the airport traffic
considerations and Calculated Take-Off Time (CTOT) - if the flight is regulated. The TSAT may be
transmitted using Departure Clearance Uplink Message (DCL) or by R/T.
e) Events at TOBT
At TOBT the flight crew shall request start-up, push back or inform ATC of the expected delay. In the
event the time remaining to TSAT is longer [parameter], ATC shall inform flight crew when to expect
the approval for the start-up. In case of a delay greater than [parameter] the aircraft operator, or his
duly accredited representative, shall update the CDM platform accordingly. Based on this updated
information an new TSAT will be calculated.
f) TSAT Acknowledgement Message
When data link is used, the flight crew will receive TSAT and optional Target Take-Off Time (TTOT) via
the departure clearance message. The flight crew may receive a separate TSAT message with the
amended TSAT and optionally the amended TTOT. On both occasions the flight crew must
acknowledge receipt of the amendment.
g) Start-Up and Push-Back
All the preparations required before commencing the movements associated with the departure must
be carried out in accordance with TSAT and not in accordance with the start-up request. Should
amendments to the TSAT be required after the TSAT has been communicated to the flight crew, ATC
shall inform the flight crew accordingly. If, when receiving the start-up clearance, the flight crew is
aware that it will not be feasible to commence movements associated with departure within
[parameter] minutes, the flight's TSAT will be cancelled and a new TOBT must be input into the CDM
platform by aircraft operator or ground handling agent.
Note: [parameter] stands for a variable time parameter which is defined by the individual airport operators.
Display of TSAT, TOBT/TOBT-Countdown on Advanced Visual Docking Guidance System (A-VDGS)
At some aerodromes, TSAT, TOBT and TOBT-Countdown will be provided to flight crews and ground handling
agents via the A-VDGS panel in addition to the internal airline communication channels. Before the TOBT is
reached, the counter shows a negative value (e.g. -10). At the moment when TOBT is reached, the counter
value will show 0. In case the TOBT is exceeded, the minutes will be counted with a positive value (e.g.
5).
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2.13.4.3 European Airport CDM Operating Procedures
These procedures are applicable during the phase when the aircraft is still parked at the gate. For simplicity,
no interaction with respect for routing or other services is provided here. Only Airport CDM related interaction
between flight deck and ground (ATC, CDM platform or pre-departure sequencer) is detailed.
The pre-departure phase procedures are detailed in 3 scenarios. The actors in the following scenarios are
flight crew and ATC, where ATC is responsible for generating TSAT and TTOT, possibly by means of an
automated pre-departure sequencer.
The time references are indicative and may differ for different airlines or airports. The right column explains if
data link only, R/T, or both mediums can be used for one particular step in the procedure.
2.13.4.3.1 Scenario 1 - Departure Clearance & Start-Up Approval Issued Together
ATC delivers departure/en-route clearance and start-up approval at once via data link or R/T, or a
combination of both, after flight deck request.
Time / Event Data Link /
Step Responsible Reason References R/T
Departure / En-route & Start-up Clearance
TSAT issued to flight:
"EXPECT START UP AT TSAT [time]"
1 ATC TOBT - 40 MIN Data link
TTOT optional:
"EXPECT TAKE OFF AT TTOT [time]"
Request departure / en-route clearance &
2 Flight crew start-up approval
Departure / en-route clearance & start-up TSAT - 20 MIN Data link
3 ATC approval TSAT 5 MIN R/T
Acknowledgement of departure / en-
4 Flight crew route clearance & start-up approval
Push-back / Taxi Clearance (as applicable)
Request push-back approval / taxi
5 Flight crew clearance
Push-back approval / taxi clearance
6 ATC / Apron TSAT 5 MIN R/T
approved
Acknowledgement and commence of
7 Flight crew push-back / taxi
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2.13.4.3.2 Scenario 2 - Departure Clearance & Start-Up Approval Issued Separately
ATC delivers departure/en-route clearance and start-up approval separately via data link or R/T, or a
combination of both, after flight deck request.
Departure / En-route Clearance
TSAT issued to flight:
"EXPECT START UP AT TSAT [time]"
TTOT optional:
"EXPECT TAKE OFF AT TTOT [time]"
2 Flight crew Request departure / en-route clearance
Departure clearance and TSAT issued to
flight; TTOT optional TSAT 5 MIN R/T
Acknowledgement of departure clearance
4 Flight crew and TSAT issued to flight; TTOT optional
Start-Up Clearance
5 Flight crew Pilot requests start-up clearance
6 ATC / Apron ATC issues start-up clearance TSAT 5 MIN R/T
7 Flight crew Confirmation of start-up clearance
Push-Back / Taxi Clearance (as applicable)
8 Flight crew Request push-back / taxi clearance
9 ATC / Apron Push-back / taxi clearance approved TSAT 5 MIN R/T
Confirmation and commence of push-
10 Flight crew back / taxi
2.13.4.3.3 Revised Departure Clearances

At any time prior to actual off-block, ATC is able to uplink REVISED departure clearances, TSATs or TTOTs.
Formats used are:
"REVISED SID [new SID]"
"REVISED RUNWAY IN USE [new runway]"
"REVISED EXPECTED START UP AT TSAT [time]"
"REVISED EXPECTED TAKE OFF AT TTOT [time]"
2.13.4.3.4 Scenario 3 - Flight Crew Downlink of TOBT
The flight has a last minute delay which requires an update of the TOBT. As communication to ground handler
or Operations Control Center (OCC) takes time, the pilot has the possibility to update TOBT via data link
directly. The Airport CDM platform handles the TOBT update as any other, and the pre-departure sequencer
responds as normal to any TOBT update.
TOBT Update From Flight Deck
TOBT update to CDM platform:
1 Flight Crew "READY FOR START UP AT TOBT [time]" Not later than TSAT Data link
TSAT update issued to flight; TTOT 5 MIN
2 Sequencer optional
Note: At certain airports, updating of TOBT may be restricted to a certain number of updates, e.g. 3 times.
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2.13.4.4 Acronyms and Definitions used in European Airport CDM
Acron Definition Explanation
ym
ACGT Actual Commence of Ground The time when ground handling on an aircraft starts, can be
Handling Time equal to AIBT (to be determined locally)
ACZT Actual Commencement of De- The time when de-icing operations on an aircraft starts
icing Time
ADIT Actual De-icing Time Metric AEZT ACZT
AEGT Actual End of Ground handling The time when ground handling on an aircraft ends, can be
Time equal to ARDT (TBD locally)
AEZT Actual End of De-icing Time The time when de-icing operations on an aircraft end
AGHT Actual Ground Handling Time The total duration of the ground handling of the aircraft. Metric
ACGT - AEGT
AIBT Actual In-Block Time The time that an aircraft arrives in-blocks (Equivalent to
Airline/Handler ATA Actual Time of Arrival, ACARS=IN)
ALDT Actual Landing Time The time that an aircraft lands on a runway (Equivalent to ATC
ATA Actual Time of Arrival = landing, ACARS=ON)
AOBT Actual Off-Block Time Time the aircraft pushes back / vacates the parking position
(Equivalent to Airline / Handlers ATD Actual Time of Departure
& ACARS=OUT)
ARDT Actual Ready Time (for When the aircraft is ready for start up/push back or taxi
Movement) immediately after clearance delivery, meeting the requirements
set by the TOBT definition
ARZT Actual Ready for De-icing The time when the aircraft is ready to be de-iced
Time
ASAT Actual Start Up Approval Time Time that an aircraft receives its start up approval
ASBT Actual Start Boarding Time Time passengers are entering the bridge or bus to the aircraft
ASRT Actual Start Up Request Time Time the pilot requests start up clearance
ATOT Actual Take Off Time The time that an aircraft takes off from the runway (Equivalent
to ATC ATDActual Time of Departure, ACARS=OFF)
ATTT Actual Turn-round Time Metric AOBT AIBT
AXIT Actual Taxi-In Time Metric AIBT ALDT
AXOT Actual Taxi-Out Time Metric ATOT AOBT
CTOT Calculated Take Off Time A time calculated and issued by the appropriate Central
Management unit, as a result of tactical slot allocation, at
which a flight is expected to become airborne
ECZT Estimated Commencement of The estimated time when de-icing operations on an aircraft are
De-icing Time expected to start
EDIT Estimated De-icing Time Metric EEZT ECZT
EEZT Estimated End of De-icing The estimated time when de-icing operations on an aircraft are
Time expected to end
EIBT Estimated In-Block Time The estimated time that an aircraft will arrive in-blocks
(Equivalent to Airline/Handler ETA Estimated Time of Arrival)
ELDT Estimated Landing Time The estimated time that an aircraft will touchdown on the
runway (Equivalent to ATC ETA Estimated Time of Arrival =
landing)
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Acron Definition Explanation
ym
EOBT Estimated Off-Block Time The estimated time at which the aircraft will start movement
associated with departure
ERZT Estimated Ready for De-icing The estimated time when the aircraft is expected to be ready
Time for de-icing operations
ETOT Estimated Take Off Time The estimated take off time taking into account the EOBT plus
EXOT
ETTT Estimated Turn-round Time The time estimated by the AO/GH on the day of operation to
turn-round a flight taking into account the operational
constraints
EXIT Estimated Taxi-In Time The estimated taxi time between landing and in-block
EXOT Estimated Taxi-Out Time The estimated taxi time between off-block and take off. This
estimate includes any delay buffer time at the holding point or
remote de-icing prior to take off
MTTT Minimum Turn-round Time The minimum turn-round time agreed with an AO/GH for a
specified flight or aircraft type
SIBT Scheduled In-Block Time The time that an aircraft is scheduled to arrive at its first
parking position
SOBT Scheduled Off-Block Time The time that an aircraft is scheduled to depart from its parking
position
STTT Scheduled Turn-round Time Metric SOBT - SIBT
TOBT Target Off-Block Time The time that an Aircraft Operator or Ground Handler estimates
that an aircraft will be ready, all doors closed, boarding bridge
removed, push back vehicle available and ready to start up /
push back immediately upon reception of clearance from the
TWR
TSAT Target Start Up Approval Time The time provided by ATC taking into account TOBT, CTOT
and/or the traffic situation that an aircraft can expect start up /
push back approval
Note: The actual start up approval (ASAT) can be given in
advance of TSAT.
TLDT Target Landing Time Targeted Time from the Arrival management process at the
threshold, taking runway sequence and constraints into
account. It is not a constraint but a progressively refined
planning time used to coordinate between arrival and departure
management processes
Each TLDT on one runway is separated from other TLDT or
TTOT to represent vortex and/ or SID separation between
aircraft
TTOT Target Take Off Time The Target Take Off Time taking into account the TOBT/TSAT
plus the EXOT
Each TTOT on one runway is separated from other TTOT or
TLDT to represent vortex and/ or SID separation between
aircraft
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2.14 Communication
2.14.1 General
An aircraft operated as a controlled flight shall maintain continuous air-ground voice communication watch
on the appropriate communication channel of, and establish two-way communication as necessary with, the
appropriate air traffic control unit, except as may be prescribed by the appropriate ATS authority in respect of
aircraft forming part of aerodrome traffic at a controlled aerodrome.
Note 1: SELCAL or similar automatic signalling devices satisfy the requirement to maintain an air-ground
voice communication watch.
Note 2: The requirement for an aircraft to maintain an air-ground voice communication watch remains in
effect after CPDLC has been established.
2.14.2 Position Reports

Unless exempted by the appropriate ATS authority or by the appropriate air traffic services unit under
conditions specified by that authority, a controlled flight shall report to the appropriate air traffic services unit,
as soon as possible, the time and level of passing each designated compulsory reporting point, together with
any other required information. Position reports shall similarly be made in relation to additional points when
requested by the appropriate air traffic services unit. In the absence of designated reporting points, position
reports shall be made at intervals prescribed by the appropriate ATS authority or specified by the appropriate
air traffic services unit.
Controlled flights providing position information to the appropriate air traffic services unit via data link
communications shall only provide voice position reports when requested.
Refer to COM Section:
Communication General Information 4 Position Reporting (ICAO Doc 4444)
2.14.3 Communication Failure Procedures
Refer to COM Section:
Communication General Information 2 Communication Failure Procedures
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2.15 Flight Permission
2.15.1 Scheduled/Non-Scheduled Air Services
Air services can be distinguished by their operational features:
Scheduled Air Service
A scheduled air service is typically an air service open to use by the general public and operated according to
a published timetable or with such a regular frequency that it constitutes an easily recognizable systematic
series of flights.
Non-scheduled Air Service
Any air service that is performed other than as a scheduled air service is regarded as a nonscheduled
operation, including but not limited to charter operations.
Note that non-scheduled is a public law term, while charter is a private law term pertaining to the
contract between an air carrier and a charterer (although these two terms have come to be used
interchangeably).
A scheduled international air service is a series of flights that possesses all of the following characteristics:
a) it passes through the airspace over the territory of more than one State;
b) it is performed by aircraft for the transport of passengers, mail or cargo for remuneration, in such a
manner that each flight is open to use by members of the public; and
c) it is operated so as to serve traffic between the same two or more points, either according to a
published timetable or with flights so regular or frequent that they constitute a recognizable
systematic series.
Any international flight performed other than as a scheduled international air service is a non-scheduled
international flight.
2.15.2 Permission for Scheduled Flights
The operation of international scheduled flights with traffic rights to and from a specific country is conducted
in accordance with the bilateral air services agreement. The agreement, which is concluded at the
aeronautical authorities level between two contracting states, clearly defines the rights/obligations of the
designated airlines of the two countries and also determines the frequency of the flights to be allotted to each
carrier along with the routes to be flown and the capacity for number of passengers and/or the quantity of
cargo/mail to be carried by each carrier. These rights, referred to as traffic rights, are normally governed by
the principle of reciprocity, although it is up to the aeronautical authorities of the contracting states to agree
to any variation.
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2.15.3 Permission for Non-Scheduled Flights
The operation of international non-scheduled flights to or from a specific country is conducted in accordance
with the procedures defined by the appropriate authorities. Prior to operation of a flight an application,
defining the kind of operation shall be requested from the operator of an aircraft. In common the application
should provide precise information about the following subjects:
Name, address, and nationality of operator of aircraft
Type of aircraft , nationality and registration marks of the aircraft
Call sign of flight
Date and time of arrival at, and departure from airport
Place or places of embarkation or disembarkation abroad as the case may be of passengers and/or
freight
Purpose of flight and details of passengers and/or nature and amount of freight
Name, address, and business of charterer, if any
Route to be flown
Such other information as may be required by the Chairman of Civil Aviation Authority.
Contact information about the relevant authority are published in the respective CRARs under paragraph
2.15 Scheduled/Non-Scheduled Flights.
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2.16 Miscellaneous
Rules and Regulations deviating from, amending or being supplementary to ICAO RAR and not part of the
subjects in this section are listed under 2.16 Miscellaneous in the respective CRARs.
2.16.1 Notification of Suspected Communicable Diseases, or Other Public Health Risk, On Board an
ACFT
The flight crew of an en-route ACFT shall, upon identifying a suspected case of communicable disease, or
other public health risk, on board the ACFT, promptly notify the ATS unit with which the pilot is
communicating, the information listed below:
a) ACFT identification;
b) departure AD;
c) destination AD;
d) ETA;
e) number of persons on board;
f) number of suspected case(s) on board; and
g) nature of the public health risk, if known.
2.16.2 Laser Beam Illuminations

The following is an extract from ICAO Doc 9815 - "Manual on Laser Emitters and Flight Safety".
In all cases pilots should follow their companys guidance and procedures published in their operations
manuals.
a) Laser is an acronym for light amplification by stimulated emission of radiation; this technique can
produce a beam of light of such intensity that permanent damage to human tissue, in particular the
retina of the eye, can be caused instantaneously, even at distances of over 10km. At lower intensities,
laser beams can seriously affect visual performance without causing physical damage to the eyes.
b) It may be expected that most civil aircraft laser beam strikes will be inadvertent, but powerful laser
emitters that can be accurately targeted are now available at relatively low cost, so the possibility of
malicious use of such devices in the future cannot be ignored.
c) An increasing incidence of in-flight laser beam illuminations of flight crew personnel has been
reported in recent years. Incidents have occurred primarily near airports located in close proximity to
large cities, resort destinations and entertainment venues. Such illuminations have resulted in
aversion responses (blinking, squinting, head movement), temporary visual impairment, temporary
vision loss, a variety of psychological effects and evasive actions.
2.16.2.2 Preventative Procedures

Pre-Flight Procedures
a) NOTAM should be consulted for location and operating times of laser activities and alternate routes
should be considered.
b) Aeronautical charts should be consulted for permanent laser activities (theme parks, research
facilities, etc.).
c) Consult the information on laser beam emissions which is published in the Lido/RM AOI pages under
the header "Warnings".
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In-flight Procedures Prior to Entering Airspace with Known Laser Activity
a) Exterior lights should be turned on to aid ground observers in locating and identifying aircraft.
b) The autopilot should be engaged.
c) One pilot should stay on instruments to minimize the effects of a possible illumination.
d) Flight deck lights should be turned on.
e) No PIC shall deliberately operate an aircraft into a laser beam or other directed high-intensity light
beam unless flight safety is protected. This may require mutual agreement by the operator of the
laser emitter or light source, the PIC and the competent authority.
In-flight Procedures During and After Laser Beam Illumination of the Cockpit
a) If a pilot is exposed to a bright light suspected to be a laser beam, the following steps are
recommended to reduce the risk unless the specific action would compromise flight safety:
- Look away from the light source.
- Shield eyes from the light source.
- Declare visual condition to other pilots.
- Transfer control of the aircraft to another pilot.
- Switch over to instrument flight.
- Engage autopilot.
- Maneuver or position the aircraft such that the laser beam no longer illuminates the flight deck.
- Assess visual function, e.g. by reading instruments or approach charts.
- Avoid rubbing eyes.
- Notify ATC of a suspected inflight laser beam illumination and, if necessary, declare an
emergency.
b) It is important to notify appropriate authorities of a suspected in-flight laser beam illumination. Upon
landing, the pilot should notify the authorities and provide details about the incident, then seek
immediate medical evaluation, preferably by a qualified vision specialist.
2.16.2.3 Airspace Safety

To protect the safety of aircraft against the hazardous effects of laser emitters, the following protected zones
should be established around aerodromes:
a) Laser-beam Free Flight Zone (LFFZ)
b) Laser-beam Critical Flight Zone (LCFZ)
c) Laser-beam Sensitive Flight Zone (LSFZ)
The protected flight zones are established in order to mitigate the risk of operating laser emitters in the
vicinity of aerodromes.
Note: The Lido/RouteManual will intentionally not show the above mentioned laser-beam zones
possibly established for specific airports by responsible national authorities and/or airport
operating agencies.
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2.17 Emergency
2.17.1 Distress and Urgency Signals
a Distress Signals
a The following signals, used either together or separately, mean that grave and imminent danger threatens,
and immediate assistance is requested:
a a) a signal made by radiotelegraphy or by any other signalling method consisting of the group SOS (. . . -
- - . . in the Morse Code);
a b) a radiotelephony distress signal consisting of the spoken word MAYDAY;
a c) a distress message sent via data link which transmits the intent of the word MAYDAY;
a d) rockets or shells throwing red lights, fired one at a time at short intervals;
a e) a parachute flare showing a red light.
a Article 41 of the ITU Radio Regulations (Nos. 3268, 3270 and 3271 refer) provides information on the alarm
signals for actuating radiotelegraph and radiotelephone auto-alarm systems:
a a) 3268 - The radiotelegraph alarm signal consists of a series of twelve dashes sent in one minute, the
duration of each dash being four seconds and the duration of the interval between consecutive
dashes one second. It may be transmitted by hand but its transmission by means of an automatic
instrument is recommended.
a b) 3270 - The radiotelephone alarm signal consists of two substantially sinusoidal audio frequency tones
transmitted alternately. One tone shall have a frequency of 2200Hz and the other a frequency of
1300Hz, the duration of each tone being 250 milliseconds.
a c) 3271 - The radiotelephone alarm signal, when generated by automatic means, shall be sent
continuously for a period of at least thirty seconds but not exceeding one minute; when generated by
other means, the signal shall be sent as continuously as practicable over a period of approximately
one minute.
a Urgency Signals
a The following signals, used either together or separately, mean that an aircraft wishes to give notice of
difficulties which compel it to land without requiring immediate assistance:
a a) the repeated switching on and off of the landing lights; or
a b) the repeated switching on and off of the navigation lights in such manner as to be distinct from
flashing navigation lights.
a The following signals, used either together or separately, mean that an aircraft has a very urgent message to
transmit concerning the safety of a ship, aircraft or other vehicle, or of some person on board or within sight:
a a) a signal made by radiotelegraphy or by any other signalling method consisting of the group XXX;
a b) a radiotelephony urgency signal consisting of the spoken words PAN, PAN;
a c) an urgency message sent via data link which transmits the intent of the words PAN, PAN.
a Distress and Urgency Radiotelephony Communication Procedures
a Refer to:
a Communication General Information 1.3 Distress and Urgency Radiotelephony Communication Procedures
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2.17.2 Fuel Dumping
General
An aircraft in an emergency or other urgent situations may need to dump fuel so as to reduce to maximum
landing mass in order to effect a safe landing.
When an aircraft operating within controlled airspace needs to dump fuel, the flight crew shall advice ATC.
The ATC unit should then coordinate with the flight crew the following:
the route to be flown, which, if possible, should be clear of cities and towns, preferably over water
and away from areas where thunderstorms have been reported or are expected;
the level to be used, which should be not less than 1800m (6000ft); and
the duration of fuel dumping.
Separation
Other known traffic should be separated from the aircraft dumping fuel by:
at least 19km (10 NM) horizontally, but not behind the aircraft dumping fuel;
vertical separation if behind the aircraft dumping fuel within 15 MIN flying time or a distance of 93km
(50 NM) by:
- at least 300m (1000ft) if above the aircraft dumping fuel; and
- at least 900m (3000ft) if below the aircraft dumping fuel.
Note: The horizontal boundaries of the area within which other traffic requires appropriate vertical separation
extend for 19km (10 NM) either side of the track flown by the aircraft which is dumping fuel, from 19km (10
NM) ahead, to 93km (50 NM) or 15 MIN along track behind it (including turns).
Communications
If the aircraft will maintain radio silence during the fuel dumping operation, the FREQ to be monitored by the
flight crew and the time when radio silence will terminate should be agreed.
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2.17.3 Emergency Descent
a Action by the Pilot of the Aircraft in an Emergency Descent
a The pilot shall take the following steps as soon as practicable in the order appropriate for the circumstance:
a a) navigate as deemed appropriate by the pilot;
a b) advise the appropriate ATS unit of the emergency descent and if able intentions;
a c) set transponder to Code 7700 and, if applicable, select the appropriate emergency mode on ADS-B
and/or ADS-C;
a d) turn on aircraft exterior lights (commensurate with appropriate operating limitations);
a e) watch for conflicting traffic both visually and by reference to ACAS (if equipped); and
a f) when emergency descent is complete, coordinate further intentions with the appropriate ATS unit.
a Action by the ATS Unit
a Upon recognition that an aircraft is making an emergency descent, all appropriate action shall be taken
immediately to safeguard all aircraft concerned. Appropriate actions may include the following, in the order
appropriate for the circumstance:
a a) broadcasting an emergency message;
a b) issuing traffic information and/or instructions to aircraft affected by the descent;
a c) advising the minimum flight altitude and altimeter setting for the area of operation; and
a d) informing any other ATS units which may be affected by the emergency descent.
Communication General Information 3.9 Emergency Descent (ICAO Doc 9432)
a Action by the Pilot of the Aircraft in an Emergency Descent Broadcast
a Unless specifically instructed by the ATS unit to clear the area or threatened by immediate danger, the pilot
shall take the following actions:
a a) continue according to current clearance and maintain listening watch on the frequency in use for any
further instructions from the ATS unit; and
a b) watch for conflicting traffic both visually and by reference to ACAS (if equipped).
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2.18 Interception Principles and Signals
2.18.1 Definition
The word interception in this context does not include intercept and escort service provided, on request, to
an aircraft in distress, in accordance with Volumes II and III of the International Aeronautical and Maritime
Search and Rescue (IAMSAR) Manual (Doc 9731).
2.18.2 Principles to be Observed by States
To achieve the uniformity in regulations which is necessary for the safety of navigation of civil ACFT due
regard shall be had by Contracting States to the following principles when developing regulations and
administrative directives:
a) interception of civil ACFT will be undertaken only as a last resort;
b) if undertaken, an interception will be limited to determining the identity of the ACFT, unless it is
necessary to return the ACFT to its planned track, direct it beyond the boundaries of national airspace,
guide it away from a prohibited, restricted or danger area or instruct it to effect a landing at a
designated aerodrome;
c) practice interception of civil ACFT will not be undertaken;
d) navigational guidance and related information will be given to an intercepted ACFT by radiotelephony,
whenever radio contact can be established; and
e) in the case where an intercepted civil ACFT is required to land in the territory overflown, the
aerodrome designated for the landing is to be suitable for the safe landing of the ACFT type
concerned.
Contracting States shall publish a standard method that has been established for the maneuvering of ACFT
intercepting a civil ACFT. Such method shall be designed to avoid any hazard for the intercepted ACFT.
Contracting States shall ensure that provision is made for the use of secondary surveillance radar or ADS-B,
where available, to identify civil ACFT in areas where they may be subject to interception.
Refraining from the Use of Weapons
Contracting States have recognized that every State must refrain from resorting to the use of weapons
against civil aircraft in flight.
The use of tracer bullets to attract attention is hazardous, and it is expected that measures will be taken to
avoid their use so that the lives of persons on board and the safety of aircraft will not be endangered.
2.18.3 Flight Crew Procedures
Action by Intercepted Aircraft
An ACFT which is intercepted by another ACFT shall immediately:
a) follow the instructions given by the intercepting ACFT, interpreting and responding to visual signals in
accordance with:
Rules and Regulations General Information 2.18.4 Signals for Use in the Event of Interception
b) notify, if possible, the appropriate ATSU;
c) attempt to establish radiocommunication with the intercepting ACFT or with the appropriate intercept
control unit, by making a general call on the emergency frequency 121.500MHZ, giving the identity of
the intercepted ACFT and the nature of the flight; and if no contact has been established and if
practicable, repeating this call on the emergency frequency 243.000MHZ;
d) if equipped with SSR transponder, select Mode A, Code 7700, unless otherwise instructed by the
appropriate ATSU;
e) if equipped with ADS-B or ADS-C, select the appropriate emergency functionality, if available, unless
otherwise instructed by the appropriate ATSU.
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If any instructions received by radio from any sources conflict with those given by the intercepting ACFT by
visual signals, the intercepted ACFT shall request immediate clarification while continuing to comply with the
visual and radio instructions given by the intercepting ACFT.
If any instructions received by radio from any sources conflict with those given by the intercepting ACFT by
radio, the intercepted ACFT shall request immediate clarification while continuing to comply with the radio
instructions given by the intercepting ACFT.
Radiocommunication During Interception
When an interception is being made, the intercept control unit and the intercepting ACFT should:
a) first attempt to establish two-way communication with the intercepted ACFT in a common language
on the emergency frequency 121.500MHZ, using the call signs INTERCEPT CONTROL,
INTERCEPTOR [call sign] and INTERCEPTED AIRCRAFT respectively; and
b) failing this, attempt to establish two-way communication with the intercepted ACFT on such other
frequency or frequencies as may have been prescribed by the appropriate ATS authority, or to
establish contact through the appropriate ATS unit(s).
If radio contact is established during interception but communication in a common language is not possible,
attempts shall be made to convey instructions, acknowledgement of instructions and essential information by
using the phrases and pronunciations in the table below and transmitting each phrase twice:
Phrases for Use by INTERCEPTING Aircraft
Phrase Pronunciation (Note 1) Meaning
CALL SIGN KOL SA-IN What is your call sign
FOLLOW FOL-LO Follow me
DESCEND DEE-SEND Descend for landing
YOU LAND YOU LAAND Land at this aerodrome
PROCEED PRO-SEED You may proceed
Phrases for Use by INTERCEPTED Aircraft

Phrase Pronunciation (Note 1) Meaning
CALL SIGN [call sign] (Note 2) KOL SA-IN [call sign] My call sign is [call sign]
WILCO Will comply VILL-KO Understood
CAN NOT KANN NOTT Unable to comply
REPEAT REE-PEET Repeat your instruction
AM LOST AM LOSST Position unknown
MAYDAY MAYDAY I am in distress
HIJACK (Note 3) HI-JACK I have been hijacked
LAND [place name] LAAND [place name] I request to land at [place name]
DESCEND DEE-SEND I require descent
Note 1: In the second column, syllables to be emphasized are indicated in bold.

Note 2: The call sign required to be given is that used in radiotelephony communications with air traffic
services units and corresponding to the ACFT identification in the flight plan.
Note 3: Circumstances may not always permit, nor make desirable, the use of the phrase HIJACK.
2.18.4 Signals for Use in the Event of Interception

The visual signals to be used by intercepting and intercepted aircraft are those set forth in the tables below. It
is essential that intercepting and intercepted aircraft adhere strictly to those signals and interpret correctly
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the signals given by the other aircraft, and that the intercepting aircraft pay particular attention to any signals
given by the intercepted aircraft to indicate that it is in a state of distress or urgency.
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Signals Initiated by Intercepting Aircraft and Responses by Intercepted Aircraft
Series Intercepting ACFT Signals Meaning Intercepted ACFT Responds Meaning
Rocking ACFT and flashing
navigational lights at irregular
1 intervals from a position
Day or You have
slightly above and ahead of, Rocking ACFT, flashing
Night been Understood,
and normally to the left of the navigational lights at irregular
intercepted. will comply.
(Note 1) intercepted ACFT and, after intervals and following.
Follow me.
(Note 2) acknowledgement, a slow
level turn, normally to the left,
on the desired heading
Note 1: Meteorological conditions or terrain may require the intercepting ACFT to reverse the positions
and direction of turn given above in Series 1.
If the intercepted ACFT is not able to keep pace with the intercepting ACFT, the latter is expected
Note 2: to fly a series of race-track patterns and to rock the ACFT each time it passes the intercepted
ACFT.
An abrupt break-away
maneuver from the
2 intercepted ACFT consisting of You may Understood,
Day or a climbing turn of 90 degrees proceed. Rocking the ACFT will comply.
Night or more without crossing the
line of flight of the intercepted
ACFT.
Lowering landing gear (if
fitted), showing steady landing
3 Lowering landing gear (if lights and following the
fitted), showing steady landing Land at this
Day or intercepting ACFT and, if after Understood,
lights and overflying RWY in AD. will comply.
Night overflying the RWY in use,
use. landing is considered safe,
proceeding to land.
Signals Initiated by Intercepted Aircraft and Responses by Intercepting Aircraft

Series Intercepted ACFT Signals Meaning Intercepting ACFT Responds Meaning
If it is desired that the
intercepted ACFT follow the
Raising landing gear (if fitted) intercepting ACFT to an
and flashing landing lights alternate AD, the intercepting Understood,
while passing over RWY in use ACFT raises its landing gear (if follow me.
4 at a height exceeding 300m fitted) and uses the Series 1
AD you have
(1000ft) but not exceeding signals prescribed for
Day or designated is
600m (2000ft) AAL, and intercepting ACFT.
Night inadequate. Understood,
continuing to circle RWY in
use. If unable to flash landing If it is decided to release the you may
lights, flash any other lights intercepted ACFT, the proceed.
available. intercepting ACFT uses the
Series 2 signals prescribed for
intercepting ACFT.
5 Regular switching on and off Use Series 2 signals
of all available lights but in Cannot
Day or prescribed for intercepting Understood.
such a manner as to be comply.
Night ACFT.
distinct from flashing lights.
6 Use Series 2 signals
Irregular flashing of all
Day or In distress. prescribed for intercepting Understood.
available lights.
Night ACFT.
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2.18.5 Interception Maneuvers
A standard method should be established for the maneuvering of ACFT intercepting a civil ACFT in order to
avoid any hazard for the intercepted ACFT. Such method should take due account of the performance
limitations of civil ACFT, the need to avoid flying in such proximity to the intercepted ACFT that a collision
hazard may be created and the need to avoid crossing the ACFTs flight path or to perform any other
maneuver in such a manner that the wake turbulence may be hazardous, particularly if the intercepted ACFT
is a light ACFT.
An ACFT equipped with an ACAS, which is being intercepted, may perceive the interceptor as a collision
threat and thus initiate an avoidance maneuver in response to an ACAS resolution advisory. Such a maneuver
might be misinterpreted by the interceptor as an indication of unfriendly intentions. It is important, therefore,
that pilots of intercepting ACFT equipped with a secondary surveillance radar (SSR) transponder suppress the
transmission of pressure-altitude information (in Mode C replies or in the AC field of Mode S replies) within a
range of at least 37km (20NM) of the ACFT being intercepted. This prevents the ACAS in the intercepted ACFT
from using resolution advisories in respect of the interceptor, while the ACAS traffic advisory information will
remain available.
Maneuvers for Visual Identification
The following method is recommended for the maneuvering of intercepting ACFT for the purpose of visually
identifying a civil ACFT:
Phase I
The intercepting ACFT should approach the intercepted ACFT from astern. The element leader, or the single
intercepting ACFT, should normally take up a position on the left (port) side, slightly above and ahead of the
intercepted ACFT, within the field of view of the pilot of the intercepted ACFT, and initially not closer to the
ACFT than 300m. Any other participating ACFT should stay well clear of the intercepted ACFT, preferably
above and behind. After speed and position have been established, the ACFT should, if necessary, proceed
with Phase II of the procedure.
Phase II
The element leader, or the single intercepting ACFT, should begin closing in gently on the intercepted ACFT,
at the same level, until no closer than absolutely necessary to obtain the information needed. The element
leader, or the single intercepting ACFT, should use caution to avoid startling the flight crew or the passengers
of the intercepted ACFT, keeping constantly in mind the fact that maneuvers considered normal to an
intercepting ACFT may be considered hazardous to passengers and crews of civil ACFT. Any other
participating ACFT should continue to stay well clear of the intercepted ACFT. Upon completion of
identification, the intercepting ACFT should withdraw from the vicinity of the intercepted ACFT as outlined in
Phase III.
Phase III
The element leader, or the single intercepting ACFT, should break gently away from the intercepted ACFT in a
shallow dive. Any other participating ACFT should stay well clear of the intercepted ACFT and rejoin their
leader.
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The Three Phases of Interception Maneuvers
Maneuvers for Navigational Guidance

If, following the identification maneuvers in Phase I and Phase II above, it is considered necessary to
intervene in the navigation of the intercepted ACFT, the element leader, or the single intercepting ACFT,
should normally take up a position on the left (port) side, slightly above and ahead of the intercepted ACFT, to
enable the PIC of the latter ACFT to see the visual signals given.
It is indispensable that the PIC of the intercepting ACFT be satisfied that the PIC of the intercepted ACFT is
aware of the interception and acknowledges the signals given. If repeated attempts to attract the attention of
the PIC of the intercepted ACFT by use of the Series 1 signal, are unsuccessful, other methods of signalling
may be used for this purpose, including as a last resort the visual effect of the reheat/afterburner, provided
that no hazard is created for the intercepted ACFT.
It is recognized that meteorological conditions or terrain may occasionally make it necessary for the element
leader, or the single intercepting ACFT, to take up a position on the right (starboard) side, slightly above and
ahead of the intercepted ACFT. In such case, the PIC of the intercepting ACFT must take particular care that
the intercepting ACFT is clearly visible at all times to the PIC of the intercepted ACFT.
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2.18.6 Guidance of an Intercepted Aircraft
Navigational guidance and related information should be given to an intercepted ACFT by radiotelephony,
whenever radio contact can be established.
When navigational guidance is given to an intercepted ACFT, care must be taken that the ACFT is not led into
conditions where the visibility may be reduced below that required to maintain flight in VMC and that the
maneuvers demanded of the intercepted ACFT do not add to already existing hazards in the event that the
operating efficiency of the ACFT is impaired.
In the exceptional case where an intercepted civil ACFT is required to land in the territory overflown, care
must also be taken that:
a) the designated aerodrome is suitable for the safe landing of the ACFT type concerned, especially if the
aerodrome is not normally used for civil air transport operations;
b) the surrounding terrain is suitable for circling, approach and missed approach maneuvers;
c) the intercepted ACFT has sufficient fuel remaining to reach the aerodrome;
d) if the intercepted ACFT is a civil transport ACFT, the designated aerodrome has a runway with a
length equivalent to at least 2500m at MSL and a bearing strength sufficient to support the ACFT; and
e) whenever possible, the designated aerodrome is one that is described in detail in the relevant
Aeronautical Information Publication.
When requiring a civil ACFT to land at an unfamiliar aerodrome, it is essential that sufficient time be allowed
it to prepare for a landing, bearing in mind that only the PIC of the civil ACFT can judge the safety of the
landing operation in relation to runway length and ACFT mass at the time.
It is particularly important that all information necessary to facilitate a safe approach and landing be given to
the intercepted ACFT by radiotelephony.
2.18.7 ATC Procedures
As soon as an ATSU learns that an ACFT is being intercepted in its area of responsibility, it shall take such of
the following steps as are appropriate in the circumstances:
a) attempt to establish two-way communication with the intercepted ACFT via any means available,
including the emergency radio frequency 121.500MHZ, unless such communication already exists;
b) inform the pilot of the intercepted ACFT of the interception;
c) establish contact with the intercept control unit maintaining two-way communication with the
intercepting ACFT and provide it with available information concerning the ACFT;
d) relay messages between the intercepting ACFT or the intercept control unit and the intercepted ACFT,
as necessary;
e) in close coordination with the intercept control unit take all necessary steps to ensure the safety of
the intercepted ACFT;
f) inform ATS units serving adjacent FIRs if it appears that the ACFT has strayed from such adjacent
FIRs.
As soon as an ATSU learns that an ACFT is being intercepted outside its area of responsibility, it shall take
such of the following steps as are appropriate in the circumstances:
a) inform the ATSU serving the airspace in which the interception is taking place, providing this unit with
available information that will assist in identifying the ACFT and requesting it to take action in
accordance with the above.
b) relay messages between the intercepted ACFT and the appropriate ATS unit, the intercept control unit
or the intercepting ACFT.
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2.19 Unlawful Interference
2.19.1 Flight Crew Procedures
An ACFT which is being subjected to unlawful interference shall endeavour to notify the appropriate ATSU of
this fact, any significant circumstances associated therewith and any deviation from the current flight plan
necessitated by the circumstances, in order to enable the ATSU to give priority to the ACFT and to minimize
conflict with other ACFT.
If an ACFT is subjected to unlawful interference, the PIC shall attempt to land as soon as practicable at the
nearest suitable aerodrome or at a dedicated aerodrome assigned by the appropriate authority unless
considerations aboard the ACFT dictate otherwise.
The following procedures are intended as guidance for use by ACFT when unlawful interference occurs and
the ACFT is unable to notify an ATSU of this fact.
If the PIC cannot proceed to the nearest suitable aerodrome, he should attempt to continue flying on the
assigned track and at the assigned cruising level at least until able to notify an ATSU or until within radar or
ADS-B coverage.
When an ACFT subjected to an act of unlawful interference must depart from its assigned track or its
assigned cruising level without being able to make radiotelephony contact with ATS, the PIC should,
whenever possible:
a) attempt to broadcast warnings on the VHF channel in use or the VHF emergency frequency, and other
appropriate channels, unless considerations aboard the ACFT dictate otherwise. Other equipment
such as on-board transponders and data links should also be used when it is advantageous to do so
and circumstances permit; and
b) proceed in accordance with applicable special procedures for in-flight contingencies, where such
procedures have been established and promulgated in the Regional Supplementary Procedures (Doc
7030); or
c) if no applicable regional procedures have been established, proceed at a level which differs from the
cruising levels normally used for IFR flight by:
- 150m (500ft) in an area where a vertical separation minimum of 300m (1000ft) is applied; or
- 300m (1000ft) in an area where a vertical separation minimum of 600m (2000ft) is applied.
To indicate that it is in a state of emergency, an ACFT equipped with an appropriate data link capability
and/or an SSR transponder might operate the equipment as follows:
a) on Mode A, Code 7700; or
b) on Mode A, Code 7500, to indicate specifically that it is being subjected to unlawful interference;
and/or
c) activate the appropriate emergency and/or urgency capability of ADS-B or ADS-C; and/or
d) transmit the appropriate emergency message via CPDLC.
2.19.2 ATC Procedures

An ACFT known or believed to be in a state of emergency, including being subjected to unlawful interference,
shall be given maximum consideration, assistance and priority over other ACFT as may be necessitated by
the circumstances.
When an occurrence of unlawful interference with an ACFT takes place or is suspected, ATS units shall attend
promptly to requests by the ACFT. 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 ACFT.
When an occurrence of unlawful interference with an ACFT takes place or is suspected, ATS units shall, in
accordance with locally agreed procedures, immediately inform the appropriate authority designated by the
State and exchange necessary information with the operator or its designated representative.
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3 Rules on Ground
3.1 Signals for Aerodrome Traffic

3.1.1 Light and Pyrotechnic Signals
a Instructions
a Light (directed towards aircraft From Aerodrome Control to:
concerned) Aircraft in Flight Aircraft on the Ground
Steady green Cleared to land Cleared for take-off
Give way to other aircraft and
Steady red Stop
continue circling
Series of green flashes Return for landing (Note) Cleared to taxi
Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
Land at this aerodrome and Return to starting point on the
Series of white flashes proceed to apron (Note) aerodrome
Notwithstanding any previous
Red pyrotechnic instructions, do not land for the
time being
Note: Clearances to land and to taxi will be given in due course.
a Acknowledgement by an Aircraft
a During the Hours of Aircraft in Flight Aircraft on Ground
a Daylight by rocking the aircrafts wings by moving the aircrafts ailerons
(Note) or rudder
a Darkness by flashing on and off twice the aircrafts landing lights or, if not so
equipped, by switching on and off twice its navigation light
a Note: This signal should not be expected on the base and final legs of the approach.
3.2 Minimum Runway Occupancy Time (MROT)

The average RWY occupancy time is the ultimate determinant of the capacity of an aerodrome. Consequently
in busy periods there is pressure to maintain a high traffic flow rate. This and the need for safety requires the
following basic philosophy of operation:
a) so far as possible the RWY must be reserved for the exclusive use of landing and departing ACFT; and
b) landing and departing ACFT must occupy the RWY for the minimum amount of time.
Landing ACFT are reminded that it is imperative to vacate the RWY as quickly as practicable to enable ATC to
apply minimum spacing on final approach and minimize the occurrence of go-arounds.
To ensure MROT, many RWYs have multiple Rapid Exit Taxiways (RET). Pilots should vacate via the first
available RET corresponding to operational requirements, or as instructed by ATC.
ACFT vacating the RWY in use should not stop on the exit taxiway until the entire ACFT has passed the RWY
holding point.
For local deviations, refer to the AOI pages.
Also refer to:
Rules and Regulations General Information 4.2.1.3 Separation Minima Based on ATS Surveillance Systems
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3.3 Autonomous Runway Incursion Warning System (ARIWS)
a The generation of ARIWS warnings is a function based on surveillance data. The objective of the ARIWS
function is to assist flight crews and vehicle drivers in the prevention of runway incursions by generating, in a
timely manner, a direct warning of a possible runway hazard making it unsafe to enter, to cross a runway or
to take-off.
a The function of ARIWS is to operate independently from ATC, and the warnings are generated for pilots and
vehicle drivers.
a In the event an ARIWS warning is generated that conflicts with the ATC clearance, the following action shall
be taken by flight crew and vehicle drivers:
a a) The flight crew or vehicle driver shall give priority to the ARIWS warning over the ATC clearance. They
shall not proceed onto the runway or commence the take-off roll. The flight crew or vehicle driver
shall inform the controller of the ARIWS warning and await further clearance.
a b) In the event the aircraft or vehicle has initiated actions to comply with a clearance that conflicts with
the warning, the flight crew or the vehicle driver shall use the warning to exercise their best
judgement and full authority in the choice of the best course of action to resolve any potential conflict.
The controller should be informed, when practicable, of the ARIWS warning.
a ATS units shall have procedures in place for situations when controllers are informed of ARIWS warnings,
including how to disable the ARIWS in case of malfunctions.
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3.4 ILS Facility Performance Categories
3.4.1 General
The ILS facility performance category provides a description of aspects which indicates the relationship
between the ILS classification system and the operational performance categories. The ILS performance
classification defines the reliability and accuracy of the system from the operational viewpoint.
The ILS classification is defined by using three characters as follows:
Decoding of ILS Classification Designators
ILS Classification Explanations
Designators
I, II, or III This character indicates conformance to facility performance category.
This character defines the ILS points to which the localizer structure conforms to the
course structure. Except the letter T, which designates the runway threshold.
B
C
T D E
Threshold Stopend
A, B, C, ILS Point A: A point on the ILS glide path measured along the extended runway center
T, D, or E line in the approach direction a distance of 4NM (7.5km) from the threshold.
ILS Point B: A point on the ILS glide path measured along the extended runway center
line in the approach direction a distance of 3500ft (1050m) from the threshold.
ILS Point C: A point through which the downward extended straight portion of the
nominal ILS glide path passes at a height of 100ft (30m) above the horizontal plane
containing the threshold.
ILS Point T: A point at a specified height located above the intersection of the runway
center line and the threshold and through which the downward extended straight
portion of the ILS glide path passes.
ILS Point D: A point 12ft (4m) above the runway center line and 3000ft (900m) from
the threshold in the direction of the localizer.
ILS Point E: A point 12ft (4m) above the runway center line and 2000ft (600m) from
the stop end of the runway in the direction of the threshold.
This number indicates the level of integrity by reference to uninterrupted service HRs.
1, 2, 3 or 4
(Note1) 1 = < 1000 HRs , 2 = >1000 HRs, 3= < 2000 HRs, 4 = > 4000 HRs between system
outages.
In relation to specific ILS operations it is intended that the level of integrity and continuity of
service would typically be associated as follows:
Level 2 is the performance objective for ILS equipment used to support low visibility operations
when ILS guidance for position information in the landing phase is supplemented by visual cues.
This level is a recommended objective for equipment supporting Category 1 operations;
Note 1: Level 3 is the performance objective for ILS equipment used to support operations which place
a high degree of reliance on ILS guidance for positioning through touchdown. This level is a
required objective for equipment supporting Category 2 and 3a operations; and
Level 4 is the performance objective for ILS equipment used to support operations which place
a high degree of reliance on ILS guidance throughout touchdown and rollout. This level basically
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relates to the needs of the full range of Category 3 operations.
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3.4.2 Operational Use of ILS Performance Categories
Operational Performance Category
ILS-Classification
Cat 1 Cat 2 Cat 3a Cat 3b
I/A/1 up to I/E/1 X
I/A/2 up to I/E/2 X
I/A/3 up to I/E/3 X
I/A/4 up to I/E/4 X
II/T/3 up to II/E/4 X X
II/T/4 up to II/E/4 X X
III/E/3 X X X
III/E/4 X X X X
The installation meets ICAO requirements for Operational Performance Cat 1.
Example 1: The course structure meets the requirements on the course structure of ILS
I/C/2 Classification category Cat 2 / Cat 3 up to the ILS reference point C.
The level of reliability is 2.
The installation meets ICAO requirements for Operational Performance Cat

3b.
Example 2: The course structure meets the requirements on the course structure of
III/E/4 facility ILS classification category Cat 2 / Cat 3 up to the ILS reference point E.
The level of reliability is 4.
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4 Air Traffic Management (ICAO Doc 4444)
4.1 Air Traffic Control Clearances

4.1.1 Scope and Purpose
c Clearances are issued solely for expediting and separating air traffic and are based on known traffic
conditions which affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air
and on the manoeuvring area over which control is being exercised, but also any vehicular traffic or other
obstructions not permanently installed on the manoeuvring area in use.
c If an air traffic control clearance is not suitable to the pilot-in-command of an aircraft, the flight crew may
request and, if practicable, obtain an amended clearance.
c The issuance of air traffic control clearances by air traffic control units constitutes authority for an aircraft to
proceed only in so far as known air traffic is concerned. ATC clearances do not constitute authority to violate
any applicable regulations for promoting the safety of flight operations or for any other purpose; neither do
clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible
violation of applicable rules and regulations.
c ATC units shall issue such ATC clearances as are necessary to prevent collisions and to expedite and
maintain an orderly flow of air traffic.
a ATC clearances must be issued early enough to ensure that they are transmitted to the aircraft in sufficient
time for it to comply with them.
4.1.2 Aircraft Subject to ATC for Part of Flight
a When a flight plan specifies that the initial portion of a flight will be uncontrolled, and that the subsequent
portion of the flight will be subject to ATC, the aircraft shall be advised to obtain its clearance from the ATC
unit in whose area controlled flight will be commenced.
a When a flight plan specifies that the first portion of a flight will be subject to ATC, and that the subsequent
portion will be uncontrolled, the aircraft shall normally be cleared to the point at which the controlled flight
terminates.
4.1.3 Flights Through Intermediate Stops
a When an aircraft files, at the departure aerodrome, flight plans for the various stages of flight through
intermediate stops, the initial clearance limit will be the first destination aerodrome and new clearances shall
be issued for each subsequent portion of flight.
a The flight plan for the second stage, and each subsequent stage, of a flight through intermediate stops will
become active for ATS and search and rescue (SAR) purposes only when the appropriate ATS unit has
received notification that the aircraft has departed from the relevant departure aerodrome, except as provided
for in the following paragraph.
a By prior arrangement between ATC units and the operators, aircraft operating on an established schedule
may, if the proposed route of flight is through more than one control area, be cleared through intermediate
stops within other control areas but only after coordination between the ACCs concerned.
4.1.4 Contents of Clearances
c Clearances shall contain positive and concise data and shall, as far as practicable, be phrased in a standard
manner.
c Clearances shall, except for standard departure clearances, contain the following in the order listed:
c a) aircraft identification;
c b) clearance limit;
c c) route of flight;
c d) level(s) of flight for the entire route or part thereof and changes of levels if required;
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c e) any necessary instructions or information on other matters such as SSR transponder operation,
approach or departure manoeuvres, communications and the time of expiry of the clearance.
c 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.
4.1.5 Description of Air Traffic Control Clearances

a Clearance Limit
a A clearance limit shall be described by specifying the name of the appropriate significant point, or aerodrome,
or controlled airspace boundary.
a When prior coordination has been effected with units under whose control the aircraft will subsequently
come, or if there is reasonable assurance that it can be effected a reasonable time prior to their assumption
of control, the clearance limit shall be the destination aerodrome or, if not practicable, an appropriate
intermediate point, and coordination shall be expedited so that a clearance to the destination aerodrome may
be issued as soon as possible.
a If an aircraft has been cleared to an intermediate point in adjacent controlled airspace, the appropriate ATC
unit will then be responsible for issuing, as soon as practicable, an amended clearance to the destination
aerodrome.
a When the destination aerodrome is outside controlled airspace, the ATC unit responsible for the last
controlled airspace through which an aircraft will pass shall issue the appropriate clearance for flight to the
limit of that controlled airspace.
a Route of Flight
a The route of flight shall be detailed in each clearance when deemed necessary. The phrase cleared via flight
planned route may be used to describe any route or portion thereof, provided the route or portion thereof is
identical to that filed in the flight plan and sufficient routing details are given to definitely establish the aircraft
on its route. The phrases cleared via (designation) departure or cleared via (designation) arrival may be
used when standard departure or arrival routes have been established by the appropriate ATS authority and
published in Aeronautical Information Publications (AIPs).
a The phrase cleared via flight planned route shall not be used when granting a re-clearance.
a Subject to airspace constraints, ATC workload and traffic density, and provided coordination can be effected
in a timely manner, an aircraft should whenever possible be offered the most direct routing.
a Levels
a Except as for standard departure and arrival clearances, instructions included in clearances relating to levels
shall consist of:
a a) cruising level(s) or, for cruise climb, a range of levels, and, if necessary, the point to which the
clearance is valid with regard to the level(s);
a b) levels at which specified significant points are to be crossed, when necessary;
a c) the place or time for starting climb or descent, when necessary;
a d) the rate of climb or descent, when necessary;
a e) detailed instructions concerning departure or approach levels, when necessary.
a Clearance of a Requested Change in Flight Plan
a When issuing a clearance covering a requested change in route or level, the exact nature of the change shall
be included in the clearance.
a When traffic conditions will not permit clearance of a requested change, the word UNABLE shall be used.
When warranted by circumstances, an alternative route or level should be offered.
a When an alternative route is offered and accepted by the flight crew under the procedures described above,
the amended clearance issued shall describe the route to the point where it joins the previously cleared route,
or, if the aircraft will not re-join the previous route, to the destination.
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a Readback of Clearances
a The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and
instructions which are transmitted by voice. The following items shall always be read back:
a a) ATC route clearances;
a b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi and backtrack on
any runway; and
a c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions and,
whether issued by the controller or contained in automatic terminal information service (ATIS)
broadcasts, transition levels.
a Note: If the level of an aircraft is reported in relation to standard pressure 1013.2hPa, the words
FLIGHT LEVEL precede the level figures. If the level of the aircraft is reported in relation to QNH/QFE,
the figures are followed by the word METRES or FEET, as appropriate.
a Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a
manner to clearly indicate that they have been understood and will be complied with.
a The controller shall listen to the readback to ascertain that the clearance or instruction has been correctly
acknowledged by the flight crew and shall take immediate action to correct any discrepancies revealed by
the readback.
a Unless specified by the appropriate ATS authority, voice readback of controller-pilot data link communications
(CPDLC) messages shall not be required.
4.1.6 Standard Clearances for Departing Aircraft
4.1.6.1 Contents
a Standard clearances for departing aircraft shall contain the following items:
a a) aircraft identification;
a b) clearance limit, normally destination aerodrome;
a c) designator of the assigned SID, if applicable;
a d) cleared level;
a e) allocated SSR code;
a f) any other necessary instructions or information not contained in the SID description, e.g. instructions
relating to change of frequency.
a Note: The use of a SID designator without a cleared level does not authorize the aircraft to climb on
the SID vertical profile.
4.1.6.2 Clearances on a SID

a Clearances to aircraft on a SID with remaining published level and/or speed restrictions shall indicate if such
restrictions are to be followed or are cancelled. The following phraseologies shall be used with the following
meanings:
a a) CLIMB VIA SID TO (level):
a - climb to the cleared level and comply with published level restrictions;
a - follow the lateral profile of the SID; and
a - comply with published speed restrictions or ATC-issued speed control instructions as applicable.
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a b) CLIMB VIA SID TO (level), CANCEL LEVEL RESTRICTION(S):
a - climb to the cleared level, published level restrictions are cancelled;
a c) CLIMB VIA SID TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s)):

a - climb to the cleared level, published level restriction(s) at the specified point(s) are cancelled;
a d) CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S):

a - published speed restrictions and ATC-issued speed control instructions are cancelled.
a e) CLIMB VIA SID TO (level), CANCEL SPEED RESTRICTION(S) AT (point(s)):

a - published speed restrictions are cancelled at the specified point(s).
a f) CLIMB UNRESTRICTED TO (level) or CLIMB TO (level), CANCEL LEVEL AND SPEED

RESTRICTION(S):
a - climb to the cleared level, published level restrictions are cancelled;
a If there are no remaining published level or speed restrictions on the SID, the phrase CLIMB TO (level) should
be used.
a When subsequent speed restriction instructions are issued, and if the cleared level is unchanged, the phrase
CLIMB VIA SID TO (level) should be omitted.
a When a departing aircraft is cleared to proceed direct to a published waypoint on the SID, the speed and level
restrictions associated with the bypassed waypoints are cancelled. All remaining published speed and level
restrictions shall remain applicable.
a When a departing aircraft is vectored or cleared to proceed to a point that is not on the SID, all the published
speed and level restrictions of the SID are cancelled and the controller shall:
a a) reiterate the cleared level;
a b) provide speed and level restrictions as necessary; and
a c) notify the pilot if it is expected that the aircraft will be instructed to subsequently rejoin the SID.
a ATC instructions to an aircraft to rejoin a SID shall include:
a a) the designator of the SID to be rejoined unless advance notification of rejoin has been provided;
a b) the cleared level; and
a c) the position at which it is expected to rejoin the SID.
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4.1.6.3 Communication Failure Departing Aircraft
c Clearances for departing aircraft may specify a cleared level other than that indicated in the filed flight plan
for the en-route phase of flight, without a time or geographical limit for the cleared level. Such clearances will
normally be used to facilitate the application of tactical control methods by ATC, normally through the use of
an ATS surveillance system.
c Where clearances for departing aircraft contain no time or geographical limit for a cleared level, action to be
taken by an aircraft experiencing air-ground communication failure in the event the aircraft has been radar
vectored away from the route specified in its current flight plan should be included in the SID description or
published in the AIPs.
4.1.7 Standard Clearances for Arriving Aircraft
4.1.7.1 Contents
a Standard clearances for arriving aircraft shall contain the following items:
a a) aircraft identification;
a b) designator of the assigned STAR if applicable;
a c) runway-in-use, except when part of the STAR description;
a d) cleared level; and
a e) any other necessary instructions or information not contained in the STAR description, e.g. change of
communications.
a Note: The use of a STAR designator without a cleared level does not authorize the aircraft to descend
on the STAR vertical profile.
4.1.7.2 Clearances on a STAR

a Clearances to aircraft on a STAR with remaining published level and/or speed restrictions shall indicate if
such restrictions are to be followed or are cancelled. The following phraseologies shall be used with the
following meaning:
a a) DESCEND VIA STAR TO (level):
a - descend to the cleared level and comply with published level restrictions;
a - follow the lateral profile of the STAR; and
a b) DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S):

a - descend to the cleared level, published level restrictions are cancelled;
a c) DESCEND VIA STAR TO (level), CANCEL LEVEL RESTRICTION(S) AT (point(s)):

a - descend to the cleared level, published level restriction(s) at the specified point(s) are cancelled;
a d) DESCEND VIA STAR TO (level), CANCEL SPEED RESTRICTION(S):

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a e) DESCEND VIA STAR TO (level), CANCEL SPEED RESTRICTION(S) AT (point(s)):
a - published speed restrictions are cancelled at the specified point(s).
a f) DESCEND UNRESTRICTED TO (level) or DESCEND TO (level), CANCEL LEVEL AND SPEED

RESTRICTION(S):
a - descend to the cleared level, published level restrictions are cancelled;
a If there are no remaining published level or speed restrictions on the STAR, the phrase DESCEND TO (level)
should be used.
a When subsequent speed restriction instructions are issued and if the cleared level is unchanged, the phrase
DESCEND VIA STAR TO (level) should be omitted.
a When an arriving aircraft is cleared to proceed direct to a published waypoint on the STAR, the speed and
level restrictions associated with the bypassed waypoints are cancelled. All remaining published speed and
level restrictions shall remain applicable.
a When an arriving aircraft is vectored or cleared to proceed to a point that is not on the STAR, all the published
speed and level restrictions of the STAR are cancelled and the controller shall:
a a) reiterate the cleared level;
a b) provide speed and level restrictions as necessary; and
a c) notify the pilot if it is expected that the aircraft will be instructed to subsequently rejoin the STAR.
a ATC instructions to an aircraft to rejoin a STAR shall include:
a a) the designator of the STAR to be rejoined, unless advance notification of rejoin has been provided;
a b) the cleared level on rejoining the STAR; and
a c) the position at which it is expected to rejoin the STAR.
4.1.8 Clearance for an IFR flight to Execute a Visual Approach

c Subject to the conditions below, clearance for an IFR flight to execute a visual approach may be requested by
a flight crew or initiated by the controller. In the latter case, the concurrence of the flight crew shall be
required.
c Controllers shall exercise caution in initiating a visual approach when there is reason to believe that the flight
crew concerned is not familiar with the aerodrome and its surrounding terrain. Controllers should also take
into consideration the prevailing traffic and meteorological conditions when initiating visual approaches.
c An IFR flight may be cleared to execute a visual approach provided the pilot can maintain visual reference to
the terrain and:
c a) the reported ceiling is at or above the level of the beginning of the initial approach segment for the
aircraft so cleared; or
c b) the pilot reports at the level of the beginning of the initial approach segment or at any time during the
instrument approach procedure that the meteorological conditions are such that with reasonable
assurance a visual approach and landing can be completed.
c Separation shall be provided between an aircraft cleared to execute a visual approach and other arriving and
departing aircraft.
c For successive visual approaches, separation shall be maintained by the controller until the pilot of a
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succeeding aircraft reports having the preceding aircraft in sight. The aircraft shall then be instructed to
follow and maintain own separation from the preceding aircraft. When both aircraft are of a heavy wake
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c turbulence category, or the preceding aircraft is of a heavier wake turbulence category than the following,
and the distance between the aircraft is less than the appropriate wake turbulence minimum, the controller
shall issue a caution of possible wake turbulence. The pilot-in-command of the aircraft concerned shall be
responsible for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is
acceptable. If it is determined that additional spacing is required, the flight crew shall inform the ATC unit
accordingly, stating their requirements.
c Transfer of communications to the aerodrome controller should be effected at such a point or time that
information on essential local traffic, if applicable, and clearance to land or alternative instructions can be
issued to the aircraft in a timely manner.
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4.2 ATS Surveillance Service
4.2.1 Use of ATS Surveillance Systems in the Air Traffic Control Service
4.2.1.1 Functions
a The information provided by ATS surveillance systems and presented on a situation display may be used to
perform the following functions in the provision of air traffic control service:
a a) provide ATS surveillance services as necessary in order to improve airspace utilization, reduce delays,
provide for direct routings and more optimum flight profiles, as well as to enhance safety;
a b) provide vectoring to departing aircraft for the purpose of facilitating an expeditious and efficient
departure flow and expediting climb to cruising level;
a c) provide vectoring to aircraft for the purpose of resolving potential conflicts;
a d) provide vectoring to arriving aircraft for the purpose of establishing an expeditious and efficient
approach sequence;
a e) provide vectoring to assist pilots in their navigation, e.g. to or from a radio navigation aid, away from
or around areas of adverse weather;
a f) provide separation and maintain normal traffic flow when an aircraft experiences communication
failure within the area of coverage;
a g) maintain flight path monitoring of air traffic;
a h) when applicable, maintain a watch on the progress of air traffic, in order to provide a procedural
controller with:
a - improved position information regarding aircraft under control;
a - supplementary information regarding other traffic; and
a - information regarding any significant deviations by aircraft from the terms of their respective air
traffic control clearances, including their cleared routes as well as levels, when appropriate.
4.2.1.2 Separation Application

a a) Except as provided for in h) and i), the separation minima shall only be applied between identified
aircraft when there is reasonable assurance that identification will be maintained.
a b) When control of an identified aircraft is to be transferred to a control sector that will provide the
aircraft with procedural separation, such separation shall be established by the transferring controller
before the aircraft reaches the limits of the transferring controllers area of responsibility, or before
the aircraft leaves the relevant area of surveillance coverage.
a c) When authorized by the appropriate ATS authority, separation based on the use of ADS-B, SSR and/or
MLAT, and/or PSR position symbols and/or PSR blips shall be applied so that the distance between
the centres of the position symbols and/or PSR blips, representing the positions of the aircraft
concerned, is never less than a prescribed minimum.
a d) Separation based on the use of PSR blips and SSR responses shall be applied so that the distance
between the centre of the PSR blip and the nearest edge of the SSR response (or centre, when
authorized by the appropriate ATS authority) is never less than a prescribed minimum.
a e) Separation based on the use of ADS-B position symbols and SSR responses shall be applied so that
the distance between the centre of the ADS-B position symbol and the nearest edge of the SSR
response (or the centre, when authorized by the appropriate ATS authority) is never less than a
prescribed minimum.
a f) Separation based on the use of SSR responses shall be applied so that the distance between the
closest edges of the SSR responses (of the centres, when authorized by the appropriate ATS
authority) is never less than a prescribed minimum.
a g) In no circumstances shall the edges of the position indications touch or overlap unless vertical
separation is applied between the aircraft concerned, irrespective of the type of position indication
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displayed and separation minimum applied.
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a h) In the event that the controller has been notified of a controlled flight entering or about to enter the
airspace within which the separation minima is applied, but has not identified the aircraft, the
controller may, if so prescribed by the appropriate ATS authority, continue to provide an ATS
surveillance service to identified aircraft provided that:
a - reasonable assurance exists that the unidentified controlled flight will be identified using SSR
and/or ADS-B and/or MLAT or the flight is being operated by an aircraft of a type which may be
expected to give an adequate return on primary radar in the airspace within which the separation
is applied; and
a - the separation is maintained between identified flights and any other observed ATS surveillance
system position indications until either the unidentified controlled flight has been identified or
procedural separation has been established.
a i) The separation minima may be applied between an aircraft taking off and a preceding departing
aircraft or other identified traffic provided there is reasonable assurance that the departing aircraft will
be identified within 2km (1NM) from the end of the runway, and that, at the time, the required
separation will exist.
a j) The separation minima shall not be applied between aircraft holding over the same holding fix.
Application of ATS surveillance system separation minima based on radar and/or ADS-B and/or MLAT
systems between holding aircraft and other flights shall be subject to requirements and procedures
prescribed by the appropriate ATS authority.
d 4.2.1.3 Separation Minima Based on ATS Surveillance Systems
a a) Unless otherwise prescribed in accordance with b), c) or d), or with respect to independent and
dependent parallel approaches, the horizontal separation minimum based on radar and/or ADS-B
and/or MLAT systems shall be 9.3km (5.0NM).
a b) The separation minimum in a) may, if so prescribed by the appropriate ATS authority, be reduced, but
not below:
a - 5.6km (3.0NM) when radar and/or ADS-B and/or MLAT systemscapabilities at a given location
so permit; and
a - 4.6km (2.5NM) between succeeding aircraft which are established on the same final approach
track within 18.5km (10NM) of the runway threshold. A reduced separation minimum of 4.6km
(2.5NM) may be applied, provided:
a i) the average runway occupancy time of landing aircraft is proven, by means such as data
collection and statistical analysis and methods based on a theoretical model, not to exceed 50
seconds;
a ii) braking action is reported as good and runway occupancy times are not adversely affected by
runway contaminants such as slush, snow or ice;
a iii) an ATS surveillance system with appropriate azimuth and range resolution and an update rate
of 5 seconds or less is used in combination with suitable displays;
a iv) the aerodrome controller is able to observe, visually or by means of surface movement radar
(SMR), MLAT system or a Surface Movement Guidance and Control System (SMGCS), the
runway-in-use and associated exit and entry taxiways;
a v) distance-based wake turbulence separation minima in d) or as may be prescribed by the
appropriate ATS authority (e.g. for specific aircraft types), do not apply;
a vi) aircraft approach speeds are closely monitored by the controller and when necessary adjusted
so as to ensure that separation is not reduced below the minimum;
a vii) aircraft operators and pilots have been made fully aware of the need to exit the runway in an
expeditious manner whenever the reduced separation minimum on final approach is applied; and
a viii) procedures concerning the application of the reduced minimum are published in AIPs.
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a c) The separation minimum or minima based on radar and/or ADS-B and/or MLAT systems to be applied
shall be prescribed by the appropriate ATS authority according to the capability of the particular ATS
surveillance system or sensor to accurately identify the aircraft position in relation to the centre of a
position symbol, PSR blip, SSR response and taking into account factors which may affect the
accuracy of the ATS surveillance system-derived information, such as aircraft range from the radar
site and the range scale of the situation display in use.
a d) The following distance-based wake turbulence separation minima shall be applied to aircraft being
provided with an ATS surveillance service in the approach and departure phases of flight in the
circumstances given below:
a - an aircraft is operating directly behind another aircraft at the same altitude or less than 300m
(1000ft) below; or
a - both aircraft are using the same runway, or parallel runways separated by less than 760m
(2500ft); or
a - an aircraft is crossing behind another aircraft, at the same altitude or less than 300m (1000ft)
below.
a Aircraft Category
a Preceding ACFT Succeeding ACFT Distance-based Wake Turbulence Separation Minima
a HEAVY 7.4km (4.0NM)
a HEAVY MEDIUM 9.3km (5.0NM)
a LIGHT 11.1km (6.0NM)
a MEDIUM LIGHT 9.3km (5.0NM)
d 4.2.2 Use of ATS Surveillance Systems in the Approach Control Service
4.2.2.1 Functions
a The position indications presented on a situation display may be used to perform the following additional
functions in the provision of approach control service:
a a) provide vectoring of arriving traffic on to pilot-interpreted final approach aids;
a b) provide flight path monitoring of parallel ILS approaches and instruct aircraft to take appropriate
action in the event of possible or actual penetrations of the No Transgression Zone (NTZ);
a c) provide vectoring of arriving traffic to a point from which a visual approach can be completed;
a d) provide vectoring of arriving traffic to a point from which a precision radar approach or a surveillance
radar approach can be made;
a e) provide flight path monitoring of other pilot-interpreted approaches;
a f) in accordance with prescribed procedures, conduct:
a - surveillance radar approaches;
a - Precision Radar (PAR) approaches; and
a g) provide separation between:
a - succeeding departing aircraft;
a - succeeding arriving aircraft; and
a - a departing aircraft and a succeeding arriving aircraft.
4.2.2.2 General Approach Control Procedures Using ATS Surveillance Systems

a The appropriate ATS authority shall establish procedures to ensure that the aerodrome controller is kept
informed of the sequence of arriving aircraft, as well as any instructions and restrictions which have been
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issued to such aircraft in order to maintain separation after transfer of control to the aerodrome controller.
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a Prior to, or upon commencement of, vectoring for approach, the pilot shall be advised of the type of approach
as well as the runway to be used.
a The controller shall advise an aircraft being vectored for an instrument approach of its position at least once
prior to commencement of final approach.
a When giving distance information, the controller shall specify the point or navigation aid to which the
information refers.
a The initial and intermediate approach phases of an approach executed under the direction of a controller
comprise those parts of the approach from the time vectoring is initiated for the purpose of positioning the
aircraft for a final approach, until the aircraft is on final approach and:
a a) established on the final approach path of a pilot-interpreted aid; or
a b) reports that it is able to complete a visual approach; or
a c) ready to commence a surveillance radar approach; or
a d) transferred to the precision radar approach controller.
a Aircraft vectored for final approach should be given a heading or a series of headings calculated to close with
the final approach track. The final vector shall enable the aircraft to be established in level flight on the final
approach track prior to intercepting the specified or nominal glide path if an MLS, ILS or radar approach is to
be made, and should provide an intercept angle with the final approach track of 45 degrees or less.
a Whenever an aircraft is assigned a vector which will take it through the final approach track, it should be
advised accordingly, stating the reason for the vector.
4.2.2.3 Vectoring to Pilot-interpreted Final Approach Aid
a An aircraft vectored to intercept a pilot-interpreted final approach aid shall be instructed to report when
established on the final approach track. Clearance for the approach should be issued prior to when the
aircraft reports established, unless circumstances preclude the issuance of the clearance at such time.
Vectoring will normally terminate at the time the aircraft leaves the last assigned heading to intercept the
final approach track.
a The controller shall be responsible for maintaining separation between succeeding aircraft on the same final
approach, except that the responsibility may be transferred to the aerodrome controller in accordance with
procedures prescribed by the appropriate ATS authority and provided an ATS surveillance system is available
to the aerodrome controller.
a Transfer of control of succeeding aircraft on final approach to the aerodrome controller shall be effected in
accordance with procedures prescribed by the appropriate ATS authority.
a Transfer of communications to the aerodrome controller should be effected at such a point or time that
clearance to land or alternative instructions can be issued to the aircraft in a timely manner.
4.2.2.4 Vectoring for Visual Approach
a The controller may initiate vectoring of an aircraft for visual approach provided the reported ceiling is above
the minimum altitude applicable to vectoring and meteorological conditions are such that, with reasonable
assurance, a visual approach and landing can be completed.
a Clearance for visual approach shall be issued only after the pilot has reported the aerodrome or the preceding
aircraft in sight, at which time vectoring would normally be terminated.
4.2.2.5 Radar Approaches
a During the period that a controller is engaged in giving surveillance radar or precision radar approaches, he
or she should not be responsible for any duties other than those directly connected with such approaches.
a Controllers conducting radar approaches shall be in possession of information regarding the obstacle
clearance altitudes/heights established for the types of approach to be conducted.
a Prior to commencement of a radar approach, the aircraft shall be informed of:
a a) the runway to be used;
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a b) the applicable obstacle clearance altitude/height;
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a c) the angle of the nominal glide path and, if so prescribed by the appropriate ATS authority or requested
by the aircraft, the approximate rate of descent to be maintained;
a d) the procedure to be followed in the event of radiocommunication failure, unless the procedure has
been published in AIPs.
a When a radar approach cannot be continued due to any circumstance, the aircraft should be immediately
informed that a radar approach or continuation thereof is not possible. The approach should be continued if
this is possible using non-radar facilities or if the pilot reports that the approach can be completed visually;
otherwise an alternative clearance should be given.
a Aircraft making a radar approach should be reminded, when on final approach, to check that the wheels are
down and locked.
a Unless otherwise prescribed by the appropriate ATS authority, the controller conducting the approach should
notify the aerodrome controller or, when applicable, the procedural controller when an aircraft making a radar
approach is approximately 15km (8NM) from touchdown. If landing clearance is not received at this time, a
subsequent notification should be made at approximately 8km (4NM) from touchdown and landing clearance
requested.
a Clearance to land or any alternative clearance received from the aerodrome controller or, when applicable,
the procedural controller should normally be passed to the aircraft before it reaches a distance of 4km (2NM)
from touchdown.
a An aircraft making a radar approach should:
a a) be directed to execute a missed approach in the following circumstances:
a - when the aircraft appears to be dangerously positioned on final approach; or
a - for reasons involving traffic conflictions; or
a - if no clearance to land has been received from the procedural controller by the time the aircraft
reaches a distance of 4km (2NM) from touchdown or such other distance as has been agreed
with the aerodrome control tower; or
a - on instructions by the aerodrome controller; or
a b) be advised to consider executing a missed approach in the following circumstances:
a - when the aircraft reaches a position from which it appears that a successful approach cannot be
completed; or
a - if the aircraft is not visible on the situation display for any significant interval during the last 4km
(2NM) of the approach; or
a - if the position or identification of the aircraft is in doubt during any portion of the final approach.
a In all such cases, the reason for the instruction or the advice should be given to the pilot.
a Unless otherwise required by exceptional circumstances, radar instructions concerning a missed approach
should be in accordance with the prescribed missed approach procedure and should include the level to
which the aircraft is to climb and heading instructions to keep the aircraft within the missed approach area
during the missed approach procedure.
4.2.2.6 Final Approach Procedures
4.2.2.6.1 Surveillance Radar Approach
a A final approach using solely surveillance radar should not be carried out if precision approach radar is
available, unless meteorological conditions are such as to indicate with reasonable certainty that a
surveillance radar approach can be completed successfully.
a A surveillance radar approach shall only be performed with equipment suitably sited and a situation display
specifically marked to provide information on position relative to the extended centre line of the runway to be
used and distance from touchdown, and which is specifically approved for the purpose by the appropriate
ATS authority.
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a When conducting a surveillance radar approach, the controller shall comply with the following:
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a a) at or before the commencement of the final approach, the aircraft shall be informed of the point at
which the surveillance radar approach will be terminated;
a b) the aircraft shall be informed when it is approaching the point at which it is computed that descent
should begin, and just before reaching that point it shall be informed of the obstacle clearance
altitude/height and instructed to descend and check the applicable minima;
a c) azimuth instructions shall be given in accordance with the precision approach technique;
a d) except as provided below, distance from touchdown shall normally be passed at every 2km (each
NM);
a e) pre-computed levels through which the aircraft should be passing to maintain the glide path shall also
be transmitted at every 2km (each NM) at the same time as the distance;
a f) the surveillance radar approach shall be terminated:
a - at a distance of 4km (2NM) from touchdown, except as provided below; or
a - before the aircraft enters an area of continuous radar clutter; or
a - when the pilot reports that a visual approach can be effected;
a whichever is the earliest.
a When, as determined by the appropriate ATS authority, the accuracy of the radar equipment permits,
surveillance radar approaches may be continued to the threshold of the runway, or to a prescribed point less
than 4km (2NM) from touchdown, in which case:
a a) distance and level information shall be given at each km (each half NM);
a b) transmission should not be interrupted for intervals of more than five seconds while the aircraft is
within a distance of 8km (4NM) from touchdown;
a c) the controller should not be responsible for any duties other than those directly connected with a
particular approach.
a Levels through which the aircraft should pass to maintain the required glide path, and the associated
distances from touchdown, shall be pre-computed and displayed in such a manner as to be readily available
to the controller concerned.
4.2.2.6.2 Precision Radar Approach
a Transfer of Control
a Aircraft to be provided with a precision radar approach shall have been transferred to the controller in charge
of the precision approach at a distance of not less than 2km (1NM) from the point of interception of the glide
path, unless otherwise provided by the appropriate ATS authority.
a Communications
a When control of the aircraft is assumed by the controller in charge of the precision approach, a
communications check shall be made on the channel to be used during the precision approach and the pilot
shall be advised that no further acknowledgement of transmission is required. Thereafter, transmission
should not be interrupted for intervals of more than five seconds while the aircraft is on final approach.
a Azimuth Information and Corrections
a The pilot shall be informed at regular intervals of the aircrafts position in relation to the extended centre line
of the runway. Heading corrections shall be given as necessary to bring the aircraft back on to the extended
centre line.
a In the case of azimuth deviations, the pilot should not take corrective action unless specifically instructed to
do so.
a Elevation Information and Adjustments
a The aircraft shall be informed when it is approaching the point of interception of the glide path and, just
before intercepting the glide path, it shall be instructed to begin its descent and to check the applicable
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decision altitude/height. Thereafter, the aircraft shall be informed at regular intervals of its position in relation
to the glide path. When no corrections are required, the aircraft should be informed at regular intervals that it
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a is on the glide path. Deviations from the glide path shall be given to the aircraft, together with instructions to
adjust the rate of descent if the corrective action taken by the aircraft does not appear to be sufficient. The
aircraft shall be informed when it starts to regain the glide path, and immediately before it reaches the glide
path.
a In the case of deviations from the glide path, the pilot should take corrective action on the basis of the
information given by the controller, even though not specifically instructed to do so.
a Prior to the aircraft reaching a point 4km (2NM) from touchdown, or a greater distance as necessary for faster
aircraft, a certain degree of tolerance should be allowed with regard to deviations from the glide path, and
elevation information need not specify the actual number of metres (or feet) above or below the glide path
unless it is required to emphasize the rate of change or the extent of the displacement. Thereafter, any
deviations from the glide path should be given to the aircraft, preferably in terms of specific distances (metres
or feet) above or below the glide path. The use of emphasis in the manner in which the information is
transmitted should normally be sufficient to expedite action by the pilot when necessary (e.g. STILL 20
metres (60 feet) too low).
a Should the elevation element fail during a precision radar approach, the controller shall inform the aircraft
immediately. If possible, the controller shall change to a surveillance radar approach, informing the aircraft of
the revised obstacle clearance altitude/height. Alternatively, instructions should be given for a missed
approach.
a Distance Information
a The distance from touchdown should be transmitted at intervals of 2km (1NM) until the aircraft reaches a
distance of 8km (4NM) from touchdown. Thereafter distance information should be transmitted at more
frequent intervals, priority being given, however, to the provision of azimuth and elevation information and
guidance.
a Termination of a Precision Radar Approach
a A precision radar approach is terminated when the aircraft reaches the point at which the glide path
intercepts the obstacle clearance altitude/height. Nevertheless, information shall continue to be given until
the aircraft is over the threshold, or at such distance therefrom as may be specified by the appropriate ATS
authority, taking into account the capability of the equipment concerned. The approach may be monitored to
touchdown and information may continue to be provided as necessary at the discretion of the controller in
charge of the precision approach in which case the aircraft shall be informed when it is over the threshold.
a Missed Approaches
a When information provided by the elevation element indicates that the aircraft may be initiating a missed
approach, the controller shall take the following action:
a a) when there is sufficient time to obtain a reply from the pilot (e.g. when the aircraft is more than 4km
(2NM) from touchdown), the controller shall transmit the aircrafts height above the glide path and ask
if the pilot intends to make a missed approach. If this is confirmed by the pilot, the controller shall
pass missed approach instructions.
a b) when there is not sufficient time to obtain a reply from the pilot (e.g. when the aircraft is at 4km
(2NM) or less from touchdown), the precision approach should be continued, emphasizing the
aircrafts displacement, and terminated at the normal termination point. If it is apparent from
elevation information that the aircraft is making a missed approach, either before or after the normal
termination point, the controller shall pass missed approach instructions.
4.2.3 Use of ATS Surveillance Systems in the Aerodrome Control Service

4.2.3.1 Functions
a When authorized by and subject to conditions prescribed by the appropriate ATS authority, ATS surveillance
systems may be used in the provision of aerodrome control service to perform the following functions:
a a) flight path monitoring of aircraft on final approach;
a b) flight path monitoring of other aircraft in the vicinity of the aerodrome;
a c) establishing separation between succeeding departing aircraft; and
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a d) providing navigation assistance to VFR flights.
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a Special VFR flights shall not be vectored unless special circumstances, such as emergencies, dictate
otherwise.
a Caution shall be exercised when vectoring VFR flights so as to ensure that the aircraft concerned does not
inadvertently enter instrument meteorological conditions.
a In prescribing conditions and procedures for the use of ATS surveillance systems in the provision of
aerodrome control service, the appropriate ATS authority shall ensure that the availability and use of an ATS
surveillance system will not be detrimental to visual observation of aerodrome traffic.
4.2.3.2 Use of ATS Surveillance Systems for Surface Movement Control
a General Provisions
a The use of Surface Movement Radar (SMR) should be related to the operational conditions and requirements
of the particular aerodrome (i.e. visibility conditions, traffic density and aerodrome layout).
a SMR systems shall to the extent possible enable the detection and display of the movement of all aircraft and
vehicles on the manoeuvring area in a clear and unambiguous manner.
a Aircraft and vehicle position indications may be displayed in symbolic or non-symbolic form. Where labels are
available for display, the capability should be provided for inclusion of aircraft and vehicle identification by
manual or automated means.
a Functions
a SMR should be used to augment visual observation of traffic on the manoeuvring area and to provide
surveillance of traffic on those parts of the manoeuvring area which cannot be observed visually.
a The information displayed on an SMR display may be used to assist in:
a a) monitoring of aircraft and vehicles on the manoeuvring area for compliance with clearances and
instructions;
a b) determining that a runway is clear of traffic prior to a landing or take-off;
a c) providing information on essential local traffic on or near the manoeuvring area;
a d) determining the location of aircraft and vehicles on the manoeuvring area;
a e) providing directional taxi information to aircraft when requested by the pilot or deemed necessary by
the controller. Except under special circumstances, e.g. emergencies, such information should not be
issued in the form of specific heading instructions; and
a f) providing assistance and advice to emergency vehicles.
a Identification of Aircraft
a Where an ATS surveillance system is used, aircraft may be identified by one or more of the following
procedures:
a a) by correlating a particular position indication with:
a - an aircraft position visually observed by the controller;
a - an aircraft position reported by the pilot; or
a - an identified position indication displayed on a situation display;
a b) by transfer of identification when authorized by the appropriate ATS authority; and
a c) by automated identification procedures when authorized by the appropriate ATS authority.
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10-AUG-2017
4.3 Miscellaneous Procedures
4.3.1 Speed Control Instructions
4.3.1.1 Horizontal Speed Control Instructions
General
In order to facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the
appropriate authority, be instructed to adjust speed in a specified manner. Flight crews should be given
adequate notice of planned speed control.
Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller.
Speed control shall not be applied to aircraft entering or established in a holding pattern.
Speed adjustments should be limited to those necessary to establish and/or maintain a desired separation
minimum or spacing. Instructions involving frequent changes of speed, including alternate speed increases
and decreases, should be avoided.
The flight crew shall inform the ATC unit concerned if at any time they are unable to comply with a speed
instruction. In such cases, the controller shall apply an alternative method to achieve the desired spacing
between the aircraft concerned.
At levels at or above 7600m (FL250), speed adjustments should be expressed in multiples of 0.01 Mach; at
levels below 7600m (FL250), speed adjustments should be expressed in multiples of 20km/h (10KT) based
on indicated airspeed (IAS).
Aircraft shall be advised when a speed control restriction is no longer required.
Methods of Application
In order to establish a desired spacing between two or more successive aircraft, the controller should first
either reduce the speed of the last aircraft, or increase the speed of the lead aircraft, then adjust the speed(s)
of the other aircraft in order.
In order to maintain a desired spacing using speed control techniques, specific speeds need to be assigned to
all the aircraft concerned.
Note 1: The true airspeed (TAS) of an aircraft will decrease during descent when maintaining a constant
IAS. When two descending aircraft maintain the same IAS, and the leading aircraft is at the lower
level, the TAS of the leading aircraft will be lower than that of the following aircraft. The distance
between the two aircraft will thus be reduced, unless a sufficient speed differential is applied.
For the purpose of calculating a desired speed differential between two succeeding aircraft,
11km/h (6KT) IAS per 300m (1000ft) height difference may be used as a general rule. At levels
below 2450m (FL80) the difference between IAS and TAS is negligible for speed control
purposes.
Note 2: Time and distance required to achieve a desired spacing will increase with higher levels, higher
speeds, and when the aircraft is in a clean configuration.
Descending and Arriving Aircraft
An aircraft should, when practicable, be authorized to absorb a period of notified terminal delay by cruising at
a reduced speed for the latter portion of its flight.
An arriving aircraft may be instructed to maintain its maximum speed, minimum clean speed, minimum
speed, or a specified speed.
Note: Minimum clean speed signifies the minimum speed at which an aircraft can be flown in a
clean configuration, i.e. without deployment of lift-augmentation devices, speed brakes or
landing gear.
Speed reductions to less than 460km/h (250KT) IAS for turbojet aircraft during initial descent from cruising
level should be applied only with the concurrence of the flight crew.
Instructions for an aircraft to simultaneously maintain a high rate of descent and reduce its speed should be
avoided as such manoeuvres are normally not compatible. Any significant speed reduction during descent
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may require the aircraft to temporarily level off to reduce speed before continuing descent.
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Arriving aircraft should be permitted to operate in a clean configuration for as long as possible. Below 4550m
(FL150), speed reductions for turbojet aircraft to not less than 410km/h (220KT) IAS, which will normally be
very close to the minimum speed of turbojet aircraft in a clean configuration, may be used.
Only minor speed adjustments not exceeding plus/minus 40km/h (20KT) IAS should be used for aircraft on
intermediate and final approach.
Speed control should not be applied to aircraft after passing a point 7km (4NM) from the threshold on final
approach.
a SID and STAR
a The flight crew shall comply with published SID and STAR speed restrictions unless the restrictions are
explicitly cancelled or amended by the controller.
a Note: Some SID and STAR speed restrictions ensure containment within RNAV departure or arrival
procedure (e.g. maximum speed associated with a constant radius arc to a fix (RF) leg).
4.3.1.2 Vertical Speed Control Instructions

General
In order to facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust rate of climb or rate
of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft in
order to establish or maintain a specific vertical separation minimum.
Vertical speed adjustments should be limited to those necessary to establish and/or maintain a desired
separation minimum. Instructions involving frequent changes of climb/descent rates should be avoided.
The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of
climb or descent. In such cases, the controller shall apply an alternative method to achieve an appropriate
separation minimum between aircraft, without delay.
Aircraft shall be advised when a rate of climb/descent restriction is no longer required.
Methods of Application
An aircraft may be instructed to expedite climb or descent as appropriate to or through a specified level, or
may be instructed to reduce its rate of climb or rate of descent.
Climbing aircraft may be instructed to maintain a specified rate of climb, a rate of climb equal to or greater
than a specified value or a rate of climb equal to or less than a specified value.
Descending aircraft may be instructed to maintain a specified rate of descent, a rate of descent equal to or
greater than a specified value or a rate of descent equal to or less than a specified value.
In applying vertical speed control, the controller should ascertain to which level(s) climbing aircraft can
sustain a specified rate of climb or, in the case of descending aircraft, the specified rate of descent which can
be sustained, and shall ensure that alternative methods of maintaining separation can be applied in a timely
manner, if required.
4.3.2 Change from IFR to VFR Flight
Change from IFR flight to VFR flight is only acceptable when a message initiated by the pilot-in-command
containing the specific expression CANCELLING MY IFR FLIGHT, together with the changes, if any, to be
made to the current flight plan, is received by an air traffic services unit. No invitation to change from IFR
flight to VFR flight is to be made either directly or by inference.
No reply, other than the acknowledgment IFR FLIGHT CANCELLED AT ... (time), should normally be made by
an air traffic services unit.
When an ATS unit is in possession of information that instrument meteorological conditions 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 ATC unit receiving notification of an aircrafts intention to change from IFR to VFR flight shall, as soon as
practicable thereafter, so inform all other ATS units to whom the IFR flight plan was addressed, except those
units through whose regions or areas the flight has already passed.
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4.3.3 Expected Approach Time (EAT)
a) An EAT shall be determined for an arriving ACFT that will be subjected to a delay of 10 MIN or more or
such other period as has been determined by the appropriate authority. The EAT shall be transmitted
to the ACFT as soon as practicable and preferably not later than at the commencement of its initial
descent from cruising level. A revised EAT shall be transmitted to the ACFT without delay whenever it
differs from that previously transmitted by 5 MIN or more, or such lesser period of time as has been
established by the appropriate ATS authority or agreed between the ATS units concerned.
b) An EAT shall be transmitted to the ACFT by the most expeditious means whenever it is anticipated
that the aircraft will be required to hold for 30 MIN or more.
c) The holding fix to which an EAT relates shall be identified together with the EAT whenever
circumstances are such that this would not otherwise be evident to the pilot.
4.3.4 Collision Hazard Information

When an identified controlled flight is observed to be on a conflicting path with an unknown aircraft and
deemed to constitute a collision hazard, the controlled flight shall, whenever practicable:
Be informed of the unknown traffic, if so requested by the controlled flight or, if in the opinion of the
radar controller the situation warrants, a course of avoiding action should be suggested.
Be notified when the conflict no longer exists.
When an identified IFR flight operating outside controlled airspace is observed to be on a conflicting path with
another aircraft, it should:
Be informed as to the need for collision avoidance action to be initiated and if the situation warrants, a
course of avoiding action should be suggested.
Be notified when the conflict no longer exists.
Information regarding traffic on a conflicting path should be given, whenever practicable, in the following
form:
Relative bearing of the conflicting traffic in terms of the 12-hour clock.
Distance from the conflicting traffic in NM.
Direction in which conflicting traffic appears to be proceeding.
Level and type of traffic or, if unknown, relative speed of the conflicting traffic e.g. slow or fast.
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5 PANS-OPS Procedure Design Criteria
5.1 General
Procedures for Air Navigation Services (PANS) provides criteria for the design of instrument approach, holding
and departure procedures. PANS-OPS provisions also cover en-route procedures where obstacle clearance is
a consideration.
5.2 Aircraft Procedure Categorization

The following table indicates the specified range of aircraft speeds indicated by (KIAS) on which procedure
designs are based on. More restrictive speeds must be indicated on the approach charts.
Classification of Aircraft
CAT KIAS A B C D E
Vat at Threshold (Note 1) < 91 91-120 121-140 141-165 166-210
Range for Initial Approach 90-150 120-180 160-240 185-250 182-251
Reversal and Racetrack Procedure MAX 110 MAX 140 160-240 185-250 185-251
Range of Final Approach 70-100 85-130 115-160 130-185 154-230
Circling Maneuver MAX 100 MAX 135 MAX 180 MAX 205 MAX 240
Missed Approach Intermediate Phase 100 130 160 185 230
Missed Approach Final Phase 110 150 240 265 275
Note 1: VAT speed at threshold based on 1.3 times stall speed VSO or 1.23 times stall speed Vs1g in the
landing configuration at maximum certificated landing mass.
Rules and Regulations General Information 2.12.4.1 Wake Turbulence Categories (WTC) of Aircraft
Normally, procedures will be designed to provide protected airspace and obstacle clearance for aircraft up to
and including aircraft category D.
It is essential that pilots comply with the procedure and the appropriate flight parameters shown in the table
above. However, where airspace requirements are critical, certain procedures may be restricted to lower
speed category. Alternatively, the procedures may specify a maximum KIAS for particular segments without
reference to aircraft category.
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5.3 Obstacle Clearance
Approach procedures are normally divided into five segments (see below). Where track guidance is provided,
the area concerned is longitudinally divided into Primary and Secondary areas. The full obstacle
clearance is provided within the Primary area.
Within the Secondary area the full obstacle clearance is provided at the inner edges of the area reducing to
zero at the outer edges. When turns are involved in the procedure, full obstacle clearance is provided
throughout the entire area.
Rules and Regulations General Information 2.11.2 Minimum Heights
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5.4 Approach Segments
Approach procedures are normally divided into five segments: Arrival, Initial, Intermediate, Final and Missed
approach. Each segment begins at a designated navigational aid or fix. Adequate space for each descent
phase in an approach segments is provided to cover a maximum allowable descent gradient.
Arrival Route
A Standard Instrument Arrival Route (STAR) permits
transition from the en-route phase to the approach
phase. The arrival route normally ends at the IAF.
Initial Approach Fix (IAF)
IAF is defined as an aid/fix where the initial
approach segment begins (generally marked on
charts).
Intermediate Approach Fix (IF)
IF is defined as an intersection between the initial
and the intermediate approach segments.
Final Approach Point (FAP)

At the Final Approach Point (FAP) the final approach
segment commences. FAP is a point in space
located on the final approach track where the
intermediate approach altitude/height intercepts the
nominal glide path or MLS elevation angle from
which the descent to DA/DH is initiated.
Final Approach Fix (FAF)
FAF for a non-precision approach is defined as an
aid/fix from which descent to the MDA/MDH is
initiated. Comply with minimum crossing altitude
according to descent profile.
Missed Approach Point (MAPt)
MAPt is defined as a point at which a missed
approach procedure shall be executed if the
required visual reference (runway and/or
environment) is not achieved or a continuation of
approach is unsafe.
Note: The following subparagraphs contain a description of the above shown approach segments (1) to (5)
and related procedures.
5.4.1 Arrival Route (1)

Protection of Arrival Segment
The width of the protection area decreases from the en-route value until the initial approach value with a
maximum convergence angle of 30 each side of the axis. The arrival route normally ends at the IAF.
Omnidirectional or sector arrivals can be provided taking into account Minimum Sector Altitudes (MSA).
This convergence begins at 25NM (46km) before the Initial Approach Fix (IAF) if the length of the
arrival route is greater than or equal to 25NM (46km).
It begins at the starting point of the arrival route if the length of the arrival route is less than 25NM
(46km).
Lido 2014
Sheet 906107
*906107*
Vueling (vueling)
RAR General Part
04-DEC-2014
5.4.2 Initial Approach Segment (2)
The initial approach segment begins at the Initial Approach Fix (IAF) and ends at the Intermediate Fix (IF). In
the initial approach, the aircraft has left 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 the
descent required. The initial approach segment provides at least 1000ft (300m) of obstacle clearance in the
primary area, reducing laterally to zero at the outer edge of the secondary area. Normally track guidance is
provided along the initial approach segment to the IF, with a maximum angle of interception of 90 for a
precision approach and 120 for a non-precision approach.
Where no suitable IAF or IF is available a reversal procedure, racetrack or holding pattern is required.
Types of Manoeuvres
1. Reversal Procedure
The reversal procedure may be in the form of a procedure or base turn. Entry is restricted to a specific
direction or sector. In these cases, a specific pattern, normally a base turn or procedure turn is prescribed.
The directions and timing specified should be strictly followed in order to remain within the airspace
provided. It should be noted that the airspace provided for these procedures does not permit a racetrack or
holding manoeuvre to be conducted unless so specified.
1.1 Procedure Turn
A 45/ 180 procedure turn
starts at a facility or fix and consists of:
a straight leg with track guidance. This
straight leg may be timed or may be limited
by a radial or DME distance;
a 45 turn;
a straight leg without track guidance;
a 180 turn in the opposite direction to
intercept the inbound track.
A 80/ 260 procedure turn

starts at a facility or fix and consists of:
a straight leg with track guidance;
an 80 turn;
a 260 turn in the opposite direction to
intercept the inbound track.
Lido 2014
Sheet 906107
Vueling (vueling)
General Part
RAR
04-DEC-2014
1.2 Base Turn
A base turn consists of a specified outbound track determined by timing or a DME distance from a facility,
followed by a turn to intercept the inbound track. The outbound track and/or the timing may be different for
the various categories of aircraft. Where this is done, separate procedures are published.
1.3 Entry into Reversal Procedures

Unless the procedure specifies particular entry
restrictions, reversal procedures shall be entered
from a track within 30 of the outbound track of
the reversal procedure. However, for base turns,
where the 30 direct entry sector does not include
the reciprocal of the inbound track, the entry sector
is expanded to include it.
2. Racetrack Procedure
A racetrack procedure consists of a turn from the inbound track through 180 from overhead the facility or
fix on to the outbound track followed by a 180 turn in the same direction to return to the inbound track. As
an alternative to timing, the outbound leg may be limited by a DME distance or intersecting radial/bearing.
Lido 2014
Sheet 906108
*906108*
Vueling (vueling)
RAR General Part
04-DEC-2014
2.1 Entry into a Racetrack Procedure
A racetrack procedure is to be entered in a manner similar to a holding procedure entry with the following
considerations unless other restrictions are specified:
Rules and Regulations General Information 5.7.10 Entry Procedures
offset entry from Sector 2 shall limit the time on the 30 offset track to 1 min 30 s, after which the
pilot is expected to turn to a heading parallel to the outbound track for the remainder of the
outbound time. If the outbound time is only 1 min, the time on the 30 offset track shall be 1 min
also;
parallel entry shall not return directly to the facility without first intercepting the inbound track
when proceeding to the final segment of the approach procedure; and
all manoeuvring shall be done in so far as possible on the manoeuvring side of the inbound track.
Outbound Timing
When the procedure is based on a facility, the outbound timing starts:
from abeam the facility; or
on attaining the outbound heading, whichever comes later.
When the procedure is based on a fix, the outbound timing starts from attaining the outbound heading.
Start of Inbound Turn
The turn on to the inbound track should be started:
within the specified time (adjusted for wind); or
when encountering any DME distance; or
when the radial/bearing specifying a limiting distance has been reached, whichever occurs first.
Note: Racetrack procedures are used where sufficient distance is not available in a straight segment to
accommodate the required loss of altitude and when entry into a reversal procedure is not practical.
Flight Procedures for Racetrack and Reversal Procedures

Speed Restriction
Speed restrictions are specified in addition to, or instead of, aircraft category restrictions. The speeds must
not be exceeded to ensure that the aircraft remains within the limits of the protected areas.
Wind Effect
To achieve a stabilized approach, due allowance for wind effect should be made for heading and timing so
that the aircraft regains the inbound track as accurately and expeditiously as possible. In making these
corrections, full use should be made of the indications available from the navigation aid and from estimated
or known winds. This is particularly important for slow aircraft in high wind conditions, when failure to
compensate the wind effect may render the procedure unflyable (i.e. the aircraft may pass the fix before
establishing on the inbound track) and it could depart outside the protected area.
Descent
The aircraft shall cross the fix or facility and fly outbound on the specified track, descending as necessary to
the procedure altitude/height but not lower than the minimum crossing altitude/height associated with that
segment. If a further descent is specified after the inbound turn, this descent shall not be started until the
aircraft is established on the inbound track. An aircraft is considered established when it is:
within half full scale deflection for the ILS and VOR; or
within 5 of the required bearing for the NDB.
Lido 2014
Sheet 906108
Vueling (vueling)
General Part
RAR
02-JUN-2016
5.4.2.1 Dead Reckoning (DR) segment
Where an operational advantage can be obtained, an ILS procedure may include a Dead Reckoning (DR)
segment from a fix to the localizer. The DR track will intersect the localizer at 45 and will not be more than
19km (10NM) in length. The point of interception is the beginning of the intermediate approach segment and
will allow for proper glide path interception.
5.4.3 Intermediate Approach Segment (3)

Where a Final Approach Fix (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. It ends
at the FAF or Final Approach Point (FAP), as applicable. Aircraft speed and configuration should be adjusted to
be prepared for final approach.
Minimum Obstacle Clearance
During the intermediate approach, the obstacle clearance requirement reduces from 984ft (300m) to 492ft
(150m) in the primary area, reducing laterally to zero at the outer edge of the secondary area.
Lido 2016
Sheet 1100170
*1100170*
Vueling (vueling)
RAR General Part
02-JUN-2016
5.4.4 Final Approach Segment (4)
That segment of an instrument approach in which alignment and descent for landing are accomplished. The
Final Approach Fix/Point (FAF/FAP) is crossed at or above a specified altitude/height and a descent is
initiated/continued.
When an approach is based on a single facility sited on or near the airport and no other facility is suitably
located to form a FAF, no FAF is given, then a descent to MDA/MDH is made once the aircraft is established
on the approach track.
Area construction and obstacle clearance requirements for the final approach segment are as follows:
Precision Approach
The margin is dependant on approach speed, height loss, and an altimeter adjustable for steep glide
path and high level aerodromes.
Non-Precision Approach
VOR approach without final approach fix:
The primary area extends 2NM each side of the VOR and features a spread of 7.8 extending to the
far boundary of the required reversal or racetrack procedure.
VOR approach with final approach fix:
The primary area extends 2NM each side of the VOR and features a spread of 7.8 extending to a
DIST of 20NM from the NAVAID. Only the area between final approach fix and missed approach point
shall be considered for obstacle clearance purposes.
NDB approach without final approach fix and on airport NDB:
The primary area extends 2.5NM each side of the NDB and features a spread of 10.3 extending to
the far BDRY of the required reversal or racetrack procedure.
NDB APCH with final approach fix:
The primary area extends 2.5NM each side of the NDB and features a spread of 10.3 extending to a
distance of 15NM from the NAVAID. Only the area between final approach fix and missed approach
point shall be considered for obstacle clearance purposes.
Minimum obstacle clearance provided is 295ft (90m) without final approach fix and 246ft (75m) with final
approach fix decreasing linear to zero at the outer edge of the secondary area.
a Obstacles below DA/MDA
Where instrument approach procedures are published with an official note indicating Visual Segment Surface
(VSS) penetrations, the note "OBST BLW MDA" is published within the profile of the affected procedures.
Vertically, the VSS originates at the runway threshold height and has a slope of 1.12 degrees less than the
promulgated approach procedure angle.
Straight In Approach Alignment
The alignment criteria for non-precision approach is as follows:
Maximum angle: The angle formed by the final approach track and the runway centerline shall not exceed
30 for CAT A and B aircraft;
15 for other aircraft.
Note: The new standard on Lido charts will, regardless of any offset from inbound track to extended runway
centerline, show numerical values rather than textual entries in the straight-in minima box. Formerly used
terms "use circling" and "use circling minima" will be eliminated successively. Other text in the straight-in
minima box e.g. "Not published", "Not authorized", etc. is not affected and will be retained according to the
official source.
Lido 2016
Sheet 1100170
Vueling (vueling)
General Part
RAR
11-FEB-2016
5.4.5 Missed Approach Segment (5)
Introduction
The following procedures are extracted from ICAO Doc 8168 Volume I (PANS OPS). For additional information,
also refer to the following sub-chapter describing EASA Regulations:
Rules and Regulations General Information 5.4.5.1 Missed Approach Procedure (EASA OPS)
Also refer to your operator-specific manuals (OM-A, OM-B).
General
During the missed approach phase of the IAP, the pilot is faced with the demanding task of changing the
ACFT configuration, attitude and altitude. For this reason, the design of the missed approach has been kept
as simple as possible and consists of three phases: initial, intermediate and final.
Purpose
Only one missed approach procedure is established for each IAP. It is designed to provide protection from
obstacles throughout the missed approach manoeuvre. It specifies a point where the missed approach
begins, and a point or an altitude/height where it ends.
The missed approach should be initiated not lower than the DA/H in PA procedures, or at a specified point in
NPA procedures not lower than the MDA/H.
It is expected that the pilot will fly the missed approach procedure as published. If a missed approach is
initiated before arriving at the MAPt, the pilot will normally proceed to the MAPt (or to the middle marker fix or
specified DME distance for PA procedures) and then follow the missed approach procedure in order to remain
within the protected airspace.
Note 1: This does not preclude flying over the MAPt at an altitude/height greater than that required by the
procedure.
Note 2: In the case of a missed approach with a turn at an altitude/height, when an operational need exists,
an additional protection is provided for the safeguarding of early turns. When it is not possible, a note is
published on the profile view of the approach chart to specify that turns must not commence before the MAPt
(or before an equivalent point in the case of a PA).
The MAPt in a procedure may be defined by:
a) the point of intersection of an electronic glide path with the applicable DA/H in APV or PA; or
b) a navigation facility, a fix, or a specified distance from the FAF in NPAs.
When the MAPt is defined by a navigation facility or a fix, the distance from the FAF to the MAPt is normally
published as well, and may be used for timing to the MAPt. In all cases where timing may not be used, the
procedure is annotated timing not authorized for defining the MAPt.
Note: Timing from the FAF based on ground speed may also be used to assist the planning of a stabilized
approach.
If upon reaching the MAPt the required visual reference is not established, the procedure requires that a
missed approach be initiated at once in order to maintain protection from obstacles.
Missed Approach Climb Gradient
Normally procedures are based on a minimum missed approach climb gradient of 2.5 %. A gradient of 2 %
may be used in the procedure construction if the necessary survey and safeguarding have been provided.
With the approval of the appropriate authority, gradients of 3, 4 or 5 % may be used for ACFT whose climb
performance permits an operational advantage to be thus obtained.
c When a gradient other than 2.5 % is used, this increased go-around climb gradient is indicated on the IAC
minima section with e.g. "GA 3.5%". In addition to the DA/H or MDA/H for this gradient, the DA/H or MDA/H
applicable to the nominal gradient will also be shown.
Lido 2016
Sheet 1058093
*1058093*
Vueling (vueling)
RAR General Part
11-FEB-2016
It is emphasized that 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 aeroplanes under these conditions needs special consideration at
aerodromes which are critical due to obstacles on the missed approach area. This 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 Start Of Climb (SOC). This phase requires the
concentrated attention of the pilot on establishing the climb and the changes in aeroplane configuration. It is
assumed that guidance equipment is not extensively utilized during these manoeuvres, and for this reason,
no turns are specified in this phase.
Intermediate Phase
The intermediate phase begins at the SOC. The climb is continued, normally straight ahead. It extends to the
first point where 164ft (50m) obstacle clearance is obtained and can be maintained.
The intermediate missed approach track may be changed by a maximum of 15 from that of the initial
missed approach phase. During this phase, it is assumed that the ACFT begins track corrections.
Final Phase
The final phase begins at the point where 164ft (50m) obstacle clearance is first obtained and can be
maintained. It extends to the point where a new approach, holding or a return to en-route flight is initiated.
Turns may be prescribed in this phase.
Turning Missed Approach
Turns in a missed approach procedure are only prescribed where terrain or other factors make a turn
necessary.
If a turn from the final approach track is made, a specially constructed turning missed approach area is
specified.
Airspeed
The protected airspace for turns is based on the speeds for final missed approach.
However, where operationally required to avoid obstacles, the IAS as slow as for intermediate missed
approach may be used. In this case, the source IAC contains the following note: Missed approach turn
limited to ____ KMH (KIAS) maximum. (Note 1)
In addition, where an obstacle is located early in the missed approach procedure, the source IAC is annotated
Missed approach turn as soon as operationally practicable to ____ heading. (Note 2)
Flight crews are expected to comply with such annotations on IACs and to execute the appropriate
maneuvers without undue delay.
Note 1: Example depiction on the Lido/RouteManual IACs: MAX 210KT
Note 2: Example depiction on the Lido/RouteManual IACs: LT HDG 360
Turn Parameters
The following parameters are specific to turning missed approaches:
bank angle: 15 average achieved;
speed: see PARA Airspeed above;
wind: where statistical data are available, a maximum 95 % probability on an omnidirectional basis is
used. Where no data are available, omnidirectional wind of 30KT (56KMH) is used; and
flight technical tolerances:
- pilot reaction time: 0 to +3 s; and
- bank establishment time: 0 to +3 s.
Lido 2016
Sheet 1058093
Vueling (vueling)
General Part
RAR
11-FEB-2016
Illustration of Missed Approach Phases
Note: Nominal climb gradient considered is 2.5%. Approach procedures which require more than 2.5%
are stipulated on the IACs. They are shown in the minima section with prefix "GA" (go-around).
5.4.5.1 Missed Approach Procedure (EASA OPS)

Missed Approach
For instrument approaches with a missed approach climb gradient greater than 2.5 %, the operator should
verify that the expected landing mass of the aeroplane allows for a missed approach with a climb gradient
equal to or greater than the applicable missed approach gradient in the OEI missed approach configuration
and at the associated speed.
For instrument approaches with DH below 200ft (Cat 2/3), the operator should verify that the expected
landing mass of the aeroplane allows a missed approach gradient of climb, with the critical engine failed and
with the speed and configuration used for a missed approach of at least 2.5 %, or the published gradient,
whichever is greater.
Missed Approach Gradient
Where an aeroplane cannot achieve the missed approach gradient specified in PARA "Missed Approach",
when operating at or near maximum certificated landing mass and in engine-out conditions, the operator has
the opportunity to propose an alternative means of compliance to the competent authority demonstrating that
a missed approach can be executed safely taking into account appropriate mitigating measures.
The proposal for an alternative means of compliance may involve the following:
a) considerations to mass, altitude and temperature limitations and wind for the missed approach;
b) a proposal to increase the DA/H or MDA/H; and
c) a contingency procedure ensuring a safe route and avoiding obstacles.
Note: For the procedures applied by your company, always refer to your operator-specific OMs.
Lido 2016
Sheet 1058094
*1058094*
Vueling (vueling)
RAR General Part
11-FEB-2016
5.5 Visual Maneuvering (Circling) Area
5.5.1 General
Visual maneuvering (circling) is the term used to describe the phase of flight after an instrument approach
has been completed. It brings the ACFT into position for landing on a runway which is not suitably located for
straight-in approach, i.e. one where the criteria for alignment or descent gradient cannot be met.
5.5.2 Visual Flight Maneuver
A circling approach is a visual flight maneuver. Each circling situation is different because of variables such
as runway layout, final approach track, wind velocity and meteorological conditions. Therefore, there can be
no single procedure designed that will cater for conducting a circling approach in every situation.
After initial visual contact, the basic assumption is that the runway environment should be kept in sight while
at minimum descent altitude/height (MDA/H) for circling. The runway environment includes features such as
the runway threshold or approach lighting aids or other markings identifiable with the runway.
5.5.3 Visual Maneuvering (Circling) Area
The visual maneuvering area for a circling approach is determined by drawing arcs centred on each RWY THR
and joining those arcs with tangent lines.
The radius of the arcs is related to:

aircraft category;
speed for each ACFT category;
wind speed: 25KT (46KMH) throughout the turn; and
bank angle: 20 average or 3 per second, whichever requires less bank.
Example of Determining Radii for Visual Maneuvering (Circling) Area for Aerodromes at 1000ft MSL
ACFT Category/IAS (KT) A/100 B/135 C/180 D/205 E/240
TAS at 2000ft MSL +25KT 131 168 215 242 279
wind factor (KT)
Radius (r) of turn (NM) 0.69 1.13 1.85 2.34 3.12
Straight segment (NM) (this is 0.30 0.40 0.50 0.60 0.70
a constant value)
Radius (R) from THR (NM) 1.68 2.66 4.20 5.28 6.94
Note: Radius from THR (R) = 2r + straight segment.
Obstacle Clearance
When the visual maneuvering (circling) area has been established, the OCA/H is determined for each category
of ACFT.
Lido 2016
Sheet 1058094
Vueling (vueling)
General Part
RAR
04-DEC-2014
OCA/H For Visual Maneuvering (Circling) Approach
ACFT Category Minimum Obstacle Lowest OCH above AD Minimum VIS
Clearance ELEV
A 295ft 394ft 1.9km
B 295ft 492ft 2.8km
C 394ft 591ft 3.7km
D 394ft 689ft 4.6km
E 492ft 787ft 6.5km
Note: This information should not be construed as operating minima.
Minimum Descent Altitude/Height (MDA/H)

When the OCA/H is established, an MDA/H is also specified to allow for operational considerations. Descent
below MDA/H should not be made until:
visual reference has been established and can be maintained;
the pilot has the landing threshold in sight; and
the required obstacle clearance can be maintained and the aircraft is in a position to carry out a
landing.
Visual Maneuvering (Circling) Area Exclusions
A sector in the circling area where a prominent obstacle exists may be ignored for OCA/H calculations if it is
outside the final approach and missed approach areas. When this option is exercised, the published
procedure prohibits circling within the entire sector in which the obstacle is located.
5.5.4 Missed Approach Procedure While Circling
a If visual reference is lost while circling to land from an instrument approach, the missed approach specified
for that particular procedure shall be followed. The transition from the visual (circling) maneuver to the
missed approach should be initiated by a climbing turn, within the circling area, towards the landing runway,
to return to the circling altitude or higher, immediately followed by interception and execution of the missed
approach procedure. The indicated airspeed during these maneuvers shall not exceed the maximum
indicated airspeed associated with visual maneuvering.
a The circling maneuver may be carried out in more than one direction. For this reason, different patterns are
required to establish the ACFT on the prescribed missed approach course depending on its position at the
time visual reference is lost.
d 5.5.5 Visual Maneuvering With Prescribed Tracks (VPT)
General
In those locations where clearly defined visual features permit (and if it is operationally desirable), a State
may prescribe a specific track for visual maneuvering in addition to the circling area.
Since visual maneuvering with a prescribed track is intended for use where specific terrain features warrant
such a procedure, it is necessary for the flight crew to be familiar with the terrain and visual cues to be used
in weather conditions above the aerodrome operating minima prescribed for this procedure.
This procedure is based on the ACFT speed category. It is published on a special IAC chart on which the
visual features used to define the track or other characteristic features near the track are shown.
Note that in this procedure:
navigation is primarily by visual reference and any radio navigation information presented is advisory
only; and
the missed approach for the normal instrument procedure applies, but the prescribed tracks provide
for maneuvering to allow for a go-around and to achieve a safe altitude/height thereafter (joining the
downwind leg of the prescribed track procedure or the instrument missed approach trajectory).
Lido 2014
Sheet 906112
*906112*
Vueling (vueling)
RAR General Part
04-DEC-2014
Standard Track (General Case)
The direction and the length of each segment are defined. If a speed restriction is prescribed, it is published
on the chart.
The length of the final segment is based on an allowance of 30 s of flight before the threshold (at IAS for final
approach.
When a minimum altitude/height is specified at the beginning of the segment, the length of the final segment
is adjusted, if necessary, taking into account the descent gradient/angle. This descent gradient/angle is
indicated on the chart.
Protection Area Associated with the Prescribed Track
The protection area is based on a corridor with a constant width, centered on the nominal track. The corridor
starts at the divergence point and follows the track, including a go-around for a second visual maneuvering
with prescribed track.
ACFT Category Semi-width of the corridor (x)

A 1400m 4593ft
B 1500m 4921ft
C 1800m 5905ft
D 2100m 6890ft
E 2600m 8530ft
Lido 2014
Sheet 906112
Vueling (vueling)
General Part
RAR
04-DEC-2014
Minimum Obstacle Clearance (MOC) and OCA/H
The OCA/H for visual maneuvering on prescribed tracks provides the Minimum Obstacle Clearance (MOC)
over the highest obstacle within the prescribed track area. It also conforms to the limits specified in table
"OCA/H for Visual Maneuvering (Circling) Approach" and is not less than the OCA/H calculated for the
instrument approach procedure which leads to the visual maneuver.
Visual Aids
Visual aids associated with the runway used for the prescribed track (i.e. sequenced flashing lights, PAPI,
VASIS, etc.) are shown on the chart with their main characteristics (i.e. slope of the PAPI or VASIS). Lighting
on obstacles is specified on the chart.
Note: The term "VPT" is gradually replacing the French term "MVI" (Maneuvre Vue Impose). During the
transition phase, both terms are being used.
For additional information, refer to:
Rules and Regulations General Information 8.15.5 Instrument Approach Followed by a Visual Manoeuvring
(Circling) with Prescribed Track
Legends and Tables General Information 3.5.1 Legend of IAC plan view specific Items
c Legends and Tables General Information 3.5.5.1 Legend of Approach Minima
5.6 Departure Procedures

5.6.1 General
A departure procedure will be established for each runway where instrument departures are expected to be
used. A departure procedure is designed to provide obstacle clearance immediately after take-off until the
aircraft intercepts an en-route segment. Departure procedures include, but are not limited to, standard
departure routes and associated procedures.
A departure procedure should be designed to accommodate all aircraft categories where possible. Where
departures are limited to specific categories, the departure chart shall clearly identify the applicable
categories.
5.6.2 Types of Departures
Departures may be designed as straight, turning departures, or as an omnidirectional departure procedure
which may be designed to permit a turn in any direction after reaching a specified altitude or height.
A straight departure may permit a turn of 15 degree or less. Before any turn greater than 15 may be
executed, a minimum obstacle clearance of 90m (295ft) must be reached. Alternatively, 0.8% of the distance
from the departure end of RWY may be used, if this value is higher. This minimum obstacle clearance must
be maintained during subsequent flight.
5.6.3 Beginning of the Departure Procedure
For aircraft the departure procedure begins at the Departure End of the Runway (DER), which is the end of the
area declared suitable for take-off (i.e. the end of the runway or, where a clearway is provided, the end of the
clearway).
Since the point of lift-off will vary, and in order to protect for turns prior to the DER, the protected area begins
at a point 600m from the start of runway. This is based on the assumption that the minimum turn height of
120m (394ft) above the elevation of the DER could be reached 600m from the start of runway.
Lido 2014
Sheet 906113
*906113*
Vueling (vueling)
RAR General Part
04-DEC-2014
Turning Departure - turn at fix
The procedures will assume that the pilots will not compensate for wind effects when being radar vectored
and will compensate for known and/or estimated wind effects when flying departure routes which are
expressed as tracks to be made good.
5.6.4 End of the Departure Procedure
The departure procedure ends at the point where the Procedure Design Gradient (PDG) reaches the minimum
altitude or height authorized for the next phase of flight (i.e. en-route, holding, or approach).
5.6.5 Standard Departure Procedures Design Gradient (PDG)
The standard Procedure Design Gradient (PDG) is 3.3%. The PDG begins at a point 5m (16ft) above the
Departure End of the Runway (DER) and provides an additional clearance of 0.8% of the distance flown from
the DER above an Obstacle Identification Surface (OIS). The OIS has a gradient of 2.5%. Where an obstacle
penetrates the OIS, a steeper PDG may be promulgated to provide obstacle clearance of 0.8% of the distance
flown from the DER.
Procedure Design Gradient
Close-in obstacles are less than 200ft (60m) above the DER elevation. They are not considered in the
calculation of the published PDG. However, if they affect the take-off performance, the close-in obstacles are
considered therein.
Note: Contingency procedures required to cover engine failure or an emergency in flight which occurs
after V1 is the responsibility of the operator.
Lido 2014
Sheet 906113
Vueling (vueling)
General Part
RAR
13-MAR-2014
Maximum Speeds for Turning Departures
ACFT Categories KIAS Maximum
A 120
B 165
C 265
D 290
E 300
5.7 Holding Criteria

5.7.1 General
To ensure that ACFT remain in the protecting holding areas, pilots shall use established error check
procedures to reduce the effects of operating errors, data errors or equipment malfunction.
5.7.2 Standard Turn Direction
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.
5.7.3 Holding Speeds
Holding patterns shall be entered and flown at or below the airspeeds given in the table below.
Maximum Holding Speeds - ACFT Categories A through E (KIAS or Mach)
Levels (1) Normal Conditions Turbulence Conditions
230 (2) 280 (3)
14000ft
170 (CAT A and B ACFT only) 170 (CAT A and B ACFT only)
> 14000ft - 20000ft 240 (4) 280 or 0.80 Mach whichever
> 20000ft - 34000ft 265 (4) is less (3)
> 34000ft 0.83 Mach 0.83 Mach
Note 1: The levels shown represent altitudes or corresponding flight levels depending on the altimeter
setting in use.
Note 2: When the holding procedure is followed by the initial segment of an IAP promulgated at a speed
higher than 230KT, the holding should also be promulgated at this higher speed wherever possible.
Note 3: The speed of 280KT (0.80 Mach) reserved for turbulence conditions shall be used for holding only
after prior clearance with ATC, unless the relevant publications indicate that the holding area can
accommodate ACFT flight at these high holding speeds.
Note 4: Wherever possible, 280KT should be used for holding procedures associated with airway route
structures.
5.7.4 Bank Angle / Rate of Turn

All turns are to be made at a bank angle of 25 or at a rate of 3 per second, whichever requires the lesser
bank.
5.7.5 Allowance for Known Wind
All procedures depict tracks. Pilots should attempt to maintain the track by making allowance for known wind
by applying corrections both to heading and timing. This should be done during entry and while flying in the
holding pattern.
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Sheet 812206
*812206*
Vueling (vueling)
RAR General Part
13-MAR-2014
5.7.6 Timing
Start of Outbound Timing
Outbound timing begins over or abeam the fix, whichever occurs later. If the abeam position cannot be
determined, start timing when the turn to outbound is completed.
Time/Distance Outbound
The still air time for flying the outbound entry heading should not exceed:
Altitude Time
14000ft 1.0 MIN
> 14000ft 1.5 MIN
Where DME is available, the length of the outbound leg may be specified in terms of distance instead of time.
5.7.7 Outbound Leg Length Based on a DME Distance
If the outbound leg length is based on a DME distance, then the outbound leg terminates as soon as the
limiting DME distance is reached.
5.7.8 Limiting Radials
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. A limiting radial may also be specified where airspace
conservation is essential.
If the limiting radial is reached before the limiting DME distance, this radial should be followed until a turn
inbound is initiated. The turn should be initiated at the latest where the limiting DME distance is reached.
5.7.9 ATC Notification
If for any reason a pilot is unable to conform to the procedures for normal conditions, ATC should be advised
as early as possible.
5.7.10 Entry Procedures
The entry into the holding pattern shall be according to heading in relation to the three entry sectors shown
below, recognizing a zone of flexibility of 5 on either side of the sector boundaries.
For holding on a VOR intersection, the entry track is limited to the radials forming the intersection.
For holding on a VOR/DME fix, the entry track is limited to:
the VOR radial;
the DME arc; or
the entry radial to a VOR/DME fix at the end of the outbound leg, as published.
Entry Sectors Entry Procedure

Sector 1 / Parallel Entry
a) at the fix, the ACFT is turned left onto an outbound
heading for the appropriate period of time (see table
"time/distance outbound"); then
b) the ACFT is turned left onto the holding side to intercept
the inbound track or to return to the fix; and then
c) on second arrival over the holding fix, the ACFT is
turned right to follow the holding pattern.
Lido 2014
Sheet 812206
Vueling (vueling)
General Part
RAR
18-JUL-2013
Entry Sectors Entry Procedure
d Sector 2 / Offset Entry
a a) at the fix, the ACFT 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; then
a b) the ACFT will fly outbound:
a - for the appropriate period of time (see table
"time/distance outbound"), where timing is
specified; or
a - until the appropriate limiting DME distance is
reached, where distance is specified. If a limiting
radial is also specified, then the outbound distance
is determined either by the limiting DME distance
or the limiting radial, whichever comes first;
a c) the ACFT is turned right to intercept the inbound holding
track; and
a d) on second arrival over the holding fix, the ACFT is
turned right to follow the holding pattern.
c Sector 3 / Direct Entry
Having reached the fix, the ACFT is turned right to follow the
holding pattern.
c
DME Arc Entry
a At the fix, the ACFT shall enter the holding pattern in accordance with either the Sector 1 or Sector 3 entry
procedure.
5.7.11 Special Entry Procedure for VOR/DME Holding
a Where a special entry procedure is used, the entry radial is clearly depicted.
a Definition of Entry Areas
a a) Arrival to a VOR/DME holding pattern may be:
a - along the axis of the inbound track;
a - along a published track; and
a - by radar vectoring, when ACFT must be established on prescribed protected flight paths.
a b) The entry point may be either of the following two options:
a - the holding fix: In this case, the ACFT will arrive at the entry point by means of:
a - the VOR radial for the inbound leg; or
a - the DME arc defining the holding fix.
a c) the fix at the end of the outbound leg: In this case, the ACFT will arrive at the entry point by means of
the VOR radial passing through the fix at the end of the outbound leg.
a It is also possible to make use of guidance from another radio facility (e.g. NDB). In that case, protection of
the entry should be the subject of a special study based on general criteria.
a The radius of a DME arc used as guidance for arrival at a VOR/DME holding should be not less than 10NM.
d 5.7.11.1 Arrival at a VOR/DME Holding and Corresponding Entry Procedures
a Where the entry point is the holding fix:
Lido 2013
Sheet 734201
*734201*
Vueling (vueling)
RAR General Part
18-JUL-2013
a A
c Arrival on the VOR radial for the inbound leg, on the same
heading as the inbound track.
c Minimum distance The arrival path (or its last segment) is aligned with the
inbound track and follows the same heading. The entry
consists of following the holding pattern.
Arrival
Holding fix,
entry point
a B Arrival on the VOR radial for the inbound leg, on a heading
reciprocal to the inbound track
c DME outbound a) On arrival over the holding fix, the ACFT turns onto
limiting distance 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.
c b) At this point it turns to intercept the inbound track.
Arrival 30
c Holding fix,
c) In the case of a VOR/DME holding entry away from
entry point
the facility with a limiting radial, if the ACFT
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.
a C
DME outbound Arrival on the DME arc defining the holding fix, from the
limiting distance non-holding side
c a) On arrival over the holding fix, the ACFT turns and
follows a track parallel to and on the same
heading as the outbound track.
c b) When it reaches the DME outbound limiting
Holding fix, distance, the ACFT turns to intercept the inbound
entry point track.
Arrival
VOR / DME holding towards the facility

a D
c Arrival on the DME arc defining the holding fix, from the
Arrival holding side.
c 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
TP appropriate DME distance is chosen, this type of arrival
can actually be replaced by one on a DME arc terminating
Holding fix, in the extension of the inbound track.
entry point
VOR / DME holding away from the facility

Lido 2013
Sheet 734201
Vueling (vueling)
General Part
RAR
18-JUL-2013
a D Arrival on the DME arc defining the holding fix, from the
holding side.
An arrival track leading to this type of entry should not be
Arrival specified if possible, particularly in the case of a
VOR/DME holding procedure away from the facility. If an
TP
appropriate DME distance is chosen, this type of arrival
Holding fix, can actually be replaced by one on a DME arc terminating
entry point in the extension of the inbound track.
a However, space problems may rule out this solution. Criteria are therefore provided for an arrival on the
DME arc defining the holding fix, coming from the holding side:
a E
DME outbound
limiting distance
a On arrival over the holding fix, the ACFT turns and follows
Arrival a track parallel and reciprocal to the inbound track, until
reaching the DME limiting outbound distance. It then turns
to intercept the inbound track
d
Holding fix,
entry point
VOR / DME holding towards the facility

a F
Fix at end
of outbound
leg, entry point
Arrival
a VOR/DME If the entry point is the fix at the end of the outbound leg,
arrival (or last segment thereof) is effected along the VOR
VOR / DME holding away from the facility radial passing through the outbound fix. On arrival over
G the fix at the end of the outbound leg, the ACFT turns and
follows the holding pattern.
d Fix at end
of outbound
leg, entry point
VOR/DME
5.7.12 Holding
a Still Air Condition
a Having entered the holding pattern, on the second and subsequent arrivals over the fix, the ACFT turns to fly
an outbound track which will most appropriately position the ACFT for the turn onto the inbound track;
a It continues outbound:
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Sheet 734202
*734202*
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RAR General Part
18-JUL-2013
a where timing is specified:
a - for 1 MIN if at or below 14000 ft; or
a - for 1.5 MIN if 14000 ft;
or
a where distance is specified until the appropriate limiting DME distance is reached; then
a the ACFT turns so as to realign itself on the inbound track.
a Corrections for Wind Effect
a Due 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 NAVAID and estimated or known wind.
a Departing the Pattern
a 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.
5.7.13 Obstacle Clearance
5.7.13.1 Holding and Buffer Area
a Holding Area
The holding area includes the basic holding area and the entry area. The basic holding area is the airspace
required for a holding pattern at a specific level, based on the allowances for ACFT speed, wind effect, timing
errors, holding fix characteristics, etc. The entry area is the airspace required for the entry procedure.
a Buffer Area
An additional buffer area extends 5.0NM beyond the boundary of the holding area. Significant obstacles in the
buffer area are taken into consideration when determining the minimum holding level.
5.7.13.2 Minimum Holding Level
The minimum permissible holding level provides a clearance of at least:
984ft (300m) above obstacles in the holding area;
one of the values shown in the table below above obstacles in the buffer area.
The minimum holding altitude to be published shall be rounded up to the nearest 50m or 100ft as
appropriate.
a Obstacle Clearance Increment
Distance Beyond the Boundary of the Holding Minimum Obstacle Clearance over Low Flat
Area Terrain
a NM km ft m
0 to 1.0 0 to 1.9 984 300
1.0 to 2.0 1.9 to 3.7 492 150
2.0 to 3.0 3.7 to 5.6 394 120
3.0 to 4.0 5.6 to 7.4 295 90
4.0 to 5.0 7.4 to 9.3 197 60
5.7.13.3 Obstacle Clearance over High Terrain or in Mountainous Areas

Over high terrain or in mountainous areas, additional obstacle clearance up to a total of 600m (1969ft) is
provided to accommodate the possible effects of turbulence, down drafts, and other meteorological
Lido 2013
phenomena on the performance of altimeters.
Sheet 734202
Vueling (vueling)
General Part
RAR
18-JUL-2013
Minimum holding level as determined by the obstacle clearance surface related to the holding
5.7.14 RNAV Holding Procedures

a Holding functionality varies across different RNAV systems. Some simpler RNAV systems provide only a
capability to follow a course to a waypoint. Other systems calculate the size of the holding pattern to be flown
based on the wind conditions, the TAS or the ICAO holding speed limit, whichever is lower, and the leg time
or the leg distance of the hold, and provide steering guidance, based upon near-constant bank angles during
the turns. More modern systems follow a defined ground track throughout the procedure. The older ACFT
enter the holding pattern by flying over the waypoint while the modern systems fly by the holding waypoint.
a The RNAV holding pattern design criteria protect all types of RNAV systems.
5.7.14.2 ACFT Equipped with RNAV Systems with Holding Functionality
a These systems are approved by the State of the operator for the appropriate level of RNAV operations and
may be used to carry out RNAV holding, provided that before conducting any flight it is ensured that:
a a) the ACFT is fitted with serviceable RNAV equipment; and
a b) the pilot has a current knowledge of how to operate the equipment to optimize navigation accuracy.
a Holding waypoints and supporting data contained in the navigation database are calculated and promulgated
by the State authority . Holding waypoints may also be input by the operator or crew for some applications
(e.g. RNAV 5) when identified in OPS approval documentation. Any errors introduced from the navigation
database or manual entry will affect the actual computed position. The pilot should cross-check the waypoint
position using VOR/DME fix information where this is available.
5.7.14.3 ACFT Equipped with RNAV Systems Without Holding Functionality
a For ACFT equipped with RNAV systems without any holding functionality, it is possible to fly a published RNAV
holding procedure overhead a waypoint manually.
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Sheet 734203
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RAR General Part
18-JUL-2013
a The holding waypoint is retrieved from the database or input by the flight crew. The desired inbound course
and the end of the outbound shall be published by the State. The pilot should cross-check the waypoint
position using VOR/DME fix information where this is available.
a The pilot shall fly the holding manually by at least:
a a) changing the automatic sequencing of waypoint to manual;
a b) designating the holding waypoint as active (Direct to);
a c) selecting the desired inbound course (by means of numerical keypad entry, HSI course pointer, or CDI
omnidirectional bearing selector (OBS)) to the designated holding waypoint.
a This type of holding will be flown manually and RNAV track guidance is provided only on the inbound track.
a Note: The holding waypoint may not be charted as a flyover waypoint, but the pilot and/or ACFT navigation
system is expected to treat the waypoint as a flyover waypoint while flying the holding.
a The end of the outbound leg of the holding is defined by timing or by a distance from the holding waypoint
(WD) provided by the RNAV system.
a Outbound leg defined by timing: Outbound timing begins when turn to outbound is completed or abeam the
waypoint, whichever occurs later.
a Outbound leg defined by an RNAV distance from the waypoint: When the end of the outbound leg is defined
by an RNAV distance from the holding waypoint (WD), the outbound leg terminates as soon as the distance is
reached.
a Conventional holding patterns may be flown with the assistance of an 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 ACFT complies with the speed, bank angle, timing and distance
assumptions.
5.7.14.4 Pilot Responsibilities
a 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.
a Pilots shall ensure that speeds used to fly the RNAV holding procedures comply with holding speeds:
Rules and Regulations General Information 5.7.3 Holding Speeds
5.7.14.5 Holding Patterns
a Some RNAV systems can fly non-RNAV holding patterns without strict compliance with the PANS-OPS
assumptions. Before these systems are used operationally, they must have demonstrated, to the satisfaction
of the appropriate authority, that their commands will contain the ACFT within the basic holding area defined
by PANS-OPS, Volume II, for the environmental conditions assumed by those criteria. The pilot shall verify
overflight of the stipulated fixes by means of the reference facility.
a RNAV holding may be conducted in specifically designed holding patterns. These holding patterns utilize the
criteria and flight procedure assumptions of conventional holding with orientations that are referenced to a
track to a waypoint. These holding patterns assume that the ACFT is approved for the RNAV application
associated with the holding pattern and is being operated in accordance with that approval (e.g. RNAV 5, RNP
4, RNAV 2, RNAV 1, Basic RNP 1, RNP APCH).
a RNAV area holding is specified by an area holding waypoint and an associated circle. The radius of this circle
is always such that the pilot may select any inbound track to the fix and join and follow a standard left or right
holding pattern based on the fix and selected track. Alternatively, any other pattern may be flown which will
remain within the specified area.
5.7.14.6 Holding Entry
a Except where it is published that specific entries are required, entries into an RNAV holding pattern are the
same as for conventional holding.
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Sheet 734203
Vueling (vueling)
General Part
RAR
04-DEC-2014
6 FAA TERPS Procedure Design Criteria
6.1 General
Terminal Instrument Procedures (TERPS) are the standardized method for designing instrument flight
procedures by the FAA in the United States. TERPS criteria may also be applied in countries outside the
United States. Countries applying TERPS are identified in the CRARs. In general, TERPS may correspond to a
large extent with ICAO PANS-OPS.
For further Information about PANS-OPS refer to:
Rules and Regulations General Information 5 PANS-OPS Procedure Design Criteria
6.2 Aircraft Approach Categories

Aircraft approach categories used in FAA TERPS design criteria are identical to PANS-OPS. For more
information about PANS-OPS aircraft approach categories refer to:
Rules and Regulations General Information 5.2 Aircraft Procedure Categorization
6.3 Holding Procedure Airspeeds

All ACFT may hold at the following altitudes and maximum holding speeds. Holding patterns from > 6000ft to
14000ft may be restricted to a maximum airspeed of 210KIAS. The speed limits on Lido AFC charts are
depicted in parenthesis e.g. (1). The ACFT should be at or below the maximum holding speed prior to initially
crossing the holding fix to avoid exiting the protected airspace.
TERPS Holding Speeds
Altitude (MSL) Airspeed (KIAS)
6000ft 200
> 6000ft 230
> 14000ft 265
6.4 Maneuvering Table

TERPS Circling Maneuvering Table
Aircraft Approach Category A B C D E
Speed (KIAS) 0-90 91-120 121-140 141-165 >165
If it is necessary to operate at a speed in excess of the upper limit of the speed range for an ACFT approach
category, the minima for the category for that speed shall be used. For example, an ACFT which fits into
category B, but is circling to land at a speed of 145KIAS, shall use the approach category D minima.
6.5 Circling Approach Obstacle Protected Airspace

The circling MDA provides vertical clearance from obstacles when conducting a circle-to-land maneuver
within the obstacle protected area. Circling approach obstacle protected areas extend laterally and
longitudinally from the centerlines and ends of all runways at an airport by the distances shown in the
following tables. The areas are technically defined by the tangential connection of arcs drawn at the radius
distance shown from each runway end.
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Sheet 906114
*906114*
Vueling (vueling)
RAR General Part
04-DEC-2014
6.6 Circling Approach Maneuvering Radius

Circling minima are generally calculated according to ICAO PANS-OPS regulations. Whenever circling minima
are calculated according to FAA TERPS this is indicated in the circling box of the IAC by an inverted symbol
"New\TERPS" or "TERPS".
6.6.1 TERPS Circling Approach Maneuvering Airspace Radius
c Circling approach protected areas developed prior to late 2012 (up to and incl. TERPS revision 20) are based
on the values shown in the table below.
The approaches using former circling approach areas are identified in the circling box of the IACs by the
a presence of the inverted symbol "TERPS".
Minimum Lowest OCH
ACFT Approach Area Radius (R) Minimum
Obstacle above AD ELEV
Category from THR (NM) Visibility (SM)
Clearance (ft) (ft)
A 1.3 350
1
B 1.5 450
C 1.7 300 450 1.5
D 2.3 550
2
E 4.5 550
6.6.2 New TERPS Expanded Circling Approach Maneuvering Airspace Radius

a Circling approach protected areas developed after late 2012 (starting with TERPS revision 21) use the radius
distance shown in the following table, expressed in NM, dependent on ACFT approach category, and the
altitude of the circling MDA, which accounts for true airspeed increase with altitude. The approaches using
expanded circling approach areas are identified in the circling box of the IACs by the presence of the inverted
a symbol "New\TERPS".
Circling MDA ACFT Approach Category and Circling Radius (R) in NM
in ft MSL CAT A CAT B CAT C CAT D CAT E
1000 or less 1.3 1.7 2.7 3.6 4.5
1001 - 3000 1.3 1.8 2.8 3.7 4.6
3001 - 5000 1.3 1.8 2.9 3.8 4.8
5001 - 7000 1.3 1.9 3.0 4.0 5.0
7001 - 9000 1.4 2.0 3.2 4.2 5.3
9001 and above 1.4 2.1 3.3 4.4 5.5
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Sheet 906114
Vueling (vueling)
General Part
RAR
02-JUN-2016
6.6.3 Obstacles below DA/MDA
a An "OBST BLW MDA" note shown within the profile of an instrument approach procedure indicates 34:1
Obstacle Identification Surface (OIS) penetration(s) by obstacles or topographical features within the visual
segment after passing the DA/MDA. Vertically, the 34:1 surface is an inclined plane that begins 200ft out
from the runway and extends outward to the DA point (for approaches with vertical guidance), the VDP
location (for non-precision approaches) and 10000ft for an evaluation to a circling runway.
6.7 Missed Approach Climb Gradient

Where a single minimum is shown in the IAC approach minima section and no climb gradient is stated,
obstacle clearance is assured by maintaining a minimum climb gradient of 3.3% (as opposed to the 2.5% in
PANS-OPS procedures).
Additional approach minima with climb gradients of more than 3.3% may also be published in the same
section of the IAC. These climb gradients and their associated MDA/H or DA/H values serve as alternative
options and all approach minima in the section will show the individual climb gradient required.
Lido 2016
Sheet 1100171
*1100171*
Vueling (vueling)
Vueling (vueling)
General Part
RAR
13-AUG-2015
7 OpSpec Aerodrome Operating Minima for FAR Operators
7.1 Take-Off Minima

7.1.1 Operators Applying U.S. OpSpec Except USA
If one of the below mentioned ground components required for a specific take-off minimum fails the
respective higher value has to be used.
Lowest permissible minima charted do not constitute authority for their use by all operators. Each
operator must obtain appropriate approval for their use.
Standard TKOF Minima TKOF Minima in m RVR/VIS
1 + 2 Engines 3 + 4 Engines
Note: Except local higher take-off minimum is published 1500R / 1600V 750R / 800V
(5000ft R / 1.0SM V) (2400ft R / 0.5SM V)
Take-Off Minima for U.S. Operators Applying U.S. OpSpec Worldwide Except USA
TKOF Minima in m RVR/VIS
Lower than Standard TKOF Minima: ICAO Aircraft Category
Facilities A, B, C D
OpSpec Approval Required
Any kind of RWY marking (HIRL or RCLL or RCLM or other
RWY marking or RWY lighting providing adequate VIS 500R / 400V (Note 1) 500R / 400V (Note 1)
reference for TKOF) TD RVR is controlling if reported (MP (1600ft R / 0.25SM V) (1600ft R / 0.25SM V)
RVR may substitute)
REDL or RCLM + RCLL (Note 2) + 2 RVRs (TD + RO) if RWY 300R 300R
length >8001ft / 2400m + LVP required (1000ft R) (1000ft R)
200R 250R
REDL + RCLL + LVP required
(700ft R) (900ft R)
REDL + RCLL (Note 2) + RCLM + 2 RVRs (TD + RO) if RWY 175R 200R
length <8000ft / 2400m + LVP required (600ft R) (700ft R)
150R 200R
REDL + RCLL (Note 2) + RCLM + 3 RVRs + LVP required
(500ft R) (700ft R)
REDL + RCLL (Note 2) + RCLM + 2 RVRs (TD + RO) if RWY 150R 150R (Note 3)
length <8000ft / 2400m + LVP required (500ft R) (500ft R)
HIRL + RCLL (Note 2) + RCLM + 3 RVRs + LVP required 125R (Note 3) 150R (Note 3)
for RWYs <8000ft / 2400m 2 RVRs (TD + RO) (400ft R) (500ft R)
HIRL + RCLL (Note 2) + RCLM + 3 RVRs + approved TKOF
guidance system such as HGS etc. + front course
guidance from LOC must be available (if applicable to 125R (Note3) 125R (Note 3)
guidance system used) (400ft R) (400ft R)
+ 3 RVRs + LVP required; (for RWYs <8000ft / 2400m
2 RVRs (TD + RO) Special approval required
HIRL + RCLL (Note 2) + RCLM + 3 RVRs + LVP required +
approved TKOF guidance system such as HGS etc. +
front course guidance from LOC must be AVBL (if 75R (Note 3) 75R (Note 3)
applicable to guidance system used) + Cat 3 ILS equipped (300ft R) 300ft R)
+ 3 RVRs; for RWYs <8000ft / 2400m
For 2 RVRs (TD + RO) Special approval required
Lido 2015
Note 1: If no RVR (R) given for a specific RWY only 400m V (0.25SM) VIS has to be applied.
Sheet 994135
*994135*
Vueling (vueling)
RAR General Part
13-AUG-2015
TKOF Minima in m RVR/VIS
Lower than Standard TKOF Minima: ICAO Aircraft Category
Facilities A, B, C D
Note 2: RCLL required for all take-off minimums with 300m (1000ft R) or below.
Note 3: HIRL max spacing 60m, RCLL max spacing 15m.
Glossary: "and" = shown as "+" "or" = shown as "/" "Advisory" used for any RVR required (FE RVR).
7.2 ILS System Minima

APCH Category DH (ft) MNM RVR (ft)
2400R
1800R (with TDZL and RCLL)
Cat 1 200
1800R (with Autopilot, FD, or
HUD)
Special Authorization Cat 1 150 1400R (HUD to DH)
1200R
Cat 2 100
1000R (Note 1)
1200R (Note 1) (TDZL, RCLL, and
Special Authorization Cat 2 (Note 2) 100 ALSF-2 not required)
Cat 3a No DH or below 100 not less than 700R
less than 700R but not less than
Cat 3b No DH or below 50 150R
Cat 3c No DH No RVR limitation
Special authorization and equipment are required for Cat 2 and 3.

Note 1: With autoland or HUD to touchdown and noted on authorization.
Note 2: With reduced lighting.
Inoperative Localizer: When the localizer fails, an ILS approach is not authorized.
Inoperative Glide Slope: When the glide slope fails, the ILS reverts to a nonprecision localizer approach.
Lido 2015
Sheet 994135
Vueling (vueling)
General Part
RAR
17-JUL-2014
8 EASA OPS Aerodrome Operating Minima
Note:
The procedures described in this chapter are only applicable to operators that are certified under the new
Regulation (EU) No 965/2012 on Air Operations (EASA OPS).
Operators that are currently certified under EU-OPS shall continue to use the "EU-OPS Aerodrome
Operating Minima" chapter.
8.1 Introduction
EASA OPS is based on Commission Regulation (EU) No 965/2012 which lays down technical requirements
and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the
European Parliament and of the Council. EASA published the associated Decisions containing the Acceptable
Means of Compliance (AMC) and Guidance Material (GM).
The Regulation entered into force and became applicable to the Member States on 28 October 2012.
Nevertheless, Member States have the flexibility to postpone the applicability of the rule by up to 2 years.
Phraseology "Shall" versus "Should"
Regulation (EU) No 965/2012 is binding in its entirety and directly applicable to all Member States. Therefore,
the wording "shall" is generally used throughout the entire Regulation.
The Acceptable Means of Compliance (AMC) and Guidance Material (GM) published by EASA are non-binding
standards and therefore the wording "should" is generally used in these documents. When the AMC are
complied with, the related requirements of Regulation (EU) No 965/2012 are met. Alternative means of
compliance may be used to establish compliance with Regulation (EU) No 965/2012. AMCs must be
evaluated and approved by the competent authority designated by the Member State in which the operator
has its principal place of business.
References to Regulation (EU) No 965/2012
References to Regulation (EU) No 965/2012 are indicated below the title of the respective paragraphs.
Example: (SPA.LVO.110)
References to Acceptable Means of Compliance (AMC) and Guidance Material (GM)
References to Acceptable Means of Compliance (AMC) and Guidance Material (GM) are indicated below the
title of the respective paragraphs.
Example: (AMC1 SPA.LVO.100) or (GM1 CAT.OP.MPA)
Disclaimer:
The information published in this chapter is based on Regulation (EU) No 965/2012 and EASA Decisions
containing the Acceptable Means of Compliance (AMC) and Guidance Material (GM). Flight crews shall
always consult their company specific manuals in addition to this chapter of the Lido/RouteManual. Where
operator specific deviations are published in the operator's Operations Manuals (OM, AFM, etc.), they take
precedence over the information contained in this chapter.
Lido 2014
Sheet 857983
*857983*
Vueling (vueling)
RAR General Part
17-JUL-2014
8.2 Tables Recommended for Determination of Landing and Take-Off Minima
General
The Lido/RouteManual shows the lowest permissible landing and take-off minima, except where higher than
standard minima are published by State authorities for individual aerodromes. For determination of applicable
landing and take-off minima, we recommend to use the following tables:
Tables Recommended for Determination of Landing Minima
c Rules and Regulations General Information 8.9.2 Failed or Downgraded Ground Equipment
Rules and Regulations General Information 8.10.6.2 RVR/CMV vs. DH/MDH
Rules and Regulations General Information 8.10.6.3 Minimum/Maximum Applicable RVR/CMV
Tables Recommended for Determination of Take-Off Minima
c Rules and Regulations General Information 8.5.5 Take-Off Minima
8.2.1 Example for Determination of Landing Minima with Failed or Downgraded Ground Equipment
Assumptions
Category C aircraft Cat 1 DME approach
Failed approach lights (APL) on RWY 04L Minimum without APL is not indicated.
Lowest permissible Cat 1 landing minimum is shown only for Cat 1 DME
Step 1: Check table "Failed or Downgraded Ground Equipment":

c Rules and Regulations General Information 8.9.2 Failed or Downgraded Ground Equipment
Step 2: Check table "RVR/CMV vs. DH/MDH":

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Step 2:
New landing minimum without APL is (ft - m/km): 200 -1.2

Step 3: Check table "Minimum/Maximum Applicable RVR/CMV":
Conclusion for this Example

1200m can be used for landing without APL as minimum applicable RVR/CMV value taken from the table
"RVR/CMV vs. DH/MDH (Step 2) and maximum applicable RVR/CMV value of 2400m for ILS approaches is
higher than the applicable maximum RVR/CMV of 1200m (Step 3).
Note: If the derived value taken from the table "RVR/CMV vs. DH/MDH (Step 2) would result in an
RVR/CMV value of e.g. 2900m, the upper cut-off limit of 2400m (MNM and MAX values should be
checked with the table "Minimum/Maximum Applicable RVR/CMV") for ILS approaches would form
the worst applicable RVR/CMV for this type of approach.
For Non-Precision Approaches, also check the facility specifications as outlined in the table
"Minimum/Maximum Applicable RVR/CMV".
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8.2.2 Example for Determination of Landing Minima with Raised OCA/H
Assumptions
Category C aircraft Cat 1 DME approach
OCA (H) raised by NOTAM to 425 (285) Complete minimum with RVR/CMV is not given in
NOTAM.
Step 1: Consider raised OCA (425ft) as DA and raised OCH (285ft) as DH, and check operator
specific OM for lowest permissible landing minima.
Step 2: Check table "RVR/CMV vs. DH/MDH":
Landing minima for RVR/CMV to be applied with DH 285ft under FALS.
Go to line "DH 281-300ft" and column "FALS" resulting in an RVR of 650m.
Step 3: Check table "Minimum/Maximum Applicable RVR/CMV" for minimum/maximum

applicable RVR/CMV value:
Rules and Regulations General Information 8.10.6.3 Minimum/Maximum Applicable
RVR/CMV
Conclusion for this Example

The ILS Cat 1 approach minimum is now raised to DA 425ft (DH 285ft) - RVR 650m. Approaches with Vertical
Guidance (APV) and Non-Precision Approaches (NPA) shall be treated similarly.
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8.3 Aerodrome Operating Minima
(CAT.OP.MPA.110)
a) The operator shall establish aerodrome operating minima for each departure, destination or alternate
aerodrome planned to be used. These minima shall not be lower than those established for such
aerodromes by the State in which the aerodrome is located, except when specifically approved by
that State. Any increment specified by the competent authority shall be added to the minima.
b) The use of a Head-Up Display (HUD), Head-up Guidance Landing System (HUDLS) or Enhanced Vision
System (EVS) may allow operations with lower visibilities than the established aerodrome operating
minima if approved.
c) When establishing aerodrome operating minima, the operator shall take the following into account:
- the type, performance and handling characteristics of the aircraft;
- the composition, competence and experience of the flight crew;
- the dimensions and characteristics of the runways that may be selected for use;
- the adequacy and performance of the available visual and non-visual ground aids;
- the equipment available on the aircraft for the purpose of navigation and/or control of the flight
path during the take-off, the approach, the flare, the landing, rollout and the missed approach;
- for the determination of obstacle clearance, the obstacles in the approach, missed approach and
the climb-out areas necessary for the execution of contingency procedures;
- the obstacle clearance altitude/height for the instrument approach procedures;
- the means to determine and report meteorological conditions; and
- the flight technique to be used during the final approach.
d) The operator shall specify the method of determining aerodrome operating minima in the operations
manual.
e) The minima for a specific approach and landing procedure shall only be used if all the following
conditions are met:
- the ground equipment shown on the chart required for the intended procedure is operative;
- the aircraft systems required for the type of approach are operative;
- the required aircraft performance criteria are met; and
- the crew is appropriately qualified.
8.4 Low Visibility Operations (LVO)

(SPA.LVO.100)
The operator shall only conduct the following Low Visibility Operations (LVO) when approved by the
competent authority:
a) Low Visibility Take-Off (LVTO);
b) ILS Cat 1 LTS;
c) ILS Cat 2 OTS;
d) ILS Cat 2;
e) ILS Cat 3;
f) Approach operation utilizing Enhanced Vision Systems (EVS) for which an operational credit is applied
to reduce the RVR minima by not more than one third of the published RVR.
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8.4.1 LVO Approval
(SPA.LVO.105)
To obtain an LVO approval from the competent authority, the operator shall demonstrate compliance with the
requirements of this chapter.
8.4.2 General Operating Requirements
(SPA.LVO.110)
The operator shall only conduct Cat 1 LTS operations if:
a) each aircraft concerned is certified for operations to conduct Cat 2 operations; and
b) the approach is flown:
- auto-coupled to an auto-land (auto-land must be Cat 3a certified); or
- using an approved Head-Up Guidance Landing System (HUDLS) to at least 150ft above the
threshold.
The operator shall only conduct Cat 2, Cat 2 OTS or Cat 3 operations if:
a) each aircraft concerned is certified for operations with a Decision Height (DH) below 200ft for Cat 2,
Cat 2 OTS and below 100ft or no DH for Cat 3, and equipped in accordance with the applicable
airworthiness requirements;
b) a system for recording approach and/or automatic landing success and failure is established and
maintained to monitor the overall safety of the operation;
c) the DH is determined by means of a radio altimeter;
d) the flight crew consists of at least two pilots;
e) all height call-outs below 200ft above the aerodrome threshold elevation are determined by a radio
altimeter.
The operator shall only conduct approach operations utilising an EVS if:
a) the EVS is certified for the purpose of this chapter and combines infra-red sensor image and flight
information on the HUD;
b) for operations with an RVR below 550m, the flight crew consists of at least two pilots;
c) for Cat 1 operations, natural visual reference to runway cues is attained at least at 100ft above the
aerodrome threshold elevation;
d) for Approach Procedure with Vertical guidance (APV) and Non-Precision Approach (NPA) operations
flown with CDFA technique, natural visual reference to runway cues is attained at least at 200ft above
the aerodrome threshold elevation and the following requirements are complied with:
- the approach is flown using an approved vertical flight path guidance mode;
- the approach segment from Final Approach Fix (FAF) to runway threshold is straight and the
difference between the final approach course and the runway centerline is not greater than 2;
- the final approach path is published and not greater than 3,7;
- the maximum cross-wind components established during certification of the EVS are not
exceeded.
8.4.3 Aerodrome Related Requirements

(SPA.LVO.115)
The operator shall not use an aerodrome for LVOs below a visibility of 800m for LDG or 400m for TKOF,
unless:
a) the aerodrome has been approved for such operations by the State of the aerodrome; and
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b) Low Visibility Procedures (LVP) have been established.
If the operator selects an aerodrome where the term LVP is not used, the operator shall ensure that there are
equivalent procedures that adhere to the requirements of LVP at the aerodrome. This situation shall be clearly
noted in the operations manual or procedures manual including guidance to the flight crew on how to
determine that the equivalent LVP are in effect.
8.4.4 Flight Crew Training and Qualifications
(SPA.LVO.120)
The operator shall ensure that, prior to conducting LVO:
a) each flight crew member:
- complies with the training and checking requirements prescribed in the operations manual,
including Flight Simulation Training Device (FSTD) training, in operating to the limiting values of
RVR/VIS and DH specific to the operation and the aircraft type;
- is qualified in accordance with the standards prescribed in the operations manual;
b) the training and checking is conducted in accordance with a detailed syllabus.
8.4.5 Operating Procedures

(SPA.LVO.125)
The operator shall establish procedures and instructions to be used for LVOs. These procedures and
instructions shall be included in the operations manual or procedures manual and contain the duties of flight
crew members during taxiing, take-off, approach, flare, landing, rollout and missed approach operations, as
appropriate.
Prior to commencing an LVO, the commander shall be satisfied that for the minima intended to use:
a) the status of the visual and non-visual facilities is sufficient;
b) appropriate LVPs are in force according to information received from ATS;
c) flight crew members are properly qualified.
8.4.6 Minimum Equipment

(SPA.LVO.130)
The operator shall include the minimum equipment that has to be serviceable at the commencement of an
LVO in accordance with the Aircraft Flight Manual (AFM) or other approved document in the operations
manual or procedures manual, as applicable.
The commander shall be satisfied that the status of the aircraft and of the relevant airborne systems is
appropriate for the specific operation to be conducted.
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8.5 Take-Off Operations
(AMC1 CAT.OP.MPA.110)
8.5.1 General
a) Take-off minima should be expressed as visibility or RVR limits, taking into account all relevant
factors for each aerodrome planned to be used and aircraft characteristics. Where there is a specific
need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g.
ceiling, should be specified.
b) The commander should not commence take-off unless the weather conditions at the aerodrome of
departure are equal to or better than applicable minima for landing at that aerodrome unless a
weather-permissible take-off alternate aerodrome is available.
c) When the reported meteorological visibility is below that required for take-off and RVR is not reported,
a take-off should only be commenced if the commander can determine that the visibility along the
take-off runway is equal to or better than the required minimum.
d) When no reported meteorological visibility or RVR is available, a take-off should only be commenced if
the commander can determine that the visibility along the take-off runway is equal to or better than
the required minimum.
8.5.2 Visual Reference

a) The take-off minima should be selected to ensure sufficient guidance to control the aircraft in the
event of both a rejected take-off in adverse circumstances and a continued take-off after failure of the
critical engine.
b) For night operations, ground lights should be available to illuminate the runway and any obstacles.
8.5.3 Required RVR/VIS

a) For multi-engined aeroplanes, with performance such that in the event of a critical engine failure at
any point during take-off the aeroplane can either stop or continue the take-off to a height of 1500ft
above the aerodrome while clearing obstacles by the required margins, the take-off minima specified
by the operator should be expressed as RVR/CMV values not lower than those specified in the
following tables:
Rules and Regulations General Information 8.5.5 Take-Off Minima
b) For multi-engined aeroplanes without performance to comply with the conditions in a) in the event of
a critical engine failure, there may be a need to re-land immediately and to see and avoid obstacles in
the take-off area. Such aeroplanes may be operated to the following take-off minima provided they
are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the
height specified. The take-off minima specified by the operator should be based upon the height from
which the One-Engine-Inoperative (OEI) net take-off flight path can be constructed. The RVR minima
used should not be lower than either of the values specified in the Take-Off Minima tables or Table
2.A.:
Rules and Regulations General Information 8.5.6 Assumed Engine Failure Height Above the Runway
Versus RVR/VIS
c) When RVR or meteorological visibility is not available, the commander should not commence take-off
unless he can determine that the actual conditions satisfy the applicable take-off minima.
8.5.4 Low Visibility Take-Off (LVTO) Operations

(AMC1 SPA.LVO.100)
For a Low Visibility Take-Off (LVTO) with an aeroplane the following provisions should apply:
a) for an LVTO with an RVR below 400m the criteria specified in Table 1.A
Rules and Regulations General Information 8.5.5 Take-Off Minima
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b) for an LVTO with an RVR below 150m but not less than 125m:
- HI RCLL spaced 15m or less apart and HI REDL spaced 60m or less apart that are in operation;
- a 90m visual segment that is available from the flight crew compartment at the start of the take-
off run; and
- the required RVR value is achieved for all the relevant RVR reporting points;
c) for an LVTO with an RVR below 125m but not less than 75m:
- runway protection and facilities equivalent to Cat 3 landing operations are available; and
- the aircraft is equipped with an approved lateral guidance system or an approved HUD/HUDLS.
8.5.4.1 Secondary Power Supply Requirements for LVTO Operations (ICAO Annex 14)
For a runway meant for take-off in RVR conditions less than a value of 800m, a secondary power supply
capable of meeting the relevant requirements shown in the table below shall be provided.
Where the secondary power supply of an aerodrome is provided by the use of duplicate feeders, such
supplies shall be physically and electrically separate so as to ensure the required level of availability and
independence.
a ICAO Recommendations:
a Requirements for a secondary power supply should be met by either of the following:
a a) independent public power, which is a source of power supplying the aerodrome service from a
substation other than the normal substation through a transmission line following a route different
from the normal power supply route and such that the possibility of a simultaneous failure of the
normal and independent public power supplies is extremely remote; or
a b) standby power unit(s), which are engine generators, batteries, etc., from which electric power can be
obtained.
Lighting Aids Requiring Power Maximum Switch-over Time

REDL 15s
(Note 1)
RENL 1s
RCLL 1s
All stop bars 1s
Essential taxiway (Note 2) 15s
Obstacle (Note 2) 15s
Note 1: One second where no RCLL are provided.

Note 2: Supplied with secondary power when their operation is essential to the safety of the flight operation.
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8.5.5 Take-Off Minima
The take-off minima table below represents lowest permissible minima (as shown on Lido charts). It is based
on Table 1.A of AMC1 CAT.OP.MPA.110 and Table 1.A of AMC1 SPA.LVO.100. The application of minima may
vary from operator to operator depending on crew and aircraft certification published in the operation
manuals.
If one of the below mentioned ground components required for a specific take-off minimum fails, the
respective higher value shall be used.
Take-Off Minima RVR/Visibility
Facilities RVR/VIS in m (Note 1)
Take-Off Without Approval for Low Visibility Take-Off (LVTO)
Day only: NIL (Note 2) 500R / 500V

(1600ft)
Day: REDL or RCLM or RCLL 400R / 400V

Night: (REDL or RCLL) and RENL (1300ft)
Take-Off With Approval for Low Visibility Take-Off (LVTO) (Note 4)

Day: REDL and (RCLM or RCLL) and LVP 300R / 300V
Night: (REDL or RCLL) and RENL and LVP (1000ft)
REDL and RCLL and LVP 200R / 200V

(700ft)
REDL and RCLL and LVP and multiple RVR 150R (Note 3)
(500ft)
HI RCLL spaced 15m or less and HI REDL spaced 60m or less and LVP and 125R (Note 3)
multiple RVR (400ft)
RWY protection and facilities equivalent to Cat 3 landing operations are

available and the ACFT is equipped either with an approved lateral guidance 75R
(300ft)
system or an approved HUD/HUDLS for TKOF
Note 1: The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by
pilot assessment.
Note 2: The pilot is able to continuously identify the take-off surface and maintain directional control.
Note 3: The required RVR value to be achieved for all relevant RVRs - TDZ, MID, Rollout - TDZ equivalent to
the inital part of the TKOF run
Note 4: Low Visibility Procedures (LVP) must be in force for Low Visibility Take-off (LVTO).
REDL Runway Edge Lighting
RCLM Runway Center Line Marking
RCLL Runway Center Line Lighting
RENL Runway End Lighting
HI REDL High Intensity Runway Edge Lighting
HI RCLL High Intensity Runway Center Line Lighting
LVP Low Visibility Procedure
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8.5.6 Assumed Engine Failure Height Above the Runway Versus RVR/VIS
(Table 2.A of AMC1.CAT.OP.MPA.110)
Assumed Engine Failure Height Above the Take- RVR/VIS (Note 1)
Off Runway
<50ft 400m (200m with LVTO approval)
51ft - 100ft 400m (300m with LVTO approval)
101ft - 150ft 400m
151ft - 200ft 500m
201ft - 300ft 1000m
>300ft (Note 2) 1500m
Note 1: The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by
pilot assessment.
Note 2: 1500m is also applicable if no positive take-off flight path can be constructed.
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8.6 Approach Flight Technique
(CAT.OP.MPA.115)
a) All approaches shall be flown as stabilized approaches unless otherwise approved by the competent
authority for a particular approach to a particular runway.
b) The Continuous Descent Final Approach (CDFA) technique shall be used for all non-precision
approaches.
Another approach flight technique may be used for a particular approach/runway combination if
approved by the competent authority. In such cases, the applicable minimum RVR:
- shall be increased by 200m for CAT A and B aeroplanes and by 400m for CAT C and D
aeroplanes; or
- for aerodromes where there is a public interest to maintain current operations and the CDFA
technique cannot be applied, shall be established and regularly reviewed by the competent
authority taking into account the operator's experience, training programme and flight crew
qualification.
For details regarding the CDFA procedure, refer to:
Navigation General Information 3.4.2.1 Continuous Descent Final Approach (CDFA)
8.7 Commencement and Continuation of Approach

(CAT.OP.MPA.305)
a) The commander or the pilot to whom conduct of the flight has been delegated may commence an
instrument approach regardless of the reported RVR/VIS.
b) If the reported RVR/VIS is less than the applicable minimum the approach shall not be continued:
- below 1000ft above the aerodrome; or
- into the final approach segment in the case where the DA/H or MDA/H is more than 1000ft above
the aerodrome.
c) Where the RVR is not available, RVR values may be derived by converting the reported visibility.
d) If, after passing 1000ft above the aerodrome, the reported RVR/VIS falls below the applicable
minimum, the approach may be continued to DA/H or MDA/H.
e) The approach may be continued below DA/H or MDA/H and the landing may be completed provided
that the visual reference adequate for the type of approach operation and for the intended runway is
established at the DA/H or MDA/H and is maintained.
f) The touchdown zone RVR shall always be controlling. If reported and relevant (Note), the midpoint and
stopend RVR shall also be controlling. The minimum RVR value for the midpoint shall be 125m or the
RVR required for the touchdown zone if less, and 75m for the stopend. For aircraft equipped with a
rollout guidance or control system, the minimum RVR value for the midpoint shall be 75m.
Note: "Relevant" in this context means that part of the runway used during the high-speed phase of the
landing down to a speed of approximately 60KIAS.
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8.8 Conversion of Reported Meteorological Visibility to RVR/CMV
a) A conversion from meteorological visibility to RVR/CMV should not be used:
- when reported RVR is available;
- for calculating take-off minima; and
- for any RVR minima less than 800m.
b) If the RVR is reported as being above the maximum value assessed by the aerodrome operator, e.g.
"RVR more than 1500m", it should not be considered as a reported value.
c) When converting meteorological visibility to RVR in circumstances other than those in a), the
conversion factors specified in Table 8 below should be used.
(Table 8 of AMC10 CAT.OP.MPA.110)
Conversion of Reported Meteorological Visibility to RVR/CMV
RVR/CMV = Reported MET Visibility
Light Elements in Operation
Day Night
High intensity approach and 1.5 2.0
runway lights
Any type of light installation other 1.0 1.5
than above
No lights 1.0 not applicable
8.9 Effect on Landing Minima of Temporarily Failed or Downgraded Ground Equipment

(AMC11 CAT.OP.MPA.110) (AMC7 SPA.LVO.100)
8.9.1 General
These instructions are intended for use both pre-flight and in-flight. It is however not expected that the PIC
would consult such instructions after passing 1000ft above the aerodrome. If failures of ground aids are
announced at such a late stage, the approach could be continued at the commander's discretion. If failures
are announced before such a late stage in the approach, their effect on the approach should be considered as
described in Table 7/9, and the approach may have to be abandoned.
The following conditions should be applicable to the tables below:
multiple failures of runway lights other than indicated in Table 7/9 are not acceptable;
deficiencies of approach and runway lights are treated separately;
failures other than ILS and MLS affect RVR only and not DH; and
for Cat 2 and Cat 3 operations, a combination of deficiencies in runway lights and RVR assessment
equipment are not permitted.
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8.9.2 Failed or Downgraded Ground Equipment
a The following table is based on EASA OPS Table 7 of AMC7 SPA.LVO.100 and Table 9 of AMC11 CAT.OP.MPA.110. It also takes into account the requirements for FAR 121 and U.S. operators under OPS SPEC.
Effect on Landing Minima
Failed or Downgraded Operations With LVO Approval Operations Without LVO Approval
Equipment (a)
Cat 3b no DH Cat 3b with DH Cat 3a Cat 2 Cat 2 OTS Cat 1 LTS Cat 1 APV NPA
ILS/MLS Standby Transmitter Not allowed RVR 200m No effect
APV - not applicable
NPA with FAF: no effect unless
used as FAF
Outer Marker (OM) Not allowed, except if replaced by height check at 1000ft
If the FAF cannot be identified
(e.g. no method available for
timing or descent), NPA cannot
be conducted.
Middle Marker (MM) No effect No effect unless used as MAPt
At least one RVR value to be
RVR Assessment Systems On RWYs equipped with 2 or more RVR assessment units, one may be INOP. No effect
AVBL on the aerodrome
Approach Lights (APL) No effect (1) Not allowed for operations with DH >50ft Not allowed Minima as for NALS (3) (4)
APL except the last 210m No effect Not allowed Minima as for BALS (3) (4)
APL except the last 420m No effect Minima as for IALS (3) (4)
Standby power for APL No effect
Day: no effect
REDL or THRL or RENL No effect (2)
Night: RVR 550m (2) Night: not allowed
RCLL spacing increased to 30m RVR 150m No effect
Day: RVR 200m (2) Day: RVR 300m (2) Day:

RVR 350m
RCLL Not allowed Night: RVR 400m No effect if FD,
Night: RVR 400m (2) RVR 550m HUDLS or AL;
Night: not allowed (5) No effect
(400m with otherwise
HUDLS or AL) RVR 750m
Day: RVR 200m (2) Day: RVR 300m (2) wo RCLL
TDZL No effect (2)
Night: RVR 300m (2) Night: RVR 550m, 350m with HUDLS or AL (2) RVR 450m
TWY Light System No effect
(1) Cat 3 without APL not allowed for FAR 121 & U.S. operators under OPS SPEC. However, for ACFT using a rollout guidance system, Cat 3 approaches may be continued with failed APL.
(2) Cat 3 without RCLL, REDL or TDZL not allowed for FAR 121 & U.S. operators under OPS SPEC.
(3) For increased IALS, BALS or NALS minima, refer to tables:
Notes: Rules and Regulations General Information 8.10.6.2 RVR/CMV vs. DH/MDH
(4) Any APL other than FALS for Cat 1 and APV, then RVR 750m
(5) For RWYs with only RCLL or TDZL installed: if the installed system fails, then RVR 450m
a) Multiple failures of RWY lights other than indicated in this table are not acceptable.
b) Deficiencies of ALS and RWL are treated separately.
General Remarks: c) Cat 2 or Cat 3 operations: a combination of deficiencies in RWL and RVR assessment equipment is not allowed.
d) Failures other than ILS and MLS affect RVR only and not DH.
e) Lowest permissible minima charted do not constitute authority for their use by all operators. Each operator must obtain appropriate approval for their use.
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8.10 NPA, APV, Cat 1 Operations
8.10.1 Definitions
Non-Precision Approach (NPA)
Non-Precision Approach (NPA) operation means an instrument approach with an MDH, or DH when flying a
CDFA technique, not lower than 250ft and an RVR/CMV of not less than 750m.
Category 1 (Cat 1) Approach
Category 1 (Cat 1) approach operation means a precision instrument approach and landing using an ILS,
MLS, GLS (GNSS/GBAS), PAR or GNSS/SBAS with a DH not lower than 200ft and with an RVR not less than
550m.
8.10.2 Decision Height (DH) for NPA, APV, Cat 1 Operations
The Decision Height (DH) to be used for a Non-Precision Approach (NPA) flown with the Continuous Descent
Final Approach (CDFA) technique, Approach Procedure with Vertical guidance (APV) or Cat 1 operation should
not be lower than the highest of:
the minimum height to which the approach aid can be used without the required visual reference;
the Obstacle Clearance Height (OCH) for the category of aircraft;
the published approach procedure DH where applicable;
the system minimum specified in Table 3; or
Rules and Regulations General Information 8.10.4 System Minima
the minimum DH specified in the Aircraft Flight Manual (AFM) or equivalent document, if stated.
8.10.3 Minimum Descent Height (MDH) for NPA Operations

The Minimum Descent Height (MDH) for an NPA operation flown without the CDFA technique should not be
lower than the highest of:
the OCH for the category of aircraft;
the system minimum specified in Table 3; or
Rules and Regulations General Information 8.10.4 System Minima
the minimum MDH specified in the AFM, if stated.
8.10.4 System Minima

Facility Lowest DH / MDH
ILS/MLS/GLS 200ft
GNSS/SBAS (LPV) 200ft
GNSS (LNAV) 250ft
GNSS/Baro-VNAV (LNAV/VNAV) 250ft
LOC with or without DME 250ft
SRA (terminating at 0.5NM) 250ft
SRA (terminating at 1NM) 300ft
SRA (terminating at 2NM or more) 350ft
VOR 300ft
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Facility Lowest DH / MDH
VOR/DME 250ft
NDB 350ft
NDB/DME 300ft
VDF 350ft
8.10.5 Criteria for Establishing RVR/CMV

The following criteria for establishing RVR/CMV should apply:
Facility Specifications
In order to qualify for the lowest allowable values of RVR/CMV specified in Table 6.A, the instrument approach
should meet at least the following facility specifications and associated conditions:
Facility Specification 1
Instrument approaches with designated vertical profile up to and including 4.5 for CAT A and B
aeroplanes, or 3.77 for CAT C and D aeroplanes, where the facilities are:
a) ILS/MLS/GLS/PAR; or
b) APV; and
c) where the final approach track is offset by not more than 15 for CAT A and B aeroplanes or by not
more than 5 for CAT C and D aeroplanes.
Instrument approach operations flown using CDFA technique with a nominal vertical profile, up to and
including 4.5 for CAT A and B aeroplanes, or 3.77 for CAT C and D aeroplanes, where the facilities are
NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA or GNSS/LNAV, with a final approach segment
of at least 3NM, which also fulfil the following criteria:
a) The final approach track is offset by not more than 15 for CAT A and B aeroplanes or by not more
than 5 for CAT C and D aeroplanes;
b) The FAF or another appropriate fix where descent is initiated is available, or distance to threshold is
available by FMS/GNSS or DME; and
c) If the MAPt is determined by timing, the distance from FAF or another appropriate fix to THR is <
8NM.
Instrument approaches where the facilities are NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA
or GNSS/LNAV, not fulfilling the criteria of "Facility Specification 2" above, or with an MDH 1200ft.
Missed Approach
The missed approach operation, after an approach operation has been flown using the CDFA technique,
should be executed when reaching the DA/H or the MAPt, whichever occurs first. The lateral part of the
missed approach procedure should be flown via the MAPt unless otherwise stated on the approach chart.
8.10.6 Determination of RVR/CMV/VIS Minima for NPA, APV, Cat 1
The RVR/CMV/VIS minima for NPA, APV and Cat 1 operations should be determined as follows:
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a) The minimum RVR/CMV/VIS should be the highest of the values specified in Table 5 or Table 6.A but
not greater than the maximum values specified in Table 6.A, where applicable.
b) If the approach is flown with a level flight segment at or above MDA/H, 200m should be added for
CAT A and B aeroplanes and 400m for CAT C and D aeroplanes to the minimum RVR/CMV/VIS value
resulting from the application of Tables 5 and 6.A.
c) An RVR of less than 750m as indicated in Table 5 may be used:
- for Cat 1 operations to runways with Full Approach Lighting System (FALS), Runway Touchdown
Zone Lights (RTZL) and Runway Centerline Lights (RCLL);
- for Cat 1 operations to runways without RTZL and RCLL when using an approved HUDLS, or
equivalent approved system, or when conducting a coupled approach or flight-director-flown
approach to a DH. The ILS should not be published as a restricted facility; and
- for APV operations to runways with FALS, RTZL and RCLL when using an approved HUD.
d) Lower values than those specified in Table 5, for HUDLS and auto-land operations may be used if
approved for LVO.
e) The visual aids should comprise standard runway day markings and approach and runway lights as
specified in table:
Rules and Regulations General Information 8.10.6.1 Approach Lighting Systems
The competent authority may approve that RVR values relevant to a Basic Approach Lighting System
(BALS) are used on runways where the approach lights are restricted in length below 210m due to
terrain or water, but where at least one cross-bar is available.
f) For night operations or for any operation where credit for runway and approach lights is required, the
lights should be on and serviceable except as provided for in the table:
Rules and Regulations General Information 8.9.2 Failed or Downgraded Ground Equipment
8.10.6.1 Approach Lighting Systems

(Table 1 of GM2 CAT.OP.MPA.110) (Table 4 of AMC5 CAT.OP.MPA.110)
The following table provides a comparison of ICAO and FAA specifications:
APL Classification
Length, Configuration and
Class of Lighting Facility (System Code Shown on AFC/IAC Intensity of Approach Lights
Approach Light Sketch)
ICAO: Cat 1 lighting system (HIALS
720m) distance coded centerline,
P2 / P2F Barrette centerline
Full Approach Light System
P1 / P1F FAA: ALSF-1, ALSF-2, SSALR,
(FALS)
P1R MALSR, high or medium intensity
and/or flashing lights, 720m or
more
ICAO: Simple approach lighting
system (HIALS 420 - 719m) single
Intermediate Approach Light P2 / P2F source, Barrette
System P1 / P1F / P1R (<720m) FAA: MALSF, MALS, SALS/SALSF,
(IALS) S/SF SSALF, SSALS, high or medium
intensity and/or flashing lights, 420
- 719m
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APL Classification
Length, Configuration and
Class of Lighting Facility (System Code Shown on AFC/IAC Intensity of Approach Lights
Approach Light Sketch)
ICAO: Any other approach lighting
system (HIALS, MALS or ALS 210 -
Basic Approach Light System 419m)
N/NF
(BALS) FAA: ODALS, high or medium
intensity or flashing lights 210 -
419m
No Approach Light System N/NF (<210m) Any other approach lighting system
(HIALS, MALS or ALS < 210m) or no
(NALS) No APL at all approach lights
Note:
The FAA classifies MALSR 720m as FALS. FAA approach light systems are applicable in the USA only.
If the term "MALSR" is used in countries other than the USA, they are assumed to be "Medium Intensity
Approach Light Systems".
For information about approach runway lighting systems refer to:

Aerodromes General Information 1 Approach and Runway Lighting Systems
8.10.6.2 RVR/CMV vs. DH/MDH
RVR/CMV vs. DH/MDH for Cat 1, APV and Non-Precision Approaches
Class of Lighting Facility (Note)
DH or MDH RVR/CMV
FALS IALS BALS NALS
200 210ft 550m 750m 1000m 1200m
211 220ft 550m 800m 1000m 1200m
221 230ft 550m 800m 1000m 1200m
231 240ft 550m 800m 1000m 1200m
241 250ft 550m 800m 1000m 1300m
251 260ft 600m 800m 1100m 1300m
261 280ft 600m 900m 1100m 1300m
281 300ft 650m 900m 1200m 1400m
301 320ft 700m 1000m 1200m 1400m
321 340ft 800m 1100m 1300m 1500m
341 360ft 900m 1200m 1400m 1600m
361 380ft 1000m 1300m 1500m 1700m
381 400ft 1100m 1400m 1600m 1800m
401 420ft 1200m 1500m 1700m 1900m
421 440ft 1300m 1600m 1800m 2000m
441 460ft 1400m 1700m 1900m 2100m
461 480ft 1500m 1800m 2000m 2200m
481 500ft 1500m 1800m 2100m 2300m
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RVR/CMV vs. DH/MDH for Cat 1, APV and Non-Precision Approaches
Class of Lighting Facility (Note)
DH or MDH RVR/CMV
FALS IALS BALS NALS
521 540ft 1700m 2000m 2200m 2400m
541 560ft 1800m 2100m 2300m 2500m
561 580ft 1900m 2200m 2400m 2600m
581 600ft 2000m 2300m 2500m 2700m
601 620ft 2100m 2400m 2600m 2800m
621 640ft 2200m 2500m 2700m 2900m
641 660ft 2300m 2600m 2800m 3000m
661 680ft 2400m 2700m 2900m 3100m
681 700ft 2500m 2800m 3000m 3200m
701 720ft 2600m 2900m 3100m 3300m
721 740ft 2700m 3000m 3200m 3400m
741 760ft 2700m 3000m 3300m 3500m
761 800ft 2900m 3200m 3400m 3600m
801 850ft 3100m 3400m 3600m 3800m
851 900ft 3300m 3600m 3800m 4000m
901 950ft 3600m 3900m 4100m 4300m
951 1000ft 3800m 4100m 4300m 4500m
1001 1100ft 4100m 4400m 4600m 4900m
1101 1200ft 4600m 4900m 5000m 5000m
1201ft and above 5000m 5000m 5000m 5000m
Note: Rules and Regulations General Information 8.10.6.1 Approach Lighting Systems
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8.10.6.3 Minimum/Maximum Applicable RVR/CMV
(Table 6.A of AMC5 CAT.OP.MPA.110)
The table below shows the minimum/maximum applicable RVR/CMV for NPA, APV and Cat 1 approaches:
Minimum and Maximum Applicable RVR/CMV (Lower and Upper Cut-off Limits)
Aeroplane Category
Facility/Conditions RVR/CMV
A B C D
According to Table 5:
Minimum Rules and Regulations General Information
ILS, MLS, GLS, PAR, GNSS/SBAS, GNSS/VNAV 8.10.6.2 RVR/CMV vs. DH/MDH
Maximum 1500m 1500m 2400m 2400m
NDB, NDB/DME, VOR, VOR/DME, LOC, Minimum 750m 750m 750m 750m
LOC/DME, VDF, SRA, GNSS/LNAV with a
procedure that fulfills the criteria of Facility
Specification 2. Refer to: Maximum 1500m 1500m 2400m 2400m
Rules and Regulations General Information 8.10.5
Criteria for Establishing RVR/CMV
Minimum 1000m 1000m 1200m 1200m
According to Table 5:
For NDB, NDB/DME, VOR, VOR/DME, LOC,
LOC/DME, VDF, SRA, GNSS/LNAV: Rules and Regulations General Information
8.10.6.2 RVR/CMV vs. DH/MDH
not fulfilling the criteria in Facility
Specification 2; or if flown using the CDFA technique,
Maximum otherwise an add-on of 200m for CAT A
with a DH or MDH 1200ft and B aeroplanes and 400m for CAT C
and D ACFT aeroplanes applies to the
values in Table 5 but not to result in a
value exceeding 5000m.
8.10.7 Visual Reference for NPA, APV and Cat 1 Operations

(AMC1 CAT.OP.MPA.305(e))
At DH or MDH, at least one of the visual references specified below should be distinctly visible and
identifiable to the pilot:
a) elements of the approach lighting system;
b) the threshold
c) the threshold markings;
d) the threshold lights;
e) the threshold identification lights;
f) the visual glide slope indicator;
g) the touchdown zone or touchdown zone markings;
h) the touchdown zone lights;
i) runway edge lights; or
j) other visual references specified in the operations manual.
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8.11 Cat 1 Lower Than Standard (Cat 1 LTS) Operation
8.11.1 Definition
Cat 1 LTS operation means a Cat 1 instrument approach and landing operation using Cat 1 DH with an RVR
lower than normally associated with the applicable DH but not less than 400m.
8.11.2 Provisions for Cat 1 LTS Operations
(AMC3 SPA.LVO.100)
For Cat 1 LTS operations the following provisions should apply:
a) The DH of a Cat 1 LTS operation should not be lower than the highest of:
- the minimum DH specified in the AFM, if stated;
- the minimum height to which the precision approach aid can be used without the specified visual
reference;
- the applicable OCH for the category of aeroplane;
- the DH to which the flight crew is qualified to operate; or
- 200ft.
b) An ILS/MLS that supports a Cat 1 LTS operation should be an unrestricted facility with a straight-in
course, 3 offset, and the ILS should be certified to:
- Class I/T/1 for operations to a minimum of 450m RVR; or
- Class II/D/2 for operations to less than 450m RVR.
Single ILS facilities are only acceptable if level 2 performance is provided.
Rules and Regulations General Information 4.8.2 Operational Use of ILS Performance Categories
c) The following visual aids should be available:
- standard runway day markings, approach lights, runway edge lights, threshold lights and runway
end lights;
- for operations with an RVR below 450m, additionally touch-down zone and/or runway centerline
lights.
8.11.3 Cat 1 LTS Operation Minima

(Table 2 of AMC3 SPA.LVO.100)
The lowest RVR/Converted Meteorological Visibility (CMV) minima to be used are specified in the table below:
Cat 1 LTS Operation Minima - RVR/CMV vs. Approach Lighting System
Class of Light Facility
DH FALS IALS BALS NALS
RVR/CMV
200ft - 210ft 400m 500m 600m 750m
211ft - 220ft 450m 550m 650m 800m
221ft - 230ft 500m 600m 700m 900m
231ft - 240ft 500m 650m 750m 1000m
241ft - 249ft 550m 700m 800m 1100m
8.11.4 Visual References for Cat 1 LTS Operations

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At DH, the visual references specified below should be distinctly visible and identifiable to the pilot:
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a) a segment of at least three consecutive lights, being:
- the centerline of the approach lights; or
- TDZL; or
- RCLL; or
- REDL; or
- a combination of these.
This visual reference should include a lateral element of the ground pattern, such as an approach light
crossbar or the landing threshold or a barrette of the TDZL unless the operation is conducted utilising an
approved HUDLS usable to at least 150ft.
8.12 Cat 2 and Cat 2 Other Than Standard (Cat 2 OTS) Operations
8.12.1 Definitions
Category 2 (Cat 2)
Category 2 (Cat 2) operation means a precision instrument approach and landing operation using ILS or MLS
with:
DH below 200ft but not lower than 100ft; and
RVR of not less than 300m
Category 2 Other Than Standard (Cat 2 OTS)
Cat 2 OTS operation means a precision instrument approach and landing operation using ILS or MLS where
some or all of the elements of the precision approach Cat 2 light system are not available, and with:
DH below 200ft but not lower than 100ft; and
RVR not less than 350m.
8.12.2 Provisions for Cat 2 and Cat 2 OTS Operations

(AMC4 SPA.LVO.100)
For Cat 2 and Cat 2 OTS operations the following provisions should apply:
a) The ILS/MLS supporting Cat 2 OTS operation should be an unrestricted facility with a straight in
course (3 offset) and the ILS should be certified to class II/D/2.
Single ILS facilities are only acceptable if level 2 performance is provided.
Rules and Regulations General Information 4.8.2 Operational Use of ILS Performance Categories
b) The DH for Cat 2 and Cat 2 OTS operation should not be lower than the highest of:
reference;
- the applicable OCH for the category of aeroplane;
- the DH to which the flight crew is qualified to operate; or
- 100ft.
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c) The following visual aids should be available:
- standard runway day markings and approach and the following runway lights: REDL, THRL and
RENL;
- Cat 2 OTS only: for operations in RVR below 450m, additionally TDZL and/or RCLL;
- Cat 2 OTS only: for operations with an RVR of 400m or less, additionally centerline lights.
d) The lowest RVR minima to be used are specified:
- for Cat 2 operations in Table 3; and
Rules and Regulations General Information 8.12.3 Cat 2 Operations Minima
- for Cat 2 OTS operations in Table 4.
Rules and Regulations General Information 8.12.4 Cat 2 OTS Operations Minima
For Cat 2 OTS operations, the terrain ahead of the runway threshold should have been surveyed.
8.12.3 Cat 2 Operations Minima
Cat 2 Operation Minima - RVR vs. DH
RVR for Auto-coupled or Approved HUDLS to below DH (Note 1)
DH
d ACFT CAT A, B, C ACFT CAT D
c 100ft - 120ft 300m 300m / 350m (Note 2)
121ft - 140ft 400m 400m
141ft - 199ft 450m 450m
Note 1: This means continued use of the automatic flight control system or the HUDLS down to a height of
80% of the DH.
c Note 2: An RVR of 300m may be used for a CAT D aircraft conducting an auto-land.
8.12.4 Cat 2 OTS Operations Minima

Cat 2 OTS Operation Minima - RVR vs. Approach Lighting System
RVR for Auto-land or Approved HUDLS Utilized to Touchdown
Class of Light Facility
DH FALS IALS BALS NALS
d ACFT Category
A, B, C D A, B, C, D
100 - 120ft 350m 400m 450m 600m 700m
121 - 140ft 400m 450m 500m 600m 700m
141 - 160ft 400m 500m 500m 600m 750m
161 - 199ft 400m 500m 550m 650m 750m
For approach light configurations, refer to:

Rules and Regulations General Information 8.10.6.1 Approach Lighting Systems
8.12.5 Visual Reference for Cat 2 and Cat 2 OTS Operations
At DH, the visual references specified below should be distinctly visible and identifiable to the pilot:
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a) a segment of at least three consecutive lights being:
- CL of the APL, or
- TDZL, or
- RCLL, or
- REDL, or
- a combination of these;
b) this visual reference should include a lateral element of the ground pattern, such as an approach light
crossbar or the landing threshold or a barrette of the TZDL unless the operation is conducted utilizing
an approved HUDLS to touchdown.
8.13 Cat 3 Operations

8.13.1 Definitions
Category 3a (Cat 3a)
Cat 3a operation means a precision instrument approach and landing operation using ILS or MLS with:
DH lower than 100ft; and
RVR not less than 200m.
Category 3b (Cat 3b)
Cat 3b operation means a precision instrument approach and landing operation using ILS or MLS with:
DH lower than 100ft, or no DH; and
RVR lower than 200m but not less than 75m.
8.13.2 Provisions for Cat 3 Operations

(AMC5 SPA.LVO.100)
The following provisions should apply to Cat 3 operations:
a) Where the DH and RVR do not fall within the same category, the RVR should determine in which
category the operation is to be considered.
b) For operations in which a DH is used, the DH should not be lower than:
reference; or
- the DH to which the flight crew is qualified to operate.
c) Operations with no DH should only be conducted if:
- the operation with no DH is specified in the AFM;
- the approach aid and the aerodrome facilities can support operations with no DH; and
- the flight crew is qualified to operate with no DH.
d) The lowest RVR minima to be used are specified in Table 5.
Rules and Regulations General Information 8.13.3 Cat 3 Operations Minima
8.13.3 Cat 3 Operations Minima

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Cat 3 Operations Minima - RVR vs. DH and Rollout Control/Guidance System
Cat DH (Note 1) Rollout Control/Guidance System RVR
Cat 3a <100ft Not required 200m
<100ft Fail-passive 150m (Note 2)
Cat 3b <50ft Fail-passive 125m
<50ft or no DH Fail-operational (Note 3) 75m
Note 1: Flight control system redundancy is determined under CS-AWO by the minimum certified DH.
Note 2: For aeroplanes certified in accordance with CS-AWO 321(b)(3) or equivalent.
Note 3: The fail-operational system referred to may consist of a fail-operational hybrid system.
8.13.4 Visual Reference for Cat 3 Operations

a) For Cat 3a operations and for Cat 3b operations conducted either with fail-passive flight control
systems or with the use of an approved HUDLS:
at DH, a segment of at least three consecutive lights being:
- CL of the APL; or
- TDZL; or
- RCLL; or
- REDL,; or
- a combination of these is attained and can be maintained by the pilot.
b) For Cat 3b operations conducted either with fail-operational flight control systems or with a fail-
operational hybrid landing system using a DH:
at DH, at least one centerline light is attained and can be maintained by the pilot.
c) For Cat 3b operations with no DH there is no specification for visual reference with the runway prior to
touchdown.
8.13.5 Crew Actions in Case of Autopilot Failure at or Below DH in Fail-Passive Cat 3 Ops
(GM1 SPA.LVO.100(e))
For operations to actual RVR values less than 300m, a missed approach procedure is assumed in the event of
an autopilot failure at or below DH. This means that a missed approach procedure is the normal action.
However, the wording recognizes that there may be circumstances where the safest action is to continue the
landing. Such circumstances include the height at which the failure occurs, the actual visual references, and
other malfunctions. This would typically apply to the late stages of the flare. In conclusion, it is not forbidden
to continue the approach and complete the landing when the commander determines that this is the safest
course of action. The operator's policy and the operational instructions should reflect this information.
8.14 Enhanced Vision Systems (EVS) Operations

8.14.1 Definition
Enhanced Vision System (EVS) means a system to display electronic real-time images of the external scene
achieved through the use of imaging sensors.
8.14.2 Visual References for Approach Operations Utilizing EVS
Cat 1 Operations Utilizing EVS
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a) elements of the approach light; or
b) the runway threshold, identified by at least one of the following:
- the beginning of the runway landing surface;
- the threshold lights, the threshold identification lights; or
- the touchdown zone, identified by at least one of the following:
the runway touchdown zone landing surface, the touchdown zone lights, the touchdown zone
markings or the runway lights.
c) At 100ft above runway threshold elevation at least one of the visual references specified below should
be distinctly visible and identifiable to the pilot without reliance on the EVS:
- the lights or markings of the threshold; or
- the lights or markings of the touchdown zone.
APV and NPA Operations Flown with the CDFA Technique Utilizing EVS
At DH/MDH, visual references should be displayed and identifiable to the pilot on the EVS image as specified
under:
Rules and Regulations General Information 8.10.7 Visual Reference for NPA, APV and Cat 1 Operations
At 200ft above runway threshold elevation, at least one of the visual references specified under:
Rules and Regulations General Information 8.10.7 Visual Reference for NPA, APV and Cat 1 Operations
should be distinctly visible and identifiable to the pilot without reliance on the EVS.
8.14.3 EVS Operations Minima
The pilot using a certified EVS in accordance with the procedures and limitations of the AFM may reduce the
RVR/CMV value in column 1 to the value in column 2 of Table 6 for Cat 1 operations, APV operations and NPA
operations flown with the CDFA technique.
Operations Utilizing EVS - RVR/CMV Reduction vs. Normal RVR/CMV
RVR/CMV Normally Required RVR/CMV Utilizing EVS
550m 350m
600m 400m
650m 450m
700m 450m
750m 500m
800m 550m
900m 600m
1000m 650m
1100m 750m
1200m 800m
1300m 900m
1400m 900m
1500m 1000m
1600m 1100m
1700m 1100m
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Operations Utilizing EVS - RVR/CMV Reduction vs. Normal RVR/CMV
RVR/CMV Normally Required RVR/CMV Utilizing EVS
1900m 1300m
2000m 1300m
2100m 1400m
2200m 1500m
2300m 1500m
2400m 1600m
2500m 1700m
2600m 1700m
2700m 1800m
2800m 1900m
2900m 1900m
3000m 2000m
3100m 2000m
3200m 2100m
3300m 2200m
3400m 2200m
3500m 2300m
3600m 2400m
3700m 2400m
3800m 2500m
3900m 2600m
4000m 2600m
4100m 2700m
4200m 2800m
4300m 2800m
4400m 2900m
4500m 3000m
4600m 3000m
4700m 3100m
4800m 3200m
4900m 3200m
5000m 3300m
8.15 Circling Operations

8.15.1 Definition
Circling means the visual phase of an instrument approach to bring an aircraft into position for landing on a
runway that is not suitably located for a straight-in approach.
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8.15.2 Circling Minima
The following standards should apply for establishing circling minima:
a) The MDH for circling operation should not be lower than the highest of:
- the published circling OCH for the aeroplane category;
- the minimum circling height derived from Table 7 below; or
- the DH/MDH of the preceding instrument approach procedure.
b) The MDA for circling should be calculated by adding the published aerodrome elevation to the MDH,
as determined by a); and
c) The minimum visibility for circling should be the highest of:
- the circling visibility for the aeroplane category, if published;
- the minimum visibility derived from Table 7 below; or
- the RVR/CMV derived from Tables 5 and 6.A for the preceding instrument approach procedure:
MDH and Minimum Visibility vs. Aeroplane Category
Aeroplane Category
d A B C D
MDH 400ft 500ft 600ft 700ft
Min MET VIS 1500m 1600m 2400m 3600m
8.15.3 Conduct of Flight - General

a) The MDH and OCH included in the procedure are referenced to aerodrome elevation;
b) The MDA is referenced to MSL;
c) For these procedures, the applicable visibility is the meteorological visibility; and
d) Operators should provide tabular guidance of the relationship between height above threshold and the
in-flight visibility required to obtain and sustain visual contact during the circling manoeuvre.
8.15.4 Instrument Approach Followed by Visual Manoeuvring (Circling) Without Prescribed Tracks
a) When the aeroplane is on the initial instrument approach, before visual reference is stabilized, but not
below MDA/H, the aeroplane should follow the corresponding instrument approach procedure until the
appropriate instrument MAPt is reached.
b) At the beginning of the level flight phase at or above the MDA/H, the instrument approach track
determined by radio navigation aids, RNAV, RNP, ILS, MLS or GLS should be maintained until the pilot:
- estimates that, in all probability, visual contact with the runway of intended landing or the
runway environment will be maintained during the entire circling procedure;
- estimates that the aeroplane is within the circling area before commencing circling; and
- is able to determine the aeroplane's position in relation to the runway of intended landing with
the aid of the appropriate external references.
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c) When reaching the published instrument MAPt and the conditions stipulated in b) are unable to be
established by the pilot, a missed approach should be carried out in accordance with that instrument
approach procedure.
d) After the aeroplane has left the track of the initial instrument approach, the flight phase outbound
from the runway should be limited to an appropriate distance, which is required to align the aeroplane
onto the final approach. Such manoeuvers should be conducted to enable the aeroplane:
- to attain a controlled and stable descent path to the intended landing runway; and
- to remain within the circling area and in such way that visual contact with the runway of
intended landing or runway environment is maintained at all times.
e) Flight manoeuvers should be carried out at an altitude/height that is not less than the circling MDA/H.
f) Descent below MDA/H should not be initiated until the threshold of the runway to be used has been
appropriately identified. The aeroplane should be in a position to continue with a normal rate of
descent and land within the touchdown zone.
8.15.5 Instrument Approach Followed by a Visual Manoeuvring (Circling) with Prescribed Track
a) The aeroplane should remain on the initial instrument approach procedure until one of the following is
reached:
- the prescribed divergence point to commence circling on the prescribed track; or
- the MAPt.
b) The aeroplane should be established on the instrument approach track determined by the radio
navigation aids, RNAV, RNP, ILS, MLS or GLS in level flight at or above the MDA/H at or by the circling
maneuver divergence point.
c) If the divergence point is reached before the required visual reference is acquired, a missed approach
should be initiated not later than the MAPt and completed in accordance with the instrument
approach procedure.
d) When commencing the prescribed circling maneuver at the published divergence point, the
subsequent maneuvers should be conducted to comply with the published routing and published
heights/altitudes.
e) Unless otherwise specified, once the aeroplane is established on the prescribed track(s), the
published visual reference does not need to be maintained unless:
- required by the State of the aerodrome; or
- the circling MAPt (if published) is reached.
f) If the prescribed circling maneuver has a published MAPt and the required visual reference has not
been obtained by that point, a missed approach should be executed.
g) Subsequent further descent below MDA/H should only commence when the required visual reference
has been obtained.
h) Unless otherwise specified in the procedure, final descent should not be commenced from MDA/H
until the threshold of the intended landing runway has been identified and the aeroplane is in a
position to continue with a normal rate of descent to land within the touchdown zone.
8.15.6 Missed Approach

Lido 2014
Sheet 812216
*812216*
Vueling (vueling)
RAR General Part
13-MAR-2014
a) Missed approach during the instrument procedure prior to circling:
- if the missed approach procedure is required to be flown when the aeroplane is positioned on the
instrument approach track defined by radio-navigation aids, RNAV, RNP, or ILS, MLS, and before
commencing the circling maneuver, the published missed approach for the instrument approach
should be followed; or
- if the instrument approach procedure is carried out with the aid of an ILS, MLS or a stabilized
approach (SAp), the MAPt associated with an ILS, MLS procedure without glide path (GP-out
procedure) or the SAp, where applicable, should be used.
b) If a prescribed missed approach is published for the circling maneuver, this overrides the maneuvers
prescribed below.
c) If visual reference is lost while circling to land after the aeroplane has departed from the initial
instrument approach track, the missed approach specified for that particular instrument approach
should be followed. It is expected that the pilot will make an initial climbing turn toward the intended
landing runway to a position overhead the aerodrome where the pilot will establish the aeroplane in a
climb on the instrument missed approach segment.
d) The aeroplane should not leave the visual maneuvering (circling) area, which is obstacle protected,
unless:
- established on the appropriate missed approach procedure; or
- at Minimum Sector Altitude (MSA)
e) All turns should be made in the same direction and the aeroplane should remain within the circling
protected area while climbing either:
- to the altitude assigned to any published circling missed approach maneuver if applicable;
- to the altitude assigned to the missed approach of the initial instrument approach;
- to the MSA;
- to the Minimum Holding Altitude (MHA) applicable for transition to a holding facility or fix, or
continue to climb to an MSA; or
- as directed by ATS.
When the missed approach procedure is commenced on the downwind leg of the circling maneuver,
an "S" turn may be undertaken to align the aeroplane on the initial instrument approach missed
approach path, provided the aeroplane remains within the protected circling area.
The commander should be responsible for ensuring adequate terrain clearance during the above-
stipulated maneuvers, particularly during the execution of a missed approach initiated by ATS.
f) Because the circling maneuver may be accomplished in more than one direction, different patterns
will be required to establish the aeroplane on the prescribed missed approach course depending on
its position at the time visual reference is lost. In particular, all turns are to be in the prescribed
direction if this is restricted, e.g. to the west/east (left or right hand) to remain within the protected
circling area.
g) If a missed approach procedure is published for a particular runway onto which the aeroplane is
conducting a circling approach and the aeroplane has commenced a maneuver to align with the
runway, the missed approach for this direction may be accomplished. The ATS unit should be
informed of the intention to fly the published missed approach procedure for that particular runway.
h) The commander should advise ATS when any missed approach procedure has been commenced, the
height/altitude the aeroplane is climbing to and the position the aeroplane is proceeding towards
and/or heading the aeroplane is established on.
Lido 2014
Sheet 812216
Vueling (vueling)
General Part
RAR
28-JAN-2016
8.15.7 Circling on the Lido Instrument Approach Charts (IAC)
General
For standard circling approaches usually only circling minima are published on the Instrument Approach
Charts (IAC). The procedure is based on the aircraft speed category and is primarily presented by visual
reference. Printed radio navigation information has to be considered as advisory only. The missed approach
procedure may be based on instrument navigation.
Navigation General Information 3.4.11 Circling Approach
Circling with Prescribed Tracks
Circlings with prescribed tracks procedures are normally identified as "Circling XX with prescribed tracks" in
the approach procedure designator box of the Lido Instrument Approach Charts (IAC).
French MVI / VPT
The term "Circling XX MVI" may also appear on the Lido IACs. It is based on the French procedure MVI
(Maneuvre Vue Impose).
In the French and ASECNA AIP publications, MVI is gradually replaced by the term VPT (Visual Maneuvering
with Prescribed Tracks). Where VPT is published in the French or ASECNA AIPs, the Lido IACs will show
"Circling XX with prescribed tracks".
For additional information refer to:
Rules and Regulations General Information 5.5.5 Visual Maneuvering With Prescribed Tracks (VPT)
Legends and Tables General Information 3.5.1 Legend of IAC Plan View Specific Items
Legends and Tables General Information 3.5.5.1 Legend of Approach Minima
Lido 2016
Sheet 1052531
*1052531*
Vueling (vueling)
RAR General Part
28-JAN-2016
8.16 Visual Approach Operations
The operator should not use an RVR of less than 800m for a visual approach operation.
Visual approach procedures are usually published on Visual Approach Charts (VAC) whenever officially
published by State authority for the respective aerodrome.
Navigation General Information 3.5 Visual Approaches
8.17 Satellite-Based Augmentation System (SBAS) Operations

(GM3 CAT.OP.MPA.110)
SBAS Cat 1 operations with a DH of 200ft depend on an SBAS system approved for operations down to a DH
of 200ft.
The following systems are in operational use:
European Geostationary Navigation Overlay Service (EGNOS) - operational in Europe
Wide Area Augmentation System (WAAS) - operational in the USA
Multi-functional Satellite Augmentation System (MSAS) - operational in Japan
8.18 Increments Specified by the Competent Authority

(GM1 CAT.OP.MPA 110(a))
Additional increments to the published minima may be specified by the competent authority to take into
account certain operations, such as downwind approaches and single-pilot operations.
Lido 2016
Sheet 1052531
Vueling (vueling)
General Part
RAR
28-AUG-2014
9 Noise Abatement Procedures (ICAO Doc 8168)
9.1 General Noise Abatement Information

Nothing in these procedures shall prevent the PIC from exercising authority for the safe operation of the
aeroplane.
Noise abatement procedures shall not be implemented except where a need for such procedures has been
determined.
The procedures herein describe the methods for noise abatement when a problem is shown to exist. They
have been designed for application to turbojet aeroplanes. They can comprise any one or more of the
following:
a) use of noise preferential runways to direct the initial and final flight paths of aeroplanes away from
noise sensitive areas;
b) use of noise preferential routes to assist aeroplanes in avoiding noise-sensitive areas on departure
and arrival, including the use of turns to direct aeroplanes away from noise-sensitive areas located
under or adjacent to the usual take-off and approach flight paths; and
c) use of noise abatement take-off or approach procedures, designed to minimize the overall exposure
to noise on the ground and at the same time maintain the required levels of flight safety.
a For the purpose of these procedures, the heights given in meters and feet and speeds given in
kilometers/hour and knots are considered to be operationally acceptable equivalents.
9.2 Noise Preferential Runways

c A runway for take-off or landing, appropriate to the operation, may be nominated for noise abatement
purposes, the objective being to utilize whenever possible those runways that permit aeroplanes to avoid
noise-sensitive areas during the initial departure and final approach phases of flight.
c Runways should not be selected for noise abatement purposes for landing operations unless they are
equipped with suitable glide path guidance, e.g. ILS, or a visual approach slope indicator system for
operations in visual meteorological conditions.
c A PIC prompted by safety concerns can refuse a runway offered for noise preferential reasons.
c Noise abatement shall not be a determining factor in runway nomination under the following circumstances:
c a) if the runway surface conditions are adversely affected (e.g. by snow, slush, ice, water, mud, rubber,
oil or other substances);
c b) for landing in conditions:
c - when the ceiling is lower than 150m (500ft) AAE or the visibility is less than (1900m); or,
c - when the approach requires vertical minima greater than 100m (300ft) AAE and:
c - the ceiling is lower than 240m (800ft) AAE; or
c - the visibility is less than 3000m;
c c) for take-off when the visibility is less than 1900m;
c d) when wind shear has been reported or forecast or when thunderstorms are expected to affect the
approach or departure;
c e) when the crosswind component, including gusts, exceeds 15KT (28KMH), or the tailwind component,
including gusts, exceeds 5KT (9KMH).
Lido 2014
Sheet 872478
*872478*
Vueling (vueling)
RAR General Part
28-AUG-2014
9.3 Noise Preferential Routes
c Noise preferential routes are established to ensure that departing and arriving aeroplanes avoid over-flying
noise-sensitive areas in the vicinity of the aerodrome as far as practicable.
c In establishing noise preferential routes:
c a) turns during take-off and climb should not be required unless:
c - the aeroplane has reached (and can maintain throughout the turn) a height of not less than 150m
(500ft) above terrain and the highest obstacles under the flight path;
c Note: PANS-OPS, Volume II, permits turns after take-off at 120m (400ft) and obstacle clearance
of at least 90m (300ft) during the aeroplanes turn. These are minimum requirements for noise
abatement purposes.
c - the bank angle for turns after take-off is limited to 15 except where adequate provision is made
for an acceleration phase permitting attainment of safe speeds for bank angles greater than 15;
c b) no turns should be required coincident with a reduction of power associated with a noise abatement
procedure; and
c c) sufficient navigation guidance should be provided to permit aeroplanes to adhere to the designated
route.
c In establishing noise preferential routes, the safety criteria of standard departure and standard arrival routes
regarding obstacle clearance climb gradients and other factors should be taken into full consideration.
c Where noise preferential routes are established, these routes and standard departure and arrival routes
should be compatible.
c An aeroplane should not be diverted from its assigned route unless:
c a) in the case of a departing aeroplane, it has attained the altitude or height which represents the upper
limit for noise abatement procedures; or
c b) it is necessary for the safety of the aeroplane (e.g. for avoidance of severe weather or to resolve a
traffic conflict).
Lido 2014
Sheet 872478
Vueling (vueling)
General Part
RAR
28-AUG-2014
9.4 Aeroplane Operating Procedures
9.4.1 Introduction
a This chapter provides guidance with regard to aeroplane noise-mitigating measures associated with the
development and/or application of departure climb, approach, and landing procedures and the use of
displaced runway thresholds.
a The State in which the aerodrome is located is responsible for ensuring that aerodrome operators specify the
location of noise sensitive areas and/or the location of noise monitors and their respective maximum
allowable noise levels, if applicable. Aircraft operators are responsible for developing operating procedures in
accordance with this chapter to meet the noise concerns of aerodrome operators. The approval of the aircraft
operators procedures by the State of the Operator will ensure that the safety criteria contained in the PARA
"Development of Procedures" of this chapter are met.
a This chapter contains two examples of noise abatement departure climb procedures. One example is
designed to alleviate noise close to the aerodrome, and the other is designed to alleviate noise more distant
from the aerodrome.
9.4.2 Operational Limitations
a General
a The PIC has the authority to decide not to execute a noise abatement departure procedure if conditions
preclude the safe execution of the procedure.
a Departure Climb
a Aeroplane operating procedures for the departure climb shall ensure that the safety of flight operations is
maintained while minimizing exposure to noise on the ground. The following requirements need to be
satisfied.
a a) All necessary obstacle data shall be made available to the operator, and the procedure design
gradient shall be observed.
a b) Conduct of noise abatement climb procedures is secondary to meeting obstacle clearance
requirements.
a c) The power or thrust settings specified in the aircraft operating manual are to take account of the need
for engine anti-icing when applicable.
a d) The power or thrust settings to be used subsequent to the failure or shutdown of an engine or any
other apparent loss of performance, at any stage in the take-off or noise abatement climb, are at the
discretion of the PIC, and noise abatement considerations no longer apply.
a e) Noise abatement climb procedures are not to be required in conditions where wind shear warnings
exist, or the presence of wind shear or downburst activity is suspected.
a f) The maximum acceptable body angle specified for an aeroplane type shall not be exceeded.
9.4.3 Development of Procedures

a Noise abatement procedures shall be developed by the aircraft operator for each aeroplane type (with advice
from the aeroplane manufacturer, as needed) and approved by the State of the Operator complying at a
minimum with the following safety criteria.
a a) Initial power or thrust reductions shall not be executed below a height of 240m (800ft) above the
aerodrome elevation.
a b) The level of power or thrust for the flap/slat configuration, after power or thrust reduction, shall not be
less than:
a - for aeroplanes in which derated take-off thrust and climb thrust are computed by the flight
management system, the computed climb power/thrust; or
a - for other aeroplanes, normal climb power/thrust.
Lido 2014
Sheet 872479
*872479*
Vueling (vueling)
RAR General Part
28-AUG-2014
a c) To minimize the impact on training while maintaining flexibility to address variations in the location of
noise sensitive areas, the aeroplane operator shall develop no more than two noise abatement
procedures for each aeroplane type. It is recommended that one procedure should provide noise
benefits for areas close to the aerodrome, and the other for areas more distant from the aerodrome.
a d) Any difference of power or thrust reduction initiation height for noise abatement purposes constitutes
a new procedure.
9.4.4 Aeroplane Operating Procedures - Approach

c In noise abatement approach procedures which are developed:
c a) the aeroplane shall not be required to be in any configuration other than the final landing
configuration at any point after passing the outer marker or 5NM from the threshold of the runway of
intended landing, whichever is earlier; and
c b) excessive rates of descent shall not be required.
c When it is necessary to develop a noise abatement approach procedure based on currently available systems
and equipment, the following safety considerations shall be taken fully into account:
c a) glide path or approach angles should not require an approach to be made:
c - above the ILS glide path angle;
c - above the glide path angle of the visual approach slope indicator system;
c - above the normal PAR final approach angle; and
c - above an angle of 3 except where it has been necessary to establish, for operational purposes,
an ILS with a glide path angle greater than 3;
c Note: The pilot can accurately maintain a prescribed angle of approach only when provided with
either continuous visual or radio navigation guidance.
c b) the pilot should not be required to complete a turn on to final approach at distances less than will:
c - in the case of visual operations, permit an adequate period of stabilized flight on final approach
before crossing the runway threshold; or
c - in the case of instrument approaches, permit the aircraft to be established on final approach
prior to interception of the glide path.
c Within the constraints necessary at some locations to maintain efficient air traffic services, noise abatement
descent and approach procedures utilizing continuous descent and reduced power/reduced drag techniques
(or a combination of both) have proved to be both effective and operationally acceptable. The objective of
such procedures is to achieve uninterrupted descents at reduced power and with reduced drag, by delaying
the extension of wing flaps and landing gear until the final stages of approach. The speeds employed during
the application of these techniques tend, accordingly, to be higher than would be appropriate for descent and
approach with the flaps and gear extended throughout, and such procedures must therefore comply with the
limitations in this section.
c Compliance with published noise abatement approach procedures should not be required in adverse
operating conditions such as:
c a) if the runway is not clear and dry, i.e. it is adversely affected by snow, slush, ice or water, mud,
rubber, oil or other substances;
c b) in conditions when the ceiling is lower that 150m (500ft) above aerodrome elevation, or when the
horizontal visibility is less than 1.9km (1NM);
c c) when the crosswind component, including gusts, exceeds 15KT (28KMH);
c d) when the tailwind component, including gusts, exceeds 5KT (9KMH); and
c e) when wind shear has been reported or forecast or when adverse weather conditions, e.g.
thunderstorms, are expected to affect the approach.
Lido 2014
Sheet 872479
Vueling (vueling)
General Part
RAR
28-AUG-2014
9.4.5 Aeroplane Operating Procedures - Landing
Noise abatement procedures shall not contain a prohibition of use of reverse thrust during landing.
9.4.6 Displaced Thresholds
a The practice of using a displaced runway threshold as a noise abatement measure shall not be employed
unless aircraft noise is significantly reduced by such use and the runway length remaining is safe and
sufficient for all operational requirements.
a Note: Reduction of noise levels to the side of and at the beginning of a runway can be achieved by
displacing the commencement of the take-off, but at the expense of increased noise exposures
under the flight path. Displacement of the landing threshold will, in the interests of safety,
involve clearly marking the threshold to indicate the displacement and relocation of the approach
aids.
9.4.7 Configuration and Speed Changes

a Deviations from normal configuration and speeds appropriate to the phase of flight shall not be made
mandatory.
9.4.8 Upper Limit
a Noise abatement procedures shall include information on the altitude/height above which they are no longer
applicable.
9.4.9 Communications
a In order not to distract flight crews during the execution of noise abatement procedures, air/ground
communications should be kept to a minimum.
Lido 2014
Sheet 872480
*872480*
Vueling (vueling)
RAR General Part
28-AUG-2014
9.5 Noise Abatement Departure Climb Guidance
9.5.1 General
a Aeroplane operating procedures for the departure climb shall ensure that the necessary safety of flight
operations is maintained while minimizing exposure to noise on the ground. These procedures are provided
as examples because the noise reductions obtained depend greatly on the type of aeroplane, engine type,
thrust required, and the height at which thrust is reduced. For this reason, procedures that provide the best
possible noise benefit may differ significantly from one aeroplane type to another, and between aeroplanes of
the same type with different engines. States should avoid the practice of requiring all operators to use one of
the example procedures for departures from specific runways, and should instead allow aircraft operators to
develop operational procedures that maximize the noise benefits obtainable from their aeroplanes. This is not
intended to prevent States from suggesting the use of a procedure based on one of the examples, as an
alternative to operator-specific procedures. The following two examples of operating procedures for the climb
have been developed as guidance and are considered safe when the criteria in PARA "Operational
Limitations" are satisfied.
a The first example (NADP 1) is intended to describe one method, but not the only method, of providing noise
reduction for noise-sensitive areas in close proximity to the departure end of the runway.
a The second example (NADP 2) similarly describes one method, but not the only method, of providing noise
reduction to areas more distant from the runway end.
a Aircraft operators may find that to suit their particular route system (i.e. at aerodromes where they operate),
two different procedures, one designed for close and the other designed for distant noise reduction, may be
appropriate.
a The two example procedures differ in that the acceleration segment for flap/slat retraction is either initiated
prior to reaching the maximum prescribed height or at the maximum prescribed height. To ensure optimum
acceleration performance, power or thrust reduction may be initiated at an intermediate flap setting.
a Note: For any procedure, intermediate flap transitions required for specific performance-related issues
may be initiated prior to the prescribed minimum height; however, no power reduction can be
initiated prior to attaining the prescribed minimum altitude.
Lido 2014
Sheet 872480
Vueling (vueling)
General Part
RAR
28-AUG-2014
9.5.2 ICAO Noise Abatement Departure Climb (NADP 1)
a Example of a Procedure Alleviating Noise Close to the Aerodrome
This procedure involves a power or thrust reduction at or above the prescribed minimum altitude (800ft/240m
AAE) and the delay of flap/slat retraction until the prescribed maximum altitude is attained. At the prescribed
maximum altitude (3000ft/900m AAE), the aircraft is accelerated and the flaps/slats are retracted on
schedule while maintaining a positive rate of climb, to complete the transition to normal en-route climb
c speed. The initial climbing speed to the noise abatement initiation point is not less than V2 plus 10KT
(20KMH).
In this example, on reaching an altitude of 800ft/240m AAE, engine power or thrust is adjusted in accordance
with the noise abatement power/thrust schedule provided in the aircraft operating manual. A climb speed of
c V2 plus 10 to 20KT (V2 plus 20 to 40KMH) is maintained with flaps and slats in the take-off configuration. On
reaching an altitude of 3000ft/900m AAE, the aircraft is accelerated and the flaps/slats are retracted on
schedule while maintaining a positive rate of climb to complete the transition to normal en-route climb speed.
a
Maintain positive rate of climb. Accelerate smoothly to en-route climb speed.

Retract flaps/slats on schedule.
900m - (3 000ft)
NADP 1
Climb speed at V 2 + 20 to 40km/h (V 2 + 10 to 20KT)
Reduced power/thrust is maintained to 900m (3 000ft)
Maintain with flaps/slats in the take-off configuration
240m - (800ft) Power/thrust reduction initiated at 240m (800ft)
Take-off power/thrust, speed V2 + 20 km/h (V2 + 10KT)

Not to scale
Runway
Lido 2014
Sheet 872481
*872481*
Vueling (vueling)
RAR General Part
28-AUG-2014
9.5.3 ICAO Noise Abatement Departure Climb (NADP 2)
a Example of a Procedure Alleviating Noise Distant from the Aerodrome
This procedure involves initiation of flap/slat retraction at or above the prescribed minimum altitude
(800ft/240m AAE) but before reaching the prescribed maximum altitude (3000ft/900m AAE). The flaps/slats
are to be retracted on schedule while maintaining a positive rate of climb. Intermediate flap retraction, if
required for performance, may be accomplished below the prescribed minimum altitude. The power or thrust
reduction is initiated at a point along the acceleration segment that ensures satisfactory acceleration
performance. At the prescribed maximum altitude, a transition is made to normal en-route climb procedures.
c The initial climbing speed to the noise abatement initiation point is not less than V2 plus 10KT (V2 plus
20KMH).
In the example shown below, on reaching 800ft/240m AAE, the aircraft body angle/angle of pitch is
c decreased, the aeroplane is accelerated towards Vzf, and the flaps/slats are retracted on schedule. Power or
thrust reduction is initiated at a point along the acceleration segment that ensures satisfactory acceleration
performance. A positive rate of climb is maintained to 3000ft/ 900m AAE. On reaching this altitude, a
transition is made to normal en-route climb speed.
c An aeroplane should not be diverted from its assigned route unless:
c a) in the case of a departing aeroplane it has attained the altitude or height which represents the upper
limit for noise abatement procedures; or
c b) it is necessary for the safety of the aeroplane (e.g. for avoidance of severe weather or to resolve a
traffic conflict).
Transition smoothly to en-route climb speed

900m - (3 000ft)
Power/thrust is reduced during the flap/slat NADP 2

retraction sequence at a point that ensures
satisfactory acceleration performance
At 240m (800ft) and while maintaining a positive rate of climb,

body angle is reduced and flaps/slats are retracted on schedule
as the aeroplane is accelerated towards VZF
240m - (800ft)
Take-off thrust, speed V 2 + 20 to 40km/h (V2 + 10 to 20KT)

Not to scale
Runway
Lido 2014
Sheet 872481
Vueling (vueling)
General Part
RAR
28-AUG-2014
9.5.4 TKOF PROC A
a The procedure below is the previous ICAO Noise Abatement Take-off Procedure A which is still applied at
several aerodromes.
a TKOF PROC A results in noise relief during the latter part of the procedures.
a Whenever such procedure is applied at an aerodrome, it is referred to as "TKOF PROC A" in the
Lido/RouteManual AOI pages.
a TKOF PROC A
a TKOF to 1500ft (450m) AAE
a - TKOF power
a - TKOF flap
a - climb at V2 + 10 to 20KT (V2 + 20 to 40KMH) (or as limited by body angle)
a At 1500ft (450m)
a - reduce thrust to not less than climb power/thrust.
a 1500ft to 3000ft (450m to 900m)
a - climb at V2 + 10 to 20KT (V2 + 20 to 40KMH)
a At 3000ft (900m)
a - accelerate smoothly to en-route climb speed with flap retraction on schedule.
Flap retraction and accelerate

smoothly to en-route climb
900m - (3 000ft)
TKOF PROC A
Climb at V2 + 20 to 40 km/h
(V2 + 10KT to 20KT)
600m - (2 000ft)
450m - (1500ft)
Reduce to climb power/thrust
300m - (1 000ft)
Take-off thrust
V 2 + 20 to 40 km/h
(V 2 + 10 to 20KT)
Not to scale
Runway
Lido 2014
Sheet 872482
*872482*
Vueling (vueling)
RAR General Part
28-AUG-2014
9.5.5 TKOF PROC B
a The procedure below is the previous ICAO Noise Abatement Take-off Procedure B which is still applied at
several aerodromes.
a TKOF PROC B provides relief during that part of the procedure close to the airport.
a Whenever such procedure is applied at an aerodrome, it is referred to as "TKOF PROC B" in the
Lido/RouteManual AOI pages.
a TKOF PROC B
a TKOF to 1000ft (300m) AAE
a - TKOF power/thrust
a - TKOF flap
a - climb at V2 + 10 to 20KT (V2 + 20 to 40KMH)
a At 1000ft (300m)
a - maintain a positive rate of climb, accelerate to zero flap minimum safe maneuvering speed (VZF) retracting
flap on schedule.
a Thereafter, reduce thrust consistent with the following:
a a) for high bypass ratio engines, reduce to normal climb power/thrust;
a b) for low bypass ratio engines, reduce power/thrust to below normal climb thrust but not less than
that necessary to maintain the final take-off engine-out climb gradient; and
a c) for aeroplanes with slow flap retracting, reduce power/thrust at an intermediate flap setting.
a thereafter,
a from 1000ft to 3000ft (300m to 900m):
a - continue climb at not greater than VZF + 10KT (VZF + 20KMH)
a At 3000ft (900m)
a - accelerate smoothly to en-route climb speed.
a Note: Aeroplanes such as supersonic aeroplanes not using wing flaps for take-off should reduce thrust
before attaining 1000ft (300m) but not lower than 500ft (150m).
Accelerate smoothly
to en-route climb
900m - (3 000ft)
TKOF PROC B
Climb at VZF + 20 km/h (V ZF + 10KT)
Reduce power/thrust
600m - (2 000ft)
Retract flap on schedule
300m - (1 000ft) Accelerate to V ZF
Take-off thrust
V 2 + 20 to 40 km/h
(V 2 + 10 to 20KT)
Not to scale
Runway
Lido 2014
Sheet 872482
Vueling (vueling)

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Rules and Regulations EASA

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General Part

1 Introduction 1.1 Content of the RAR Section 10

2 RAR In-Flight 2.1 Flight Information Region and Service 21

3 Rules on Ground 3.1 Signals for Aerodrome Traffic 470

4 Air Traffic Management 4.1 Air Traffic Control Clearances 490

5 PANS-OPS Procedure 5.1 General 601

6 FAA TERPS Procedure 6.1 General 790

7 OpSpec Aerodrome 7.1 Take-Off Minima 803

8 EASA OPS Aerodrome 8.1 Introduction 810

1.1 Content of the RAR Section

1.2 ICAO Regional Supplementary Procedures

NAM NAT EUR MID / ASIA

2.1 Flight Information Region and Service

Traffic Information A TIZ is a non-controlled airspace of defined dimensions extending upwards

2.3.2.2 Air Traffic Control Service

2.3.2.2.2 Operation of Air Traffic Control Service

Air traffic control service,

Ground-air Visual Signal Code

Require assistance. Operation completed.

Require medical assistance. We have found all personnel.

No or Negative. We have found only some personnel.

Yes or Affirmative. We are not able to continue. Returning to base.

Have divided into two groups. Each proceeding in

Information received that aircraft is in this direction.

Nothing found. Will continue to search.

2.6.2.6 Operation on and in the Vicinity of an Aerodrome

2.6.3.4 All Aeroplanes on Flights Over Designated Land Areas

Absolute Pressure (hPa) Meters Feet

e) a turn and slip indicator;

2.6.3.9 Pressurized Aeroplanes When Carrying Passengers - Weather Radar

2.6.3.12 Mach Number Indicator

2.6.3.14 Emergency Locator Transmitter (ELT)

2.6.4 Aeroplane Communication and Navigation Equipment

prescribed RCP type(s); and

2.6.4.2 Navigation Equipment

2.7.2 Compliance with ATC Procedures

2.7.4 Change from VFR Flight to IFR Flight

a Passing Through the Transition Layer

2.10.2.5 Missed Approach

Navigation General Information 3.4 Non-Precision Approaches

2.11.1.14 Terminal Arrival Altitude (TAA)

2.11.7 Minimum Levels - IFR Flights

2.11.8 Cruising Levels

appropriate transition procedures to be associated therewith are specified.

appropriate transition procedures to be associated therewith are specified.

2.12.3.1.2 Lateral Separation Criteria and Minima

Lateral Separation for Aircraft Flying VOR and GNSS

Aircraft Flying on Crossing Tracks

Aircraft Climbing or Descending

Aircraft on Reciprocal Tracks

Aircraft at the Same Cruising Level

Aircraft on Crossing Tracks

a Separation RNP RCP RSP Maximum ADS-C

List of Aircraft Types and Wake Turbulence Categories (WTC)

767-200 / 200ER 762 B762 H

Departing aircraft using:

Operating on a runway with a displaced landing threshold when:

Radar Separation Minima

2.12.4.6 Indication of Wake Turbulence Category

the second aircraft;

2.13.1.2 Contents of a Flight Plan

2.13.1.3 Completion of a Flight Plan

2.13.1.5 Closing a Flight Plan

2.13.1.6 Adherence to Current Flight Plan