EUROPE-AFRICA- MIDDLE EAST

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1 DoD FLIGHT INFORMATION PUBLICATION AP/2 AREA PLANNING EUROPE-AFRICA- MIDDLE EAST EFFECTIVE 0001L 26 APR 2018 TO 0001L 11 OCT 2018 PCN NR 1 EFFECTIVE 0001L 21 JUN 2018 PCN NR 2 EFFECTIVE 0001L 16 AUG 2018 Consult NOTAMS for latest information. Published by NATIONAL GEOSPATIAL-INTELLIGENCE AGENCY ST. LOUIS, MISSOURI NGA Aeronautical Services is an ISO 9001:2008 certified organization. Copyright 2018 by the United States Government No copyright claimed under Title 17 U.S.C. * * NSN NGA REF. NO. PLANXAP2 *18116* EFF. DATE 18116

2 SPECIAL NOTICE ELECTRONIC FLIP NOTICE The Aeronautical Content Exploitation System (ACES) is an enhanced web planning tool within NIPRNET and on the Internet that allows users to access the full suite of NGA s aeronautical products, including AAFIF, DAFIF, DoD FLIP, and the Aeronautical Mobile Application, as well as Nav Plan charts and imagery. See /aerodata.nga.mil/aerobrowser/ OR for graphics-based access to DoD FLIP and other aeronautical products, and links to Host Nation FLIP. See for direct access to Host Nation FLIP. Don t have internet access? NGA s FLIP products are available on the FLIP DVD using NSN , and NGA s Aeronautical Mobile Application is available on DVD using NSN APRIL 2018 SPLIT OF THE EEA SUPPLEMENT/TERMINAL BOOK INTO SEPARATE VOLUMES Effective 16 August 2018 (cycle 1809) the Eastern Europe and Asia (EEA) Supplement/Terminal book will be split into separate Enroute Supplement and Terminal (High/Low/SID/STAR) volumes (FDAWG item , approved FDAWG 18-01). Effective 11 October 2018 (cycle 1811), the combined EEA Enroute Change Notice/Terminal Change Notice (ECN/TCN) will be split into separate ECN and TCN. No action is required on the part of current recipients of the EEA Supplement/Terminal book; DODAACs will be updated automatically to include the new volumes. 2 APRIL 2015 REMOVAL OF ELECTRONIC DATE STAMPS Beginning Effective 2 April 2015, all Terminal, Supplement, and Planning electronic products available on the ACES and Aerospatial websites, Aeronautical FLIP DVD, and the Aeronautical Mobile Application will no longer be stamped with the RED effective date stamps located at the bottom of the electronic pages. This is to prepare for EFB applications in change detection. Please utilize hard-copy cover page, DVD label covers, or website banners for effective dates. 21 AUGUST 2014 COUNTRY CODE MIGRATION FROM FIPS TO GENC Beginning effective 21 August 2014, the FIPS country codes annotated at the top of the terminal procedures in parenthesis will be replaced by CIV for civil and MIL for military on an as revised basis. During this transition both FIPS and (CIV/MIL) will be intermixed throughout the FLIP Terminal publications. For translation between FIPS and GENC country codes during this transition reference page A-4, Item 3 of the FLIP Enroute Supplement.

3 INTRODUCTION INTRODUCTION 1 GENERAL - AP/2 contains aeronautical data for Europe-Africa-Middle East and supplements the data in General Planning (GP), and select data in the Enroute Supplements and Flight Information Handbook. Refer to Chapter 3 of GP for a complete description of the FLIP Planning document. Textual entries shall have a Source Reference entry following the paragraph or paragraphs to which they apply. REVISION CYCLE - AP/2 is revised every 24 weeks. The schedule including cutoff and effective dates is listed in GP Chapter 11, paragraph 11-6b. INTERNET - DAFIF ; Enroute and Planning Charts, Planning Documents and Planning Change Notices (PCN); Enroute Supplements, Enroute Change Notices (ECN) and Terminal Procedures are available at CUSTOMER HELP - For questions concerning NGA aeronautical products or services, please phone the NGA Aeronautical Help Desk at or DSN aeronautical questions to AMENDMENTS - AP/2 is amended by two (2) scheduled Planning Change Notices (PCNs)published 8 and 16 weeks after the effective date of AP/2. Since these PCNs are non-cumulative they must be retained until the new issue of the basic product is received. NEW OR MODIFIED DATA - A vertical line appearing in the margin identifies data added or modified since publication of the last book (print or digital). REVISIONS AND QUALITY REPORTS - Call the appropriate military/civilian operating agencies listed FLIP General Planning Book, Chapter 11. ARRANGEMENT OF DATA NOTE: Theater, ICAO Region, and National listings will include eleven entries if information is available and/or is required, i.e., (1) Regional/National Procedures (7) Enroute (2) Visual Flight Rules (8) Terminal (3) Instrument Flight Rules (9) Aerial Refueling (4) Operational Air Traffic (Europe and Africa only) (10) Bird/Wildlife Hazard Data (5) Flight Planning (11) Additional Information (6) Flight Hazards 1. Chapter 1 - Theater information applicable to the entire Europe-Africa-Middle East Theater is published in Chapter 1. Information for each ICAO Region in the theater and national data is published in the subsequent chapters. 2. Chapter 2 - ICAO Regional Data - This data is presented in four regional sections: Section A. Africa/Indian Ocean Section B. European Section C. Middle East/Asia Section D. North Atlantic Each section contains supplementary data applicable to the specific ICAO Region. 3. Chapter 3 - National Procedures and requirements sorted alphabetically. The National Procedures entry will explain the area of coverage and include a list of FIRs/UIRs within a country. If FIR/UIR entries cover more than one country, a note will be provided to see the applicable country(s) for additional information. Entries may be published to accommodate procedures and notices determined to be of interest to DoD aircrews. a. The following is an example of the Table of Contents for each National listing. The index includes the eleven entries and a listing of those subject areas that could be expected to be located under the respective entry. NOTE: The listed entries should not be construed as being all-inclusive. Also, this is a representation of the type of information that can be expected beneath an entry. Entries will only be depicted if information is available and/or required. NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING

4 2 INTRODUCTION SECONDARY SURVEILLANCE RADAR MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT INTERCEPT PROCEDURES RIGHT OF WAY AIR TRAFFIC AT A CONTROLLED AERODROME AIRSPACE WITH DESIGNATION HX VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS DAY VFR FLIGHTS NIGHT VFR FLIGHTS VFR FLIGHTS ABOVE CLOUD LAYERS MAXIMUM AIRSPEEDS MINIMUM HEIGHTS FOR VFR OPERATIONS CHANGE OF FLIGHT RULES FROM VFR TO IFR INSTRUMENT FLIGHT RULES FM IMMUNITY MINIMUM SAFE HEIGHTS ALTIMETER SETTING AND CRUISING LEVELS ON IFR FLIGHTS CHANGE OF IFR TO VFR IFR OPERATIONS IN CLASS F FORMATION FLIGHTS TRANSMISSION OF EXPECTED APPROACH TIMES RVSM RULES RNP REQUIREMENTS ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC OPERATIONAL AIR TRAFFIC (Europe and Africa ONLY) GENERAL/COUNTRY FILING FLIGHT PLANS CLEARANCE INFORMATION IFR/VFR LOW LEVEL FLIGHT PLANNING GENERAL AIR TRAFFIC AIR DEFENSE FLIGHTS FILING FLIGHT PLANS. (DAY/NIGHT) CLEARANCE INFORMATION SUPERSONIC FLIGHTS LOW LEVEL FLYING SUPPLEMENTARY AIRPORT INFORMATION LANDING FEES FLIGHT HAZARDS ASCENTS OF CAPTIVE BALLOONS AND FREE FLYING SONDES ELECTRONIC WARFARE RANGE INFORMATION HIGH INTENSITY RADIO TRANSMITTER AREAS HIGH MIDAIR COLLISION POTENTIAL AREA OVER FLIGHT OF NUCLEAR REACTORS AND HIGH RISK INDUSTRIAL PLANTS ENROUTE FLIGHTS IN BORDER AREAS AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION TACAN ROUTES TERMINAL NOISE ABATEMENT PROCEDURES TERMINAL AREA PROCEDURES

5 INTRODUCTION 3 AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS ADDITIONAL INFORMATION RADAR ASSISTED FLIGHT INFORMATION SERVICES b. The word "Standard" will be shown under the eleven entries when the rules applicable within that area are the same as the worldwide ICAO Rules and Procedures published in Chapters 6 and 7 of General Planning, and (for Position Reporting) the Flight Information Handbook. If the rules or procedures are not standard, the differences are explained. c. ICAO Rules and Procedures are modified to some degree within each Region. These differences are explained in the eleven entries for each Region. The phrase "Same as Regional Procedures" will be shown under FIR/UIR or National procedure entries when in agreement with the regional procedures. d. ICAO CODES - ICAO, FAA or Host Country identifications are included adjacent to each airport name, i.e., Ramstein AB, GM (ETAR). 4. Daylight Saving Time - A ++ symbol following Z time effective or operating hours indicates that during periods of daylight saving time, hours will be one hour earlier than shown. Consult the applicable Enroute Supplement for areas and dates daylight saving time is observed.

6 4 TABLE OF CONTENTS TABLE OF CONTENTS SPECIAL NOTICES Inside Front Cover INTRODUCTION TABLE OF CONTENTS PAGE CHAPTER 1 - THEATER SUPPLEMENTARY PROCEDURES GENERAL THEATER PROCEDURES/NOTICES NATIONAL PROCEDURES DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING FLIGHT PLANNING AND AIR TRAFFIC FLOW MANAGEMENT PROCEDURES SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC AREAS AND REMOTE AREAS CLEARANCE INFORMATION FLIGHT HAZARDS ADDITIONAL INFORMATION CHAPTER 2 - ICAO REGIONAL DATA SECTION A - AFRICA/INDIAN OCEAN (AFI) REGIONAL CHART SECTION A - AFRICA/INDIAN OCEAN REGIONAL SUPPLEMENTARY PROCEDURES NATIONAL PROCEDURES DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING PAGE SECTION B - EUROPEAN (EUR) REGIONAL CHART2-3 SECTION B - EUROPEAN (EUR) REGIONAL SUPPLEMENTARY PROCEDURES NATIONAL PROCEDURES DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURE VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, MODE-S, ETC FLIGHT PLANNING ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREA BIRD HAZARD DATA ADDITIONAL INFORMATION PROCEDURES FOR AIRCRAFT FLYING IN THE ADRIATIC SEA TELEPHONE CONTACTS SECTION C - MIDDLE EAST/ASIA (MID/ASIA) REGIONAL CHART SECTION C - MIDDLE EAST/ASIA REGIONAL SUPPLEMENTARY PROCEDURES NATIONAL PROCEDURES DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES

7 TABLE OF CONTENTS 5 PAGE INSTRUMENT FLIGHT RULES SECTION D - NORTH ATLANTIC (NAT) REGIONAL CHART SECTION D - NORTH ATLANTIC REGIONAL SUPPLEMENTARY PROCEDURES NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE MINIMUM NAVIGATION AND PERFORMANCE SPECIFICATIONS POSITION REPORTING SECONDARY SURVEILLANCE RADAR INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) CLEARANCE INFORMATION ADDITIONAL INFORMATION SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES CHAPTER 3 - NATIONAL SUPPLEMENTARY PROCEDURES ALBANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC FILING FLIGHT PLANS (DAY/NIGHT) SUPPLEMENTARY AIRPORT INFORMATION - TIRANA/RINAS (LATI) PAGE ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION ALGERIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES ANGOLA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING GENERAL AIR TRAFFIC ASCENSION ISLAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING CLEARANCE INFORMATION SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS

8 6 TABLE OF CONTENTS PAGE AUSTRIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES MAXIMUM SPEED VERTICAL SEPARATION POSITION REPORTING MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT INTERCEPT PROCEDURES VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS NIGHT VFR FLIGHTS INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS ENGINE START FOR IFR DEPARTURES FORMATION FLIGHTS RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) LOW LEVEL FLYING ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION FREE ROUTE AIRSPACE GENERAL PROCEDURES GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL NOISE ABATEMENT PROCEDURES TERMINAL AREA PROCEDURES BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS BAHRAIN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION PAGE BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS ADDITIONAL INFORMATION BELGIUM NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES OPERATIONAL AIR TRAFFIC (EUROPE AND AFRICA ONLY) GENERAL/COUNTRY FILING FLIGHT PLANS FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS TELEPHONE CONTACTS BIRD/WILDLIFE HAZARD DATA ADDITIONAL INFORMATION MINIMUM SAFETY HEIGHTS BENIN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS MAXIMUM AIRSPEEDS MINIMUM HEIGHTS FOR VFR OPERATIONS

9 TABLE OF CONTENTS 7 PAGE INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS ALTIMETER SETTING PROCEDURES FLIGHT PLANNING BOSNIA AND HERZEGOVINA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC NOTAMS FLIGHT HAZARDS ASCENTS OF CAPTIVE BALLOONS AND FREE FLYING SONDES BOTSWANA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING AIR TRAFFIC AT A CONTROLLED AERODROME VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES BULGARIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES NIGHT VFR FLIGHTS PAGE INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC ENROUTE GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES BURKINA FASO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES BURUNDI NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES CAMEROON NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES MINIMUM HEIGHTS FOR VFR OPERATIONS INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS RVSM RULES

10 8 TABLE OF CONTENTS PAGE CANADA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING CLEARANCE INFORMATION CANARY ISLANDS NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) CABO VERDE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES CENTRAL AFRICAN REPUBLIC NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES PAGE CHAD NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES COMORO ISLANDS NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES CONGO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES TERMINAL TERMINAL AREA PROCEDURES COTE D IVOIRE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES CROATIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC

11 TABLE OF CONTENTS 9 PAGE ENROUTE GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES CYPRUS NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FM IMMUNITY ALTIMETER SETTING AND CRUSING LEVELS ON IFR FLIGHTS RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS CZECH REPUBLIC NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES BIRD/WILDLIFE HAZARD DATA PAGE DEMOCRATIC REPUBLIC OF THE CONGO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION DENMARK NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) SUPERSONIC FLIGHTS FLIGHT HAZARDS OVER FLIGHT OF NUCLEAR REACTORS AND HIGH RISK INDUSTRIAL PLANTS ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL NOISE ABATEMENT PROCEDURES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS TELEPHONE CONTACTS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS

12 10 TABLE OF CONTENTS PAGE ADDITIONAL INFORMATION OTHER DJIBOUTI NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ENROUTE EGYPT NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RNAV PROCEDURES RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) SUPPLEMENTARY AIRPORT INFORMATION EQUATORIAL GUINEA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES PAGE ERITREA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS NIGHT VFR FLIGHTS MINIMUM HEIGHTS FOR VFR OPERATIONS INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC FILING FLIGHT PLANS (DAY/NIGHT) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION ESTONIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) SUPERSONIC FLIGHTS ETHIOPIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING CLEARANCE INFORMATION SUPPLEMENTARY AIRPORT INFORMATION

13 TABLE OF CONTENTS 11 PAGE ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION FINLAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL NOISE ABATEMENT PROCEDURES FRANCE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS MINIMUM HEIGHTS FOR VFR OPERATIONS OTHER INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS RVSM RULES OTHER OPERATIONAL AIR TRAFFIC (EUROPE AND AFRICA ONLY) FLIGHT PLANNING PAGE FLIGHT HAZARDS ASCENTS OF CAPTIVE BALLOONS AND FREE FLYING SONDES OVER FLIGHT OF NUCLEAR REACTORS AND HIGH RISK INDUSTRIAL PLANTS ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS GABON NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS RVSM RULES GAMBIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE GERMANY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING AIRSPACE WITH DESIGNATION HX VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS DAY VFR FLIGHTS NIGHT VFR FLIGHTS VFR FLIGHTS ABOVE CLOUD LAYERS MAXIMUM AIRSPEEDS MINIMUM HEIGHTS FOR VFR OPERATIONS CHANGE OF FLIGHT RULES FROM VFR TO IFR FILING FLIGHT PLANS (DAY/NIGHT) SUPERSONIC FLIGHTS LOW LEVEL FLYING SUPPLEMENTARY AIRPORT INFORMATION

14 12 TABLE OF CONTENTS PAGE INSTRUMENT FLIGHT RULES FM IMMUNITY CHANGE OF IFR TO VFR IFR OPERATIONS IN CLASS G AIRSPACE TRANSMISSIONS OF EXPECTED APPROACH TIMES RVSM RULES ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC OPERATIONAL AIR TRAFFIC (EUROPE AND AFRICA ONLY) GENERAL/COUNTRY FILING FLIGHT PLANS FLIGHT PLANNING GENERAL AIR TRAFFIC AIR DEFENSE FLIGHTS SPECIAL REGULATIONS FOR HELICOPTERS FILING FLIGHT PLANS (DAY/NIGHT) CLEARANCE INFORMATION SUPERSONIC FLIGHTS LOW LEVEL FLYING SUPPLEMENTARY AIRPORT INFORMATION LANDING FEES FLIGHT HAZARDS ELECTRONIC WARFARE RANGE INFORMATION HIGH INTENSITY RADIO TRASMITTER AREAS HIGH MIDAIR COLLISION POTENTIAL AREA OVER FLIGHT OF NUCLEAR REACTORS AND HIGH RISK INDUSTRIAL PLANTS ENROUTE FLIGHTS IN BORDER AREAS AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TACAN ROUTES TERMINAL NOISE ABATEMENT PROCEDURES TERMINAL AREA PROCEDURES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS TELEPHONE CONTACTS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS ADDITIONAL INFORMATION RADAR ASSISTED FLIGHT INFORMATION SERVICES PAGE GHANA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FLIGHT PLANNING GREECE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC OPERATIONAL AIR TRAFFIC CLEARANCE INFORMATION FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL NOISE ABATEMENT PROCEDURES TERMINAL AREA PROCEDURES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS

15 TABLE OF CONTENTS 13 PAGE GUINEA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING CLEARANCE INFORMATION ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GUINEA-BISSAU NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES HUNGARY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ENROUTE AIRWAY/ROUTES FREE ROUTE AIRSPACE GENERAL PROCEDURES GENERAL CDR INFORMATION PAGE ICELAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) CLEARANCE INFORMATION SUPPLEMENTARY AIRPORT INFORMATION ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS IRAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS RVSM RULES RNP REQUIREMENTS ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) ENROUTE FLIGHTS IN BORDER AREAS AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION

16 14 TABLE OF CONTENTS PAGE IRAQ NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES CHANGE FROM IFR FLIGHT TO VFR FLIGHT RVSM RULES RNP REQUIREMENTS ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC FLIGHT PLANNING IRELAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FM IMMUNITY FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) FLIGHT PLANNING IN SHANNON UTA, NOTA, AND SOTA FLIGHT HAZARDS HIGH MIDAIR COLLISION POTENTIAL AREA ENROUTE FLIGHTS IN BORDER AREAS GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS PAGE ISRAEL NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING GENERAL AIR TRAFFIC SUPPLEMENTARY AIRPORT INFORMATION ITALY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS VFR FOR HELICOPTERS INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES OPERATIONAL AIR TRAFFIC (EUROPE AND AFRICA ONLY) FLIGHT PLANNING GENERAL AIR TRAFFIC CLEARANCE INFORMATION SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS

17 TABLE OF CONTENTS 15 PAGE JORDAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC FLIGHT PLANNING GENERAL AIR TRAFFIC SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS ENROUTE FLIGHTS IN BORDER AREAS AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION KENYA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES ENROUTE TERMINAL NOISE ABATEMENT PROCEDURES KOSOVO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES PAGE INSTRUMENT FLIGHT RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION KUWAIT NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION ADDITIONAL INFORMATION STANDRARD OPERATING PROCEDURES RANGES/MOA LATVIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES LEBANON NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS MINIMUM HEIGHTS FOR VFR OPERATIONS

18 16 TABLE OF CONTENTS PAGE INSTRUMENT FLIGHT RULES RVSM RULES ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION LESOTHO NATIONAL PROCEDURES GENERAL INFORMATION FIR/UIR COVERAGE LIBERIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE LIBYA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION LITHUANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES LUXEMBOURG NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE PAGE MACEDONIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR VISUAL FLIGHT RULES DAY VFR FLIGHTS INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION MADAGASCAR NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT HAZARDS TERMINAL TERMINAL AREA PROCEDURES MALAWI NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES

19 TABLE OF CONTENTS 17 PAGE INSTRUMENT FLIGHT RULES RVSM RULES MALI NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES MALTA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT INTERCEPT PROCEDURES VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FM IMMUNITY IFR OPERATIONS IN CLASS F RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS FLIGHT HAZARDS ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES FREE ROUTE AIRSPACE GENERAL PROCEDURES TERMINAL AERIAL REFUELING AERIAL REFUELING TRACKS BIRD/WILDLIFE HAZARD DATA MAURITANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE INSTRUMENT FLIGHT RULES RVSM RULES PAGE MONTENEGRO NATIONAL PROCEDURES GENERAL INFORMATION FIR/UIR COVERAGE MOROCCO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES MOZAMBIQUE NATIONAL PROCEDURES DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES NAMIBIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES NETHERLANDS NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES POSITION REPORTING VERTICAL SEPARATION

20 18 TABLE OF CONTENTS PAGE VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES OPERATIONAL AIR TRAFFIC (EUROPE AND AFRICA ONLY) GENERAL/COUNTRY FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS ENROUTE ROUTE AND AREA RESTRICTIONS AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS TELEPHONE CONTACTS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS ADDITIONAL INFORMATION NIGER NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS RVSM RULES NIGERIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES PAGE INSTRUMENT FLIGHT RULES RVSM RULES NORWAY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) LOW LEVEL FLYING SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS ENROUTE GENERAL CDR INFORMATION TERMINAL TERMINAL AREA PROCEDURES OMAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) SUPPLEMENTARY AIRPORT INFORMATION BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS

21 TABLE OF CONTENTS 19 PAGE POLAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS MAXIMUM AIRSPEEDS MINIMUM HEIGHTS FOR VFR OPERATIONS INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES PORTUGAL NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES ATS AIRSPACE CLASSIFICATION AIRSPACE EXCEPTIONS FREE ROUTE AIRSPACE GENERAL PROCEDURES INSTRUMENT FLIGHT RULES FM IMMUNITY RNAV OPERATIONS RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS PROCEDURES FOR THE SUBMISSION OF FLIGHT PLANS CROSSING PORTUGAL AND SPAIN BOUNDARIES ROUTE AND AREA RESTRICTIONS SUPPLEMENTARY AIRPORT INFORMATION PAGE ENROUTE FREE ROUTE AIRSPACE GENERAL PROCEDURES ROUTE AND AREA RESTRICTIONS PREFERRED ROUTES GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL TERMINAL AREA PROCEDURES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS QATAR NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ENROUTE PREFERRED ROUTES BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS ROMANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING AREA WITH SENSITIVE FAUNA VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES FLIGHT PLANNING ARRIVAL REPORT (CLOSING A FLIGHT PLAN) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES

22 20 TABLE OF CONTENTS PAGE RUSSIA NATIONAL PROCEDURES RWANDA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS SAO TOME NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE SAUDI ARABIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES NIGHT VFR FLIGHTS MINIMUM HEIGHTS FOR VFR OPERATIONS INSTRUMENT FLIGHT RULES RVSM RULES RNP REQUIREMENTS FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS ADDITIONAL INFORMATION SENEGAL NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING PAGE VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS RVSM RULES RNP REQUIREMENTS SERBIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FLIGHTS RVSM RULES ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION SIERRA LEONE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE SLOVAKIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES ROUTE AND AREA RESTRICTIONS INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC ENROUTE FREE ROUTE AIRSPACE GENERAL INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES

23 TABLE OF CONTENTS 21 PAGE BIRD/WILDLIFE HAZARD SLOVENIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES DAY VFR FLIGHTS MINIMUM HEIGHTS FOR VFR OPERATIONS INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC FLIGHT PLANNING GENERAL AIR TRAFFIC FILING FLIGHT PLANS (DAY/NIGHT) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES SOMALIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) FLIGHT HAZARDS ENROUTE PAGE SOUTH AFRICA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING TERMINAL NOISE ABATEMENT PROCEDURES SOUTH SUDAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC FILING FLIGHT PLANS (DAY/NIGHT) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS SPAIN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES AIRSPACE STRUCTURE FREE ROUTE AIRSPACE GENERAL PROCEDURES AIR TRAFFIC FLOW MANAGEMENT AND AIRSPACE MANAGEMENT (ATFM) VERTICAL SEPARATION POSITION REPORTING AIRCRAFT EQUIPMENT

24 22 TABLE OF CONTENTS PAGE VISUAL FLIGHT RULES FLIGHT LEVELS INSTRUMENT FLIGHT RULES EUR RVSM AIRSPACE RULES RVSM RULES OPERATIONAL AIR TRAFFIC (EUROPE AND AFRICA ONLY) GENERAL/COUNTRY FLIGHT PLANNING RESTRICTIONS RELATED TO FLIGHT PLAN ADHERENCE TO THE ROUTE AVAILABILITY DOCUMENT (RAD) OPERATIONAL AIR TRAFFIC CLEARANCE INFORMATION RVSM AIRSPACE TRANSITIONS IN SPAIN S FIRs/UIRs3-190 SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS HIGH MIDAIR COLLISION POTENTIAL AREA ENROUTE GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL TERMINAL AREA PROCEDURES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS TELEPHONE CONTACTS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS SUDAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION VISUAL FLIGHT RULES PAGE INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC FILING FLIGHT PLANS (DAY/NIGHT) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS SWAZILAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE SWEDEN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING ENROUTE GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL NOISE ABATEMENT PROCEDURES ADDITIONAL INFORMATION OTHER AIRSPACE EXCEPTIONS

25 TABLE OF CONTENTS 23 PAGE SWITZERLAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING MAXIMUM SPEED SECONDARY SURVEILLANCE RADAR MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT INTERCEPT PROCEDURES INSTRUMENT FLIGHT RULES RVSM RULES ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) SUPERSONIC FLIGHTS FLIGHT HAZARDS ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL NOISE ABATEMENT PROCEUDRES BIRD/WILDLIFE HAZARD DATA BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA SYRIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FLIGHT PLANNING GENERAL AIR TRAFFIC FILING FLIGHT PLANS (DAY/NIGHT) CLEARANCE INFORMATION PAGE TANZANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE TOGO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE TUNISIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION TURKEY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FM IMMUNITY RVSM RULES FLIGHT PLANNING GENERAL AIR TRAFFIC CLEARANCE INFORMATION SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS HIGH MIDAIR COLLISION POTENTIAL AREA ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION

26 24 TABLE OF CONTENTS PAGE TERMINAL TERMINAL AREA PROCEDURES BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS ADDITIONAL INFORMATION UGANDA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES MINIMUM HEIGHTS FOR VFR OPERATIONS INSTRUMENT FLIGHT RULES RVSM RULES UNITED ARAB EMIRATES NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING MINIMUM NAVIGATION & COMMUNCTIONS EQUIPMENT VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS INSTRUMENT FLIGHT RULES FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION UNITED KINGDOM NATIONAL PROCEDURES AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING SECONDARY SURVEILLANCE RADAR MINIMUM NAVIGATION & COMMUNCTIONS EQUIPMENT PAGE VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS NIGHT VFR FLIGHTS VFR FLIGHTS ABOVE CLOUD LAYERS MINIMUM HEIGHTS FOR VFR OPERATIONS CHANGE OF FLIGHT RULES FROM VFR TO IFR INSTRUMENT FLIGHT RULES FM IMMUNITY MINIMUM SAFE HEIGHTS ALTIMETER SETTING AND CRUSING LEVELS ON IFR FLIGHTS CHANGE OF IFR TO VFR FORMATION FLIGHTS TRANSMISSIONS OF EXPECTED APPROACH TIMES REDUCED VERTICAL SEPARATION MINIMA (RVSM) RULES OPERATIONAL AIR TRAFFIC GENERAL/COUNTRY FILING FLIGHT PLANS FLIGHT PLANNING GENERAL AIR TRAFFIC FILING FLIGHT PLANS (DAY/NIGHT) CLEARANCE INFORMATION SUPERSONIC FLIGHTS LOW LEVEL FLYING SUPPLEMENTARY AIRPORT INFORMATION FLIGHT HAZARDS ASCENTS OF CAPTIVE BALLOONS AND FREE FLYING SONDES HIGH INTENSITY RADIO TRASMITTER AREAS HIGH MIDAIR COLLISION POTENTIAL AREA ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES TERMINAL NOISE ABATEMENT PROCEDURES TERMINAL AREA PROCEDURES AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS ADDITIONAL INFORMATION RADAR ASSISTED FLIGHT INFORMATION SERVICES RAF STANDARD WEATHER MESSAGE APPROACH AND DEPARTURE CONTROL SERVICE ATC PROCEDURES UK/US

27 TABLE OF CONTENTS 25 PAGE TELEPHONE CONTACTS WESTERN SAHARA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE YEMEN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS NIGHT VFR FLIGHTS MINIMUM HEIGHTS FOR VFR OPERATIONS INSTRUMENT FLIGHT RULES ZAMBIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS AIRSPACE STRUCTURE ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING PAGE VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) BIRD/WILDLIFE HAZARD DATA ZIMBABWE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE DIMENSIONAL UNITS ALTIMETER SETTING PROCEDURES VERTICAL SEPARATION POSITION REPORTING VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING GENERAL AIR TRAFFIC FILING FLIGHT PLANS (DAY/NIGHT) SUPPLEMENTARY AIRPORT INFORMATION BIRD/WILDLIFE HAZARD DATA

28 26 INTENTIONALLY LEFT BLANK

29 NATIONAL PROCEDURES 1-1 Chapter 1 THEATER SUPPLEMENTARY PROCEDURES GENERAL THEATER PROCEDURES/NOTICES NATIONAL PROCEDURES DIMENSIONAL UNITS - Refer to appropriate FIR/UIR or National Supplementary Procedures. ALTIMETER SETTING PROCEDURES -Refer to appropriate Regional, FIR/UIR or National Supplementary Procedures. VERTICAL SEPARATION - Refer to appropriate FIR/UIR or National Supplementary Procedures. POSITION REPORTING - Standard. VISUAL FLIGHT RULES Refer to appropriate Regional, FIR/UIR or National Supplementary Procedures. INSTRUMENT FLIGHT RULES Refer to appropriate Regional, FIR/UIR or National Supplementary Procedures. RVSM RULES - Standard. (See individual Regional & Country listings for exceptions) FLIGHT PLANNING FLIGHT PLANNING AND AIR TRAFFIC FLOW MANAGEMENT PROCEDURES 1. Aircrews should check the Route Availability Documents (RAD) website at also available from the Central Flow Management Unit (CFMU) Network Operations Portal (NOP) Public website at pec/index.html. The RAD will include European IFR route restrictions and availability. (603 AOC/AMD/ FIL )) 2. Aviators will utilize preferred routing which are posted on the AFOD web site ( (AFOD/FIL ) 3. US Army ONLY - Flight Plan Filing - At other than USA airfields, inclusion of the re-addressee indicator ETEEYWYX on the third line of the addressee portion of the flight plan is required to ensure that the information will be transmitted to the AFOD. Aviators are further required to ensure that a departure and arrival message is sent to the AFOD for each leg of the flight. The following remark will be placed in ITEM 18 of the DD form 1801: RMK/REQ DEP and/or ARR to ETEEYWYX. For additional exceptions to flight planning procedures, check the AP/2, FLIGHT PLANNING entry for each REGION and COUNTRY in which flight operations will be conducted. (AFOD/USA FIL ) 4. EUROPEAN ORGANIZATION FOR THE SAFETY OF AIR NAVIGATION (EUROCONTROL) (603 AOC/AMD-AMCT/IFPU USERS MANUAL) a. EUROCONTROL is the European air traffic management agency responsible for approving flight plans, and for controlling the flow of traffic throughout European airspace. EUROCONTROL is organized into two divisions, the Integrated Initial Flight Plan Processing System (IFPS), and the Central Flow Management Unit (CFMU). b. IFPS receives, processes, and distributes IFR/GAT flight plan data within the area covered by the participating States, known as the IFPS Zone (IFPZ). Find a current list of participating states within the IFPS Users Manual from the Central Flow Management Unit (CFMU) Network Operations Portal (NOP) Public Website at c/index.html. c. Detailed procedures or information pertaining to either the IFPS or the CFMU not found in the following paragraphs can be found on the EUROCONTROL web site ( d. In the context of this document, Aircraft Operator (AO) is either the pilot in command or a FAR Part 121 type dispatch operation when applicable. NOTE: Information contained in the following paragraphs is taken from EUROCONTROL manuals and is only part of what is provided by EUROCONTROL in the three primary EUROCONTROL documents, (1) General and CFMU Systems, (2) IFPS Users Manual, and (3) ATFM Users Manual. Pilots should review each of these three documents, which are posted on the EUROCONTROL web site, c/index.html for additional information and greater detail. 5. FLIGHT PLANNING a. Electronic Flight Plan filing (1) AFOD WIESBADEN ( (AFOD/FIL ) b. DD Form 1801, Item 10: EQUIPMENT (1) Enter Y in item 10 of the flight plan for 8.33 khz compliance, otherwise enter COM/EXM833 (if operating in 8.33 airspace) in item 18. (USAASD-E/FIL ) c. DD Form 1801, Item 13: TIME.

30 1-2 FLIGHT PLANNING (1) Enter the Estimated Off Block Time (EOBT). The EOBT is the desired takeoff time minus the aerodrome Standard Taxi Time (STT), explained below. (IFPS Users Manual). (2) Standard Taxi Time (STT): CFMU uses STT for computing Calculated Takeoff Times (CTOT, or slot time). Take the desired takeoff time and subtract the value of STT to computed the EOBT. Use a default value of 10 minutes if the STT for the airport of departure is unknown. STT calculations are integrated into the IMT Web. EBCV 5 ETAR 5 LIPA 5 EDDF 15 HECA 15 LIRN 10 EDDS 11 LEMO 5 LITP 5 EGWU 5 LERT 5 LPLA 5 EGUN 10 LETO 5 LQSA 5 EGUL 10 LGSA 15 LQTZ 5 EHAM 15 LGTS 5 LTAC 7 ETAD 5 LICZ 5 LTAG 5 d. DD Form 1801, Item 15: ROUTE. (1) Operational Air Traffic (OAT)/General Air Traffic (GAT). OAT indicates any portion of the route of a flight operating under military air traffic services and GAT indicates operation under civil air traffic services. OAT service is generally provided on routes where TACAN provides course guidance. France treats military flights on published TACAN routes as military GAT, except when the flight is operated according to OAT procedures listed under France in Chapter 3 of this document. Insert the indicators /OAT and /GAT or OAT and GAT after the published civil point to switch between OAT and GAT. When entering the North Atlantic Tracks via UK use the proper OAT/GAT reversion points listed in Chapter 3 of this document under United Kingdom. (IFPS Users Manual). (2) The last point of the SID should be the first point on the route. (IFPS Users Manual) (3) The last point on the route should be the first point of the STAR. (IFPS Users Manual) (AFOD/FIL ) (4) ateway/spec/index.html provides access to Route Availability Document (RAD) and a flight plan validator (IFPUV) to check the flight plan prior to filing. GDSS Web links directly to the IFPUV. (AFOD/FIL ) (5) STAY INDICATOR: Effective April 04, a flight plan may indicate an en route delay in item 15 and 18 with the STAY indicator. Format is STAYn/hhmm where n represents the sequence number of the delays, starting with 1, hh represents the number of hours and mm represents the number of minutes of the delay. The route of flight must remain within the IFPZ, listed in section 12 of IFPS Users Manual. e. DD Form 1801, Field 18: OTHER INFORMATION (1) The IFPS processes recognized or valid indicators found in FIELD18. An unrecognized indicator may cause an error or may be ignored. (IFPS Users Manual) (2) Estimated Elapsed Time (EET) Indicator (EET/). FIR boundary estimates for IFR/GAT flight plans are not required inside the IFPZ unless mandated by an individual country AIP. (IFPS Users Manual) IFPZ. (3) Include EET for any portion of the flight outside the (4) Enter OPR/DOD in item 18 if U.S. Military operating in the European region. U.S. Army aircrews will enter OPR/USR. (5) Status Indicator (STS/). Indicates special handling. Enter STS/ once and enter each status on the same line separated by a space to ensure IFPS sees the status. STS/ATFMX exempts subject flight from EUROCONTROL departure regulation (slot time). US Army aircrews should review the Status Indicator memorandum on the AFOD website at (AFOD/FIL ) NOTE: Under no circumstance is a US Military pilot to request permission from any state on the use of this exemption. (603 AOC/AMD) (6) Runway Visual Range (RVR) Indicator (RVR/). Use RVR/ to indicate the minimum RVR requirement for landing in meters, e.g., RVR/730. Enter routinely from 01 October to 30 April. Maximum value is 999. (IFPS Users Manual) (7) Date of Flight (DOF/). Always include DOF using the format DOF/yymmdd up to 120 hours (5 days) in advance of EOBT. (IFPS Users Manual) (8) Remarks (RMK/). Include the remark OAT OVER GERMANY for all flights into, out of, or flying over Germany. This is a mandatory statement; however, it does not indicate OAT versus GAT operations which would be indicated in the route of flight as required. (603AOC/AMD-AMCT/FIL (9) Acceptance of Duplicate FPLs. IFPS will not accept multiple/overlapping flight plans. Cancel any flight plans that will not be used. Filing a flight plan over an existing flight plan will not replace the existing flight plan but will instead result in a REJ of the new flight plan. (IFPS Users Manual) (10) Checking by the IFPS. IFPS processes and validates the flight plan. Pilots will test the proposed FPL against the IFPUV Flight Plan validation program prior to filing. Routes specifically designated Military routes in the RAD will return an error but can still be filed successfully. (IFPS Users Manual) (11) Distribution of Messages by the IFPS. The IFPS distributes all IFR/GAT flight plan and associated messages to the appropriate addressees within the IFPZ, and to all extra addresses, regardless of their location, which are provided by the message originator using the Re-addressing Function. Flight plans and associated messages, which are part IFR or GAT, will be addressed automatically by IFPS only to those ATS Units concerned with the IFR or GAT portion of the route. The message originator is always responsible for ensuring the addressing of all appropriate messages to those addressees concerned with VFR or OAT route portions. (IFPS Users Manual) (12) Copy of When filing flight plans at a location inside the IFPZ for continuing movements outside the IFPZ, the AO should be prepared to present non-participating nations with a copy of the desired flight plan(s) upon arrival. Address ETARYXYX on all flight plans filed in EUCOM & CENTCOM AORs except when using the IMT Web. (32 AOC/AMD-AMCT)

31 FLIGHT PLANNING 1-3 (13) Flight plan filing time. File flight plan so as to receive an ACK confirmation message no later than three hours prior to desired EOBT. Flight plans received within three hours are considered late and are more likely to be subject to unfavorable slot times. (14) Flight Plan Acknowledgement Message (ACK). Indicates a successfully filed flight plan. Pilots shall obtain the ACK message to verify the acknowledged route of flight against the filed route and the diplomatic clearance route. With coordination and approval of the AO, EUROCONTROL may on occasion modify a routing to conform to the RAD, but, at the same time, those EUROCONTROL-modified routes may not always conform to diplomatic clearance requirements. Obtain copies of the EUROCONTROL ACK message from base operations or the IMT Web. (15) Flight Plan Reject Message (REJ). Indicates a failed filing attempt. In this case, no flight plan exists in the EUROCONTROL system (except when the REJ is for a duplicate received from another originator, whereby that flight plan is preventing a new filing). 6. USERS PROCEDURES FOR FPL REVISIONS AND ATFM MESSAGE EXCHANGE a. The CFMU, the pilot or an ATC unit on behalf of the pilot may initiate revisions to or cancellations of the last issued CTOTs. All revisions or cancellations are to be made using the ATFM message exchange procedures described below. In all cases, it is in the best interest of pilot to initiate prompt revisions/cancellations thus permitting the system to maximize use of available capacity and minimize delay. (ATFM Users Manual) b. Diversion. If a flight diverts back to its original ADEP for technical or other reasons, file a new flight plan using a different ARCID e.g. RCH123 becomes RCH123A. If this cannot be done, i.e., for Diplomatic Clearances, then cancel the original flight plan and re-file. (ATFM Users Manual) c. Modification of Flight Plan. Any flight plans modified by DLA or CHG may result in a new CTOT. (ATFM Users Manual) d. ATFM Messages Initiated by the CFMU (1) Slot Allocation Message (SAM). ATC clearance assigning a CTOT to the flight issued up to 2 hours prior to filed EOBT. Compliance is mandatory. (USAFE AMOCC/XOF) (2) Slot Requirement Cancellation Message (SLC). Cancels the slot time and the requirement for one. The flight may still receive a SAM if a new restriction is imposed. (ATFM Users Manual) (3) Slot Revision Message (SRM). A SRM is an update to original or subsequent slot times. (ATFM Users Manual) (4) Flight Suspension Message (FLS). The flight does not comply with certain restrictions and is suspended by CFMU. This may be for fog, no movement message received by 30 minutes past expected departure time, or from an SMM. The flight has no active flight plan until a new EOBT is declared via DLA, CHG, or the RVR and EOBT are declared via FCM. This can occur regardless of whether the flight has a slot time. (5) De-suspension message (DES). The flight is no longer suspended and is free to depart. (1) In situations described below, the pilot should request base operations, tower, MOCC, AFOD, or other applicable agency to transmit the appropriate message to either the IFPS or the CFMU. All of these messages are available through the IMT Web. (2) Delay Message (DLA). Use DLA message to move the EOBT to a later time. Do not file for an EOBT earlier than the originally filed EOBT. To establish an earlier EOBT, cancel existing flight plan and re-file for the earlier time. Do not use the DLA for delays caused by the CTOT. (ATFM Users Manual) Use the DLA for any expected delay of more than 15 minutes when not subjected to a slot time or when unable to meet slot time. Failure to follow this procedure may result in FLS. Reactivate the flight with DLA, CHG, or cancel flight with CNL. (ICAO Doc. 4444) (3) Flight Confirmation Message (FCM). Use to reactivate a suspended flight. If the flight was suspended for RVR, enter the RVR value. If the value is not the minimum required the flight will remain suspended until either the plan is cancelled or when weather conditions improve sufficiently to allow arrival. (4) Slot Missed Message (SMM). Send an SMM before the CTOT when unable to meet the CTOT and a new EOBT is NOT known. (ATFM Users Manual) (5) Slot Improvement Proposal Acceptance Message (SPA). Accept a SIP within 15 minutes of transmission if able to meet the new slot time. (ATFM Users Manual) (6) Slot Improvement Proposal Rejection Message (SRJ). Decline a SIP within 15 minutes of transmission if unable to meet the new slot time. (ATFM Users Manual) (7) Ready to Depart (REA). Coordinate with tower if able to depart immediately, up to thirty minutes prior to the filed EOBT. Any new slot time will be no earlier than present time plus the aerodrome standard taxi time and can be before the filed EOBT. (ATFM Users Manual) (8) Request for Direct Improvement (RFI). Effective April 2002, all flights are automatically placed in this status. A flight with a CTOT receives automatic improvements up to approximately 15 minutes prior to filed EOBT. Within 15 minutes of the CTOT (slot time), the CTOT will no longer receive improved times. (9) Slot Improvement Proposal (SIP) Wanted Message (SWM). Indicates the pilot wants to be asked prior to changing the CTOT via SIP and only applies to the leg for which it was sent. f. Exceptional Condition and Low Visibility Operations (Flight Suspension) (1) Implementation of Low Visibility Operations. ATFM low visibility procedures are applicable where low visibility conditions will affect ATC capacity at or around aerodromes. The CFMU may: (a) Trigger the suspension of the flights, which are to land at the aerodrome and restrict the landing traffic to those able to land according to a specified RVR. Flights are suspended until the RVR indicated requirement is met. Flights remain suspended if no valid RVR is given in the subsequent FCM. (b) Issue revised slots at short notice. e. ATFM Messages Initiated by AOs/ATS. (c) The CFMU will send an ANM message describing

32 1-4 FLIGHT PLANNING the situation, in particular the time period and the minimum RVR required. The RVR may be provided via the FPL (FIELD18 e.g. RVR/200; or via an FCM message if the FPL has already been filed. This message may be sent as soon as the AO is aware that there is a risk of low visibility at an aerodrome. 1 The RVR status of the flight inside the CFMU systems determines the messages issued by the CFMU. If the RVR minima of a flight is known and satisfies the minimum required then no message is issued or a SAM/SRM due to a reduction of the landing rate. 2 If the RVR minima of a flight is known and is not sufficient, an FLS is issued which may contain a NEWEOBT or an RVR depending on the situation. 3 If the RVR minima of a flight is not known, the flight is suspended and an FLS is issued indicating the minimum RVR. A RESPBY time is also in the message enabling the AO to keep its present CTOT if the FCM with sufficient RVR is received by the CFMU in due time. The FLS is sent when the exceptional conditions are implemented or at SIT1. Once this occurs, an AO must send a Flight Confirmation Message (FCM) if the flight is able to land within the specified RVR minima. The FCM indicates the RVR capability of the flight. 4 If the RVR minima of the flight is sufficient, CFMU will issue a SAM if the flight is subject to regulations or a DES if the flight is not subject to regulations to the AO. The DES may indicate a NEWEOBT if the EOBT indicated in the FCM is not realistic (e.g. in the past). 5 If the RVR minima of the flight is not sufficient, an FLS or a SAM will be sent. The SAM may indicate a CTOT enabling the flight to land after the end of the fog situation. The management of the situation for the flight will be maximized where the RVR information is provided to the CFMU at the earliest possible time. 6 If the situation deteriorates, flights having RVR minima which still comply receive no message. Flights for which the RVR minima do not meet the new minima becomes insufficient and receives an FLS with the new RVR. If the RVR minima for the flight is not known, the concerned flight(s) receive an FLS with the new RVR minima required. 7 If the situation improves, flights already not suspended or having received a SAM receive no message. Flights whose minima meet that published by the CEU may receive a SAM or a DES or if still being regulated, a SIP or SRM or SLC as appropriate. a Flights whose minima do not meet that published by the CEU receive an FLS with the new RVR. b Flights with unknown minima receive an FLS with the new RVR. (d) When the Exceptional Conditions are canceled, all flights having confirmed their RVR will receive a SAM/DES. All unconfirmed flights will receive an FLS stating RVR 998. These flights still wishing to depart shall send an FCM with a NEWEOBT and RVR 998. Flights that do not send an FCM will remain suspended and be considered as not flying. However, a cancellation of the FPL is required in order to avoid capacity underutilization. g. Aerodrome Closure (1) Short Period Closure. When an aerodrome is to be closed for a short period (less than 3h00), a SAM or an SRM will be issued to indicate the Slot according to the reopening of the aerodrome. An ANM Flash is issued to report on the situation and to update it. SRM or SIP may be issued according to the situation. FPL must be canceled if the flight is not taking place. (2) Longer Closure (Flight Suspension). If the closure is likely to be longer, the CFMU will issue an ANM Flash message and all flights affected will receive an FLS. AO are requested to send an FCM with a new EOBT to confirm the flight and the new departure time. A SAM or a DES is issued 2h00 before the new EOBT. (3) Flights which are diverted to another aerodrome shall cancel their flight plans and refile new ones to ensure accurate data to ATC and to avoid under using the capacity. h. Closure of Airspace (1) The same procedure applies as for the closure of an aerodrome. Proposals for rerouting may be issued by the CFMU. i. Summary of Flight Planning and Air Traffic Flow Management Messages. Symbol Purpose Pilot or AO actions Base Ops or Tower actions. Tower actions are labeled below. FPL Flight plan airspace reservation request from pilot or AO. File to receive ACK three hours prior to EOBT Review & transmit FPL to EUCHZMFP EUCBZMFP (AFTN) (SITA) & appropriate AD/OAT/VFR addressees. ACK Successful message processing acknowledgment from IFPS. Compare ACK to actually filed flight plan. Base ops provide a copy to pilot upon request. REJ Unsuccessful message processing response from IFPS. Modify rejected flight plan to comply. Provide a copy to pilot upon request. CHG FPL change request for a later than filed EOBT and fields other than ARCID, ADEP, ADES,EOBD request from pilot or AO. Modify fields as necessary and transmit anytime, but three hours prior to EOBT is desired. Prepare modification and transmit to EUCHZMFP EUCBZMFP and appropriate OAT/VFR AFTN addressees.

33 FLIGHT PLANNING 1-5 Symbol Purpose Pilot or AO actions Base Ops or Tower actions. Tower actions are labeled below. DLA EOBT modification request to alter time from pilot or AO. When not regulated by slot time, transmit DLA whenever expected delay exceeds 30 minutes. When regulated, transmit SRR first followed by the exact SRR EOBT value as the DLA value. Transmit to EUCHZMFP EUCBZMFP and appropriate OAT/VFR AFTN addressees. CNL Flight plan airspace reservation request cancellation message from pilot or AO. Remove flight plan from system to prevent the unused but anticipated flight from blocking airspace that could be used by other aircraft. Transmit to EUCHZMFP EUCBZMFP and OAT/VFR addressees as appropriate. FLS CFMU suspends the flight until pilot or AO responds with either a situationally compatible RVR value, or SRR. Determine the cause for suspension and respond. Flight cannot proceed beforehand. Contacts C2 or aircraft with status. Base ops or tower. REA Coordinated ready message request by pilot and tower for up to a 30-minute earlier than filed EOBT and automatic slot improvement when available. Pilot must be at the controls and completed checklist items to allow for immediate acceptance of a new slot time if available. Tower transmits intentions to EUCHZMTA (AFTN) or BRUEA7X(SITA) no earlier than thirty (30) minutes prior to filed EOBT. SWM Pilot or AO request to CFMU to stop RFI process and revert to offering a SIP when available. Consider situation when under RFI. If pilot desires more control over revision process, transmit SWM. Transmit intentions to EUCHZMTA (AFTN) or BRUEA7X (SITA). RFI Request for automatic slot time improvements by pilot or AO when available. Determine if situation allows for automatic reduction of slot delay. USAF movements must request RFI status. For non-usaf movements or USAF movements having sent an SWM, transmit RFI at any time. Transmit intentions to EUCHZMTA (AFTN) or BRUEA7X (SITA). SAM CFMU issues the initial slot time to AO and departure aerodrome. Pilot plans to takeoff at assigned slot time. Tower relays as ATC clearance. Base operations can relay to pilot. SRM CFMU allocates a new slot time to AO and departure aerodrome. Pilot plans to takeoff at revised slot time. Tower relays as ATC clearance. Base operations can relay to pilot. Figure 1 Summary of Flight Planning and Air Traffic Flow Management Messages (32 AOC/AMD-AMCT) 7. OCEANIC PLOTTING CHART PROCEDURES - a. Aircrew will perform gross navigation error check of position prior to coast out using ground based navaids, and verify altimetry for entry into RVSM airspace. TACAN updates, if required, shall be accomplished. After loading ATRCC-CLEARED ROUTE, use of master document and OCEANIC PLOTTING CHART (or equivalent) will be used to plot all ARTCC-CLEARED OCEANIC ROUTE CROSSINGS. As a minimum: (1) Perform gross nav check prior to entry and after exit from OTS track (or random track). (2) Plot ARTCC-CLEARED OCEANIC ROUTE and draw route from entry point to exit point. (3) Ten minutes after each waypoint, plot present position (position hold feature). (4) Annotate time, track heading, latitude/longitude and source (INERTIAL, GPS, FME). (5) Compare plot, track heading, time to route drawn on OPC. (6) Verify position and next waypoint with the master document and FMC/FMS. (AFFSA-XOS/AFFSA-XOS FIL ) 8. HAZARDOUS MATERIALS - The policies and procedures as set forth in AFJI , AR 95-27, OPNAVINST C must be complied with for all aircraft carrying hazardous materials. Prior permission required can be obtained thru Aerodrome OPS. Phone numbers are located in the FLIP Enroute Supplement, Aerodrome Remarks Section. (FCC/AFFSA) 9. NOTAM coverage within the Africa-Indian Ocean (AFI) and Middle East/Asia (MID/ASIA) Region may be limited. If enroute Area Control Center (ACC/FIR), intended destination or alternate does not have the NOTAM coverage symbol (diamond) in the Enroute Supplement, contact the nearest civil Air Traffic Control (ATC) Agency or the United States Defense Attache Office (USDAO) for NOTAM information. (AFFSA/AFFSA)

34 1-6 FLIGHT PLANNING 10. DOD Agencies planning to request and NOTAM airspace that could conflict with the ALPHA, BRAVO, ECHO or DELTA air refueling corridor in the Roma or Brindisi FIRs, or AREA CRETE or AREA KARPATHOS in the Athinai FIR must first coordinate EUCARF approval by or telephone at least 10 work days before the effective date of the NOTAM. address: Phone: DSN , C (USAFE A3C-A3CA-EUCARF/USAFE A3C-A3CAEUCARF FIL ) 11. Mediterranean Transit Routing. - Sixteenth Air Force, in coordination with ODC Madrid and the USAFE ATCLOs in Spain and France, coordinated the below Mediterranean transit routing to standardize DoD Med passage and reduce impact to the GAT airway system. Those segments of the routes in Spanish and French FIRs/UIRs are entirely within international airspace. They support DoD missions desiring air traffic services and may be flown GAT from start to finish. OAT is an option when transiting the Spanish FIRs/UIRs. 16 AF/DO recommends that DoD aircrews desiring air traffic service: a. While transiting international airspace over the Mediterranean Sea between the Lisboa FIR/FIR and the air-to- air refueling corridors in the Roma FIR/UIR, do so using one of the profiles listed below. b. Fly OAT under Spanish military control in the Madrid and Barcelona FIRs/UIRs. (1) PROFILE 1-98 (Bi-directional, for transoceanic flights between the Atlantic and the Italian AAR corridors): ORTOP (N36 03 W ), 15VJF (N35 54 W ), PIMOS1 (N36 00 W ), GONZA (N36 12 W ), GOLFO (N36 22 W ), N37 19 E000 25, N38 10 E002 30, N39 27 E004 22, SOTAX (N39 35 E ), ETOIL (N39 44 E ), ALGHERO (N40 38 E ), RAMEN (N39 44 E ), CARBONARA (N39 07 E ), BULAR (N38 19 E ), BRAVO CORRIDOR. (2) PROFILE 1A-98: (Same as PROFILE 1 except for alternate routing option through Marseille FIR/UIR, between Barcelona and Roma FIRs/UIRs as follows): MORSS (N39 57 E ), ALDHERO (N40 38 E ). (3) PROFILE 2-98: (Uni-directional from east to west from Italian AAR corridors to the Atlantic): ALPHA AAR corridor (N38 52 E ), TABOT (N39 09 E ), ETOIL (N39 44 E ), SOTAX (N39 35 E ), N39 27 E004 22, N38 10 E002 30, N37 19 E000 25, GOLFO (N36 22 W ), GONZA (N36 12 W ), PIMOS1 (N36 00 W ), 15VJF (N35 54 W ), ORTOP (N36 03 W ). c. For OAT flight through Spanish airspace: (1) OAT Control Frequencies: (a) BARCELONA: , (b) SEVILLA: , (2) OAT Flight Plans: (a) Addressees: Flight plans for OAT flight in Spanish airspace must also contain the following additional ICAO AFTN addresses: LECSYXYX and LECBYXYX. (b) Type of Flight: In addition to the I (IFR) and M (military) used in Section 8 of the flight plan, add a remark in Section 18 that indicates "IX-OAT in Spanish airspace" (NOTE: Spain uses an "X" rather than "M" to indicate a military flight). (c) Flight Planning Computer Dialog: For computer compatibility, in Section 15 of the flight plan, indicate OAT will commence after the initial point of entry into Spanish airspace by prefixing "OAT" with a space as shown in the example below: (Example: ORTOP /OAT or SOTAX /OAT) (AFFSA/AFFSA) 12. Western Atlantic Route System (WATRS) - ICAO has implemented RVSM operations in the New York Oceanic FIR. The following procedures have been implemented for aircraft utilizing this airspace. a. The WATRS area is defined as beginning at a point N27 00'/W77 00' direct to N20 00'/W67 00' direct to N18 00'/W62 00' direct to N18 00'/W60 00' direct to N38 30'/W60 00' direct to N38 30'/W69 15', thence counterclockwise along the New York Oceanic CTA/FIR boundary to the Miami CTA/FIR boundary, thence southbound along the Miami Oceanic CTA/FIR boundary to the point of beginning. (SPEC/AFFSA FIL /FAA ORDER Para 8-7-3/8-8-3) b. WATRS PLUS/NEW YORK OCEANIC ROUTING PROCEDURES (1) The following route scheme provides direction for entering and exiting WATRS airspace in conjunction with the WATRS PLUS separation reduction and airspace redesign implementation effective 5 June The following procedures replace and supercede existing entry and exit routing procedures. (2) Effective 5 June 2008, MNPS certification is NOT required for aircraft operating in a small portion of MNPS airspace in the New York CTA/FIR west of W and north of N c. SOUTHBOUND SOUTHBOUND WATRS PLUS ROUTE STRUCTURE - ACCESS FROM NEW YORK METRO AREA (1) All airspace users entering New York Center s West Atlantic Route System (WATRS) southbound on ATS routes: L453, L454, L455, L456, L457, L459, L461 and L462 shall flight plan and file the following routes: ATS ROUTE For L453 For L453 VIA B24 For L454 For L454 VIA B24 For L455 For L455 VIA B24 For L456 For L456 VIA B24 For L457 For L457 VIA B24 For L459 For L459 VIA B24 For L461 WATRSACCESSROUTING (SOUTHBOUND ONLY) LINND-AZEZU-L453 B24-AZEZU-L453 LINND-ROLLE-ATUGI-L454 B24-WEBBB-ROLLE-ATUGI-L454 LINND-RESQU-UMEDA-L455 B24-WEBBB-RESQU-UMEDA-L455 LINND-SQUAD-DARUX-L456 B24-WEBBB-RESQU-DARUX-L456 LINND-RESQU-UMEDA-L457 B24-WEBBB-RESQU-UMEDA-L457 LINND-SQUAD-DARUX-L459 B24-WEBBB-RESQU-DARUX-L459 LINND-KINGG-KINER-L461

35 ATS ROUTE For L462 For L462 VIA ACK WATRSACCESSROUTING (SOUTHBOUND ONLY) LINND-KAYYT-L462 ACK-J97-LACKS-KAYYT-L462 FLIGHT PLANNING 1-7 e. NORTHBOUND TRANSITION TO NEW YORK OCEANIC CTA/FIR (1) NORTHBOUND WATRS PLUS ROUTE STRUCTURE ACCESS TO NEW YORK METRO AREA SIGNIFICANT POINT LINND ROLLE RESQU SQUAD KINGG KAYYT ACK AZEZU ATUGI UMEDA DARUX KINER WEBBB LACKS d. EASTBOUND TRANSITION TO NEW YORK OCEANIC CTA/FIR (1) VIA: ORF AR9 ZIBUT (a) All airspace operators transitioning the New York Center West Atlantic Route System (WATRS) via ZIBUT intersection, en route to the New York Center North Atlantic RNP/MNPS/RVSM airspace, are encouraged to flight plan via: ZIBUT [DCT] LARGE [DCT]: SLATN [or] JOBOC [or] DOVEY (b) Operators opting to flight plan via any other fix or Latitude/Longitude coordinates east of ZIBUT intersection shall expect no higher than FL290 and may be rerouted to accommodate WATRS non-radar traffic. NOTE: This route may be filed bi-directionally COORDINATES N W N W N W N W N W N W N W N W N W N W N W N W N W N W (a) Northbound airspace users exiting New York Center s West Atlantic Route System (WATRS) destined to New York Area airports on ATS routes: L453, L454, L455, L456, L457, L459, L461 and L462 shall flight plan and file the following transition routes to join standard airport arrival routing: ATS ROUTE From L453 From L454 From L454 TO B24 From L455 From L455 TO B24 From L456 From L457 From L457 TO B24 From L459 From L459 TO B24 From L461 From L462 WATRS EXIT ROUTING (NORTHBOUND ONLY) AZEZU-BERGH OKONU-L454-BERGH OKONU-L454-WEBBB-B24 SAVIK-L455-BERGH SAVIK-AZEZU-B24 MARIG-BERGH OKONU-L457-BERGH OKONU-L457-WEBBB-B24 SAVIK-L459-BERGH SAVIK-AZEZU-B24 MARIG-BERGH KAYYT-BERGH (SPEC/FAA INTL NOTAMS) f. Reduced Vertical Separation Minimum (RVSM) in WATRS airspace (1) Only RVSM compliant aircraft will be cleared to operate at RVSM altitudes in WATRS Airspace between FL (inclusive) contained within New York FIR. Aircraft that are not RVSM compliant (e.g. state aircraft, ferry, and maintenance flights) will only be cleared to operate in WATRS exclusionary airspace after prior coordination with the appropriate Center foot vertical separation will be applied to such aircraft. NOTE 1: Military (state) aircraft will be accommodated in WATRS Airspace, but must follow flight planning procedures noted below. SIGNIFICANT POINT ZIBUT LARGE SLATN JOBOC DOVEY COORDINATES N W N W N W N W N W NOTE 2: Use of the term "RVSM Airspace" refers to the RVSM exclusive environment. Airspace where both RVSM compliant and non-compliant operators may be accommodated at all altitudes is referred to as "RVSM Transition Areas." (2) TCAS - Unless otherwise authorized by the FAA, aircraft equipped with TCAS II and used in RVSM operations must incorporate Version 7.0 or a later version. (2) VIA: KAYYT [DCT] W Longitude (a) Operators departing the metropolitan New York Area destined to the African Continent may file via: LINND-KAYYT- [TO N38 00 / W or South, e.g. N38 00 / W or N37 00 / W or N36 00 / W ] - flight planned route. NOTE: This route may be filed bi-directionally. g. In-flight Procedures within WATRS RVSM Airspace (1) Before entering RVSM Airspace, the pilot should review the status of required equipment. (See Appendix 4 of FAA Interim Guidance 91-RVSM for pilot RVSM procedures). The following equipment should be operating normally: (a) Two primary altimetry systems. SIGNIFICANT POINT LINND KAYYT COORDINATES N W N W (b) One automatic altitude-keeping device. (c) One altitude-alerting device.

36 1-8 FLIGHT PLANNING failure. systems. (2) The pilot must notify ATC whenever the aircraft: (a) Is no longer RVSM compliant due to equipment (b) Experiences loss of redundancy of altimetry (c) Encounters turbulence that affects the capability to maintain flight level. (See Appendix 5 of FAA Interim Guidance 91-RVSM for pilot and controller actions in such contingencies.) (3) During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned flight level by more than 150 (45 meters). (4) PILOT LEVEL CALL. Except in a radar environment, pilots shall report reaching any altitude assigned within RVSM Airspace. h. Height Deviation Reporting. (1) Any deviation which is 300' or more from the assigned level in RVSM or RVSM Transition Airspace, whether intentional or not, should be reported to the NAT CMA. (2) Reporting these events to the NAT CMA is accomplished using the form contained as Attachment 2 to the North Atlantic Operations and Airspace Manual (NAT Doc 007), available at Document.aspx in the NAT Documents subfolder. It may be filed at the completion of flight or it may be filed by the controlling ATC facility, as appropriate. It should be sent to: Separation Standards Group at the FAA William J. Hughes Technical Center. Fax North Atlantic Central Monitoring Agency Fax Caribbean and South American Regions Monitoring Agency. Website address: (Select FORMS menu, then "F4 LHD-ENG-in-excel") (AFFSA-XOS/AFFSA-XOS FIL ) i. Flight Planning Requirements (1) The letter "W" shall be inserted in Item 10 (Equipment) of the ICAO standard flight plan to indicate that the aircraft is RVSM approved aircraft. j. Procedures for Operation of Non-RVSM Compliant Aircraft in RVSM Airspace. (1) RVSM approved aircraft will be given priority for level allocation over non-rvsm approved aircraft. (2) The vertical separation minimum between non-rvsm aircraft operating in the RVSM stratum and all other aircraft is 2,000. (3) CONTINUOUS CLIMB/DESCENT OF NON- COMPLIANT AIRCRAFT THROUGH RVSM AIRSPACE. Non-RVSM compliant aircraft may be cleared to climb to and operate above FL410 or descend to and operate below FL290 provided that they: (a) Do not climb or descend at less than the normal rate for the aircraft. (b) Do not level off at an intermediate level while passing through the RVSM stratum. (4) SPECIAL COORDINATION PROCEDURES FOR CRUISE OPERATION OF NON-RVSM COMPLIANT STATE AIRCRAFT IN RVSM AIRSPACE. (a) ATC Notification of non-rvsm compliant State aircraft (those aircraft used in military, custom, and police services shall be deemed state aircraft) is accomplished through filing of an ICAO flight plan. In Field 18 of the ICAO Flight Plan, include "STS/APVD NONRVSM." (b) If approval status of non-rvsm state aircraft is challenged by New York Oceanic, pilots of military aircraft should state that they are operating a state aircraft in accordance with the procedures set out in the WATRS RVSM NOTAM. Problems with accommodation within WATRS RVSM Airspace should be reported to AFFSA/XOP, DSN (c) Approval of all other (non-state) aircraft will be in accordance with the WATRS RVSM NOTAM ( NOTE 1: New York Oceanic will coordinate non-rvsm status with any affected adjacent FIR or facility. NOTE 2: Approval means able to operate in the RVSM stratum. Aircraft operating levels will be subject to Air Traffic Control. k. Procedures for suspension of RVSM - Air Traffic Service providers will consider suspending RVSM procedures within affected areas within the New York FIR and adjacent transition areas when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be 2,000. l. When Able Higher (WAH) Reports (1) To ensure maximum use of available altitudes, aircraft entering RVSM and/or MNPS airspace in the New York FIR should be prepared to advise ATC of the time or position the aircraft can accept the next higher altitude. WAH reports are also used to plan the altitude for aircraft as they transition from RVSM to CVSM altitudes. Therefore it is important that the altitude capability of the aircraft is known by controllers. If the aircraft is capable of a higher altitude that, for whatever reason, is not preferred by the pilot, give the altitude in the WAH report and advise that you prefer not to be assigned that altitude. (2) The procedures will differ for Eastbound and Westbound aircraft since many of the Eastbound aircraft will enter New York MNPS/RVSM Airspace from ATC sectors that have direct controller-pilot communications. ATC acknowledgment of a WAH report is NOT a clearance to change altitude. (a) Eastbound aircraft entering RVSM or MNPS Airspace in the New York FIR-Pilots may be requested by ATC to provide an estimate for when the flight can accept the next higher altitude(s). If requested, pilots should provide this information as soon as possible. (b) Westbound aircraft entering RVSM or MNPS Airspace in the New York FIR-Pilots should include in the initial position report the time or location that the next higher altitude can be accepted.

37 FLIGHT PLANNING 1-9 EXAMPLE - "Global Air 543, 40 north 40 west at 1010, flight level 350, estimating 40 north 50 west at 1110, 40 north 60 west. Next able flight level 360 at 1035." NOTE: Pilots may include more than one altitude if that information is available. EXAMPLE - (after stating initial report) "Able flight level 360 at 1035, able flight level 370 at 1145, able flight level 390 at 1300." m. Mandatory Pilot Reports (1) In addition to reading back altitude assignments, pilots shall report reaching any altitude assigned within RVSM airspace. This serves as a double check between pilots and controllers and reduces the possibility of operational errors. This requirement for altitude readback and reports of reaching assigned altitudes applies to both RVSM and CVSM altitudes (i.e., FL330, 340, 350, 360, and 370). EXAMPLE - (initial altitude readback): "Global Air 543 climbing to flight level 360." (upon reaching assigned altitude): "Global Air 543 level at flight level 360." 13. ICAO has implemented RVSM operations in the EUR/SAM corridor effective 24 January 02. The following procedures have been implemented for aircraft utilizing this airspace. a. The EUR/SAM corridor is the airspace over the South Atlantic (SAT) area which lies within Flight Information Regions of Canarias, Dakar Oceanic, Atlantico and Sal Oceanic. RVSM shall be applicable in that volume of airspace between FL310 and FL410 in the following airspace: (1) From N25 00 W15 30 to N19 00 W19 00 to N17 20 W20 00 to N15 00 W20 00 to N12 58 W21 22 to S W34 21 to S W (Recife VOR) then follow the N continental limits of Brazil until the point S W then to N07 40' W35 00 to N13 30 W37 30 to N17 00 W37 30 to N24 00 W25 00 to N30 00 W25 00 to N30 00 W20 00 to N25 00 W20 00 to N25 00 W (2) This includes ATS Routes UN741, UN866, UN873, B/UB623 and UN857. b. Non-RVSM Aircraft (1) Operators of non-rvsm approved state aircraft with a requested flight level of FL290 or above shall insert STS/NON RVSM in Item 18 of the ICAO flight plan form. (2) Operators of formation flights of state aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of state aircraft intending to operate with the EUR/SAM Corridor RVSM Airspace as General Air Traffic (GAT) shall include STS/Non-RVSM in Item 18 of the ICAO flight plan form. (3) Operators of Non-RVSM approved state aircraft intending to operate within the EUR/SAM Corridor RVSM Airspace shall include the following in Item 15 of the ICAO flight plan form: (a) The entry point at the lateral limits of the EUR/SAM Corridor RVSM Airspace and the requested flight level for that portion of the route commencing immediately after the RVSM entry point; and (b) The exit point at the lateral limits of the EUR/SAM Corridor RVSM Airspace and the requested flight level for that portion of the route commencing immediately after the RVSM exit point. c. Crossing Traffic - For the purpose of this application, crossing traffic is defined as all that traffic entering or leaving the EUR/SAM RVSM Airspace along its E or W boundaries (i.e. at any point other than its N (Canarias) or S (Brazil transition area) boundaries). Crossing traffic can flight plan to enter and leave the RVSM Airspace at any point along its boundaries, indicating in the flight plan the coordinates and estimated time of the entering and exit points into the RVSM Airspace and of the crossing of each of the fixed ATS routes. Crossing traffic should flight plan to operate through the EUR/SAM RVSM Airspace at conventional flight levels, i.e., E to W FL310, 350, 390 and W to E FL290, 330, 370. (1) Traffic crossing the EUR/SAM corridor should flight plan to enter and exit the EUR/SAM corridor RVSM Airspace at the following published points: EGIMI, DIKEB, OBKUT, ORARO, BODAK, NOISE and DIGOR. The time estimates over each point must be inserted in Item 18 of flight plan. (2) Antigua and Ascension Island Route users must comply with these requirements until such time as the Antigua and Ascension Island Route is officially designated an international airway and receives official recognition. EGIMI - N W Entry/Exit DIKEB - N W UN741 OBKUT - N W UN866 ORARO- N W UN873 BODAK- N W B/UB623 NOISE - N W UN857 DIGOR - N W Entry/Exit (3) All crossing traffic intending to operate through the RVSM Airspace must obtain an ATC clearance. This should be requested sufficiently in advance to preclude operational difficulties from the ACC responsible for the first RVSM Airspace to be entered, or in case of communications difficulties, from any of the ACC concerned with the EUR/SAM RVSM Airspace or still from any other adjacent ACC. (AFFSA/AFFSA FIL 02-13) SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC AREAS AND REMOTE AREAS - 1. If an aircraft is unable to continue the flight in accordance with its ATC clearance, and/or an aircraft is unable to maintain the navigation performance accuracy specified for the airspace, a revised clearance shall be obtained, whenever possible, prior to initiating any action. 2. The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably spoken three times shall be used as appropriate. Subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot and the overall air traffic situation. 3. If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time and, until a revised clearance is received, the pilot shall: a. Leave the assigned route or track by initially turning at least 45 degrees to the right or to the left, in order to acquire a same or opposite direction track offset 15 NM (28 km) from the assigned track centerline. When possible, the direction of the turn should be determined by the position of the aircraft relative to any

38 1-10 FLIGHT HAZARDS organized route or track system. Other factors which may affect the direction of turn are: tracks. (1) The direction to an alternate airport, (2) Terrain clearances (3) Any strategic lateral offset being flown; and (4) The flight levels allocated on adjacent routes or FAA NOTE: A turn of less than or greater to 90 degrees may be required depending on the type of contingency and whether the pilot intends to continue in the same direction or reverse course. b. Having initiated the turn, the pilot should: (1) If unable to maintain the assigned flight level, initially minimize the rate of descent to the extent that is operationally feasible (pilots should take into account the possibility that aircraft below on the same track may be flying a 1 or 2 NM strategic lateral offset procedure (SLOP)) and select a final altitude which differs from those normally used by 500 ft (150 m) if at or below FL410, or by 1000 ft (300 m) if above FL410; or (2) If able to maintain the assigned flight level, once the aircraft has deviated 10 NM (19 km) from the assigned track centerline, climb or descend to select a flight level which differs from those normally used by 500 ft (150 m), if at or below FL410, or by 1000 ft (300 m) if above FL410; c. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals; aircraft identification, flight level, position (including ATS route designator or the track code, as appropriate) and intentions on the frequency in use and on MHz (or, as back-up, on the inter-pilot air-to-air frequency MHz); d. Maintain a watch for conflicting traffic both visually and by reference to ACAS (TCAS)(if equipped); e. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations); (SPEC/ICAO ) f. Keep the SSR transponder on at all times; and g. Take action as necessary to ensure the safety of the aircraft. 4. When leaving the assigned track to acquire and maintain the track laterally separated by 28 km (15 NM), the flight crew, should, where practicable, avoid overshooting the track to be acquired, particularly in airspace where a 55.5 km (30 NM) lateral separation minimum is applied. EXTENDED RANGE OPERATIONS BY AIRCRAFT WITH TWO- TURBINE POWER-UNITS (ETOPS) 1. If the contingency procedures are employed by a twinengine aircraft as a result of an engine shutdown of failure of an ETOPS critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved, and request expeditious handling. (AFFSA/ICAO DOC 4444 Sec. 15.2) CLEARANCE INFORMATION - 1. PROCEDURES FOR ALTITUDE RESERVATIONS - Flights of two or more aircraft transiting European airspace may be required to be on an altitude reservation. a. Altitude reservation requests for flights originating or operating within the European Command area of responsibility shall be IAW FAA Order and , USAFE Instruction , and procedures outlined below. In those areas where host nation ATC authorities have consummated an agreement with the USAF, deviation from the above prescribed directives is authorized. b. The European Central Altitude Reservation Facility (EUCARF), located at Ramstein AB, GE, is designated the single manager for coordinating ALTRV requests of the DOD IAW the references outlined above. EUCARF is operational from Z++ Mon thru Fri, it is closed weekends and US holidays. Between Z++ weekdays and on weekends and holidays EUCARF is closed, an answering machine is available to provide alternate contact instructions. For time sensitive matters outside of normal operating hours (real time changes to already approved missions or new Priority 1-4 missions) contact the EUCARF on call controller via the USAFE Command Center, Ramstein AB, DSN (314) c. Direct filing of ALTRV approval requests (APREQs) with EUCARF may be accomplished via to or via fax to DSN (314) or commercial (1) EUCARF is a coordinating agency only, without jurisdiction over the airspace concerned. (2) For further information see USAFE Instruction or contact EUCARF at DSN (314) , commercial , or (USAFE-AFAFRICA-APF/USAFE-AFAFRICA-APF FIL ) FLIGHT HAZARDS 1. TRAILING WIRE ANTENNA OPERATIONS - Operation consists of aircraft flying a specified track with a wire antenna (of various lengths) and drogue trailing behind and below the aircraft. All operations are conducted on IFR flight plans and announced by NOTAM. 2. PARACHUTE JUMPING AREAS - Extreme caution must be used when aircraft fly thru or participate in parachute jumping activities (Drop Zone.) The parachute jumping areas listed in FLIP, are only "considered as a navigational warning". The burden of flight safety is placed on the user of the area rather than other aircraft operating in the area. 3. WARNING TO ACFT IN THE MEDITERRANEAN AND MIDDLE EAST AREAS - Every precautionary measure will be taken by DOD aircrews flying in the Mediterranean and Middle East areas to insure strict adherence to FCG criteria and overflight clearance authorization specifications. Dates, times, routes, and compulsory check points specified in overflight clearance authorization must be adhered to exactly. Base Operations clearance personnel will check every aspect of the flight plan and clearance authorization to insure that flight plans are in accordance with overflight authorizations, national boundary route/flight restrictions and the FCG. Base OPS officers will impress upon all aircrews flying within the Mediterranean and Middle East areas that unless every precaution is taken to insure compliance with dates, times, routes and compulsory check points while flying in the country s designated corridor, airways

39 ADDITIONAL INFORMATION 1-11 and ADR s interception by fighter aircraft will undoubtedly occur and an international incident may result. NOTE: Due to controlling agencies and limited airspace, aircraft are advised to use extreme caution when transiting between TOSKA CRP (N E ) and TOMBI CRP (N E ) 4. Caution must be exercised at all times when using LF/MF navigational aids in the European/Mediterranean Region. Extreme frequency congestion exists, coupled with minimum frequency protection. At night, an increased radiation phenomena is experienced which increases the reception range of all LF/MF aids; however, this causes a further deterioration of frequency protection. Exercise extreme caution in the identification and use of radio beacons and radio range stations within Europe, particularly adjacent to ADIZ. It is possible to get positive station identification and have the ADF needles point to an entirely different station due to similar frequencies and greater output of the adjacent station. All radio beacons listed in DOD FLIP Europe North Africa and Middle East Enroute Supplement may be unreliable beyond 25 NM. Aircrews experiencing suspected intentional interference of radio navigational aids report IAW appropriate service directives. Use extreme caution at all time. (USAFE DO/AFFSA) ADDITIONAL INFORMATION 1. NEAR COLLISION REPORT a. When flight safety is jeopardized by another close flying aircraft, the incident will be reported as a NEAR COLLISION OPERATIONAL HAZARD. When a near collision incident occurs, the aircraft commander will report the following by radio to the nearest ATC Agency: "THIS IS A NEAR COLLISION REPORT", the particulars of the incident, complete position report and advise ATC that "A complete report will be filed upon landing at destination". If a tactical call sign is being used, do not identify the unit the pilot is assigned to in the airborne radio transmission. Phone and electrical message associating a single aircraft tactical call sign with the base of assignment are permitted. (1) USAF Aircrews will follow guidelines from NATO STANAG 3750, Reporting and Investigation of Air Traffic - Incidents, but will file an AF Form 651, Hazardous Air Traffic Report form vice the NATO AIRPROX. (AFFSA/USAF FIL 61/00) b. When the aircraft lands at destination, the pilot will forward the following information, in the order listed below, to the nearest Flying Safety Office and/or AFOD, as appropriate. If the incident occurred within the USCINCMEAFSA area of responsibility refer to the classified supplement USAF FCG for additional instructions or US Air, Army and Naval Attaches if FCG is not available. Aircraft call sign, type and position in formation if appropriate: Identification of other aircraft involved; heading, altitude, flight maneuver, flight conditions, time and place of near collision; proximity to other aircraft and evasive action taken by either aircraft; ATC/ACW Agency working with at the time of occurrence. c. If the near collision involves a civilian aircraft, in addition to the above, USAF pilots will make an OPREP-3 Beeline report to the USAFE Command Post. d. USN pilots who can not obtain Operational Hazard Report forms will follow the reporting instructions in para b. above. NOTE: Close proximities occurring during ordered interceptions will not be considered as near collisions unless unauthorized or dangerous tactics are used by the interceptor. (USAFE-DO/AFFSA) 2. US ARMY FLIGHT OPERATIONS DETACHMENT (AFOD) a. Provides US Army flight service support in the USAREUR area of responsibility. The AFOD, 24 hour, 365 days a year, provides: (1) Coordination center for Army air traffic with USAFE, NATO military, and civil aeronautical authorities of European nations. (2) Receives, reviews for accuracy, and disseminates US Army flight plans to appropriate agencies. (3) ICAO preferred instrument flight routing. (4) Procedural tracking of aircraft progress and initiate SAR for overdue aircraft. (5) Coordinates USAREUR airspace usage requirements. Requests for airspace coordination require a minimum handling of not less than ten working days. (6) Coordination of aeromedical evacuations. (7) Assistance to US Army aviators and flight planning requirements. (8) Investigates alleged flight violations and near miss reports. (9) Operates Army s central notice to airmen (NOTAM) facility in Europe. Most international NOTAM s from outside Germany available within two hours. b. TO CONTACT AFOD (1) Flight Data Processing may be reached by direct dial DSN , CIV (if calling from outside Germany, the country code is 049 and then ) or NOTAM section may be reached by direct dial DSN or (2) If airborne, have ATC/service transmit ATC message to AFOD using the address "ETEEYWYX". FIL

40 1-12 INTENTIONALLY LEFT BLANK

41 AFRICA/INDIAN OCEAN SUPPLEMENTARY PROCEDURES 2-1 Chapter 2 ICAO REGIONAL DATA SECTION A. AFRICA/INDIAN OCEAN REGION SECTION A. AFRICA/INDIAN OCEAN (AFI) REGION AFRICA/INDIAN OCEAN SUPPLEMENTARY PROCEDURES NATIONAL PROCEDURES DIMENSIONAL UNITS - Refer to appropriate FIR/UIR or National Supplementary Procedures. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Refer to individual FIR/UIR or National Supplementary Procedures. POSITION REPORTING - Standard except: 1. Whenever possible flights should be authorized to fly direct between any two intermediate or terminal points of the ATS route network. In this case, flight progress reports should be made in relation to the significant points defining the basic route. (7030 AFI/RAC 2.1.1) 2. All aircraft on VFR flights, and aircraft on IFR flights outside controlled airspace, shall maintain a watch on a radio station furnishing communications for the unit providing flight

42 2-2 AFRICA/INDIAN OCEAN SUPPLEMENTARY PROCEDURES information service in the FIR and file with that station information as to their position unless otherwise authorized by the state overflown. (7030 AFI/RAC 3.1.1) 3. Position reports additional to those required by the general position reporting procedures shall be made when entering or leaving controlled or advisory airspace. (7030 AFI/RAC 3.2.1) 4. The last position report before passing from one FIR to an adjacent one shall also be made to the ATS unit serving the airspace about to be entered. (7030 AFI/RAC 3.3.1) VISUAL FLIGHT RULES Standard except, VFR flights to be operated with a control zone established at an airport serving international flights and in specified portions of the associated TCA used by international IFR flights in association with approach, holding, departure and noise abatement procedure shall have two-way radio communications, obtain clearance from the appropriate ATC unit and report positions as required. (7030/4 AFI-RAC 1.1.1) Standard except: INSTRUMENT FLIGHT RULES 1. Flights shall be conducted IAW Instrument Flight Rules, even when not operating in IMC when not operating in IMC when operated above FL150. (7030 AFI/RAC 1.2.1) 2. All IFR flights shall comply with the procedures for air traffic advisory service when operated in advisory airspace. (7030 AFI/RAC 1.4.1) 3. All changes of flight level required by transition from the system of designated cruising levels along controlled routes to the semicircular system, or vice versa, shall be made at points within controlled airspace. Border points or other points where transfer of communications or responsibility would be adversely affected should be avoided. (7030 AFI/RAC 1.3) RVSM RULES - FLIGHT PLANNING FOR EUROPEAN AIR TRAFFIC FLOW MANAGEMENT, INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM, AND FLEXIBLE USE OF AIRSPACE IN ECAC AREAS, SEE CHAPTER 1, FLIGHT PLANNING. 1. When transiting the Africa-Indian Ocean, see IATA Inflight Broadcast Procedure (IFBP) Africa Region, found in the FIH.

43 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES 2-3 SECTION B. EUROPEAN REGION SECTION B. EUROPEAN (EUR) REGION EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES NATIONAL PROCEDURES DIMENSIONAL UNITS - Refer to appropriate FIR/UIR or National Supplementary Procedures. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Refer to appropriate FIR/UIR or National Supplementary Procedures. POSITION REPORTING - Standard except: 1. Position reports should contain only the aircraft identification, position, time, and flight level unless otherwise specified. (SPEC/ICAO DOC EUR-RAC ) 2. In defined portions of the airspace, designated by the appropriate ATS authority, where, through SSR, individual identity and verified Mode C information are permanently available in the form of labels associated with the radar position of the aircraft concerned and reliable air-ground communication coverage and direct pilot to controller communications exist, the initial call after changing a radio frequency may contain only the aircraft identification and level and subsequently any position report may contain only aircraft identification, position and time. (SPEC/ICAO DOC EUR-RAC 3.2.1) 3. METEOROLOGICAL REPORTS - Aircraft outside the Alger, Cairo, Casablanca, Tripoli and Tunis FIR shall be exempt from making, recording and reporting any routine observations except

44 2-4 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES when flying on portions of routes traversing the Mediterranean Sea. (SPEC/ICAO DOC EUR-MET 1.1) VISUAL FLIGHT RULES Standard, except as stated under Instrument Flight Rules below. Standard except: INSTRUMENT FLIGHT RULES 1. Flights within Amman, Beirut, Cairo, Damascus, Nicosia and Tel Aviv FIR shall be conducted in accordance with Instrument Flight Rules, even when not operating in instrument meteorological conditions, above FL150. (SPEC/ICAO DOC EUR-RAC 1.1.1) 2. IFR flights operating within the Amman, Beirut, Cairo, Damascus and Tel Aviv FIR shall comply with procedures for air traffic advisory service when operating in advisory airspace. (SPEC/ICAO DOC EUR-RAC 1.2.1) 3. RNAV - In the EUR Region, two levels of navigational accuracy have been established. a. European Region Basic RNAV equipment has a trackkeeping performance of plus or minus 9.3 km (5 NM) for 95% of the flight. b. European Region "Precision RNAV" has a track- keeping performance of plus or minus.93km (.5 NM). NOTE: "T" indicates true heading for RNAV routes. (SPEC/ICAO DOC ) RVSM RULES - REDUCED VERTICAL SEPARATION MINIMA (RVSM) - For individual country exceptions see country listings. 1. GENERAL. The following requirements apply within European RVSM airspace: a. Flights shall be conducted in accordance with instrument flight rules (IFR) when operated within or above the EUR RVSM airspace. b. Except for operations within the EUR RVSM transition airspace, and within airspace designated for the purpose of transitioning non-rvsm approved aircraft operating to and from the North Atlantic Region, only RVSM approved aircraft and non- RVSM approved State aircraft shall be issued an ATC clearance into the EUR RVSM airspace. c. ATC clearance into the EUR RVSM airspace shall not be issued to formation flights of civil aircraft. d. Operators shall ensure that any change to the RVSM approval status of a flight resulting from a change of aircraft or flight crew is addressed to the EUROCONTROL CFMU IFPS in the form of a modification (CHG) or a Cancellation (CNL) message, as appropriate. e. All operators filing repetitive flight plans (RPL) shall include in Item Q of the repetitive flight plan all equipment and capability information in conformity with Item 10 of the ICAO flight plan form. NOTE: It is essential that repetitive flight plan (RPL) files, New Lists (NLST) and Revised Lists (RLST) are coordinated in time to allow processing by the EUROCONTROL CFMU IFPS and all ATS units within EUR RVSM airspace located outside the CFMU IFPS Zone. f. Operators shall ensure that flight plans for aircraft intending to operate within EUR RVSM airspace from FIR/UIR located outside the CFMU IFPS Zone are also addressed to all appropriate ATS units concerned with the provision of air traffic services to that aircraft. The flight plans for these aircraft shall be completed in accordance with the flight planning requirements for EUR RVSM, as described in this Aeronautical Information Circular. Operators shall also ensure that any change to the RVSM approval status of a flight due to a change of aircraft or flight crew is addressed to all appropriate ATS units located outside the CFMU IFPS Zone, in the form of a modification (CHG) or a Cancellation (CNL) message, as applicable. NOTE 1: In order to ensure operational consistency between the flight plan data distributed within the IFPS Zone and flight plan data distributed outside, it is strongly recommended to use the IFPS Re-addressing Function. Details on the IFPS Re-addressing Function can be found in the IFPS Users Manual that is available on the CFMU website ( NOTE 2: The EUR RVSM airspace is not co-incident with the CFMU IFPS Zone. Full IFPS checking and flight plan distribution will therefore not be applied within the Flight Information Regions/Upper Flight Information Regions of those States located outside the CFMU IFPS Zone. However, RVSM entry/exit conditions and EUR RVSM airspace penetration will be checked for the entire EUR RVSM airspace. 2. Flight Planning Requirements for RVSM Approved State Aircraft. The following flight planning requirements apply to operators of RVSM approved State aircraft intending to conduct flights within the European RVSM airspace: a. In addition to military operations, operators of customs or police aircraft shall insert the letter M in Item 8 of the ICAO flight plan form. b. Operators of RVSM approved State aircraft shall indicate the approval status by inserting the letter W in Item 10 of the ICAO flight plan form regardless of the requested flight level, except that operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. c. Operators of formation flights of State aircraft intending to operate within the EUR RVSM airspace as General Air Traffic (GAT) shall include STS/NONRVSM in Item 18 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. d. Operators of RVSM approved State aircraft intending to operate within the EUR RVSM airspace shall include entry/exit points of RVSM airspace in block 15 of the ICAO flight plan form:

45 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES 2-5 The following table illustrates the flight planning requirements for RVSM approved State aircraft: RVSM Approved State Aircraft In addition to military operations, operators of customs or police aircraft. Flight Planning Requirements for European RVSM Insert the letter M in Item 8 of the ICAO flight plan form. Non-RVSM Approved State Aircraft In addition to military operations, operators of customs or police aircraft. Flight Planning Requirements for European RVSM Insert the letter M in Item 8 of the ICAO flight plan form. Operators of RVSM approved State aircraft (except for formation flights of State aircraft.) Operators of formation flights of State aircraft. Operators of formation flights of State aircraft intending to operate within the EUR RVSM airspace as General Air Traffic (GAT). Operators of RVSM approved State aircraft intending to operate within the EUR RVSM airspace. Insert the letter W in Item 10 of the ICAO flight plan form, regardless of the requested flight level. Do not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Insert STS/NONRVSM in Item 18 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Insert the following in Item 15 of the ICAO flight plan form: -The entry/exit point at the lateral limits of RVSM airspace. (AFFSA/XIOA FIL ) 3. Flight Planning Requirements for Non-RVSM Approved State Aircraft. The following flight planning requirements apply to operators of non-rvsm approved State aircraft intending to conduct flights within the European RVSM airspace: a. In addition to military operations, operators of customs or police aircraft shall insert the letter M in Item 8 of the ICAO flight plan form. NOTE: Operators of non-rvsm approved State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form. b. Operators of non-rvsm approved State aircraft with a requested flight level of FL290 or above shall insert STS/NONRVSM in Item 18 of the ICAO flight plan form. c. Operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of State aircraft intending to operate within the EUR RVSM airspace as General Air Traffic (GAT) shall include STS/NONRVSM in Item 18 of the ICAO flight plan form. d. Operators of non-rvsm approved State aircraft intending to operate within the EUR RVSM airspace shall include the following in Item 15 of the ICAO flight plan form: (1) The entry point at the lateral limits of the EUR RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM entry point; and (2) the exit point at the lateral limits of the EUR RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM exit point. The following table illustrates the flight planning requirements for non-rvsm approved State aircraft: NOTE: Operators of non-rvsm approved State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form. Operators of non- RVSM approved State aircraft with a requested flight level of FL 290 or above. Operators of formation flights of State aircraft. Operators of formation flights of State aircraft intending to operate within the EUR RVSM airspace as General Air Traffic (GAT). Operators of non- RVSM approved State aircraft intending to operate within the EUR RVSM airspace. 4. Definitions and Descriptions. Insert STS/NONRVSM in Item 18 of the ICAO flight plan form. Do not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Insert STS/NONRVSM in Item 18 of the ICAO flight plan form. Insert the following in Item 15 of the ICAO flight plan form: - the entry point at the lateral limits of the EUR RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM entry point; and - the exit point at the lateral limits of the EUR RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM exit point. a. European (EUR) RVSM airspace: RVSM shall be applicable in that volume of airspace between flight levels 290 and 410 inclusive in the following Flight Information Regions (FIR)/Upper Flight Information Regions (UIR): b. Amsterdam, Ankara, Baku, Barcelona, Beograd, Bratislava, Brindisi, Bruxelles, Bucuresti, Budapest, Casablanca, Chisinau, France, Hannover, Hellas, Istanbul, Kaliningrad, Kharkiv, Kobenhavn, Kyiv, Lisboa, Ljubljana, London, L viv, Madrid, Malta, Milano, Minsk, Nicosia, Norway, Odesa, Praha, Rhein, Riga, Roma, Rostov, Rovaniemi, Sarajevo, Scottish, Shannon, Simferopol, Skopje, Sofia, Sweden, Switzerland, Tallinn, Tampere, Tiblisi, Tirana, Tunis, Varna, Vilnius, Warszawa, Wien, Yerevan. c. RVSM shall also be applicable in either all, or part of, that volume of airspace between flight levels 290 and 410 inclusive in the following Flight Information Regions/Upper Flight Information Regions: Algiers and Canarias (ICAO AFI Region). d. EUR RVSM transition airspace: Transition tasks associated with the application of a 300 m (1000 ft) vertical separation minimum within the European RVSM airspace shall be carried out

46 2-6 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES in all, or parts of, the following Flight Information Regions/Upper Flight Information Regions: Algiers, Ankara, Baku, Canaries (ICAO AFI Region), Casablanca, France, Hellas, Kharkiv, Kyiv, Madrid, Malta, Minsk, Nicosia, Riga, Rostov, Rovaniemi, Simferopol, Tallinn, Tampere, Tbilsi, Tunis. e. EUR/North Atlantic (NAT) Interface: In addition to the European RVSM transition airspace, the State authorities responsible for the following Flight Information Regions may establish designated airspace within their Flight Information Regions for the purpose of transitioning non-rvsm approved aircraft operating to/from the North Atlantic Region: Bodo (Domestic), Brest, Lisboa, London, Madrid, Scottish, Shannon, Stavanger, Trondheim. f. RVSM Entry Point: The first reporting point over which an aircraft passes or is expected to pass immediately before, upon, or immediately after initial entry into EUR RVSM airspace, normally the first reference point for applying a 300 m (1000 ft) vertical separation minimum between RVSM approved aircraft. g. RVSM Exit Point: The last reporting point over which an aircraft passes or is expected to pass immediately before, upon, or immediately after leaving EUR RVSM airspace, normally the last reference point for applying a 300 m (1000 ft) vertical separation minimum between RVSM approved aircraft. 5. States participating in the European RVSM Program (AFFSA/XOIA FIL 01-62) Albania Germany Poland Austria Greece Portugal Belarus* Hungary Romania Belgium Ireland Serbia and Bosnia and Herzegovina Italy Montenegro Bulgaria Kosovo Slovak Republic Croatia Latvia Slovenia Cyprus Lithuania Spain Czech Republic Luxembourg Sweden Denmark Malta Switzerland Estonia Moldova Tunisia Finland Monaco Turkey The Former Yugoslav Morocco Ukraine Republic of Macedonia The Netherlands United Kingdom France Norway * Belarus is not participating in the European RVSM Program but is expected to implement RVSM on 24 January 2002, subject to approval by ICAO. ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, MODE-S, ETC Aircrews see Flight Information Handbook, Section B for Mode 4, Register of National Clearances and Operational Restrictions on the use of IFF Mark XII. 2. Aeronautical Telecommunications The following procedure is to be followed by all flight crews during input and VHF transmission or readback of a radio frequency. a. VHF frequencies must be provided in 4 or 6 digits, irrespective of whether 25 or 8.33 khz channel spacing is used. VHF frequencies will be represented by: (1) Four (4) digits, for frequencies ending in two zeros (i.e ) (2) Six (6) digits, for all other frequencies (i.e or ) b. For flight crews using 6-digit radios - when receiving a 4- digit VHF frequency, select zeroes as the 5th and 6th digit. When receiving a 6-digit VHF frequency, select all 6 digits as transmitted. c. For flight crews using 5 digit radios when receiving a 4- digit VHF frequency, select zero as the 5th digit. When receiving a 6-digit VHF frequency, select only the first 5 digits as transmitted. d. It is essential that flight crews readback the frequency in full and that controllers verify that the pilot has correctly understood. Examples of proper readback are: ONE (1) spoken as: ONE ONE EIGHT DECIMAL (2) spoken as: ONE TWO EIGHT DECIMAL ZERO FIVE ZERO (3) spoken as: ONE TWO EIGHT DECIMAL ZERO SEVEN FIVE khz mandatory carriage a. The carriage and operations of 8.33 khz capable equipment is mandatory above FL195 in ICAO EUR Region. b. Non-8.33 khz equipped State aircraft may fly in the airspace of enforced 8.33 khz mandatory carriage, provided that they are UHF equipped and the operational situation permits. The flight plan requires the letter U in field 10 and the indicator COM/EXM833 in field 18. (SPEC/IAW EC IR Article 9) c. For additional information, see the Eurocontrol 8.33 khz program website at mepage.html. (HQ AF A30-A1/HQ AF A30-A1 USAF FIL ) 4. Information for European Management of Flights by Non Mode S Compliant State Aircraft may be found on the following web link: For other countries in Europe contact: (MIL)VOIP/DSN /8601 (CIV)COMM (49) /8601 (USAASD-E/FIL ) FLIGHT PLANNING 1. FOR EUROPEAN AIR TRAFFIC FLOW MANAGEMENT, INTEGRATED INITIAL FLIGHT PLAN PROCESSING SYSTEM, AND FLEXIBLE USE OF AIRSPACE IN ECAC AREAS, SEE CHAPTER 1, FLIGHT PLANNING. 2. For USA only: Estimated Elapsed Time indicator (EET/). FIR boundary estimates for IFR/GAT flight plans are not required inside the IFPZ unless stated by individual country. (TFMWGE/USA ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. CONDITIONAL (CDRs) ROUTES

47 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES 2-7 a. "Conditional Routes" (CDR) are part of the Flexible Use of Airspace (FUA) Concept. CDR complement the permanent ATS network and are published on FLIP enroute charts. The purpose of CDR is to allow flights to be planned on and to use ATS routes, or portions thereof, that are not always available. CDR are established through potential areas of temporary segregation identified under the generic term "Temporary Segregated Areas" (TSA). The conditions for the use of CDR will be published, daily in national "European Airspace Use Plans" (EAUP) and European Updated Use Plans (EUUP) and the internationally by EUROCONTROL at: ec/index.html (FCC/TNXA) b. CDR are divided into three different categories according to their foreseen availability, their flight planning potential and the anticipated level of activity of the associated TSA. A CDR can be established in one or more of the following categories: (1) Category One (CDR1) (a) Permanently plannable. (b) Available for most of the time. (c) Flights will be planned in the same way as planned for permanent ATS routes. (d) Any re-routing around associated TSA will be made on ATC instructions only. (e) For the calculation of fuel consumption, alternate routes are published. (2) Category Two (CDR2) (a) CDR are part of pre-defined routing scenarios which respond to specific capacity imbalances. (b) Flights will be planned only in accordance with conditions published, daily, in the CRAM. (c) Possible re-routing on ATC instructions only. (3) Category Three (CDR3) (a) Not plannable. c. Per guidance from the FLIP Coordinating Committee (FCC), AP/2 Flight Information Publication will no longer maintain information on the following: (1) ATS Remarks (2) ATS CDR 2 and 3 route information This action will effect all countries within AP/2 and will be implemented upon publication 2 JUN 2011 and all cycles that follow. For the most up to date route availability and conditional information see the CFMU website: Usable on ATC instruction as short notice only. AERIAL REFUELING 1. Use of the Italy, Greece, Cyprus, and Malta Refueling Corridors and UK REFUELER EAST-WEST must be coordinated thru EUCARF. Additionally, requesting agencies may contact EUCARF at DSN (314) , commercial , or for assistance with reservations in established refueling tracks in Germany, UK, Netherlands, and Denmark. (USAFE A3C-A3CA-EUCARF/USAFE A3C-A3CA- EUCARF FIL )

48 2-8 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES

49 BIRD HAZARD DATA 1. BIRD CONCENTRATION AREAS/ROUTES EUROPE a. GENERAL - Large scale movements of migrating birds occur during various months in the European-Mediterranean and UK areas. There are also large concentrations of nesting, breeding, and wintering birds, often numbering in the millions, that may create a hazard to flight. The number & types of birds, areas of concentration, and height of flight vary from month to month and country to country; the associated charts are generalized depictions of areas of bird concentrations and migrating routes and should be used in conjunction with the specific details by each countries bird hazard data. EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES 2-9 b. BIRDTAMS - An elaborate bird monitoring system has been developed and is being used by Belgium, Denmark, France, Germany, and The Netherlands to generate Birdstrike risk intensity levels. The birdstrike risk intensity levels range from 0 (nil birdstrike risk) to 8 (extremely great birdstrike risk). Only levels 5 to 8 are reported. Aircrews flying over Central Europe, to include Belgium, Denmark, France, Germany, and The Netherlands should consult the DoD NOTAM web site at during flight planning. BIRDTAMS 0 to 2 correspond to Bird Watch Condition LOW, 3 to 5 MODERATE, and 6 to 8 SEVERE. An example map depicting BIRDTAM coverage is shown on page (AFFSA-XOS/AFFSA-XOS FIL )

50 2-10 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES

51 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES 2-11

52 2-12 EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES

53 ADDITIONAL INFORMATION PROCEDURES FOR AIRCRAFT FLYING IN THE ADRIATIC SEA - United States military forces are operating in the Adriatic Sea. In view of the present state of increasing tensions in the Adriatic Sea, the timely and accurate identification of aircraft in this area is essential to preclude the inadvertent use of military force against civil aircraft. The U.S. forces are prepared to exercise such self-defense measures as may be necessary to ensure their safety in the event they are approached by unidentified aircraft (fixed wing or rotary wing) or aircraft whose intentions are unclear. To better enable U.S. military forces to identify aircraft, all aircraft flying within or entering the airspace over the Adriatic Sea north of forty (40) degrees North latitude should maintain a continuous listening watch on one or both international emergency frequencies (VHF KHz and UHF MHz). Aircraft equipped with a civil weather-avoidance radar and/or an operational civil type radar transponder should operate both continuously when transiting these areas. Unident aircraft and those whose intentions are unclear to US military forces will be contact using the English language on VHF and UHF and request to identify themselves and to state their intentions. Such contacts may originate from military surface or airborne units. US radio communications will use standard phraseology and will specify the aircraft's flight information, as available, to include; heading, flight level or altitude, SSR/IFF squawk, geographical coordinates, and ground speed. Aircraft receiving advisory calls should acknowledge receipt and understanding of the warnings on the frequency received, and provide the information requested. In the event the aircraft in question remains unidentified and/or is deemed to pose a threat to U.S. military forces, an emergency situation exists. The pilot must be prepared to exercise his emergency authority to deviate from ATC clearance, comply with recommended heading and/or altitude change provided by U.S. military forces, and notify the appropriate ATC facility of the deviation and the need for an amended clearance. Flight crews are further advised that failure to respond to radio transmissions or respond to or comply with advice given may place the aircraft at risk. Aircraft transiting the areas mentioned above may minimize the exposure to the advisory procedure by maintaining an altitude (AFFSA/XOIA FIL 96-99) EUROPEAN REGIONAL SUPPLEMENTARY PROCEDURES 2-13 above FL250; avoiding offairway routing; executing all climbs and descents within national airspace; and by avoiding abrupt and unusual change of heading and/or altitude which may be construed as inconsistent with normal civil aircraft flight pattern. Illumination of a U.S. military unit with a weapons-type fire control radar will be viewed with suspicion and could result in an immediate military defensive action. This information is being provided solely to preclude the potential for any misinterpretation or misunderstanding which could result in an unfortunate accident; it does not affect the freedom of navigation of any individual or state. (USAFE/CL II NOTAM A-14-92) TELEPHONE CONTACTS NOTE: DOD Users to reserve Air refueling corridors in Italy, Greece, Cyprus, and Malta, contact the European Central Altitude Reservation Facility (EUCARF) via: DSN (314) (fax: 9855), or Commercial (fax: 9855). NOTE: For information concerning altitude reservations in European, Eastern Atlantic (east of 05000W line of longitude), Mediterranean, or African airspace, contact European Central Altitude Reservation Facility (EUCARF) via: DSN (314) (fax: 9855), or Commercial (fax: 9855). (HQ USAFE-A3CA-AIRSPACE/HQ USAFE-A3CA- AIRSPACE FIL ) NOTE: In areas designated as permanently available for Air-to-Air Refueling (AARA), the amount of warning concerning refueling operations can be so minimal as to preclude notification by normal methods. However, the units listed under ATC control column will be able to advise pilots on activity status in appropriate (AARAs). Where Air-to-Air Refueling Areas conflict with Airways, Advisory Routes or Upper Air Routes, civil/military coordination procedures are applied to minimize disruption to the plan flight profiles or the aircraft concerned.

54 2-14 MIDDLE EAST/ASIA REGIONAL SUPPLEMENTARY PROCEDURES SECTION C. MIDDLE EAST/ASIA (MID/ASIA) REGION

55 MIDDLE EAST/ASIA REGIONAL SUPPLEMENTARY PROCEDURES 2-15 SECTION C: MIDDLE EAST/ASIA (MID/ASIA) REGION NOTE: FIR/UIR and country listings herein are limited to the area of coverage of the associated FLIP Enroute Chart Series (ENAME). For other FIRs, UIRs and Countries of this Region refer to AP/3, Chapter 3. MIDDLE EAST/ASIA REGIONAL SUPPLEMENTARY PROCEDURES NATIONAL PROCEDURES 3. All flights except those conducted wholly in the vicinity of an airport when exempted by the appropriate air traffic control unit shall report during the period twenty to forty minutes following the time of last contact, whatever the purpose of such contact, merely to indicate that the flight is progressing according to plan. The above report will consist of aircraft identification and the words "Operations normal". (ICAO DOC 7030 MID/ASIA RAC ;4444-VI PANS- RAC 2) VISUAL FLIGHT RULES DIMENSIONAL UNITS - Refer to appropriate FIR/UIR or National Supplementary Procedures. Standard except: (ICAO DOC 7030 MID/ASIA RAC 1.1.1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Refer to appropriate FIR/UIR or National Supplementary Procedures. POSITION REPORTING - Standard except: 1. The last position report before passing from one FIR to an adjacent one shall also be made to the air traffic services unit serving the airspace about to be entered. (ICAO DOC 7030 MID/ASIA RAC 3.3.1) 2. All aircraft on VFR flights, and those on IFR flights outside controlled airspace, shall maintain a watch on a radio station furnishing communications for the unit providing flight information service in the FIR and file with that station information as to their position unless otherwise authorized by the state overflown. (ICAO DOC 7030 MID/ASIA RAC 3.1.1) 1. VFR flights to be operated within a control zone established at an airport serving international flights and in at least those portions of the associated terminal control area used by international IFR flights in association with approach, holding, departure and noise abatement procedures shall have two-way radio communications, obtain permission from the appropriate air traffic control unit and report position as required. Standard except: INSTRUMENT FLIGHT RULES 1. Flights shall be conducted in accordance with the instrument flight rules, even when not operating in IMC when operated more than 100 NM seaward from the shoreline within controlled air space or above FL150. (ICAO DOC 7030 MID/ASIA RAC 1.2.1) 2. All IFR flights shall comply with procedures for air traffic advisory service when operating in advisory airspace. (ICAO DOC 7030 MID/ASIA RAC 1.3.1)

56 2-16 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES SECTION D. NORTH ATLANTIC REGION

57 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES 2-17 SECTION D. NORTH ATLANTIC (NAT) REGION NORTH ATLANTIC SUPPLEMENTARY PROCEDURES NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - The NAT region includes the New York Oceanic FIR/OCA, Shanwick FIR, Gander Oceanic FIR/OCA, Santa Maria Oceanic FIR/OCA, Reykjavik FIR/OCA, and Sondrestrom FIR. (SPEC/UK AIP ) DIMENSIONAL UNITS 1. Standard except for mandatory application of IFR as indicated under IFR below. 2. The following acronyms used in this Section are defined as follows: a. ADS - Automatic Dependant Surveillance b. BOTA - Brest Oceanic Transition Area c. CPDLC - Controller Pilot Data Link Communications d. OCA - Oceanic Control Area e. NOTA - Northern Oceanic Transition Area f. SLOP - Strategic Lateral Offset Procedure g. SOTA - Shannon Oceanic Transition Area h. WATRS - West Atlantic Route System AIRSPACE STRUCTURE 1. Over the high seas, the lower limit of all the NAT OCA s is FL55 with no upper limit. Throughout the NAT Region, airspace at and above FL55 is Class A controlled airspace and below FL55 is Class G uncontrolled airspace. 2. NORTH ATLANTIC (NAT) RVSM - The entire North Atlantic including the WATRS requires RVSM from FL290-FL410 inclusive. 3. NORTH AMERICAN ROUTES (NAR) SYSTEM a. NAR interfaces with the NAT oceanic and domestic airspace and is used by air traffic transiting the North Atlantic. NARs extend to/from established oceanic fixes to major airports throughout the United States and Canada. b. NAR procedures and routes are published in the Airport Facility Directory (FAA; Northeast) and the Canada Flight Supplement, GPH 205, Planning Section. (SPEC/MNPSA Ops Man 3.3) 4. WEST ATLANTIC ROUTE SYSTEM (WATRS) - The WATRS area is defined beginning at point N27 00 W77 00 direct to N20 00 W67 00 direct to N18 00 W60 00 direct to N38 30 W60 00 direct to N38 30 W69 15, thence counterclockwise along the New York Oceanic Control Area/flight information region boundary to the Miami Oceanic Control Area/flight information region boundary to the point of beginning. 5. OTHER ROUTES WITHIN NAT MNPS AIRSPACE OCA. a. Other routes within NAT MNPS airspace include: (1) A699 and A700 in the western part of New York (2) Blue Spruce, now known as Special, routes (see AP2, Ch 2, Section D, MINIMUM NAVIGATION AND PERFORMANCE SPECIFICATIONS (MNPS), Para 1.f.) (3) Routes between Northern Europe and Spain/Canaries/Lisbon FIR (T9, T14, T16) (4) Routes between the Azores and the Portuguese mainland and between the Azores and the Madeira Archipelago. (5) Special routes of short stage lengths where aircraft equipped with normal short-range navigation equipment (G3, G11). (SPEC/MNPSA Ops Man 3.2.1) NOTE: Certain countries have established tracks/routes to transition over water to travel between countries (UK to Ireland, North America to Caribbean, NOTA, SOTA, BOTA, etc..). For details on these specific routes, see specific country entry within Chapter 3 of AP2). 6. MILITARY COLOR CODED (NAT) ROUTES a. These routes are designated primarily for tactical fighter deployments or for AMC aircraft and have been developed within AMC/TACC to facilitate the activation of short-notice altitude reservations. This information is for planning purposes only and the color code is purely for internal AMC/TACC reference. When discussing these routes with agencies other than TACC/XOC, use the full route coordinates, the details are held within TACC/XOC. b. Use of these tracks requires coordination - with Central Altitude Reservation Function (CARF) for eastbound flights from the United States, and European Central Altitude Reservation Function (EUCARF) for westbound flights from the east (Europe, Middle East, etc.) - via ALTRV APREQ (Altitude Reservation Approval Request) before they may be used. CARF/EUCARF will issue an ALTRV APVL (Altitude Reservation Approval) message finalizing the use of the airspace. (618 AOC-XOCZF/AFFSA-XOS FIL ) 7. NAT ORGANIZED TRACK SYSTEM (NAT OTS) a. The agreed OTS is promulgated by means of the NAT Track Message via AFTN to all interested addresses. A typical time of publication of the day-time OTS is 2200Z and the night-time OTS is 1400Z. The hours of validity of the two OTSs are normally 1130Z-1900Z at W30 for daytime OTS and 0100Z-0800Z at W30 for nighttime OTS. (SPEC/MNPSA Ops Man 2.3) b. The most northerly Track of a day OTS is designated as NAT Track Alpha, the adjacent track to the south as NAT Track Bravo, etc. In the case of the structure published for night use, the most southerly track is designated NAT Track Zulu, the adjacent track to the north is designated NAT Track Yankee, etc.

58 2-18 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES c. Flight levels are allocated for use within the track structure to make optimum use of the available airspace. (SPEC/UK AIP ENR ) d. NAT TRACK MESSAGE (1) The originating OAC identifies each NAT Track Message, within the Remarks section appended to the end of the NAT Track message, by means of a 3-digit Track Message Identification (TMI) number equivalent to the Julian calendar date on which the OTS is effective (The Julian calendar date is a simple progression of numbered days without reference to months, with numbering starting from the first day of the year. i.e. the OTS effective on February 1 st will be identified by TMI 032). (2) If any subsequent NAT Track amendments affecting the entry/exit point, route of flight (co-ordinates), or flight level allocation are made, the whole NAT Track Message will be reissued. The reason for this amendment will be shown in the Notes and a successive alphabetic character (i.e. A, then B, etc..) will be added to the end of the TMI number (e.g. TMI 032A). (SPEC/MNPS Ops Man 2.3) (3) The remarks section is an important element of the Track Message that may vary significantly from day to day and includes essential information that Shanwick or Gander need to bring to the attention of operators. (4) Examples of Westbound NAT Track Messages: (a) NAT - Tracks FLS 310/400 INCLUSIVE SEP 08/1130Z TO SEP 08/1900Z TRACK A MIMKU AUNOT 58N030W 59N030W 58N040W 56N050W SCROD VALIE LEVELS: EUR RTS WEST MORAG NAR N242B N248C N250EN252E TRACK B NIBOG PIKIL 57N020W 58N030W 57N040W 55N050W OYSTR STEAM LEVELS: EUR RTS WEST NURSI NAR N224E N228B N230C N232E TRACK C MASIT RESNO 56N020W 57N030W 56N040W 54N050W CARPE REDBY LEVELS: EUR RTS WEST DEVOL NAR N202B N206C N210E REMARKS: 1. TRACK MESSAGE IDENTIFICATION NUMBER IS 251 AND OPERATORS ARE REMINDED TO INCLUDE THE TMI NUMBER AS PART OF THE OCEANIC CLEARANCE READBACK. 2. NAT WESTBOUND FLIGHT PLANNING RESTRICTIONS FOR THURSDAY 8 TH SEPTEMBER. IN ORDER TO OPTIMIZECAPACITY IN THE LONDON ACC SECTORS NAT TRAFFIC DEPARING FROM EB.. ED.. EH.. LO.. PLANNING TO ENTER SHANWICK OCA AT OR NORTH OF MALOT BETWEEN 0800 AND 1430 UTC IS TO FLIGHT PLAN AT OR NORTH OF RAVLO BAGSO AND NOT VIA UL9/UP4 DIKAS. (5) Examples of Eastbound NAT Track Messages: (b) NAT - TRACKS FLS 300/400 INCLUSIVE SEP 08/0100Z TO SEP 08/0800Z NAT-T DOTTY CRONO 52/50 54/40 55/30 56/20 PIKIL MIMKU MORAG EAST LVLS WEST LVLS NIL EUR RTS EAST EHAM E223A EDDF E223A EDDM E223A EHAM E225A EDDF E225A EDDM E225A NAR N111B N113B N115B- U CYMON DENDU 51/50 53/40 54/30 55/20 RESNO NIBOG NURSI EAST LVLS WEST LVLS NIL EUR RTS EAST EHAM E261A EDDF E261A EDDM E261A EHAM E263A EDDF E263A EDDM E263A NAR N95B N97B N99A- V YQX KOBEV 50/50 52/40 53/30 54/20 DOGAL BABAN EAST LVLS WEST LVLS NIL EUR RTS EAST NIL NAT N79B N83B N85A- REMARKS: 1. TRACK MESSAGE IDENTIFICATION NUMBER IS 251 AND OPERATORS ARE REMINDED TO INCLUDE THE TRACK MESSAGE IDENTIFICATION NUMBER AS PART OF THE OCEANIC CLEARANCE READBACK. 2. CLEARANCE DELIVERY FREQUENCY ASSIGNMENTS FOR AIRCRAFT OPERATING FROM MOATT TO BOBTU INCLUSIVE: MOATT TO SCROD OYSTR TO YAY COLOR TO BOBTU NAT EASTBOUND FLIGHT PLANNING RESTRICTIONS IN FORCE REFER TO EGGX G0344/04. (SPEC/MNPS Ops Man 2.4) MINIMUM NAVIGATION AND PERFORMANCE SPECIFICATIONS (MNPS) 1. MINIMUM NAVIGATION AND PERFORMANCE SPECIFICATIONS (MNPS) - The MNPS shall be applicable in that volume of airspace between FL285 and FL420 within the Oceanic Areas of Santa Maria, Shanwick, Reykjavik, Gander Oceanic, and New York, excluding the area west of W060 and south of N (SPEC/IC AIP ENR 1.8-3) a. The mathematical standards set for flights within MNPS airspace can be approximated operationally as follows: (1) Aircraft must be operated so that lateral deviations from track remain less than 12.6 NM for at least 95% of the time the system is required for navigation. (2) the navigation system must demonstrate a continuing capability to keep lateral deviations from cleared track in excess of 30NM or less than 53 per 100,000 flight hours in the system, and (3) keep lateral deviations between 50 and 70NM from the cleared track, to less than 13 per 100,000 flight hours in the system. (SPEC/UK AIP ENR )

59 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES 2-19 b. When granting approval for operations in MNPS airspace, States of Registry shall ensure that in-flight operating drills include mandatory navigation cross-checking procedures which will identify navigation errors in sufficient time to prevent the aircraft inadvertently deviating from the ATC cleared route. c. The operator who experiences reduced navigation performance shall inform air traffic control as soon as practicable. (SPEC/IC AIP ENR 1.8-3) d. The submission of a flight plan alone does not constitute NAT MNPS operating approval. Pilots/Operators unable to provide confirmation of MNPS capabilities will be issued an Oceanic Clearance to operate outside MNPSA (below FL285 or above FL420). (SPEC/UK AIP ENR ) e. Navigational Equipment Required for MNPS Operations (1) Two fully serviceable Long Range Navigational Systems (LRNS) which may include one Inertial Navigation System (INS), one Global Navigation Satellite System (GNSS), or one navigation system using the inputs from one or more Inertial Reference System (IRS) or any other sensor system complying with MNPS requirements. (2) Each LRNS must be capable of providing to the flight crew with a continuous indication of the aircraft position relative to desired track. (3) it is highly desirable that the navigation system employed for the provision of steering guidance is capable of being coupled to the auto-pilot. (SPEC/UK AIP ENR ) f. Routes for Aircraft with only one Long Range Navigation System (1) A number of routes have been developed for aircraft equipped with only one Long Range Navigation System (LRNS) and carrying normal short-range navigation equipment (VOR/DME, ADF). It is recognized that these routes are within HLA, and that State approval must be obtained prior to flying along them. (a) ATSIX(N60 W010 ) N61 W ALDAN KFV (HF is required on this route) (b) RATSU(N61 W010 ) ALDAN KFV (Non HF equipped aircraft can use this route) (c) GOMUP(N57 W010 ) N60 W015 N61 W BREKI KFV (VHF coverage does not exist between GOMUP and N60 W015, HF is required on this route) (d) MOXAL RATSU (e) OSKUM RATSU (f) KFV SOPEN DA SF YFB (g) KFV EPENI N63 W030 N61 W040 OZN (h) OZN N59 W050 AVUTI PRAWN YDP (i) (j) OZN N59 W050 CUDDY PORGY HO OZN N58 W050 HOIST YYR (k) SF DARUB(N67 W060 ) YXP (l) KU EPMAN(N66 W060 ) YXP (m) KU N64 W060 MUSVA(N64 W063 ) - YFB (n) RE N69 30 W CP (SPEC/IC AIP ENR ) NOTE: Routes (a) thru (k) are known as Blue Spruce routes and are now referred to as Special routes. Continuous VHF coverage exists on these routes at FL310 and above except where stated. g. Routes for Aircraft with Short Range Navigation Equipment Only (1) The following routes may be flown with short range navigation equipment, but State approval for MNPS operations is still necessary. (a) VALDI MY ING KFV (G3) (b) PEMOS MY (G11) (SPEC/IC AIP ENR ) NOTE: For MNPS information unique to each country and/or airspace, see the specific country entry within Chapter 3 of the AP2. The letter X must still be included to show that the aircraft satisfies MNPS lateral navigation performance requirements. POSITION REPORTING - Standard except for position report criteria unique to each country and/or airspace, see the specific country entry within Chapter 3 of the AP2. 1. GENERAL a. In the North Atlantic Region there are six aeronautical radio stations, one associated with each Oceanic Control Area: Bodo Radio, Gander Radio, Iceland Radio, New York Radio, Santa Maria Radio, and Shanwick Radio. b. Each individual aircraft is normally allocated a primary and a secondary HF frequency, either when it receives its clearance or by domestic controllers shortly before the oceanic boundary. c. When initiating contact with an aeradio station, the pilot should state the HF frequency in use. (SPEC/MNPS Ops Man 6.1) d. Inter-pilot air-to-air VHF facility is and emergency frequency is may be used to relay position reports via another aircraft in the event of an air-ground communications failure. (SPEC/MNPS Ops Man 6.2) e. When using HF communications (even when using ADS and/or CPDLC), pilots should maintain a listening watch on the assigned frequency, unless SELCAL is fitted, in which case they should ensure the following sequence of actions: (1) Provision of the SELCAL code in the flight plan (2) Checking the operation of the SELCAL equipment, at or prior to entry into Oceanic airspace, with the appropriate aeradio station, and (3) Maintenance thereafter of a SELCAL watch. (SPEC/MNPS Ops Man 6.1)

60 2-20 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES NOTE: Radio operators relay for/to controllers. The majority of oceanic communications such as position reports or crew requests go through a radio operator. The radio operator is not an air traffic controller. Radio operators must relay all reports and request to ATC for approval and processing. (SPEC/Oceanic Errors Safety Bulletin 01-07) 2. POSITION REPORTS a. Pilots must always report to ATC as soon as possible on reaching any new cruising level. b. Position should be expressed in terms of latitude and longitude except when flying over named reporting points. For flights whose tracks are predominantly east or west, latitude should be expressed in degrees and minutes, longitude in degrees only. For flights whose tracks are predominantly north or south, latitude should be expressed in degrees only, longitude in degrees and minutes. c. Examples of position reports: (1) Position Report - Position, Hoist 51, on 5649, 56 North 010 West at 1235, Flight Level 330, Estimating 56 North 020 West at 1310, 56 North 030 West Next (2) Request Clearance in conjunction with Position Report - Request Clearance, Shell 81, on 5616, 56 North 020 West at 1308, Flight Level 330, Estimating 56 North 030 West at 1340, 56 North 040 West next. Request Flight Level 350. (3) Request Clearance only - Request Clearance, Spar 19, Requested Flight Level 370. (4) Revised Estimate - Revised Estimate, Shell 81, 57 North 040 West at d. Position reports for aircraft operating on tracks through successive points on the mutual boundary of two OCAs (e.g. when routing along the 45 N parallel), should be made to both relevant OACs (e.g. Shanwick copy Santa Maria ). (SPEC/MNPS Ops Man 6.3) 3. TIME KEEPING PROCEDURES a. Prior to entry into Oceanic Airspace, the pilot shall synchronize the time reference system(s) to be used during the flight for the calculation of waypoint Actual Time of Arrival (ATA) and Estimated Time of Arrival (ETA) to an acceptable international time source. The pilot passing the ATAs and ETAs to ATC is to ensure that they are based on a time reference system that has been properly synchronized. b. Acceptable international time sources are: (1) BBC (UK, Greenwich) H24 on khz; on 9410 khz; on khz; on khz, khz, 9760 khz. Time is UTC and given every minute, within specified periods. (2) Global Positioning System corrected to UTC. (3) WWV (USA Fort Collins, Colorado) H24 on 2500 khz, 7335 khz, khz (SSB). Time is UTC and given every minute. (4) CHU (National Research Council, Canada) H24 on 3330 khz, 7335 khz (SSB). Time is UTC and given every minute. NOTE: Aircraft Communication Addressing and Reporting Systems (ACARS) are not suitable time sources due to the unknown delay involved between the times that the update message is generated and when it is received by the ACARS equipment on the aircraft. (SPEC/UK AIP ENR ) 4. ALERTING AND SEARCH AND RESCUE - All flights operated more than 100 NM from the shoreline shall report during the period twenty to forty minutes following the time of last contact, whatever the purpose of such contact, merely to indicate that the flight is progressing according to plan. The above report will consist of aircraft identification and the words "Operations normal". (SPEC/ICAO DOC ) 5. METEOROLOGICAL REPORTS - From among the aircraft intending to operate on the organized tracks, oceanic control centers shall designate those which shall be required to report routine meteorological observation at each prescribed report point. This designation shall be made by the oceanic control centers delivering the oceanic clearance, using the phrase "SEND MET REPORTS". (SPEC/MNPS Ops Man 6.5) 6. WHEN ABLE HIGHER (WAH) REPORTS a. A WAH Report must be provided by all flights entering the MNPS Airspace portion of the New York OCA and entering the Santa Maria OCA. The provision of WAH Reports allows the controllers to more effectively utilize their airspace and provide aircraft more fuel efficient profiles. Provision of WAH Reports on entering other OCAs is optional. b. When required or when otherwise provided, upon entering an oceanic FIR, pilots should include in the initial position the time or location that the flight will be able to accept the next higher altitude. c. Information provided of the aircraft s future altitude ability will not automatically be interpreted by ATC as an advance request for a step climb. In addition, the ATC acknowledgement of a WAH report is NOT a clearance to change altitude. d. Examples of WAH Report included in initial position report: (1) Hoist 51, 40 North 040 West at 1010, Flight Level 350. Estimating 40 North 050 West at 1110, 40 North 060 West Next. Able Flight Level 360 at Able Flight Level 370 at Able Flight Level 390 at e. Although optimal use of the WAH reports is in conjunction with a Position Report, a WAH report can be made or updated separately at any time. (SPEC/MNPS Ops Man 6.4) SECONDARY SURVEILLANCE RADAR - 1. Unless otherwise directed by ATC, aircraft equipped with SSR transponders in the NAT Region shall operate transponders continuously on Mode A, Code 2000 regardless of the direction of flight, except that the last assigned code shall be retained for a period of thirty minutes after entry into NAT airspace. Aircraft transitioning into WATRS via fixed ATS routes shall remain on the last ATC assigned beacon code.

61 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES 2-21 NOTE: This procedure does not affect the use of Special Purpose Codes 7500, 7600, and 7700 in case of unlawful interference, radio failure, or emergency. (SPEC/MNPS Ops Man 6.7) INSTRUMENT FLIGHT RULES Standard except that flights shall be conducted in accordance with Instrument Flight Rules, even when not operated in instrument meteorological conditions when operated at or above FL60 or 2000 above ground, whichever is higher, within the FIR of New York Oceanic, Gander Oceanic, Shanwick Oceanic, Santa Maria Oceanic, Sondrestrom and Reykjavik, and when more than 100 NM seaward from the shoreline within the Bodo Oceanic FIR. (SPEC/ICAO DOC 7030 NAT RAC 1.0) RVSM RULES 1. GENERAL a. For flights through NAT MNPS Airspace, the aircraft and operator must have the requisite State Approvals for both MNPS and RVSM operations. The crew must be qualified for flight in RVSM airspace and all aircraft intending to operate within NAT MNPS Airspace must be equipped with altimetry and heightkeeping systems which meet RVSM Minimum Aircraft System Performance Specifications (MASPS). (SPEC/NAT MNPSA Ops Man 9.1.5) b. Most flights will approach the MNPSA through European or North American RVSM airspaces. It is therefore expected that continuous monitoring of the serviceability of the aircraft s height keeping systems will have been undertaken. It is recommended that a final confirmation of the aircraft systems serviceability be performed immediately prior to entering the NAT MNPSA. (SPEC/NAT MNPSA Ops Man 9.1.7) 2. IN-FLIGHT ENTERING AND FLYING IN RVSM AIRSPACE a. One automatic altitude control system should be engaged throughout the cruise. b. To prevent unwanted TCAS/ACAS warnings, pilots should ensure that the vertical closure speed is not excessive. Vertical speed should be reduced to between 500 /min and 1500 /min when within 1500 of cleared altitude. It is important to ensure that the airplane neither undershoots or overshoots the cleared level by more than 150. (SPEC/NAT MNPSA Ops Man ) c. It is essential in NAT MNPS/RVSM airspace that pilots always report to ATC immediately upon reaching any new cruising level. (SPEC/NAT MNPSA Ops Man ) d. Crews should report all occasions when a 300 or more deviation in altitude occurs, even if as a result of turbulence. (SPEC/NAT MNPSA Ops Man 9.3.4) e. A W must be entered into Item 10 of the ICAO flight plan to indicate that the aircraft is approved for flight at RVSM levels. (SPEC/NAT MNPSA Ops Man 9.1.6) 3. EQUIPMENT FAILURES a. The following equipment failures must be reported to ATC as soon as practicable following their identification: (1) loss of one or more primary altimetry systems or (2) failure of all automatic altitude-control systems (SPEC/NAT MNPSA Ops Man 9.2.1) 4. OPERATIONAL PROCEDURES a. General (1) PILOT LEVEL CALL Except in radar environment, pilots shall report reaching and leaving a flight level. (2) DIVERSION ACROSS THE FLOW OF ADJACENT TRAFFIC Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while maintaining 15 NM offset, expedite climb above or descent below levels where the majority of aircraft operate (e.g., to a level above FL410 or below FL290) and then maintain a level which differs by 500 (150m) from those normally used. However, if the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level 500 above or below levels normally used until a new ATC clearance is obtained. (SLOP) (3) STRATEGIC LATERAL OFFSET PROCEDURES (a) GENERAL - This procedure provides for offsets within the following guidelines: 1 Along a route or track there will be three positions that an aircraft may fly: centerline or one or two miles right; and 2 Offsets will not exceed 2 NM right of centerline. (b) GUIDELINES Distributing aircraft laterally and equally across the three available positions is now a standard operating procedure for the entire NAT Region and pilots are required to adopt this procedure. It should also be noted that: 1 Aircraft without automatic offset programming capability must fly the centerline. 2 Operators capable of programming automatic offsets may fly the centerline of offset one or two nautical miles right of centerline to obtain lateral spacing from nearby aircraft. An aircraft overtaking another aircraft should offset within the confines of this procedure, if capable, so as to create the least amount of wake turbulence for the aircraft being overtaken. 3 Pilots should use whatever means available (TCA, radios, visual, etc...) to determine the best flight path to fly. 4 For wake turbulence avoidance, pilots may only fly one of the three positions mentioned above. For additional operations, see ADDITIONAL INFORMATION SPECIAL PROCEDURES FOR INFLIGHT CONTINGENCIES Chapter 2, Section D, Para 5 of the AP2. 5 Pilots may apply an offset outbound at the entry point and must return to centerline prior to the oceanic exit point. 6 Aircraft transiting radar-controlled airspace mid-ocean should remain on their already established offset positions. 7 There is no ATC clearance required for this procedure and it is not necessary that ATC be advised. 8 Voice position reports should be based on the

62 2-22 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES waypoints of the current ATC clearance and not the offset positions. (SPEC/NAT MNPS Ops Man 8.5) 5. SPECIAL ARRANGEMENTS FOR NON-RVSM APPROVED AIRCRAFT a. MNPS approved aircraft that are not approved for RVSM operation will be permitted, subject to traffic, to climb/descend through RVSM levels in order to attain cruising levels above or below RVSM airspace. Flights should climb/descend continuously through the RVSM levels without stopping at any intermediate level and should Report Leaving current level and Report Reaching cleared level. All climbs/descents should be at the normal rate for the aircraft. FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) NOTE: For additional information regarding specific/unique country or OCA flight plan requirements, see the individual country entries in Chapter 3 of the AP2 or AP1. 1. ROUTINGS a. During the hours of validity of the OTS, operators are encouraged to flight plan as follows: (1) In accordance with the OTS; or b. Such aircraft are permitted to flight plan and operate at FL430 either eastbound or westbound above NAT MNPS airspace. OTS; or (2) Along a route to join or leave an outer track of the c. Operators requiring such special approval should request prior approval by contacting the initial Oceanic Area Control Center, normally not more than 12 hours and not less than 4 hours prior to the intended departure time, giving as much detail as possible regarding acceptable flight levels and routings. The special approval, if and when received, should be clearly indicated in Item 18 of the ICAO flight plan. Operators must appreciate that the granting of any such approval does not constitute an oceanic clearance, which must be obtained from ATC, by the pilot, in the normal manner. d. It should be noted that RVSM approved aircraft will be given priority for level allocation over non-rvsm approved aircraft. (SPEC/NAT MNPS Ops Man 6.1) e. ATC notification of non-rvsm compliant State aircraft (those aircraft used in military, custom, and police services shall be deemed state aircraft) is accomplished through filing of an ICAO flight plan. In Field 18 of the ICAO Flight Plan, include STS/APVD NONRVSM. NOTE: New York Oceanic will coordinate non-rvsm status with any affected adjacent FIR or facility. f. After departure, the pilot shall notify the ATC facility (on VHF) adjacent to the New York boundary that approval has been obtained from New York Center. NOTE: Approval means able to operate in the RVSM stratum. Aircraft operating levels will be subject to ATC. g. Contact details for approval request are as follows: New York Center Telephone (631) or (631) NOTE: The approval process is intended exclusively for the purposes indicated above and not as a means to circumvent the normal RVSM approval process. h. Air traffic service providers will consider suspending RVSM procedures when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be (3) On a random route to remain clear of the OTS b. Operators may still flight plan across the OTS, however, be aware that re-routes or significant changes in flight level are likely to be necessary during most of the OTS traffic periods. c. Outside the OTS periods, operators may flight plan any random routing, except that during the two hours prior to each OTS period, the following restrictions apply: (1) Eastbound flights that cross 30 W less than one hour prior to the incoming/pending westbound OTS (i.e. after 1029Z), or westbound flights that cross 30 W less than one hour prior to the incoming/pending eastbound OTS (i.e. after 2359Z), should plan to remain clear of the incoming/pending OTS structure. (2) Any such opposite direction flights crossing 30 W between one and two hours prior to the incoming/pending OTS (i.e. any eastbound flights between 0930Z and 1029Z or westbound flights between 2300Z and 2359Z) where the route beyond 30 W would coincide with the incoming/pending OTS structure at any point, should plan to join an outer track at any point, or backtrack the length of one of the incoming/pending tracks. (SPEC/MNPS Ops Man 4.1) 2. FLIGHT LEVELS a. Operators may include step climbs in the flight plan, although each change of level during the flight must be requested from and approved by ATC. b. Pilots intending to fly on a random route or outside the OTS time periods should normally plan flight level(s) appropriate to the direction of flight. c. Canada and the UK occasionally modify the current usage allocation of flight levels in the NAT MNPSA according to their Flight Level Allocation Scheme (FLAS). Hence, pilots should consult the specific Canada and UK entries in AP1 and AP2, respectively, as well as NOTAMs when flight planning random routes through NAT MNPSA Airspace. (SPEC/MNPS Ops Man 4.1) 3. FLIGHT PLANNING a. Flights Planning on the OTS:

63 (1) If (and only if) the flight is planned to operate along the entire length of one of the organized tracks should the track be defined in Item 15 of the flight plan. (2) Flights wishing to join or leave an organized track at some intermediate point are considered to be random route aircraft and full route details must be specified in the flight plan. NORTH ATLANTIC SUPPLEMENTARY PROCEDURES 2-23 CLEARANCE INFORMATION - NOTE: For additional information regarding specific/unique country or OCA clearance requirements, see the individual country entries in Chapter 3 of the AP2 or AP1. 1. GENERAL (3) The planned Mach number and flight level for the organized track should be specified as either the last domestic reporting point prior to oceanic entry or the organized track commencement point. (4) Each point at which a change of Mach number or flight level is planned must be specified by geographical coordinates or as a named waypoint. b. Flight Planning on Random Routes on an East/West Direction at/or South of 70 N: (1) Requested Mach number and flight level should be specified at either the last domestic reporting point prior to oceanic airspace entry or the OCA boundary. (2) The route of flight should be specified in terms of significant points, including in Item 18: entry point; (a) The last domestic reporting point prior to oceanic (b) The OCA boundary exit point; (c) Significant points, formed by the intersection of half or whole degrees of latitude, with meridians spaced at intervals of ten degrees of longitude from the Zero degree E/W (Greenwich) Meridian to longitude 70 W; NOTE: Do not identify significant points using a NAVAID unless landing/departing Iceland or Greenland. Continue to use Lat/Long even if within coverage of a land based NAVAID. Oceanic clearances/procedures/separation standards remain in effect for aircraft overflying Iceland or Greenland. (AMC-A3AA/AMC-A3AA FIL ) exit. (d) The OCA boundary exit point; and (e) The first domestic reporting point after ocean c. Flight Planning on Random Routes on an East/West Direction North of 70 N: (1) Flight planning for flights in this category are identical to those at/or south of 70 N (Para 1.b.) except that a route should be specified in terms of significant points formed by the intersection of parallels of latitude expressed in degrees and minutes with meridians normally spaced at intervals of 20 from the Zero degree E/W (Greenwich) Meridian to longitude 60 W. d. Flight Planning on Random Routes in North/South Direction: (1) Flight planning for flights in this category are identical to those listed for flights operating on random route segments at/or south of 70 N (Para 1.b.) except that the route should be specified in terms of significant points formed by the intersection of whole degrees of longitude with specified parallels of latitude which are spaced at 5 intervals from 20 N to 90 N. (SPEC/MNPS Ops Man 4.2) a. Pilots should request Oceanic Clearances from the ATC unit responsible for the first OCA within which they wish to operate at least 40 minutes prior to the Oceanic entry point ETA. b. Methods of obtaining an Oceanic clearance include: (1) Published VHF clearance delivery frequencies (2) By HF communications to the OAC through the appropriate aeradio station. (3) Via domestic or other ATC agencies. (4) Via data link c. At some airports situated close to oceanic boundaries, the Oceanic Clearance must be obtained before departure. d. After obtaining and reading back the clearance, the pilot should monitor the forward estimate for oceanic entry, and if this changes by 3 minutes or more, should pass a revised estimate to ATC. e. If the entry point of the oceanic route on which the flight is cleared differs from that originally requested and/or the oceanic flight level differs from the current flight level, the pilot is responsible for requesting and obtaining the necessary domestic re-clearance. f. Example of Oceanic Clearance Request: (1) Reach 51 request Oceanic Clearance. Estimating 56N 010W at Request Mach decimal eight zero, Flight Level three five zero, able Flight Level three six zero, second choice Track Charlie. (SPEC/MNPS Ops Man 5.1) g. Abbreviated clearances include: (1) Clearance limit (normally destination airfield) (2) Cleared Track (3) Cleared Flight Level(s) (4) Cleared Mach Number (5) If the aircraft is designated to report MET information en route, the phrase SEND MET REPORTS. (SPEC/MNPS Ops Man 5.2) 2. OCEANIC CLEARANCES FOR FLIGHTS INTENDING TO OPERATE WITHIN THE NAT REGION AND SUBSEQUENTLY ENTER THE EUR OR NAM REGIONS Should a pilot receive a clearance on a track other than originally flight planned, special caution should be exercised to ensure that the co-ordinates of the assigned track and of the associated landfall and domestic routings are fully understood and correctly inserted into the automated navigation system. (SPEC/MNPS Ops Man 5.4)

64 2-24 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES ADDITIONAL INFORMATION SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES 1. The following contingencies are intended for guidance only. Although all possible contingencies cannot be covered, these provide primarily for situations that require rapid descent, turnback, or diversion to an alternate aerodrome. (SPEC/MNPS Ops Man 11.1) 2. GENERAL NAT traffic and then maintain a flight level which differs from those normally used. However, if a pilot is unable or unwilling to carry out the major climb/descent, then any deviation should be carried out at a level 500 different from those in use within MNPS Airspace, until a new ATC clearance is obtained. (SPEC/MNPS Ops Man 11.3) 4. DEVIATIONS AROUND SEVERE WEATHER a. If the aircraft is required to deviate from track to avoid weather, the pilot should request a revised clearance from ATC prior to deviating. If unable, the following procedures should be followed while continuing to obtain an ATC clearance: a. If an aircraft is unable to continue its flight in accordance with ATC clearance, a revised clearance should be obtained whenever possible, prior to initiating any action, using the distress (MAYDAY) or urgency (PAN PAN) signals as appropriate. (SPEC/MNPS Ops Man 11.2) 3. SPECIAL PROCEDURES a. The general concept of NAT contingency procedures is to offset from the assigned route by 15NM and climb or descend to a level which differs from those normally used by 500 below FL410 or by 1000 above FL410. b. Initial Action - the aircraft should leave its assigned route or track by initially turning at least 45 to the right or left whenever this is feasible. The direction of the turn should be determined by: (1) Position of the aircraft relative to an organized route or track system traffic (2) Direction to the alternate airport (3) Terrain Clearance (4) Levels allocated on adjacent routes or tracks (5) Any known SLOP offsets adopted by other nearby c. Subsequent Action - (1) An aircraft that is able to maintain its assigned flight level, after deviating 10 NM from its original cleared track centerline and therefore clear of any potentially conflicting traffic above or below following the same track, should: (a) Climb or descend 1000 if above FL410 (1) If possible, deviate away from the organized track or route system; (2) Establish communications with and alert nearby aircraft broadcasting, at suitable intervals: aircraft identification, flight level, aircraft position (including ATS route designator or track code), and intentions on the frequency in use and on frequency (3) Watch for conflicting traffic (4) Turn on all exterior lights (5) For deviations of less than 10NM, aircraft should remain at the level assigned by ATC (6) For deviations of greater than 10 NM, when the aircraft is approximately 10 NM from the track, initiate a level change of 300. (a) If flying Eastbound (mag track) and deviating left (North) of track, then descend 300. If deviating right (South) of track than climb 300. (b) If flying Westbound (mag track) and deviating left (South) of track, then climb 300. If deviating right (North) of track then descend 300. Route Centerline Track EAST ( magnetic) Deviations > 19 km (10 NM) LEFT RIGHT Level Change DESCEND 300 ft (91 m) CLIMB 300 ft (91 m) (b) Climb or descend 500 if below FL410 (c) Climb 1000 or descend 500 if at FL410 WEST ( magnetic) LEFT RIGHT CLIMB 300 ft (91 m) DESCENT 300 ft (91 m) (d) Minimize rate of descent while acquiring the 15 NM offset track (2) An aircraft that is unable to maintain its assigned flight level should, whenever possible, initially minimize its rate of descent when leaving its original track centerline and then when expected to be clear of any possible traffic following the same track at lower levels, expedite descent to an operationally feasible flight level, which differs from those normally used by 500 ft if below FL410 (or by 1000 ft if above FL410). d. Before commencing any diversion across the flow of adjacent traffic, aircraft should, whilst maintaining the 15NM offset track, expedite climb above or descent below the vast majority of (c) When returning to track, regain the last assigned flight level when the aircraft is within 10 NM of center line. (7) Inform ATC when weather deviation is no longer required. (SPEC/MNPS Ops Man 11.4) 5. WAKE TURBULENCE a. When flying in NAT MNPS airspace and the pilot considers it necessary to offset from the current track due to wake turbulence, then the pilot may only elect to fly another of the three options allowable in the Strategic Lateral Offset Procedure (SLOP

65 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES see ADDITIONAL INFORMATION, STRATEGIC LATERAL OFFSET PROCEDURE in AP2). If neither of the remaining SLOP offset tracks are upwind of the other aircraft which is causing wake turbulence, then the pilot should co-ordinate with the other aircraft via and perhaps request that the other aircraft adopt an alternative SLOP allowable downwind offset. b. Any pilot who encounters a wake turbulence incident when flying NAT MNPS, should ensure that a detailed report is provided to the NAT CMA. A copy of this report can be found at (SPEC/MNPS Ops Man 11.5) 6. ACAS/TCAS ALERTS AND WARNINGS a. All ACAS and TCAS resolution advisories should be reported to ATC: (1) Verbally, as soon as practicable; and (2) In writing to the Controlling Authority, after the flight has landed, using the necessary procedure and forms, including, when appropriate, the Attitude Deviation Report Form available in Annex 2 of the MNPS Ops Manual found at (SPEC/MNPS Ops Man 11.6) 7. COMMON PROCEDURES FOR RADIO COMMUNICATIONS FAILURE OF OCEANIC AIRCRAFT OPERATING IN THE NAT REGION. a. The following procedures are intended to provide general guidance for NAT aircraft experiencing a communications failure. These procedures are intended to complement and not supersede state procedures/regulations. It is not possible to provide guidance for all situations associated with a communications failure. b. GENERAL (1) If so equipped, the pilot of an aircraft experiencing a two-way radio communications failure shall operate the secondary radar transponder on identify (Mode A) Code 7600 and Mode C. (2) The pilot shall also attempt to contact any ATC facility or another aircraft and inform them of the difficulty and request they relay information to the ATC facility with whom communications are intended. The preferred frequency for relaying position reports via other aircraft is MHZ MHZ may also be used, but care must be taken to avoid hindering other emergency aircraft. (SPEC/UK AIP ENR ) c. COMMUNICATIONS FAILURE PRIOR TO ENTERING NAT OCEANIC AIRSPACE (1) If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the cleared oceanic entry point, level and speed and proceed in accordance with the received and acknowledged oceanic clearance. Any level or speed change required to comply with the oceanic clearance shall be completed within the vicinity of the oceanic entry point. (2) If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point, level and speed as contained in the filed flight plan, and proceed via the filed flight plan route to landfall. That first oceanic level and speed shall be maintained to landfall. d. COMMUNICATIONS FAILURE PRIOR TO EXITING NAT OCEANIC AIRSPACE (1) CLEARED ON FLIGHT PLAN ROUTE. The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall, then continue on the flight plan route. Maintain the last assigned oceanic level and speed to landfall. After passing the last specified oceanic route point, conform with the relevant state procedures/regulations. (2) CLEARED ON OTHER THAN FLIGHT PLAN ROUTE. The pilot shall proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall. After passing this point, rejoin the filed flight plan route by proceeding directly to the next significant point ahead of the track of the aircraft as contained in the filed flight plan. Where possible, use published ATS route structures, then continue on the flight plan route. Maintain the last assigned oceanic level and speed to the last specified oceanic route point. After passing this point, conform with the relevant state procedures/regulations. (SPEC/ENR UK Civil AIP) (3) In the event of failure of HF communications every effort should be made by the pilot to relay position reports through other aircraft MHz, may be used to relay position reports. If necessary initial contact for such relays can be established on MHz - although great care must be exercised should this be necessary, as the frequency MHz is monitored by all aircraft operating in the NAT Region in case it is being used by aircraft experiencing emergencies. Therefore in order to minimize unnecessary use of MHz, it is recommended that aircraft additionally monitor MHz when flying through NAT airspace. (SPEC/ENR UK Civil AIP) e. HF COMMUNICATION FAILURE (1) On-Board HF Communications Failure (a) Due to the potential length of time in oceanic airspace, it is strongly recommended that a pilot, experiencing an HF communications equipment failure prior to entering the NAT, whilst still in domestic airspace and still in VHF contact with the domestic ATC Unit, does not enter NAT airspace but adopts the procedure specified in the appropriate domestic AIP and lands at a suitable airport. (b) Should the pilot, nevertheless, elect to continue the flight then even every effort must be made to obtain an oceanic clearance and the routing, initial level and speed contained in that clearance must be maintained throughout the entire oceanic segment. Any level or speed changes required to comply with the oceanic clearance must be completed within the vicinity of the oceanic entry point. (c) If, however, an oceanic clearance cannot be obtained, the individual aircraft suffering radio communications equipment failure should enter oceanic airspace at the first oceanic entry point, level and speed contained in the filed flight plan and proceed via the filed flight plan route to landfall. The initial oceanic level and speed included in the filed flight plan must be maintained until landfall. NOTE: This is the ONLY situation in which a pilot may unilaterally elect to "fly the flight plan" through the NAT Region. (SPEC/MNPS Ops Man ) (2) HF Blackout (a) In the case of aircraft that lose ATC

66 2-26 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES communications as a result of poor propagation conditions ("HF Blackouts") when approaching NAT airspace through domestic airspace where ATC communications are also conducted via HF (e.g. entering the NAT through Northern Canadian airspace into the Reykjavik OCA), it is probably less advisable to execute unscheduled landings. These poor propagation conditions are very likely to affect many aircraft simultaneously and multiple diversions of "lost comms" aircraft might create further difficulties and risks. (b) As with the equipment failure situation, aircraft approaching the NAT and losing ATC communications as a result of poor HF radio propagation conditions, should if already in receipt of an oceanic clearance, follow the routing specified in that clearance and maintain the initial cleared level and speed throughout the oceanic segment (i.e. - through to landfall). (c) However, in these HF Blackout circumstances, if no oceanic clearance has been received, the aircraft must remain at the last cleared domestic flight level, not only to the ocean entry point, but also throughout the whole subsequent oceanic segment (i.e. - until final landfall). This is in stark contrast to the equipment failure case. In such HF Blackouts, pilots must not effect level changes to comply with filed flight plans. Such aircraft should, however, enter oceanic airspace at the first oceanic entry point and speed contained in the filed flight plan and proceed via the filed flight plan route to landfall. (SPEC/MNPS Ops Man ) (3) HF Communications Failure of Blackout After Entering the NAT (a) The pilot must proceed in accordance with the last received and acknowledged oceanic clearance, including level and speed, to the last specified oceanic route point (normally landfall). After passing this point, the pilot should conform with the relevant AIP specified State procedures/regulations and if necessary, rejoin the filed flight plan route by proceeding via the published ATS route structure where possible, to the next significant point contained in the filed flight plan. NOTE: The relevant state procedures/regulations to be followed by an aircraft in order to rejoin its filed flight plan route are specified in detail in the appropriate State AIP. (SPEC/MNPS Ops Man ) 8. MISCELLANEOUS PROCEDURES a. STEP - CLIMB PROCEDURES - Although the main flow of traffic operates on "strategic" clearances there is scope for enroute tactical revised clearances which afford the possibility of step-climbs. Controllers are aware of the need for fuel conservation and will accommodate requests for step- climbs wherever possible. Pilots should remember to maintain their last assigned Mach number during step-climbs in oceanic airspace. If due to aircraft performance this is not feasible, ATC should be notified at the time of request. b. MACH NUMBER CHANGES - The initial oceanic clearance will specify a Mach Number which the pilots must adhere to. However, as the weight of the aircraft reduces, it may be more fuel efficient to adjust the Mach Number. ATC approval of requests for change in cruise Mach Number will be given if traffic conditions permit. c. PENETRATION OF MNPS AIRSPACE BY AIRCRAFT INTENDING TO OPERATE ABOVE - Aircraft not approved for operation in MNPS airspace may be cleared by the responsible ATC unit to climb or descend through MNPS airspace provided: (1) The climb or descent can be completed within the useable coverage of selected VOR/DME s and/or within radar coverage of the ATC facility issuing such a clearance and the aircraft is able to maintain direct pilot-controller communications on VHF. (2) MNPS aircraft operation in that part of MNPS airspace affected by such climbs or descents are not penalized. 9. CONTINGENCY SCENARIOS a. In addition to emergency conditions that require immediate descent, such as loss of thrust or pressurization, ATC should be made aware of the less explicit conditions that may make it impossible for an aircraft to maintain its CFL appropriate to RVSM. b. The following material is provided with the purpose of giving the pilot guidance on actions to take under certain conditions of equipment failure and encounters with turbulence. It also describes the expected ATC controller actions in these situations. It is recognized that the pilot and controller will use judgment to determine the action most appropriate to any given situation. For example, with certain equipment failures, the safest course of action may be for the aircraft to maintain the assigned FL and route while the pilot and controller take precautionary action to protect separation. For extreme cases of equipment failure, however, the guidance recognizes that the safest course of action may be for the aircraft to depart from the cleared FL or route by obtaining a revised ATC clearance or if unable to obtain prior ATC clearance, executing the established Doc 4444 contingency maneuvers for the area of operation. Scenario 1: There is a failure or loss of accuracy of one primary altimetry system (e.g., greater than 200 foot difference between primary altimeters). The Pilot should Cross check standby altimeter, confirm the accuracy of a primary altimeter system and notify ATC of the loss of redundancy. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in the preceding scenario. Scenario 2: All automatic altitude control systems fail (e.g., Automatic Altitude Hold). The Pilot shall Initially Maintain CFL Evaluate the aircraft s capability to maintain altitude through manual control. Subsequently Watch for conflicting traffic both visually and by reference to TCAS, if equipped. If considered necessary, alert nearby aircraft by 1) making maximum use of exterior lights; 2) broadcasting position, FL, and intentions on MHz (as a back-up, the VHF interpilot air-to-air frequency may be used.) ATC can be expected to

67 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES 2-27 The Pilot shall ATC can be expected to The Pilot shall ATC can be expected to Notify ATC of the failure and intended course of action. Possible courses of action include: 1) maintaining the CFL and route, provided that the aircraft can maintain level. 2) requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish lateral, longitudinal or conventional vertical separation. 3) executing the Doc 4444 contingency maneuver to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL. 1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum. 2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible. 3) If adequate separation cannot be established and it is not possible to comply with the pilot's request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. 4) Notify adjoining ATC facilities/sectors of the situation. Scenario 3: Loss of redundancy in primary altimetry systems. The Pilot shall ATC can be expected to If the remaining altimetry Acknowledge the situation and system is functioning normally, continue to monitor progress. couple that system to the automatic altitude control system, notify ATC of the loss of redundancy and maintain vigilance of altitude keeping. Scenario 4: All primary altimetry systems are considered unreliable or fail. Maintain CFL by reference to the standby altimeter (if the aircraft is so equipped). Alert nearby aircraft by 1) making maximum use of exterior lights; 2) broadcasting position, FL, and intentions on MHz (as a back-up, the VHF interpilot air-to-air frequency may be used). Consider declaring an emergency. Notify ATC of the failure and intended course of action. Possible courses of action include: 1) maintaining CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation. 2) requesting ATC clearance to climb above or descend below RVSM airspace if ATC cannot establish adequate separation from other aircraft. 3) executing the Doc 4444 contingency maneuver to offset from the assigned track and FL, if ATC clearance cannot be obtained. Obtain pilot's intentions, and pass essential traffic information. 1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum. 2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible. 3) If adequate separation cannot be established and it is not possible to comply with the pilot's request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. 4) Notify adjoining ATC facilities/sectors of the situation. Scenario 5: The primary altimeters diverge by more than 200 ft (60m). The Pilot should: Attempt to determine the defective system through established trouble-shooting procedures and/or comparing the primary altimeter displace to the standby altimeter (as corrected by the correction cards, if required). If the defective system can be determined, couple the functioning altimeter system to the altitude keeping device. If the defective system cannot be determined, follow the guidance in Scenario 3 for failure or unreliable altimeter indications of all primary altimeters.

68 2-28 NORTH ATLANTIC SUPPLEMENTARY PROCEDURES Scenario 6: Turbulence (greater than moderate) which the pilot believes will impact the aircraft's capability to maintain flight level. The Pilot shall ATC can be expected to Watch for conflicting traffic both visually and by reference to TCAS, if equipped. If considered necessary, alert nearby aircraft by: 1) making maximum use of exterior lights; 2) broadcasting position, FL, and intentions on MHz (as a back-up, the VHF interpilot air-to-air frequency may be used). Notify ATC of intended course of action as soon as possible. Possible courses of action include: 1) maintaining CFL and route provided ATC can provide lateral, longitudinal or conventional vertical separation. 2) requesting flight level change, if necessary. 3) executing the Doc 4444 contingency maneuver to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL. 1) Assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum. 2) If unable to provide adequate separation, advise the pilot of essential traffic information and request pilot s intentions. 3) Notify other aircraft in the vicinity and monitor the situation. 4) Notify adjoining ATC facilities/ sectors of the situation. (AFFSA XOS/FAA AC FIL )

69 ALBANIA 3-1 Chapter 3 NATIONAL SUPPLEMENTARY PROCEDURES ALBANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes TIRANA FIR/UIR. DIMENSIONAL UNITS - Non-SI alternative unit table. Altimeter settings in hectopascals. with departure aerodrome within TIRANA FIR: / ----ZPZX (SPEC/ENR ) SUPPLEMENTARY AIRPORT INFORMATION Tirana/Rinas (LATI) 1. Crew and passenger passports will be collected and retained until departure. AIRSPACE STRUCTURE - Standard ALTIMETER SETTING PROCEDURES - Standard. 2. Photography STRICTLY PROHIBITED. ENROUTE (SPEC/AIC D1-96) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Standard. VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FM IMMUNITY - Effective 1 January 2001, ICAO Annex 10 FM immunity requirements are implemented. (SPEC/GEN 1.5) RVSM RULES - The airspace within the Tirana FIR between FL290 and FL410 inclusive is EUR RVSM airspace. (SPEC/ENR 2.1-1) FLIGHT PLANNING GENERAL AIR TRAFFIC - Flight plan must be submitted to ATC at least 2 hours prior to planned departure. FILING FLIGHT PLANS (DAY/NIGHT) - 1. FLIGHT PLAN ADDRESSES a. Into, via or from TIRANA FIR: IFR/GAT / EUCHZMFP EUCBZMFP b. In addition to above addresses: IFR/VFR GAT: IAW ICAO procedures. c. All VFR flights and, in addition, for flights: VFR/GAT / LAAAZFZX with destination within TIRANA FIR: / ----ZTZX ----ZPZX AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION 1. AIRWAYS/ROUTES a. LOW ALTITUDE AIRWAYS. Listed by alphanumeric designation. (SPEC/ENR thru ) ALGERIA NATIONAL PROCEDURES Standard except as stated in AIP GEN through GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes ALGERIA and international waters. DIMENSIONAL UNITS - ICAO Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - ALGERIA has implemented the ICAO Annex 11 airspace classification with the following exception: 1. Class B, C, F & G are available but not yet implemented. (SPEC/AIRAC AMD 02/09, ENR )

70 3-2 ANGOLA INSTRUMENT FLIGHT RULES NOTE: IFR apply to all flights regardless of weather above FL150. RVSM RULES - The airspace within the Algers FIR/UIR between FL290 and FL410 inclusive as described in ENR is RVSM transition airspace. 1. Within this airspace, the vertical separation minimum shall be: 1. RELATIVELY SHORT DISTANCES - Feet. 2. WIND SPEED - Statute miles per hour for surface winds. 3. VISIBILITY - Statues miles. 4. RUNWAY VISUAL RANGE - Feet. 5. ALTIMETER SETTING - Inches of mercury. 6. TEMPERATURE - Degrees Fahrenheit for surface. a. 300m (1000 feet) between RVSM approved aircraft b. 600m (2000 feet) between: 7. WEIGHT - Pounds. (SPEC/AFFSA/AFFSA) (1) Non RVSM approved aircraft and any other aircraft operating within the EUR RVSM airspace. (2) Formation flights of State aircraft. (3) Aircraft experiencing communication failure. (SPEC/ENR 1.81) ANGOLA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Angola services and constitutes the major part of LUANDA FIR/UIR. DIMENSIONAL UNITS - ICAO Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES Same as Regional Procedures. INSTRUMENT FLIGHT RULES Same as Regional Procedures. FLIGHT PLANNING GENERAL AIR TRAFFIC - Standard. ASCENSION ISLAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes ATLANTICO FIR. DIMENSIONAL UNITS - Blue Table except: ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semi-circular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES - Standard. INSTRUMENT FLIGHT RULES - Standard. RVSM RULES - Standard. FLIGHT PLANNING CLEARANCE INFORMATION - 1. Flight plan filing to next destination is available with 3 hour processing time. 2. ASCENSION AUX AF - All US aircraft must check-in with the USAF Airfield Manager upon arrival and/or departure to provide a copy of their aircrew orders, departure flight plan and establish aircrew brief show time. a. Flight planning room is located in Ministry of Defence (MOD) Base Operations. b. Access to DoD computer limited and must be arranged through the Airfield Manager. 3. Ascension Flight Planning Address a. FHAWYWYO 4. Weather briefings can be obtained from the MOD Meteorological Office. (45 OG DET 2-OSA/45 OG DET 2-OSA FIL ) SUPPLEMENTARY AIRPORT INFORMATION Ascension Aux Afld (FHAW/HAW), Ascension Is 1. Ascension Aux Afld is managed by USAF/AFSPC/45 OG Det 2. Airfield has limited support outside of scheduled AMC and Air Tanker channel mission. All other missions must obtain landing clearance through APACS. Limited contractor Follow-Me personnel available for aircraft recovery and launch with severely limiting capability. Aircrew must arrange services and equipment

71 AUSTRIA 3-3 requirements with USAF Airfield Manager NLT 72 hrs prior to scheduled arrival. Aircrew must connect all servicing equipment to aircraft. POL provided by MOD with prior notice. 2. OPERATING HOURS/DAYS - Capability is maintained for emergency recoveries 24 hours a day, seven days a week. All other airfield activity is restricted to approved scheduled flights. 3. AIRFIELD INFORMATION AND RESTRICTIONS a. Taxilane West of parking spot Bravo is closed to all aircraft. b. Taxilane North of parking spot Golf restricted to aircraft with wingspans of 160 or less, when an aircraft is parked on parking spot Alpha. c. Taxilane West of parking spot Bravo restricted to aircraft with wingspans of 90 or less. d. High speed taxiway left side of Runway 13 at approximately the 4000 ft. to go re-entry to runway at 3000 ft. to go. Entry to taxiway can be made at either entrance, as speed permits. Aircraft commanders of heavy aircraft can expect indefinite delays due to inbound aircraft. e. Wind Direction/Speed Indicator 172 ft. from Taxiway A centerline and 198 ft. from Aircraft Servicing Platform Peripheral Taxilane. f. Aircraft Rescue And Fire Fighting (ARFF) capability is ICAO 8. (45 OG DET 2-OSA/45 OG DET 2-OSA FIL ) 4. MISCELLANEOUS a. Helicopter operations must follow the instructions provided by Wideawake Tower. b. Aircraft departing RUNWAY 13 must climb straight ahead to 2,000 then climbing right turn to 10,000 direct ASI VORTAC. Depart ASI on the ASI R-320 direct HUPNO. Expect ATC routing prior to HUPNO. (45 OG DET 2-OSA/45 OG DET 2-OSA FIL ) c. Request for ground support equipment (i.e. K-loader, forklift, etc.) must be made at least 48 hrs prior to arrival. (45 OG DET 2-OSA/45 OG DET 2-OSA FIL ) FLIGHT HAZARDS 1. Numerous terrain obstructions East and West of runway. Unlit hills within 2NM of airfield up to 3,000 feet. 2. UAV operations within 10NM radius of airfield with a surface of 16,000 feet. 3. Balloon Flights Launched multiple times a day (Mon-Fri) from Northwest end of airfield surface to 85,000 ft. (45 OG DET 2-OSA/45 OG DET 2-OSA FIL ) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS 1. Migratory birds in the vicinity of the departure end of RUNWAY 13 during the period October thru March. Phase 1, 1 April 30 September. Phase 2, 1 October - 31 March. Highest bird strike potential during Phase 2 due to migratory season. Expect increased activity during Phase 2 at dawn and dusk +/- 1 hour. Phase 2 bird activity is coincident with the Wideawake tern nesting season. The breeding areas are S and SE of the departure end of Runway 13. After the eggs hatch, bird activity increases as raptors, predominately frigate birds, appear. Other birds indigenous to the island include mynah birds; waxbill finches, wild canaries, fairy terns, smoky terns, egrets and booby birds; these birds are found predominately NE of the airfield and are not normally a hazard to aircraft. a. Bird Watch Condition Codes: (1) SEVERE - High population on or immediately above the active runway or other specific location that represents a high potential for strike. Airfield flying operations will be suspended until airfield management personnel disperse the birds and downgrade the condition. (2) MODERATE - Increased bird population in locations which represent an increased potential for bird strike. This condition requires increased vigilance by all agencies and supervisors and caution by aircrews. (3) LOW - Normal bird activity on and above the airfield with low probability of hazard. (45 OG DET 2-OSA/45 OG DET 2-OSA FIL ) AUSTRIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes WIEN FIR. DIMENSIONAL UNITS - Blue Table 1. Distance used in navigation, position reporting etc.- generally in excess of 2 to 3 miles are given in Nautical Miles; relatively short distances (e.g. runway lengths) given in meters. (SPEC/GEN 2.1.1) AIRSPACE STRUCTURE 1. The Wien FIR consists of: a. Controlled airspace (airspace Classes C, D, E). Class C airspace extends from FL195 to FL660 all over Austria. b. Military airspace. (SPEC/ENR 1-4.1) 2. Austria has implemented the ICAO Annex 11 airspace classification with the following exceptions: a. Class A, B and F are not implemented. b. Class C, D and E are controlled airspace. c. Class G airspace is all airspace not covered by Class C, D, and E when active. (i.e. all airspace outside CTRs, TMAs and CTAs). ALTIMETER SETTING PROCEDURES - Standard, altimeter setting given in hectopascals.

72 3-4 AUSTRIA 1. Transition altitude within FIR Wien is established at FT AMSL. 2. If the transition level is not transmitted on ATIS, it will be provided to the pilot together with the approach clearance. (SPEC/ENR ) MAXIMUM SPEED 1. A speed limitation of 250 KIAS applies to all flights below ft AMSL. (SPEC/ENR 1.4.1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT 1. Aircraft operating on the within the FIR/UIR Austria shall be equipped with: a. when conducting IFR flights an operative Distance Measuring Equipment (DME) shall be carried on board. b. when conducting flights within Austrian territory a functioning ELT shall be carried on board. c. In addition to items 1 and 2, aircraft operating on the ATS-Routes within FIR Wien above FL 095 shall be equipped with as a minimum, RNAV equipment meeting RNAV 5. d. the carriage and operation of 8.33 KHZ channel spacing radio equipment for flights above FL195. (1) Non-equipped flights which are flight planned to enter any FIR/UIR in the EUR Region where no exemption has been published must flight plan to operate below FL 195 throughout the entire EUR Region. (SPEC/GEN 1.5.2) INTERCEPT PROCEDURES 1. An aircraft which is intercepted by another aircraft shall immediately: a. follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals; b. notify, if possible, the appropriate air traffic services unit; c. attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency MHz, giving the identity of the intercepted aircraft and the nature of the flight, and if no contact has been established and if practicable, repeating this call on the emergency frequency 243 MHz; d. if equipped with SSR transponder, select mode A, Code 7700, unless otherwise instructed by the appropriate air traffic services unit. 2. 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 common phrases and pronunciations, transmitting each phrase twice. 3. If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals, the intercepted aircraft shall request immediate clarification while continuing to comply with the visual instructions given by the intercepting aircraft. 4. If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the radio instructions given by the intercepting aircraft. (SPEC/ENR 1.12) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. Continuous two way communications must be maintained: a. Within airspace Class C or D; (SPEC/ENR ) b. Exceptions based on local procedures are possible. 2. Transponder - Standard except: a. VFR- Mode A, Code 7000 and Mode C; b. For maintenance purposes code (SPEC/ENR 1.6.3) 3. VFR flights: a. above FL195 are permitted prior permission only (requested at least 3 hours before the flight). b. shall not be operated at transonic and supersonic speeds. c. above FL 285 are prohibited. d. speed limited to 250 KIAS below ft AMSL. (SPEC/ENR h; ) NIGHT VFR FLIGHTS - Permitted; flight plan shall be submitted if leaving the vicinity of an aerodrome. (SPEC/ENR 1.2.2) INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS 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: 1. over high terrain or in mountainous areas, at a level which is at least 600 m (2 000 ft) above the highest obstacle located within 8 km (4.3 NM) of the estimated position of the aircraft; 2. elsewhere at a level which is at least 300 m (1 000 ft) above the highest obstacle located within 8 km (4.3 NM) of the estimated position of the aircraft. (SPEC/ENR )

73 ENGINE START FOR IFR DEPARTURES - 1. To avoid delays with running engines pilots will request permission from TWR for engine start. Engine start request will be initiated after all departure preparations are completed, doors closed, etc. 2. When push back is required engines will normally be started during, or after, push back. If engine start is intended before push, inform ATC. 3. IFR flights shall request clearance NLT 10 minutes prior to engine start. (SPEC/ENR 1.5.3) FORMATION FLIGHTS - Aircraft shall not be flown in formation except by pre-arrangement among the pilots-incommand of the aircraft taking part in the flight and, for formation flight in controlled airspace. These conditions shall include the following: 1. one of the pilots-in-command shall be designated as the flight leader; 2. the formation operates as a single aircraft with regard to navigation and position reporting; 3. separation between aircraft in the flight shall be the responsibility of the flight leader and the pilots-in-command of the other aircraft in the flight and shall include periods of transition when aircraft are maneuvering to attain their own separation within the formation and during join-up and breakaway; and 4. a maximum distance not exceeding 1 km (0.5 NM) laterally and longitudinally, and 30 m (100 ft) vertically from the flight leader shall be maintained by each aircraft. (SPEC/ENR ) RVSM RULES 1. Only RVSM approved aircraft shall be permitted to operate within the RVSM airspace of the WIEN FIR. RVSM airspace is between FL290-FL410 inclusive. Within this airspace, the vertical separation minimum shall be: a feet between RVSM approved aircraft. b feet between: (1) non-rvsm approved State aircraft and any other aircraft operating within the EUR RVSM airspace; (2) formation flights of state aircraft and any other aircraft operating within the EUR RVSM airspace; (3) an aircraft experience a communications failure in flight and any other aircraft, when both aircraft are operating within the EUR RVSM airspace. (SPEC/GEN , ENR ) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) 1. FLIGHT PLAN ADDRESSEES a. IFR flights overflying Austrian territory or with destination/departure aerodrome located in Austria: (1) EUCHZMFP and EUCBZMFP AUSTRIA 3-5 b. Z flights with departure aerodrome located in Austria and Y flights with destination aerodrome located in Austria: (1) EUCHZMFP and EUCBZMFP, as well as (2) LOVVZFZX (3) LOWWZPZX (4) ICAO Location Indicator + ZTZX (e.g. LOAVZTZX) c. Z flights joining IFR within Austria with departure aerodrome located outside of Austria and Y flights cancelling IFR within Austria with destination aerodrome located outside of Austria: (1) EUCHZMFP and EUCBZMFP, as well as (2) LOVVZFZX (3) LOWWZPZX d. VFR flights with departure aerodrome located in Austria: (1) LOWWZPZX e. VFR flights with departure aerodrome located outside of Austria and destination aerodrome located in Austria: (1) LOVVZFZX (2) LOWWZPZX (3) ICAO Location Indicator + ZTZX (e.g. LOAVZTZX) f. VFR flight overflying Austrian territory: (1) LOVVZFZX (2) LOWWZPZX g. VFR flights crossing military airspace at a military aerodrome or with departure/destination aerodrome at a military aerodrome additionally: (1) LOWWYWYW (2) Location Indicator + ZTZX (e.g. LOXTZTZX) (3) Location Indicator + ZPZX (e.g. LOXTZPZX). (SPEC/ENR ) LOW LEVEL FLYING 1. Low level flights of military aircraft are flights conducted at a height of less than 500 FT above ground. a. The low flight routes (TULLN 1-5, LINZ 1-10), GRAZ 1-3, AIGEN/ENNSTAL 1-2, ZELTWEG 1-4) and low flight exercise areas FREISTADT (FR) and ALLENTSTEIG (AS) are shown on the Aeronautical Chart-ICAO 1 : b. Low level flights on the occasion of military exercises will be conducted also within other exercise areas. High density of

74 3-6 AUSTRIA military flight activity within such areas will be announced by NOTAM. c. Hours of operation - Low level flights will normally be conducted from Monday to Friday, except on legal holidays, from 0700 to 1500 and in addition once a week (normally on Tuesday) until end of civil evening twilight. (SPEC/ENR 5.2.2) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION FREE ROUTE AIRSPACE GENERAL PROCEDURES Time of applicability: H24. SLOVENIAN AUSTRIAN CROSS BORDER FREE ROUTE AIRSPACE (SAXFRA) FLIGHT PROCEDURES AND FLIGHT PLANNING SAXFRA (Slovenian Austrian Cross Border Free Route Airspace): The airspace Austria and Slovenia within which users may freely plan a route between a defined SAXFRA entry and a defined SAXFRA exit point via intermediate waypoints. Within this airspace flights remain subject to ATS in regard to the respective airspace classification. For specifications, availability and restrictions regarding SAXFRA see European Route Availability Document (RAD), see 1. General SAXFRA flight procedures Within SAXFRA airspace users are allowed to plan user-preferred trajectories using significant points as well as LAT/LONG under special conditions and rules laid in the European RAD. Filing of bearing and distance related to SAXFRA significant points is not permitted. The use of mandatory intermediate waypoints as laid down in RAD may be required due to safety, capacity or operational reasons. Within SAXFRA relevant points are considered as FRA Horizontal Entry (E), FRA Horizontal Exit (X), FRA Intermediate (I), FRA Arrival Connecting (A) and FRA Departure Connecting (D) Points. Route portions between significant points, radio navigation aids or LAT/LONG waypoints shall be indicated by means of "DCT". Within SAXFRA there is no limitation on the maximum DCT distance. Airspace users may use any significant point, radio navigation aid or LAT/LONG for indicating changes of level and speed. 2. Overflying traffic Overflying traffic may be planned directly from any FRA Horizontal Entry Point to any FRA Horizontal Exit Point and via published and unpublished FRA Intermediate Points. The use of mandatory FRA Intermediate Points may be required for flight planning according the rules laid down in the respective RAD Documents. 3. Cross-border application a. Entry and exit from SAXFRA shall be planned using the published FRA Horizontal Entry and FRA Horizontal Exit Points only. b. The planning of DCT segments across the SAXFRA borders (cross-border DCT) is not allowed. c. The planning of DCT segments that are partially outside the lateral limits of SAXFRA (re-entry segments) is not allowed. d. Flights shall not be planned closer than 3NM to the published SAXFRA border. 4. Access to/from Terminal Airspace a. Access to FRA for arriving traffic Depending on the aerodrome there are different requirements on flight planning for arriving traffic. FRA Arrival Points can either be: (1) FRA Arrival Connecting Point or (2) a specific FRA Intermediate Point linked to an aerodrome according to the RAD or (3) if no STAR is available or there is no requirement for a connecting point, any SAXFRA significant point can be used. b. Access to FRA for departing traffic Depending on the aerodrome there are different requirements on flight planning for departing traffic. Free Route flight plan filing shall be started from: (1) a FRA Departure Connecting Point, or (2) a specific FRA Intermediate Point linked to an aerodrome according to the RAD, or (3) if no SID is available or there is no requirement for a connecting point, any FRA relevant point can be used. (SPEC/ENR ) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Austria's conditional routes: Z119, Z408, UQ856, and UZ613. (SPEC/ENR 3.1) TERMINAL NOISE ABATEMENT PROCEDURES 1. WR. NEUSTADT/OST (LOAN) Departures should climb with maximum rate of climb until passing 2000 FT MSL. 2. VÖSLAU (LOAV) Departures should climb with maximum rate of climb until passing 1500 FT MSL. 3. Graz (LOWG) Preferential runway - To minimize noise, landing on RWY 35C and take-off from RWY 17C shall be performed (IFR and VFR flights)

75 AUSTRIA 3-7 whenever possible. Between 0800 and 1800 local time, except sundays and holidays, departures on RWY 35C are exempted from this regulation. 4. Innsbruck (LOWI) Flights not permitted during the midday rest (1230 until 1400 local time, Monday to Saturday; 1230 until 1500 local time on Sunday and legal holidays). 5. Klagenfurt (LOWK) Preferential runway - To minimize noise, landing on RWY 28R and take-off from RWY 10L shall be performed whenever possible. For the purpose of noise abatement, the traffic pattern altitude is 3000 FT AMSL. 6. Linz (LOWL) Preferential runway - To minimize noise from 2200 till 0500 local time, landing on RWY 08 and take-off from RWY 26 should be performed flights) whenever possible. 7. Salzburg (LOWS) a. Operating hours are ( ) all year. Between 0600 and 0700 local time, departures are permitted only for commercial flights. b. Only jet aircraft whose certified noise level at departure measured at noise-measuring station 4 is not exceeding 98 decibel SEL are permitted. All aircraft exceeding 98 decibel SEL at noisemeasuring station 4 during departure will be suspended from operations at Salzburg airport. c. The published SID routes are also noise abatement procedures; strict adherence is compulsory within the performance limits of the aircraft. 8. WIEN-SCHWECHAT (LOWW) a. Arrival - Aircraft below FL 150 will normally be cleared to achieve a continuous descent to the runway in use. b. If not otherwise advised, 250 KIAS has to be maintained below FT MSL. If the cruising speed is less than 250 KT, cruising speed has to be maintained. Latest 10 NM from threshold speed has to be reduced so as to reach 160 KIAS at 4 NM Final. The approach shall be conducted in "clean configuration" as long as possible. Pilots who are unable to comply with these speed assignments shall inform ATC accordingly. (SPEC/AD 2.21) TERMINAL AREA PROCEDURES For aircraft in the HEAVY wake turbulence category (HEAVY: > lbs certified weight), the word HEAVY shall be included immediately after the aircraft call sign between such aircraft and 1. Tower prior to departure dedicated to ATC for departure sequencing. The average taxi time is included in the CTOT. (SPEC/ENR ) WIEN-SCHWECHAT (LOWW) 1. Transponder Operating Procedure: GND Surveillance (SMR & MDS Multilateration) is being provided on the maneuvering area and taxiways. Departing aircraft shall select the assigned code (squawk) and activate the Mode S transponder NLT at pushback request or at taxi request. Aircraft equipped with Mode S having an aircraft identification feature shall transmit the aircraft ID as filed in the flight plan or, when no flight plan has been filed, the aircraft registration. Landing aircraft shall have the mode S transponder activated until the aircraft has reached its final parking position. Activation of Mode S transponder means selecting: AUTO, ON, XPNDR, or the equivalent according to specific installation. Do not switch OFF or STDBY. Aircraft not being equipped with mode S shall select mode A/C accordingly. (SPEC/LOWW AD ) 2. HIRO (High Intensity Runway Operation) System The HIRO System is valid from lcl unless otherwise advised by ATC. The HIRO System ensures a maximum runway capacity, minimizes "go arounds" and enables departures during single runway operation and continuous inbound traffic. Arrivals Expeditious exit from the landing runway allows ATC to separate aircraft with the appropriate separation minimum (radar separation 2,5 NM or separation minimum according wake vortex category) during final approach. To reduce the Runway Occupancy Time pilots should make use of the following procedure: a. Good operating practice is to aim for an exit that can be made, rather than aiming for an earlier one, just to miss it and roll slowly to the next b. As a rule runways shall be vacated via rapid exit Taxiways. As far as practicable, the runway should always be vacated via the most appropriate rapid exit taxiway for your aircraft type (see table below): RWY 11 RWY 16 RWY 29 RWY 34 Aircraft category HEAVY MEDIUM (JET) MEDIUM (Turboprops) LIGHT (JET) LIGHT TWY Designator (Distance) A ft A6 (A8) 6102 ft (3839 ft) A ft A ft A ft TWY Designator (Distance) B ft B8 (B6) 5577 ft (3986 ft) B ft B ft B ft TWY Designator (Distance) A ft A ft A ft A ft A ft TWY Designator (Distance) B5 (B4) 6365 ft (7661 ft) B7 (B5) 5348 ft (6365 ft) B ft B ft B ft 2. Approach control prior to arrival Departure Slot Time (SPEC/ENR ) If unable to comply with the HIRO System advise TWR as soon as possible. Departures Calculated Take Off Time (CTOT), will be automatically allocated/transmitted 2 hours before Estimated Off Block Time (EOBT). The tolerance around the CTOT is -5/+10 minutes and is ATC will consider every aircraft at the holding point Ready to expect aircraft to commence line up/take off roll within 10 seconds of being issued takeoff clearance. Pilots not ready when reaching

76 3-8 BAHRAIN the holding point (no aircraft in front on the same taxiway) shall advise ATC as early as possible. Pilots unable to comply with this requirement shall notify ATC before entering the runway. (SPEC/LOWW AD ) 3. Simultaneous Operations a. Approaches/Departures RWY 16 or RWY 34 and simultaneous departures from runway 29: (1) Approaches and Departures to/from RWY 16 or RWY 34 may be simultaneously authorized with regard to departures from RWY : b. Approaches to RWY 11 and approaches/departures RWY (1) During weather conditions, which enable TWR to apply visual reduction in separation minima, approaches to runway 11 are performed in the interest of increased capacity simultaneously with regard to approaches/departures RWY 16. (SPEC/LOWW AD ) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. AUSTRIA - The information shown represents a composite of the migration routes and concentration areas for the entire year. See chart legend for specific information. Preservation areas have been established at Hohe Tauren National Park and Kalkhochalpen Preservation Area. Area bounded, roughly on the south by N46 55, on the north by N47 35, on the west by E12 05 and on the east by E BAHRAIN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - 1. The carriage of dangerous goods in aircraft arriving at, departing from, or in transit through Bahrain sovereign airspace shall comply fully with, or be to no less a standard than that specified in; the latest edition of government legislation, ICAO Annex 18, ICAO DOC 9284-AN/905 or instructions and notices issued by the Under Secretary for Civil Aviation. (SPEC/AD 1.1-2) DIMENSIONAL UNITS - Altimeter settings in hectopascals. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard except: 1. The transition altitude is fixed at 13,000 MSL for the entire Bahrain FIR. 2. The transition level is fixed at FL150 for the entire Bahrain FIR/UIR. 3. Enroute at and below the transition altitude, altimeter pressure setting as follows: Bahrain Intl QNH. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. (SPEC/ENR 1.7-2) POSITION REPORTING - Standard except: AIREPS required at DAVRI, TORBO, SODAK or SOGAT. Reports also requested at: TOMSO, DEGSO, RESAR, ORSIS, TUMAK, ALPOB, ORMID, ULADA, and RABAP. (SPEC/GEN 3.5-2) INSTRUMENT FLIGHT RULES 1. Bahrain has implemented the ICAO Annex 11 airspace classifications, with the following exceptions: a. Class E and F not yet implemented. (SPEC/ENR 1.4-1) 2. RNAV REQUIREMENTS - If as a result of failure or degradation of the RNAV system the aircraft cannot meet RNAV requirements, the phrase Unable RNAV due equipment shall be included by the pilot immediately following the aircraft call sign whenever initial contact on an air traffic control frequency is established. 3. Flight under IFR in controlled airspace up to FL150 requires VHF RTF communications equipment with appropriate frequencies. Navigation equipment in control areas and control zones requires a VOR receiver and automatic D/F and receiver for 75 MHz beacons. In Bahrain and Damman control areas and Terminal Maneuvering Areas DME is required in addition to the above. a. Flight in controlled airspace above FL150 requires DME in addition to the requirements of paragraph 3. above. (SPEC/GEN 1.5-1) RVSM RULES - Flight between FL290 to FL410 is for the exclusive use of RVSM approved aircraft. Non-RVSM certified aircraft shall flight plan accordingly. (SPEC/ENR ) FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION Bahrain Intl Airport (OBBI) All military fixed wing tactical aircraft are not permitted to arrive between daily. (SPEC/AD 1.1-2) Isa Air Base (OBBS) 1. Taxiway restrictions: a. 50 AGL obstruction located at Charlie loop entrance 650 West of taxiway Alpha centerline. Obstruction light out of service on ballpark light closest to taxiway Alpha.

77 b. Taxiway C6 limited to aircraft with a wingspan of 100 or less. POSITION REPORTING - Standard. BELGIUM 3-9 (SPEC/ENR 1.3-1) c. Taxiway C4 closed to all DOD aircraft. 2. CAUTION: No obstruction light on VORTAC. VORTAC is located 800 East of Runway centerline and adjacent to taxiway D2. VORTAC is approximately 30 AGL. (379 AEG DET 1/379 AEG DET 1 FIL ) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS 1. Wildlife activity around Isa Air Base is assessed as light. Whilst, the occasional feral dog has been seen, the airfield is protected by fencing and there have been no incursions on the airfield since the fencing has been strengthened and repaired. 2. Bird activity is assessed as very light in summer and light in winter. Occasional flocks of gulls have been sighted on the airfield in winter, other bird activity is confined to small numbers of doves, plovers, lapwings and small game birds (partridge) that are often seen throughout the year in small numbers of 2-6 individuals rather than flocks. Mainly in spring and autumn, small groups of ducks of around 3-5 in number have been observed crossing the airfield on an occasional basis. (SPEC/ENR 5.6-1) ADDITIONAL INFORMATION 1. CARRIAGE OF SSR TRANSPONDERS a. Mode A codes and Mode C required for all traffic within the Bahrain FIR. (SPEC/GEN 1.5-1) 2. PHOTOGRAPHY a. Photographing military bases from the air or on the ground is totally prohibited. (SPEC/AD 1.1-3) BELGIUM NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BRUSSELS FIR/UIR and LUXEMBOURG. DIMENSIONAL UNITS - Blue Table except: Standard except: VISUAL FLIGHT RULES 1. VFR FLIGHT LIMITATIONS: a. Test and training flights under GAT status within CIV controlled airspace of the Brussels FIR/UIR may only be performed after prior permission (PPR ) has been obtained from the appropriate ATS authorities, provided air traffic conditions permit. b. Except for LDG and TKOF, the MNM level within the Belgian airspace for GAT operating between 2200 and 0459 should be as far as possible at or above FL50. (1) En-route GAT VFR flights above FL195 will not be permitted. (2) GAT VFR flights above FL195 and up to and including FL285, will only be authorized in: Airspace reservation [Temporary Segregated Airspace (TSA) or its equivalent] or in accordance with specific arrangements agreed by the appropriate ATS authority. Requests to operate GAT VFR FLTs above FL195 within TSA or restriction shall be obtained from the Director General of the Belgian CAA at least five working days in advance of the activation. (SPEC/ENR 1.2-3) 2. MILITARY UNCONTROLLED VFR FLIGHTS - Are authorized below 4500 MSL clear of controlled airspace. The following oneway corridors are provided. a. Between Deurne (EBAW) CTLZ and Brussels National (EBBR) CTLZ; westbound at 1000' MSL. b. Between Brussels National (EBBR) CTLZ and Chievres (EBCV) CTLZ; eastbound. c. Between Beauvechain (EBBE) CTLZ and Brussels South (EBCI) CTLZ; eastbound. d. Between Chievres (EBCV) CTLZ and the French Border; westbound. e. Between Brussels South (EBCI) CTLZ and Florennes (EBFS) CTLZ; westbound. f. Between Liege (EBLG) CTLZ and the Dutch border; southeastbound. g. Between Liege (EBLG) CTLZ and EBD37; at 1000' MSL northeastbound and 1500' MSL southwestbound. When cloudbase is below 1500' MSL remain southeast of EBLG. 1. Civil: a. Altimeter setting - Hectopascals. (SPEC/GEN 2.1) h. Between Brussels South (EBCI) CTLZ and Chievres (EBCV) CTLZ; northeastbound at 1500' MSL. NOTES: ALTIMETER SETTING PROCEDURES - Standard. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. (SPEC/ENR 1.7-2) (1) Not applicable to helicopters below 500' AGL. (2) Only applicable to military aircraft. Exercise caution to avoid civilian traffic in these corridors. (SPEC/MIL ENR 1.2-7)

78 3-10 BELGIUM INSTRUMENT FLIGHT RULES Standard except as noted under VFR above. OPERATIONAL AIR TRAFFIC GENERAL/COUNTRY - GENERAL AND OPERATIONAL AIR TRAFFIC - Military flights within Brussels FIR/UIR may be conducted according to general air traffic (GAT) or operational air traffic (OAT) rules, depending on mission requirements. All OAT flights will establish radio contact with Belgian Air Force Traffic Control Center (ATCC), call sign BELGA RADAR, before entering Belgian airspace. OAT is only possible during ATCC SEMMERZAKE/BELGA RADAR operating hours. (SPEC/MIL GEN 1.2-1) FILING FLIGHT PLANS - 1. For GAT or mixed OAT/GAT flights file at least 3 hours before EOBT/ETD. For other flights, except night flights, file at least 60 minutes before ETD. For OAT night flights conducted entirely or partially in Class G airspace file before 1100 of the same day. For OAT night flights conducted entirely in controlled airspace (class C and D) file at least 60 minutes before departure. For all flights to foreign FIR/UIR file according to foreign national regulations. 2. ADDRESSING OF FLIGHT PLAN MESSAGES: FPL addresses for flights departing, entering, and/or landing in Brussels FIR/UIR. IFR VFR EBMIZGZF EBMIZGZF EBSZZRZX EBSZZRZX EBBUZQZX EBBUZFZX EUCHZMFP + EUCBZMFP (1) ZPZX (5) EBURZQZX (2) EDYYYUYX (3) EBBRZTZX (4) ZPZX (5)8 3. NOTES: FL245. (1) To be added for GAT or mixed OAT/GAT flights. (2) To be added for flights entirely or partially above (3) For OAT; when TG1 is flown between BFS and NTM. (4) To be added for flights to Brussels National (EBBR)/Brussels Melsbroek (EBMB), Chievres AB (EBCV), and flights through Brussels TMA below FL85. (5) To be added when a Belgian military airport is the destination or alternate. REMARKS: a. Use IFR and VFR addresses when filing mixed IFR/VFR flight rules. b. For flights through civil CTR/TMA or to civil airports, add appropriate civil addresses. c. TACAN route G1 can only be planned as OAT. (SPEC/MIL ENR ) FLIGHT PLANNING 1. OAT night FLTs in the Brussels FIR conducted entirely or partially in class G airspace require the submission of an IFR FPL, (also those executed under VFR or with NCA/NVG before 1100 of the same day, including EBMIZGZF as addressee. 2. OAT night FLTs in the BRUSSELS FIR/UIR conducted entirely in controlled airspace (class C and D) require the sumbission of a FPL at least 60 MIN before ETD. 3. The MDC (address EBMIZGZF) shall co-ordinate night FLTs conducted in Class G airspace and for which an IFR FPL is submitted. 4. MDC will endeavor to reduce the risk of collisions by deconflicting planned missions based on received IFR FPL by sending all received FPL to the other participating squadrons. This deconfliction process does not take CIV VFR flights into account. The MDC is not providing a separation service to ACFT during the flight. (SPEC/MIL ENR ) 5. Flights departing BRUSSELS FIR IFR FLTs remaining inside IFPS-zone IFR FLTs leaving IFPS-zone and/or mixed flight rules VFR FLTs EUCHZMFP EUCHZMFP + EUCBZMFP EBBRZPZX (1) + or ELLXZPZX (2) EUCBZMFP EBRZPZX (1) EBMIZGZF (3) ELLXZPZX (2) (1) For FLTs departing any Belgian AD (2) For FLTs departing any AD in the Grand Duchy of Luxembourg. (3) For any VFR FLT at night. 6. Flights entering and/or landing BRUSSELS FIR

79 BELGIUM EBSZZRZF IFR overflights and arrivals VFR overflights VFR arrivals 3 EBMIZGZF EUCHZMFP EBBUZFZX ----ZTZX (3) (4) ZTZX (1) (2) EBBRZPZX (5) EUCBZMFP EBMIZGZF (7) ELLXZPZX (6) 7. FLIGHT PLAN ADDRESSEES a. UIR b. FIR (1) Brussels (EBUR) (a) GAT 1 EBURZQZX 2 EDDYZQZX (b) OAT 1 EBURZQZX 2 EBSZZRZF 3 EBMIZGZF 4 EDDYYUYX (1) Brussels (EBBU) (a) GAT 1 EBBUZQZX 2 EBMIZGZF (b) OAT 1 EBBUZQZX EBMIZGZF (7) (1) Address to be used for FLTs through Brussels, Charieroi, Oostende and Luxembourg TMA. (2) FLTs through Liege TMA shall be addressed to EBLGZGZA and EBLGZGZT. (3) For landing at EBLG use addresses EBLGZGZA and EBLGZGZT. (4) For landing at EBKT add EBSZZRZX. (5) For landing at any Belgian AD not connected to AFTN. (6) For landing at any AD in the Grand Duchy of Luxembourg not connected to AFTN. (7) For any VFR FLT at night. (SPEC/ENR ) c. VFR (1) GAT (a) EBBUZFZX (b) EBMIZGZF (2) OAT (a) EBBUZFZX (b) EBSZZRZF (c) EBMIZGZF d. Flow Control - EBBUZDZX e. Above FL195 (1) EDDYZDZX (2) EBURZDZX f. Destination/Subsequent legs (1) Civil (a).... ZPZX (b).... ZTZX (2) Military ZGZX (3) No AFTN - EBBRZPZX (USAFE-DO/AFFSA) SUPPLEMENTARY AIRPORT INFORMATION Chievres AB (EBCV) 1. PARKING - a. Chievres has limited aircraft parking with two active "rotary wing only" apron and two active fixed wing/rotary wing aprons. Aircraft must call for PPR at least 48-hours in advance to allow time for Airfield Management Operations (AMOPS) and Transient Alert to develop and parking plan. b. Aircraft parking assignments are controlled and assigned by Transient Alert. c. Parking Spot One (Hangar 1) no other aircraft will be parked so as to restrict SACEUR/DV aircraft taxi route from spot One to runway vice versa. d. Parking Spot Two (Hangar 2) will be utilized for additional DV arrival/departure for aircraft with 60' or less. e. No hot cargo pad available. (424 ABS-AOAM/424 ABS-AOAM FIL ) 2. CAUTION-

80 3-12 BELGIUM a. Bird sanctuary, avoid overflight north of runway centerline 2.5 NM from Runway 26 to max extent. A 200 tower erected at sanctuary, located N E (424 ABS-AOAM/424 ABS-AOAM FIL ) b. Radio-controlled model aircraft operations in progress at the following two locations N/ E; and N/ E, 400M (0.216 NM) Radius, Surface-120M (394 ft.) AGL. (424 ABS-AOAM/424 ABS-AOAM FIL ) FLIGHT HAZARDS TARGET TOWING AREAS - Target towing may occur only in a TRA or CBA, in VMC and under radar control. If between cloud layers, vertical distance from clouds must be at least 3000 feet. Departure crosswind component must be less than 15 kts. Transit to target area may be in IMC if under radar control and cloudbase is at least 1500 feet. Coordinate with ATCC SEMMERZAKE and notify MIL NOF (Military International NOTAM Office) at least two working days prior. (SPEC/MIL ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. SUPERSONIC FLIGHTS - The following rules apply to aircraft operating at supersonic spee d, within Brussels UIR. a. Flight authorized Mon-Fri between Z++ and Z++. Other times, approval by COMOPSAIR is required. Supersonic flights are prohibited below FL360 and must be performed under radar control. SSR is compulsory. b. Prior to any descent, speed will be reduced to 0.98 MACH, except that supersonic descent may be maintained until reaching FL500. c. Advise ATC when starting, ending or accidentally entering supersonic flight. d. Supersonic flights are prohibited below FL360 and at all altitudes in the following areas: BRUSSELS: 8 NM radius circle centered on N E " ANTWERPEN (EBAW): 6 NM radius circle centered on N " E " GENT: 6 NM radius circle centered on N "E " LIEGE: 10 NM radius circle centered on N " E " The area delimited by two circle of 6 NM radius centered on: MONS: N50 27 E03 57 CHARLEROI (EBCI): N50 25 E04 27 and joined by tangents. Supersonic FLTs are prohibited in all foreign airspaces, delegated to Belgian ATS. ZUID LIMBERG: Area south of the line joining positions N51 11'00" E005 46'06" and N51 11'00" E005 50'00" and N51 11'00" E005 58'25" and N51 14'55" E005 57'08" and N51 14'46" E006 04'54" and then along the German-Dutch and Belgian border. ZUID ZEELAND: Area formed by lines connecting N "E " to N "E " to N " E " along the Dutch - Belgian FIR boundary. (SPEC/MIL ENR ) 4. BELGIAN UPPER AIRSPACE INFORMATION a. GENERAL AND OPERATIONAL AIR TRAFFIC - Military flights may be conducted as general or operational air traffic in all Belgian airspace, depending on requirements of the mission. All OAT flights have to establish radio contact with the appropriate Air Force traffic Control Center, call sign BELGA RADAR before penetrating the Belgian airspace. (SPEC/MIL GEN 1.2-1) 5. LOW LEVEL FLIGHTS a. General: (1) Definition (a) Low flying by day: any mission executed during operations involving Belgian aircraft and flown below 1000 ft AGL. NOTE: Although flights between 1000 ft AGL and 4500 ft AMSL are not considered as low flying, the rules laid down in Para b. also apply. (b) Low flying by day below 1000 ft AGL is prohibited for foreign aircraft unless a special authorization of the Belgian Airstaff has been granted. ft AMSL. (c) Low flying by night: any mission flown below 4500 (d) All low level Night flights in the BRUSSELS FIR need prior coordination by MDC(EBMIZGZF). (e) For low level flights in Belgium: 1 Pilots of military jet aircraft shall use the latest edition of the Low Flying Chart, 2nd series (LFC) 1/500,000. Sheets 1, 2, 4 and 5 cover Belgium. 2 Pilots of other than jet aircraft, i.e. helicopters, can use the Belgian produced LOW AIR Chart 1/250,000 or the Transit Flying Chart (Low Level) 2nd series (TFC(L). Sheets NM 31-2, and NM 32-4 NM 31-3, NM 31-4, NM 31-5, NM 31-6, NM 31-9, and NM cover the area of Belgium. b. Noise abatement procedures: (1) Speed Aircraft are not to be flown at speeds exceeding 450 Kt except between IP and target where they may be flown at speeds up to 540 Kt for maximum 5 minutes. authorized: AIRSTAFF. (2) Operating hours Day operations below 1000 ft AGL are only Z++ Mon-Fri. - Sat, Sun and national hol: When authorized by BE NOTE: See Para 4.c. 2.3 hereafter for flights in HTAA and LFAA. (3) Flights over familiar terrain

81 BELGIUM 3-13 (a) Low flying over familiar terrain has little training value and with the aim of reducing noise disturbance, pilots of jet aircraft will not fly lower than 1000 ft AGL within 15 NM radius of their own base or along familiar routes (e.g. to and from weapon ranges). Flying at a lower height is only permitted for flying operations involving Belgian aircraft and TLP operations and to meet specific training, flight safety or weather avoidance requirements. (b) Use of standard routes Aircrew are to avoid the use of standard routes and have to diversify their everyday training routes away from well used choke points, except when such routes are required by training establishments. (c) Repetitive overflights Aircrew are not to make repetitive overflights of targets, IP s, etc... unless it is essential to the training aim of the sortie. But under no circumstances should these areas be overflown more than twice. (d) Use of afterburner The use of afterburner is prohibited below 4500 ft AGL except for take-off, climb out and in case of emergency. (4) Low flying by day - (a) The minimum safety heights are laid down in RAC Para of this AIP. (b) A one way flow for VFR traffic is established as described in Para 6 hereafter. (c) Low Flying Area Ardennes (LFAA) - Helicopter Training Area Ardennes (HTAA) 1 Generalities a The Ardennes are divided into 7 different subzones of which the lower part from ground to 250 ft AGL (incl) is accessible to rotary wing aircraft and the upper part from 250 ft AGL (excl) to 500 ft AGL (incl) is accessible for fixed wing aircraft. Together the 7 lower zones constitute the HELICOPTER TRAINING AREA ARDENNES (HTAA), the 7 upper zones constitute the LOW FLYING AREA ARDENNES (LFAA). To ease reservation, four subareas are defined: 2.5 km. The LFAA becomes subsequently available for Lt. Avn aircraft. During high intensity use of one or more subzones of the HTAA, the equivalent zone(s) of the LFAA will be closed by decision of the BE AIRSTAFF (VS3). (6) Maximum allowed occupation of the LFAA - (a) Complete LFAA: 4 formations of 4 aircraft or 3 C-130 aircraft. (b) Only 3 or 4 subzones or 1 subarea available: 2 formations of 4 aircraft or 2 C-130 aircraft. (7) The prescriptions laid down in RAC 1.4.1b are in force when overflying the following towns and areas - (a) Below 2000 ft AGL - 1 NM radius around ARLON BARVAUX/ DURBUY BASTOGNE BEAURAING BERTRIX BOUILLON CINEY FLORENVILLE HABAY LA NEUVE HAN-SUR-LESSE HOUFFALIZE LA ROCHE MALMEDY MARCHE-EN- FAMENNE NEUFCHATEAU ROCHEFORT SAINT-VITH STAVELOT VIELSALM (b) Below 2000 ft AGL - 2 NM radius DINANT SAINT-HUBERT N E N E N E N E N E N E N E N E N E N E N E N E N E N E N E N E N E N E N E N E N E HTAA - LFAA WEST: subzones HTAA - LFAA EAST: subzones HTAA - LFAA NORTH: subzones HTAA - LFAA SOUTH: subzones (c) Below 2500 ft AMSL and 0.5 km radius around DINANTHUMAIN (EB-R04) N E b Any derogation from the rules mentioned below is subject to prior approval of BE AIRSTAFF (VS3). aircraft. (5) Low Flying Area Ardennes (LFAA) (a) Only accessible for operations involving BAF (b) Availability The LFAA is open from Z++, Z++ Mon-Fri. The LFAA is closed: - from 01 Jun til Sep 15 - between 1100Z-1230Z++ - on Sat, Sun and national hol when visibility is less than (d) Below 5000 ft AGL and 1.5 km radius around LESSIVE (EB-R05) REDU (EB-R06) N E N E (e) TRA 12 BERTRIX when active (see RAC 5.25) 1 Speeds in excess of 450 Kt and up to 540 Kt, from IP to target is only allowed to a maximum of 25 NM. Furthermore, immediately after the run-in aircraft must climb up to an altitude above the LFA until the speed is reduced to the normally prescribed maximum of 450 Kt.

82 3-14 BELGIUM In any case it is forbidden to simulate attacks on, even temporary, populated locations. It is forbidden to simulate attacks on rotary wing aircraft operating in the HTA. (8) Helicopter Training Area Ardennes (HTAA) - (a) Only accessible for operations involving BAR helicopters. (b) Availability (11) Jet aircraft - (a) Night flying below 4500 ft AMSL by jet aircraft is subject to prior approval of BAF STAFF. (b) Basically, it consists of an integrated system of low flying routes calling "BENE ROUTES", which have been agreed by the RNAF, RAFG, GAF and BAF. (c) Night flying within the integrated system, as well outside this system, needs prior coordination by MDC (EBMIZGZF). Mon-Fri. opening hours. hol. (c) 1 The HTAA is open from 0700Z- 2300Z++ 2 The HTAA is permanently active during the 3 The HTAA is closed on Sat, Sun and national Maximum allowed occupation of the HTAA (d) Regulations applicable to the integrated system are laid down in particular documents in possession of the participating Air Forces. 1 NOTE: Only that part of the BENE routes within the BRUSSELS FIR are published in the MIL AIP BELGIUM. 2 All BENE routes, except BENE THREE and SIX, may be flown during day at VFR altitude and clear of all restricted and controlled airspaces. 1 Complete HTAA: 08 helicopters operating together as one talking unit. 2 When using 3 or 4 subzones or 1 subarea: 4 helicopters working individually (4 talking units). (9) Coordination procedures - (a) ATCC SEMMERZAKE will assume coordination of the traffic within the LFAA and HTAA provided the reservation procedures and flight planning are compliant with the rules laid down in the HQ COM(BE) TAF OI C/10. 1 When departing from and/or recovering towards an airbase, ATCC SEMMERZAKE will be informed by the TWR about take-off and landing of all flights operating in the HTAA or LFAA. 2 When operating from a (temporary) field helistrip, ATCC SEMMERZAKE will be informed by Telephone or FAX about the take-off of the first and the last flight of the day operating in the HTAA. When Telephone and fax are unavailable, the pilot-in-command of the first and the last helicopter will obtain sufficient altitude to established two-way radio contact with BELGA INFORMATION on freq and announce their flight. 3 When penetrating the LFAA/HTAA, the pilotin-command will state "TRANSMITTING IN THE BLIND" on freq or , followed by his call-sign and assigned time slot. 4 BELGA INFORMATION will broadcast the actual occupation of both LFAA and HTAA. 5 When leaving the LFAA/HTAA, the pilot-incommand will state "TRANSMITTING IN THE BLIND" on freq or , followed by his call-sign and state "LEAVING THE LFAA/HTAA". (10) Low Flying by Night (a) Important notice: For all low level night flights in the BRUSSELS FIR, prior coordination by MDC is necessary. Therefore a FPL should be submitted to MDC (EBMIZGZF) the day of the flight before 1100Z++. 3 No training night flight will be allowed between Jul 01 and Aug 31. Nevertheless, the 15 W Tpt Ae is authorized to carry out night flights in and providing to use civilian Belgian airfields as diversion. 0500Z++. 4 No night flight is authorized between (12) VFR Navigation Routes - (a) These VFR low flying routes are intended for night flight navigation for helicopters based at EBBT and EBLG. Night flying along these routes needs prior coordination by MDC (EBMIZGZF) based on the introduction of a FPL in due time (see RAC 1.3.1). (b) No night flight is authorized Z++. (c) US Army helicopter en-route SHAPE - R02 EBBR have to be coordinated with MDC section Coordination 15 minutes before take-off, C02/ or Fax 02/ (USAASD-E/USA ) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Belgium conditional routes: L607, L610, M150, M624, Z311, UL179, UL608, UL610, UM150, UM170, UN852, UQ70, UQ624, UY18, UY50, UY873, UZ29, UZ111, UZ158, UZ210, UZ703, UZ706, UZ707, UZ709 AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS - See Chapter 2, Section B, AERIAL REFUELING TRACKS/ANCHOR AREAS for Chart.

83 TELEPHONE CONTACTS THE APPROPRIATE OFFICES SHOULD BE CONTACTED BY USAF MILITARY USERS TO RESERVE AIR REFUELING TRACKS OR ANCHOR AREAS IN THE FOLLOWING COUNTRIES: BELGIUM: Belga Radar - Commercial: (32) NOTE: For information concerning Altitude Reservations, contact the European Central Altitude Reservation facility (EUCARF) via DSN (314) (Fax: 9855) or Commercial: (49) (Fax: 9855). (USAFE A3C-A3CA-EUCARF/USAFE A3C-A3CA- EUCARF FIL ) NOTE: In areas designated as permanently available for Air-to-Air Refueling (AARA), the amount of warning concerning refueling operations can be so minimal as to preclude notification by normal methods. However, the units listed under ATC control column will be able to advise pilots on activity status in appropriate (AARAs). Where Air-to-Air Refueling Areas conflict with Airways, Advisory Routes or Upper Air Routes, civil/military coordination procedures are applied to minimize disruption to the plan flight profiles or the aircraft concerned. (AFFSA/XOIA FIL 96-99) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. BELGIUM - The information shown represents a composite of the migration routes and concentration areas for the entire year. Low level flight over colonies of Black-headed Gull (April-June) involve a very high risk and low level flight over the coast always involve a high risk. Day flights during September and October, and also night flights during July, August and September involve a higher risk than usual. 80% of night migration occurs below 4500 AGL and the most between 300 and % of day migration occurs below 3000 AGL and the most between the ground and Bird migration intensity during April-May and August- October is lowest between 0100 and 0500 and between 1200 and CHIEVRES AB (EBCV) - Bird Aircraft Strike Hazard (BASH) - Numerous birds on and in vicinity of airfield throughout the year due to constant farming activity within 30 meters of the runway. Chievres AB is in BASH Phase II during planting and harvesting operations (March-April and October-November). Expect increased activity at dusk/dawn +/- 1 hour. Lapwings, pigeons, rooks, gulls, and starlings account for over 80% of bird strikes. In order to minimize the risk of bird strikes, request all air traffic transitioning Chievres AB adhere to the following: a. Contact Chievres (EBCV) PTD to obtain Bird Watch Condition (BWC) status while enroute and before descent into Chievres AB. b. BWC codes are as follows: (1) LOW - Bird activity on and around the airfield representing low potential for strikes. No restrictions during this condition. (2) MODERATE - Bird activity near the active runway or specific location representing increased potential for strikes. BWC moderate requires increased vigilance by all agencies and BENIN 3-15 supervisors and caution by aircrew. Only departures and full-stop landings will be permitted during BWC moderate. Local training flights must be approved by the 86 Operations Group Commander, Ramstein Air Base, Germany. (3) SEVERE - Bird activity on or immediately above the active runway or other specific location representing high potential for strikes. All arrivals and departures will be delayed until the bird condition is reduced. Minimum fuel or emergency aircraft will be permitted to land, straight-in full stops only, and will be at the discretion of the pilot-incommand. Takeoffs and landings of any aircraft must be approved by the 86 Operations Group Commander, Ramstein Air Base, Germany. Supervisors and aircrews must thoroughly evaluate mission need before conducting operations in areas under condition SEVERE. (309 AS-SOO/309 AS-SOO FIL ) ADDITIONAL INFORMATION MINIMUM SAFETY HEIGHTS - Except for takeoff and landing, or in areas specially reserved for activities involving low flying and SAR operations, aircraft shall conform to the following rules: a. Over congested areas, towns, industrial sites, nuclear power station, natural gas terminals and gatherings of people in the open, an aircraft must maintain sufficient altitude to permit, in case of engine failure, an emergency landing without endangering persons or property on the surface. This altitude shall not be less than 2000 above the highest obstacle within a radius of 600m (2000 ) of the aircraft in VMC or 8 km (5 NM) in IMC. b. Over a strip of 5 NM either side of the Belgian coast maintain an altitude of at least FL100, except for flights to and from the United Kingdom and aircraft participating in combined LAND-AIR COMPONENT AA exercises at Lombardsijde for which the minimum altitude to cross this strip is 2000' MSL. (SPEC/MIL ENR 1.2-3) c. Areas not specified above: (1) VFR flights. (a) 1000' above the highest obstacle within 600m/1968' (day), 5km/2.7NM (night) of the aircraft. (b) For helicopters 500' above the highest obstacle within 50m/164' (day), 3km/1.6NM (night) of the aircraft. (2) IFR flights. (a) 1000 above the highest obstacle within 8km/4.3NM of the estimated position of the aircraft. (SPEC/MIL ENR 1.2-3) BENIN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes ACCRA FIR and NIAMEY FIR. DIMENSIONAL UNITS - 1. ACCRA FIR - Blue Table, except altimeter in hectopascals.

84 3-16 BOSNIA AND HERZEGOVINA 2. NIAMEY FIR - ICAO table except: a. Vertical speed in feet per minute. b. Altimeter setting in hectopascals. (SPEC/ASECNA GEN ) AIRSPACE STRUCTURE - 1. NIAMEY FIR/UIR has implemented ICAO Annex 11 airspace classifications with the following exceptions: a. Classes B and E not yet implemented. b. No avoidance advisories available in Class C and D airspace. c. 250 KIAS airspeed limit below FL100 not used. d. Two way radio required in Classes D, F, and G airspace. (SPEC/ASECNA 0 GEN ) ALTIMETER SETTING PROCEDURES - Standard. (SPEC/ASECNA ENR ) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - 1. Position reports shall be transmitted to ACCRA Air Traffic Control Center by all flights operating within ACCRA FIR. When flying off airways or advisory routes, position reports are required one half-hour after take-off and thereafter. 2. Standard in Niamey FIR. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. ACCRA FIR - Standard, except flight over populated area is prohibited below 1500 feet. Except for the purpose of navigation or in emergency, no object shall be dropped or sprayed from an aircraft in flight. 2. NIAMEY FIR - VFR flight is authorized with the following exceptions: a. Flight plan required. b. VFR not authorized at night (15 minutes after SS to 15 minutes before SR) outside airport traffic area. c. Except for takeoff and landing, aircraft will fly at an altitude of at least 50 meters (170 ft) AGL or above, and at least 150 meters (500 ft) from any person or manmade obstruction. d. Minimum flight visibility required. (1) Class F and G airspace below FL30 or 1000 ft AGL whichever is higher, 1 SM visibility. Helicopters may operate with ½ SM flight visibility. (2) Class A through G above FL30 or 1000 ft AGL whichever is higher, 5 SM flight visibility required. e. VFR flight not authorized over FL150. (SPEC/ASECNA 0 ENR ) MAXIMUM AIRSPEEDS - In NIAMEY FIR, 250 KIAS limit below FL100 not used. (SPEC/ASECNA 0 GEN ) MINIMUM HEIGHTS FOR VFR OPERATIONS - In Niamey FIR, aircraft will fly at a height of at least 170 ft above the ground, water, or all natural obstacles and to a distance of at least 500 ft from all people, artificial stationary, or mobile obstacles. (SPEC/ASECNA 0 GEN ) INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS - In NIAMEY FIR, aircraft will fly at a height of at least 1500 ft above the highest obstruction within a 5 SM radius of their estimated position. (SPEC/ASECNA GEN ) ALTIMETER SETTING PROCEDURES - Standard. FLIGHT PLANNING Flight plans shall be submitted for all flights to be operated within the ACCRA FIR. Updated flight plans shall be deemed cancelled 2 hours after Estimated Time of Departure and a new flight plan will therefore have to be submitted. (SPEC/GHANA ENR ) BOSNIA AND HERZEGOVINA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes SARAJEVO FIR/UIR. DIMENSIONAL UNITS - Blue Table. Altimeter settings in hectopascals. AIRSPACE STRUCTURE - Standard. ALTIMETER SETTING PROCEDURES - Standard. A common transition altitude of 9500 MSL has been established for all instrument airports. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Standard. VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES RVSM RULES - The airspace within the FIR Sarajevo between FL290 and FL410 inclusive is EUR RVSM airspace.

85 FLIGHT PLANNING GENERAL AIR TRAFFIC - Eurocontrol s Integrated Initial Flight Processing System (IFPS) is in operational service in Bosnia and Herzegovina. Therefore, with effect from 23 December 2004, Aircraft Operators may submit flight plans directly to IFPS for all IFR/GAT flights, or portions thereof, departing from within FIR Sarajevo. The only addresses which need to be entered for the portion of the flight within FIR Sarajevo are those of the two IFPS Units at Haren (Brussels) and Bretigny (Paris). Flight plans for flights departing outside the FIR Sarajevo and operating into or overflying the FIR Sarajevo shall be submitted in accordance with the procedures published by the State within which the aerodrome of departure is located. (SPEC/AIC A01-04, 2.1) NOTAMS - ALL civilian and foreign aircrews: to receive NOTAM and ADVISORIES for Tuzla/LQTZ, go to the DOD DINS web site or call DSN Commercial from Europe: or from U.S.: For both numbers ask for ext /8122. FLIGHT HAZARDS ASCENTS OF CAPTIVE BALLOONS AND FREE FLYING SONDES - Ascent of free balloons will take place at position N44 28 E Balloons are red, white or black in color, length: 2 meters, weight: 100 g. The rate of ascent is from 300 to 420 meters/minute. Duration is approximately 80 minutes from surface to FL500 daily Z++. BOTSWANA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - BOTSWANA services and constitutes the major part of the GABORONE FIR. DIMENSIONAL UNITS - Units ICAO Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular except: All flights from Johannesburg/Pretoria area to Victoria Falls (FVFA) via Gaborone FIR at Eastbound flight level, request Westbound flight level at FTV VOR-DME/FT NDB. From Victoria Falls to Johannesburg/Pretoria at Westbound flight level, request Eastbound flight level at FTV VOR-DME/FT NDB. (SPEC/ENR 1-7.3) POSITION REPORTING - Standard. AIR TRAFFIC AT A CONTROLLED AERODROME - 1. Flights over Gaborone city below 2000 feet AGL prohibited. 2. GABORONE TCA: Aircraft from the southeast sector (Johannesburg) with destination Sir Seretse Khama International (FBSK) - Because of the establishment of a permanent restricted area all joining traffic from the southeast sector should enter the BOTSWANA 3-17 Gaborone Control Area on VOR R-160 or greater and establish on final Runway 08 over GBV VOR. Departing traffic Runway 26 maintain runway heading till passing GBV VOR before turning left. 3. Sir Seretse Khama International (FBSK). Aircraft will not fly below FL90 within a 30 NM radius of GBV VOR/DME from 2000 to 0400Z. (SPEC/AIP AD-2-9) VISUAL FLIGHT RULES Botswana has implemented the ICAO Annex 11 airspace classifications. (SPEC/ENR 1-2) INSTRUMENT FLIGHT RULES Botswana has implemented the ICAO Annex 11 airspace classifications. (SPEC/ENR 1-3) BULGARIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes SOFIA FIR and Varna FIR. (SPEC/GEN 3-3-1) DIMENSIONAL UNITS - Primary SI Unit. (SPEC/GEN 2-1) ALTIMETER SETTING PROCEDURES - Standard. The term "transition altitude" is used to mean absolute transition height. (SPEC/AREA ) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES Standard and as noted. Bulgaria has implemented the ICAO Annex 11 airspace classifications. (SPEC/ENR 1.4-1) 1. Unless a shorter period of time has been prescribed by the competent authority for domestic VFR flights, a flight plan for any flight planned to operate across international borders or to be provided with air traffic advisory service shall be submitted at least 60 min before departure or, if submitted during flight, at a time which will ensure its receipt by the appropriate ATS unit at least 10 min 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. (SPEC/ENR )

86 3-18 BULGARIA 2. Minimal conditions for VFR flights - TERRAIN KIAS CEILING (feet) VISIBILITY (NM) 3. The ATC units in Sofia and Varna FIR s shall not handle aircraft without transponder equipment. NIGHT VFR FLIGHTS - All night flights are IFR. (SPEC/AREA 1-1-5) 1. Except when necessary for takeoff or landing, or except when specifically authorized by the CAA, a VFR flight at night 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, at a level which is at least 300m (1000ft) above the highest obstacle located within 8 km of the estimated position of the aircraft. (SPEC/ENR 1.2-2) INSTRUMENT FLIGHT RULES VERTICAL CLOUD CLEARANCE (feet) a. In take-off and landing areas: 162 and below Plain 163 to Hilly 297 and below Mountain above b. Down range and off airway: 162 and below Plain 163 to Hilly 297 and below Mountain To Height 6562 above 297 and below 297 and below (SPEC/AREA 1-1-4) Standard except as noted. Bulgaria has implemented the ICAO Annex II airspace classifications. 1. Foreign civil and military aircraft can operate along the domestic air routes only if a special permission of the Defense Minister is granted. (SPEC/GEN 3-3-1) 2. Supersonic aircraft have priority to other aircraft at all stages of flight. (SPEC/GEN 3-3-3) FM IMMUNITY - State acft capable of meeting the required navigational performance of 5 NM (RNP-5) with NAV systems other than VOR can perform en-route flights. - ILS and VOR approaches as well as SID and STAR referenced by a VOR can be performed at pilots responsibility. All information available on FM interference will be given to pilots. (SPEC/GEN 1.5-4) RVSM RULES - The airspace within Sofia FIR and Varna FIR between FL290 and FL410 inclusive, as described in the Table of cruising levels given in section ENR 1.7, is RVSM airspace. Within RVSM airspace, the vertical separation minimum shall be: m (1000 feet) between RVSM approved aircraft m (2000 feet) between: -non RVSM approved State aircraft and any other aircraft; -formation flights of State aircraft and any other aircraft; and -an aircraft experiencing a communication failure in flight and any other aircraft. (SPEC/ENR 1.8-1) FLIGHT PLANNING GENERAL AIR TRAFFIC - 1. International flight is performed only within the established international airways and the airports assigned to handle international flight. Violators will be intercepted and force to return to an airway or to land. (SPEC/GEN 3.3.3) 2. In case of simultaneous approach of different types of aircraft, the heavier has a priority. Landing priority is granted to aircraft: (SPEC/ENR 1.1-6) a. Approaching for emergency landing. b. With a limited fuel endurance. c. Performing urgent medical flights. d. Performing special government flights. e. Performing a group flight. f. Performing a scheduled flight. 3. Eurocontrol s Integrated Initial Flight Processing System (IFPS) and Centralized Air Traffic Flow Management is in operational service in Bulgaria. ENROUTE GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Bulgaria conditional routes: L601, L602, L605, L606, L614, L615, L619, L622, L742, L743, L746, L852, L863, L919, M19,,987, N127, N133, N181, N188, N605, N617, N618, P92, P127, P184, T28, T72, T224, T227, T228, T343, T777, Y520, Y553, UQ24, UQ26, UT228, UT343, UT777, UY553

87 BURKINA FASO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This country includes the DAKAR FIR and NIAMEY FIR. This entry includes operating procedures for the DAKAR FIR. For operating procedures within the NIAMEY FIR, see Benin. DIMENSIONAL UNITS - ICAO table. ALTIMETER SETTING PROCEDURES - Standard. POSITION REPORTING - Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - DAKAR FIR/UIR has implemented the ICAO annex 11 airspace classification with the following exceptions: 1. Class B, E airspaces not yet implemented. (SPEC/ASECNA AIP GEN ) INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 11/A/08GO) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) BURUNDI NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - The following rules and procedures apply to the territorial limits of the Republic of Burundi (Bujumbura SUB- FIR) from ground to FL245. Bujumbura Tower has total responsibility for flight information service. Refer to Dar Es Salaam FIR entry. DIMENSIONAL UNITS - Blue Table, except altimeter settings in hectopascals. (SPEC/AIP GEN 1-8) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. BURKINA FASO 3-19 VISUAL FLIGHT RULES 1. The Republic of Burundi has implemented the ICAO Annex 11 airspace classifications with the following exceptions: a. A VFR flight should not be undertaken or continued if visibility conditions and distance from clouds is less than the values indicated below: (1) In controlled airspace and outside of this space, more than 300m from the surface; Visibility: 5km. Distance from clouds: 600m horizontally, 150m vertically. (2) Outside of controlled airspace, at least 200m from the surface; flight visibility 1.5km. Distance from clouds: clear of clouds. (SPEC/RAC ) INSTRUMENT FLIGHT RULES The Republic of Burundi has implemented the ICAO Annex 11 airspace classification. (SPEC/RAC 1-1, 3-1) RVSM in DAR ES SALAAM FIR FL290 to FL410. (SPEC/AIC 6/2008) CAMEROON NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This country/entry includes the BRAZZAVILLE FIR and the D NJAMENA FIR. DIMENSIONAL UNITS - ICAO Table except: 1. Vertical speed in feet per minute. 2. Altimeter setting is in hectopascals. (SPEC/ASECNA GEN ) ALTIMETER SETTING PROCEDURES - Standard. (SPEC/ASECNA ENR ) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES Same as Regional Procedures except: AIRSPACE EXCEPTIONS 1. BRAZZAVILLE and N DJAMENA FIR/UIR have implemented the ICAO Annex 11 airspace classification with the following exceptions: a. Class B and E airspaces not implemented. b. No avoidance advisories available in Class C and D airspace.

88 3-20 CANADA c. 250 KIAS limit below FL100 not used. d. Two way radio required in Classes D, F, and G airspace. (SPEC/ASECNA 0 GEN ) 2. Flights will be at a minimum height of 50 meters above the surface and at a distance of at least 150 meters from a person or man-made obstruction. 3. In N DJAMENA FIR, VFR flight is authorized with the following exceptions a. VFR not authorized at night (15 minutes after SS to 15 minutes before SR) outside Airport Traffic Area. b. Except for takeoff and landing, aircraft will fly at an altitude of at least 50 meters (170 ) AGL or above any natural obstruction and at least 150 meters (500 ) from any permanent manmade obstruction. c. Minimum Flight visibility acquired. (1) Class F and G airspace below FL30 or 1000 ft AGL whichever is higher, 1 SM visibility. Helicopters may operate with 1/2 SM flight visibility. (2) Class A through G above FL30 or 1000 ft AGL whichever is higher, 5 SM flight visibility required. d. VFR flight not authorized over FL150. (SPEC/ASECNA 0 ENR ) MINIMUM HEIGHTS FOR VFR OPERATIONS - In N DJAMENA FIR, flights will be at a minimum height of 170 ft above the ground, water, or all natural obstacles and to a distance of at least 500 ft from all people, artificial stationary, or mobile obstacles. (SPEC/ASECNA 0 GEN ) INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS - Aircraft will fly at a height of at least 1500 ft above the highest obstruction within a 5 SM radius of their estimated position. (SPEC/ASECNA 0 GEN ) RVSM RULES - 1. Standard. CANADA (SPEC/AIP SUP 09/08FC) NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Includes GANDER OCEANIC FIR. The boundary of the Gander OCA is common to that of the FIR except the Control Area also includes that airspace within the Sondrestrom FIR south of N63 30 above FL195. (DASH PARA 4.8.1) DIMENSIONAL UNITS - Blue Table except relatively short distance - feet, visibility - statue miles, runway visual rangefeet, altimeter setting - inches of mercury, and weight - lb. (SPEC/CANADA GEN 2-12) ALTIMETER SETTING PROCEDURES - Same as Regional Procedures. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Same as Regional Procedures except: (SPEC/GPH 204, CHAP 5) 1. Unless otherwise requested by ATC, flights shall make position reports to Gander (Primary) or Iqaluit (Secondary) on the appropriate air/ground frequency as follows: a. Predominantly north/south flights shall report at each significant point listed in the flight plan. b. Westbound flights shall report at W30 00, W40 00, W50 00 and, if crossed north of N53 00, the Domestic/Oceanic boundary. c. Eastbound flights shall report at W50 00, W40 00, W30 00 and, if crossed north of N53 00, the Domestic/Oceanic boundary. 2. All flights operating in that portion of the Gander OCA over Southern Greenland and the adjoining waters at FL200 and above should report primarily to Gander, or alternatively to Iqaluit, on international air/ground frequencies. 3. In addition to maintaining a listening watch on the appropriate enroute frequency, flights are to establish VHF/UHF communications with Gander, Moncton, Iqaluit or Goose, whichever is appropriate, as soon as possible, and maintain a listening watch in accordance with the following: NOTE: For the below listed stations, frequencies are specified only in those cases where sectors, not defined in the Canada and North Atlantic IFR Supplement, are involved or when primary frequencies are specified from among multiple frequencies listed in the supplement. a. Within 200 NM of Gander, at or above FL270, Schefferville and Iqaluit at or above FL290, and Goose at or above FL240. (1) Gander - Call Gander Center , (2) Schefferville - Call Moncton Center , (3) Iqaluit - Call Iqaluit Radio , or Iqaluit International Radio (4) Goose - Call Moncton Center. On or north of a line joining Loach CRP/Goose/Lake Eon , south of the line b. Within 150 NM of Gander, below FL270, Schefferville and Iqaluit below FL290, and Goose below FL240. (1) Gander - Call Gander Center , (2) Schefferville - Call Moncton Center

89 CANADA 3-21 (3) Iqaluit - Call Iqaluit Radio , or Iqaluit International Radio (4) Goose - Call Moncton Center , If within the Goose TCA (87 NM) between Z (DT Z), call Goose Arrival or OT call Moncton Center. c. Westbound flights at any level within 150 NM of Sydney, excluding flights established on designated airway, call Moncton Center , or d. Eastbound flights which traverse the Gander Domestic FIR in the high level structure between UTC are (in addition to monitoring the appropriate control sector frequency) required to establish contact with "Gander Clearance Delivery" when within 200 NM of Gander in accordance with the following unless otherwise directed (1) For coast out point VYSTA and north or (2) For coast out points St. John s and south or e. To facilitate the use of step-climb, the pilot shall, on first radio contact with the relevant area control center at each oceanic control centers boundary, indicate at the end of his position report the highest level he is prepared to accept, and the position or time at which such higher flight level would be acceptable. Example: PA101, N61 W FL330. Est 50N 40W Next N45 W50. Will accept FL350 at W40. VISUAL FLIGHT RULES Same as Regional Procedures. INSTRUMENT FLIGHT RULES Same as Regional Procedures. FLIGHT PLANNING (GPH 204, CHAP 5) 1. All aircraft flying in a generally eastbound or westbound direction must flight plan so that specified 10 of longitude (W60 00, W50 00, W40 00, W30 00 ), as applicable, are crossed at whole degrees of latitude. Generally northbound or southbound aircraft must flight plan so that specified parallel of latitude spaced at intervals of 5 (N65 00, N60 00, N55 00, etc) are crossed at whole degrees of longitude. 2. Pilots of potential non-stop westbound flights may flight plan to any suitable aeronautical radio facility or designated intersection east of W70, and in addition, specify route and altitude to any of the approved regular or alternate airport designated as international for use as the flight plan alternate. Prior to reaching the flight plan fix or clearance limit, the pilot, after assessing the onward flight conditions, will normally file to the airport of ultimate destination and will request an ATC clearance accordingly. However, should it be determined that flight to the airport of destination is undesirable, the pilot will file to a regular or alternate airport and request an appropriate ATC clearance. If for any reason an onward ATC clearance from the flight plan fix is not obtained by the time the fix is reached, the pilot must proceed toward the alternate in the manner specified in the flight plan or amendments thereto. 3. MILITARY CLIMB CORRIDOR - The corridor is a great circle track running along the 62nd parallel lying between the W044 and the W050 meridians, extending vertically from FL195 up to and includes FL450, and is restricted to flights operated by the Royal Danish Air Force. Aircrews plan flight thru the corridor airspace may contact Gander OAC for the current status of the corridor. Requests for the use of the Military Climb Corridor must be submitted to the Danish CAA. TELEX: (CAA/DK) AFTN: EKCAYAYX, ATTN ATS DIVISION PHONE: EXT 477 TELEFAX: (AFFSA/AFFSA) 4. NAT operators will provide Canadian Area Control Center with all flight plans for eastbound NAT flights which will traverse their airspace. These flight plans will include the estimate for each CTA boundary and a coast-out fix estimate in item NAT operators will, where possible, file eastbound NAT flight plan at least 4 hours prior to ETA from coast-out fix. 6. Nat operators are to provide 2nd and 3rd route options at the end of the "RMK" portion of the ICAO flight plan. With respect to eastbound NAT flights planned to operate on the NAT system, operators who do not have the capability to provide this information in item 1A should provide it via separate AFTN message to Gander Area Control Center (CYQXZQZX). CLEARANCE INFORMATION - 1. OCEANIC CLEARANCE DELIVERY PROCEDURES. a. In order to reduce the radio workload associated with the readback of eastbound oceanic clearance via established North Atlantic (NAT) track, and differentiate between the previous and current day s published track message, including amendments, Gander ACC will employ the following procedures: (1) Each eastbound track message will be identified by a 3 digit track identification number in the Remarks section of the message. (2) Any subsequent track change will include a new remarks line amending the previous track message identification number. (3) Amendments will be identified by adding an alpha character to the track message identification number for each revision. b. Gander Clearance Delivery will issue an oceanic clearance via published track using only the track letter without the current NAT track identification number. c. Pilots in possession of a valid copy of the NAT track message are instructed to include the NAT track message identification number in their clearance readback. (1) If the track message identification number is included in the read back, do not read back the track coordinates. (2) Any doubt as to the track message identification or NAT track coordinates by either the pilot or ATC will require a detailed readback of track coordinates. d. Aircraft equipped with Air Ground Communications System (AGCS) datalink capability shall use the following procedures:

90 3-22 CANARY ISLANDS (1) Aircraft authorized to acknowledge oceanic clearance via datalink are not affected. (2) Aircraft not approved or capable of acknowledging oceanic clearance via datalink are required to read back only the track letter. (CA NOTAM 0494/93) e. Gander ACC frequencies and will be utilized from 2330 to 0530 for clearance delivery. Changes to these frequencies will be made by NOTAM, NAT Track Message, or voice broadcast. f. All eastbound NAT aircraft entering the Gander Domestic FIR and crossing the CZQX/CZQM CTA boundary between YNA and HEMMI are required to obtain an oceanic clearance when within 200 NM of the published clearance delivery frequency location. (1) Frequency is located at Allens Island (N46 50 W55 47 ). (2) Frequency is located at Stephenville (N48 35 W58 40 ). g. Eastbound aircraft crossing Gander s Western CTA boundary on or north of a line JIGGS direct Gander utilize as the primary clearance delivery frequency. Eastbound aircraft south of this line use h. Pilots shall maintain a continuous listening watch on the controlling frequency while obtaining the oceanic clearance. i. Data lilnk equipped aircraft are not exempt from these procedures. All oceanic clearance, during the times specified, must be verified with Gander Clearance Delivery. However, those aircraft having authorization to do so may verify only the message sequence number. j. After receipt of oceanic clearance and upon initial contact with Gander Area Control Center on the assigned control frequency, pilots shall confirm receipt of oceanic clearance from Gander Clearance Delivery. k. Due to expected frequency loading on both clearance delivery and control frequencies, pilots are requested to refrain from unnecessary lengthy debate with respect to oceanic clearance and procedures. Comments and/or complaints should be processed after flight through company operations. (CA NOTAM 0087/93) CANARY ISLANDS NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Includes CANARIAS FIR/UIR and part of WESTERN SAHARA. DIMENSIONAL UNITS - ICAO Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Same as Regional Procedures. VISUAL FLIGHT RULES Same as Regional Procedures. INSTRUMENT FLIGHT RULES CANARIAS FIR/UIR: Pilots should use the strategic lateral offset procedure as standard operating practice in the course of normal operations to mitigate collision risk and wake turbulence. Strategic lateral offsets shall be applied only by aircraft with automatic offset tracking capability. There are three positions that an aircraft may fly: centerline, 1 NM right, and 2 NM right. Offsets are not to exceed 2 NM right of centerline. There is no ATC clearance required for this procedure and it is not necessary that ATC be advised. (SPEC/A1447/05) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - NOTE: For information concerning Altitude Reservations in CANARIAS FIR/UIR, contact the European Central Altitude Reservation Facility (EUCARF) via DSN (314) (Fax: 9855) or Commercial: (49) (Fax: 9855). (USAFE AILO/USAFE AILO ) CABO VERDE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the SAL OCEANIC FIR/UIR. DIMENSIONAL UNITS - Blue table, except altimeter setting in hectopascal. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. (SPEC/ENR 1.7) POSITION REPORTING - Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - The Republic of Cabo Verde has implemented the ICAO Annex 11 airspace classifications with the following exceptions; 1. Classes B, D, E, and F are not used in the SAL OCEANIC FIR/UIR. (SPEC/ENR 1.4-3) INSTRUMENT FLIGHT RULES RVSM RULES - For the RVSM requirements within the SAL OCEANIC FIR/UIR see AP/1 Chapter 1, EUR/SAM RVSM Corridor. (SPEC/AIRAC SUP S02/2007)

91 CENTRAL AFRICAN REPUBLIC NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This country includes the BRAZZAVILLE FIR and the N DJAMENA FIR. For the BRAZZAVILLE FIR and the N DJAMENA FIR see Cameroon. INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 09/08FC) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) CHAD NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This country includes the BRAZZAVILLE, N DJAMENA, and TRIPOLI FIRs. For the BRAZZAVILLE FIR and the N DJAMENA FIR see Cameroon. For the TRIPOLI FIR, see Libya. INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 09/08FC) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) COMORO ISLANDS NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the ANTANANARIVO FIR. See Madagascar. INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 11/08FM) CENTRAL AFRICAN REPUBLIC All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) CONGO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This country includes the BRAZZAVILLE FIR. For information regarding the BRAZZAVILLE FIR, see Cameroon. INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 09/08FC) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) TERMINAL TERMINAL PROCEDURES - 1. CONGO - Brazzaville and Kinshasa TCA arrival procedures: a. Minimum level for entry FL50. Minimum level for maneuvering except for approach, landing and missed approach maneuvers, is not authorized below FL50. b. Arrival KINSHASA from the NORTHWEST (1) Inbound overhead BZ FL60 minimum, follow Radial 096 BZ. Crossing R 335 KSA, clear FL60 to 3000 FT/QNH, cross 4500 FT before R 360 and reach 3000 FT before crossing R 025 KSA; and then when intercepting R 050 turn right RM 193 until intercepting LOCALIZER course. (2) This route is named as follows: (a) Approach without holding = APP BZ KSA ILS 24 (b) Arrival BZ KSA with holding = ARR BK 1A (on assigned level) (3) Transfer: Vertical VOR "BZ" at the latest. c. Arrival BRAZZAVILLE from the EAST and SOUTHEAST: (1) Inbound overhead BZ FL50 minimum, follow Radial 274. Crossing R 165 BZ, clear FL50 to 3000 FT/QNH, cross R 185 BZ at 4000 FT maximum intercepting R 220 BZ turn right magnetic heading 280 until intercepting LOCALIZER course. (2) This route is named as follows: (a) Approach without holding = APP KSA BZ ILS 06 (b) Arrival KSA BL with holding = ARR KBL 1C (on assigned level)

92 3-24 COTE D IVOIRE (3) Transfer: Vertical VOR "KSA" at the latest. (SPEC/ASCENA 5 ENR ) COTE D IVOIRE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This country includes the DAKAR and ROBERTS FIR. For DAKAR FIR, see Burkina Faso. For ROBERTS FIR, see Guinea. INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 11/A/08GO) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) CROATIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes ZAGREB FIR/UIR. DIMENSIONAL UNITS - Blue Table. Altimeter settings in hectopascals. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Standard. VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FM IMMUNITY - Since 01Jan 2001, the use of FM-immune ILS/VOR navigation and VHF communications receivers is required for IFR operations within Zagreb FIR. Users of ILS/VOR navigation and VHF communications receivers that do not comply with FM immunity standards may expect to suffer interference from the FM broadcast stations, for which Croation CAA will not accept responsibilty. Remarks on potential interference when using ILS/VORs for instrument approach are depicted on relevant aerodromes charts (AIP Part III - Aerodromes). (AIP CROATIA GEN ) RVSM RULES - The airspace within the FIR ZAGREB between FL290 and FL410 inclusive is EUR RVSM airspace. (SPEC/ENR 1.8-1) FLIGHT PLANNING GENERAL AIR TRAFFIC - Application for flight permission to foreign government aircraft overflying or landing within Croatian territory shall be submitted 48 hours in advance to: Ministry of Foreign Affairs Department for Consular Affairs The Republic of Croatia Trg Nikole Subica Zrinjskog Zagreb Telephone: (+385 1) Telefax: (+385 1) Operational: Z++ (Working days only) (SPEC/AIC A20-96) 1. A flight plan shall be submitted in accordance with ICAO Annex 2, 3.3.1, prior to operating: a. Any IFR flight. b. Any VFR flight in airspace class C and D, except flights within controlled zone during daylight. c. Flights within restricted areas. d. Flights across the state and/or FIR boundary. 2. Flight plan can be filed either as: a. Individual flight plan (also as collective flight plan for consecutive flights and also for formation flight); b. Repetitive flight plan (for 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). In order to process flight plan messages correctly, each flight plan should be sent as a single AFTN message. 3. Time of Submission: Except for repetitive flight plans, a flight plan shall be submitted at least 60 minutes prior to estimated off-block time (EOBT), taking into account requirements of ATS units in the airspace along the route to be flown for timely information. Flight plans for flights into areas subject to Air Traffic Flow Management (ATFM) shall be submitted at least 3 hours before EOBT. A flight plan can be filed more than 24 hours but not more than 144 hours (6 days) in advance of EOBT. 4. Place of Submission: Aircraft operators may file their IFR or IFR/VFR (mixed) flight plans and associated messages directly with IFPS using their own AFTN or SITA access point. If those means are not available, flight plan and associated messages may be submitted at the Air Traffic Services Reporting Office (ARO) at the departure aerodrome. Direct filers take the full responsibility for compliance with all relevant IFPS procedures including complete addressing of their messages. In the case of absence of ARO at the departure aerodrome or in case the ARO is not in operation, a flight plan shall be submitted by telephone or via Telefax to the nearest ARO. ARO service at airports is provided by the local briefing unit or by the local TWR or AFIS. 5. Flight plan may be filed during flight if required by certain circumstances, except for continuing flights after intermediate landing and for flights into foreign countries. The flight plan shall be submitted to the nearest ATS unit in operation or to the ACC. 6. VFR flight plan for alerting service only: An alerting service is, in principle, provided to flights for which a flight plan has been submitted.

93 CYPRUS Contents and form of a flight plan: ICAO flight plan forms are available at ARO and airport offices at uncontrolled aerodromes. The instructions for completing those forms shall be followed. Flight plan item 15 - route shall not contain direct indicator - DCT for the segment of route crossing the FIR border. Insertion of SID and STAR established in FIR Zagreb is compulsory in the route field of the FPL. Flight plans concerning IFR flights need not include FIR boundary estimates. (SPEC/ENR ) ENROUTE GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B PAGE 2-8 WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. CYPRUS NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes NICOSIA FIR-UIR. DIMENSIONAL UNITS - Blue Table except use altimeter setting in hectopascals. (SPEC/GEN 2.1-1) VERTICAL SEPARATION - Semicircular. (SPEC/ENR 1.7-1) POSITION REPORTING - Standard VISUAL FLIGHT RULES AIRSPACE EXCEPION - 1. The REPUBLIC OF CYPRUS has implemented the ICAO Annex 11 airspace classification with the following exception; a. Classes D, E and F not yet implemented. (SPEC/ENR 1.4-1) INSTRUMENT FLIGHT RULES FM IMMUNITY - 1. Within Nicosia FIR/UIR the only aircraft that are allowed to operate are those equipped with NAV equipment compliant with ICAO requirements for receiver FM immunity from the adjacent Sound Broadcast Band as defined in ICAO SARPS Annex 10, Volume I, PARTS and (ILS/VOR) AND Volume III part (VHF communications) receiving system provisions. 2. In Nicosia FIR up to this point, no interference problems have been detected using the proposed ICAO Generic Method for ILS and VOR Broadcast Compatibility Assessment. Additionally there haven t been any areas identified within the service volumes of ILS and VOR equipment, where interference to less immune aircraft receivers was above the agreed ICAO Annex 10 limits. (SPEC/GEN 1.5-3) ALTIMETER SETTING PROCEDURES - Standard. (SPEC/ENR 1-7-1) RVSM RULES - Reduced Vertical Separation Minimum in Nicosia FIR 1. The airspace within Nicosia FIR between FL 290 and FL 410 inclusive, as described in the Table of cruising levels given in section ENR is RVSM airspace. 2. Within RVSM airspace, the vertical separation shall be: a FT (300 M) is applied between RVSM approved aircraft; b FT (600 M) is applied between: (1) non RVSM approved State aircraft operating within the RVSM airspace; aircraft; (2) all formation flights of State aircraft and any other (3) an aircraft experiencing a communication failure in flight and any other aircraft. (SPEC/ENR 1.8-1) FLIGHT PLANNING GENERAL AIR TRAFFIC - 1. The entire airspace over the territory of Cyprus including its territorial water is prohibited. Over flying aircraft are restricted within the established airways and, as instructed by Air Traffic Control, within the Control Zones. (SPEC/ENR 5-1.1) 2. All aircraft entering Nicosia FIR from Ankara FIR (LTAA) shall establish contact with Nicosia ACC (LCCC) at least ten (10) minutes prior to crossing the FIR boundary. (SPEC/NOTAM A1133/12) 3. Required ATS/MET reporting (AIREP) points: Lakto (N32 38 E32 05 E) Rasda (N33 06 E30 57 E). (SPEC/GEN 3.5-2)

94 3-26 CZECH REPUBLIC AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS AREA ARIP ARCP/ ANCHOR AR FREQ AR BLOCK AR ALT ATC CONTROL CYPRUS NOTE 1: Air Refueling corridors for military aircraft will be active via NOTAM publication specifying: a) days and hours of activity; b) routes and affected flight levels. All air refueling tracks are RNAV. NOTE 2: Requests shall be forwarded to EUCARF 8 calendar days in advance for all Cyprus Refueling Corridors. Contact EUCARF via: E- mail: DSN (314) (Fax: 9855), or Commercial +49-(0) (Fax: 9855). AAR CYPRUS NORTH ALPHA NAVIGATION CHECK POINTS: TOSKA, UR78, TOBAL, LCA, ALSUS, NIKAS AAR CYPRUS NORTH BRAVO NAVIGATION CHECK POINTS: TOSKA, UR78, TOBAL, LCA, DESPO, KUKLA AAR CYPRUS SOUTH ALPHA NAVIGATION CHECK POINTS: TOSKA, MAROS, APLON, LEDRA, SOLIN AAR CYPRUS SOUTH BRAVO NAVIGATION CHECK POINTS: TOSKA, MAROS, APLON, KAROL, PASOS FL150B280 FL150B280 FL150B280 FL150B280 NICOSIA ACC NICOSIA ACC NICOSIA ACC NICOSIA ACC CZECH REPUBLIC NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes PRAHA Flight Information Region which corresponds to the country boundary of the Czech Republic. The PRAHA Flight Information Region is controlled by the Praha ACC. (SPEC/ENR 2.1-1) DIMENSIONAL UNITS - Primary SI Units except: MEASUREMENT OF 1. Distances used in navigation, position reporting, etc. 2. Altitudes, elevations and height 3. Horizontal speed including wind speed UNITS Nautical miles or Kilometers Feet or meters; always given in feet in relation to the aircraft in flight Kilometers per hour or knots 4. Vertical Speed Feet per minute/meters per second 5. Visibility including runway visual range Feet, Kilometers or meters 6. Height of cloud base Feet ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular.

95 POSITION REPORTING - Standard. DEMOCRATIC REPUBLIC OF THE CONGO 3-27 BIRD/WILDLIFE HAZARD DATA Standard. VISUAL FLIGHT RULES 1. Migrating and local bird flocks present some hazard yearround to low flying aircraft. The average height of bird concentrations is between 0 AGL and 2000 feet AGL both day and night. The following airports have reported bird hazards: The Czech Republic has implemented ICAO Annexes 2 and 11 airspace classification. (SPEC/GENERAL RULES 1.1) INSTRUMENT FLIGHT RULES Standard except as noted. FM IMMUNITY - The operations of State aircraft from 1 Jan 2001 with regards to FM Immunity requirements are: 1. In Praha FIR, aircraft with NAV equipment not complying with the applicable interference immunity performance requirements for ILS localizer and VOR receiving systems (ref. ICAO Annex 10 Vol., paragraphs and ) are not allowed to continue to operate after 1 Jan Exception: State Aircraft with NAV equipment not complying with above referred ICAO standards may continue operations within Praha FIR with the proviso that they are equipped with suitable other RNAV equipment (meeting RNP 5 in accordance with ICAO Dkoc 7030 Regional Supplementary Procedures, EUR-RAC section 15), for the enroute part of the flight. (SPEC/GEN 1.5-3) RVSM RULES - As specified in the ICAO EUR Supplementary Procedures. ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. Airways/Routes: The complete up-to-date RAD is available at 2. Conditional Route Information: GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: Turany (LKTB) Kunovice (LKKU) Mosnov (LKMT) Pardubice (LKPD) Ruzyne (LKPR) Prerov (LKPO) Vodochody (LKVO) 2. The following types of birds may be encountered: Rooks, gulls, birds of prey, geese, pigeons, lapwings, swallows, starlings, storks, skylarks, kestrels, and ducks. DEMOCRATIC REPUBLIC OF THE CONGO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Standard. DIMENSIONAL UNITS - ICAO table except: 1. Horizontal speed including wind speed in kilometers per hour. 2. Winds aloft in degrees magnetic. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard except: KINSHASA FIR/UIR is an IATA in-flight broadcast area. In addition to normal ATS reporting procedures, refer to the Africa regional procedures in the Flight Information Handbook. Standard. VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Czech Republic conditional routes: L624, L984, M749, M992, P10, P27, P31, P861, T106, T108, T110, T136, T221, T247, T709, Y444, Z30, Z37, Z608 Standard. Standard. FLIGHT PLANNING

96 3-28 DENMARK ENROUTE INSTRUMENT FLIGHT RULES AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - DENMARK NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes COPENHAGEN FIR. Also includes BORNHOLM ISLAND and RONNE TCA. DIMENSIONAL UNITS - Blue Table except civil use altimeter setting in hectopascals, and military use feet for relatively short distances, altimeter setting in hectopascals or inches of mercury, and weight is in pounds. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard except: 1. The lowest QNH shall be used for flight at or below 3000 MSL within that part of the Copenhagen FIR west of E08 00' and that part of the Danish continental region situated within the Scottish FIR. (SPEC/MIL ENR 1.7.1) 2. QNH values are given in hectopascal rounded down to the nearest whole hectopascal. (SPEC/MIL ENR 1.7.2) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Standard except: VISUAL FLIGHT RULES 1. DENMARK has implemented the ICAO Annex 11 airspace classifications with the exception, Class F and G: At or below 3000 MSL or 1000 above terrain, whichever is higher, aircraft may operate in flight visibility not less than 1.6 NM, clear of clouds and in sight of the surface, if the speed is 140 KIAS or less. a. Aircraft established in the airport traffic pattern may operate with a flight visibility of not less than 0.8 NM, clear of cloud and in sight of the airport. b. Helicopters may operate in flight visibility of not less than 0.8 KM, if maneuvered at a speed that will give adequate opportunity to observe other traffic or any obstacle in time to avoid collision. (SPEC/GEN 1.7-2) 2. Enroute VFR flights shall not be flown above FL195 in Class C airspace. (SPEC/ENR 1.2-1) Standard RVSM RULES - Standard. FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - 1. Foreign Air Stations planning to overfly Denmark on navigational flights later that 1500Z are to send their flight plans early enough to be received at Copenhagen ACC (EKDKZQZM for IFR flights/ekdkzfzm for VFR flights) before 1300Z. (Night VFR flights with foreign military aircraft are not allowed over Danish territory). For flights on Sat, Sun, and Danish public holidays, flight plans shall be sent early enough to be received by Copenhagen ACC before 1300Z the previous working day. (SPEC/MIL ENR 1.1-1) SUPERSONIC FLIGHT - Supersonic flight with foreign military aircraft will not be allowed over Danish territory except when participating in NATO exercises in which case specific regulations will be stipulated for each individual exercise or when foreign military aircraft under operational control of Commander Tactical Air Command Denmark operates from a Danish air station where national regulations apply. (SPEC/MIL ENR 1.1-1) FLIGHT HAZARDS OVER FLIGHT OF NUCLEAR REACTORS AND HIGH RISK INDUSTRIAL PLANTS - COLD FLARING - Air traffic is advised to pass installations from which Cold Flaring is taking place at a lateral distance of 3 NM or more, at an altitude of 3000 Ft MSL or above. Actual information about Cold Flaring may be obtained from THYRA AFIS on frequency Operating hours are as follows: Winter Daily: Z Sat-Sun: Z and Z Summer Daily: Z Sat-Sun: Z and Z (SPEC/MIL ENR 5.3-1) GLIDING AND PARACHUTING - Military/civil gliding and military parachuting may be conducted anywhere. (SPEC/MIL ENR and 5.5-2) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. For route availability and conditions see the CFMU website: GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator.

97 DJIBOUTI 3-29 The following is a list of Denmark's conditional routes: L39, L619, L975, L990, M609, M869, N603, N607, N850, N851, N872, N873, P60, P602, P603, P614, P622, P990, P992, T55, T56, T138, T505, Z32, Z700, Z704, Z705, Z708, Z709, Z710, and Z716 TERMINAL NOISE ABATEMENT PROCEDURES - COPENHAGEN NOISE ABATEMENT - On approach to Kastrup (EKCH), jet aircraft may not overfly greater Copenhagen lower than 2500 and propeller aircraft lower than 1500 until final approach. (SPEC/AD2-EKCH-13) AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS - See Chapter 2, Section B, AERIAL REFUELING TRACKS/ANCHOR AREAS for Chart. AREA ARIP ARCP/ANCHOR AR FREQ AR BLOCK AR ALT ATC CONTROL DENMARK HANNA (Track) SKR TACAN SKR 299/54 FL240/260 COPENHAGEN CONTROL NAVIGATION CHECK POINTS: DHE 002/75 (N55 26 E07 59 ), DHE 002/155 (N56 46 E08 04 ). SPECIAL INSTRUCTIONS: Track is on 002 radial, NM, left hand turns; remain west of Airway UN873. Tanker must remain within Copenhagen FIR. (SPEC/MIL ENR 1.1-2) TELEPHONE CONTACTS THE APPROPRIATE OFFICES SHOULD BE CONTACTED BY USAF MILITARY USERS TO RESERVE AIR REFUELING TRACKS OR ANCHOR AREAS IN THE FOLLOWING COUNTRIES: DENMARK: Copenhagen Military ATC - Commercial (45) (request extn or Watch Supervisor). NOTE: DOD Users - to reserve Air refueling corridors in Italy, Greece, Cyprus, and Malta, contact the European Central Altitude Reservation Facility (EUCARF) via Military message: EUCARF Ramstein AB, Ge, ICAO Aeronautical Fixed Telecommunications Network (AFTN) EDDFYXYR, DSN: , Fax: 9855, commercial , Fax: 9855 NOTE: For information concerning Altitudes Reservations, contact: EUCARF. NOTE: In areas designated as permanently available for Air-to-Air Refueling (AARA), the amount of warning concerning refueling operations can be so minimal as to preclude notification by normal methods. However, the units listed under ATC control column will be able to advise pilots on activity status in appropriate (AARAs). Where Air-to-Air Refueling Areas conflict with Airways, Advisory Routes or Upper Air Routes, civil/military coordination procedures are applied to minimize disruption to the plan flight profiles or the aircraft concerned. (AFFSA/XOIA FIL 96-99) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. DENMARK - The information shown represents a composite of concentration over Denmark and surrounding waters for the entire year. Migrations occur the entire year and culminate in periods from the end of March to Mid-May and September to Mid- November; at least a million birds passing during autumn. Species most hazardous to aircraft are starlings, thrushes, and finches; also crow, ducks, gulls, waders, pigeons, and birds of prey. Migration altitudes are by night, by day. OTHER - ADDITIONAL INFORMATION 1. USE OF AFTERBURNER - Afterburner use is prohibited except: a. Emergencies. b. During take-off, touch-and-go, and go-around. c. During climb after take-off, touch-and-go or go around. d. When climbing to altitude below 5000', the afterburner has to be cut at 350 KT or when reaching altitude. (SPEC/MIL ENR 1.1-1) DJIBOUTI NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes DJIBOUTI, SEE ETHIOPIA FOR ADDIS ABABA FIR information. DIMENSIONAL UNITS - ICAO Table except altimeter settings in hectopascals. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard, except Djibouti - All aircraft at any altitude must contact Djibouti APP on or

98 3-30 EGYPT MHz at least 10 minutes prior to estimated time of entry of Djibouti airspace. (SPEC/GEN 1.2-3) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. Djibouti has implemented ICAO Annex 11 airspace classification with the following exceptions: (SPEC/GEN 1.7) a. Flight Plan required for all VFR flight outside the Djibouti/Ambouli Control Zone. b. Night flight permitted with regard to airport, route weather, crew certification, and flight plan. c. Except for takeoff and landing, maintain an altitude of at least 500 above the highest obstacle that may be encountered. Overflights of Djibouti City below 3000' MSL are prohibited. Overflights of towns or other gathering of people at less than 1000 MSL are prohibited. d. Special VFR within the Djibouti/Ambouli Control Zone approved on a not to interfere basis. INSTRUMENT FLIGHT RULES Djibouti has implemented ICAO Annex 11 airspace classification. (SPEC/GEN 1.7) FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION Chebelley (HDCH) 1. Bird Watch Conditions (BWC) restrictions. a. Moderate: Overhead pattern is closed. Hi-Initial/Spiral may be flown. Limit pattern work to minimum required. Restricted low approaches authorized to no lower than 700 feet AGL. b. Severe: Take-off to a departure from the local area, and straight-in to a full stop landing only. (870 AES-AOAM/870 AES-AOAM FIL ) ENROUTE 1. The following ATS routes are closed within the Djibouti airspace UR993/R993 between DTI VOR/RAGAS and UR775/R775 between DTI VOR/MANDA. (SPEC/ENR 3.1) EGYPT NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes EGYPT, CAIRO FIR, and adjacent international waters. DIMENSIONAL UNITS - Non-SI alternative except short distances in meters, altimeter setting in hectopascals, and weight in metric tons or kilograms. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES (SPEC/ENR 1.8-1) AIRSPACE EXCEPTIONS - Standard except VFR flight shall not be operated above FL150. (SPEC/ENR 1.2-1) INSTRUMENT FLIGHT RULES 1. EGYPT has implemented the ICAO Annex 11 airspace classification with the following exception: a. Class C, E, F and G not yet implemented. (SPEC/ENR 1.4-1) RNAV PROCEDURES - 1. In the level band FL160/460 (inclusive) all ATS routes are RNAV routes which by definition have no width, but here the width is mentioned to remind the controllers that aircraft vectoring outside the corridor of the AWY is completely forbidden. RNAV routes do not apply ABV FL460 and below FL160 where terrain considerations may also apply. (SPEC/ENR 3.1-1) RVSM RULES - 1. RVSM shall be applicable in that volume of airspace between FL290 and FL410 inclusive within the entire Cairo FIR. RVSM procedures within Cairo FIR are detailed in DOC 7030 Regional Supplementary Procedures. 2. Non-RVSM compliant aircraft that intended to operate within this RVSM airspace will not be permitted. (SPEC/ENR ) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - 1. Except for repetitive flight plans, a flight plan shall be submitted at least: a. 60 MIN prior to EOBT and not more than 120 hours prior to EOBT. b. 3 hours prior to EOBT and not more than 120 hours prior to EOBT for all flights destined or overflying restricted areas daily imposed by CFMU in the EUR region. 2. Flight plans need to include FIR-boundary estimates.

99 3. No flight plans shall be filed for routes deviating from the published ATS route structure unless prior permission has been obtained from the appropriate authorities. (SPEC/ENR ) SUPPLEMENTARY AIRPORT INFORMATION Cairo Intl (HECA) 1. NOISE ABATEMENT (FAN JET AIRCRAFT): a. Low drag, low power approach: IFR flight should be conducted in clean configuration as long as possible unless otherwise instructed. Aircraft should maintain 250 KIAS below FL100. Speed should be reduced continuously so as to reach 170 KIAS shortly prior to 5 NM from any runway threshold. These speed restrictions should be maintained within a tolerance of +/- 10 kt and are compulsory, except when ceiling is below 500 and/or ground visibility is less than 2 km. Pilots unable to comply should advise ATC. b. Landing - Idle reverse thrust is recommended during landing. c. Departures: (1) Takeoff to 1800 MSL: Takeoff power, takeoff flaps, climb at V to 20 kt (or as limited by body angle). power. (2) At 1800 MSL: Reduce thrust to not less than climb (3) 1800 to 3300 MSL: Climb at V to 20 kt (or as limited by body angle). (4) At 3300 MSL: Accelerate with flap retraction on schedule to enroute climb 250 kt below FL100. (SPEC/AD2-HECA-8) EQUATORIAL GUINEA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This country includes the BRAZZAVILLE FIR. For BRAZZAVILLE FIR, see Cameroon. INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 09/08FC) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) EQUATORIAL GUINEA 3-31 ERITREA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the ASMARA FIR and a small part of SUDAN. DIMENSIONAL UNITS - Blue Table, except altimeter settings in hectopascals. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES (SPEC/ENR 1.8-1) AIRSPACE EXCEPTIONS - Eritrea has implemented the ICAO Annex 11 airspace classifications, except D and F not yet implemented. (SPEC/ENR 1.4-1) NIGHT VFR FLIGHTS - Night VFR flight may be authorized by ATC with prior coordination. (SPEC/ENR 1.2-1) MINIMUM HEIGHTS FOR VFR OPERATIONS - Unless authorized by ATS, VFR flights shall not be conducted above FL150. (SPEC/ENR 1.2-1) INSTRUMENT FLIGHT RULES RVSM RULES - 1. RVSM implemented on 25 September 2008 in the ASMARA FIR/AFI RVSM Airspace on the basis of approved ICAO DOC- 7030/4. The State of Eritrea adopted those specifications published in the Joint Airworthiness Authorities (JAA) Temporary Guidance Leaflet 6 (TGL 6) as a basis for approving Aircraft and Air Operator programs for RVSM operation. 2. Aircraft operators should have received RVSM aircraft (airworthiness) and operational approval from the Eritrean CAA and/or State of Registry with immediate effect. 3. Only RVSM compliant aircraft are cleared to operate in the ASMARA FIR/AFI RVSM Airspace between FL290 and FL410 (inclusive) starting from 25 September Aircraft that are not RVSM compliant will only be cleared to operate in the ASMARA FIR between FL290 and FL410 (inclusive) after prior co-ordination with those interfaced FIR of AFI/MID RVSM Airspace adjacent to the ASMARA FIR/AFI RVSM Airspace. 4. The ICAO/AFI Region systemized the task of monitoring safety in conjunction with ARMA located in the Republic of South Africa. Current RVSM approval documents, including revisions,

100 3-32 ESTONIA can be accessed on the website maintained by ICAO/ESAF, Eritrea-CAA (being established soon), FAA, and EUROCONTROL. 5. Those RVSM websites are: FLIGHT PLANNING GENERAL AIR TRAFFIC - (SPEC/AIC 01/08 JULY 2008) 1. Uncoordinated flights could be civil and/or military aircraft. All types of flights are expected to submit flight plans via AFTN and current flight data via the appropriate ATC. Uncoordinated flights operating across the Red Sea area shall comply with the following: a. Squawk code A2000. b. Maintain a single flight level (FL) FL300, while crossing the Red Sea from South to North. c. Maintain a single flight level (FL) FL280, while crossing the Red Sea from North to South. d. Provide the following data to ATC: Call sign, direction of flight, altitude, time of crossing those Reporting Points along the FIR boundaries. e. Transmit flight data 10 minutes prior to crossing the FIR boundaries and monitor ATC to identify other aircraft and avoid conflict. 2. All enroute flight data regarding military aircraft operation outside ATS routes and along the center of the Red Sea, being considered unidentified by the relevant Air Traffic Control Center (ACC), should be sent via AFTN to ensure the safety of other flights. (SPEC/AIP SUP 01/06) FILING FLIGHT PLANS (DAY/NIGHT) - Flight plans shall be submitted for all flights, IFR or VFR, at least one hour prior to departure to the Asmara International NOTAM Office and the Air Traffic Services Reporting Office. In the absence of such office, flight plans shall be submitted by telephone or other means of communication. (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - Flights outside of ATS routes are not permitted in Eritrean airspace. (SPEC/ENR 1.4-1) ESTONIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes TALLINN FIR/UIR. (SPEC/GEN 1-2) DIMENSIONAL UNITS - Blue table, altimeter setting given in hectopascals. (SPEC/GEN 2.1-1) ALTIMETER HEADING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Standard. VISUAL FLIGHT RULES FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - Effective 10 April 2008 Estonia will be utilizing the Integrated Initial Flight Planning System (IFPS) for the Tallinn FIR. (SPEC/AIC A1/08) SUPERSONIC FLIGHTS - Flights at transonic and supersonic speed over Estonian territory only by special permission of ATS authority. (SPEC/GEN 1.2-3, 4) ETHIOPIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes ETHIOPIA and ADDIS ABABA FIR. DIMENSIONAL UNITS - Blue Table. (SPEC/ET GEN 1-5) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. Ethiopia has implemented the ICAO Annex 11 airspace classifications, except Class B and F not yet implemented. (SPEC/ET AIP ENR 1-4)

101 a. VFR flights shall comply with ATC instruction when: (1) Operating in Classes C and D airspace. (2) In aerodrome traffic area at controlled aerodrome. (3) Operating as special VFR flight. 2. Except for takeoff and landing, VFR flights shall not be flown over congested areas of cities, towns, or settlements or over an assembly of persons at a height of less than 1000 feet above the highest obstacle within 2000 feet of the aircraft. Elsewhere, VFR flight shall not be flown at a height of less than 500 feet AGL. (SPEC/ET AIP ENR 1-2) INSTRUMENT FLIGHT RULES Ethiopia has implemented the ICAO Annex 11 airspace classifications, except Class B and F not yet implemented. (SPEC/ET AIRAC A005-93) RVSM RULES - 1. In effect from 0001 UTC on 25 September 2008, only RVSM approved aircraft and State aircraft will be cleared to operate in the Addis Ababa FIR RVSM Airspace between FL290 and FL410 inclusive. Aircraft that are not RVSM approved will only be granted uninterrupted climb and descent through RVSM airspace subject to ATC. RVSM is 1000 ft vertical separation of aircraft operating between FL290 and FL RVSM in the Addis Ababa FIR RVSM Airspace implemented in accordance with ICAO regional agreements. ICAO recommends that State authorities and operators use FAA interim Guidance 91-RVSM (as amended); Joint Airworthiness Authorities (JAA) Temporary Guidance Leaflet 6 (TGL 6 rev.1) or equivalent State documents as the basis for approving aircraft and operator programs for RVSM. The AFI Region established that the task of monitoring safety in conjunction with implementation of RVSM in the AFI Region be assigned to South Africa. Current information and RVSM approval documents, including revisions, can be found on the website maintained by the FAA, EUROCONTROL, SATMA, ICAO ESAF, ASECNA and individual State websites. Operators must obtain RVSM aircraft airworthiness and operation approval from the appropriate State authority. (SPEC/AIC 02/08) FLIGHT PLANNING CLEARANCE INFORMATION - ADDIS ABABA ACC/FIC Overflight Permission Request 1. The following telephone, fax and facilities are available for overflight permission request: Telephone: Ext. 320/ Ext. 320/ Ext. 320/256 Fax: caa.airnavethionet.et (SPEC/NOTAM A0096/07) FINLAND 3-33 SUPPLEMENTARY AIRPORT INFORMATION 1. General - All aircraft operating into or out of ATC unmanned aerodromes shall follow the following procedures during landing and take-off and while operating within a 25 NM area around unmanned aerodromes. a. During landing broadcast on pilot-to-pilot frequency MHz, call sign of the aircraft, position, altitude, approach direction, ETA and any other relevant information. b. Before take-off, prior to taxiing to enter the active runway, broadcast call sign of the aircraft, take-off runway, take-off direction, altitude to be maintained, destination, turn direction and any other relevant information. Pilots are also required to maintain listening watch on frequency MHz, while within a 25 NM area around unmanned aerodromes. Broadcasts shall be repeated as frequently and as practicable until on final approach or after takeoff until passing the 25 NM area boundaries out bound. (SPEC/AIP SUP A 01/07, 23 NOV 2006) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. The following ATS routes are temporarily closed within Ethiopian airspace. UA408 between GWZ DVOR/DME and TATGU. G650/UG650 between GWZ DVOR/DME and KONET. UR780 between DWA VOR/DME and SETIT. R993/UR993 between RAGAS and DILKA. UB525 between GWZ DVOR/DME and ITGEV. UR995 between GWZ DVOR/DME and ERBUK. A/UA451 route width within Ethiopian airspace is closed. Pilots are strongly advised to avoid these ATS routes in the interest of safety. (SPEC/NOTAM A0116/06, 24 DEC 2006) 2. W180 is unknown to ADDIS ACC. ADDIS ACC will not accept any flights operating on W180 in the interest of safety. (SPEC/NOTAM A0118/06, 27 DEC 2006) 3. UN303 Eastbound traffic restricted to FL330 only. Westbound traffic restricted to FL310 only. (SPEC/AIP SUP A 02/05) 4. In order to maintain safety of international flights, all pilots using R/UR775 and UB526 are required to contact Addis center 10 minutes prior to APDOS on R/UR775 and IMSOP on UB526 on primary frequency MHZ and/or secondary frequency 11300/5517 KHZ. Failure to comply will result in an unsafe operation. (SPEC/AIP SUP A 01/07, 23 NOV 2006) FINLAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes FINLAND FIR/UIR. DIMENSIONAL UNITS - Blue table, altimeter setting given in hectopascals, significant vertical distances are given in meters (M) and feet (ft). (SPEC/GEN 2.1-1)

102 3-34 FINLAND ALTIMETER SETTING PROCEDURES - Standard except: 1. Altimeter setting values are given in hectopascals rounded off downward to the nearest whole hectopascal. On request the values will, however, be provided in tenths for landing. 2. The transition altitude for all instrument aerodromes is 1500m/5000 ft. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES The air traffic rules and procedures to air traffic in Finland conform, in general, with the Standards and Recommended Practices (SARP) of ICAO Annexes 2 and 11 and the following: (SPEC/ENR 1.1-1) 1. A flight plan shall be submitted prior to operating any IFR flight outside controlled airspace, any VFR en-route flight by night or any flight operated within a fight information zone surrounding an Aerodrome Flight Information Service (AFIS). (SPEC/GEN 1.7-1) 2. Helicopters may operate in less than 1500M/1 SM flight visibility by day and not less than 3000M/2 SM by night, if maneuvered at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision. 3. VFR flights by day are not permitted within control zones or aerodrome traffic zones: a. When the ceiling is less than 450M/1500 ft or b. When the ground visibility is less than 5 km/3 SM, Unless an air traffic control clearance (special VFR clearance) has been obtained from the appropriate ATC unit. (SPEC/ENR 1.2-1) 4. VFR flights shall not be conducted by night: a. Outside a control zone in any airspace class unless the flight visibility is, except as specified in paragraph c below, not less than 8 km/5 SM; b. With the exception of cases given in paragraph 2 above and paragraph c below, without specific authorization from the Civil Aviation Administration unless the cloud base for the route to be flown or in the respective area is not less than 600M/2000 ft; c. In a traffic pattern of an uncontrolled aerodrome unless the visibility is not less than 3 km/2 SM and the cloud conditions such that the flight can be conducted clear of clouds at given minimum heights. (SPEC/ENR 1.2-2) 5. 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/1000 ft above the highest obstacle within a radius of 600M/2000 ft from the aircraft; b. Elsewhere the minimum height is 150M/500 ft by day and 300M/1000ft by night above ground or water. 6. VFR flights operated within airspace classes B or C shall be conducted at a flight level appropriate to the track as specified for IFR cruising levels. (SPEC/GEN 1.7-3) 7. An aircraft shall not exceed the speed 250 Kt IAS below flight level 3050M/FL100 when: G; a. Conducting a IFR flight in airspace classes D, E, F, G+ or b. Conducting a VFR flight in airspace classes C, D, E, F, G+ or G. An aircraft conducted as VFR flights shall not exceed the speed 140 Kt IAS in airspace classes F, G+ or G below 900M/3000 ft AMSL or 300M/1000 ft above terrain, whichever is higher, when flight visibility is less than 5 km/3 SM. (SPEC/GEN 1.7.8) INSTRUMENT FLIGHT RULES Finland has implemented ICAO Annex 11 airspace classifications except as stated under VISUAL FLIGHT RULES above. (SPEC/ENR 1.4-1) FLIGHT PLANNING 1. FIR BOUNDARY ESTIMATES - Estimated time at FIR boundary are not required in Item 18 of the flight plan. (SPEC/ENR ) 2. MANDATORY CARRIAGE OF SSR TRANSPONDER a. Aircraft shall be equipped with a serviceable transponder with pressure-altitude reporting capability and it is mandatory to operate the transponder within the Finnish flight information region at or above flight level FL 95. This also applies when operating within EFHK TMA UPPER, EFHK TMA LOWER, EFHK CTA WEST, and EFHK TMA EAST. Airspace below EFHK TMA LOWER is also included, as is EFHK CTR SOUTH and EFHK CTR NORTH. Other affected areas include EFJY TMA and CTA, as well as ENKR TMA CTR and EMKR TMA WEST. b. The transponder shall be capable of replying to Mode 3/A, 4096 Codes, and Mode C. c. Exemptions from the requirements above can be granted by the Finish Civil Aviation Administration or the appropriate ATS unit. (SPEC/ENR 1.6-4) 3. MANDATORY CARRIAGE OF DME a. IFR aircraft departing from or landing at Helsinki-Vantaa (EFHK) or Helsinki-Malmi Airport (EFHF) shall carry a serviceable DME. b. ATC may grant an exception for single flights, traffic conditions permitting. (SPEC/EFHK AD ) 4. FLIGHT PLAN ADDRESSEES

103 FINLAND 3-35 a. Helsinki FIR/UIR (1) IFR/EFESZQZX (2) VFR/EFESZFZX b. Rovaniemi FIR/UIR (1) IFR/EFPSZQZX (2) VFR/EFPSZFZX c. Flow control (1) EFESZDZX (2) EFPSZDZX d. Destination/Subsequent Legs (1) Civil (a).... ZPZX (b).... ZTZX (2) Military:.... ZPZX e. All military aircraft (1) EFJYYWYX (2) EFHKYAYX (USAFE-DO/AFFSA) than the runway in use for departure in the initial contact with the ATC unit. c. When taxiing the aircraft shall follow the instructions given by the appropriate ATC unit. d. Unless otherwise instructed the aircraft shall use the shortest possible way to the taxiway parallel to the runway. (SPEC/EFHK AD ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. NON-CONTINUOUS MILITARY CONTROL AREAS AREA Halli (EFHA), North and South Jyvaskyla (EFJY) Kauhava (EFKA) Kuopio (EFKU) Pirkkala (EFTP) Rovaniemi (EFRO) Operating hours Z++ Mon-Thu, Z++ Fri Z++ Mon-Thu, Z++ Fri Z++ Mon-Thu, Z++ Fri Z++ Mon-Thu, Z++ Fri Z++ Mon-Thu, Z++ Fri Z++ Mon-Thu, Z++ Fri. (SPEC/ENR thru ) 5. LOW ALTITUDE ATS ROUTES - The lowest useable Flight Level shall not be below 5000 except within the portion of the Finland FIR west of longitude 22 East within the responsibility area of Rovaniemi ACC where the lowest useable Flight Level shall not be below (SPEC/ENR 1.7-2) SUPPLEMENTARY AIRPORT INFORMATION Helsinki - Vantaa (EFHK) 1. Unless otherwise instructed, arriving aircraft shall use the parallel taxiway to the link taxiway closest to the assigned aircraft stand, short cuts through the apron are not permitted. 2. TAXIING ON THE APRON a. Taxiing on the apron is always subject to instructions given by the appropriate ATC unit. b. When taxiing on the apron the aircraft shall follow the yellow taxiing guide lines. No deviations or short cuts are permitted except under the guidance of a follow-me car or after special instructions given by the appropriate ATC unit. (SPEC/EFHK AD ) 3. DEPARTING AIRCRAFT a. Route clearance shall be requested from the appropriate ATC unit but not earlier than 10 minutes before the estimated start-up. b. The type aircraft, the designator of the last received ATIS broadcast and, when appropriate, the request to use other runway 2. PROHIBITED AREAS a. Flights within prohibited areas are not permitted in order to guarantee the safety of construction and establishments located within these areas. b. However, for special reasons, permission to fly within a prohibited area can be granted by the Finnish Transport Safety Agency (FTSA contact information, see para 3.d.). The FTSA customer form LU3630 shall be used for the application. The application shall reach the authority not later than 7 days prior to the intended flight. Permission will be granted for each individual flight separately. (SPEC/5.1-1) 3. RESTRICTED AREAS a. Prior permission for flights within a restricted area shall be obtained from the Finnish Transport Safety Agency (contact information, see para 3.d.) at least 7 days prior to the intended flight, unless otherwise stated in international agreements binding on Finland. The FTSA customer form LU3630 shall be used for the application. b. Permission is not required for flights along ATS routes within the Eastern Restricted Area EFR28. Permission can be granted for individual flights or, under special circumstances, for a set time not exceeding two months. c. In addition, a flight plan for each permitted flight shall be submitted to the appropriate ACC at least two hours before departure. d. Contact details for application:

104 3-36 FRANCE Finnish Transport Safety Agency P.O. Box 320 FI Helsinki Finland The customer service forms are available at: 4. DANGER AREAS (SPEC/ENR 5.1.1) a. Activities dangerous to aircraft in flight are carried out within danger areas at specific times. Activation of a danger area is notified by NOTAM or by means of another AIS publication. b. The pilot in command shall, before entering the area concerned, consult the appropriate ATS unit to ensure whether the danger area has been notified to be active. c. Flying between the upper and lower limit of a danger area, which has been notified to be active, is prohibited. However, on occasional periods when no dangerous activity is in progress, despite the notified activation, the appropriate ATC unit may provide a clearance for a controlled flight in controlled airspace to cross the danger area concerned. (SPEC/ENR 5.1-1,2) 5. AIRWAYS/ROUTES M607 - AVBL only for traffic departing EFRO destination ESPA, ESPE or ESNX. M854 - OUK - ROI Destination has to be EFRO. M857 - OUK - ROI not available for traffic arriving to EFRO. N198 - RUSKO - MARIE Westbound only for arriving traffic to EFMA. Q1 - Traffic departing EFHK and EFHF, maximum cruising level FL80. Destination has to be EFTV. Y76 - Arrivals EFIV only. Y-81 - Only for traffic to EFMA. Y86 - PIR - Gupsa for departures from EFTP only. (SPEC/ENR thru ) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Finland conditional routes: L77, L85, M851, M852, N5, N15, N850, P608, P853, P998, T70, T82, T95, T311, T320, T400, Y77, Y96, Y363, Y364, Y367, Y370 TERMINAL NOISE ABATEMENT PROCEDURES - 1. Departure: After takeoff aircraft shall climb as rapidly as practicable to at least 2000 AGL, unless otherwise instructed. 2. Arrival: The final stage of an instrument or visual approach shall not be performed below the glide path of ILS or PAPI. When ILS glide path or PAPI is not available, the approach should be carried out maintaining at least 3 glide path. (SPEC/ENR 1.5-1) FRANCE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BORDEAUX FIR, BREST FIR, FRANCE UIR, MARSEILLE FIR, PARIS FIR AND REIMS FIR. The following rules and procedures also apply to CORSICA and MONACO. DIMENSIONAL UNITS - ICAO Table except altimeter setting given in hectopascals. (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE - Standard except: 1. France has not implemented class B and class F airspace. (SPEC/ENR 1.4.1) 2. The indicated airspace limitation of 250 kt below FL100 is applicable to all flights in French class A and C airspaces. (SPEC/GEN1.7-65) ALTIMETER SETTING PROCEDURES - 1. Standard except: a. During IFR approaches QFE will be referenced to the runway threshold in the following cases: (1) All precision approaches. (2) All non-precision approaches when the threshold is more than 5m (16 ft) below the airport elevation. (SPEC/ENR 1.7-2) b. Altimeter settings for military operational traffic are: (1) QFE: Used during landing and take-off maneuvers. (2) QNH: Used for all flights performed at low altitude below the transition altitude or below the highest of 3000 ft (900m) AMSL or 1000 ft (300m) AGL if no transition altitude is defined. The QNH is determined for each traffic coordination & control center (ACC) to be the lowest QNH established by weather stations for the ACC area. It is communicated by the ACC, local airport control unit or the Mil control center. (3) Standard altimeter: Used in all other cases. (SPEC/MIL ENR 1.7-1)

105 FRANCE 3-37 VERTICAL SEPARATION - Semicircular. France has implemented the European Reduced Vertical Separation Minimum (RVSM) For military flights see the paragraph on OAT Flight Levels. (SPEC/MIL ENR 1.7-2) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. France has implemented the ICAO Annex 11 airspace classification with the following differences. a. In France, VFR flights may be allowed in Class A airspace and in Class C above FL195 under certain conditions with ATC approval and clearance. AIRCRAFT TYPE Any aircraft 5000 ft (1500m) Width greater than 3600m (Overflying of Paris is forbidden except under special exemption) c. Overflying groups of people or animals: (beaches, arenas, cycling races, public meetings, racetracks, stockyards, etc.) AIRCRAFT TYPE MINIMUM HEIGHT (AGL) AVERAGE TOWN WIDTH MINIMUM HEIGHT (AGL) b. France allows night VFR and provides separation between night IFR and VFR flights. (SPEC/GEN ) MINIMUM HEIGHTS FOR VFR OPERATIONS - Single-engine aircraft and helicopters Multi-engine aircraft 1700 ft (500m) 3300 ft (1000m) (SPEC/ENR1.1.2) 1. Minimum Overflight Heights. Unless otherwise stated, minimum overflight heights are listed below. a. Overflying of certain installations or sites. INSTALLATIONS AND SITES Isolated Factories. Industrial Installations. Hospitals, Rest Homes, Retirement Centers. Any site or installation having a distinctive mark (White crown on a red square background). Flight following a direction parallel to a motorway and close to it. MINIMUM HEIGHT (AGL) Single-engine piston aircraft and helicopters: 1000 ft (300m) All other aircraft: 3300 ft (1000m) b. Overflying of towns. Towns are depicted by symbols showing their average width on the ICAO 1:500,000 aeronautical chart published by the National Geographical Institute (IGN) of France. AIRCRAFT TYPE Single-engine aircraft and helicopters Multi-engine aircraft MINIMUM HEIGHT (AGL) AVERAGE TOWN WIDTH 1700 ft (500m) Width less than 1200m 3300 ft (1000m) Width less than 1200m Any aircraft 3300 ft (1000m) Width 1200m to 3600m 2. MISCELLANEOUS SITES: Sites with distinctive marks prohibited for low altitude overflight. Minimum overflight height for single-engine piston aircraft and helicopters: 1000 ; all other power-driven aircraft: BORDEAUX FIR FACILITY LOCATION AGEN HOSPITAL SAINT JACQUES N44 13'00" E000 38'00" POITIERS-VIVONNE PENITENTIARY N46 24'48" E000 14'29" TOTAL GAS OF SAUVETERRE DE N44 42'45" W000 05'03" SAUVETERRE TOTAL GAS OF MONTAUBAN N44 00'16" E001 19'37" GAS COMPRESSION STATION OF N46 27'49" E001 22'55" ROUSSINES D'EYSSES PENITENTIARY N44 25'06" E000 43'18" MICHELIN FACTORY OF BASSENS N44 54'55" W000 31'19" GAS COMPRESSION STATION OF N45 49'42" W000 28'23" BRIZAMBOURG AMMUNITION GROUP OF SEDZERE N43 20'03" W000 12'15" EURENCO FACTORY IN BERGERAC N45 50'32" E000 30'55" TOULOUSE HOSPITAL N43 37'00" E001 24'00" TOTAL GAS INFRASTRUCTURE OF N43 47'28" W000 06'37" IZAUTE TARBES NEXTER AMMUNITION N43 15'05" E000 04'54" TOTAL GAS OF LUSSAGNET N43 46'47" W000 13'07" LEOGNAN CHATEAUNEUF N44 43'00" W000 35'37" CONVALESCENT HOME BLAYAIS BRAUD AND SAINT LOUIS N45 15'15" W000 41'20" INDUSTRIAL SITE AMBES FERTILIZER PRODUCTION N45 00'12" E000 33'02" GOLFECH INDUSTRIAL SITE N44 06'20" E000 51'00" BARP INDUSTRIAL SITE N44 38'40" W000 47'00" CHATEAUROUX ST. MAUR FEDERAL N46 47'45" E001 38'05" PRISON CIVAUX INDUSTRIAL SITE N46 27'23" E000 39'02" LANNEMEZAN PENITENTIARY N43 06'17" E000 22'38" LANNEMEZAN FACOTRY ATOFINA N43 05'26" E000 22'20" GRADIGNAN FEDERAL PRISON N44 46'56" W000 35'49" BEDENAC PENITENTIARY N45 10'07" W000 20'15"

106 3-38 FRANCE BORDEAUX FIR FACILITY GAS COMPRESSION STATION OF CHAZELLES GAS COMPRESSION STATION OF LAPRADE ROCHEFORT PENITENTIARY SAINTES PENITENTIARY SAINT MARTIN DE RE PENITENTIARY NEUVIC SUR L'ISLE PENITENTIARY MAUZAC PENITENTIARY PERIGUEUX PENITENTIARY LOCATION N45 38'00" E000 20'46" N45 15'58" E000 12'04" N45 56'35" W000 55'34" N45 44'46" W000 37'32" N46 12'08" W001 21'42" N45 04'42" E000 26'53" N44 50'59" E000 47'27" N45 11'21" E000 43'09" BREST FIR FACILITY LOCATION LA HAGUE INDUSTRIAL SITE N49 41'00" W001 53'00" GAS COMPRESSION STATION OF N47 52'56" W000 22'10" D'AUVER LE HAMON GAS COMPRESSION STATION OF N47 35'18" W001 51'37" NOZAY GAS COMPRESSION STATION OF N48 03'51" W001 51'37" BREAL SOUS MONTFORT ALSETEX OF PRECIGNE FACTORY N47 46'20" W000 15'50" FLAMANVILLE INDUSTRIAL SITE N49 32'20" W001 53'00" NANTES FEDERAL PENITENTIARY N47 16'01" W001 30'22" MARSEILLE FIR FACILITY LOCATION MIRAMAS INDUSTRIAL SITE N43 35'00" E005 00'00" NORTH D'ETREZ INDUSTRIAL SITE N46 20'30" E005 12'30" TERSANNE INDUSTRIAL SITE N45 12'40" E004 59'05" FOS SUR MER-CAVAOU INDUSTRIAL N43 26'00" E004 54'00" SITE FOS SUR MER- TONKIN INDUSTRIAL N43 27'15" E004 51'10" VARCES PENITENTIARY N45 05'58" E005 41'11" NORTH MANOSQUE INDUSTRIAL N43 52'31" E005 46'49" SITE SOUTH MANOSQUE INDUSTRIAL N43 51'37" E005 47'34" SITE ROANNE PENITENTIARY N43 03'13" E004 06'06" TOTAL GAS OF BARBAIRA N43 11'13" E002 31'36" GRENOBLE INDUSTRIAL SITE N45 12'11" E005 41'48" SOUTH D'ETREZ INDUSTRIAL SITE N46 20'08" E005 12'08" LA TALAUDIERE PENITENTIARY N45 28'21" E004 24'57" HYERES HOSPITAL OF LEON N43 05'15" E006 07'06" BERARD LYON CORBAS PENITENTIARY N45 40'46" E004 55'52" BOURG EN BRESSE PENITENTIARY N46 11'45" E005 14'44" BEZIERS PENITENTIARY N43 20'23" E003 10'42" VALENCE PENITENTIARY N44 54'44" E004 55'50" RIOM PENITENTIARY N45 53'26" E003 09'03" BOLLENE MANUFACTURE OF N44 18'40" E004 44'00" ECATELIC ELEMENTS SORGUES NATIONAL SNOW N43 59'00" E004 52'00" BLOWING MONTFAVET PSYCHOTHERAPY N43 55'00" E004 53'00" CENTER LAURIS SANTORIUM OF ROQUE N43 46'00" E005 17'00" FRAICHE MARSEILLE FIR FACILITY LOCATION DEPARTMENTAL PREVENTORIUM N43 59'00" E005 18'00" OF SAINT LAMBERT TEST CENTER OF RENARDIERE N43 04'18" E005 55'38" SAINT VULBAS INDUSTRIAL SITE N45 47'44" E005 16'12" SAINT ALBAN INDUSTRIAL SITE N45 24'18" E004 45'20" HAUTE PROVENCE OBSERVATORY N43 55'52" E005 42'54" VERTOLAY INDUSTRIAL SITE OF N45 38'50" E003 42'21" SANOFI AVENTIS CRAUS INDUSTRIAL SITE N44 37'53" E004 45'20" TRICASTIN INDUSTRIAL SITE N44 19'47" E004 43'56" PIERRELATTE INDUSTRIAL SITE N44 20'00" E004 44'00" CREYS MALVILLE INDUSTRIAL SITE N45 45'30" E005 28'30" SAINT VICTOR INDUSTRIAL SITE N46 23'22" E002 34'44" SAPCHIM AND SISTERON FACTORY N44 12'30" E005 56'00" ATOCHEM FACTORY IN SAINT N44 03'52" E006 00'07" AUBAN SUR DURANCE VINDECY GAS STATION N46 20'45" E004 01'17" D'ARLES PENITENTIARY N43 42'23" E004 38'10" SALON DE PROVENCE N43 37'59" E005 02'54" PENITENTIARY LA FARLEDE PENITENTIARY N43 09'34" E006 03'24" DRAGUIGNAN PENITENTIARY N43 31'54" E006 27'05" TARASCON PENITENTIARY N43 47'54" E004 39'22" D'AVIGNON LE PONTET N43 58'09" E004 51'48" PENITENTIARY GRASSE FEDERAL PRISON N43 40'30" E006 54'15" NIMES FEDERAL PRISON N43 50'34" E004 23'42" VILLENEUVE LES MAGUELONE N43 32'52" E003 49'33" FEDERAL PRISON PERPIGNAN PENITENTIARY N42 40'50" E002 52'19" MOULINS YZEURE PENITENTIARY N46 32'14" E003 21'17" D'AITON PENITENTIARY N45 33'55" E006 13'55" SAINT QUETIN FALLAVIER N45 39'31" E005 07'31" PENITENTIARY PARIS FIR FACILITY LOCATION VALENCIENNES PENITENTIARY N50 21'20" E003 29'52" BEYNES GAS STATION N48 50'39" E001 52'34" CERE LA RONDE GAS STATION N47 16'54" E001 13'11" CHMERY GAS STATION N47 23'26" E001 29'05" GERMIGNY SOUS COULOMBS GAS N49 03'22" E003 10'24" STATION GOURNAY SUR ARONDE GAS N49 31'46" E002 42'02" STATION SAINT CLAIR SUR EPTE GAS N49 12'16" E001 42'27" STATION SAINT ILLIERS GAS STATION N48 59'07" E001 33'02" SOING NORTH GAS STATION N47 25'35" E001 30'02" SOING SOUTH GAS STATION N47 24'22" E001 32'02" GRAVELINES INDUSTRIAL SITE N51 00'10" E002 07'50" VILLEPINTE FEDERAL PRISON N48 58'00" E002 33'20" NANTERRE FEDERAL PRISON N48 54'23" E002 12'19" BOIS D'ARCY FEDERAL PRISON N48 48'23" E002 01'46" REAU FEDERAL PRISON N48 36'08" E002 35'22" TELEPORT EUTELSAT OF SAINT N48 32'58" E001 46'57" SYMPHORIEN CASTLE TITANOBEL OF RIALLE N47 32'42" W001 20'01" INSTALLATION

107 FRANCE 3-39 FACILITY PARIS FIR LOCATION TITANOBEL OF LIGNIERES- N48 30'19" W000 12'47" ORGERES INSTALLATION BUTAGAZ D'ARNAGE STATION N47 55'39" E000 11'32" LILLE ANNOEULLIN PENITENTIARY N50 30'46" E002 56'23" SAINT LAURENT DE EAUX N47 43'13" E001 34'45" INDUSTRIAL SITE D'ARGENTAN PENITENTIARY N48 43'24" E000 00'32" D'ARLEUX IN GOHELLE GAS N50 20'58" E002 51'05" STATION PITGAM GAS STATION N50 55'38" E002 18'48" TAISNIERES SUR HON GAS STATION N50 18'56" E003 49'06" CONDE SUR SARTHE N48 26'27" E000 00'30" PENITENTIARY LIANCOURT PENITENTIARY N49 19'58" E002 28'34" UHSA OF SECLIN N50 32'48" E003 00'53" VENDIN-LE-LIEIL PENITENTIARY N50 27'27" E002 49'24" LILLE SEQUEDIN PENITENTIARY N50 37'14" E002 58'02" CHNON AVOINE INDUSTRIAL SITE N47 14'00" E000 10'00" CHERRE GAS COMPRESSION N48 08'09" E000 38'23" STATION BEAUVAIS PENITENTIARY N49 24'31" E002 04'58" MORONVILLIERS INDUSTRIAL SITE N49 14'00" E004 19'00" BRUYERES LE CHATEL INDUSTRIAL N48 36'00" E002 12'00" SITE VAUJOURS INDUSTRIAL SITE N48 56'00" E002 36'00" DAMPIERRE IN BURLY INDUSTRIAL N47 44'02" E002 30'58" SITE RIPAULT INDUSTRIAL SITE N47 17'00" E000 40'00" CHARTRES HOSPITAL N48 28'19" E001 30'31" CLAIRVAUX PENITENTIARY N48 09'00" E004 47'00" SELLE SAINT DENIS FACTORY N47 21'00" E001 56'00" DIAMOND SHAMROCK FACTORY N48 02'32" E003 04'25" IN COURTENAY PALUEL INDUSTRIAL SITE N49 51'33" E000 38'13" MBDA OF SUBDRAY FACTORY N47 02'11" E002 18'58" NOGENT SUR SEINE INDUSTRIAL N48 31'00" E003 31'00" SITE BELLEVILLE SUR LOIRE INDUSTRIAL N47 30'00" E002 52'00" CHOOZ INDUSTRIAL SITE N50 05'00" E004 47'00" GRANDPUITS FACTORY N48 36'00" E002 57'20" PENLY INDUSTRIAL SITE N49 58'20" E001 12'50" SACLAY INDUSTRIAL SITE N48 43'00" E002 09'00" HOECHST OF CUISE LAMOTTE N49 24'30" E002 59'30" DAVEY BICKFORD FACTORY N47 55'00" E003 38'15" CHATEAUDUN PENITENTIARY N48 04'10" E001 21'39" VWR INTERNATIONAL OF BRIARE N47 38'17" E002 45'30" FACTORY FACILITY MEAUX PENITENTIARY ROUEN PENITENTIARY REIMS FIR FACILITY FESSENHEIM INDUSTRIAL NANCY MAXEVILLE PENITENTIARY OBERGAILBACH GAS STATION DAMBLAIN INDUSTRIAL SITE VALDUC INDUSTRIAL SITE LANEUVELOTTE GRT GAS STATION MORELMAISON GRT GAS STATION RHOVYL OF TRONVILLE EN BARROIS SOCIETY VOISINES GRT GAS STATION CATTENOM INDUSTRIAL SITE DIERREY SAINT-JULIEN GRT GAS STATION HERY BRIDGE REHABILITATION CENTER PALLEAU GAS STATION TITANITE FACTORY NOBEL EXPLOSIVES FACTORY VARENNES LE GRAND PENITENTIARY VILLENAUXE LA GRANDE JOUX LA VILLE PENITENTIARY CERVILLE GAS STATION TROIS FONTAINES GAS STATION OTHER - PARIS FIR LOCATION N48 57'45" E002 51'50" N49 25'59" E001 04'30" LOCATION N47 54'15" E007 33'48" N48 42'24" E006 09'10" N49 06'06" E007 13'19" N48 05'10" E005 39'50" N47 35'00" E004 53'00" N48 42'16" E006 17'24" N48 19'32" E005 56'15" N48 43'00" E005 17'00" N47 52'40" E005 10'22" N49 25'00" E006 13'00" N48 18'28" E003 48'00" N46 52'55" E005 54'27" N46 58'47" E005 02'05" N47 18'38" E005 23'18" N47 17'30" E005 23'00" N46 41'55" E004 50'12" N48 36'11" E003 34'36" N47 37'06" E003 48'41" N48 41'55" E006 17'52" N48 41'56" E004 58'27" (SPEC/ENR ) 1. France Air Traffic Control does not provide separation between Special VFR flights. 2. VFR aircraft with a mode A/C transponder without an assigned transponder code shall display code 7000 and activate the altitude reporting function. VFR aircraft without Mode C shall not use the transponder unless a code is assigned by ATC. (SPEC/ENR and 1.6-2) INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS - See SAFE LEVEL AND AUTO-INFORMATION REGIONS graphic.

108 3-40 FRANCE RVSM RULES - 1. RVSM Airspace: a. The airspace within France UIR between FL290-FL410 inclusive is EUR RVSM airspace. b. Airspace within the France UIR west of N49 26 W05 05 to N47 30 W05 30 to N W , between FL290- FL410 inclusive, is EUR/NAT RVSM transition airspace. (SPECS/ENR , 2.4-6, 2.4-7) OTHER - a. The lowest cruising level must provide at least 500 ft above the higher of 3000' MSL or 1000' AGL. b. IFR aircraft in uncontrolled airspace must establish twoway communications and then maintain a listening watch. (SPEC/GEN ) OPERATIONAL AIR TRAFFIC 1. Applies to flights which cannot comply with General Air Traffic (GAT) rules due to the nature of the mission. 2. TYPE I - Is the equivalent of GAT IFR. 1. IFR flights outside of controlled airspace.

109 FRANCE 3-41 NOTE: Acceptance of Type I traffic cannot be assured when "Exercise Poker" is in effect. a. TYPE V - Flights are not controlled and may take place by day or night under visual flying conditions. They are authorized anywhere provided the minima are maintained. (See instructions regarding OAT/V) (USAFE ATCLO PARIS/USAFE ATCLO PARIS FIL ) b. SPECIFIC INSTRUCTIONS CONCERNING OAT FLIGHTS (1) OAT flight is performed entirely within France or is transferable to an adjacent country which is capable of interfacing with the French OAT system, such as the United Kingdom, Germany, and Spain. It is impossible for an aircraft on an OAT Flight plan overflying France to be transferred to or from the Italian ATC system. These flights must terminate their OAT phases and be transferred to GAT at designated transfer points on the OAT/I preferential routing chart. These flights, as well as those desiring GAT in the adjoining countries, must file a "Mixed GAT/OAT flight plan". (2) All OAT flights above FL55 or 1500 AGL, whichever is higher, must be controlled by Military Radar. For missions having a high-low profile, descent and climb must be performed under control of an approach control or an ARTCC. Below the lower boundary of control, the flight must be continued in Type V. (See High-Low-High Flight Procedures.) The minimum radar separation between aircraft enroute is 5 NM or 1000 below FL290, 2000 above FL290. The separation of all detected and known flights is the responsibility of the controlling radar agency. Avoidance instructions given by ATC are mandatory and must be carried out immediately. Navigation is the responsibility of the pilot who must ensure that the flight plan route is followed, unless otherwise instructed by ATC. The controller will issue instructions to return to the flight plan route as necessary. (3) For proper routing ensure that the flight plan is routed to the Centralized Flight Information Office (BIVC)(LFXOYXYX) and the Air Operations National Center (CNOA) (LFPJYWZQ). Prior to departure aircrews must receive an acceptance message (Abbreviated on the Aeronautical Fixed Telecommunications Network-AFTN-Message as ACP). Check with Base Operations to ensure compliance. DO NOT DEPART WITHOUT THIS ACP MESSAGE. NOTE 1: Mandatory Mixed GAT/OAT addresses include LFXOYXYX and LFPJYWZQ, and Eurocontrol AFTN - EUCHZMFP, and EUCBZMFP, or Eurocontrol SITA - BRUEP7X and PAREP7X. NOTE 2: Base Operations should notify the USAFE ATC Liaison in Paris ( ) whenever they have not received an acceptance message 30 minutes prior to the estimated time of departure. (4) OAT flights requiring special control measures (night flight, airspace reservations, etc.) must address an OAT advance notice message to CNOA Lyon (LFXVYWZQ) and fax to American ATC Liaison ( ) two working days in advance of their execution. The message will include: (a) Number/type aircraft (b) Departure airport (c) Inclusive dates/times (d) Flight level (e) US code, and (f) Brief description of services required. (USAFE ATCLO PARIS/USAFE ATCLO PARIS ) (5) Units desiring French Military OAT Charts and Guides should contact the appropriate service representative and justify their requirements as outlined in the NGA Aeronautical Catalog Part 1, Volume 1, page 2-10 paragraph c.(2) (TFMWG-E/NGA-OGIEG) c. OAT FLIGHTS IN LOWER TRAFFIC AREA (LTA) (1) Airspace Involved - The lower traffic area (LTA) is a Class D Airspace, except for the airspace located over the High Seas (12 NM out from the coasts) and mountainous areas which are in Class E. The LTA consists of FIR for Brest, Bordeaux, Marseille, Paris, and Reims above the highest of either FL115 or 3000 AGL (900m) with the exception of the following: Airways. (a) Airspace delegated to a foreign air traffic unit. (b) Terminal Control Areas, Control Zones and (c) Special Control Areas and Zones. Restricted, Danger and Prohibited Areas. (2) Type V Military Air Traffic in Class D LTA. (a) In general, Type V military air traffic flights require a clearance to enter the LTA. When they have received a clearance from the appropriate Region Control Center, these flights will receive service identical to that of VFR flight in the same airspace. To do this, Type V military air traffic must satisfy the same equipment conditions as VFR aircraft. (b) Type V military air traffic flights that have not obtained a clearance may enter the LTA without a clearance in order to carry out a mission, but they should squawk transponder code A0400 while transiting the LTA. All traffic, no matter what type, should follow the rules of the air for collision avoidance. (c) Type V military flights that, for technical or operational reasons are not in a position to request a clearance, can enter the LTA notwithstanding the conditions set forth in previous paragraphs. Instead, they should apply the procedure designed for flights that have not obtained clearances found in the preceding paragraph. (3) Type I Military Air Traffic (a) Type I military air traffic is controlled in the LTA by military control centers. (b) Crossing airways is done without coordination under radar control. (c) Entry into TCA is possible when conditions for use are established by protocols between the air traffic units involved. This provision does not interfere with aircraft under the control of ship-based units while they are operating in international airspace outside territorial waters. (d) Airspace outside TCA and airways can be temporarily used in Class D airspace for special military activities. Conversely, clearances can be granted by the controlling authority, outside the TCA or airways (in order to return to airports, transition outside of air routes) Information on these practices will be shared among the ATS units. (SPEC/MIL ENR 2.1-2, 2.1-4)

110 3-42 FRANCE d. OAT MINIMUM FLIGHT ALTITUDES (1) Except for takeoff and landing, OAT Type I aircraft should not fly below the following minimum level: (a) Minimum safe altitude which provides 3000 ft clearance between the aircraft and the highest obstacle within a 25NM radius. (b) The lower control boundary defined as the most restrictive of the following: Minimum detection altitude ft and the safe altitude. (c) Specified distance from the lower boundary of reserved airspace according to instructions issued by each headquarters or command involved or in the flight orders. (SPEC/MIL ENR 1.3-2) (2) Except for takeoff and landing, OAT Type V aircraft should not fly below the level shown in the OAT V FLIGHT LEVELS table. (SPEC/MIL ENR 1.2-1) e. OAT FLIGHT LEVELS (1) RVSM Areas. In order to provide separation for aircraft operating in IFR general air traffic, semi-circular flight levels are used for Military air traffic flights. Military air traffic flight levels are inserted between flight levels in IFR general air traffic. In lower airspace they are identical to VFR general air traffic flight levels. NOTE: * Because separation between FL405 and FL420 is 1500 ft, these two FL will not be used simultaneously. OAT FLIGHT LEVELS IN NON-RVSM AREAS Magnetic Route FL etc etc. 35 FL etc etc. 25 NOTE 1: In RVSM areas, separation between two controlled Military air traffic flights is 1000 ft below FL285, 2000ft above FL285. In non-rvsm areas, separation between two controlled Military air traffic flights is 1000 ft below FL295, 2000ft above FL295. NOTE 2: FL25 can be used when a transition altitude has not been established and when the QNH is greater than or equal to hectopascals. (SPEC/MIL ENR 1.7-2) R V S M OAT FLIGHT LEVELS IN RVSM AREAS Magnetic Route FL etc * etc. 35 FL etc * etc. 45 f. OAT MILITARY RADAR SYSTEMS (CCT) (1) The station of: DRACHENBRONN (call RIESLING), CINQ MARS LA PILE (call RAKI), LYON (call RAMBERT) are open 24 hours, MONT DE MARSAN (call MARINA) is open Mon-Thu Z++, Fri Z++. (SPEC/MIL ENR 2.2-2)

111 FRANCE 3-43 OAT MINIMUM VMC WEATHER CONDITIONS Flight at or below the higher of 3000 MSL or 1000 AGL and outside of controlled airspace Flight above the higher of 3000 MSL or 1000 AGL or in controlled airspace aircraft type flight visibility whichever is higher distance from clouds flight visibility whichever is higher distance from clouds all aircraft types 5000 ft (1500m) 2700 ft (800m) 5 NM (8km) at or above 10,000 ft Horizontally at least 5000 ft (1500m) D A Y helicopter general flights [5000 ft (1500m) for formation flights] 1700 ft (500m) Distance flown in 30 seconds Clear of clouds and in sight of the ground 3 NM (5km) below 10,000 ft Distance flown in 30 seconds Vertically at least 1000 ft (300m) over the sea [2700 ft (800m) for formation flights] 10,000 ft (3000m) Clear of clouds N I G H T all types helicopter general flights over the sea general flights over the sea 5 NM (8km) 10,000 ft (3000m) 10,000 ft (3000m) 5000 ft (1500m) Distance flown in 30 seconds Clear of clouds and in sight of the ground 5 NM (8km) 3 NM (5km) 10,000 ft (3000m) Distance flown in 30 seconds Horizontally at least 5000 ft (1500m) Vertically at least 1500 ft (450m) When the height of the transition altitude is lower than 10,000 MSL, use FL100 in lieu of 10,000 ft. 3 NM (5km) for local flights within a control zone or a restricted area associated with an airport. (SPEC/MIL ENR )(MAR 17) OAT V FLIGHT LEVELS DAY NIGHT aircraft type jet conventional aircraft helicopter all types minimum altitude AGL 500 (150m) 330 (100m) 170 (50m) 1000 (300m) Flight altitude less than or equal to the higher of 3000 MSL or 1000 AGL altitude using the regional QNH Cruising levels Flight altitude more than the higher of 3000 MSL or 1000 AGL altitude according to the semicircular direction of flight maximum flight level FL195 Above the highest obstacle located within a radius equal to the distance flown in 10 seconds. Exceptions may be given to flights in mountainous regions for overflight of obstacles located abeam when circumstances warrant. Training missions for foreign jets are prohibited from flying at less than 1000 (300m) without permission of the French Air Force General Staff. (SPEC/MIL ENR 1.2-2)(MAR 17)

112 3-44 FRANCE g. HIGH - LOW - HIGH FLIGHT PROCEDURES - Flights with a mixed high - low - high profile are mission which cannot be executed entirely at low altitude for technical or operational reasons. They include phases of controlled and uncontrolled flight. minimum control altitude. (USAFE ATCLO PARIS/MIL ENR 1.3-6) h. OAT/GAT FLIGHTS BETWEEN COUNTRIES occur: (1) Descent under CCT Control - Descent can only (1) OAT and/or mixed flight (OAT/GAT and/or GAT/OAT) heading to or coming from the UIR of Belgium. (a) Under the control of one CCT. (b) Clear of heavy traffic areas and convergence points of airways. (c) At a rate of 1000 per nautical mile if a risk of encountering IFR conditions exists. (d) As low as the minimum control altitude, defined as the highest of the two following: 1 Minimum detection altitude plus Minimum safe altitude, defined as 3000 above the highest obstacle within a radius of 25 NM of the aircraft position. NOTE: Flight below the minimum control altitude can only be conducted as OAT/V. states: (2) Before descent: (a) At least 3 minutes before the descent, the pilot 1 The point where the descent begins or the point of level off at low altitude; 2 The altitude where the descent begins. (b) The controller: 1 Transmits to the pilot the local QNH, the minimum control altitude, and weather conditions at the nearest airfield; 2 Gives the descent clearance. (3) During descent: (a) The pilot reports regularly: 1 Passing each 5000 altitude. 2 His in-flight conditions. (b) ATC shall: 1 Order the aircraft to level off if radar contact is lost, or if the minimum control altitude is reached while not in VMC conditions, in which case the aircraft will be instructed to climb or will be transferred to an approach control. 2 Authorize the pilot to change to OAT V if the pilot has visual contact with the ground prior to reaching the BELGIUM: TRANSFER POINT (a) Transfer Points for flights heading TO the UIR of TRANSFER TYPE (SPEC/MIL ENR 1.5.2) (b) Transfer points for flights heading FROM the UIR of BELGIUM: (c) All flight plans will be sent to EBSZZRZX (BELGA RADAR, Belgian military control); EBMIZGZF (BRUSSELS MILITARY, BELGIAN CNOA). (SPEC/MIL ENR 1.5.2) (2) Mixed OAT/GAT flights heading to or coming from the UIR of Italy (a) Transfer points: ROUTE FOLLOWED AFTER TRANSFER PARTICULARITIES (PREFERENTIAL LEVELS, etc.) RSL 08 OAT/OAT (1) (1) RSL 10 OAT/OAT (1) (1) RSL 01 OAT/OAT (1) (1) ADUTO OAT/GAT UN873 (2) All FL (3) SORAL OAT/GAT UN853 (2) All FL (4) (1) The aircraft controlled for OAT in France heading to Belgium must comply with the transfer elements supplied by BELGA RADAR to METRO or CHAMPAGNE (FL, IFF, heading). (2) Under MUAC control. (3) Under Champagne control above FL265. Under Métro control above FL125 (4) Under Champagne control above FL145 TRANSFER POINT TRANSFER TYPE ROUTE FOLLOWED BEFORE TRANSFER PARTICULARITIES (PREFERENTIAL LEVELS, etc.) RSL 08 OAT/OAT (1) (1) RSL 10 OAT/OAT (1) (1) RSL 01 OAT/OAT (1) (1) MEDIL OAT/GAT UN872 (2) All FL (3) GTQ OAT/GAT UN852 (2) All FL (4) (1) The aircraft controlled for OAT in France heading to Belgium must comply with the transfer elements supplied by BELGA RADAR to METRO or CHAMPAGNE (FL, IFF, heading). (2) Under MUAC control. (3) Under Champagne control above FL265. Under Métro control above FL125 (4) Under Champagne control above FL145

113 FRANCE 3-45 TRANSFER POINT GIRKU RBT 01 ABRON- SODRI TRANSFER TYPE OAT/GAT (b) Rambert-Milan UIR auto-transfer. If communications are interrupted, use the following procedure: 1 Italy to France direction: Contact Rambert Radar, freq or , Squawk 3/A France to Italy direction: Contact Geneva Control: to FL264 freq or ; FL265 to FL314 freq or ; FL315 to FL345 freq or ; FL355 to FL600 freq or (c) Other transfer points: 1 Solenzara Control Center: RQ (N42 10 E09 45 ), RR (N41 35 E09 45 ) 2 Rhodia, Rambert, or Marina Control Center: RO (N43 10 E09 45 ), RP (N42 37 E09 45 ), RR (N41 35 E09 45 ). (SPEC/MIL ENR 1.5.3) (3) OAT and/or mixed flights (OAT/GAT and/or GAT/OAT) heading to or coming from UIR of Great Britain TRANSFER POINT RSL 08 ING SPT LIZAFD OAT/GAT GAT/OAT OAT/GAT GAT/OAT (a) Transfer points: TRANSFER TYPE OAT/OAT(1) OAT/OAT OAT/GAT(1) GAT/OAT OAT/GAT(1) GAT/OAT OAT/GAT(1) GAT/OAT OAT/OAT OAT/OAT ROUTE TAKEN VANAS - MEDAM - KODOK KINES-TOP ITI 35 UM 733, UM 622 Meeting under OAT A - ITI 30 ROUTE TAKEN (2) ITI 30 (2) ITI 30 (2) ITI 80 (2) ITI 10, ITI 91 PARTICULARITIES (PREFERENTIAL LEVELS, etc.) Available only outside the RVSM space and for flights heading to Italy Transfer to Geneva ACC Transfer from Geneva ACC Transfer to Marseilles ACC Transfer from Marseilles ACC PARTICULARITIES (PREFERENTIAL LEVELS, etc.) (1) To avoid OAT/GAT transfers upon passage of LONDON FIR, OAT flight plans preferred. (2) Aircraft controlled under OAT in France heading to Great Britain must comply with transfer elements supplied by LONDON MILITARY to the French military control centers (FL, IFF, heading for taking into account). (b) Flight plans for flights between France and the United Kingdom must be addressed to the following: GAT flights - EGZYIFPS (London ATCC); OAT flights - EGWDYJYX (British Air Operations Command Center), EGWDZQZX (London Military ATCC), and if the flight penetrates the Scottish FIR/UIR, add EGQQYCYX (Scottish Military ATCC). (2) (2) (2) (2) (c) For mixed flight plans (OAT in France and GAT in United Kingdom) do not use the points RSL 08 and SPT in the GAT IFR portion of the flight plan as they are not recognized by the IFPS system. Instead use the geographic coordinates with the abbreviation DCT. (SPEC/MIL ENR 1.5.1) (4) OAT and/or mixed flights (OAT/GAT and/or GAT/OAT) heading to or coming from the UIR of Spain: AGN (1) (2) (1) (2) GAT/OAT OAT/GAT GAT/OAT OAT/GAT ITI 74 UA 34 ITI 10 - ITI 73 UR 10 - UB 19 NOTE: OAT flight plans heading to Spain must be sent to the following: - LESCYFPX for all flights - LECBYXYX for flights controlled by the Barcelona ECAO*, - LECMYXYX for flights controlled by the Madrid ECAO*. (Omission of this address results in non-processing of the PLN and can be refused by the Spanish air control). *ECAO: Escuadrilla de la Circulacion Aerea Operativa (operative air traffic squadron) (SPEC/MIL ENR 1.5.4) (5) OAT/GAT flights heading to or coming from the UIR of Germany (a) Transfer points above FL245: Transfer to BORDEAUX ACC Transfer from BORDEAUX ACC Transfer to BORDEAUX ACC Transfer from BORDEAUX ACC OBUTO (1) GAT/OAT UN 871 Transfer to BORDEAUX ACC TBO (2) OAT/GAT UG 52 - UN 869 Transfer to BORDEAUX ACC LAPRO (2) OAT/GAT UN 855 Transfer to MARSEILLES ACC ECHO 1 OAT/OAT ITI 40 Transfer to ECAO Madrid ECHO 2 OAT/OAT ITI 20 Transfer to ECAO Madrid ECHO 3 OAT/OAT ITI 25 Transfer to ECAO Barcelona ECHO 4 OAT/OAT ITI 26 or ITI 36 Transfer to ECAO Barcelona ECHO 5 OAT/OAT ITI 27 Transfer to Barcelona ECAO FL > FL 250 Not usable as a replacement plan (1) transfer from Spain (2) transfer to Spain TRANSFER POINT RSL 02 RUSTI TRANSFER TYPE OAT/OAT- MS (*) OAT- MS/OAT (*) OAT/OAT- MS (*) ROUTE TAKEN RSL 02 - RMS (TG 2) ITI 32 RUSTI - TGO via HERBI PARTICULARITIES (PREFERENTIAL LEVELS, etc.) FL 250, 270, 290, 330, 370, 410, 450. FL 250, 270, 290, 330, 370, 410, 450.

114 3-46 FRANCE TRANSFER POINT RSL 02 RUSTI (b) Transfer points between FL200 and FL245: TRANSFER TYPE OAT/OAT- MS (*) OAT- MS/OAT (*) OAT/OAT- MS (*) OAT- MS/OAT (*) ROUTE TAKEN RSL 02 SBN ITI 32 RUSTI LIPKA ITI 40 PARTICULARITIES (PREFERENTIAL LEVELS, etc.) Between FL 200 and 245 Between FL 200 and 245 (SPEC/MIL ENR 1.5.5) (6) OAT and/or mixed flights (OAT/GAT and/or GAT/OAT) heading to or coming from the UIR of Switzerland: TRANSFER POINT RSL 07 TRANSFER TYPE OAT/OAT OAT/OAT ROUTE TAKEN LES EPLATURES/ PAYERNE ITI 33 PARTICULARITIES (PREFERENTIAL LEVELS, etc.) If FL>195 transfer to DUBENDORF If FL<195 transfer to GENEVA ACC (SPEC/MIL ENR 1.5.6)

115 FRANCE 3-47 OAT REPORTING POINTS With marker beacon: REPORTING POINT POSITION REPORTING POINT POSITION AGN (1) 43 53'16.9"N '22.3"E LGH 43 54'39.0"N '42.0"W CHN 48 03'20.9"N '31.4"E LOR 47 45'41.3"N '28.2"W CRL 49 15'19.0"N '53.2"E MDM 43 54'35.8"N '15.8"W CTX 46 56'11.8"N '04.1"E PPG 42 45'01.7"N '01.7"E CV 42 34'37.1"N '23.7"E SDI 48 38'13.2"N '21.1"E FJR 43 34'42.1"N '29.0"E SZA 41 56'14.9"N '58.4"E HYE 43 06'01.1"N '51.5"E TBO 43 19'56.0"N '44.7"E ING 50 52'59.4"N '30.5"E TOU 43 40'51.0"N '35.3"E LDV 48 31'41.8"N '22.7"W (1) OAT/GAT or GAT/OAT transfer point Without marker beacon: REPORTING POINT POSITION REPORTING POINT POSITION RSL 01 (2) N E ABRON (1) N E RSL 02 (2) N E SODRI (1) N E RSL N E LAPRO (1) N E RSL N E RO N E RSL N E RP N E RSL N E RQ N E RSL N E RR N E RSL 08 (2) N E E N E 323 /58NM TAC CMB RSL 09 (2) N E E N E 031 /66NM TAC CRL RSL 10 (2) N E E N E 114 /40NM TAC CMB RUSTI (1) (2) N E MRA N E CLR 47 55'46"N E COLMAR MEYENHEIM MRA N W 274 /39NM TAC CGC MET 49 04'01"N '46"E METZ FRESCATY MRA N E REM 49 18'35" N '28" E REIMS CHAMPAGNE ENSAC (1) N W 136 /28NM TAC CAA RBT N E OBUTO (1) N E RBT N E E N W RBT N E E N W RBT N E RAK N W RBT N E RAK N E RBT N E RAK N E 186 /54 NM TAC AVD RBT 07 (1) N E RAK N W GIRKU (1) N E RAK N E ROD N E 355 /39NM TAC HYE RAK N W 355 /47NM TAC CGC ROD N E RAK N W

116 3-48 FRANCE RAK 08 REPORTING POINT POSITION N W 301 /57NM TAC EVX RAK N E 52.5 /32.3NM NDB CTX RAK N E LIZAD (1)(2) N W RAK N E SPT (2) N W /90NM TAC CHN RAK N E (1) OAT/GAT or GAT/OAT transfer point (2) OAT/OAT transfer point REPORTING POINT POSITION (SPEC/MIL ENR thru 4.1.2) 1. MILITARY AIR TRAFFIC. FLIGHT PLANNING Sat - Sun - Hol before 1100Z++ on the last duty day before weekend or holiday a. France has designated three types of military air traffic. (1) Type I (IFR): Controlled flight under control of surveillance radar. ATC agency is aware of the position of the aircraft in order to provide separation and is responsible for prevention of collisions between known or detected aircraft. (SPEC/MIL ENR 1.3) (2) Type T (Tactical): Controlled flight or part of flight which takes place in specially allocated airspace or route, which allows protection for certain types of activity. Protection can take place in the form of a segregated area or airspace, flight level allocation or time slots. The pilot is responsible for navigation and for respecting the airspace boundaries or route. Flight can be conducted in IMC or VMC. (SPEC/MIL ENR 1.4) (3) Type V: Uncontrolled flights. Flights can only be conducted in VMC. (SPEC/MIL ENR 1.2) b. The same military flight can consist of successive phases of different types: I, T, or V. A military air traffic flight can also consist of flight phases in General Air Traffic which is called a Mixed Flight. (SPEC/MIL ENR ,13) c. AERIAL REFUELING: For information concerning Altitude Reservations, contact the European Central Altitude Reservation facility (EUCARF) via DSN (314) (Fax: 9855) or Commercial: (49) (Fax: 9855). (USAFE A3C-A3CA-EUCARF/USAFE A3C-A3CA- EUCARF FIL ) FILING FLIGHT PLANS (DAY/NIGHT) - 1. PREPARATION OF OAT I/V FLIGHT PLANS a. FILING TIMES. For all OAT I, T and OAT V flight plans as tabulated below: Flying period (Monday Thru Friday between 0800Z++ and 1600Z++ Acceptance time limit 60 minutes before estimated departure time. NOTE: Exceptionally urgent cases flight plans may be filed out of acceptance time limit. These flight plans must be authorized by the Air Operations National Center (CNOA). State the nature of the urgency in block 18 of the flight plan under "RMK/URG". b. VALIDITY: The OAT flight plan is valid for sixty minutes after the scheduled departure time: beyond this period, it is automatically cancelled unless a delay notification (DLA) is issued for its extension. (SPEC/MIL ENR ) c. ACCEPTANCE OR REFUSAL OF FLIGHT PLANS: After receipt and verification of the flight plan, the CDC serving the departure airfield transmits; (1) An acceptance message (ACP) which constitutes the authorization to proceed with the flight. or (2) A refusal message (REFUS) which consists of a FPL refusal (the FPL is cancelled) and the reason for the refusal. (SPEC/MIL ENR ) d. If for any reason an approved (accepted) OAT flight plan is not going to be used, a cancellation message (CNL MSG) must be sent to all the addressees of the flight plan. The cancellation message is sent in the following format: CNL - call sign - departure aerodrome - Destination aerodrome - flight plan NR. (SPEC/MIL ) e. If any part of the OAT flight is performed as OAT Type V, pilots are required to file a CRV (post flight) message within one hour after landing. (1) Addressees: the first CDC concerned by the flight; CNOA (LFXVYWZQ) (2) Format: A: CRV OAT type - call sign - flight plan number; B: reference of fly-over authorization; C: number and type of aircraft; D: change made to OAT flight plan during mission, route followed, time; E: reason for the change. Monday Thru Friday between 1600Z++ and 0800Z++ the next day before 1500Z++ NOTE: If no change was made during the mission, NIL will be entered in sections D and E. (3) Example:

117 FRANCE 3-49 A CRV OAT V GAF5812 NPL25SG B RFA201 C 2MRC D FE0520 DCT EDSG E FUEL (SPEC/MIL ENR ) 2. ADDRESSEES The aircraft commander/pilot is responsible for insuring that the flight plan is completed in accordance with the instructions given. It is the Base Operations Dispatcher s responsibility to insure the proper addressing of a flight plan, however, it is highly recommended that pilots advise Base Operations of any mission that require GAT/OAT transfer in order to insure proper addressing of the flight plan as follows: a. In all Cases, the OAT flight plan is sent: (1) to the central flight information office (LFXOYXYX); (2) to the Control and reporting center (CRC) attached to the departing aerodrome; (3) to the other CRCs concerned by the flight; (4) to the CMCCs of the areas concerned by the flight; (5) to the destination aerodrome; (6) to the departing aerodrome if the flight plan is filed by BIVC or in a different aerodrome; (7) to the alternate aerodromes concerned. b. Specificities: the flight plans and the associated messages relate to: (1) the flights concerning the area of MARINA (LFBWYWYX) are mandatorily transmitted to MARENGO (LFWBYWYX); (2) the flights concerning the areas of RAMBERT (LFXVYWYX) are mandatorily transmitted to MARIUS (LFMMYWYX) and MARENGO (LFWBYWYX) for the western part of RAMBERT area (004 E); (3) the flights concerning the areas of RIESLING (LFYAYWYX) are mandatorily transmitted to CHAMPAGNE (LFEEYWYX); (4) the flights including in-flight refueling by C-135 FR are sent to the COFAS(LFXVYWZQ); (5) the flights concerning the areas of RAKI (LFXOYWYX), MENHIR part, and the area of MARINA (LFBWYWYX) are mandatorily transmitted to MENHIR (LFRRYWYX); (6) the flights executed with the framework of certain major exercises will be sent to additional organisms mentioned in the operation orders; (7) the allied OAT flights are addressed, in addition to the organisms concerned by the flight, to the CNOA (LFXVYWZQ); (8) the OAT flights taking place on SAT, SUN and HOL will form the subject of a flightplan sent to the CNOA. (9) the flights concerning the areas of RIESLING (LFYAYWYX) and RAKI (LFXOYWYX), excepted MENHIR part, are mandatorily transmitted to METRO (LFFFYWYX); NOTE: In no case should a civil addressee or civil ATCC identifier appear in a purely OAT flight plan. (See OAT/I preferential routing chart for Military ATCC area call signs and corresponding addressees) If transferring to GAT in the UK refer to instructions in OAT Restrictions. (USAFE ATCLO PARIS/USAFE ATCLO PARIS FIL ) 3. PREPARATION OF THE MIXED GAT/OAT FLIGHT PLAN a. A "mixed" flight is a flight that alternately comprises flight phases under GAT and under OAT. A mixed flight can include all or part of the following sections: (1) part executed under GAT/IFR in area IFPZ; (2) part executed under GAT/IFR outside area IFPZ; (3) part executed under GAT/VFR; (4) part executed under OAT b. Except for the flight plan for which drafting includes the specific items described below, the messages associated to a "mixed" flight plan are GAT and/or OAT messages depending on the part of the flight concerned. c. Validity: (1) OAT: The flight plan remains valid for 60 minutes after estimated time of departure. After this period the flight plan is automatically cancelled unless a delay message (DLA) is sent. (2) GAT/VFR: no validity period (3) GAT/IFR: 60 minutes in the absence of regulation measures. The fact of declaring the departure time can bring the flight into a regulation period and be subjected to tactical regulation measures. Consultation of the ANM makes it possible to know if a flight has a risk or not of being in this case. In case of regulation, the tolerance for complying with the calculated time of departure (CTOT) mentioned in the time slot allotment message varies from - 5 minutes to + 10 minutes. In case of a foreseeable delay resulting in the non-compliance of the validity period, the following must be sent to the IFPUs: (a) A delay MSG (DLA) if the flight, delayed or postponed by more than 30 minutes with respect to its ETD, was not allotted a time slot, (b) A time slot revision message (SRR) otherwise. NOTE: It is recommended to comply with the timings as exactly as possible. Any cancellation of a flight for which a flight plan was filed must be notified at the earliest to the IFPS system by a CNL message. d. ACCEPTANCE OR REFUSAL OF FLIGHT PLANS: After receipt and verification of the flight plan, EUROCONTROL and the Military Central Flight Information Office transmits; (1) OAT: (a) An acceptance message (ACP) which constitutes the authorization to proceed with the flight.

118 3-50 FRANCE or (b) A refusal message (REFUS) which consists of a flight plan refusal (the flight plan is cancelled) and the reason for the refusal. (2) GAT: (a) An acknowledge message (ACK) which constitutes the authorization to proceed with the flight. or (b) A Reject (REJ) message shall be sent to the message originator to indicate that the submitted flight plan could not be processed successfully, either automatically or manually, and that the flight plan has not been accepted and processed by the IFPS. e. If for any reason an approved (ACK/ACP) flight plan is not going to be used, a cancellation message must be sent to all concerned organizations for processing. The cancellation message is sent in the following format: (1) GAT: (CNL-CALL SIGN-DEPARTURE AIRPORT, EOBT-DESTINATION AIRPORT/DATE OF FLIGHT). Example (CNL-ABC567-EGLL1500-KJFK-DOF/130503). (2) OAT: (CNL - CALL SIGN - DEPARTURE AIRPORT - DESTINATION AIRPORT - FLIGHT PLAN NO.). Example (CNL - FUHMC - LFKS - LFSI - NPL09KS). f. If applicable a CRV (post flight) message for foreign pilots. g. ADDRESSES: All flight plans and associated messages for IFR/GAT flights or parts thereof intending to operate within the IFPS Zone (IFPZ), when filed via AFTN or SITA, shall be addressed only to the two IFPS addresses for that portion of flight within the IFPZ. After the flight plan is received it will be forwarded: (1) Automatically to the air traffic organizations concerned by the GAT/IFR part in area IFPZ (2) To the additional organisms designated by the transmitter with prefix AD. The IFPS addresses for all flight plan and associated message submissions via AFTN or SITA are: Network FP1 Haren, Belgium FP2 Brétigny, France AFTN EUCHZMFP EUCBZMFP SITA BRUEP7X PAREP7X NOTE 1: All flight plans and associated messages must be addressed to both IFPS Units either via the AFTN network or the SITA network, but not both networks. NOTE 2: It is up to the user (drafter or transmitter or the flight plan) to inform the IFPS on the organizations concerned by the flight that the system may not know, i.e. the organizations concerned by the GAT/IFR phases executed outside the IFPZ area, for GAT/VFR and OAT. (3) Additional addressees are, as a function of the corresponding phase, given in the following table: FLIGHT PHASE ADDITIONAL ADDRESSES GAT/IFR GAT/VFR OAT (4) The addresses of these organizations must be included after the transmitter information line and immediately before the opening bracket marking the start of message. Example: FF EUCHZMFP EUCBZMFP LFPVZPZX AD ADRESSE 1 ADRESSE ADRESSE 7 AD ADRESSE ADRESSE 10 (FPL-FAF4421-IM-C160/M-S/C-LFPV RMK/MIXED GAT/OAT - DOF/100518) (5) In order to limit entry errors, the addresses of additional organisms will be written in the same location of the flight plan form. Furthermore, the following rules must be complied with: (a) Place the AD symbol before each line containing additional addresses, single line. (b) Enter seven additional addresses at most per line, (c) Each address must include eight characters, (d) Group all the French military addressees on a h. The mixed flight plan is composed of a GAT flight plan augmented by the following information: route. General air traffic service organisms of FIRs and UIRs crossed. Destination aerodromes and alternate designation aerodromes if the latter are located outside the IFPZ area. Alternate aerodrome not served by IFPS Civilian air traffic organizations of FIRs crossed. Destination aerodromes and alternate destination aerodromes Organizations mentioned above. Military enroute control and coordination organizations (CDC, CMCC) where the IFR/OAT I and OAT I/IFR changes are made. Destination and alternate aerodromes. Central flight information office (LFXOYXYX) Air operations national center (LFXVYWZQ) (1) BLOCK 15 ROUTE: (a) Insert a chronological description of the OAT (b) Departure under OAT: (c) If the flight begins under OAT, do not enter OAT at the start of the route description. (d) Change of traffic type: At the point/fix where type of traffic changes, add: - For passage under GAT/IFR, the speed and level, preceded by a slash, then the symbol GAT preceded by a space: i.e.: passage under IFR at TBO then route UN869 towards SOVAR: TBO/M090F470 GAT UN869 SOVAR - Indicate the entry and exit point and the requested levels at the lateral limits of the airspace. RVSM EUR, if the aircraft is/is not equipped with RVSM.

119 FRANCE For passage under GAT/VFR, the symbol /VFR preceded by a space the speed and altitude: i.e.: passage to VFR at LMG: LMG /VFR N0240A For passage under OAT not followed by a flight phase under GAT/IFR, the symbol /OAT preceded by a space then the radio call sign of the first military enroute and coordination control organization (CDC, CMCC, DMC) concerned by the flight, the initial flight type, the flight speed and level followed by the route. i.e.: passage under OAT I at ENSAC then route ITI 22 towards MRA01 ENSAC /OAT MARINA AI M090F345 ITI22 MRA01. NOTE 1: When passage under OAT is followed by a flight phase under GAT/IFR, do not use OAT. The IFPS system stops processing the route as soon as it detects the OAT symbol. NOTE 2: The IFPS system ignores, and will not forward to civilian centers, any portion of the flight plan after the point where "OAT" was placed in the route. This continues until "GAT" (as noted above) is reintroduced to the route. Failure to put "GAT" into the route after the point where desired traffic change takes place may lead to civilian centers being unaware of the flight, potentially causing delays, border refusals, or undesired route changes. (2) BLOCK 18 MISCELLANEOUS INFORMATION: (a) After RMK/, add all the other information or requests judged to be useful: aircraft. indication. (b) For formation flights, the registration of the other (c) The MIXED GAT/OAT or MIXED OAT/GAT (d) For authorized flights from foreign countries indicate the diplomatic clearance code proceeded by DIC (i.e. DIC USA 200). (e) For air refueling operations, the symbol RVT followed by the track number/name. (f) For a flight plan not to be seen by or sent to an organization not required to have knowledge of it, the symbol PROTECTED. (g) For flights having an authorization for landing on an aerodrome, the symbol PPR and the authorization number (h) For flights that must not be intercepted as part of exercise, the symbol NOPDA. (i) The departure number of the flight plan in four characters: two figures and the two last letters of the location indicator of the transmitting aerodrome, preceded by the symbol NPL. (i.e.: RMK/NPL05BG). (j) The reason for special processing of the flight if not scheduled after STS. sign. (k) OAT radio call sign if different from the GAT call (l) After EET/ add the coordinates or traffic point and the Estimated Elapsed Time (EET) to reach these points. i.e. EET/EPL/0115 AGN/0155 of the point of entry into the French airspace. For inbound flights from foreign countries an OAT V or I phase of flight, detail the coordinates of the entry point and the EET to reach this point. (USAFE ATCLO PARIS/USAFE ATCLO PARIS/ MIL AIP ENR FIL )

120 3-52 FRANCE

121 FRANCE 3-53

122 3-54 FRANCE FILING OF FLIGHT PLANS Flight plans are filed using the ICAO formula. The non-numbered blocks are reserved for ATC service and transmission. All times must be filed in UTC. BLOCK GAT FLIGHT MIXED FLIGHT OAT FLIGHT Addresses Civil air traffic central organizations concerned. Both IFPU addresses and all military air traffic organizations concerned. Military air traffic control organizations concerned. Destination airport Destination airport Destination airport NOTE: When two or more transmissions are necessary, the French military addressees must be grouped in the same transmission. EUCHZMFP and EUCBZMFP or BRUEP7X and PAREP7X LFXOYXYX, LFXVYWZQ, EUCHZMFP, EUCBZMFP or if using Eurocontrol STIA LFXOYXYX, LFXVYWZQ, BRUEP7X & PAREP7X LFXOYXYX and LFXVYWZQ 7 Maximum of 7 characters; aircraft registration or operators ICAO indicator followed by the flight number. For formation flights use only the identification of the lead aircraft. 8 Rules Letter -I:IFR V:VFR Y: IFR then VFR Z: VFR then IFR As for OAT Two letters: O for OAT or E for CER I, V or T of (type of flight) and D in case of several types of flight. Types Letter M Letter - S: regular transport N: non-regular transport G: general aviation M: military X: other types

123 FRANCE 3-55 BLOCK GAT FLIGHT MIXED FLIGHT OAT FLIGHT 9 Indicate the number of aircraft, if more than one, and the type of aircraft using the ICAO code (DOC 8643) If more than one type of aircraft, insert ZZZZ and give number and type in block 18 DEP/. Number Type Turbulence Letter H for weights equal to or greater than 136,000 kg, M for weights less than 136,000 kg and greater than 7000 Kg. L for weights less than or equal to 7000 Kg. 10 Equipment COM/NAV/AP P S: a minimum of multifrequency VHF+ADF+VOR+ILS S: a minimum of multifrequency UHF + TACAN or VOR-DME Otherwise describe equipment by: A = LORAN A, C = LORAN C, D = DME, E = DECCA, F = ADF, H = HF, I = Inertial nav, L = ILS, O = VOR, P = DOPPLER, R = RNAV, T = TACAN, U = UHF (1), V = VHF (1), Z = other equipment (describe in block 18 COM/. NAV/. APP/.). (1) add Z if frequencies are limited and give full details in block 18 COM/. (1) add Z if frequencies are limited and give full details in block 18 COM/. SSR Then, after a slash mark, one character: N - no IFF/SIF, O - any coding, 2-64 codes 3/A, codes but no mode C, C codes + mode C. 13 Departure 4 letter location indicator (ZZZZ) if no indicator) FIR Estimate off-block time (EOBT), 4 numbers. If flight is not to take place the same day, give date (2 numbers) in block 18 RMK/. DEP/.

124 3-56 FRANCE BLOCK GAT FLIGHT MIXED FLIGHT OAT FLIGHT 15 Speed 5 characters: either N followed by 4 figures giving true speed in knots, or M followed by 3 figures giving speed in hundreds of MACH, or K followed by 4 figures giving speed in km/hr. Level Either F for flight level followed by 3 figures or the altitude in hundreds of feet by A followed by 3 figures. Either the altitude in tens of meters by M followed by 4 figures or the standard metric level in tens of meters by S followed by 4 figures. As for GAT - as for OAT The height in feet by H followed by 4 figures. For non-controlled flights at variable levels indicate: VFR VFR, V The letter V ROUTE Write all FIR s and boundaries to be crossed outside the EUROCONTROL area in this block and give the estimated elapsed time for crossing the point in block 18 EET/. Chronological description of ATS and OAT routes. At points of traffic type change (mandatory to be on GAT routes) after a slash mark, add: OAT for a change GAT - OAT followed by type of flight. IFR or VFR for a change OAT - GAT. Write OAT followed by the radio call sign of the first CCT concerned by the flight. Write the initial type of flight (OI, OT or OV) followed by chronological description of OAT route. On ATS route On ATS/OAT routes On OAT routes Route indicator, or if the airport is not on a route, DCT followed by the joining point on the first route: then the route indicator followed by each reporting point/position where changes are planned (route, level, speed ± 5 percent, flight rules (GAT), type of flight (OAT) followed by the new information. When speed or level changes, the two items are systematically repeated after a slash mark followed the point of change. Off ATS route Off OAT/ATS route Off OAT route List the turning point, preceded by DCT, and the point where, as above, there will be change to the flight. As for OAT Identification of the training area, refueling track, of the route number or specific itinerary. 16 Destination 4 letter location indicator (ZZZZ if no indicator, with name in block 1 8 DEST/.) followed, without spacing, by the estimated time of flight. Diversion 1 or 2 alternate airfield indicators (ZZZZ if no indicator, with name in block 18 ALTN/.).

125 FRANCE 3-57 BLOCK GAT FLIGHT MIXED FLIGHT OAT FLIGHT 18 REG Write 0 if no information available or write all other information appropriately abbreviated and separated by slash marks. Aircraft Call sign if not shown in block 7. Otherwise, the operational Call sign or mission number used for radio communications. OPR Nationality using abbreviation: FAF, FNF, ALAT, USAF... or in clear. STS Flight necessitating special treatment or particular surveillance: VIP, EVASAN, SAR, flight under a waiver, etc. TYP Number and type of aircraft if ZZZZ in block 9. COM Additional equipment if Z in block 10. As for OAT If Z after UHF or VHF in block 10, useable frequencies followed by the indicators of the CCT concerned. NAV Place of departure in full if ZZZZ in block 13 EET Landmarks or fixes and estimated elapsed time s for crossing point requested by ATS As for GAT- As for OAT Transition point from noncontrolled flight into controlled flight and estimated elapsed time. In addition: change of traffic points and estimated elapsed time's for these points separated by slash marks. (Ex: EET/ENSAC0030 MRA020045) Coordinates of entry points into France followed by estimated elapsed time of transition to OAT V or I for flight of foreign origin. ALTN Diversion airport (or place) in full if ZZZZ in block 16

126 3-58 FRANCE BLOCK GAT FLIGHT MIXED FLIGHT OAT FLIGHT RMK Any other information in clear. In addition: As for OAT Besides remark mixed GAT/OAT. For foreign aircraft, overflight auth number preceded by DIC. Flight not to be intercepted for training exer NOPDA. Air-to-air refueling: RVT followed by the area number. Finally, PLN departure number (4 characters: 2 numbers and 2 last letters of location indicator of airfield of dispatch preceded by NPL) (EX: RMK/NOPDA RVT AXE 03NPLO5BG). ZEN: List all appropriate addresses which are not indicated in the address block of the flight plan. 19 Not transmitted with the flight plan. Endurance: endurance in hours (2 numbers) and minutes (2 numbers). Persons on board: after POB the total number of persons on board. Emergency and survival equipment: Cross out all those frequencies and Types of equipment not carried. Life saving jackets: cross out all those items not carried. Radio Frequency: write the transmission/reception frequencies of any portable transmitter. Dinghies: Color: write in full. Number: write the number of dinghies carried. Total capacity: write the total number of people who can be carried in the dinghies. Other equipment: write in full. (USAFE ATCLO PARIS/USAFE ATCLO PARIS FIL ) SUPERSONIC FLIGHTS - 1. Execution. a. Supersonic flight over French territory and within 37 km (20 NM) of the coast are forbidden under the following conditions: (1) In a dive at any altitude. (2) In level flight or in a climb below 10,000m (FL330). (3) Within zones depicted on the OAT navigation chart and listed below (Urban zones, risk of landslide or avalanche). (4) Between the hours of Z++. b. Missions may be carried out over the ocean at all altitudes as long as the supersonic boom does not reach the shore. c. Overflying beaches supersonically must be avoided between 15 Jun and 15 Sep. 2. Supersonic flight management. a. Acceleration should be carried out in horizontal flight only. b. Where the type of mission requires a waiver of these rules, the maneuvers should be carried out when possible over low density population areas or over the sea. c. Supersonic flights and turns that may generate a supersonic boom should not be executed near large population centers (100,000 plus). (SPEC/MIL ENR 1.1-4) 3. Supersonic flights are prohibited at all altitudes in areas covered by NOTAMs and in the following zones. a. Zone 1 - (Paris) Circle radius 45 NM center on N " E ". b. Zone 3 - (Swiss border) Between N47 55 E07 35 along French/Swiss border to N45 35 E07 00 to N45 47 E05 28 to N46 30 E05 28 to N47 49 E06 42 to point of beginning. c. Zone 4 - (Moustier) Circle radius 20 NM centered on N " E ". d. Zone 5 - (Oloron) Between N43 04 W01 28 along the French/Spanish border to N42 42 E00 00 to N43 32 W00 17 to N43 34 W01 07 to point of beginning. e. Zone 6 - (La Roche Sur Le Buis) Circle radius 5 NM centered on N " E ". 4. Supersonic flights are prohibited at all altitudes in the following zones between 1 Nov and 1 Apr. a. Zone 10 - (Alps) Between N45 35 E07 00 to N45 47 E05 28 to N43 50 E05 25 to N43 45 E07 30 along the French/Italian border to the point of beginning. b. Zone 11 - (Pyrenees) Between N42 30 E03 10 to N43 10 E02 35 to N43 30 W01 00 to N43 00 W01 00 along the French/Spanish border to the point of beginning. (SPEC/MIL ENR 5.1-7)

127 LOW LEVEL FLYING - 1. Low level is a special form of Type V. These flights may be performed between 500 and 1500 AGL during daylight hours only. The maximum speed is limited to 450 kt. (See instructions regarding OAT/V) NOTE: LOW LEVEL OAT/V WILL NOT BE PERFORMED IN PROHIBITED AREAS, RESTRICTED AREAS, BUILT UP AREAS OR AREAS WHERE PEOPLE ARE ASSEMBLED, NOR WILL IT BE CONDUCTED ON SATURDAYS SUNDAYS OR FRENCH HOLIDAYS. 2. LOW LEVEL FLYING - Mission planners should adhere to low level VFR routes described in the Foreign Clearance Guide (FCG) (See "France" section, USA 101, 102, and 204) Aircrews may contact USAFE ATCLO Paris for assistance with flight planning and coordination. (USAFE ATCLO PARIS/USAFE ATCLO PARIS FIL ) SUPPLEMENTARY AIRPORT INFORMATION Lyon Saint Exupery (LFLL) 1. NOISE ABATEMENT: a. All aircraft: (1) Takeoff on Runway 17R will be done at taxiway A3 (2900m 9514 ft) except by special request. (SPEC/AD2 LFLL-14) Marseille Provence (LFML) 1. AIRPORT GROUND MOVEMENTS a. Aircrews should use caution when operating near the parking stands just in front of the TWR (10A, 10B, 10C, 10D) due to lack of visibility by Marseille GND. GND also has poor visibility of the aprons near the water and cannot monitor activity around the aprons. (SPEC/AD2 LFML-11) b. Taxiway Visibility Restrictions Due To Non-Standard Lighting. (1) Twy F3 and F7 are useable only during the day when visibility is at least 800m. (SPEC/AD2 LFML 9) Nice Cote D Azur (LFMN) 1. MODE S TRANSPONDER REQUIREMENT FOR HELICOPTERS ARRIVING AND DEPARTING. Operating in general air traffic as per VFR rules, helicopters shall be equipped with a mode S transponder and meet the requirements of elementary surveillance. a. These requirements do not apply to: (1) State-owned -rent or -charted helicopters (2) Helicopters in an emergency situation (3) Helicopters carrying out medical flights or evacuations FRANCE 3-59 b. Waivers shall be requested at least 3 business days prior to arrival or departure. Requests are to be sent to (SPEC/AIC A01-18) Paris Charles De Gaulle (LFPG) 1. SIMULTANEOUS PARALLEL APPROACHES WITH PARIS LE BOURGET (LFPB). Parallel approaches take place in all weather conditions for Paris CHARLES DE GAULLE (LFPG) Rwys 27R, 27L, 26R and 26L and Paris LE BOURGET (LFPB) Rwy 27. Parallel approaches are also conducted to Paris CHARLES DE GAULLE (LFPG) Rwys 09L, 09R, 08L and 08R. 2. PREFERRED RUNWAY USE a. Rwy 09L/27R: Arrivals. b. Rwy 09R/27L: Departures. c. Rwy 08R/26L: Arrivals. d. Rwy 08L/26R: Departures. (SPEC/IAC LFPG ADC 05 thru 06) 3. GROUND MOVEMENT a. Taxiway Restrictions (1) Twy FN4 prohibited to aircraft heavier than 80 metric tons (176,368 lbs). (SPEC/AD2 LFPG-24) (2) Use caution on Twy T6 which has a slope of 3% between Rwy 08L/26R and Twy T. (SPEC/AD2 LFPG-7) 4. ARRIVAL PROCEDURES a. Radar Separation on Final Approach - Radar separation on final approach may be reduced to 2.5 NM. (SPEC/AD2 LFPG-29) 5. PRE-DEPARTURE PROCEDURES a. Push Backs: (1) Push back clearance is valid for one minute. (SPEC/AD2 LFPG-46) (2) On aprons B,D,F (terminal 2), aircraft whose wingspans do not exceed 34.5m (113 ft) may be pushed back simultaneously on blue and orange guidelines. (SPEC/AD2 LFPG-26) b. Holding Points: Cat 1 holding points are located at 90m (295 ft) from the runways and are usable when low visibility procedures (LVP) are not in force. In LVP conditions and RVR less than 800m or ceiling less than 300 ft and stop bars lighted transmitted by ATIS, wait at Cat 3 holding points located 150m (492 ft) from the runways. (SPEC/AD2 LFPG-17) c. Ground Service For Terminal 2 Apron. (1) A ground service has been set up for Terminal 2 aprons up to intermediate holding points. The service callsign is DeGaulle Apron and will give pushback approval, instructions about centerlines and ways to be followed, and information

128 3-60 FRANCE about the position of other aircraft or vehicles taxiing in the vicinity. (SPEC/AD2 LFPG-26) 6. DEPARTURE PROCEDURES a. Departures require a minimum 5.5% climb gradient. If the 5.5% minimum climb gradient or the one required by a specific SID cannot be complied with, notify "De Gaulle Preflight". (SPEC/AD2 LFPG - 7, 17, 24, 26, 29, 46) Paris Le Bourget (LFPB) 1. SIMULTANEOUS OPERATIONS WITH PARIS CHARLES DE GAULLE (LFPG) - Triple parallel simultaneous approaches and departures take place in all weather conditions for Paris Le Bourget (LFPB) runways and Paris Charles De Gaulle (LFPG) runways. (SPEC/IAC AD2 LFPB ADC 04) 2. TAXIWAY RESTRICTIONS a. Aircraft with wingspan greater than 42m (137 ft 9 in) must send a PPR request 24 hr in advance to Pôle des Operations Aéroportuaires by fax b. The following twy are unusable for aircraft whose wingspan is greater than the stated values. (1) 65M (213 ft 3 in): Twy V1 3. DEPARTURE PROCEDURES (SPEC/AD2 LFPB-6) a. ATC Climb Gradient - Aircraft must adhere to the climb gradient specified on the SID. If no gradient is specified, use 5.5% minimum to FL150. If this is not possible, advise control on preflight frequency on first contact. b. Flight crews are reminded of the risk of confusing Rwy 07 and Rwy 09. Flight crews are asked to verify their magnetic headings after alignment and before takeoff: (1) Rwy 07 - magnetic heading 070. (2) Rwy 09 - magnetic heading 086. (SPEC/AD2 LFPB TEXT 1) a. Wing Span Restriction. Aircraft with wing spans greater than 63m (206 ft 8 in) must report type of aircraft on initial contact with Orly and then to Orly GND. (SPEC/AD2 LFPO-9) 2. ARRIVAL PROCEDURES a. Radar Separation on Final Approach - Radar separation on final approach may be reduced to 2.5 NM. (SPEC/AD2 LFPO ADC 02) 3. NOISE ABATEMENT PROCEDURES a. Take-off Restrictions (1) All aircraft must climb to 3000 ft AAL as soon as possible. (SPEC/AD2 LFPO-17) FLIGHT HAZARDS ASCENTS OF CAPTIVE BALLOONS AND FREE FLYING SONDES - 1. RADIO EQUIPPED WEATHER BALLOON LAUNCHING a. Each day France launches several meteorological balloons which often reach altitudes between 39,370 and 98,425 ft (12,000 and 30,000m), with an ascent rate of ft/min ( m/min). b. These stations operate on the following schedule, with balloon release occuring between H-45 and H-15 min. A second release may occur between H and H+45 if necessary. Napoleon Bonaparte (LFKJ) 1200Z 0000Z Merignac (LFBD) 1200Z 0000Z Bretagne (LFRB) 1200Z 0000Z Nimes-Courbessac (LFME) 1200Z 0000Z Trappes 1200Z 0000Z 4. NOISE ABATEMENT: a. Quiet Hours Toulouse between Z, occasionally other times (SPEC/ENR 5.3-1) (1) Propeller aircraft may not take-off from L or land from L when their certified take-off weight is greater than 19,842 pounds (9 Metric tons) and they do not comply with ICAO Annex 16, Chapter 3 noise requirements. Times are departure and arrival times at parking areas. b. Take-off procedures: (1) All aircraft will climb to 3000 AGL as soon as possible. (SPEC/ARR-DEP AD2 LFPB ENV1-2) Paris Orly (LFPO) 1. GROUND MOVEMENT 2. CAPTIVE BALLOONS a. LOCATION N E N E N45 48'53" E02 56'31" N E N E HEIGHT 500 AGL 800 AGL 500' AGL 3300 AGL 500 AGL b. AUVOURS captive balloon, N E , 4300 MSL, presence announced by NOTAM. PARC CITROEN captive balloon, N E , 1100 MSL, according to protocol. (SPEC/ENR5.5-83)

129 OVER FLIGHT OF NUCLEAR REACTORS AND HIGH RISK INDUSTRIAL PLANTS - 1. Sites prohibited for low altitude overflight. Minimum overflight height for single-engine piston aircraft and helicopters: 1000 ; all other power-driven aircraft: BORDEAUX FIR FACILITY LOCATION ATOFINA FACTORY AT N43 05'26" E00 22'20" LANNEMEZAN BLAYAIS, BRAUD AND SAINT LOUIS N45 15'15" W00 41'20" INDUSTRIAL SITE CECA FACTORY AT PIERREFITE- N42 57'53" W00 04'02" NESTALAS CIVAUX INDUSTRIAL SITE N46 27'23" E00 39'02" GOLFECH INDUSTRIAL SITE N44 06'20" E00 51'00" LE BARP INDUSTRIAL SITE N44 38'40" W00 47'00" MICHELIN FACTORY IN BASSENS N W TARBES ARSENAL PYROTECHNIC N43 15'00" E00 04'45" FACILITIES BREST FIR FACILITY ALSETEX FACTORY AT PRECIGNE FLAMANVILLE INDUSTRIAL SITE LA HAGUE INDUSTRIAL SITE TITANOBEL INSTALLATION AT RIAILLE LOCATION N47 26'20" W00 15'50" N49 32'20" W01 53'00" N49 41'00" W01 53'00" N47 32'41" W01 20'01" MARSEILLE FIR FACILITY LOCATION ATOCHEM FACTORY AT ST AUBAN N44 03'52" E06 00'07" SUR DURANCE BOLLENE CATALYTIC FACTORY N44 18'40" E04 44'00" BUGEY 1 INDUSTRIAL SITE AT SAINT N45 47'44" E05 16'12" VULBAS CREYS MALVILLE INDUSTRIAL SITE N45 45'30" E05 28'30" CRUAS INDUSTRIAL SITE N44 37'53" E04 45'20" ETREZ INDUSTRIAL SITE N46 20'30" E05 12'30" FOS SUR MER-CAVAOU INDUSTRIAL N43 26'00" E04 54'00" SITE FOS SUR MER-TONKIN INDUSTRIAL N43 27'15" E04 51'10" SITE GRENOBLE INDUSTRIAL SITE N45 12'11" E05 41'48" HAUTE PROVENCE OBSERVATORY N43 55'52" E05 42'54" MANOSQUE NORTH INDUSTRIAL N43 52'31" E05 46'49" SITE MANOSQUE SOUTH INDUSTRIAL N43 51'37" E05 47'34" SITE MIRAMAS INDUSTRIAL SITE N43 35'00" E05 00'00" PIERRELATTE INDUSTRIAL SITE N44 20'00" E04 44'00" RENARDIERE TEST CENTER N43 04'18" E05 55'38" SAINT ALBAN INDUSTRIAL SITE N45 24'18" E04 45'20" SAINT VICTOR INDUSTRIAL SITE N E SANOFI AVENTIS INDUSTRIAL SITE N45 38'50" E03 42'21" SAPCHIM FACTORY AT SISTERON N44 12'30" E05 56'00" SORGUES GUN POWDER FACTORY N43 59'00" E04 52'00" TERSANNE INDUSTRIAL SITE N45 12'40" E04 59'05" TRISCASTIN INDUSTRIAL SITE N44 19'47" E04 43'56" PARIS FIR FACILITY BELLEVILLE SUR LOIRE INDUSTRIAL SITE BRUYERES LE CHATEL INDUSTRIAL SITE BUTAGAZ ARNAGE STATION CHINON-AVOINE INDUSTRIAL SITE CHOOZ INDUSTRIAL SITE DAMPIERRE EN BURLY INDUSTRIAL SITE DAVEY BICKFORD FACTORY DIAMOND SHAMROCK FACTORY IN COURTENAY GRANDPUITS FACTORY GRAVELINES INDUSTRIAL SITE HOESCHT FACTORY AT CUISELAMOTTE MATRA CENTRE FACTORY AT SELLE SAINT-DENIS MORONVILLIERS INDUSTRIAL SITE NOGENT SUR SEINE INDUSTRIAL SITE PALUEL INDUSTRIAL SITE PENLY INDUSTRIAL SITE RIPAULT INDUSTRIAL SITE SACLAY INDUSTRIAL SITE SAINT LAURENT DES EAUX INDUSTRIAL SITE SUBDRAY MBDA FACTORY TITANOBEL INSTALLATION AT LIGNIERES-ORGERES UHSA AT SECLIN VAUJOURS INDUSTRIAL SITE VWR INTERNATIONAL FACTORY AT BRIARE REIMS FIR FACILITY CATTENOM INDUSTRIAL SITE DAMBLAIN INDUSTRIAL SITE FESSENHEIM INDUSTRIAL SITE NOBEL EXPLOSIVES FACTORY RHOVYL COMPANY OF TRONVILLE EN BARROIS TITANITE FACTORY VALDUC INDUSTRIAL SITE FRANCE 3-61 LOCATION N47 30'00" E02 52'00" N48 36'00" E02 12'00" N47 55'39" E00 11'32" N47 14'00" E00 10'00 N50 05'00" E04 47'00" N47 44'02" E02 30'58" N47 55'00" E03 38'15" N48 02'32" E03 04'25" N48 36'00" E02 57'20" N51 00'10" E02 07'50" N49 24'30" E02 59'30" N47 21'00" E01 56'00" N49 14'00" E04 19'00" N48 31'00" E03 31'00" N49 51'33" E00 38'13" N49 58'20" E01 12'50" N47 17'00" E00 40'00" N48 43'00" E02 09'00" N47 43'13" E01 34'45" N47 02'11" E02 18'58" N48 30'19" W00 12'47" N50 32'48" E03 00'53" N48 56'00" E02 36'00" N47 38'17" E02 45'30" LOCATION N49 25'00" E06 13'00" N48 05'10" E05 39'50" N47 54'15" E07 33'48" N47 17'30" E05 23'00" N48 43'00" E05 17'00" N47 18'38" E05 23'18" N47 35'00" E04 53'00" (SPEC/ENR ) 2. ELF AQUITAINE Hydrocarbon Sites: Avoid low altitude overflight of the following hydrocarbon extraction and processing sites due to sudden unplanned gas emissions. The maximum altitude of the flammable gas flares cannot be predicted. CARRESSE IZAUTE LACQ LUSSAGNET MAZERES FACILITY LOCATION N43 29' W01 00' N43 49' W00 07' N43 25' W00 37' N43 47' W00 15' N43 17' W00 21'

130 3-62 FRANCE PECORADE PONT D'AS SAINT FAUST VIC BILH FACILITY N43 39' W00 23' N43 20' W00 35' N43 16' W00 27' N43 34' W00 17' (SPEC/MIL AIC 08-05) 3. GAZ De France sites with distinctive marks prohibited for low altitude overflight. Minimum overflight height for singleengine piston aircraft and helicopters: 1000 ; all other powerdriven aircraft: BORDEAUX FIR FACILITY LOCATION BRIZAMBOURG N45 49'42" W00 28'23" CHAZELLES N45 38'00" E00 20'46" LAPRADE N45 15'58" E00 12'04" TOTAL SITE AT IZAUTE N43 47'28" W00 06'37" TOTAL SITE AT LUSSAGNET N43 46'47" W00 13'07" TOTAL SITE AT MONTAUBAN N44 00'16 E01 19'37 TOTAL SITE AT SAUVETERRE N44 42'45 W00 05'03 DE GUYENNE MARSEILLE FIR FACILITY LOCATION TOTAL SITE AT BARBAIRA N43 11'13" E02 31'36" VINDECY N46 20'45" E04 01'17" PARIS FIR FACILITY LOCATION ARLEUX EN GOHELLE N50 20'58" E02 51'05" BEYNES N48 50'36" E01 52'34" CERE LA RONDE N47 16'54" E01 13'11" CHEMERY N47 23'26" E01 29'05" DIERREY SAINT-JULIEN N48 18'28" E03 48'00" GERMIGNY SOUS COULOMBS N49 03'22" E03 10'24" GOURNAY SUR ARONDE N49 31'46" E02 42'02" PITGAM N50 55'38" E02 18'48" SAINT CLAIR SUR EPTE N49 12'16" E01 42'27" SAINT ILLIERS N48 59'07" E01 33'02" SOING NORTH N47 25'35" E01 30'02" SOING SOUTH N47 24'22" E01 32'02" TAISNIERES SUR HON N50 18'56" E03 49'06" TROIS FONTAINES N48 41'56" E04 58'27" FACILITY CERVILLE LANEUVELOTTE MORELMAISON PALLEAU VOISINES LOCATION REIMS FIR LOCATION N48 41'55" E06 17'52" N48 42'16" E06 17'24" N48 19'32" E05 56'15" N46 58'47" E05 02'05" N47 52'40" E05 10'22" (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. LOW ALTITUDE (SPEC/ENR 3.1) 2. HIGH ALTITUDE - All airspace above FL195 is classified "RNAV". (SPEC/ENR 3.2) 3. Airway A3 -GILON - RUBIT segment: above FL145 only available on ATC instruction. 4. Airway A6 - a. ALURA - ROMAM segment: below FL085 only available on ATC instruction. b. MTL - CM - MTG segment: below FL075 only available on ATC instruction. 5. Airway A30 - TRACA - ING segment: above FL115 only available on ATC instruction. 6. Airway A34 - SITET - DVL segment: from FL125 to FL195 southbound direction only, even or odd levels on ATC instruction. 7. Airway A41 - only available on ATC instruction. 8. Airway B3 - CMB - RINTI segment: above FL115 only available on ATC instruction. 9. Airway B24 - a. Odd flight level only available on ATC instruction. b. BNE - FIR Boundary segment: Above FL115 only available on ATC instruction. 10. Airway B25 - a. LESPI - LSE segment: below FL145 only available on ATC instruction. b. LESPI - SINP segment: above FL105 only available on ATC instruction. 11. Airway G5 - MURRO - ARGIS segment: below FL085 only available on ATC instruction. 12. Airway G28 - CTX - GUSON segment: above FL115 only available on ATC instruction. 13. Airway G40 - a. PIBAT - TRO segment: from FL120 to FL190 only available on ATC instruction. b. VATRI - CTL segment: only available on ATC instruction. 14. Airway G53 - AMIKO - LTP segment: LYON TMA below FL155 only available on ATC instruction. 15. Airway G54 - a. VERO - CTX segment: FL70 only available on ATC instruction.

131 FRANCE 3-63 b. VEROS - DEPOM segment: Above FL115 only available on ATC instruction. 16. Airway G374 - SODRI - DIVUL segment: below FL135 only available on ATC instruction. 17. Airway G701 - MJ - BIRGO segment: above FL115 only available on ATC instruction. 18. Airway H20 - ELVES - BILGO segment: only available on ATC instruction. 19. Airway H38 - LTP - MEBACK segment: below FL155 only available on ATC instruction. 20. Airway J116 - airway available on ATC instruction. 21. Airway J151 - airway available on ATC instruction. 22. Airway J250 - airway available on ATC instruction. 23. Airway J301 - OKRIX - MOLBA segment: below FL085 only available on ATC instruction. 24. Airway J302 - below FL085 only available on ATC instruction. 25. Airway M603 - With the exclusion of PARIS TMA when active. Even levels only available on ATC instruction. 26. Airway N57 - a. ABB-DEVAL segment: above FL115 only available on ATC instruction. (CDR3 H24) b. Odd levels only available on ATC instruction. 27. Airway P856 - a. ABLAK - MOTIM segment: below FL115 only available on ATC instruction. b. MOTIM - GILON segment: below FL115 only available on ATC instruction. c. GILON - NIRDO segment: below FL145 only available on ATC instruction. 28. Airway Q302 - a. ABLAK - UGLET segment: above FL115 only available on ATC instruction. b. UGLET - AMFOU segment: RNAV segment (Radar vectoring on request) only available on ATC instruction. 29. Airway R10 - FL available on ATC instruction. 30. Airway R16 - KERIT - PIRAM segment: only available on ATC instruction. 31. Airway R66 - a. SINPO - RISUN segment: above FL105 only available on ATC instruction. b. KORER - ARE segment: transit according to ATC instruction. 32. Airway T11 - LUREN - VATRI segment: on ATC instruction in case of holding at OKIPA. 33. Airway T43 - EVALA - TUPOX segment: only available if LFR71A is inactive. 34. Airway T121 - only available on ATC instruction. 35. Airway V30 - RORER - LENSU segment: transit available on ATC instruction. 36. Airway W54 - VAREK - STP segment: above FL145 only available on ATC instruction. 37. Airway Y48 - RNAV airway only available on ATC instruction. 38. Airway Z42 - PINED - LTP segment: below FL155 only available on ATC instruction. 39. Airway Z295 - below FL085 only available on ATC instruction. 40. Airway Z313 - below FL085 only available on ATC instruction. (SPEC/ENR3.1) 41. Airway UL612 - PERAK - ORSUD segment: below FL305 only available on ATC instruction. 42. Airway UM128 - DJL - KUKOR segment only available from FL200 to FL Airway UM154 - BALEN - OBLAD segment: only available on ATC instruction in the direction BALEN to OBLAD. 44. Airway UM622 - AJO - DIVUL segment: only available on ATC instruction in the direction DIVUL to AJO. 45. Airway UM730 - VANAS - MEDAM segment: only available on ATC instruction in the direction MEDAS to VANAS. 46. Airway UM733 - AJO - DIVUL segment only available on ATC instruction in the direction DIVUL to AJO. 47. Airway UM985 - STP - PIGOS segment: only available on ATC instruction in the direction PIGOS to STP if above FL Airway UN851 - OKBON - TORTU segment: only available on ATC instruction in the direction TORTU to OKBON. 49. Airway UN858 - BOKNO - VANAD segment: only available on ATC instruction in the direction VANAD to BOKNO. 50. Airway UN859 - VANAD - SORAP segment in the direction VANAD to SORAP above FL265 only available on ATC instruction. 51. Airway UN862 - SKESO - UPALO segment: above FL255 only available on ATC instruction. 52. Airway UP860 - RONOP - BALSI segment: only available on ATC instruction in the direction BALSI to RONOP. 53. Airway UY420 - only available on ATC instruction. (SPEC/ENR3.2) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6.

132 3-64 GABON WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. 1. The information shown on the Bird Hazards Area graphic represents a composite of the migratory routes and concentration areas for the entire year. See chart legend for specific information. 2. Additionally there are significant bird hazards at the following locations: a. Le Pal Amusement and Zoological Park at N E (SPEC/MIL AIC 10-05) b. Sainte Anne Chateau, Forez Free-Flying Raptor Center at N E (SPEC/MIL AIC 07-05) c. Millau-Florac region: Large number of raptors, more than 100 vultures, weighing between 15 and 22 pounds, with a wingspan around 10 ft within a 15 NM circle centered on N44 15 E (SPEC/MIL AIC 03-06) GABON NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This country includes the BRAZZAVILLE FIR. For BRAZZAVILLE FIR, See Cameroon. DIMENSIONAL UNITS - ICAO Table except: 1. Vertical speed in feet per minute. 2. Altimeter setting is in hectopascals. (SPEC/ASECNA 0 GEN ) Same as Regional Procedures VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. BRAZZAVILLE FIR has implemented the ICAO Annex 11 airspace classification with the following exceptions: a. Class B, E not yet implemented. b. No avoidance advisories available in Class C and D airspace. c. 250 KIAS limit below FL100 not used. d. Two way radio required in for VFR and IFR flights Class D, F and G airspace. (SPEC/ASECNA 0 GEN ) 2. Flights will be at a minimum height of 50 meters above the surface and at a distance of at least 150 meters from a person or man-made object. 3. In BRAZZAVILLE FIR, VFR flight is authorized with the following exceptions: a. VFR not authorized at night (15 minutes after SS to 15 minutes before SR) outside the Airport Traffic Area. b. Except for takeoff and landing, aircraft will fly at an altitude of at least 50 meters (170 ft)agl or above any natural obstruction and at least 150 meters (500 ft) from any permanent manmade obstruction. c. Minimum Flight visibility required: (1) Class F and G airspace below FL30 or 1000 ft AGL whichever is higher, 1 SM visibility. Helicopters may operate with 1/2 SM flight visibility. (2) Class A through G above FL 30 or 1000 ft AGL whichever is higher, 5 SM flight visibility required. d. VFR flight not authorized over FL150. (SPEC/ASECNA 0 ENR ) INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS - Except for takeoff and landing, the aircraft will fly at a height of at least 1500 ft above the highest obstruction within a 5 SM radius of their estimated position of the aircraft in flight. (SPEC/ASECNA 0 GEN ) RVSM RULES - Standard. GAMBIA (SPEC/ASECNA 0 ENR ) NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the DAKAR FIR. See Burkina Faso. GERMANY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BREMEN FIR, LANGEN FIR, MUNCHEN FIR, HANNOVER UIR and RHEIN UIR. DIMENSIONAL UNITS - ICAO Blue Table except that the altimeter setting is in hectopascals (millibars) unless the pilot requests inches of mercury. (SPEC/CIV GEN 2.1-1)

133 GERMANY 3-65 ALTIMETER SETTING PROCEDURES - Standard, additionally: 1. On VFR flights up to an altitude of 5000 ft MSL or up to a height of 2000 ft GND if this level exceeds 5000 ft MSL, the altimeter shall be set to the air pressure related to mean sea level (QNH value) of the aerodrome with the ATC unit nearest to the route of flight. (USAASDE ) 2. For IFR flights the altitude at and below which the pilot shall set the altimeter to the QNH value transmitted by the appropriate ATC unit and above which he shall use the standard altimeter setting, is established at 5000 MSL (Transition Altitude). For flight above the Transition Altitude, an altitude is established which, taking into account the valid QNH value corresponds to the flight level for IFR, at least 1000 above the Transition Altitude (Transition Level). (SPEC/CIV ENR 1.7-1) 3. On IFR approaches the pilot using the standard altimeter setting shall set the altimeter to the QNH value transmitted by the competent ATC unit when passing the transition level. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - 1. IFR FLIGHTS - Standard, additionally: a. After changing frequency, the following data shall be transmitted: (1) Call sign (and runway identification when parallel runways are in operation). (2) After changing the radiotelephony frequency, the following data shall be transmitted: (a) radio call sign of the aircraft, (b) level and, if climbing or descending, cleared level. (USAASDE ) 2. VFR FLIGHTS - Standard. (SPEC/CIV ENR ) AIRSPACE WITH DESIGNATION HX - 1. General a. In the airspace of the Federal Republic of Germany, airspace Classes C, D, E, and G have been established. b. These airspaces may be active continuously (H24) or temporarily (HX). 2. Temporarily activated airspaces - The following shall apply if Class C or D airspaces have an "HX" designation either wholly or in designated airspace portions: a. Activation/Deactivation: (1) The competent ATC unit will activate/deactivate the airspace depending on the traffic situation (e. g. runway-in-use, traffic volume, IFR approaches/departures, etc.) (2) Within a deactivated Class C (HX) or D (HX) airspace, the generally laid down airspace classification E (above 1000 ft AGL) or G (below 1000 ft AGL) for this area shall apply with the associated rules. (3) The following shall also apply to control zones (airspace D): The times published in the AIP for Class D control zones (HX) give an indication of the activation times to be expected. (4) Activation outside the times published and/or deactivation within these times is possible at all times. (5) During IFR approaches/departures, the Class D control zone (HX) must be activated. b. Enquiry as to the status of the airspace: (1) The airspace status of an airspace with an HX designation may be requested from the flight information service (FIS) as well as for control zones from the competent aerodrome control tower (TWR); outside the times TWR is operating, from the aerodrome flight information service (INFO). (2) If it is not possible to obtain information regarding the current status of the airspace, or if the status has not been checked at all, this airspace shall be considered active. c. Pilots, on a flight through a deactivated Class C (HX) or D (HX) control zone shall maintain constant listening watch on the frequency on which the status has been requested so that they can be notified of changes of status at short notice. d. For the military night low level route system, the current times of activity of Class E airspace (HX) will remain unchanged. (SPEC VFR AIP) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Standard with the following exceptions: 1. Germany has implemented the ICAO Annex 11 airspace classification with the following exceptions: (SPEC/CIV ENR ) a. Class A & B are not implemented. (SPEC/CIV ENR 2.1-6) b. Class C airspace has been implemented for all airspace at and above FL100 with exceptions around the following international airports: Berlin (EDDT) (EDDB), Dusseldorf (EDDL), Koln/Bonn (EDDK), Frankfurt Main (EDDF), Hamburg (EDDH), Hannover (EDDV), Munchen (EDDM), Nurnberg (EDDN), Stuttgart (EDDS). (SPEC/CIV ENR 2.1-7) (1) Flight within Class C area is allowed only for powered aircraft with VHF radio, VOR receiver, and transponder A/4096 with Mode C. (SPEC/VFR GEN 1-15) (2) If radio failure occurs prior to entering Class C area, pilot shall avoid the area even if he has received an entry clearance. If radio communication failure occurs within Class C airspace below FL100, the pilot shall continue the flight in accordance with the ATC clearance received and acknowledge or, if this is not possible, shall leave the area via the shortest

134 3-66 GERMANY route. If communication failure occurs in Class C airspace above FL100, the pilot shall leave the airspace via the shortest route. (SPEC/CIV VFR ENR 10-11) c. Class D airspace (Control Zones) (1) In Class D airspace, VFR flight may only be conducted if the minimum meteorological conditions prevail. (2) Cloud clearance requirement - Clear of Clouds within all Class D airspace, 1500 ft ceiling, flight visibility 5 km, ground visibility 5 km. Non- military aircraft in USA Class D only m Horizontal and 1000 ft Vertical. (3) Class D airspace (Non-Control Zone) Flight visibility 5km, Cloud clearance 1.5km horizontally, 1000 ft vertically. (SPEC/MIL ENR 1.2-1) (4) Special VFR - A clearance for a Special VFR Flight will be issued by ATC only if the following conditions are met: (a) Flight visibility km for jet aircraft km for transport and special aircraft km for helicopters. (b) The aircraft must remain clear of clouds. (c) The pilot must maintain continuous visual reference to the ground. (SPEC/MIL ENR 1.2-2) (d) Ground visibility m for fixed wing aircraft m for rotary wing aircraft. (e) The pilot can maintain separation. (f) Ceiling is not less than 600 feet. (g) If the ceiling is below 600 feet, only if the pilot has been granted exceptional permissions to fly below the Minimum Safe Height. Minimum Safe Height is the height at which neither unnecessary noise disturbance nor unnecessary hazard to person or property can be expected in the event of an emergency landing. (SPEC/BesAnMilFS 2-100, 31-16) DAY VFR FLIGHTS - Day and Night VFR Flights In Class C To G. 1. VFR flights in the airspace classified C to G shall be conducted in such a way that pilots do not fly below the minimum values for flight visibility and distance from clouds. Flight visibility is the visibility forward from the cockpit of an aircraft in flight. 2. Uncontrolled VFR flights set IFF/SIF equipment (if installed) as follows: Mode 2: ON; Altitude coding (Mode C): ON; Mode 3: ON, squawk (SPEC/MIL GEN 1.2-3) 3. Radio equipment required - a. One VHF transmitter/receiver with frequency range from to MHz. b. A transponder with Mode A (4096 codes) and Mode C with automatic altitude reporting capability for all aircraft from Mar 31, 2008 will use Mode S in controlled airspace as prescribed by the air navigation services organization. (1) In Class C airspace. (2) Above 5000 MSL or 3500 AGL, whichever is higher. (3) At night in controlled airspace. c. One VOR receiver possessing FM immunity in compliance with applicable international standards is required - (1) In Class C airspace. (2) In controlled airspace. (3) For flights beyond visual range of an airport approved for night operations. (4) In uncontrolled airspace, a VOR or ADF receiver may be used. (SPEC/CIV VFR GEN 1-12, 13, 14, 15) NIGHT VFR FLIGHTS - USA VFR night flight (see AE95-1 for additional criteria). 1. Within controlled airspace (except Class D). a. For flights within controlled airspace (Class E Airspace) aircraft have to be equipped with at least one VOR receiver and one VHF radio. b. For flights within Frankfurt Main (EDDF) and Ramstein (ETAR) controlled airspace, pilots of army aircraft may operate at night without a VOR provided they: (1) Contact the controlling agency, on UHF, for permission to enter and to receive any pertinent instruction or information from the controller prior to entry. (2) Avoid Night Low Level Routes. (3) Remain clear of all control zones unless landing at an airport located within a control zone. (4) Are aware of the Radar Bomb Scoring activity located southeast of Ramstein AB (ETAR) (3600 ) and the high density traffic which lies in a sector from 045 to 180 starting at 5 miles and extending to 40 miles from Ramstein AB (ETAR) at 4000 and above. (5) Coordinate operations consisting of large number of aircraft and special mission two days in advance with the controlling agency concerned. c. For flight within U.S. Army controlled airspace (Class E airspace): Contact the controlling agency for permission to enter. (1) USA aircraft conducting practice instrument approaches (including GCA) during VFR night flight in non-us controlled airspace will be equipped with one VHF radio, one VOR and/or one ADF. (2) USA aircraft utilizing VFR arrival/departure routes which enter non-us controlled airspace must have one VHF radio, one VOR and/or one ADF.

135 GERMANY 3-67 (3) VFR night flight conducted exclusively within uncontrolled airspace may be operated without any radio/navigation and/or radio equipment. 2. Within Class D airspace a. Flight conducted within civil Class D airspace may be conducted without any radio navigation equipment. Radio communication on prescribed VHF frequency must be possible. b. Flights conducted within military Class D airspace may be conducted without any radio navigation equipment. The frequency band for radio communication with military ATC units is up to military regulations. 3. ATC CLEARANCES - All flights intending to operate within controlled airspace require an ATC clearance prior to entering such airspace. (USAASD-E/USA ) VFR FLIGHTS ABOVE CLOUD LAYERS - Flight above cloud layers (pilot must adhere to flight plan and make VFR approach and landing). MAXIMUM AIRSPEEDS - MAXIMUM SPEED BELOW FL VFR flights below FL100 may not exceed 250 KIAS in accordance with ICAO Standard. 2. The competent ATC unit may grant exceptions on individual cases with traffic permitting and if safety of air traffic is not impaired: a. At night in Class E airspace. b. For IFR flights in Class D airspace. c. For VFR flights in Class C and D airspace. (SPEC/CIV ENR ) MINIMUM HEIGHTS FOR VFR OPERATIONS - 1. The following minimum heights apply to VFR flights. Aircraft may fly below these heights only if required for takeoff and landing and; in the case of helicopters, hovering: a. Principal Minimum heights: ft for jet aircraft and prop aircraft ft for helicopters within a radius of 600 m (1,970 ft) above the highest obstacle ft AGL for cross-country flights as far as it is not required to maintain a higher level for safety reasons. Flights at a lower height are permissible if service regulations and other regulations, especially in compliance with airspace control, visual flight rules, and ATC clearances, either require or explicitly permit a lower height. b. Over cities with a population of more than 100, ft for jet and prop aircraft ft for helicopters within a radius of 600 m (1,970 ft) above the highest obstacle. NOTE: Towns with a population of less than 100,000 and other densely populated areas should not be overflown below these heights, if possible. NOTE: Bridges and similar structures as well as overhead power lines and antennas shall not be underflown by aircraft. (SPEC/CIV ENR ) 2. To enhance flight safety, prop aircraft and helicopters operating during military low flying operating times shall a. by day - fly at heights of 1000 AGL to 1500 AGL only if required by the flight order or the meteorological situation. b. by night - underfly or overfly night low flying routes only at a vertical distance of not less than 500 ft. With helicopters, vertical distance may be reduced to 300 ft for for underflying night low flying routes which have been activated for terrain following flights. 3. Dropping or dumping of objects or substances from military aircraft is prohibited as a matter of principle. Exceptions are permissible a. if a pertinent flight order has been given; b. on the basis of defined procedures; c. in especially designated areas; d. in places where individuals and objects are not endangered; e. in emergency situations where the aircraft and its occupants are exposed to imminent danger. NOTE: Details to include spraying of substances from military aircraft shall be determined by the responsible major command/command/comparable authorities of the Federal Armed Forces. (Bundeswehr). (SPEC/MIL ENR ,11) CHANGE OF FLIGHT RULES FROM VFR TO IFR - 1. Changes from VFR flight to IFR flight (Z flight plan) a. An air traffic control clearance shall be obtained prior to conducting a controlled flight, or a portion of a flight as a controlled flight. b. Changes of flight rules from VFR to IFR below the minimum vectoring altitude (MVA) can only be carried out on published IFR procedures. c. Changes of flight rules from VFR to IFR at or above the MVA can also be carried out outside published IFR procedures. (SPEC/CIV ENR ) 2. Caused by deteriorating weather (inadvertent IMC) - a. If the in-flight weather conditions are about to deteriorate below the minima, the pilot shall take the following actions in due time: (1) Change the flight path so that he or she can continue the flight in Visual Meteorological Conditions (VMC) or

136 3-68 GERMANY (2) Request to continue the flight according to IFR. If the flight cannot be continued according to VMC until the air traffic control clearance has been received, the pilot shall apply the provisions of the Type A1 General Publication A1-27/ "Sicht- und Instrumentenfluge" or land under VMC at the nearest suitable aerodrome or landing site. (SPEC/MIL ENR 1.2-6) b. If the altitude/flight levels listed above have been already exceeded, maintain present altitude. c. Contact ATC for IFR clearance. (1) Initiate IFR lost communications procedures. (2) Continue to destination airport at the altitude described for the areas listed above and conduct an instrument approach. If VMC is again encountered, continue the flight VFR and land VFR at destination. (SPEC/MIL ENR 1.2-6) 3. These procedures apply to both day and night, and include formation flights. U.S. Army refer to AE95-1 for detailed inadvertent IMC procedures. (USAASDE/USA ) INSTRUMENT FLIGHT RULES FM IMMUNITY - STANDARD CHANGE OF IFR TO VFR - (Y FLIGHT PLAN) - IFR IS NOT PERMITTED IN UNCONTROLLED CLASS G AIRSPACE EXCEPT BY ATC CLEARANCE UNDER SPECIFIC CONDITIONS ON DEFINED IFR PROCEDURES. (SPEC/CIV ENR ) Changes from IFR flight to VFR flight (Y flight plan) 1. Changes of flight rules from IFR to VFR can be carried out on published IFR procedures at any time. 2. Changes of flight rules from IFR to VFR outside published IFR procedures may only be carried out at or above the minimum vectoring altitude (MVA). (SPEC/CIV ENR ) IFR OPERATIONS IN CLASS G AIRSPACE - Instrument flight operations shall be possible at uncontrolled airports in Germany. 1. Airspace - A Radio Mandatory Zone (RMZ) will be established in the vicinity of aerodromes with IFR arrival and departure procedures in uncontrolled airspace. The RMZ starts at the ground and extends up to controlled Class E airspace. 2. Air navigation services procedures for IFR flight. a. Separation will not be provided in Class G airspace. b. IFR flights in controlled airspace require a clearance. The flight procedures for IFR flights in uncontrolled airspace will be laid down according to the same ICAO criteria (Doc 8168) as for procedures at controlled aerodromes. c. The instrument charts inform the pilot when an IFR approach leaves controlled airspace E or when an IFR departure enters this airspace. d. If an IFR flight in Class G airspace has to deviate from the published IFR flight procedures, it cannot be given navigational assistance. e. Air traffic control is only provided on the published arrival and departure procedures in controlled airspace. The competent air traffic control service will issue IFR approach clearances and enroute clearances for IFR departures. If so agreed locally, AFIS may transmit en-route clearances to the pilot. In such cases, take-off may only take place after the receipt of the en-route clearance has been confirmed. Cooperation between the air traffic services unit and AFIS can be agreed accordingly. (SPEC/CIV ENR ) TRANSMISSION OF EXPECTED APPROACH TIMES - 1. If aircraft on IFR flights are expected to hold more than 20 minutes over the navigation aid serving as clearance limit, ATC will generally transmit the expected approach time to the pilot. 2. If the holding time is 20 minutes or less, the expected approach time will be transmitted only when considered necessary by ATC. 3. If ATC clearance for continuation of the flight beyond the navigational aid serving as clearance limit has not been issued, the pilot shall enter the holding pattern, maintain the level last assigned and confirmed, and await further air traffic clearance. (SPEC/CIV ENR ) RVSM RULES - Standard in accordance with European RVSM Requirements. (SPEC/AIC IFR 1, 23 Jan 2003) ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC - (excepting day VFR flights not conducted beyond the local environment) - 1. IFR FLIGHTS a. Two VHF transmitters/receivers with frequency range from to MHz. Receivers must be suitable for operation within the 8.33 khz channel spacing for flights in upper airspace above FL195. b. Two VOR navigation receivers possessing the required FM immunity in compliance with applicable international standards; one of these receivers may be dispensed with if RNAV equipment operating independently of the VOR receiver is available. c. One Automatic Direction Finder (ADF) with frequency range from khz to khz with a direction indicator and audio monitoring capability, in so far as this is prescribed for the use of approach/departure procedures. d. One secondary surveillance radar transponder with Mode A 4096 code capability and Mode C automatic altitude reporting. Mode S technology in compliance with applicable international standards (at least level 2 with SI Code and Elementary Surveillance ELS functionality) will be required for new aircraft with effect from 31 March 2004 at the latest, and for all aircraft with effect from 31 March Additionally, Mode S Enhanced Surveillance (EHS) functionality will be required with effect from 31 March 2007 for all aircraft with a maximum certificated take-off

137 mass of more than 5700 kg or a true airspeed (TAS) capability of more than 250 knots. e. One DME interrogator. f. Basic Area Navigation Equipment (B-RNAV) with a Required Navigation Performance (RNP) of at least +/- 5 NM, if an RNP is prescribed by the Federal Office of Civil Aviation (LBA) for the relevant airspace, the relevant routing or the relevant flight procedure and published in "Nachrichten fuer Luftfahrer". If an RNP of at least +/- 1 NM is prescribed by the Federal Office of Civil Aviation (LBA) for the relevant airspace, the relevant routing or the relevant flight procedure and published in "Nachrichten fuer Luftfahrer", Precision RNAV (P-RNAV) equipment with a database containing the valid navigation data shall be available. g. An Airborne Collision Avoidance System (ACAS II) in compliance with applicable international standards (at least TCAS II with software change 7) for turbo-engined aircraft with more than 19 seats or with MTOW over 12,500 lbs. h. For approaches utilizing the instrument landing system (ILS), aircraft shall be equipped with: (1) One receiver for ILS localizer signals, possessing the required FM immunity in compliance with applicable international standards; (2) One receiver for ILS glide path signals (ILS glide path receiver); (3) One VHF receiver with an indicator for marker beacon signals; (4) One combined indicator for ILS localizer and glide path transmitter signals. i. For IFR flights in airspace with reduced vertical separation minimum (RVSM airspace), aircraft shall additionally be equipped with: (1) Two separate barometric altimeters. (2) One altitude alerting device. (3) One autopilot with altitude hold capability. The aircraft shall be approved for this purpose either as non-group or as group aircraft. (SPEC/CIV GEN 1.5-2) 2. EXCEPTIONS a. U.S. ARMY ONLY. (1) UH-60, and CH-47 aircraft may operate IFR using only one (1) VOR navigation radio. (2) UH-60, CH-47, and AH-64 aircraft are authorized to fly IFR with one VHF radio provided they are also equipped with one UHF radio. OPERATIONAL AIR TRAFFIC GENERAL/COUNTRY - In Germany, flights of military aircraft can be performed according to the provisions for operational air traffic (OAT) or general air traffic (GAT): FILING FLIGHT PLANS GERMANY Operational Air Traffic (OAT)refers to flight operations wholly or partially not performed in compliance with the rules for general aviation and for which rules and provisions are specified by the competent authorities. If required, these rules and provisions are coordinated at international level. 2. Operational air traffic may be performed according to visual or instrument flight rules. 3. Flights performed as operational air traffic are not subject to air traffic flow management measures. 4. Operational air traffic is usually performed outside air traffic service routes. These flights are controlled/monitored by the competent ATS units or units of the Tactical Control Service. To simplify the planning and performance of OAT flights, TACAN routes may be used in upper airspace. Aircraft are on principle controlled/monitored in accordance with the pertinent military regulations/provisions. If, however, operational air traffic is performed on air traffic service routes, the provisions of air traffic service is governed by civil provisions. (SPEC/MIL ENR 1.1-1) 5. UPPER INFORMATION REGION (HIGH ALTITUDE) TRAFFIC PROCEDURES: TACAN routes a. For the simplification of flight planning of OAT flights, TACAN routes have been established in the upper airspace of the Federal Republic of Germany. TACAN routes connect TACAN facilities used for the general navigation of OAT flights. They are connected to the TACAN route system of the Netherlands, Belgium and Denmark. b. The TACAN routes are marked with color codes and figures, intermediate connections are marked with the letter L and a number. c. Routes into and out of TACAN route system will be specified in the clearance. 6. Special Procedures - OAT Flights outside of TACAN Routes, in the Rhein UIR, above Munchen FIR: a. OAT flights entering or leaving the area of responsibility of ACC Munchen within Rhein UIR outside of TACAN routes shall be planned via one of the following entry/exit points. The respective entry/exit points shall be entered in Item 15 of the flight plan. GRAFE VALAR ULMEX MEXIT PLAUN BUSCH N E N E N E N E N E N E b. Entries via VALAR are only permitted for flights to the aerodromes Ingolstadt/Manching (ETSI) or Neuberg (ETSN), and/or for flights intending to proceed in accordance with VFR after having passed the reporting points IGL or NEU. c. Off route flights in direction to Lechfeld (ETSL) shall be planned only via the entry/exit point ULMEX or MEXIT. d. or entries via ULMEX LCH, as the following reporting point, shall be inserted in item 15 of the flight plan.

138 3-70 GERMANY e. Direct routing will be provided by the Air Traffic control in accordance with the traffic situation. 7. Entry and Exit Points - Rhein UIR to/from France: a. OAT - Flights between France and the Rhein UIR which are conducted outside of TACAN routes shall be planned via one of the following entry/exit points. The respective entry/exit points shall be entered in Item 15 of the flight plan. RSL02 - R-079/36 DME MET N E RUSTI - R-034/18 DME CLR N E (SPEC/MIL ENR ,19) 8. Entry and Exit Points Hannover FIR - Rhein UIR a. As far as possible, military operational air traffic leaving the Hannover UIR and entering the Rhein UIR, or vice versa, shall be planned so as to use one of the following reporting points: WISMA LUWIL RISOK N E N ' E ' N E (SPEC/MIL ENR )

139 GERMANY 3-71 MILITÄRISCHES LUFTFAHRTHANDBUCH DEUTSCHLAND ENR 6-3 MILITARY AERONAUTICAL INFORMATION PUBLICATION GERMANY 02 MAR 2017 ZENTRUM LUFTOPERATIONEN AMDT 03/17

140 3-72 GERMANY FLIGHT PLANNING GENERAL AIR TRAFFIC - 1. General Air Traffic refers to flight operations performed in compliance with the rules and regulations of the International Civil Aviation Organization (ICAO) and/or the national rules for civil aviation. 2. General Air Traffic is usually performed on ATS routes or in a free route environment under the control of civil air traffic control units. The provision of air traffic control services is governed by the pertinent civil provisions. (SPEC/MIL ENR 1.1-1) AIR DEFENSE FLIGHTS - 1. Air defense flights are carried out to intercept/identify other aircraft. Regulations for the conduct of such flights are to be laid down by the organizational areas. 2. Air defense flights are: a. a. security flights (1) for the immediate defense of the Federal Republic of Germany. (2) in order to guarantee the integrity of its airspace. (3) to protect against or to repel aerial attacks conducted by terrorists or other unlawful utilization of civil aircraft. (4) to be handled with priority to all other air traffic with the exception of flights where an emergency/urgency situation prevents diverting/giving right of way. Security flights are performed under instrument meteorological conditions (IMC) and visual meteorological conditions (VMC). b. air defense practice security flights as practice security flights to maintain the efficiency of the air defense system. They are handled with the priority of government flights. c. air defense training flights as flights within the area of responsibility of the air defense, conducted for training purposes. They receive no priority handling. 3. Air defense flights within the framework of UN/NATO/EU missions are permissible and are determined by set rules of engagement. (SPEC/MIL ENR 1.1-2) a. Dry Air-To-Ground Attacks Performed by Jet Aircraft. (1) General Dry air-to-ground attacks are air-to-ground attack procedures without the release of ammunition. These are permitted: - over the Federal Republic of Germany and the open sea with the exception of areas specifically prohibited due to height restrictions (e. g. cities with more than 100,000 inhabitants, industrial facilities, etc.). In the selection of practice targets, special consideration is to be given to protection of the population. - on air-to-ground ranges - in training areas - in garrison training areas and other training areas - in areas which have been published by NOTAM as training airspaces - in areas where military exercises (e.g. movement exercises) take place - in the low flying areas 250 ft (if activated) - in the Low flying Area Federal Republic of Germany and over sea - within controlled airspace of the classes C or D or within an activated restricted area (2) Air-to-Ground Attack Exercises on Air-to- Ground Ranges/in Training Areas (a) These attacks may be performed on air-toground ranges and in training areas only if Local Operating Procedures (LOP) have been prepared, approved and published for these areas. If air-to-ground gunnery and bombing ranges of the allied forces are used, the Local Operating Procedures are replaced by the Range Orders. (b) The procedures and minimum flight altitudes determined in the Local Operating Procedures as a consequence of local conditions are mandatory. (c) Altimeters shall be set to the QNH value of the air-to-ground range/training area. If this value is not available, the QNH value of the nearest reporting station shall be used. (3) Air-to-Ground Attacks outside Air-to-Ground Ranges. (a) The requirements to be met by the responsible flight leaders/element leaders during dry attacks outside air-toground gunnery ranges shall be determined by the competent major commands/commands. (b) No ammunition shall be carried on external pylons. Aircraft guns shall not be armed. (c) In the selection of practice targets, special consideration is to be given to protection of the population against undue aircraft noise. Selection has to be limited to those targets which are tactically relevant. Any practice attacks on civil airfields, as well as facilities in the immediate vicinity of civil airfields (within the area of the published traffic patterns), within cities and towns, and on hospitals are prohibited. Practice attacks on military airfields are subject to approval by the responsible ATC/FIS unit if passing directly over the airfield at less the 2500 ft AGL is intended when performing the practice attack procedure. Densely populated areas have to be avoided during the practice attack procedure. The practice attack has to be aborted if, when performing the procedure: - the safety and order of air traffic is endangered. - crowds of people or traffic congestions are observed on the ground in the immediate vicinity of the practice target. This does not apply for military personal/material. (SPEC/MIL ENR ,10) (d) Air-to-ground missions of combat aircraft over practice targets in the Federal Republic of Germany outside air-to-

141 GERMANY 3-73 ground firing ranges and military ground training areas for which Local Operating Procedures (LOP)/Range Orders have been prepared, approved and published are limited to a maximum of 20 minutes per target area irrespective of the height band. If additional practice attacks are planned within the scope of a mission, the minimum distance to the target areas used before has to be 15 NM. Deviations from the regulations in this section can be approved for training activities in preparation of actual operations. Requests have to be received by FMOD Air Staff I 5 no later than 14 days before the planned execution. (SPEC/MIL ENR ) SPECIAL REGULATIONS FOR HELICOPTERS - LOW LEVEL FLIGHTS BELOW 100 FT AGL 1. Low level flights below 100 ft AGL are permitted for the unit responsible for a Helicopter Flight Coordination Area (HFCA) over unpopulated areas within that HFCA. a. If low level flights below 100 ft AGL are to be conducted within another HFCA, the following information is to be submitted not later than four hours prior to the flight: - number and type of helicopters - area and/or route intended to be used for low level flights over land and - time and duration of low level flights over land. b. Before taking off, an affirmative confirmation of the competent unit allowing flights below 100 ft AGL must be available. (SPEC/MIL ENR ) FILING FLIGHT PLANS (DAY/NIGHT) - Standard, additionally: NOTE: USA only: VFR night arrivals and departures within US Army Class D airspace at Wiesbaden (ETOU) require a (VN) flight plan filed with AFOD one hour prior to the proposed take off. For other VFR night flight only within USA controlled airspace, or uncontrolled airspace, no VFR night (VN) flight plan has to be filed or addressed to AFOD. For flights intending to operate within other than USA controlled airspaces, a VN flight plan will be filed. AFOD will forward the flight plan to the appropriate civil ATS units. Exception: USA aircraft conducting night VFR operations in uncontrolled airspace may penetrate civil controlled airspace after receiving an ATC clearance for the purpose of conducting practice VFR instrument approaches or operations on VFR Arrival and Departure Routes to or from USA facilities without filing a VN flight plan. (USAASD-E/USA ) 1. Flight plans may be transmitted to the IFPS up to 120 hr (5 days) before the estimated time of departure. (AE SUP 1 AR 95-1) a. A flight plan can be filed in flight if required by circumstances not known by the pilot before departure. Intermediate stops will not be filed in flight. b. USA - AFOD will accept flight plans directly from pilots via or FAX with the following provisions: (USAASD-E/USA ) (1) An airfield base opns is either not in existence or otherwise not available to a pilot filing a flight plan. (2) A pilot sending a flight plan via or FAX shall ensure that a call is made to the AFOD verifying receipt of the flight plan. (USAASD-E/USA ) (3) Flight plans will be passed through the following or FAX DSN , or FAX Commercial If sending FAX from outside of Germany, send to (USAASD-E/USA ) 2. U.S. Army Only - Preferred Routing a. In order to ensure IFR flight plans are entered into IFPS without being rejected, AFOD Flight Data Processing (FDP) section has preferred routes which are available to aircrews to aid in their flight planning process. Pilots desiring these preferred routes should contact the AFOD FDP section. b. Aircrews may file other than preferred routing if mission constraints dictate. However, the IFPS computers may change IFR routes that are not filed IAW preferred routing. When filing for other than preferred routing, a "cleared as filed" clearance will not be accepted by the pilot in command. If "cleared as filed" is issued to a pilot who has filed other than preferred routing, the pilot will request "full route clearance". 3. US Army only - Filing times: a. All flight plans filed other than preferred routing should be filed as early as possible to avoid delays in takeoff time. b. Preferred Route information may be found on the AFOD Internet Web Site: (USAASD-E/USA ) c. Flight plans (for VFR flight at night within other than USA controlled airspace) should be submitted at least one hour prior to proposed takeoff. d. U.S. Army aviators should submit IFR flight plans no later than 3 hours before EOBT. Flight plans filed later than three hours before EOBT may experience delays in receiving IFR clearance from EUROCONTROL Brussels. (USAASD-E/FC ) e. See AE SUP 1 AR 95-1 for filing Local Flight plans. For changes in filing local flight plans, see AFOD website NEWS UPDATES. (USAASD-E/USA ) 4. MULTIPLE FLIGHT PLANS a. If subsequent legs are required without a crew or aircraft change, additional flight plan proposals may be filed at the same time for each leg. The aircraft identification for the initial and each additional flight plan will be identical. b. The following procedures are used by AFOD handling multiple flight plans: AFOD will ensure transmission of flight plans to all ATS agencies concerned in such a timely manner that IFR clearance will be available upon estimated time of departure on all legs of multiple flight plans. (USAASD-E/USA ) 5. DD FORM INTERNATIONAL FLIGHT PLAN a. Item 10

142 3-74 GERMANY (1) Flying IFR, aircraft not equipped with RNAV shall not insert the designator G or R in Item 10a. Item 18 shall contain RMK/RNAVX. (2) Flying VFR, aircraft with all the required equipment for the route of flight to be flown, the letter S may be entered. (USAASD-E/USA FIL ) b. Item 15. (1) For mixed OAT/GAT flights: (a) The change-over from OAT/GAT or GAT to OAT shall always be entered in Item 15 as change from/to OAT/GAT and vice versa, and add: RMK/OAT over Germany. (b) Address flight plan to, ICAO identifier (ETCCWECF). This will allow German authorities (AFSBw) to receive flight plan. For flights crossing the German border from/to Austria, Poland, Switzerland, and the Czech Republic and for flights from the Baltic Sea entering Bremen FIR, address the flight plan to ETJAYVYX. c. Item 16: For "Y" flight plans, if the changeover point is not an IAF, list in the ALT AERODROME block the closest IFR airfield to execute an approach in the event of lost communication and VMC is not encountered. d. Item 18: (1) FIR BOUNDARY ESTIMATES - Estimates are not required for crossing Germany s FIRs, with the exception that VFR flights entering Germany should enter the lat/long point for crossing the border and the time crossing as "EET/" (For example, EET/N E /0030). (2) See Army flight plan examples at (3) Provide any special information about the flight in the sequence that it happens. e.g. For "Z" flight plan, the estimate to changeover point and the agency from which you plan to receive IFR clearance must be indicated: EET/HDM 0015 REQ IFR CLNC THRU ETOR TWR. (USAASD-E/USA FIL ) e. Item 19: For all flights, provide a mobile phone number under which AFOD can contact the crew during the mission and ensure it is turned on when on the ground (when practicable). This is important in order to relay slot times, route changes, or other important messages. (USAASD-E/USA FIL ) f. The entry RMK/ VFR NIGHT shall be made for all VFR flights that will be conducted wholly or partially by night in item 18. g. The letter(s) indicating operational air traffic (OAT) or a VFR flight by night shall be entered directly after the identification group RMK/. (USAASD-E/USA FIL ) CLEARANCE INFORMATION - Standard. SUPERSONIC FLIGHTS - SUPERSONIC FLIGHTS OF MILITARY JET AIRCRAFT - 1. All supersonic flights by foreign military aircraft not permanently stationed in Germany are prohibited within German airspace. 2. Exceptions: a. Air Policing Flights (A-Scramble) tasked by appropriate NATO-Agencies. b. Aircraft on deployment to Germany requiring supersonic run after major technical repair work due to unscheduled malfunction. 3. As a matter of principle, flights during which sonic speed is reached or exceeded are permitted from Monday to Friday between 0700Z++ and 1900Z++ only. These flights are prohibited between 1130Z++ and 1300Z++, unless imperative for operational reasons. Paragraph 4. in AP2 entitled Flight Planning - Operating Hours shall be observed as well. 4. Supersonic flights shall be scheduled in the flight plan. Over the territory of the Federal Republic of Germany, they shall only be performed with radar monitoring and must be coordinated in advance with the radar-monitoring unit. 5. Supersonic flight over land below FL360 are prohibited. They shall be performed between FL360 and FL500 as level flights or climbs only. The flight path shall be planned such that sonic booms will avoid densely populated areas whenever possible. 6. Supersonic flights over sea below FL200 are permitted only if the distance from the coast is at least 10 NM and the heading is towards the sea or, in case of a heading parallel to the coastline or the offshore islands, a minimum distance of 35 NM is maintained. NOTE: The restrictions mentioned above do not apply to air defense security flights. (SPEC/MIL ENR ) LOW LEVEL FLYING - 1. Principles a. General (1) Low-level flights are VFR flights with jet, transport or special aircraft below 1500 ft AGL and with helicopters below 500 ft AGL. (2) Exemptions for low level flights of foreign armed forces outside service exercises and for the area of the Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw) are approved by BMVg SE I 4. For foreign military aircraft participating in exercises in Germany, the applicable approval is the one granted by the major command ordering the exercise or performing it on behalf of the Federal Ministry of Defence. The German Military Aviation Authority (LufABw) is to be informed about this. If required, weather minima heights are to be specified together with the approval. (3) Low level flights with Bundeswehr jet aircraft below 1000 ft AGL or 1500 ft AGL for foreign armed forces, shall be transmitted via in advance, latest when filing the flight plan to the following addresses: - and -

143 GERMANY 3-75 (4) For jet aircraft, the total duration of the low flying period below 1500 ft AGL over land must not exceed 50 minutes. For portions allocated to low level flights below 1000 ft AGL authorized for special cases by BMVgFueSK I 5, a maximum duration of 20 minutes within the above mentioned total duration of 50 minutes must not be exceeded. (5) When issuing orders for low level flights and during the planning and conduct of such flights, the rule requiring limitation to unavoidable impediment or burden shall be observed with priority, taking particular account of noise abatement. (SPEC/MIL ENR ) b. Low Flying Operating Times (1) Day low level flights over land, subject to specific order, are permitted from Mon to Fri from SR-30 (but not before ) until SS+30 (but not later than ). This regulation does not apply to HOL. (2) Low level flights with jet aircraft over the territory of the Federal Republic of Germany, subject to specific order, are prohibited from 01 May until 31 Oct between and For exercises, this restriction may be suspended by a decision of the BMVg FüSK I 5. The LufABw shall be informed of this. In case of missions to be performed on air-to-ground ranges, this restriction shall apply to flights to and from these ranges only, unless these missions are similarly restricted by the respective local operating procedures. (3) Night low level flights over land are permitted from Mon to Fri from SS+30 until ; this regulation does not apply to HOL and between 24th December and 1st January (from 23 Dec 2300 until 01 Jan 2300). In justified individual cases, the night low flying system may be also activated outside these times. (4) The established time reference point for SR and SS is Kassel (51 18 N E). c. Maximum Airspeeds A planned speed of 420 kts GS over land / 450 kts GS over sea shall not be exceeded. The following exceptions are permitted: (1) A maximum speed of 450 KIAS over land depending on imperative tactical needs. (2) An attack speed (IP to target) - for conventional weapon delivery practicing + over land 480 KIAS + over sea Mach for special weapon delivery practicing + over land 540 KIAS + over sea Mach 0.95 (3) A maximum speed for interceptors during simulated intercept missions - over land Mach 0.90, however, not exceeding 575 KIAS - over sea Mach (SPEC/MIL ENR ,3) d. Excluded Airspace (1) As a matter of principle, control zones, restricted areas and danger areas are excluded from low level flying operations for the time of their activation. In this case, entry into these areas is subject to an appropriate clearance by the competent ATC unit/responsible control authority. (2) Protection zones at aerodromes without control zone and the helicopter protection areas Buckeburg 1 and 2 shall not be penetrated by jet aircraft unless appropriate permission has been granted by the competent FIS/ATC unit. The upper limit for protection zones and protection areas is 1500 ft AGL, unless specified otherwise. (3) Within a distance of 1.5 km from their discernible boundaries/circumferences, industrial facilities must, on principle, not be overflown below 2000 ft GND. (4) Consult VISUAL FLIGHT RULES, paragraph 5 entitled Minimum Heights For VFR Flights for other altitude restrictions. (SPEC/MIL ENR 5.2-2) e. Special Restrictions (1) Entering of protection zones and areas with jet aircraft, transport, or special aircraft without prior clearance is prohibited. (2) Bottlenecks shall be passed to the right of an imaginary centerline. (3) Areas which have been activated by NOTAM for parachute descents shall be avoided. (4) In addition, pay attention to ENR 5.2 para 1.3 "Excluded Airspace". (SPEC/MIL ENR 5.2-3) f. Additional Regulations (1) The anticollision light shall be turned on during all low-flying operations. If the anticollision light is turned off due to a special mission or if it is inoperative, the position lights shall be switched to BRIGHT in visibilities of less than 8 km. (2) The altimeter setting for day and night low- flying operations with jet aircraft within and outside the Night Low- Flying System shall be in accordance with the minimum QNH values forecast for the main route to be flown. (3) When performing missions and training flights, helicopters may underfly overhead cables and bridges, provided that the following conditions are met: order. (a) Low level flights by day: - Underflying must be authorized in the flight - The objects to be underflown must be located outside towns and villages and must be explored by the pilot before underflying. - Surface traffic must not be endangered by underflying. A safe distance from roads, railway lines, and inland waterways must be maintained. (b) Low level flights at night: A minimum visual range of 1.5 km must prevail when performing low level flights with vision aids. For the purposes of underflying, the competent organizational area must define the minimum span of the objects to be underflown, the helicopter s minimum flight altitude above ground or water, the maximum speed admitted during the process of underflying as well as the manner in which an object must be explored by the pilot beforehand. (SPEC/MIL ENR ,4)

144 3-76 GERMANY (4) IFF/SIF: During the low level flight, the IFF/SIF equipment shall be set to Mode 1 Code 41 Code 0033 (above 500 ft) or 1600 (below 500 ft). Night low level flights over sea are permitted with operational IFF/SIF equipment on. (SPEC/MIL ENR ) 2. Day Low Flying Operations a. Over the Territory of the Federal Republic of Germany, low level flights over land are permitted in specifically allocated Low Flying areas at the minimum heights detailed below. However, these flights are not permitted over town and built-up areas. Minimum Height Above Ground: Type of Aircraft Jet Aircraft Within Low-flying areas of the Federal Republic of Germany 1000 ft AGL, 500 ft AGL within the framework of the low level flight contingent permitted by BMVg FueSK b. Low-Level Flights Over Sea Within Low-flying areas 250 ft 1000 ft AGL (if activated, 250 ft AGL between initial point and target) 500 ft AGL within the framework of the low level flight contingent permitted by BMVg FueSK, 250 ft AGL following activation by BMVg FueSK and NOTAM/NfL Prop Aircraft 500 ft AGL 500 ft AGL (if activated, 250 ft AGL between initial point and target) Helicopters (1) For low-level flights over the sea within the territorial waters of the Federal Republic of Germany, the following minimum heights apply: Jet Aircraft Prop Aircraft Helicopters depending on Mission requirements depending on Mission requirements 100 ft AGL in case of rough sea and visible horizon with operational radar/radio altimeter. 500 ft AGL in all other cases according to the requirements of the mission according to the requirements of the mission (2) Drilling, extraction and research platforms are to be avoided by a minimum distance of 3 km or overflown at not less than 2000 ft. AGL. Over inhabited islands, jet and prop aircraft have to maintain a minimum height of 1000 ft. AGL during the day low flying operating times, and of 1500 ft. AGL outside that operating time. For helicopters, a minimum height of 500 ft. AGL applies. (3) As a matter of principle, surface vessels have to be avoided by a minimum distance of 1 NM horizontally or 1000 ft (300m) vertically. (4) Navy helicopters with activated on-board radar to display surface contacts may reduce the minimum distance to 0.5 NM. (5) If exercises requires lower minimum distances, these must be determined in advance by the competent organizational area. They have to be stated in the flight order. c. Weather Conditions (1) For day low-level flying, the following minimum values apply: (SPEC/MIL ENR ,5) Aircraft Type Flight visibility Minimum distance from clouds -controlled airspace class C, E and D at and above FL100 jet aircraft prop aircraft helicopters 5 km within control zones; in addition, 5 km ground visibility 5 km within control zones; in addition, 5 km ground visibility 5 km within control zones; in addition, 5 km ground visibility 3. Night Low-Flying Operations a. Low-Flying Routes/Low-Flying Areas/Minimum Heights. (1) Over the territory of the Federal Republic of Germany the following low-level flights over land are permitted: - In the Night Low Flying System for flights with jet aircraft as well as for transport and liaison flights in VMC/IMC at the specifically allocated heights. - In specifically allocated Helicopter flight Coordination Areas (HFCA) and on specifically allocated lowflying routes for helicopter flights at minimum heights according to the mission requirements. b. Night Low-Flying System 1.5 km horizontally 300 m (1000 ft) vertically 1.5 km horizontally 300 m (1000 ft) vertically 1.5 km horizontally 300 m (1000 ft) vertically -uncontrolled airspace class G jet aircraft 5 km 150 m (500 ft) prop aircraft 3 km clear of clouds helicopters 0.8 km clear of clouds (SPEC/MIL ENR , 5) (1) Night low-level flights with jet combat aircraft, transport and liaison aircraft may be conducted within the night low flying system. (2) The night low flying system is situated exclusively in Class E controlled airspace with a lower limit of 1000 ft AGL. (3) Aircraft which have not been allocated a specific route segment shall avoid these night low flying routes, unless the respective route segment is not activated, or the aircraft is under positive radar control by an ATC unit. (4) Activation times of NLFS - Mon to Thu SS exc holidays. OT O/R.

145 GERMANY 3-77 (5) Width of routes - All routes within the Federal Republic of Germany have a width of 5 NM. (SPEC/MIL ENR 3.5-1) c. Weather Conditions (1) Night low-level flights outside the ED-R 150 shall be conducted as follows: (a) in controlled airspace class C, D and E: for jet aircraft, prop aircraft, helicopters, 5 km within control zones in addition 5 km ground visibility, with minimum distance from clouds 1.5 km horizontally, 1000 ft vertically. (b) in uncontrolled airspace class G: for jet aircraft 5km, prop aircraft 3 km, helicopters 0.8 km, clear of clouds and ground visibility. However, the following deviations are permitted: (c) 4. Regulations within the Low-level prop aircraft flights over land: 1. without NVG: flight visibility 8 km 2. with NVG: image intensifier visibility 5 km (d) Low-level helicopter flights over land: 1. without NVG: flight visibility 3 km 2. with NVG: image intensifier visibility 1.5 km (e) Low - Level Flights over sea: - Prop aircraft: flight visibility 5 km. - Helicopters: flight visibility 1.5 km. (SPEC MIL/ENR ,6) a. Day Low Level Flights (1) Low Level Flights over Land (a) Low level flights over land may be conducted - Low Flying Area Federal Republic of Germany - Low Flying Areas 250 ft (b) The boundaries of the low flying areas are depicted in the following chart - Mil AIP Germany, ENR Low Flying Chart Europe - Part Germany (LFC- DEU) - Scale 1:500,000 1:250,000 - Transit Flying Chart (Low Level) TFC(L) - Scale (c) The low flying areas 250 ft are cleared for operational procedures if the Federal Ministry of Defense, air Staff III 4, has granted the appropriate special permission for utilization of these areas. (d) For jet aircraft, the total duration of the low flying period below 1500 ft AGL over land must not exceed 50 min. For portions allocated to low level flights below 1000 ft AGL authorized for special cases by BMVg FUESK I 5, a maximum duration of 20 min within the above-mentioned total duration of 50 min must not be exceeded. (SPEC/MIL ENR ) 5. Special Regulations for Helicopters a. Helicopter Flight Coordination Areas (HFCAs) (1) The Helicopter Flight Coordination Areas have been established for the safe conduct of day low-level flights below 100 ft AGL and night low-level flights below 500 ft AGL, especially if equipped with night vision aids. Any flight at or below these heights has to be coordinated with the unit responsible for the respective HFCA and subject to approval by that unit. Exceptions are flights within the scope of search and rescue and of urgent emergency aid. (2) Requests for modifications with regard to procedures, area changes, establishment and activation/ deactivation have to submitted through channels to Kommando Unterstutzungsverbande Luftwaffe, Gruppe Flugbetrieb in der Bundeswehr (KdoUstgVbdeLw Grp FlBtrbBw). (3) US Army aircrews see HQ USAREUR Helicopter Flight Coordination Area SOP for additional information. (SPEC/MIL ENR ) b. Underflying of Overhead Power Lines and Bridges Underflying of overhead power lines and bridges with helicopters during operational flights, tactical training and practice flights is permitted by way of exception if the following requirements are met: (1) During authorized day low flying operation times. (a) Permission must be given by stating relevant details in the flight order. (b) Visual meteorological conditions must prevail. (c) Objects to be underflown must be located outside towns and built-up areas and must have been reconnoitered on location before they are underflown. (d) Other traffic participants must not be endangered during underflying. Consequently, a sufficient distance must be maintained from roads, railway lines and inland waterways to ensure that other traffic participants are not endangered. (2) During authorized night low flying operating times. (a) Prior to underflying, the respective overhead power line or bridge must have been checked for a safe underflying by reconnoitering at daylight. NOTE: The minimum height above ground required for helicopters when underflying objects, their minimum span, the minimum airspeed for underflying and the way of reconnoitering these objects all have to be determined by the responsible major command/command/comparable activities. (SPEC/MIL ENR ) c. Day Low Flying Procedures (Helicopters) (1) Operational Hours (a) Day low-level flights over land are permitted from Monday to Friday from 30 min. before sunrise (but not before 0700 hrs local time) until 30 min. after sunset (but not later than 1600 hrs

146 3-78 GERMANY local time). (SPEC/MIL ENR ) (b) If it is required, by way of exception, for helicopters to continue flying below 500 ft AGL outside these operating times because weather conditions dictate and this is indispensable for safe completion of the flight, these cases have to be reported after landing by stating: - by telex or fax to FMOD-Airstaff II 4, copy to GAFO-Bundeswehr flight operation division - by to BMVg FUESK I 5 Bundesministerium der Verteidigung, Fuehrung Streitkraft), copy to LufABW 3 I (Luftfahrtamt der Bundeswehr): 1 Unit 2 number and type of helicopters 3 flight time and flight route below 500 ft AGL 4 reason for deviation (c) This message is to be omitted if GAFO MilFltOps, upon authorization by FMOD Air Staff III, has approved in advance a request to exceed the day low flying operating times, and for flights within the scope of search and rescue service and of urgent emergency aid. (2) Operating Heights Flights with helicopters down to a minimum height of 100 ft AGL are permitted within the Military Low Flying Area FRG if any order for low-level flight has been given. The minimum height for helicopters carrying passengers is 100 ft AGL. Exceptions are permitted for exercises/exercise type operations and shall be determined by the responsible commands/major commands. To enhance flight safety, helicopters flying during the military low flying operating times are only permitted to use the height band from 1000 ft to 1500 ft AGL if this is required by the flight order or the meteorological situation. (3) Terrain Following Flights (a) Terrain following flights are permitted for the unit responsible for a HFCA over unpopulated areas within that HFCA. NOTE: Terrain following flights are flights close to the ground during which airspeed and height are adapted to the terrain profile and the natural cover of the ground is used to avoid enemy detection and fire. (b) If terrain following flights are to be conducted within the HFCA of another unit, the following information is to be submitted to the unit responsible for that HFCA not later than 4 hours prior to the flight, and an approval message has to be received prior to descending below 100 ft AGL: - Number and type of helicopters - Area/route intended to be used for terrain following flights. - Time and duration of terrain following flight. (SPEC/MIL ENR ) d. Night Low Flying Procedures (Helicopters) (1) Operating Hours (a) Night low-level flights are permitted from Monday thru Friday 30 minutes after sunset until 2300Z++. This regulation does not apply to holidays and between 23 December 2300Z until 1 January 2300Z. The night low flying system may be activated outside these times in justified individual cases. (SPEC/MIL ENR ) (2) Flights without night vision aids below 500 ft AGL are permitted within the HFCAs on routes within areas reconnoitered in advance (over land or sea) if the following conditions are met: (a) The minimum height over land is 350 ft AGL. (SPEC/MIL ENR ) (b) The minimum height over the sea is 100 ft ASL if required by the mission and if this has been specifically authorized by the competent major command of the armed service or the Abteilung Ausruestung, Informationtechnik und Nutzung in coordination with LufABw 3 I b (Luftfahrtamt der Bundeswehr). sea. turned on. (c) Minimum visibility 3 km over land or 1.5 km over (d) Remaining clear of clouds. (e) Anti-collision and navigation lights principally (f) For formation flying, it is sufficient if at least one helicopter shows the required lighting. (g) The routes may be flown at the same time in one direction only. (h) The routes are not to be used more than twice per week to reduce noise exposure to the population. (i) Vertical separation for underflying of night low flying routes activated for terrain following flights may be reduced to 300 ft. (j) The regulations for HFCAs are to be observed. (SPEC/MIL ENR ) (3) Low level flights with night vision devices (NVD) (a) Flights with NVD are admissible if the type of aircraft is suited for NVD flights according to its airworthiness certification. During every phase of the flight, at least on pilot shall use NVG as primary NVD. (SPEC/MIL ENR ) (b) They can be performed 1 Below 500 ft GND, only on reconnoitered routes/in reconnoitered areas (over land or sea); The regulations for HFCAs must be observed, NOTAM, 2 Over sea, following a previous publication by 3 In control zones, following coordination with the competent air traffic control units. Details are to be laid down in letters of agreement, 4 To/at unknown aerodromes, if adequate arrangements have been made and if the aircrew has been briefed about the local situation and conditions,

147 GERMANY In restricted areas/danger areas, following coordination with the agencies responsible for the utilization of these airspaces. (c) The minimum visibility with night vision aids is 1.5 km and the flight must remain clear of clouds. For flights in controlled airspace (with the exception of control zones according to para e above) the minimum standard visibility values apply. (d) Flight operations at civil aerodromes must be avoided. Other night flying traffic has right of way. (e) Anticollision and position lights shall, on principle, be switched on. 1 For flights with night vision aids below 500 ft AGL, the anticollision and position lights may be switched off or dimmed. 2 For flights over the sea, the anticollision and position lights are not permitted to be switched off or dimmed. (SPEC/MIL ENR ) (4) Night Low-Flying Operating Hours for Helicopter Training with Night Vision Aids from May to August. (a) Night low-flying training flights with night vision aids for armed forces helicopters permanently stationed in Germany are permitted after midnight within the following time frame during a maximum of two nights per week. 1 From Tuesday to Friday in May and August until 0030 hrs local time. 2 From Tuesday to Friday in June and July until 0100 hrs local time. 3 Due to specific operational requirements, two nights per Helicopter Flight Coordination Area (Talon North or South) are permissible for Illesheim AHP (ETIK). (b) After 2300 hrs local time, flight operations are only permitted for landing after night low-flying training (without practice approaches) within the above mentioned times at all helicopter airfields. (c) Hot refueling of helicopters is prohibited after 2300 hrs local time. (d) For every night with flying operations after 2300 hrs local time, all flight operations at the respective airfields have to be terminated on another day within the May to August time frame for compensation: hrs local time 1 either from Monday thru Thursday after or on Friday until 1400 hrs local time. (e) During these compensation-days flights after the above mentioned times are only permissible when required to maintain technical readiness (e.g. functional check flights) or to execute mission-essential tasking by order of at least a Division Commander. (f) The local civil community administrations and the affected population are to be informed annually prior to the first extended night low-flying times utilization by the units performing these operations. Flight operations within the scope of this regulation may begin at the earliest one week after this information has been disseminated. (g) The contents and date of dissemination of this mandatory public information, all flights executed within the scope of this regulation and the resulting compensation days are to be documented and reported to the LufABw 3 I b (Luftfahrtamt der Bundeswehr) with carbon copy, to the Federal Ministry of Defense, and to BMVg FUESK I 5 (Bundesministerium der Verteidigung Fuehrung Streitkraft), no later than 15 September of the respective year. (SPEC/MIL ENR )

148 3-80 GERMANY MILITÄRISCHES LUFTFAHRTHANDBUCH DEUTSCHLAND MILITARY AERONAUTICAL INFORMATION PUBLICATION GERMANY ZENTRUM LUFTOPERATIONEN ENR 6-11 Effective: 04 JAN 2018 AIRAC AMDT 02/17

149 GERMANY Low Flying Operating Times (Jets/Prop). a. Day low-level flights over land are permitted from Monday to Friday from 30 minutes before sunrise (but not before 0700Z++) until 30 minutes after sunset (but not later than 1600Z++). This regulation does not apply to holidays. b. Low-level flights with jet aircraft over the territory of the Federal Republic of Germany are prohibited from 1 May until 31 October between 1130Z++ and 1230Z++. For exercises, this restriction may be suspended by a decision of the BMVg FUESK I 5 (Bundesministerium der Verteidigun Fuehrung Streitkraft). In case of missions to be performed on air-to-ground ranges, this restriction shall apply to flights to and from these ranges only, unless these missions are similarly restricted by the respective local operating procedures. c. Jet aircraft flights in activated low-flying areas 250 ft are permitted from 0800Z++ until 1130Z++ and 1230Z++ until 1600Z++ only. Utilization of the low-flying areas 250 ft has been suspended. Activation is subject to special permission by the BMVg FUESK I 5 (Bundesministerium der Verteidigun Fuehrung Streitkraft). d. Night low-level flights over land are permitted from Monday to Friday from 30 minutes after sunset until 2300Z++. This regulation does not apply to holidays and between 24th December and 1st January (from 23 DEC 2300 until 01 Jan 2300). In justified individual cases, the night low flying system may be also activated outside these times. e. Low-level flights over sea and flights of the Special Air Mission Wing of the Federal Ministry of Defence requested via the responsible secretary of state are not subject to any time limitations. f. The established time reference point for sunrise and sunset is Kassel ( N E). (SPEC/MIL ENR ) 7. Flight Operations on Weekends and Holidays. a. Military flight operations are on principle suspended. (1) On weekends (from FRI until MON ). (2) On legal and regional holidays (for flights within this region) from BHOL until HOL (3) From 23 DEC 2300 until 01 JAN b. Flight operations on weekends, legal and regional holidays and in the time between 24 Dec and 1 Jan are permitted for: (1) Flights of the Special Air Mission Wing, German Federal Ministry of Defense. (2) Search and rescue missions and flights to maintain SAR readiness. (3) Flights during relief operations in case of natural disasters or particularly severe accidents, and urgent emergency aid. (4) Air defense security flights including recovery of the aircraft following completion of the air defense security flight. (5) Flights within the framework of international conflict prevention and crisis management. (6) Federal Armed Forces (Bundeswehr) flights on the basis of an air transport / mission order, as well as flights within the framework of the Treaty on Open Skies, with the exception of low level flights. (7) Flights during authorized air shows according to A- 271/ (8) Flights within the scope of: (a) Exercises, including any deployments required for that purpose, provided that the flights have been authorized or ordered by the responsible major command / command of the Bundeswehr. (b) NATO/EU exercises authorized by BMVg FUESK I 3 (Bundesministerium der Verteidigung Fuehrung Streitkraft). (c) Reconnaissance flights of the Bundeswehr over sea upon directive by the responsible major command. (9) Functional check flights to maintain operational readiness authorized by the responsible major command / command / comparable authorities of the Bundeswehr. (10) Flights with helicopters, transport aircraft, and special aircraft which have been authorized by the competent German Service Command / comparable authorities of the Bundeswehr. (11) Flights with helicopters, transport aircraft, and special aircraft which have been authorized by BMVg (Bundesministerium der Verteidigung), the LufABw (Luftfahrtamt der Bundeswehr), military organizational areas or the BAAINBw (Bundesamt für Ausrüstung, Nutzung und Informationstechnik der Bundeswehr). (12) IFR flights (a) above FL100 within the scope of transit flights. (b) Within the scope of deployments and ferrying; however not to include flights to meet the training and / or flying hour requirements for aircrew members. (c) Flights with jet combat aircraft are subject to authorization and have to be requested as follows: 1. For takeoffs and landings with up to four combat aircraft per day and air base, requests for approval have to be submitted to the responsible major command / command of the Bundeswehr not later than 2 working days before the flight is intended to take place. 2. For takeoffs and landings of more than four combat aircraft per day and air base, requests for approval have to be submitted to the BMVg FUESK (Bundesministerium der Verteidigung, Fuehring Streitkraft) I 5 at least 5 working days before the flight is intended to take place. 3. For short-notice deployments or ferrying outside normal duty hours, the approval has to be obtained from the Air Operations Centre, Air Force Operations Center, Air Force Operations Situation Picture of the responsible major command of the Bundeswehr. Telephone: Telefax:

150 3-82 GERMANY NOTE: If required, the regulations for the conduct of these flights are to be determined by the responsible major command / command / comparable authorities of the Federal Armed Forces (Bundeswehr). The approvals/orders required for flights according to enumeration 7.b. are to be issued in writing. The aforementioned regulations, with the exception of enumeration (7) and (11), are also applicable between 24 December and 1 January (from 23 DEC 2300 until 01 JAN 2300). (SPEC/MIL ENR 1.1-4, 5) 8. Flight operations at military heliports. a. As a general rule, flight operations on weekdays (Monday thru Friday) are not permitted to start before 0700 local and shall end at 2300 local, (2400 during daylight saving time). These hours apply also to ground run up operations. b. Airfield Traffic: Approach and departure procedures, as well as closed traffic shall use routes which avoid flights over residential areas. Closed traffic shall be kept to an absolute minimum. c. Hot Refueling: Refueling operations with helicopter engines running and/or blades turning are permissible only if they are necessary for operational or training reasons. These operations should be performed under conditions which produce the least noise taking into consideration the technical conditions applicable for the helicopter concerned. (USAASD-E/ ) SUPPLEMENTARY AIRPORT INFORMATION 1. Place Names a. HEIDELBERG AHP (ETIE) - Military jet aircraft will avoid flight within 1 NM and 3000 AGL of Heidelberg Hospital, N49 23 E b. WIES - Overflight is strictly prohibited below 1500 AGL for military jet aircraft and 500 AGL for military helicopters and military prop driven aircraft for 1 km around N " E ". Structural damage possible result to historic church (32 NM southeast of Memmingen TACAN). c. WUERZBURG (Leighton Bks.) - Flights are prohibited over the city of Wuerzburg and the "High Rise" complex of Heuchelhof, located south of the east-west autobahn A3, UTM coordinates: NA north-northwest to NA680118, then east to NA695122, then south-southeast to NA708080, then west to NA693075, below 2000 AGL by jet aircraft and 1000 AGL by prop aircraft/helicopters. d. HOHENFELS JMRC TRAINING AREA (EDR137) - Flight operations within EDR137 are restricted to aircrews that have been briefed by JMRC/Base Operations Personnel. Scheduled JMRC rotation crews will receive a rules of engagement (ROE)/Safety/Miles briefing from an aviation observer controller prior to operations at DSN /2867 or civil /2867. All other aircrews must receive a Hazard/Noise Abatement briefing from Base Operations Personnel at DSN /2614 or civil /2614. (USAASD-E/USA ) 2. AIRPORT COORDINATION a. For all take-offs and landings of scheduled charter and cargo flights (including ferry, technical and training flights). (1) At the coordinated airports Frankfurt Main (EDDF), Muenchen (EDDM), Duesseldorf (EDDL), Stuttgart (EDDS), Hamburg (EDDH), Berlin-Tegel (EDDT), Berlin/Schoenefeld (EDDB), and as soon as it has been opened, Berlin-Brandenburg. Airport slots for allocation shall be requested from the Airport Coordinator exclusively, during his office hours. Flights from and to coordinated airports without an allocated Airport slot are prohibited. (2) At the schedules facilitated airports Bremen (EDDW), Dresden (EDDC), Erfurt (EDDE), Hannover (EDDV), Koeln/Bonn (EDDK), Leipzig/Halle (EDDP), Muenster/Osnabrueck (EDDG), Nuernberg (EDDN) and Saarbruecken (EDDR), the Airport Coordinator of the Federal Republic of Germany shall be informed about the arrival and departure times. (3) Contact person and office hours: Airport Coordinator of the Federal Republic of Germany Frankfurt/Main Deutschland/Germany Tel.: +49 (0) Fax: +49 (0) Office hours: Mon-Fri ( ) (4) Formats for the application/notification/return of airport slots: Applications for the coordination of airport slots shall be submitted in the IATA SSIM format exclusively (Standard Schedules Information Manual) in compliance with the regulations of the IATA World Wide Scheduling Guidelines (IATA WSG). Other formats cannot be accepted. (5) Deadlines for the application/notification/return of airport slots: The international deadlines of the IATA and Regulation (EEC) No. 95/93 of the Council 18th January 1993 on common rules for the allocation of slots at community airports (Official Journal L 14 of 22 January 1993, p.1) last amended by Regulation (EC) No. 793/2004 of the European Parliament and of the Council of 21 April 2004 pertaining to the amendment of Regulation (EEC) No. 95/93 of the Council on common rules for the allocation of slots at Community airports (Official Journal L 138 of 30 April 2004, p. 50) shall apply. b. For all IFR takeoffs and landings of general aviation (with the exception of ambulance and helicopter flights) (1) At the coordinated airports Frankfurt Main (EDDF), Muenchen (EDDM), Duesseldorf (EDDL), Stuttgart (EDDS), Hamburg (EDDH), Berlin-Tegel (EDDT), Berlin/Schoenefeld (EDDB), Airport Slots for allocation shall generally be requested from the Airport Coordinator. In addition, Airport slots may be requested from AIS-C for flights with an arrival and or departure time within the following 6 days (144 hours). Together with the allocation of the airport slot, the Airport Coordinator will also allocate the corresponding airport Slot-ID (ASL). This Airport Slot- ID shall be entered in item 18 of the flight plan. Flights from and to coordinated airports without an allocated Slot and without an Airport Slot-ID are prohibited and the flight plan will not be accepted. (2) Formats for the application/return of Airport Slots: Applications for the coordination of Airport Slots shall generally be submitted in the international GCR Format (General Aviation Clearance Request). The format can be found in the IATA SSIM Manual, Appendix K or recalled on the Internet page of the Airport Coordinator In exceptional cases, applications can also be submitted by telephone and telefax. But in these cases too, the following data must be provided when applying for Airport Slots:

151 GERMANY 3-83 (a) day of operation (b) aircraft identification or call sign (item type 7 of the ICAO flight plan) (c) aircraft type (item type 9) (d) departure airport (item type 13) (e) schedule time of departure (STD-airplane taxis from the parking position) (f) destination airport (item type 16) (g) scheduled time of arrival ( STA-airplane taxis onto the parking position. (3) Deadlines for the application/return of Airport Slots for the coordinated airports Frankfurt Main (EDDF), Muenchen (EDDM), Duesseldorf (EDDL), Stuttgart (EDDS), Hamburg (EDDH), Berlin-Tegel (EDDT), Berlin/Schoenefeld (EDDB) and as soon as it has opened Berlin Brandenburg: (a) 1st February of each year is the earliest possible date for the application of Airport Slots for the summer scheduling period and 1st September of each year for the winter scheduling period. Flights planned and/or changed for the first time on the actual day may also be requested from/changed with the Airport Coordinator. (4) At the schedules facilitated airports Bremen (EDDW), Dresden (EDDC), Erfurt (EDDE), Hannover (EDDV), Koeln/Bonn (EDDK), Leipzig/Halle (EDDP), Muenster/Osnabrueck (EDDG), Nuernberg (EDDN) and Saarbruecken (EDDR), the aircraft operating agency and/or operator of an aircraft shall inform the Airport Coordinator of all intended take-offs and landings by filing an ICAO flight plan. These flight plans will be automatically evaluated by the Airport Coordinator and the data transmitted to the airports. (5) Contact and office hours: Airport Coordinator of the Federal Republic of Germany Terminal 2 (FAC II), Bereich E, HBK Nr. 37 D Frankfurt am Main/Germany Tel.: +49 (0) FAX: +49 (0) Office hours: Mon-Fri Z++ ( ) (a) Airport Slots for take-offs from and landings at the coordinated airports Frankfurt/Main (EDDF), Muenchen (EDDM), Duesseldorf (EDDL), Stuttgart (EDDS), Hamburg, Berlin- Tegel (EDDT), Berlin Schoenefeld (EDDB) and as soon as it has opened Berlin Brandenburg may be requested from AISC outside the office hours of the Airport Coordinator: Aeronautical Information Service Center (AIS-C) Tel.: +49 (0) FAX: +49 (0) AFTN: EDDZZPZX (SPEC/CIV GEN 1.2-8/9) Frankfurt Main (EDDF) 1. REDUCED MINIMUM RADAR SEPARATION FOR DIAGONAL STAGGERED APPROACHES. The Minimum RADAR Separation (MRS) at Frankfurt Main Airport will be reduced for Diagonal Staggered Approaches to; 2.5 NM between 20 NM and the Outer Marker and to 2.0 NM between the Outer Marker and touchdown: a. The reduced MRS is used for the parallel runway systems 07C/07R and 25C/25L, provided the following conditions are met: - Preceding and succeeding aircraft are approaching different parallel runways. - Both aircraft are established on the final approach track. - Both aircraft are using precision approach aids between Outer Marker and touchdown. - CAT 1 conditions prevail. b. The application of reduced MRS also requires: - Initial call is restricted to aircraft call sign. - Strict adherence to ATC speed instructions. - Use of Runway 18 for departures in general. (SPEC/AD 2 EDDF 1-31) Muenchen (EDDM) 1. Between Z++ take-offs and landings are not permitted except for: a. Scheduled air services. b. Using Muenchen Airport (EDDM) as an emergency or for provable meteorological, technical or other safety reasons. c. Engaged in disaster assistance or rendering medical service. (SPEC/CIV AD2 EDDM 1.11) Nuernberg (EDDN) 1. Departures proceeding West or Northwest should file the following routings depending on requested altitude or destination: a. Flights requesting FL120-FL200 should file via SID VADRU-L610-HAB-L984-BOMBI-Z75-NODKI-Z b. Flights requesting FL220-FL245 should file via SID VADRU-Z c. Flights requesting FL250+ should file via SID VADRU- UL610-LOHRE-UL984/UL d. Flights with destination EDDK requesting FL120- FL245 should file via SID VADRU-L610-HAB-L984-ASKIK-T840-GULKO STAR. (SPEC/CIV AD2 EDDN NOTAM B0957/06) Ramstein AB (ETAR) 1. VIP (DV) Procedures - All aircraft with VIP (DV) Code 6 and above are required to contact GATEWAY COMMAND POST on UHF or DSN (Comm: ) via 3 hour out message. This message is in addition to the 3 hour out reporting required by AMC. Include ALPHA (Maintenance) status, load information, AE information if on an AIREVAC mission, special request, VIP (DV) Code with any additional PAX and block-time for any VIP (DV) Code 6 and above. The 3 hour out message should be relayed via radio, satellite phone, HF fone patch, L-band or any means available on the aircraft. GATEWAY COMMAND POST will relay VIP (DV) Code information to 86 AW, USAFE and NATO protocol via protocol stand-by cell phones. NLT 30 minutes prior to arrival, aircrew will attempt to update the 3 hour out message and revise the block-time (+/- 3 minutes)

152 3-84 GERMANY with GATEWAY COMMAND POST via UHF. Aircrew will continue to relay the necessary information until GATEWAY COMMAND POST has positively collected all the information necessary for the arrival of the aircraft. GATEWAY COMMAND POST is responsible for relaying the VIP (DV) information to 86 AW Protocol and all VIP (DV) Code 6 and above to USAFE and NATO protocol, per the DV flight log for all aircraft arriving at Ramstein AB. For any AMC DV arrivals that will arrive or park on Ramp 5, GATEWAY COMMAND POST will contact 313 EOSS/AMCC at DSN /21 with the updates. (86 OSS-OSAA/86 OSS-OSAA FIL ) 2. Airfield Restrictions: a. Assault zone landings for base assigned C130s only. b. Hazardous Cargo Aircraft. Unless directed otherwise, all hazardous cargo aircraft will park on Ramp 8. (86 OSS-OSAA/86 OSS-OSAA FIL ) 3. Taxiway Restrictions: a. Taxiway Alpha. Unrestricted. b. Taxiway Bravo. (1) Taxiway Bravo (South): Unrestricted. (2) Taxiway Bravo (North): Closed. c. Taxiway Charlie. Restricted to aircraft with a wingspan of 142 feet or less (e.g. C-32, C-40, C-130, KC-135, etc.). Restriction is based upon obstacle clearance of 121 feet. d. Taxiway Delta. (1) Taxiway Delta (East): Restricted to aircraft with a wingspan of 142 feet or less (e.g., C-32, C-40, C-130, KC-135, etc.). Restriction is based upon obstacle clearance of 121 feet. (2) Taxiway Delta (West): Restricted to aircraft with a wingspan of 170 feet or less (e.g., C-17, C-32, C-40, C-130, KC- 135, etc.). Restriction is based upon obstacle clearance of 135 feet. e. Taxiway Echo. (1) Taxiway Echo (South): Unrestricted. (2) Taxiway Echo (Middle): Unrestricted. (3) Taxiway Echo (North): Unrestricted. (86 OSS-OSAA/86 OSS-OSAA FIL ) f. Taxiway Golf. (1) Taxiway Golf (South): Restricted to aircraft with a wingpsan of 78 feet or less (e.g., A-10, C-12, C-20, C-21, etc.). Restriction is based upon clearance of 68 feet 10 inches. (2) Ramp 7, Through Taxilane (East): Restricted to aircraft with a wingspan of 48 feet or less (e.g., C-21, etc.) when Spot 7-3A is occupied; 77 feet 10 inches or less (e.g., C-12, C-20, C-21, etc.) when Spot 7-3 and/or 7-6 is occupied. (3) Ramp 7, Through Taxilane (West): Restricted to aircraft with a wingpsan of 64 feet or less (e.g., C-12, C-21, etc.) when Spot 7-3 is occupiedand or Spot 7-4 is occupied. (4) Southern Taxi tracks: Restricted to aircraft with a wingspan of 39 feet 6 inches or less (e.g., C-21); Day/VFR operations only due to the absence to taxiway edge lighting. g. Taxiway Golf (Middle): Unrestricted. (1) Taxiway Golf (North): Restricted to aircraft with a wingspan of 224 feet 3 inches or less (e.g., C-5, E-4, VC-25, B- 747/200/300/400, B-757, B-767, B-777, etc.). Restriction based upon obstacle clearance of 162 feet 6 inches. h. Taxiway Kilo. Unrestricted. i. Taxiway Lima. Unrestricted. (86 OSS-OSAA/86 OSS-OSAA FIL ) j. Ramp 1, Spots 12 and 19 closed to aircraft parking; spots remain open for taxi thru operations. (86 OSS-OSAA/86 OSS-OSAA FIL ) k. Twy Foxtrot. Restricted to aircraft with a wingspan of 222 feet 9 inches or less (e.g., C-5, E-4, VC-25, B-747, B-767, B-777, etc.). Restriction is based upon obstacle clearance of 161 feet 5 inches. (86 OSS-OSAA/86 OSS-OSAA FIL ) 4. Assigned radio frequencies and designated operational range: Current Frequency Authorized Use Max Range/Altitude. a. M GND Control 5 NM/0 b. M VFR Control 25 NM/4000 ft c. M IFR Control 50 NM/25,000 ft d. M IFR Control 50 NM/30,000 ft e. M IFR Control 50 NM/30,000 ft f. M ATIS 150 NM/50,000 ft g. M GND Control 5 NM/0 h. M PTD 25 NM/6000 ft i. M IFR Control 50 NM/24,000 ft j. M VFR Control 25 NM/4000 ft k. M RADAR Approach 50 NM/24,000 ft\ l. M RADAR Approach 50 NM/24,000 ft m. M RADAR Approach 50 NM/24,000 ft n. M ATIS 100 NM/10,000 ft o. M RADAR Approach 50 NM/24,000 ft p. M RADAR Approach 50 NM/24,000 ft (86 OSS-OSAA/86 OSS-OSAA FIL ) 5. Laser Beam Emissions - Caution: Laser beam emissions reported in the vicinity of Ramstein Air Base. Aircrews should avoid looking directly at the laser source to prevent vision impairment. Attempt to record aircraft latitude/longitude, laser color, duration, and any other pertinent information for point of origin determination. Immediately report any suspected incidents to ATC. (86 OSS-OSAA/86 OSS-OSAA FIL )

153 6. Aircraft arriving should employ the same noise abatement procedures as specified for the Federal Republic of Germany. The following dates are German holidays: 1 Jan, 1 May, 25 May, 4 Jun, 5 Jun, 15 Jun, 3 Oct, 31 Oct, 1 Nov, 13 Nov, 25 Dec, 26 Dec, 13 Apr 2018, 15 Apr 2018, 16 Apr (86 OSS-OSAA/86 OSS-OSAA FIL ) 7. Aircrews are encouraged to file outbound flight plan the day prior to ETD, deviations to ETD and route of flight may result in flow control delays. 8. COMSEC storage available at 86 AW Command Post. (86 OSS-OSAA/86 OSS-OSAA FIL ) 9. GCA closed on all U.S. Federal Holidays and USAFE Family Days. The following dates are the U.S. Federal Holidays and USAFE family days: 18 Jan 16, 15 Feb 16, 08 Apr 16, 30 May 16, 17 Jun 16, 04 Jul 16, 5 Jul 16, 05 Sept 16. (86 OSS-OSAA/86 OSS-OSAA FIL ) 10. Non-3 AF KC-135s transiting Ramstein AB require prior approval from AMCC operations before obtaining a PPR from 86 OSS Base Ops until further notice. Reference the Giant Report for contact information. (86 OSS-OSAA/86 OSS-OSAA FIL ) Spangdahlem AB (ETAD) 1. BIRD AND WILDLIFE HAZARDS - a. CAUTION: Numerous birds, foxes, and rabbits in the vicinity of the airfield throughout the year. Spangdahlem AB (ETAD) is located in the Eifel region of Germany near several waterways including Kyll River (5 miles SW) and Mosel River (20 miles S), as well as Lake Echternach, Luxembourg (30 miles SW). The Kyll River valley, a major nesting area for ducks, bounds the base to the southwest. The remaining sides consist of privately owned farmland and the Wittlich forest. The forest and farmlands are major attractions for various birds during the growing season between March and November. Phase II is in effect from Mar-Apr and Sep-Oct due to migratory bird activity. Expect increased activity during the Phase II periods. (1) BIRD WATCH CONDITION LOW Normal bird/wildlife activity with a low probability of a hazard to flight operations. No restrictions. (2) BIRD WATCH CONDITION MODERATE Increased activity in locations that represent a probable hazard to flight operations. This condition requires increased vigilance by all agencies and supervisors. Pilots will use caution and perform single ship takeoffs/landings. Pilots will limit initial to 2-ship maximum, and execute full stop landings unless an emergency situation dictates or otherwise directed by the Supervisor of Flying. Restrictions apply to 52 FW pilots only. All other aircrews must follow MAJCOM/service specific guidance regarding BWC MODERATE. (3) BIRD WATCH CONDITION SEVERE - High bird activity on or immediately above the active runway or other location presents a high strike potential. Do not conduct flight operations except in an emergency without OG/CC approval. Arriving aircraft should either hold awaiting a lower BWC or divert. If operations are deemed necessary, the restrictions listed under BWC MODERATE apply. Restrictions apply to 52 FW pilots only. All other aircrews must follow MAJCOM/service specific guidance regarding BWC SEVERE. (52 OSS-OSAM/52 OSS-OSAM FIL ) LANDING FEES - GERMANY Aircrews landing at German civil airports will be required to verify the landing on a form presented by airport authorities or on an Air Force Form 15 or other receipt/delivery form. If an Air Force Form 15 is used, three copies will be given to the airport authorities. US Army aircrews will use standard Form 44, AVCARD or the appropriate form/airport service ticket (in lieu of Form 44) requested by airport authorities. They will not pay cash fees to airport officials. (USAASD-E/USA ) 2. The following airports have airport tariffs associated with them. US military aircrews are cautioned to check with airport authorities for associated airport tariffs (e.g. landing fees, approach charges, parking fees, etc.) Berlin/Schoenefeld (EDDB), Berlin-Tegel (EDDT), Bremen (EDDW), Dresden (EDDC), Duesseldorf (EDDL), Erfurt-Weimar (EDDE), Frankfurt Main (EDDF), Hamburg (EDDH), Hannover (EDDV), Koeln/Bonn (EDDK), Leipzig/Halle (EDDP), Muenchen (EDDM), Muenster/Osnabrueck (EDDG), Nuernberg (EDDN), Saarbruecken (EDDR), and Stuttgart (EDDS). (SPEC/CIV GEN 4.1-1) FLIGHT HAZARDS ELECTRONIC WARFARE RANGE INFORMATION - POLYGONE ELECTRONICS WARFARE RANGE For Site Advisory Traffic, contact COMMANDO on Back up frequency is (USAFE-DOTW/AFFSA HIGH INTENSITY RADIO TRANSMITTER AREAS - 1. In order to protect military aircraft whose functionality might be impaired by electromagnetic radiation, these aircraft may not enter high radiation intensity areas. 2. High Intensity Radio Transmission Areas (HIRTAs) are protection zones established around high radiation intensity areas. Horizontally, these HIRTAs are defined horizontally by means of a specific radius (NM) around a reference coordinate and vertically by means of feet above ground and sea level. (SPEC/MIL ENR 5.1-1) HIGH MIDAIR COLLISION POTENTIAL AREA - 1. The airspace area around Ramstein AB from 3000 to 5000 MSL. The high potential area is bounded by N49 26 E08 12, N E07 00, N49 33 E07 00, N49 41 E All aircrews operating in this area should be extremely vigilant. (USAFE DO/AFFSA) 2. Numerous uncontrolled, non-transponder equipped general aviation and glider traffic in vicinity of Ramstein Class E airspace. Pilots should exercise increased vigilance in vicinity of IAF s FRANK and MAPIG. (USAF DO/AFFSA) OVER FLIGHT OF NUCLEAR REACTORS AND HIGH RISK INDUSTRIAL PLANTS - Overflight of nuclear reactors should be avoided. They shall not be overflown by military aircraft below 2000 AGL within a radius of.8 NM around the reactor building. (SPEC/MIL ENR 5.1-9)

154 3-86 GERMANY ENROUTE 7. MILITARY AIRCRAFT ENTRY REQUIREMENTS FLIGHTS IN BORDER AREAS - Flights in area bordering on Austria, Switzerland, and Poland. 1. Jet and propeller aircraft - To avoid violations of the borders of Austria and Switzerland by military aircraft, the off-border line shall not be overflown, as a matter of principle, by jet and propeller aircraft at any altitude to the south. 2. Exceptions: a. Security Flights, if performed under continuous radar control. b. Coordinated reaction flights for air defence above the low-flying band. c. IFR flight conducted on ATS routes or Upper ATS routes and the performance of published instrument approach and departure procedures. d. Calibration flights up to a minimum distance of 1 NM to the border. e. Forward Air Controller missions if the following conditions are met: border. (1) Maintaining of a minimum distance of 2 NM to the (2) Flight visibility: 8 km. (3) The initial point shall be north of the off- border line. (4) The mission shall not be accomplished if radio communications between the forward air controllers and the aircraft fails at the initial point. (5) The mission is ordered by the ICAOC responsible for the respective unit after coordination with GAF Command. (6) Prior to the mission, the Federal Armed Forces Air Force Office Flight Operations Division shall be informed by GAF Command on the daily mission planning. f. Flights to the Friedrichshafen Airport (EDNY): For the purpose of landing only, in justified individual cases only. 3. Propeller aircraft - The Bundeswehr Command may issue exceptional regulations for propeller aircraft. However, these exceptions shall be limited to a degree indispensable for operational and training tasks. Exceptions shall be directed in writing. The LufABBw 3 I shall be informed in each case. 4. Helicopters - Helicopters shall maintain a minimum distance of 1 NM to the border. Exceptions; SAR mission, flights directed by the Command. Flights at a distance of less than 1 NM from the border shall be conducted in accordance with regulations issued by the competent Command s in their own responsibility. 5. Flights under diplomatic clearance - Flights under diplomatic clearance for the purpose of entering the territory of Austria or Switzerland are exempt from the above mentioned restrictions. (SPEC/MIL ENR 5.1-8, 9) 6. VFR Flights with Helicopters and Prop Aircraft will maintain a minimum distance of 1NM to the German-Polish border. (USAASD-E/USA ) a. Foreign military aircraft need a permit (military diplomatic clearance) to enter (land in) or to overfly the Federal Republic of Germany. (1) Permits may be granted as: (a) Individual permits, valid for one or several days (Military Diplomatic Clearance, MDC) or: (b) Permanent permits, valid for one year (Military Diplomatic Clearance Permanent, MDC/PER). b. Military diplomatic clearances shall be obtained from BMVg SE I 4 via the respective embassy (Military Attache). c. Requests for individual or permanent permits must be received by BMVg SE I 4 no later than 5 working days before the intended flight. d. To transport dangerous goods with military aircraft, an individual permit shall, on principle, be obtained. The requests shall be submitted to BMVg SE I 4 no later than 15 working days prior to the intended date. NOTE: The "Regulations for the Transportation of Dangerous Goods by Military Aircraft" have been published in GM MIL AIP, GEN 1.4. (SPEC/MIL GEN 1.2-1) AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Germany's conditional routes: L23, L173, L604, L610, L619, L620, M44, M150, M602, M725, M736, M852, M864, N33, N125, N746, N850, N873, P12, P66, P605, P615, P729, P992, P999, Q230, Q280, Q282, Q760, Q762, Q763, Q800, T107, T127, T161, T204, T208, T280, T298, T299, T428, T463, T503, T504, T808, T809, T810, T844, T847, T892, T893, T904, T905, Y100, Y103, Y109, Y110, Y173, Y326, Y710, Y740, Y850, Y852, Z1, Z12, Z14, Z21, Z76, Z111, Z130, Z131, Z400, Z441, Z493, Z656, Z714, Z717, Z729, Z744, Z818, Z998, UL23, UL607, UL608, UL619, UL620, UM44, UM150, UM164, UM170, UM602, UM738, UM852, UN33, UN125, UN869, UP12, UP615, UP992, UQ162, UQ163, UQ305, UQ309, UQ310, UQ314, UQ316, UQ320, UQ341, UQ863, UZ111, UZ158, UZ210, UZ315, UZ380, UZ612, UZ700, UZ701, UZ703, UZ707, UZ708, UZ709,UZ710, UZ726. TACAN ROUTES - 1. TR9 - TR9 shall be used for northwestbound flights only. Adherence to direction does not apply to flights bound for Ingolstadt/Manching (ETSI) or Neuburg (ETSN), and/or to flights continuing to proceed from these locations according to VFR. (SPEC/MIL ENR )

155 TERMINAL (6) ILS Cat II Operations: GERMANY 3-87 NOISE ABATEMENT PROCEDURES - 1. Ramstein AB (ETAR): a. RUNWAY selection program in use to favor Runway 26/27, 5 Kt tailwind component will not be exceeded. b. VISUAL APPROACHES - All aircraft flying visual approaches should avoid overflight of cities and villages unless operationally necessary. Aircraft flying a visual approach to Runway 26/27 from the East are requested to fly a ground track that follows Autobahn 6 North of Kaiserslautern City (RMS/085007). Helicopters see DoD FLIP TERM VFR ARR/DEP ROUTES EUROPE. c. ILS ARRIVAL PROCEDURES - Aircraft arriving should employ the same noise abatement procedures as specified for the Federal Republic of Germany. In lieu of the Outer Marker, use the final approach fix for establishing landing configuration. Formation flights and fighters are exempt. d. MINIMIZE REVERSE THRUST - Aircraft landing are requested to limit the use of reverse thrust to the maximum extent possible consistent with safety of flight. Tactical landing training is exempt. e. LOW VISIBILITY PROCEDURES (LVP): (1) Low Visibility Procedures refer to specific procedures applied at Ramstein AB to support ILS Category I/II/IIIA operations for runways 08, 09, 26 and 27. (2) No aircraft, vehicles or personnel shall be allowed in, or be allowed to enter into the ILS critical area when an ILS approach is in progress. (3) All aircraft, vehicles and personnel will stop at the appropriate ILS Category Instrument hold lines and contact tower for permission to enter the Controlled Movement Area (CMA)/runways. (4) When operating in CAT II/III, certain outages to airfield lighting systems may result in a downgrade to the ILS Category IAW BesAnMilFS In such instances, Airfield Management will publish a NOTAM informing aircrews and will ring out the secondary crash net informing base agencies of the downgrade to available service. (5) ILS Cat I Operations: (a) ILS Category I operations are in effect as long as the reported ceiling is not lower than 200 and the visibility is not less than 800M and the RVR IS NOT LESS THAN 800M. (b) All aircraft, vehicles and personnel shall be out of the CAT I ILS critical area prior to an approaching aircraft, executing an ILS approach, reaching 2 NM from the landing threshold. (c) NOTE: ILS CAT I critical areas are always protected. CAT I holds lines are co-located with the VFR hold lines at Ramstein AB. (d) Ramstein tower shall broadcast a message on all available frequencies including the Digital Operations Net stating CAT II/IIIA instrument hold procedures in effect. (a) ILS Category II operations are in effect when the ceiling is less than 200, but not lower than 100, and/or the visibility is less than 800M but lower than 370M. (b) The Runway 26 sequenced flashing lights (SFL s) and precision approach path indicator lights (PAPI s) are available upon request. (c) IAW BesAnMilFS 2-100, a stop bar that is switched on shall not be crossed. If a stop bar that shall be crossed following a clearance is not switched off, the pilot has to stop and notify ATC. (d) Twy Alpha, Twy Echo, Twy Foxtrot, Twy Golf btn Rwy 08/26 and Ramp 5, and Twy Kilo are CAT II/III capable. (7) ILS CAT IIIA Operations: (a) ILS CAT IIIA operations are in effect when the ceiling is less than 100 and/or the reported RVR is less than 370M but not lower than 200M. (b) Low Visibility RAMP/APRON Operations. (c) Low Visibility RAMP/APRON operations are defined as operations conducted on the airfield where the RVR is at or below 400M. When the RVR is less than 200M only aircraft arrivals will be allowed. (d) Twy Alpha, Twy Echo, Twy Foxtrot, Twy Golf btn Rwy 08/26 and Ramp 5, and Twy Kilo are CAT II/III capable. (86 OSS/OSAM FIL ) f. IFR DEPARTURES - TOLEY 2 DEPARTURE is the preferred departure procedure for aircraft departing Runway 26. Strict adherence to Air Traffic Control directed departure procedures is required due to Noise Abatement issues. g. VFR DEPARTURES - All fighters must climb to 4,000 MSL or higher and follow prescribed departure paths for noise abatement purposes. Helicopters see DoD FLIP TERM VFR ARR/DEP ROUTES EUROPE. (USAFE/USAFE FIL ) 2. Spangdahlem AB (ETAD) a. Arrival/Departure Procedures (1) Transient aircraft are encouraged to make approaches from IAP only. Airspeeds must be in conconance with noise abatement and safety considerations (350K or below). Approaches to the runway within 5 NM must be on runway centerline. (2) Aircraft will avoid overflying towns below 3700 MSL as much as possible, within the airport CTA and vicinity. (3) VFR DEPARTURE JET AIRCRAFT: Flight departing south on Runway 23 will, when safely airborne, but not earlier than midfield, turn left to 210 to avoid the town of Beilingen. Abeam the departure end, turn left on course avoiding direct overflight of all towns. Flights departing north on Runway 23 will, when safely airborne, but not earlier than midfield, turn to 280 avoiding the towns of Beilingen, Speicher, Bitburg, and Bitburg Airfield. Abeam the departure end, turn right on course avoiding direct overflight of all towns. Flights departing on Runway 05 will climb straight ahead until above 3700 MSL. All flight members

156 3-88 GERMANY will avoid direct overflight of all towns in the local area and will expedite climb to be above 3700 MSL as soon as possible. (4) Arriving aircraft (overhead traffic pattern) will be instructed to avoid overflying all towns in the vicinity of the airport. VFR aircraft descending below traffic pattern altitude must do so with intent to land. (5) Overflying the town of Spangdahlem and US housing area below 3000 MSL is prohibited. (52 OSS-OSAM/52 OSS-OSAM FIL ) b. Taxi and Ramp Procedures (1) Helicopters and non-based aircraft with a wing span of 54 feet or larger are not permitted to use the portion of Taxiway A through the aircraft parking area due to insufficient wing/rotor clearance. Aircraft with a wingspan smaller than 125, to include helicopters, may taxi across Alpha Taxi Track between ramps 3 and 4. (2) Aircraft with a wingspan greater than 135 feet are restricted to the east side of runway. (3) Only 52FW aircraft are approved to taxi on Taxiway Papa when aircraft operations are in progress on the Bravo or Delta Arm/de-arm pads, due to wing tip restrictions. (52 OSS-OSAM/52 OSS-OSAM FIL ) TERMINAL AREA PROCEDURES - Wiesbaden AAF (ETOU). IFR flights to ETOU area airports see FIH, Section A for supplementary arrival procedures. (USAASD-E/USA ) AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS - See Chapter 2, Section B, AERIAL REFUELING TRACKS/ANCHOR AREAS for Chart. TRACK ARIP ANCHOR PATTERN GERMANY REFUELING ALTITUDES ATC CONTROL Refueling area or orbit requests are coordinated by the National Air Policing Center Germany - Flight Operations - C ++49 (0) /3235, Fax ++49 (0) Written request will be submitted no later than 0900Z++ the day prior to operations, or the Friday before weekend or Monday operations. Submissions should include the following: ED-R or ED-D area; date and time (30min cycles); altitudes; number and type aircraft; type of activity; agency and point of contact. Confirmation of airspace reservation should be received by 1400Z++ the day prior. German Tactical Air Command and Control Service (Call sign: Sunrise in East; Sweetapple in South; Loneship in North and West) frequency for all areas is ANGIE NOT DEFINED TGO 260/36 TGO 268/49 N N E E TGO 243/66 TGO 232/57 N N E E FL200/FL230 BASE LEVEL FL210 LANGEN RADAR REMARKS:For large scale NATO exercises use only. Rendezvous Point: TGO 242/46 N E PATTERN: left hand, mag course: 018/198, leg length 30NM, leg separation 14NM. GINI NOT DEFINED WUN 303/46 WUN 305/60 N N E E WUN 277/73 WUN 270/62 N N E E FL270/FL300 BASE LEVEL FL290 LIPPE RADAR REMARKS:PATTERN: left hand, mag course: 042/222, leg length 34NM, leg separation 14NM. GRETCHEN NOT DEFINED LCH 247/21 LCH 287/08 N N E E LCH 313/37 LCH 290/42 N N E E FL270/FL300 BASE LEVEL FL290 MUNCHEN RADAR REMARKS:PATTERN: left hand, mag course: 139/319, leg length 30NM, leg separation 16NM. GRETCHEN LOW NOT DEFINED LCH 309/13 LCH 316/22 N N E E LCH 265/44 LCH 252/40 N N E E FL110/FL150 BASE LEVEL FL130 MUNCHEN RADAR REMARKS:PATTERN: left hand, mag course: 055/235, leg length 35NM, leg separation 10NM.

157 TRACK ARIP ANCHOR PATTERN REFUELING ALTITUDES GERMANY 3-89 ATC CONTROL JANIN (MVPA) NOT DEFINED LAG 062/24 LAG 020/16 N N E E LAG 192/34 LAG 168/38 N N E E FL100/FL350 BASE LEVEL: NONE BREMEN RADAR RHIEN RADAR REMARKS: Used on in conjunction with ED-R401 (VPA) and booking BASIC 1. Reserved MVPA Modules BASIC 1A - BASIC 1E, left hand racetrack pattern, magnetic course 015/195 degrees, leg length 50NM, leg separation 16NM, initial point and exit points not defined. Rendezvous control: Bremen Radar ( ). Assigned TACCS unit (as assigned). Air refueling freq. as assigned. JOJO NOT DEFINED GIX 012/41 GIX 025/47 N ' N ' E ' E ' GIX 055/18 GIX 064/30 N ' N ' E ' E ' FL270/FL300 BASE LEVEL FL290 LIPPE RADAR REMARKS:PATTERN: left hand, mag course: 348/168, leg length 30NM, leg separation 12NM. KIM LONG NORTH: SWG SOUTH: IBAGU NDO 060/43 NDO 038/38 N N E E NDO 209/74 NDO 197/77 N N E E FL270/FL300 BASE LEVEL FL290 LIPPE RADAR REMARKS:KIM LONG ANCHOR only for refueling of NATO-E3A/D acft. PATTERN: left hand, mag course: 032/212, leg length 112NM, leg separation 16NM. KIM SHORT NORTH: SWG SOUTH: WSR NDO 060/43 NDO 038/38 N N E E NDO 192/13 NDO 152/24 N N E E FL270/FL300 BASE LEVEL FL290 LIPPE RADAR REMARKS:KIM SHORT ANCHOR only for refueling of NATO-E3A/D acft (exercises accepted). PATTERN: left hand, mag course: 032/212, leg length 50NM, leg separation 16NM. NORTHSEA NOT DEFINED NDO 322/74 NDO 317/88 N N E E NDO 297/79 NDO 298/64 N N E E FL200/FL230 BASE LEVEL FL210 BREMEN RADAR REMARKS:Rendezvous Point: NDO 307/82 N E PATTERN: left hand, mag course: 019/199, leg length 30NM, leg separation 15NM. ROSY SOUTH: IBAGU WUN 305/50 WUN 301/64 N N E E WUN 274/65 WUN 271/51 N N E E FL090/FL230 BASE LEVEL: ATC ASSIGNED BREMEN RADAR REMARKS:PATTERN: left hand, mag course: 019/199, leg length 30NM, leg separation 14NM. SAXON NOT DEFINED HOZ 196/50 HOZ 207/48 N N E E HOZ 209/72 HOZ 201/74 N N E E FL140/FL190 BASE LEVEL FL160 MUNCHEN RADAR REMARKS:Rendezvous Point: HOZ 208/60 N E PATTERN: left hand, mag course: 032/212, leg length 25NM, leg separation 10NM.

158 3-90 GERMANY TRACK ARIP ANCHOR PATTERN TINA (MVPA) NOT DEFINED LAG 095/45 LAG 091/31 N N E E LAG 146/42 LAG 135/53 N N E E REFUELING ALTITUDES FL100/FL350 BASE LEVEL: NONE ATC CONTROL BREMEN RADAR REMARKS:Used on in conjunction with ED-R401 VPA-MVPA (Military Variable Profile Area) and booking BASIC 2. Reserved MVPA Modules BASIC 2A - BASIC 2E, left hand racetrack pattern, magnetic course 013/193 degrees, leg length 35NM, leg separation 14NM, initial point and exit points not defined. Rendezvous control: Bremen Radar ( ). Assigned TACCS unit (as assigned). Air refueling freq. as assigned. UTE NOT DEFINED RMS 135/25 RMS 111/21 N N E E RMS 273/23 RMS 251/27 N N E E FL130/FL230 BASE LEVEL FL150 LANGEN RADAR REMARKS:PATTERN: right hand, mag course: 102/282, leg length 44NM, leg separation 10NM. VIRGIN NOT DEFINED RMS 118/14 RMS 056/20 N N E E RMS 312/30 RMS 276/27 N N E E FL260/UNL BASE LEVEL FL280 RHEIN RADAR REMARKS:PATTERN: left hand, mag course: 103/283, leg length 40NM, leg separation 18NM. TELEPHONE CONTACTS THE APPROPRIATE OFFICES SHOULD BE CONTACTED BY USAF MILITARY USERS TO RESERVE AIR REFUELING TRACKS OR ANCHOR AREAS IN THE FOLLOWING COUNTRIES: GERMANY: German Air Force Tactical Command North (GAFTAC N), DSN Commercial: (49) , Commercial FAX: same as above. For immediate requests outside normal duty hours (CET) contact: Approved Agency South (TACREG 2) - Commercial: (49) /4/5/6/7, Fax: (49) NOTE: For information concerning Altitudes Reservations, contact the European Central Altitude Reservation Facility (EUCARF) via DSN (314) (Fax: 9855) or Commercial: (49) /7839 (Fax: 9855). Requesting agencies may also contact EUCARF for assistance with reservations in established/permanent refueling tracks in Germany. (USAFE A3C-A3CA-EUCARF/ USAFE A3C-A3CA-EUCARF FIL ) NOTE: In areas designated as permanently available for Air-to-Air Refueling (AARA), the amount of warning concerning refueling operations can be so minimal as to preclude notification by normal methods. However, the units listed under ATC control column will be able to advise pilots on activity status in appropriate (AARAs). Where Air-to-Air Refueling Areas conflict with Airways, Advisory Routes or Upper Air Routes, civil/military coordination procedures are applied to minimize disruption to the plan flight profiles or the aircraft concerned. (AFFSA/XOIA FIL 96-99) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. GERMANY - The main migration periods are between 20 February and 10 May and between 1 September and 15 November. In mild winters spring migration may start as early as the end of January. The highest intensities are reached in March. Long distance migrants from Africa cross central Europe in April/May. During the summer, numerous ducks gather in the Heligoland Bight and on inland waters for moulting. There are intermediate movements of small birds in June and July. The first long-distance migrants leave Central Europe at the end of August. The highest intensities are usually in August; but when weather is mild, may be delayed til November. In spring bird migration would be favored by a southwesterly wind and advection of warm air, in autumn by a highpressure influence. In the face of prevailing headwinds the migration altitude frequently decreases below 500 AGL. There are about 26 bird strike high risk days. Ramstein AB (ETAR) 1. CAUTION: Numerous birds, deer, foxes, and rabbits on and in the vicinity of the airfield throughout the year. Bird activity phase II and main bird migration periods are May thru October. Bird activity Phase I can be expected during the months November thru April. During the summer, numerous ducks gather on inland waters for molting. Also, there are immediate movements of small birds in June and July. In the face of prevailing headwinds, the bird migration altitude frequently decreases below 500 AGL. Bird Watch Condition Codes are: a. LOW - Bird activity on and around the airfield representing low potential for strikes. Bird activity is just a few

159 GERMANY 3-91 scattered small species around the field perimeter. There are no restrictions during this condition. b. MODERATE - Bird activity near the active runway or other specific location representing increased potential for strikes. Any number of soaring birds of prey near the airfield, flocks of medium size (less than 10) or small (less than 20) birds consistently passing over the field. BWC MODERATE requires increased vigilance by all agencies and supervisors and caution by aircrews. Local training flights must be approved by the 86 OG/CC or designated representative. c. SEVERE - Bird activity on or immediately above, the active runway or other specific location representing high potential for strikes. Any number of large soaring birds over the runways or in the runway arrival/departure flight path. Congregations of medium (more than 10) or small (more than 20) birds loitering on or over the airfield. Supervisors and aircrews must thoroughly evaluate mission need before conducting operations in areas under condition SEVERE. Flight operations shall not be conducted except in an emergency and will be at the discretion of the pilotin-command. All other arrivals and departures will be delayed until the bird condition is reduced or approved by appropriate waiver authority, 86 OG/CC. 2. Bird activities up to 5000 MSL at Potzberg Hill Wildlife Resort (6.5 NM NW RMS) from April thru October. Crews should plan to avoid area (N E ) by at least 0.5 NM. 3. Bird activities due to large areas of standing water caused by construction projects. One large pond between Rwy s and west of Twy Echo near center of airfield. Second large pond between Rwy s and west of Twy Golf near Twy Kilo. At times large numbers of birds gather around these ponds and can include large and medium sized waterfowl. Exercise extreme caution when operating near these areas. Contact TWR or report bird activity on the airfield and vicinity. (86 OSS/OSAM/86 OSS/OSAM FIL ) ADDITIONAL INFORMATION RADAR ASSISTED FLIGHT INFORMATION SERVICES - 1. For the purpose of increasing safety in the airspace, a Radar Assisted Flight Information Service (RAFIS) will be provided for military flights according to Visual Flight Rules (OAT VFR Flights). This service will be performed by the ATC unit of the DFS responsible for the respective Flight Information Region, by local military approach control units within their area of responsibility or remote military units. 2. On request, RAFIS will assist OAT-VFR flights requiring a special operational assistance by radar; in particular, RAFIS is intended to facilitate the change from VFR flight to IFR flight and the transits through classes C and D airspace for flights according to Visual Flight Rules. 3. In addition to providing general flight information service, RAFIS has the following tasks: a. Radar traffic information is given to identified flights conducted according to Visual Flight Rules if the closure if an unidentified aircraft might result in a collision hazard. b. Recommended traffic avoidance if required by the situation and if the pilot has no visual contact with reported traffic. c. Navigational assistance if pilot requests comprising: (1) position information (2) flight path tracking (3) magnetic headings 4. Upon request by the pilot, RAFIS coordinates the transit through airspace C/D. For this purpose, an ATC clearance for entry into airspace C/D has to be obtained from the ATC unit's ground controller responsible for the airspace and transmitted to the pilot. The ATC unit responsible for issuing the ATC clearance for entry into airspace C/D determines whether frequency is necessary or not. 5. Detailed information on responsibilities within the FIRs and on calling frequencies are contained in the MIL AIP, ENR 6-10 and in the GEMIL FLIP MAP, Chapter 5 "Contact points for the change from VFR flights to IFR flights". 6. Military VFR flights using RAFIS will be identified. The ATC unit will direct the pilot to switch to mode 3/A, code XXX7, and mode C. 7. The provision of ATC service has priority over the provision of RAFIS. If RAFIS cannot be provided by the ATC unit, the pilot will be notified accordingly and, if possible, given an alternative recommendation. (SPEC/MIL GEN 3.3-3,4) 8. RAFIS mandatory Area within the Bremen FIR. In areas with high air traffic density, RAFIS Mandatory Areas have been established in order to ensure the safe conduct of air traffic and for the special support of military OAT VFR flights. In such areas, military aircraft have to use RAFIS for these flights. Vertical and lateral limits are defined as follows: Airspace east of radial 360/180 Tegel DVOR-DME (TGL, CH70x, MHz) between N53 and N52 from 1000 ft AGL to FL RAFIS Mandatory Area within the Langen FIR - To improve flight safety for POLYGONE operation in regard to IFR traffic in Zweibruecken a RAFIS Mandatory Area POLYGON INFORMATION is established within the lateral limits of: N E to N E to N E to N E then along the French-German border to N E to N E except Airspace D of Saarbrucken (EDDR) and Ramstein (ETAR), from GND to 5000 ft MSL. Times of activation: Mon-Thu Z++ and Fri Z++, except on legal holidays. Military VFR traffic except VFR arrival/departures to/from Ramstein have to contact POLYGONE INFORMATION 2 Minutes prior to entering RAFIS mandatory area. (SPEC/MIL ENR 2.2-1) a. An area with flight restrictions ( Area Zweibrucken ) has been established in the confines of Zweibrucken CTR (EDRZ), (Airspace D) for the conduct of military training missions. Area Dimensions: N E N E N E N E N E along the German-French border to N E from the GND to 3100 ft MSL. b. Sector Pirmasens is excluded from flight restrictions. Rules and regulations for Airspace D remain in that sector. When Zweibrucken CTR is active. Area Dimensions: N E N E N E N E N E N E from the GND to 2700 ft MSL.

160 3-92 GHANA c. During activation of Area Zweibrucken permission for entry or transit will in principal only be issued to military aircraft by the responsible unit. Weather minima of the surrounding Airspace G or E are to be applied. Information about the status of the area and the conditions for entry or transit can be obtained at POLYGONE INFORMATION, Langen RADAR or Zweibrucken Twr (EDRZ). Exception: Use of Night Low Flying System FRG. (SPEC/MIL ENR 2.2-1) GHANA NATIONAL PROCEDURES ALTIMETER SETTING PROCEDURES - Standard. (SPEC/RAC 2-1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard except: All flights must make position reports to Athinai ACC (LGGG) prior to entering Missile and Gun Training Range (LG) C101, A, A1, A2, B, C). Depending on direction of flight, report over Milos VOR- DME or Sitia VOR-DME. (SPEC/RAC ) VISUAL FLIGHT RULES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the ACCRA FIR. Standard. (SPEC/RAC 1-1-4) DIMENSIONAL UNITS - Blue Table, except altimeter in hectopascals. (SPEC/GEN 2-1-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Position reports shall be transmitted to ACCRA Air Traffic Control Center by all flights operating within ACCRA FIR. When flying off airways or advisory routes, position reports are required one half-hour after take-off and thereafter. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Standard, except flight over populated area is prohibited below 1500 feet. Except for the purpose of navigation or in emergency, no object shall be dropped or sprayed from an aircraft in flight. INSTRUMENT FLIGHT RULES Same as Regional Procedures. FLIGHT PLANNING Flight plans shall be submitted for all flights to be operated within the ACCRA FIR. Updated flight plans shall be deemed cancelled 2 hours after Estimated Time of Departure and a new flight plan will therefore have to be submitted. (SPEC/GEN 1.7-1) GREECE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes Athinai FIR/UIR (LGGG). DIMENSIONAL UNITS - Blue Table except use altimeter setting in hectopascals. (SPEC/GEN 2.1-1) INSTRUMENT FLIGHT RULES FM IMMUNITY - Waiver extension approved for non-fm immune aircraft (B-52, HH-60G, MH-53, and P3C) to operate within Athinai FIR as follows: 1. RNAV equipment meeting as a minimum the Required Navigation Performance 5 (RNP 5), when conducting flights on the ATS routes. NOTE: Furthermore, the following airports may be used by the US State aircraft as weather alternates: Andravida, Aros, Diagoras/Rodos, Larrisa, Limnos, Nea Anghialos, Preveza, Skyros, Souda/Chania, Tanagra and Fillipos/Kozani. (SPEC/GEN 1.5.3) RVSM RULES - Standard. 1. Aircraft proceeding from Nicosia FIR to Ankara FIR shall establish contact with Ankara ACC no later than points NIKAS (N E ) or BALMA (N E ) for point VESAR (N E ) and no later than point MAROS (N E ) or 10 minutes flying time in advance for point TOMBI (N E ). 2. Aircraft proceeding from Ankara FIR to Nicosia FIR shall establish contact with Nicosia ACC no later then point MUT (N E ) for point VESAR (N E ) and AYT (N E ) for point TOMBI (N E ). 3. Failure of any aircraft to establish contact with the accepting unit will result in the aircraft being treated as a radio failure. (SPEC/RAC 1-1-3) ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC - 1. ATHINAI AIRPORT (LGAV) a. The SSR ground equipment concerned is capable of interrogating on Modes A, B, C, D and of decoding up to 4096 Codes with automatic activation of Codes 75(00), 76(00), 77(00) and is associated with primary radar. b. OPERATION OF TRANSPONDERS.

161 GREECE 3-93 (1) Interrogating is normally made on Modes A and C. (2) ATC instructions will generally specify: Code 7001 for arriving aircraft. Code 7003 for departing aircraft. 2. ATHINAI FIR/UIR (LGGG) a. SSR (IFF/SIF) is in use within Athinai FIR/UIR (LGGG) in order to facilitate the coordination of general traffic and operational traffic. b. OPERATION OF TRANSPONDERS (1) Pilots of transponder equipped aircraft entering Athinai FIR/UIR (LGGG) or departing from airports located within Athinai FIR/UIR, with the exception of Athinai Airport (LGAV or LGAT) where procedures as given in paragraph 2a above are applicable, are requested to operate on Mode 3A, Code 20(00). OPERATIONAL AIR TRAFFIC - 1. ARRIVAL RESTRICTIONS a. Southbound flight levels available entering Makedonia ACC. (1) From Skopje AAC (LWSK) at CRP TALAS as follows: odd flight levels below FL245 and FL270, FL290, FL330, FL370, FL390, FL410 and FL450. For other levels PPR. (2) From Skopje ACC (LWSK) at CRP RUGAS as follows: FL270, FL290, FL330, FL370, FL390, FL410 and FL450. For other levels PPR. (3) From Sofia ACC (LBSF) at CRP TIMUR as follows: FL250, FL310 and FL350. Other levels PPR. (SPEC/AIP SUPP 05/2003) 2. For overflying permission of civil or military Acft, Technical landings, extension of aerodrome's service hours etc, the following telephone numbers to be used. a. For the Winter period Daily from 06:00 UTC until 22:00 UTC Tel FAX AFTN Address LGACYAYX Daily from 22:00 UTC until 06:00 UTC Tel FAX b. For the Summer period Daily from 05:00 UTC until 21:00 UTC Tel FAX AFTN Address LGACYAYX Daily from 21:00 UTC until 05:00 UTC Tel FAX FLIGHT PLAN ADDRESSEES a. ATHINAI FIR/UIR (LGGG): (1) IFR/LGGGZQZX (2) VFR/LGGGZFZX b. Flow Control: LGGGZDZX c. Destination/Subsequent Legs: (SPEC/AGA04) (USAFE-DO/AFFSA) (1) Civil: (a).... ZPZX (b).... ZTZX (2) Military: ZPZX d. All military flights: LGATZXAV CLEARANCE INFORMATION - All aircraft, before entering a TCA, Military TCA or Control Zone, should contact the appropriate ATC unit. Aircraft on VFR who fail to communicate, should avoid the instrument approach areas. (SPEC/RAC 3-0-2) FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION Nikos Kazantzakis/Iraklion (LGIR) 1. All flights which violate their designated airport slot time beyond 60 minutes by arriving earlier or later will not be accepted in the event that the airport has no facilities to serve them for capacity or safety reasons. In this case, the aircraft shall be diverted to an alternate airport. In the event that the airport has the capability to serve a flight which has violated the slot time beyond 30 minutes, a penalty will be submitted which will be doubled, tripled, etc according to the number of violations. (SPEC/CL I NOTAM A ) ENROUTE AIRWAYS/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. Airway A1/UA1 - FL290 is not available to traffic inbound to Athinai FIR (LGGG) from Malta FIR (LMMM) or the segment TITUS CRP - PLH VOR. 2. Airway A14 - Traffic through Athinai FIR/UIR (LGGG) from Italy (Roma FIR, LIRR, Brindisi FIR, LIBB) to point east and southeast (RODOS or SITIA) and vice- versa should use Airway A14 to avoid Athinai/Eleftherios Venizelos (LGAV) TCA. 3. Airway B1 a. UFN, FL290 is only assigned for traffic directed to Athinai UIR through Tripoli FIR on airway B1 to ARLOS CRP in upper airspace due to congestion at PLH VOR. b. Tanagra APP CON may clear IFR traffic from Tangara VOR or NDB direct to Nea Anchialos VOR. c. FL80 and FL90 are reserved 24 hours between 25 NM north of Skopelos VORTAC and 25 NM south of Thessaloniki VORTAC. d. IFR through Tanagra MTCA (LGTG) shall be cleared by adjacent ATC units to maintain one of the following flight levels: 140, 150, 160, 170, 180, 310 and above. Other flight levels may be assigned after prior coordination between Athinai Control and Tanagra Approach Control.

162 3-94 GREECE 4. A10/UA10 - PAXIS CRP available for southbound traffic only if destination is Alexandria, EG airport. 5. Airway G18 a. The segment between Fiska VOR-DME and Mesta VOR- DME may be used Mon-Fri Z and Sat-Sun Z. At other times, airway J60 will be used. b. Athinai ACC may suspend the use of G18 with 1 hour prior notice to Beograd and Nicosia ACC's and direct traffic via Airway J60 when air traffic warrants. 6. B12/UB12 - Southbound traffic from TANSA CRP with destination Cairo Intl, EG (HECA) airport is not available. 7. Domestic airways W54, H55, H59, J56, V62, W50, V57 between IRA VOR-DME and RDS VOR-DME, and G80 between RDS VORDME and KRC NDB may be used by international traffic. 8. Airway H55 - the segment between TRL VOR-DME and LORNO CRP will be used when necessary to meet additional requirements on weekdays subject to ATC approval. 9. Airway J60 - This airway will be used when the segment of G18 between Fiska VOR-DME and Mesta VOR- DME is not being used. It is also used for arrivals/departures from Mitilini and Limnos International Airports. 10. R19/UR19 and L995/UL995 a. Flights departing from Diagoras (LGRP), Kos (LGKO), Samos (LGSM) or Mikonos (LGMK) via RUTOM CRP to Brindisi FIR (LIBB) or Triana FIR (LATI) must file via MIL VOR to TRL VOR/DME or KOR NDB. Flight planning via R19/UR19 or L995/UL995 to KEA VOR is not permitted. b. The segment between ATH VOR and KRK VOR may be used during weekends from 1200Z++ Fri to 0400Z++ Mon and holidays subject to ATC approval. c. R19 only - FL130 is reserved between GERMI CRP and KRK VOR R-118/46 DME. d. Flights transiting that portion of the route between CRP KOPAR and RDS VOR/DME consult Turkey, FLIGHT PLANNING and ROUTE AND AREA RESTRICTIONS for further guidance. 11. Airway R78/UR78 - From Fri 1200 until Mon 0400 UTC the lower limit and minimum flight altitude on the segment PLH VOR - SIT VOR will be lowered to 9500 and 10,000 respectively. On holidays subject to ATC approval. 12. Airway R193/UR193 - FL130 is reserved on the segment KOR NDB and GARTA CRP 24 hours except Sat, Sun and holidays. 13. Airway W58/UW58 - International air traffic operating on B1 or G33 may use the segment KOROS CRP - Skopelos VORTAC as a transition route after clearance from Athinai ACC. 14. Airway M77/UM77 - Flight levels available: Useable for northwest bound traffic only. 15. Airway UR45 - Flight levels available between DDM VOR- DME and YNN VOR-DME: even levels from 310 to UL613 - Will be used for northbound traffic except for southbound traffic destination Alex. 17. For restrictions on airways within North Sector Andravida MTCA (LGAD), see paragraph 1.a. (Terminal Control Areas). 18. Attention is drawn to all aircraft flying any route on segment: LMO VOR - FSK VOR - RUGAS or MES VOR - FSK VOR - RUGAS to navigate strictly along route centerline of the relevant route. (SPEC/RAC thru 3-0-7) 19. For traffic congestion reasons in the vicinity of Milos VOR- DME, Athinai ACC may reroute flights on ATC clearance as follows: a. Flights planned via Sitia VOR-DME to Kea VOR-DME to Skopelos VOR-DME may be rerouted via Sitia VOR-DME to Iraklion VOR-DME to Milos VOR-DME to Athinai VOR-DME to Skopelos VOR-DME. b. Flights planned via Sitia VOR-DME to Milos VOR-DME to Korinthos NDB may be rerouted via Sitia VOR-DME to Iraklion VOR-DME to Korinthos NDB. (SPEC/SUP ) 20. Aircraft destined to an aerodrome not connecting with domestic or international ATS routes shall proceed directly if in VFR flight avoiding airspace restrictions and complying with local regulations. If in IFR flight, via the ATS route to ABEAM point of the facility serving the aerodrome and then direct to the aerodrome. (SPEC/RAC 3-0-6) 21. Airway UG18 - Flights transiting that portion of the route between CRP LARKI and RDS VOR/DME consult Turkey, FLIGHT PLANNING and ROUTE AND AREA RESTRICTIONS for further guidance. 22. CRP ARLOS - Flights entering LGGG FIR via ARLOS must flight plan accordingly: P868/UP868 - OLIKI - SALUN (RVSM EXIT POINT) or ARLOS - B1/UB1 - PLH VOR/DME. Flights exiting LGGG FIR for LMMM FIR via AROLO must flight plan PLH VOR/DME - B1/UB1 - ARLOS or METRU (RVSM ENTRY POINT) - P868/UP868 - ARLOS. (SPEC/CL I A ) 23. Airways B/UB12 and L/UL607 - North bound only between CRP TANSA and Sitia VOR/DME. Additionally, flights along this segment permitted above FL250 only if destination is Nikos Kazantzakis (LGIR). (SPEC/CL I A0169) NOTE: For route availability for aircraft arriving and departing Greece consult Annex 16 on CFMU website: (SPEC/SUP 01-01) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Greece conditional routes: A145, G18, L607, L612, L613, M872, M978, N132, P20, R78, V651, UA145, UL607, UL612, UL613, UM872, UN132, UP20, UV651

163 TERMINAL NOISE ABATEMENT PROCEDURES - 1. ATHINAI/ELEFTHERIOS VENIZELOS (LGAV) a. All aircraft departing or arriving Athinai/Eleftherios Venizelos Airport (LGAV) should avoid overflying the residential areas of Artemis, Rafina, Markopoulo, Koropi and Spata. If unable to do so, they should fly over these areas for the minimum required time while maintaining the minimum safe height. b. Aircraft flying within the Athinai TCA (LGAV) and not intending to land at Eleftherios Venizelos (LGAV) preferably should not fly over the above residential areas below 3000 feet AGL. c. Rapid change in engine power should be avoided unless flight safety reasons render them imperative. d. Use minimal reverse thrust consistent with safe operating procedures. e. Restrictions: (1) Restrictions should not be applicable to ambulance flights, other humanitarian aid services and emergency flights. (2) Engine run-up is prohibited between the above night time hours. Maintenance aircraft test runs are permitted during the day only at the specially designed facility and in the designated areas. All other maintenance aircraft maintenance require the authorization of the Airport Duty Officer. (3) Runway 21L preferably should not be used for landing at night. (4) Runway 03R preferably should not be used for takeoff at night especially by Chapter 2 aircraft or aircraft with a maximum takeoff weight in excess of 300 metric tons (660,000 pounds). (5) Deviations from (c) and (d) above may be accepted when the capacity demand requires, during times of extreme weather, or when operation restrictions apply. f. During parking at an aircraft stand supplied with ground power unit and preconditioned air, the use of Auxiliary Power Unit (APU) shall be avoided and not exceed 15 minutes after arrival or 15 minutes before departure to/from the ground power stand. g. ARRIVALS (1) The Standard Arrival procedures are designed according to the Noise abatement procedures and should be strictly followed. (2) Use delayed gear and flap extension and low power/drag configurations consistent with SAFE operating procedures. (3) VFR flights approaching to land are requested to make adjustments for a short final approach, unless otherwise instructed by ATC. h. DEPARTURES (1) All aircraft having a maximum take-off weight more than 5700kg (12,540 lb) departing from Runways 03L and 03R, shall climb after take-off at least 3000 feet with the speeds, use GREECE 3-95 of power and flaps as described in ICAO Procedures for Air Navigation Services - Aircraft Operations Noise Abatement Takeoff/Climb - Procedure B (PANS-OPS Doc 8168, Vol. 1, Flight Procedures). (2) All aircraft having a maximum take-off weight more than 5700kg (12,540 lb) departing from Runways 21R and 21L, shall climb after take-off at least 3000 feet with the speeds, use of power and flaps as described in ICAO Procedures for Air Navigation Services Aircraft Operations Noise Abatement Takeoff/Climb - Procedure A (PANS-OPS Doc 8168, Vol. 1, Flight Procedures). 2. IRAKLION/NIKOS KAZANTZAKIS AIRPORT (LGIR). a. All aircraft departing from or arriving at Iraklion/Nikos Kazantzakis Airport should avoid overflying Iraklion city. b. Rapid changes in engine power should be avoided unless flight safety reasons render them imperative. c. Run up tests must be approved in advance by the Airport Authority. d. ARRIVAL (1) Final approach shall be carried out strictly at the angle defined by the visual approach indicator. (2) Aircraft approaching to land on runway 09 are requested to make adjustments for a short final approach unless otherwise instructed by the control tower. e. DEPARTURE (1) All aircraft departing runway 27 with a take-off weight in excess of 12,566 lbs. shall climb after take-off to at least 3000 feet with the speeds, use of power and flaps as directed in ICAO procedures for Air Navigation Services - Aircraft Operations Noise Abatement Take-off Climb Procedure NDAP1 (PANS-OPS Doc Vol. 1 Flight Procedures). (2) Normal take-off thrust is recommended. (3) All aircraft as soon as possible after take-off at 600 ft (QNH) should turn right on heading for departure from runway 27. (4) Deviations permitted only for safety reasons. (SPEC/SUP 03-02) TERMINAL AREA PROCEDURES - 1. ANDRAVIDA MTCA - Within the lateral limits of North Sector flight levels: FL120 from Apr 1st to Oct 31st, FL140 from Nov 1st to Mar 31st, FL130 on a yearly basis are reserved daily UTC except Sat, Sun and holidays on: a. Airway A14 from KRK VOR-DME to TRL VOR-DME, b. Airway H51 and Airway G8 from position BAMBI to ARA VOR-DME fix R098/40 DME, c. Airway J52 and Airway B34 segment ARA VOR-DME to DDM VOR-DME, and d. Airway R193 from KRK VOR-DME to IXONI Airway W50. (SPEC/RAC 3-0-5) 2. ATHINAI/HELLENICON (LGAT) TCA

164 3-96 GREECE a. When entering Athinai TCA airspace below FL220, speed should be reduced to not in excess of 240 kt for jet aircraft and 180 kt for conventional aircraft. However, if the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed above, the aircraft may be operated at that minimum speed provided that approach control is promptly notified. (SPEC/RAC 4-2-1) b. All flights over ACROPOLIS monument located in the center of ATHINAI city (N E " and FILOPAPU monument, located at a distance 600m 200 True from ACROPOLIS should be performed at least 5000 AMSL (propeller aircraft) and 10,000 AMSL (jet aircraft) in order to protect the monuments from vibration. (SPEC/AGA 2-3-3) c. ATHINAI/ELEFTHERIOS VENIZELOS (LGAV) TCA - To relieve traffic congestion, pilots of overflying aircraft are advised to avoid crossing this TCA at levels lower than FL200. (SPEC/RAC 3-1-5) d. TANAGRA (LGTG) MTCA - IFR flights through Tanagra MTCA on Airway B1 cleared by adjacent ATC units to maintain one of the following flight levels: and above. Other flight levels may be assigned after prior coordination between Athinai CON and Tanagra APP CON. (SPEC/RAC 3-0-6) AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS - See Chapter 2, Section B, AERIAL REFUELING TRACKS/ANCHOR AREAS for Chart. AREA ARIP ARCP/ ANCHOR AR FREQ AR BLOCK AR ALT ATC CONTROL GREECE NOTE 1: All requests must be submitted to EUCARF at least eight duty days in advance. The approved segment will be activated by a CL I NOTAM. NOTE 2: Altitudes FL160 thru 280 are authorized within the established areas. Simultaneous usage will only be approved when the altitude blocks are separated by at least two useable flight levels (for example, FL150B160 and FL210B230, FL210B230 and FL260B280, etc.). Block altitudes are available between FL150 and FL280. For urgent situations, altitudes below FL150 may be used. Altitudes above FL280 can be requested in exceptional cases. NOTE 3: Aircraft may operate within the specified dimensions, however, aircraft utilizing Area Crete and the Italian Delta Corridor must enter/exit Italian airspace via N36 46 E (USAF FIL ) NOTE 4: a. Five minutes prior to entering either corridor, transitioning from one corridor to another, or exiting either corridor, aircraft will broadcast in the blind on aircraft s position, next position, ETA to next position, altitude, and cardinal direction (east, west). b. While transiting either corridor, aircraft will monitor c. Transiting EASTBOUND-set APN/69 Beacon to Operate and set code ; set Air-to-Air TACAN to 29Y ; utilize APN/59 Search Radar in Beacon if conditions permit. d. Transiting WESTBOUND-set APN/69 Beacon to Operate and set code ; set Air-to-Air TACAN to 92Y ; utilize APN/59 Search Radar in Beacon if conditions permit. (CORONET PLANNING ELEMENT MSG 10/99) AREA CRETE FL150 thru FL280 TRACK AREA: N37 06 E19 00 to N34 00 E25 28 to N34 00 E24 46 to N36 44 E19 00 to beginning. AREA KARPATHOS FL150 thru FL280 TRACK AREA: N34 38 E24 14 to N35 08 E30 00 to N34 48 E30 00 to N34 22 E24 46 to beginning. BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. 1. GREECE a. The concentration areas marked on the map indicate the breeding areas (mid-april until mid-june) of more than 29,000 birds which constitute a high bird strike risk. During the winter period (mid-november until mid-february) the number of waterfowl increases to a total of 700,000 birds in addition to more than 1 1/2 million starlings. b. In the concentration areas from March until May and August until September, thousands of storks and pelicans ascend in up currents so that aircraft flying below 3000 AGL day, 4000 AGL night may encounter a heavy bird strike risk. c. The number of storks and pelicans which come from east and southeast Europe is greatest from mid-february until mid-may and from mid-august until October. d. From mid-march until early May other large birds pass through on a broad front. Concentrations of these birds may occur in the Evros Delta and in the Gulf of Salonika which witness the movements of more than 40,000 birds. e. From mid-august until end of October broad front migration occurs in the eastern parts, but narrow front movements are observed in central and western Greece. More than 10,000 birds may pass thru each day at heights between 1000 and 3000 AGL. These movements seem to be favored by high pressure conditions.

165 GUINEA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - The airspace of Guinea is divided between the DAKAR FIR/UIR and the ROBERTS FIR/UIR. For information pertaining to DAKAR FIR operations, see Burkina Faso. DIMENSIONAL UNITS - ICAO table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Standard. POSITION REPORTING - Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Liberia and guinea have implemented icao annex 11 airspace classification with the following exceptions: 1. Classes B, E, F not yet implemented. Standard. INSTRUMENT FLIGHT RULES (SPEC/ENR 1.4-5) RVSM RULES - RVSM in ROBERTS FIR FL290 to FL410. (SPEC/AIP SUPP S38/08) FLIGHT PLANNING CLEARANCE INFORMATION - Request for overflight and landing clearance should now be made to reach the director of civil aviation SIERRA LEONE, at least five days (120 hours) before the date of commencement of the flight. (SPEC/GEN 1.2-6) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - GUINEA 3-97 INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 11/A/08GO) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) HUNGARY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BUDAPEST FIR. DIMENSIONAL UNITS - Blue Table, altimeter setting given in hectopascals. (SPEC/GEN 2.1.1) ALTIMETER SETTING PROCEDURES - Standard. 1. The Transition Altitude for Budapest FIR is (SPEC/ENR ) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. SECONDARY SURVEILLANCE RADAR - 1. GENERAL a. All IFR flights and international VFR flights in Budapest FIR shall be carried out with operating SSR transponder. b. Pilots of aircraft equipped with Mode C transponder shall operate this mode unless ATS units specifically direct otherwise. c. Pilots who have not received specific instructions from ATC concerning the setting of the transponder, shall operate the transponder as stated in the following: 2000; (1) flights within controlled airspace Mode A/C, code FREETOWN/LUNGI (GFLL) - arrival and departure routes B614 and B600 only. (SPEC/CL11A A-11) GUINEA-BISSAU (2) flights within uncontrolled airspace Mode A/C, code VISUAL FLIGHT RULES (SPEC/ENR 2.1) NATIONAL PROCEDURES Standard and as noted. (SPEC/ENR 1.2.1) GENERAL INFORMATION/FIR/UIR COVERAGE - This country includes the DAKAR FIR. For DAKAR FIR, see Burkina Faso. 1. Hungary has implemented the ICAO Annex 11 airspace classification. (SPEC/GEN 1.7)

166 3-98 HUNGARY 2. Lower flight visibilities to 750m is permitted for flights operating: a. Helicopters, if maneuvered at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision; b. Balloons. 3. VFR flights shall not be operated: a. Above FL285. b. Enroute above FL195. c. Below FL100 at more than 250 KIAS. d. Over congested areas of cities, towns or settlements or an open-air assembly of persons below 1000 above the highest obstacle within e. Elsewhere below 500 without a special clearance. 4. All VFR flights shall maintain continuous listening watch on the appropriate radio frequency and report their position as necessary to the air traffic services unit providing flight information service. 5. VFR flights entering Budapest FIR shall establish radio contact 10 minutes prior to crossing the FIR boundary with aircraft identification, type, "VFR", destination, ETO FIR boundary, and cruising level/altitude. (SPEC/ENR ) INSTRUMENT FLIGHT RULES Standard except as noted. With regards to FM Immunity as of 1 Jan 2001, the below listed requirements will be in effect. 1. Enroute Operations-State aircraft with nav equipment not meeting the ICAO Standards may continue operations within Budapest FIR providing they are equipped with suitable RNAV equipment meeting RNP5 without the use of VOR. 2. TCA Operations: As of the date of this publication, in Budapest FIR, no interference problems have been detected using the ICAO Generic Method for ILS and VOR Broadcast Compatibility Assessment and there have been no areas identified within the service volumes of ILS and VOR equipment, where interference to less immune aircraft receivers was above the agreed ICAO limits. (SPEC/GEN 1.5.1) RVSM RULES - 1. The airspace within Budapest FIR between FL290 and FL410 inclusive, is EUR RVSM airspace. Within this airspace, the vertical separation minimum shall be: a feet between RVSM approved aircraft. b feet between: (1) non-rvsm approved State aircraft and any other aircraft operating within the EUR RVSM airspace; (2) formation flights of state aircraft and any other aircraft operating within the EUR RVSM airspace; and (3) an aircraft experience a communications failure in flight and any other aircraft, when both aircraft are operating within the EUR RVSM airspace. (SPEC/ENR 1.8.1) FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION Budapest (LHBP) 1. Strict adherence to prescribed tracks, for safety reasons and to avoid densely populated areas in the vicinity of the airport is mandatory. 2. Speed restriction: Speed 160 KIAS at 4 NM from the runway threshold. (SPEC/LHBP AD ) 3. When following SID, the highest speed below FL100 is 250 KIAS. 4. Pilots are invited to execute a rolling take-off whenever possible and to avoid the significant increase of engine power while standing in the line-up position. (SPEC/LHBP AD ) 5. NOISE ABATEMENT: Noise abatement departure routes have been designed for aircraft departing from runways 31L and 31R. These departure routes have to be followed by heavy and medium turbulence category aircraft and light category jet aircraft. a. Nighttime (between ( )) Operational regulations which differ from daytime: (1) For noise protection reasons, primarily RWY 31R and RWY 13R are to be used by arriving traffic during the night, in compliance with the prevailing legal provisions. Light turbulence category aircraft arriving for the Terminal 1 apron may also use RWY 31L for landing outside of the period of deep sleep, from midnight to (2) For noise protection reasons, from midnight to 0400, RWY 13L is to be used for take-off and RWY 31R is to be used for landing. In the case of RWY 13L/31R being closed during this period, RWY 13R is to be used for take-off and RWY 31L is to be used for landing. (SPEC/LHBP AD ) b. ARRIVALS (1) It is prohibited for arriving aircraft to perform an approach below the glide path determined for the 3 theoretical glide path in the PAPI glide path or in the given approach procedure from the FAP / FAF (Final Approach Point / FIX). Aircraft performing calibration flights are exceptions to this rule. (2) The noise abatement behavior expected of aircraft pilots during arrivals is as follows: (a) Prior to final approach, the last reported altitude must be maintained for as long as possible. (b) The reduction of the speed of the aircraft and the release of the landing gear and of high lift devices must be planned so that the conditions for a stabilized approach and the

167 HUNGARY 3-99 appropriate approach speed are in place by 5 NM from the touchdown point, at the latest, on the final approach. (c) Descent during final approach should be controlled so that increases to engine power can be avoided as much as possible. (d) During nighttime, from ( ) the use of reverse thrust should be limited to idle thrust, except if operational circumstances require the use of a higher level of thrust. (SPEC/LHBP AD ) c. DEPARTURES: (1) The use of taxiways for runway 13L/31R for departing aircraft for noise abatement reasons: (a) In the case of departure from runway 13L, pilots are requested by the airport operator to plan take-off from taxiway intersection K, if possible. (b) If a departing aircraft belonging to the medium or heavy turbulence category receives/is given runway 31R for takeoff, it must commence take-off from the end of the runway, using taxiway A9. If runway 13R/31L is not available, a runway 31R takeoff from taxiway intersection X may also be permitted to ensure that the order of departing aircraft can be switched. (2) Noise abatement take-off procedures must be used during take-off, except if this is not recommended by the pilot of the aircraft or ATC due to foreseeable reasons (meteorological or aviation safety). (3) The altitude / speed constraints and the valid flight paths for takeoff, landing, arrival and departure are specified in appropriate SIDs and STARs. (SPEC/LHBP AD ) d. TAKE-OFF PROCEDURES: (1) The noise abatement procedure is not to be initiated at less than 800 ft above aerodrome elevation. (2) The initial climbing speed to the noise abatement initiation point shall not be less than V kts. (3) On reaching an altitude at or above 800 ft above aerodrome elevation, adjust engine power/thrust to maintain a climb speed of V to 20 kts with flaps and slats in the takeoff configuration. (4) At 3000 ft above aerodrome elevation, while maintaining a positive rate of climb, accelerate smoothly to enroute climb speed. Retract flaps/slats on schedule. (SPEC/NADP 1) AIRWAYS/ROUTES - ENROUTE 1. AIRSPACE CLASSIFICATION - Standard. 2. ATS AIRSPACE CLASSIFICATION - Classification of ATS airspaces in Budapest FIR are as follows: a. Class C: IFR and VFR flights are permitted, all flights are subject to air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights. These are the controlled airspaces below FL660 excluding Kosice TMA2. b. Class D: IFR and VFR flights are permitted, all flights are subject to air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights (and traffic avoidance advice on request). These are the controlled airspaces of Kosice TMA2. c. Classes A, B and E not applicable. 3. ATS Route Network (SPEC/ENR 1.4.1) a. The ATS route network within Budapest FIR will be withdrawn. b. Within Hungary Free Route Airspace (HUFRA), no reference shall be made in the flight plan to ATS routes. (SPEC/ENR ) FREE ROUTE AIRSPACE GENERAL PROCEDURES - 1. Area of Application Free Route Airspace (FRA) is available within Budapest CTA from 9500 FT AMSL to FL 660 H24. Parts of this FRA are the: a. Hungary Free Route Airspace (HUFRA) within the time period ( ); b. SEENFRA (South-East Europe Night FRA) within the time period ( ). The SEENFRA encompasses the FRAs within Budapest CTA, Bucuresti CTA and Sofia CTA. 2. General Flight Procedures a. Within HUFRA and SEENFRA airspace, users will be able to plan user-preferred trajectories using significant points - fiveletter name-codes - and/or en-route radio navigation aids. Segments between the significant points shall be defined by means of DCT (Direct) instructions. b. Within HUFRA and SEENFRA airspace the use of an unpublished point defined by geographical coordinates or by bearing and distance is not allowed. c. Within HUFRA and SEENFRA, significant points are considered as FRA Horizontal entry, FRA Horizontal exit, FRA intermediate, FRA Arrival Connecting and FRA Departure Connecting points. All en-route radio navigation aids published by Hungary are considered as FRA intermediate points. d. Within HUFRA and SEENFRA, there is no restriction on the maximum DCT distance. e. In case of more than 30 minutes of flying time or 200 NM (370 KM), an intermediate point may be inserted at which a change of speed, flight level, track, or flight rules are planned. Flights within SEENFRA planning of DCT (cross border DCTs) require at least one published FRA significant point within Bucuresti CTA. There is no restriction on the number of FRA intermediate points that may be used.

168 3-100 ICELAND f. The planning of DCT segments closer than 3 NM to the HUFRA or SEENFRA border is not allowed. (SPEC/ENR 1.3.4) 3. Overflying Traffic Overflight traffic within HUFRA shall be planned directly between FRA entry, FRA exit and FRA intermediate points. (SPEC/ENR ) 4. Access to/from airports and terminal airspace Flights arriving at or departing from airports located within Budapest FIR are eligible for free route operations and shall be planned in accordance with the paragraphs below. a. In case of departing flight from an airport where standard instrument departures procedures (SIDs) are published, RNAVcapable departing flights shall be planned directly from the SID final waypoint to the HUFRA Horizontal exit point. b. In case of arriving flight to an airport where standard instrument arrival procedures (STARs), or transition procedures are published, RNAV-capable arriving flights shall be planned directly from the HUFRA Horizontal entry point to the STAR initial waypoint or transition procedure. c. The SID/STAR or transition procedures shall not be indicated in the filed route of the FPLs. d. Where SIDs are not published, the flights shall be planned DCT to the HUFRA Horizontal exit point. e. Where STARs are not published, the flights shall be planned DCT from the HUFRA Horizontal entry point to the airport. (SPEC/ENR ) 5. Cross-Border Applications a. The planning of DCT segments across the HUFRA borders (cross-border DCT) is allowed only within SEENFRA. b. The planning of DCT segments that are partially outside the lateral limits of HUFRA and SEENFRA (multiple re-entry segments) is not allowed. (SPEC/ENR ) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION ICELAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes REYKJAVIK FIR and the oceanic sector of Reykjavik Control Area that also includes that airspace within the Sonderstrom FIR north of N63 30 above FL195. (SPEC/GEN 3.3-1) DIMENSIONAL UNITS - Standard except: 1. Altimeter setting in inches of mercury on request. 2. Visibility in statue miles and fractions and temperature in degrees Fahrenheit on request at Keflavik airport (BIKF) only. (SPEC/GEN 2.1-2) AIRSPACE STRUCTURE - For the performance of the flight information service and alerting service, the Icelandic Transport Authority establishes standard ICAO airspace classifications A, B, C, D, E, F, and G, according to the extent of the air traffic services maintained there. (SPEC/ENR 1.1-3, 4-1) ALTIMETER SETTING PROCEDURES - Standard except: For terrain clearance purposes during enroute flight a forecast Regional QNH value is made available. This Regional QNH is calculated as the lowest possible value on the ground anywhere in Iceland. QNH values are given in whole hectopascals. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. 1. All aircraft operating within Reykjavik FIR/Control Area shall maintain continuous watch on the appropriate frequency of Iceland Radio. High frequencies radio communications equipment with appropriate frequency available is mandatory outside VHF coverage. Aircraft unable to establish communications with Iceland Radio, particularly those flying within the Sondrestrom portion of Reykjavik Control Area should attempt communications with Gander, Bodo, or Shanwick Radio. (SPEC/GEN 3.4-2, 3) SECONDARY SURVEILLANCE RADAR - Unless otherwise directed by ATC, pilots of aircraft equipped with SSR shall retain the last assigned identity (Mode A) code for a period of 30 minutes after entry into NAT airspace and operate using the identity (Mode A) code 2000 after this period. NOTE: This procedure does not affect the requirement for continuous operation of Mode C or the use of the special purpose codes in cases of unlawful interference, radio failure, interception or emergency. (SPEC/ENR ) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Standard except Iceland has implemented the ICAO annex 2 and 11 airspace classifications. (SPEC/ENR 1.1-1) INSTRUMENT FLIGHT RULES FM IMMUNITY - The Icelandic Transport Authority grants a waiver to non-fm immune state aircraft to operate within the Reykjavik FIR using the following restrictions: 1. ENROUTE - No FMI restrictions. 2. TERMINAL - For VOR, ILS, or LLZ approaches above MHz no restrictions apply. When flying ILS or LLZ based on approaches at or below MHz, the azimuth of the approach must be monitored by ground radar or other independent navigation aids as appropriate. (SPEC/GEN 1.5-4)

169 ICELAND RVSM RULES - Standard. FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - (SPEC/ENR 1.8-2) 1. ICAO Flight Plan - North Atlantic (NAT) Region (ITEM 15: ROUTE) INSERT: Route of flight described in terms of the following significant points: a. Last domestic reporting point prior to ocean entry. b. Oceanic control area boundary exit point. c. Significant points formed by the intersection of half or whole degrees of latitude with meridians spaced at intervals of 10 degrees from Greenwich meridian to longitude 70 degrees West. d. Oceanic control area boundary exit point. e. First domestic reporting point after ocean exit. NOTE: Each point at which a change in speed or level is requested must be specified and followed, in each case by the next route segment expressed as geographical coordinates in latitude and longitude. (AFFSA-A31F/ENR ) 2. Incorrect completion of the Flight Plan may well result in delay to processing and subsequently to the flight. (SPEC/ENR ) 3. ALTITUDE RESERVATIONS: For information concerning Altitude Reservations, contact the European Central Altitude Reservation facility (EUCARF) via DSN (314) (Fax: 9855) or Commercial: (49) (Fax: 9855). (USAFE A3C-A3CA-EUCARF/USAFE A3C-A3CA- EUCARF FIL ) CLEARANCE INFORMATION - 1. Aircraft not approved for operation in Minimum Navigation Performance Specifications (MNPS) airspace may be cleared by the responsible ATC unit to climb or descend through MNPS airspace provided: a. the climb is completed within the usable coverage of selected VORDME s or NDB s, and/or within radar coverage of the ATC unit issuing such clearance, and the aircraft is able to maintain Direct Controller/Pilot Communication (DCPC) on VHF, and b. MNPS approved aircraft operating in that part of the MNPS airspace affected by such climbs or descents are not penalized. c. NON-MNPS approved aircraft may also be cleared to climb or descend through MNPS airspace for the sole purpose of landing or departing from an airport which underlies MNPS airspace, but which does not have serviceable short range navaids, radar, or DPCP. Details of the required provision will be found in the AIS publications for the appropriate ATC Provider State. (SPEC/ENR 1.8-4) 2. Cleared on other than filed flight plan route a. The pilot shall proceed in accordance with the last received acknowledged oceanic clearance, including level and speed, to the last specified oceanic route point, normally landfall. After passing this point, the pilot shall conform with the relevant Stat procedures/regulations and rejoin the filed flight plan route by proceeding, via the published ATS route structure where possible, to the next significant point ahead as contained in the filed flight plan. b. The relevant State procedures/regulations to be followed by aircraft in order to rejoin its filed flight plan route are specified in detail in the appropriate National Aeronautical Information Publication. c. Due to their sensitivity to atmospheric conditions, HF communications are inherently less reliable than VHF. Adverse propagation conditions may completely preclude communications in specific volumes of airspace, especially at high latitudes during periods of sunspot activity. Such failure of HF communications is likely to impact all aircraft in the affectdd area. It is therfore imperative under such HF-blackout circumstances that all aircraft continue to adhere to their clearances and do not invoke radio communications failure procedures that stipulate divergence from the cleared flight level. (SPEC/ENR ) 3. OCEANIC CLEARANCE a. A clearance issued by Reykjavik Center to an aircraft entering the Reykjavik CTA becomes effective only at the Reykjavik CTA boundary. It is the responsibility of the pilot to obtain, from the appropriate ATC authority, any necessary clearance or re-clearance to enable him/her to comply with the oceanic clearance. b. REQUESTS FOR CLEARANCES: Aircraft entering Reykjavik Control Area shall contact Iceland Radio with their oceanic clearance request prior to entering Reykjavik OCA: (1) From Edmonton/Mumansk Control Areas on HF frequencies. (2) Aircrews approaching Reykjavik airspace from the Scottish and Stavanger (southern Norway) areas shall contact Iceland Radio on VHF or or HF frequencies to obtain the oceanic clearance. The oceanic clearance is transmitted from Reykjavik OACC to Iceland Radio one Scottish or Stavanger have coordinated the flight with Reykjavik. Therefore, the clearance should be available within 10 to 30 minutes prior to entry into the Reykjavik FIR/CTA. Aircrews unable to obtain their oceanic clearance prior to entry should seek confirmation of their authorization to enter Reykjavik airspace from their current ATS unit (Scottish/Stavanger). Having received confirmation, the aircrew should enter Reykjavik airspace at the level cleared by that unit and continue attempts to obtain the oceanic clearance from Iceland Radio. (3) Independent of the above procedure for obtaining oceanic clearance, aircrews are reminded to maintain listening watch on the Scottish or Stavanger frequency until instructed to contact Reykjavik Control. (SPEC/ENR ) NOTE: Iceland Domestic airspace is vertically defined up to unlimited. Oceanic aircraft transiting Iceland airspace and overflying Iceland fly into Reykjavik Domestic airspace. This allows ATC to use domestic procedural separation between overflying oceanic aircraft and aircraft arriving into or departing from Iceland. This separation can also be used in case of radar failure. Even when positively identified by ground based radar, normal operation is

170 3-102 ICELAND that aircraft that are overflying Iceland are cleared via latitude and longitude and, unless instructed to the contrary, continue to comply with Oceanic procedures (to include maintaining assigned Mach Number, cleared FL and providing position reports). Aircraft arriving and departing Iceland are cleared via fixes, NDB's and VOR's over Iceland. (AMC-A3AA/AMC-A3AA FIL ) 4. OCEANIC CLEARANCES VIA NAT TRACKS a. Reykjavik OACC will issue oceanic clearances for NAT tracks using the track letter without the current NAT track message identification number (TMI). b. Pilots are expected to include the NAT track message identification number in the read back of the Oceanic clearance. c. If the track message identification number is included in the read back, there is no requirement for the pilot to read back the NAT track coordinates. d. If any doubt exists as to the track message identification or NAT track coordinates, the pilot should request the full track coordinates. Similarly, if the pilot cannot correctly identify the track message identification, the NAT track coordinates will be read in full and a read back of those coordinates are required. 5. Aircraft unable to contact Iceland Radio on HF should request that ATC authority for the airspace in which they are operating to relay their request for oceanic clearance to Reykjavik Center. Aircraft in communication with Iceland Radio on HF should also maintain communication with the ATC authority for the airspace in which they are operating. (SPEC/ENR ) SUPPLEMENTARY AIRPORT INFORMATION Keflavik Intl (BIKF) 1. NOISE ABATEMENT - Keflavik Intl (BIKF) is extremely sensitive to the effect of noise on the surrounding communities and the environment. Numerous mink and fox farms exist in Iceland and are extremely noise sensitive. The following procedures are in effect: a. All fixed wing aircraft, except as provided in Joint ICAA/IDF agreement 4-1, shall not fly at an altitude below 5000 feet AGL over Iceland except: (1) During a SAR mission. (2) When complying with an approved traffic or approach pattern. (3) When in an authorized low-level route or area. b. Helicopters will avoid all noise sensitive areas by a minimum of 2 NM horizontally or 2000 feet AGL. Helicopters shall maintain a minimum of 500 feet AGL over Iceland except: (1) During a SAR mission. (2) When complying with and approved traffic or approach pattern. (3) When operational missions dictate. (4) When operating within the boundaries of approved SAR training areas I, II and III. c. Departing flights for Runway 11. (1) Climb runway heading to 800 then turn right heading 130 until reaching (2) For aircraft unable to comply with (1), climb runway heading until VFR flights shall fly the Keflavik traffic circuit at 1200 ft. Military flights shall fly the traffic circuit at 1700 ft. (AIP SUP 03/2002) 3. OVERFLY RESTRICTIONS - Aircraft, including helicopters, are prohibited below 500 feet over magazines or ammunition staging areas. 4. WEATHER CONDITIONS - From September to May, weather conditions change rapidly with various wind conditions associated with low ceilings and visibilities. (USN/NAVFIG FIL ) 5. TRANSIENT a. All transient aircraft contact ATOC on or at least 30 minutes prior to arrival for services. Aircraft in support of 85th Air Defense and SAR missions should also contact the Joint Command Post on prior to arrival. (USN/NAVFIG FIL ) 6. FLIGHT PLANNING - The following information is required on flight plans departing Keflavik Intl (BIKF): a. SIDS (EET required). b. All FIR Boundaries (EETs required). Westbound aircraft include FIR Boundary SONDRESTROM (BGGL) if aircraft penetrates BGGL at or below FL195. c. First landfall (EET required). d. Westbound flights - The following points shall be cited in the Route of Flight: 30W, 40W and 50W (EETs required). e. Eastbound flights - 10W shall be cited in the Route of Flight (EET required). f. Eastbound and Westbound flights flying below 15,000 feet with an airspeed of 200 knots or less shall cite each 5 degrees of longitude in the Route of Flight (EET required for each 5 degrees). g. North/Southbound flights - Every 5 degrees of latitude between 20 degrees North and 90 degrees North shall be cited in the Route of Flight (EET required for each 5 degrees). h. Changes in speed, flight level and flight rules (IFR/VFR). NOTE: Per Host Nation Center, if G3 is in the Route of Flight the first point following KEF shall be ING. NOTE: HOST NATION CENTER REQUIRES DEPARTING FLIGHT TO HAVE THESE EETS ON THEIR FLIGHT PLAN. IF THE REQUIRED EETS ARE NOT PROVIDED, THE HOST NATION CENTER WILL NOT PROCESS THE FLIGHT PLAN. (USN/NAVFIG FIL ) Reykjavik (BIRK) 1. NOISE ABATEMENT

171 IRAN a. Approach paths below the PAPI vertical approach guidance are prohibited within 2.5 DME. b. Pilots flying single engined variable pitch propeller aircraft are strongly advised to take all possible measures for noise abatement. c. The use of reverse thrust or ground fine pitch operations should be kept to a minimum during landing. d. Rwy 06/24: Touch and go landings are not permitted. Take-offs Rwy 06 not permitted. Landings on Rwy 24 are not permitted unless crosswind component on other Rwy exceeds 15 Kt and when braking action is hazardous for take-offs and/or landings on other runways. e. All aircraft shall plan to reach the highest possible altitude over departure runway end using normal take-off procedures. Aircraft in left-hand circuit fly normal circuit. Traffic planning to make a right hand turn after take-off shall continue climbing on runway heading to 1000 feet, or until passing Reykjavik harbor (fuel tanks in Orfirisey) before proceeding on course. Rwy 01: (at the beginning), rest remains the same. (1) Single engine aircraft shall plan their take-off so as to have reached at least 400 feet mean sea level when passing runway end. (2) Single engine aircraft shall plan their approach so as to pass Karsnes peninsula at 500 feet mean sea level or above. f. Rwy 19: After take-off Rwy 19, right turn to a heading 240 is mandatory for all aircraft (turn not to be initiated until after passing hangar 3) to avoid overflying Karsnes peninsula, maintain this heading until 1000 feet mean seal level. Exceptions can only be granted for safety reasons. g. Rwy 13/31: If a right turn is planned after take-off Rwy 31 maintain rwy heading to 800 feet before initiating the turn. (SPEC/AD BIRK ) 2. Night restrictions - Takeoff is not permitted during the following periods: a. Weekdays Z. b. Weekends and public holidays Z. c. Exceptions for ambulance, humanitarian, search and rescue, and flights due to national security and other State affairs. d. Use of Rwy 06 and 24 from sunset to sunrise is not permitted except in emergencies. Thirty minutes prior notice required. (SPEC/AD BIRK 2-13) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. All flights within the Reykjavik FIR shall be VFR/IFR navigation equipped. Additionally, flights in the FAXI TMA shall be SSR transponder equipped. (SPEC/GEN 1.5-3) 2. The Icelandic ATS route system differs form traditional airway systems whereas air traffic control is exercised outside as well as within the ATS route system. The minimum levels on ATS routes have been determined so as to ensure 2,000 vertical clearance above the highest obstacle within the lateral limits of the route. The total width of routes based on RNAV is 6 NM on either side of the centerline, while NDB or VOR widths are 5 NM on either side of centerline. Aircraft shall be flown: a. Along the centerline of published ATS routes, aircraft shall be established on their route within 15 NM from point of departure. b. If the route is not published, direct between significant points. (SPEC/GEN 3.3-3) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - Keflavik Intl (BIKF) 1. CAUTION - Heavy concentrations of birds are located in the vicinity of the airfield from May to September. Bird conditions are in effect during these months and are as follows: a. SEVERE - Bird activity on or immediately above the active runway or along the runway extended centerline approach and departure corridors representing high potential for bird strikes. b. MODERATE - Bird activity near active runway representing increased potential for bird strikes. Increased vigilance and caution required by all activities and aircrews. c. LOW - Bird activity on and around the airfield represents a low potential for bird strikes. (USN/NAVFIG FIL ) NOTE: Some of the species of birds found are black-backed gulls, arctic sauk, golden player, ptarmigan, whimbrel, snipe, tern, wheatear, snow bunting and raven. The greatest hazard is the black-backed gulls. For current bird conditions contact ATOC on 131.1/ IRAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes TEHRAN FIR. DIMENSIONAL UNITS - ICAO Blue Table except: 1. Relatively short distances such as relating to aerodromes (e.g. runway lengths)- Meters. 2. Altimeter settings in hectopascals. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard except:

172 3-104 IRAQ 1. The making and transmission of AIREP is required at the following ATS/MET reporting points: ABADAN VOR/DME, BIRJAND VOR/DME, ESFAHAN VOR/DME (on request), SABZEVAR VORTAC, UROMIYEH VOR/DME (on request) and ZAHEDAN VORTAC (on request). (SPEC/GEN 3.5-7) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Standard. Standard. INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS - Where no minimum flight level has been established, IFR flight shall be flown at a minimum flight level of 2500 feet above the highest obstacle located within 8 km of the estimated position of the aircraft. (SPEC/ENR 1.3-1) RVSM RULES - Standard. (SPEC/ENR 1.8-1) h. KUVER, PATIR, NANPI, TULAX, OBTAR, ROTOX and RAGAS - Bushehr Radar. i. RAGET, PAXAT and BOXIX - Hamadan Radar. (SPEC/ENR 1.1-1) 2. Aircraft flying into or departing from Islamic Republic of Iran (Tehran FIR) shall make their first landing at or final departure from an international aerodrome. (SPEC/GEN 1.2-1) 3. Overflight aircraft are forbidden to cross over BUZ DVOR/DME at FL280 or below. (SPEC/ENR 1.1-1) FILING FLIGHT PLANS (DAY/NIGHT) - Foreign aircraft shall not file flight plans for routes other than published ATS routes unless prior permission has been obtained from the appropriate ATS authority. An ATS unit will authorize an aircraft to deviate from the ATS route published in the flight plan when emergency circumstances, bad weather conditions or failure of navigation aids make the deviation necessary. (SPEC/ENR ) ENROUTE RNP REQUIREMENTS - Within Tehran FIR (OIIX) all airways above FL285 are RNP5. (SPEC/ENR 1.1-1) ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC - All civil aircraft intending to operate within the TEHRAN FIR RVSM airspace shall be equipped with ACAS II. (TCAS II systems with Version 7.0 incorporated meet ICAO ACAS II standards) (SPEC/AIP SUP 3/03) FLIGHT PLANNING 1. All flights before entering Iran ADIZ (Tehran FIR) are required to contact the appropriate air defense radar station on MHz or MHz at least 10 minutes prior to entering the Tehran FIR (if unable to contact, try again 20 NM before FIR boundary) for the purpose of military identification and avoidance of interception, especially for those aircraft entering via Persian Gulf and Oman sea. Inform Tehran ACC accordingly: a. ALRAM, BONAM, DASIS, DULAV, MAGRI, PARSU and AGINA - Tabiz Radar. b. LALDA, PUTMA and ULDUS - Babolsar Radar. c. GIRUN, RIKOP, ORPAB, OTRUZ, CHARN, DOLOS and RITAB - Mashhad Radar. d. SOKAM and KAMAR - Birjand Radar. e. DERBO and PIRAN - Zabol Radar. f. KEBUD, ASVIB, EGRON, METBI, DENDA, IMLOT and MESPO - Makran Radar. g. GABKO, DAPER and ORSAR - Persian Gulf Radar. FLIGHTS IN BORDER AREAS - All aircraft entering Iran ADIZ/Tehran FIR shall be at FL150 or above unless prior permission is received from ATC. FIR ETA shall be made good within plus or minus 5 minutes. Enter via published ATS routes only. Aircraft not complying with these regulations are subject to interception. ADIZ coincides with FIR. (SPEC/ENR 1.1-1) AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - IRAQ NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BAGHDAD FIR. 1. The procedures for flight operations detailed here are mandatory for all aircraft operators authorized to fly in the Baghdad FIR. (SPEC/GEN 1.2-1) DIMENSIONAL UNITS - ICAO Blue table except: Altimeter settings in Hectopascals. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - A common transition altitude of FT and a common transition level of FL160, which increases to FL170 when QNH is below 980hPa, are established for the whole of Baghdad FIR. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard.

173 VISUAL FLIGHT RULES All aircraft flying in Iraqi airspace are required to maintain continuous two-way radio communication with ATC, except VFR flights in airspace of class F and G or if authorized under a letter of agreement with the ICAA. (SPEC/ENR 1.1-1) Standard. INSTRUMENT FLIGHT RULES CHANGE FROM IFR FLIGHT TO VFR FLIGHT 1. 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. 2. 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. (SPEC/ENR 1.3-1) RVSM RULES - RVSM shall be applicable in that volume of airspace between FL290 and FL410 inclusive in the Baghdad FIR and this volume of airspace shall be referred to as the Baghdad FIR RVSM airspace. The Baghdad FIR RVSM airspace shall be exclusionary, only aircraft approved for RVSM and appropriately trained crews shall be authorized to operate in RVSM airspace. (SPEC/ENR 1.8-1) RNP REQUIREMENTS - 1. All aircraft operating within the Baghdad FIR must be approved by the State of the operator or the State of Registry for RNAV5. RNAV5 approved aircraft shall have the capability to maintain enroute lateral navigation accuracy along track position fixing of +/- 5NM or better, for 95% of the flight time in Iraqi airspace. Any aircraft unable to meet the navigation criteria will not be authorized to fly within Iraqi airspace. (SPEC/GEN 1.5-1) 2. Pilots of aircraft meeting RNAV5 standards must indicate R in field 10 of the ICAO flight plan. Operators are to ensure that all relevant procedures, publications and training are in accordance with RNAV5 standards. Pilots must advise ATC of any deterioration or failure of their navigation system by stating Unable RNAV due to equipment. ATC will then attempt to provide alternative separation standards and/or routings. (SPEC/GEN 1.5-1) 3. There may be insufficient ground-based navigation aids (NAVAIDS) suitable for RNAV or Inertial Navigation System updating along the Iraqi air routes. Therefore, operators whose aircraft navigation systems depend upon ground-based NAVAID updating to meet RNAV5 criteria shall conduct an analysis of the routes to be flown to ensure suitable NAVAID reception. (SPEC/GEN 1.5-1) IRELAND ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC - All aircraft operating in the Baghdad FIR shall be equipped with a serviceable Mode 3/A Transponder. (SPEC/GEN 1.5-1) FLIGHT PLANNING 1. The ICAA is the approving authority for flights intending to operate within the Baghdad FIR. All aircraft require ICAA approval to land, depart, and overfly Iraq. To accomplish this, all carriers will contact the ICAA directly providing any documentation required by the ICAA. All company information shall be submitted to the ICAA at least seven days prior to the commencement of the first intended flight, or at least 15 days when such a request is submitted through diplomatic channels. Request to overfly or operate inside Iraq is accomplished by submitting the proper form. There are two forms: Daily Overflight Request Form and Landing Slot Request Form. They can be found on the ICAA website: Requests for civil flights operating in the Baghdad FIR shall be submitted to ICAA no later than 1500Z on the day prior to flight giving details of the proposed flight, and if required will provide written proof of ICAA approval when submitting Overflight or Slot Request Forms Mode 3/A transponder codes are issued to aircraft by ATC. ICAA operates 24 hours a day. The ICAA will resolve all questions that may arise as to whether or not an operator is approved to operate in the Baghdad FIR. The contact numbers for ICAA representatives are: ICAA Air Trans Dept (Landline) ICAA Air Trans Dept (cell 1) Fax (civil landing slots) (civil overflight requests) 2. Risks to flight and Compliance with These Procedures. All aircraft operators shall comply strictly with the provisions of the permission granted for their aircraft and shall adhere to the international designated air routes. Aircraft operators must be familiar with, and follow, international intercept procedures contained in Annex 2, Rules of the Air, to the Chicago Convention, paragraph 3.8 and Appendix 2, Sections 2 and 3. Pilots are to continuously monitor the VHF emergency FREQ (121.5 MHz) and operate their transponder at all times during flight. It is imperative that all civilian aircraft follow ATC instructions for mode 3 squawk immediately upon entering the Baghdad FIR. Aircraft within the Baghdad FIR may also be instructed to deviate from their flight planned route due to temporary flight restrictions imposed by military requirements. (SPEC/GEN 1.2-1) IRELAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes SHANNON FIR/UIR. DIMENSIONAL UNITS - Non-SI Alternative Units. AIRSPACE STRUCTURE - Ireland has implemented the ICAO Annex 11 Airspace Classifications, with the following exceptions:

174 3-106 IRELAND 1. In accordance with Annex 2 the appropriate ATS authorization for the Shannon FIR prescribed that: a. A lower flight visibility of 1.6 NM is permitted for flights operated at indicated speeds of 140 kt or less. b. That helicopters may operate below 1000 ft above terrain in a flight visibility not less than.54 NM if maneuvered at a speed which would give the pilot-in-command adequate opportunity to observe other traffic or any obstacle in good time to avoid collision. (SPEC/ENR 1.2-1) 2. Maintain Mode and Code previously assigned. If no Code and Mode assigned, squawk Mode A Code Do not operate SSR Special Position Indicator (SPI) feature unless requested by ATC. (SPEC/ENR 1.6-4) ALTIMETER SETTING PROCEDURES - Standard. NOTE: The QFE supplied to aircraft for approach, landing and takeoff in respect of Instrument Runway (including Precision Approach Runway), where the landing threshold is 7 or more below the airport elevation, shall be the "Runway Threshold QFE". The reference datum in this case will be the threshold elevation of the particular runway. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard SECONDARY SURVEILLANCE RADAR - If the flight is in the Shannon UIR in addition to the minimum radio and navigation equipment a SSR transponder capable of responding to Mode 3/A interrogations with 4096 codes and to Mode C interrogations with Automatic Pressure Altitude Reporting is required. (SPEC/ENR 1.6-3) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Ireland has adopted the seven (7) ICAO Airspace Classifications, which are designated with the letters A to G, and the use of three (3) of these classifications: A, C and G, is made in accordance with ICAO specifications as detailed in Annex 11, 9th edition. (SPEC/ENR 1.4-1) INSTRUMENT FLIGHT RULES FM IMMUNITY - Foreign operators operating aircraft through Irish airspace which are not equipped with compliant receivers should ensure that: 1. Aircrews are aware of potential FM immunity hazards. 2. Non-compliant receivers are individually identified as such. 3. ENROUTE: The flight (including diversions) be planned IAW ICAO enroute navigation requirements, avoiding the use of VOR facilities. 4. TERMINAL: The approach to the final destination (or alternate) within Ireland be planned to avoid the use of ILS (localizer) or VOR facilities. (SPEC/AIC 31-00) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - 1. A flight plan shall be submitted within the State for any international flights or any flight of which at least a total of 30 nautical miles is over water. (SPEC/ENR ) FLIGHT PLANNING IN SHANNON UTA, NOTA, AND SOTA - 1. General Procedures - a. No upper ATS routes exist in the Shannon UTA, Northern Oceanic Transition Area (NOTA), or Shannon Oceanic Transition Area (SOTA), except where air traffic service is delegated to another entity. b. The following conditions apply: (1) Airspace users may flight plan direct routing (DCT) between any of the published 5 letter waypoints or navaids within the Shannon UTA, NOTA, or SOTA, up to a maximum distance limit of 600 NM. (2) Crossing UIR boundary DCT is not permitted. (3) Airspace users may connect to lower ATS routes by flight planning DCT to any significant point on the lower ATS network. From the lower ATS network users may plan DCT from any significant point to any of the exit points in the Shannon UTA, SOTA, or NOTA. (4) Users should plan to remain clear of active Danger Areas. Radar monitoring is provided to ensure separation from active Danger Areas. 2. Overflights - a. Traffic should plan direct from entry point to exit point, except as required to remain clear of Danger Areas. (1) Airspace users entering Shannon UTA on oceanic clearance should plan direct from last point of oceanic clearance to exit point of the UTA. (2) Traffic intending to enter Shannon Oceanic Area should plan direct route from Shannon UTA entry point to entry point on the Oceanic boundary. 3. Traffic Landing at Airports Within Shannon FIR - a. Plan from Shannon UTA entry point or last point of oceanic clearance as follows: (1) If destination has published STARs, then flight plan to initial waypoint on appropriate STAR. (2) If destination does not have published STARs, then flight plan to the navaid or significant point associated with the

175 destination airport according to the following table: ENROUTE ISRAEL Airport Navaid Significant Point Donegal (EIDL) CFN Sligo (EISG) SLG Ireland West (EIKN) CON ENULA Galway (EICM) GATGO Shannon (EINN) SHA Kerry (EIKY) KER INRAD Cork (EICK) CRK Waterford (EIWF) WTD 4. Traffic Departing Airports Within the Shannon FIR - a. Traffic planning FL250 and above should: (1) If airport has published SIDs, then flight plan from SID termination point to exit point of UTA. (2) If airport does not have published SIDs, then flight plan from the navaid serving the airport to the exit point of the UTA. (SPEC/MIL ENR ) FLIGHT HAZARDS HIGH MIDAIR COLLISION POTENTIAL AREA - 1. Ballooning - ballooning takes place daily during daylight hours in uncontrolled airspace at the following locations: NAME OF SITE Blessington Barberstown Castle Kinnity Camolin Wells House Boyle Dunshaughlin GEOGRAPHIC POSITION N53 11 W06 34 N53 19 W06 36 N53 06 W07 43 N52 36 W06 25 N52 31 W06 21 N53 59 W08 14 N53 31 W Glider Flying - glider flying takes place in uncontrolled airspace in the vicinity of the following locations: NAME OF SITE Gowran Grange Kilkenny Clonmel Ridge Dingle Peninsula Inch Strand Fermoyle Strand GEOGRAPHIC POSITION N53 11 W06 38 N52 39 W07 18 N52 20 W07 37 N52 04 W09 59 N52 08 W07 59 N52 15 W Parachuting - parachuting takes place daily during daylight hours in uncontrolled airspace at the following locations: Abbeyshrule Birr Clonbullogue Galway Kilkenny N53 35 W07 38' N53 04' W07 54' N53 15 W07 07 N53 18 W08 53 N52 39' W07 17' (SPEC/ENR ) FLIGHTS IN BORDER AREAS - Communications between aircraft and the responsible Air Traffic Control Sector(s) in the Shannon ATCC will be via VHF. As the SOTA/NOTA airspace remains oceanic airspace, the communications requirements currently outlined in UK AIP will continue to apply to all aircraft in SOTA/NOTA airspace. If unable to contact Shannon ACC on VHF, aircraft should utilize the appropriate HF facility, addressing their message to Shannon ACC. (SPEC/ENR 2.2-6) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Ireland conditional routes: L18 BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. USE OF LANDING LIGHTS - It has been shown that the display of landing lights has reduced the number of bird strikes on aircraft. Therefore, where the design limitations of aircraft installations permit, landing lights should be operated in flight within terminal areas and during take-off, approach to land and climb and descent procedures. (SPEC/ENR 5.6-5) ISRAEL NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes ISRAEL, territorial waters and occupied territories. DIMENSIONAL UNITS - Blue Table. ALTIMETER SETTING PROCEDURES - A transition altitude is specified for Tel-Aviv FIR only. 1. Within the Tel-Aviv FIR, the altimeter setting procedures are as follows: - standard ICAO procedures over water - in terms of altitude according to regional QNH over land. 2. Arriving traffic from flight-level to altitude when leaving FL115 on descent, or when crossing coastline and flying over the land area, whichever earliest. 3. Departing traffic from Tel-Aviv/Ben-Gurion airport shall change from altitude to flight-level when leaving 10,500 ft.

176 3-108 ISRAEL following SID PURLA & SID SOLIN, or when crossing coastline and flying over water whichever latest. 4. Aircraft departing from aerodromes other than Tel- Aviv/Ben-Gurion, shall change altitude to flight level when leaving 10,500 ft. or when crossing coastline and flying over water, whichever latest. Aircraft shall remain under regional QNH when flying over water below 10,500 ft. Vertical position of aircraft when at or below the transition altitude is expressed in terms of altitude, whereas such positioning at or above the transition level is expressed in terms of flight levels. While passing through the transition layer, vertical positioning is expressed in terms of altitude when descending and in terms of flight levels when ascending (over water only). Flight level zero is located at the atmospheric pressure of 1,013.2 hpa (29.92 in.). Consecutive flight levels are separated by a pressure interval corresponding to 500 ft. (152.4 m) in the standard atmosphere. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - SEMICIRCULAR (NON- STANDARD). 1. Vertical separation during en-route flight shall be expressed in terms of flight levels when over the water of the Tel-Aviv FIR, and in terms of altitude when over the land area of Tel-Aviv FIR. 2. Aircraft shall maintain odd altitudes/flight levels when flying headings from 090 degrees through 269 degress whether IFR or Controlled VFR. 3. Aircraft shall maintain even altitudes and flight levels when flying headings from 270 degrees through 089 degrees whether IFR or Controlled VFR. 4. Within the Tel-Aviv FIR/CTA/UTA, aircraft shall follow regional altimeter setting procedures. Vertical displacement of aircraft will be expressed in terms of altitudes. A regional QNH will be made available to aircraft flying over land, except within the Tel-Aviv/Ben-Gurion TMA. (SPEC/ENR 1.7-1) Standard except: VISUAL FLIGHT RULES 1. VFR flight in Israel shall be operated as Controlled VFR flights (CVFR). 2. Flights must take place below 20,000 and during daylight hours. (SPEC/ENR 1.2-1) INSTRUMENT FLIGHT RULES a. Over high terrain or in mountainous areas: same as Regional Procedures except IFR flight shall be flown at a level which is at least 2000 ft above the highest obstacle located within 5 miles of the established position of the aircraft. b. Elsewhere than as specified in (a), at a level which is at least 1000 ft above the highest obstacle located within 5 miles of the estimated position of the aircraft. (SPEC/ENR 1.3-1) FLIGHT PLANNING Flight movement messages relating to traffic incoming, outgoing or via the Tel-Aviv FIR, shall be addressed as stated below in order to warrant correct relay delivery. 1. IFR flights into or via Tel-Aviv FIR/UIR-EUCHZMFP or EUCBZMFP. a. Out of Tel-Aviv FIR/UIR, military, private and general aviation- LLBGYDYX- LLLNZRZX or LLLLZFZQ. b. Out of Eilat/Ramon and Ovda - LLETZPZX 2. VFR flights a. Into and out of Tel-Aviv FIR, destined to and from LLBG & LLSD from and to the West- LLBGZTZX LLBGYDYX or LLLNZRZX. b. Into and out of Tel-Aviv FIR, destined to and from LLBG from or to the South- LLLSZRZX LLBGYDYX or LLBGZTZX. c. Into Tel-Aviv FIR, destined to and from LLET, LLOV, or LLER from or to the West- LLBGZTZX LLLNZRZX LLLSZRZX LLETZTZX LLETZPZX LLERZPZX or LLERZTZX. d. Into Tel-Aviv FIR, destined to and from LLET, LLOV or LLER from or to the South- LLLSZRZX LLETZTZX LLETZPZX LLERZPZX or LLERZTZX. e. Into or out of Tel-Aviv FIR, destined to and from LLHA from or to the West- LLLNZRZX LLHAZTZX or LLBGYDYX. f. Into or out of Tel-Aviv FIR from or to Amman FIR (overflights )- LLBGYDYX or LLLNZRZX. 3. Mixed IFR/VFR flights into or via Tel-Aviv FIR/UIR- the IFR portion of a mixed mode (IFR/VFR) flight plan is to be addressed as for IFR flights; the VFR portion is to be addressed as for VFR flights. (SPEC/ENR ) GENERAL AIR TRAFFIC ADDITIONAL INFORMATION - 1. Aircraft about to enter Tel Aviv FIR that have not received specific instructions from ATC concerning the setting of transponder shall operate the transponder on Mode A/3, Code 6400 (or 6400) before entry and maintain that code setting until otherwise instructed. 2. Aircraft equipped with transponder mode S entering TEL AVIV FIR control after having passed the terminal control area begins at South control boundary southbound or SHARM-EL- SHEIKH northbound shall transmit mode S associated with the aircraft call sign. 3. Individual codes will be assigned by the relevant ATC unit. 4. The following functional codes are to be used by aircraft entering or exiting the Tel-Aviv FIR: a. Arriving flights from the South, unable to establish contact with South Control code 42 (4200). b. Domestic Flights along the ATS routes codes 50 ( ), 52 ( ), & ( ).

177 ITALY c. Domestic Flights along the CVFR routes code 51 ( ) d. fire-fighting aircraft code 52 ( ) e. police aircraft code 52 ( ) f. Flights within Eilat CTR/CTA code 52 ( ) g. International flights Southbound to CAIRO FIR code 64 ( ) h. International flights Eastbound to AMMAN FIR code 64 ( ) i. Departing International flights TMA & Tel-Aviv Control code 72 ( ) (SPEC/ENR 1.6-2) SUPPLEMENTARY AIRPORT INFORMATION Ben Gurion (LLBG) 1. NOISE ABATEMENT: PREFERENTIAL RUNWAY SYSTEMS a. Runway 12 will be the preferred runway assigned to landing aircraft, provided the tailwind component does not exceed 10 KT when runway is dry, or 5 KT when runway is wet. b. Runway 30 will be the preferred runway assigned to departing aircraft, provided the tailwind component does not exceed 5 KT. The following combination might be used: (1) Runway 12 for landing while runway 12 for take-off. (2) Runway 30 for landing and runway 30 for take-off. (3) Pilots may request take-off from RWYs intersection or RWY-TWY intersections. (4) Training flights will be approved at off-peak periods only, by prior coordination with ATC. This will be restricted to ILS letdowns only without touching down on the runway. (5) Reverse thrust, other than idle thrust, shall not be used between LT, except for safety reasons. c. No training flights are permitted daily between Z. d. Reverse thrust, other than idle thrust, shall not be used between Z except for safety reasons. (SPEC/AD 2.5-9) e. The following takeoff restrictions apply: no civil aircraft shall take off between during winter and during summer. Exceptions: (a) Take-offs of aircraft rendering medical assistance. (b) Firefighting aircraft. (c) Cloud seeding flights and other special flights, only by prior permission from the ICAA. (SPEC/NOTAM A1141/13) f. Pursuant to ICAO ANNEX 16, PARAGRAPH 4.4, CHAPTER 4, noise levels, pilots shall specify in flight plans item 18 as follows: aircraft certified noise stage 4. Aircraft without stage 4 noise certification will be restricted. (NOTAM A1076/10) 2. AIRPORT REGULATIONS - LLBG is designated as a fully coordinated aerodrome; therefore all TFC ARR/DEP must have a fully coordinated slot. Applications must be applied for 48 HRS in advance (MON-THU) and 72 HRS in advance on FRI-SUN, to TLVACXH in SSIM format. (SPEC/AD 2.5-8) 3. DEPARTURES Runway 26 is the preferred runway assigned to departing aircraft, provided the tailwind component does not exceed 5 KT. Preferential Departure Routes Departure westbound PURLA L53 SUVAS U/L53 KAROL Departure North-Westbound PURLA P52 GITLA U/W13A VELOX Departure to Amman FIR SALAM Departure Southbound TOMAL J10 (SPEC/AD C) ITALY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BRINDISI FIR/UIR, MILANO FIR/UIR and ROMA FIR/UIR. Also includes islands of PANTELLERIA, SARDINIA and SICILY. DIMENSIONAL UNITS - ICAO Table. AIRSPACE STRUCTURE - Italian airspace is divided vertically into: 1. Upper airspace above FL195; 2. Lower airspace extending from GND to FL195. Lower airspace is divided into three Flight Information Regions: Milano FIR, Roma FIR and Brindisi FIR. Airspace above FIR is defined as Upper Flight Information Region (UIR). UIR airspace has been divided in two parts differently classified: 1. Class C from above FL195 (excluded) to FL Class G above FL660 (excluded) to UNL. Flight Information Region (FIR) is classified as Class G. (SPEC/ENR 1.4) ALTIMETER SETTING PROCEDURES - Standard. NOTE: Use of QNH altimeter settings when operating below TRANSITION LEVEL does not preclude a pilot from using a QFE setting for terrain clearance purposes during approach. (SPEC/ENR 1.7.3)

178 3-110 ITALY VERTICAL SEPARATION - Semicircular POSITION REPORTING - Standard VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Standard except: 1. Italy has implemented the ICAO Annex 11 airspace classifications. (SPEC/ENR 1.4-1) a. Within Italy, Lower Airspace Flight Information Regions are composed of the airspace between the surface and FL195, inclusive. b. Italian airspace is classified, following ICAO standard, in the classes A, C, D, E and G. Classes called B and F are adopted but not implemented. c. Upper Flight Information Regions (Milano, Roma, Brindisi) from above FL195 to FL460 are classified Class C; above FL460 to unlimited Class G, except as classified differently due to services provided (Military Control Zone, and active Restricted, Danger, or Prohibited Areas). d. Flight Information Regions (Milano, Roma, Brindisi) from Ground to FL195 inclusive are classified Class G except as classified differently due to ATC services provided (TMA, AWY, Advisory Route, air traffic zones (ATZ) within control zones). e. Airport Traffic Zone (ATZ). ATZs within control zones adopt the same classification of the control zone. ATZs at uncontrolled airfields are Class G. f. The following ATZs are outside a Control Zone and classified as Class G, but are subject to special regulations: Viterbo (LIRV), Rome/Guidonia (LIRG), Roma/Urbe (LIRU) and Sarzana/Luni (LIQW). (1) To enter the traffic patterns of these airports: (a) Radio contact is required. (b) Ground visibility not less than 1500m for airplanes and 800m for helicopters. (c) When ground visibility is between 5km and 1500m included, a maximum of three aircraft, at controller s discretion, might be authorized for flight operations (landing and take off operations) provided there are no more than three aircraft operating within the airport traffic pattern. Training flights might be temporarily requested to land or leave the airport traffic pattern and hold well clear of it in appropriate areas either within or outside the ATZ. (d) The flight must be conducted with continuous ground or water visual references. (e) Landing aircraft will have right of way on departing aircraft. (f) Traffic departing with intention of leaving the airport traffic pattern will have priority over local training flights. (g) When ground visibility is less than 1500m, VFR helicopter activity and IFR operations, where allowed, will be provided with Flight Information Service only. (h) At an airport where IFR operations are allowed, VFR helicopters shall avoid approach and take off paths and give way to IFR traffic. g. VFR Transponder requirements- Within Class C, D and E airspace, Modes A and C are required. h. Night VFR flight is authorized for allied military aircraft. i. Except when authorized to operate special VFR: VFR flights shall not takeoff or land at an airport within a Control Zone or enter the Control ATZ of the primary airport within a Control Zone when: (1) The ground visibility is less than 5 km; (2) The ceiling is less than SPECIAL VFR - (SPEC/ENR 1.4) a. In order to comply with IFR and to facilitate the flow of air traffic, the appropriate ATC unit may issue, on pilot's request and traffic conditions permitting, special VFR authorization, provided that: (1) Ground visibility is at least 1500m (daytime, fixed wing only). (2) The aircraft maintains continuous two-way communications with the appropriate ATC unit and proceeds below clouds if any, and in visual reference with ground or water. b. Special VFR flights may be individually authorized on pilot request. (1) To enter a control zone for the purpose of landing. (2) To takeoff and depart from a Control Zone. (3) To operate locally within a Control Zone. (4) To cross a Control Zone. c. The visibility and ceiling requirements for special VFR operations are: (1) 1500m ground visibility for fixed wing aircraft. (2) 1000m ground visibility for helicopters. (3) Ceiling not below a height enabling the pilot to remain under the clouds and in sight of surface IAW the minimum heights for VFR flights. For takeoff and landing, a ceiling not less than 1000, as indicated in local routine/special MET reports. Local, different published minima may be established by ENAC. (SPEC/ENR 1.2-3) 3. VFR flights operating over Swiss territory within Milano TMA lateral limits are not permitted: a. above FL125 north of 45 54'00"N; b. above FL105 south of 45 54'00"N. VFR FOR HELICOPTERS - 1. Helicopters may operate with a visibility less than 1500m, but not less than 1000 meters, provided they are maneuvered at

179 ITALY a speed allowing observation of other traffic or obstacles in sufficient time to avoid collisions. (SPEC/ENR 1.2-2) 2. Helicopter VFR night flight is authorized: a. VFR night flights shall be planned and conducted within Class C, D, E and G airspace, with visual reference to the surface in accordance with the following meteorological minima: (1) Take off and landing with a ground visibility of at least 5 km within Class C, D, E airspace and a ground visibility of at least 3 km within Class G airspace. The height of the cloud base must be greater than or equal to 1500 AGL. (2) En route flight visibility and VFR cloud separation distance must be maintained in accordance with the NIGHT VMC MINIMA FOR HELICOPTERS table. The height of the cloud base must be greater than or equal to 1500 AGL. NIGHT VMC MINIMA FOR HELICOPTERS Altitude Airspace Class Flight visibility Distance from clouds At or above FL100 B, C, D, E,F, G 8 km (4.3NM) Horizontal: 1500m (4921ft) Vertical 1000ft Below FL100 and above 3000 ft AMSL or 1000ft AGL (whichever is higher) At or below 3000 ft AMSL or 1000 ft AGL (whichever is higher) At or below 3000 ft AMSL or 1000 ft AGL (whichever is higher) B, C, D, E,F, G 5 km (2.7NM) Horizontal: 1500m(4921ft) Vertical 1000ft B, C, D, E 5 km (2.7NM) Horizontal: 1500m(4921ft) Vertical 1000ft F, G 3 km (1.6NM) Clear of clouds and in visual reference to the surface. REMARK For flight operations in mountainous areas, horizontal flight visibility mush be at least 8 km. 3. Helicopters shall not take-off or land at an airdrome/heliport classified as G Airspace when the ground visibility is less than 1.6 NM. (SPEC/ENR 1.2-7) Standard. INSTRUMENT FLIGHT RULES FM IMMUNITY - 1. For USAF Only: Enhanced Traffic Collision Avoidance System (E-TCAS) - Aircraft equipped with E-TCAS version 7.0 may use the enhanced mode only on a non-interfering basis when flying in Italian airspace. (USAFE-DOV/AFFSA XOIA FIL 01-62) RVSM RULES - Standard. OPERATIONAL AIR TRAFFIC 1. Military flights which do not comply with the provisions stated by ICAO are settled as Operational Air Traffic (OAT). For such traffic, rules and procedures have been specified by Italian Air Force. OAT shall be conducted in contact with coordination and control service of Italian Air Force (SCCAM). 2. When not operating as General Air Traffic (GAT), state aircraft belonging to those state departments that following-up an agreement with the ministry of defense, comply with the same provisions stated for Military Air Traffic (OAT) and shall be conducted in radio contact with the relevant ATS units (civil or military). The 250kts IAS below 10,000ft AMSL speed restrictions does not apply to VFR or IFR operations within Italian Class B airspace. (SPEC/ENR 1.4) 3. Operational air traffic has normally priority over other traffic for the use of the airspace except for emergency traffic, military traffic operating for defense purposes, rescue traffic, and take-off and landing traffic. When the height of the transition altitude is lower than 10,000ft AMSL, FL100 shall be used in lieu of 10,000ft. (SPEC/ENR 1.2) 4. If conditions exist for a pilot to change his flight from GAT to OAT the ATS unit receiving the notification of the new status of the flight, will consider the current GAT FPL closed. (SPEC/ENR 1.1-2) FLIGHT PLANNING GENERAL AIR TRAFFIC - 1. The Central Flow Management Unit (CFMU) provides Air Traffic Flow and Capacity Management (ATFCM) for the European Civil Aviation Conference (ECAC). Italian Flow Management Position(s) (FMP) are established ACCs (Roma, Brindisi, Milano, Padova) and operate H24. a. CFMUs ensure Calculated Take Off Time(s) (CTOT) for departing traffic to optimize traffic flow. NOTE: CTOT is accurate within 1 minute (CTOT-5 to called departure slot ). b. ATFMs provide services for: (1) ATS units with flight plan data, best use of airspace capacity, smooth traffic flow, and prevention of sector overloads. (2) Aircraft operators with advice on flight planning and airspace restrictions. c. Aircraft operators shall comply with ATFM procedures for flight planning to include relevant strategic, tactical, and operational ATFM messages. In particular, aircrews: (1) Are responsible for CTOT adherence.

180 3-112 ITALY (2) Shall notify ATC of any estimate off block times (EOBT) of more than 15 minutes or issue the appropriate delay message. (3) Re-apply for a new CTOT as appropriate. (4) Issue the appropriate cancellation message (CNL) with a DD priority to all appropriate addresses on the previous flight plan. (5) File the replacement flight plan 5+ minutes after the CNL message. NOTE: A replacement flight plan can only be filed after acknowledgment (ACK) of the CNL flight plan). (a) The replacement flight plan shall also contain the original call sign without the Q suffix in item 7, the complete new route in item 15, and in item 18 RFP/Qn (RFP=replacement flight plan, n=number relating to the replacement flight plan.) (b) Aircrews may inform ATC they are operating on a replacement flight plan if doubt exists regarding the route to be flown. d. ATC: (1) May make the CTOT part of the ATC clearance. (2) Shall not issue start-up clearance once CTOT+10 has elapsed. (3) Shall not issue take-off clearance before CTOT-5. (4) May allow start-up and departure irrespective of CTOT based on weather, technical, or operational situations, etc. (SPEC/ENR 1.9-1) NOTE: Aviano does not accept DD FM If the outbound flight plan is not in the system, pilots must be prepared to fill out a PIANO DI VOLO Italian version of DD FM 1801 in ink. Attention all aircrews! If you are inbound to Aviano from any station other than the station you notified Airfield Management Operations of on your PPR, you must call and change your PPR. All aircrews using STS/ATFM EXEMPTAPPROVED in Block 18 of your flight plan must coordinate with Rome, PRESIDENZA DEL CONSIGLIO DEL MINISTRIUFFICIO PER I VOLI DI STATO, DI GOVERNO ED UMANITARI, ETC, to obtain an authorization code. Authorization codes are required or remark must be removed from the flight plan. Contact Base Operations for assistance. (31 OSS-OSAB/31 OSS-OSAB FIL ) 2. FLIGHT PLAN AND FLIGHT NOTIFICATION a. All aircraft departing Aviano (LIPA/LIYW) on local training or ATO missions must be coordinated with the 31 OSS/OSOS DSN NLT 0900 local the working day prior to the flight. (OSS/USAFE-DOYP) b. Prior to departure from an airport, information on the intended flight shall be provided to the appropriate ATC unit in the form of: (1) Flight Plan (FPL), or; (2) Flight Notification c. A flight plan is required for: (1) Any IFR flight, or; (2) Any flight across international borders, or; (3) Any flight conducted east of Tangliamento River and within or into designated areas or along designated routes, when so required by the ATC authority to facilitate coordination with appropriate military ATC in order to avoid the possible needs of intercept for identification, or; (4) Any flight within or into Class C, D or E airspace, or; (5) Any flight departure and/or landing on airports provided with ATC. d. A flight plan is not required for: (1) An aircraft taking off from and landing at the same airport not provided with ATC, or; (2) Taking off from an airport not provided with ATC service and bound to an airport not provided with ATC service and flying within class E and G airspaces. e. A flight plan shall be submitted to the departure airport ATC Service Office (ARO) (or the jurisdictional ARO if not available at the departure airport) within 24 hours for the EOBT, as follows: (1) Filling in the appropriate FPL form, or, (2) By teletype, or, (3) by telefax (pilot is responsible to verify its receptions, or, (4) By telephone, when the communications are recorded at ATC unit. NOTE: When in exceptional cases it is impossible to accomplish the above, communication of flight plans are permitted on tower or AFIS radio frequency, or on Ground Control frequency, where available. f. For flights departing from airports where no ATC unit is established, information on an IFR flight plan shall be provided to the jurisdictional ATC unit. g. The FPL must be submitted to the appropriate ATC unit at least: (1) VFR: 30 minutes before the EOBT (2) IFR: (a) 3 hours before the EOBT. Exceptional cases where it is impossible to meet this requirement, operators should give as much notice as possible, and never less than one hour. Operators are reminded that delays from ATC/FM may be expected in the event the FPL is submitted less than 3 hours of EOBT. (b) 30 minutes before the EOBT for: 1 Aircraft, that due to bad weather conditions or an emergency situation diverted to another airport, but still takeoff from the diversion airport within the same day, or; 2 Military or State aircraft, or; 3 Aircraft with "State Flight" status as

181 ITALY specified, or; 4 Flights which, subject to ATFM measures, select an alternative (Replacement Flight Plan). (c) Without time limits (IFR and VFR) l. The jurisdictional ATC unit and to the ATC unit that furnish ATC services on the planned route. m. Closing the FPL is the responsibility of the pilot in command (PIC). When failure to ensure its closure, a PIC may be called upon to pay for all SAR expenses. (SAR), or; 1 Ambulance and humanitarian flights, or; 2 Flights operating for Search and Rescue 3 "Patrol" flights, or; 3. The following restrictions apply to flight plans already submitted and acknowledged: a. Flight plans should be filed a minimum of 3 hours prior to the EOBT. RON aircrews are recommended to file before entering crew rest. specified. 4 Aircraft with "State Flight" status as h. The pilot or his representative must transmit to the departure airport ARO any possible cancellation of the FPL. Compliance with such obligation is a necessary condition for the acceptance of a new flight plan. i. In case of more than two hours delay, as regards EOBT, the FPL must be updated or cancelled. j. No updating or resubmission of the FPL is required if the delay is due to ATC reasons. k. Abbreviated FPL for VFR flights: (1) Taking off and landing at the same airport provided with ATC unit, or; (2) Taking off from an airport provided with ATC unit and bound to an airport not provided with ATC unit, and vice versa, or; (3) Taking off and landing at airports provided with Airport Flight Information Service (AFIS) and operating in class F and G airspace. (a) The FPL should contain the following at minimum: 1 Call sign and flight rules; 2 Type of aircraft; 3 Departure Airport; 4 EOBT; 5 Planned route; 6 Destination airport and total estimated elapsed time (EET); 7 Endurance; 8 Persons on board. REMARKS: Flight activities within Airport Traffic Zone (ATZ) or Control Zone (CTZ) may be granted possible exceptions, exemptions or modifications to abbreviated FPL and related submission procedures, under conditions locally agreed upon, among civil aviation authority (CDC), ATC unit and users. Such agreement may as well state that the above mentioned derogation may be applicable for specific operational (i.e. training and test flights, gliders, etc.) conducted in Class G airspace outside and in the vicinity of ATZ/CTR, when it is deemed convenient that such traffic is handled by AFIS/TWR/APP concerned. b. Changes to the EOBT, callsign, destination, and route of flight requires the filed flight plan to be cancelled followed by a submission of a new flight plan. If changes are made within 2 hours of EOBT, expect delays. c. When EOBT is within 30 minutes, changes to the EOBT could cause delays. d. According to Flow Control, the EOBT is calculated at 5 minutes minus departure time for taxiing purposes. (SPEC/ENR 1.10) NOTE: Any unit deployed to AVIANO AB (LIPA/LIYW) wishing to accomplish local training sorties or use local airspace must call 31 OSS/OSOS (Wg Scheduling) DSN for a briefing on the Italian flight planning process prior to first flight. (31 OSS/OSOS) 4. FLIGHT PLANNING ADDRESSEES a. FIR/UIR: (1) ROMA: (a) IFR/LIRRZQZX (b) VFR/LIRRZFZX (2) MILANO: (a) IFR/LIMMZQZX (b) VFR/LIMMZFZX (3) BRINDISI: (a) IFR/LIBBZQZX (b) VFR/LIBBZFZX b. Flow Control: LIRRZDZO c. Destination/Subsequent Legs: (1) Civil: (a).... ZPZX (b).... ZTZX (2) Military:.... ZPZX d. Additional information: (1) Flight plans for military aircraft with destination Naples/Capodichino must be addressed to: LIRNYXYX.

182 3-114 ITALY (2) Flights routed into/through Milano FIR/UIR and penetrate LIP5: LIPPZQZX. (3) Flights to/from Aviano (LIPA): LIRSZAZX. (USAFE-DO/AFFSA) CLEARANCE INFORMATION - 1. All departing aircraft with an IFR flight plane shall request a start-up clearance on the appropriate frequency only when the aircraft is ready to start engines immediately. 2. When the expected delay is 15 minutes or more, ATC will provide an expected delay to start-up. Pilots shall hold apron position maintaining a continuous listening watch on the appropriate frequency in order to receive possible updates of the expected delay time. 3. When the expected delay is less than 15 minutes, ATC will provide a clearance to start-up at its own discretion. 4. Aircraft, not ready to clear the apron within 10 minutes after start-up clearance, may be subject to a new modified clearance for ATC necessities. 5. When requesting start-up clearance and successive taxi clearance, destination and stand number must be given. 6. Start-up and taxi clearance does not constitute priority for take-off, since flow sequence of departing traffic may be changed to meet ATC requirements. When an aircraft is subject to ATFCM regulations, it should be advised to start up in accordance with its CTOT. 7. If a start-up clearance is denied, the flight crew shall be advised of the reason. 8. When EOBT exceeds more than 15 minutes changes, the AO/Pilot shall send a DLA/CHG message. 9. AO shall update their FPL with the new EOBT and begin their taxi maneuver in accordance with the ETOT/CTOT. 10. If the EOBT has not been updated, the TWR/APP will deny the start up clearance if it is asked for at EOBT + 15 minutes. (SPEC/ENR 1.1) SUPPLEMENTARY AIRPORT INFORMATION Aeritalia (LIMA) IFR flights are allowed when ground visibility at Aeritalia is at least 1 mile and a ceiling is 1,500 or greater. IFR flights inbound to Aertalia shall execute an IAP for Torino (LIMF) and proceed VFR, or SVFR, to destination, after canceling IFR. IFR departures, obtain clearance from Torino APP prior to takeoff. Albenga (LIMG) Daytime operations: Visual landing after direct approach BREAK CLOUDS procedure for runway 27 or after executing a circling procedure for runway 09. Ensure alternate departure airport due to unavailability of a circling area for immediate return in case of an emergency. Nighttime operations: Visual landing after a BREAK CLOUDS procedure for runway 27 only, allowed for operators authorized by ENAC (Italian Civil Aviation Authority). Visual takeoff from runway 09 allowed only to class A aircraft (reference JAR OPS 1). Night takeoff from runway 27 prohibited both in VMC and IMC. Landing on runway 09 allowed during day only. Landing on runway 27 allowed only with directional approach lighting, PAPI, and obstacle lighting operative. PAPI required for daytime landings on runway and night landings on runway 27 for turbine aircraft. Approach allowed only during calm winds and absence of significant turbulence (no wind shear and turbulence more than light). Landing on runway 27: Pilots performing the BREAK CLOUDS procedure for a visual approach shall: 1. Configure the aircraft for landing and establish correct descent path prior to leaving the MAP and beginning the final segment to land on runway Report runway in sight to ATS no later than MAP. 3. Continue the approach only after ATS confirms the runway and the final segment are clear of traffic. 4. Due to mountainous terrain surrounding the airport, once arriving at ALB 1.1 DME established on LOC I-LBN (108.9), call ATS with established on final. Landing on runway 09 during day time only. 1. Left pattern, north of the runway at 1,850 AMSL. 2. PAPI runway 09 must be operative for turbine aircraft operations. Contact the Italian Civil Aviation Authority for restrictions on public transport operations. (SPEC/AD2 LIMG) Aviano AB (LIPA) 1. All aircrews note hazards of winter (DEC/JAN) weather conditions and comply with the following procedures: a. Aviano weather is normally good, even after most nearby airports experience conditions of low visibility caused by fog and haze. Slight change in wind direction, however, can cause these same low visibility conditions at Aviano AB. Suitable alternates are as much as 200 NM away. Since all of them are non-usafe airports, aircrews must take appropriate weather minima into consideration while pre planning flights to Aviano AB, and include a thorough check of all airports in Northern Italy. If doubt exists before departing, call Aviano Command Post for the latest information. Also, when approaching Aviano, contact METRO of Command Post for local conditions. (31 OSS-OSAB/31 OSS-OSAB FIL ) 2. SERVICES a. TRANSIENT ALERT - No drag chute repack capability. JOAP available USAF aircraft only, Z++ weekdays, except holidays. If aircraft maintenance status changes, contact Transient Alert /7305. b. RESTRICTIONS - All aircraft must have diplomatic clearance to land, all foreign/civilian aircraft require Italian approval prior to landing. All aircraft transiting loops/restricted areas must be pre-announced to SFS (via MOCC) prior to returning to aircraft. When aircraft approach Aviano under IFR, expect handoff to Approach Control from Padova or Treviso non-radar

183 ITALY center. Expect clearance to Nikel/Penny IAF with possible late transfer from Padova. c. Fleet servicing, available to AMC aircraft only, is limited to lavatory services and potable water; wet ice not available. All requests for fleet service will be considered on unit workload and mission routing. AMC is unable to dispose of trash for non-eu countries and is unable to provide comfort supplies such as trash bags, cups, toiletries, etc. Trash pick-up only for AMC missions that originate in European countries. 72hrs prior coordination required for all dry ice requirements. Customs and Immigrations available, AMC requires a minimum 24hr notice for coordination. Coordinate requests with 724 AMS ATOC at DSN , COMMERCIAL or STANDBY cell (31 OSS-OSAB/31 OSS-OSAB FIL ) 3. Public Health Measures: See Foreign Clearance Guide. (31 OSS-OSAB/31 OSS-OSAB FIL ) 4. Holiday airfield closure dates: Aviano is closed all major Italian and American holidays. Contact Airfield Management at for further information. 5. TAXIWAYS AND RAMPS - a. Taxiway Alpha (31 OSS-OSAB/31 OSS-OSAB FIL ) (1) Taxiway Alpha from Hangar 2 to Sierra Arm/De-arm restricted to aircraft with a wingspan smaller than 196 ft due to barrier shacks located 148 ft from the centerline. Aircraft with a larger wingspan require prior coordination with Airfield Management. (2) Taxiway Alpha from Taxiway A4 to Taxiway A3 restricted to aircraft with a wingspan smaller than 222 ft when an aircraft with a wingspan greater than 93 ft is parked in front of Hangar 1, 2, and/or 3. (3) Taxiway Alpha from Taxiway A1 to the East entrance of Sierra Loop restricted to aircraft with a wingspan less than 75 ft when fighter aircraft are located on primary or alternate Sierra Arm/De-arm pads. (4) Alternate Sierra Arm/De-arm pad (located adjacent to Taxiway A1) is restricted to F-16 aircraft only. b. Taxiway Bravo (1) Taxiway Bravo between East entrance of the South Ramp and the West entrance of the South Ramp (not including the entrances) restricted to aircraft with a wingspan smaller than 214 ft due to weather equipment (FMQ-19) located 157 ft from Taxiway Bravo centerline. Aircraft with a larger wingspan require prior coordination with Airfield Management. (2) Taxiway Bravo from West entrance of the South Ramp to East entrance of PHCP (not including the entrances) restricted to aircraft with a wingspan smaller than 196 ft due to Tower Loop fence line 149 ft from Taxiway Bravo near Taxiway B2 and a JP8 junction pit located 149 ft from Taxiway Bravo near the West entrance of the PAHA. Aircraft with larger wingspans require prior coordination with Airfield Management. (3) Taxiway Bravo between Taxiway B2 and Taxiway B3 restricted to aircraft with a wingspan smaller than 133 ft (C-130) when a C-130 is parked on the NATO pads. (4) Taxiway Bravo from Taxiway B1 to the West Entrance of the PHCP is restricted to aircraft with a wingspan smaller than 174 ft (C-17) due to ILS equipment near Taxiway Bravo and Taxiway B1. Aircraft with a larger wingspan require prior coordination with Airfield Management. (5) Taxiway B1 restricted to aircraft with wingspan smaller than 100 ft when fighter aircraft are located on the Zulu Arm/De-arm pad. (6) Taxiway Bravo from Taxiway B1 to the South Hot pits, including portions of Zulu Loop and the Zulu Arm/De-arm, are restricted to all aircraft when the visibility is less than 3200 mt and/or the ceiling is less than 800 ft and an aircraft on ILS approach is inside of the FAF. Holding locations are marked with Instrument Hold Lines. c. Parking Areas and Arm/De-arm Pads (1) Sierra Loop (or Buzzard Area): Not available for transient aircraft use and must be coordinated prior. towed. (2) Victor Area: Area is restricted to aircraft being (3) Zulu Loop (or Nickel Area): Not available for transient aircraft use and must be coordinated prior. (4) Zulu Arm/De-arm: 6 spots are marked for F16 aircraft only. (5) Tower Loop: Not available for transient aircraft use and must be coordinated prior. (6) Hangar 1-3 Parking Areas: Transient aircraft parking must be coordinated with Airfield Management prior. (7) Strat 1-3 Pads unrestricted. (8) North Ramp: Restricted to aircraft with a wingspan smaller than 133ft (C-130) due to jet blast. North Ramp can be utilized for C-130s and C-17s with prior coordination from Airfield Management to vacate adjacent vehicle parking lots. (9) NATO 1-3 Pads: Restricted to aircraft with a wingspan of 133ft (C-130) and smaller. (10) South Ramp: West primary peripheral taxilane (closest to the PAHA) is restricted to aircraft with wingspan of 152ft and smaller due to fire hydrant and poles located 126ft from taxilane centerline. (31 OSS-OSAB/31 OSS-OSAB FIL ) 6. BASH a. AM Ops personnel will assist transient aircrews in completely filling out AF Form 853 and will obtain unit/organization information. Forward form and remains to 31 FW/SEF. b. Bird Activity Phases: Aviano AB Phase I (low activity) runs from October 1st thru March 31st. Phase II (high activity) runs from April 1st thru September 30th. c. BWC PROHIBITIVE- The presence of birds or other wildlife near the airfield is extensively high for potential aircraft strike. This condition can be declared when large flocks or colonies of birds, or groups of wildlife, are observed on multiple areas within the runway, parking aprons, and/or taxiways. Aircraft will

184 3-116 ITALY not launch, unless required for contingency operations, and all inbound aircraft will fly one straight-in approach to a full stop. d. BWC SEVERE- High bird activity on or immediately above the active runway, on approach or departure routes, or other specific location (low level route) representing high potential for strikes. In addition, multiple large flocks of birds in the traffic pattern or on the infield grass or a flock of birds hovering near short final or transiting short final may qualify for BWC SEVERE. Supervisors and aircrew must thoroughly evaluate mission necessity before conducting operations in areas under BWC SEVERE. Departures or arrivals require OG/CC approval. When authorized, use a minimum of 20 second takeoff spacing (no formation takeoffs or landings). Aircraft landing will be FULL STOPS ONLY via straight-in. Low-level flights are not permitted in the specified area. Areas declared SEVERE shall be reopened only on 31 OG/CC approval. e. BWC MODERATE- Increased bird activity near the active runway, on approach or departure routes, or other specific locations representing increased potential for strikes. This may be a single flock of birds or multiple small flocks that pose a threat to the traffic pattern or infield, or other concentrations of birds which cause a probable hazard but do not warrant stopping flying operations. Another rule of thumb for declaring BWC MODERATE could be using bird dispersion measures more than once during a 10-minute period. Ensure 20 second takeoff spacing is enforced (no formation takeoffs or landings). 300 AGL minimum altitude for low approaches are required. Low-level altitudes will be amended to avoid the hazard. BWC MODERATE requires continuous monitoring and increased vigilance by all applicable agencies and caution by aircrews. f. BWC LOW- Normal bird activity on or immediately above the airfield representing low potential for strikes. No flight restrictions. (31 OSS-OSAB/31 OSS-OSAB FIL ) Bergamo Orio Al Serio (LIME) 1. Unless otherwise instructed by ATC, pilots must comply with the following speed control: a. 250kts IAS at or below FL100; b. 210kts IAS starting the turn to intercept the ILS/LOC or the appropriate VOR radial; or at a distance of 12NM from the RWY THR, in case of straight-in approach; c. 180kts IAS completing the intercepting turn or at a distance of 9NM from RWY THR, in case of straight-in approach; d. 160kts IAS at a distance of 5NM from RWY THR. Capodichino (LIRN) NOISE ABATEMENT: RWY 24 STANDARD INSTRUMENT DEPARTURE NOISE ABATEMENT PROCEDURE- In order to reduce the exposure to noise of highly populated areas, aircraft on track 222 degrees that: - have reached 1200 feet before NPC 2 DME or - can perform the turn with a bank angle higher than 15 degrees or - can maintain an KIAS of less than 160, Shall make the left turn on track 180 degrees to intercept afterwards and join SOR VOR/DME R-342. Ciampino (LIRA) TRANSIENT AIRCREWS - Parking from Military Stands W1 to W22, Military Stand A1 and Military Northwest Parking Area of Ciampino available with PPR 24 hr PN prior arrival, 31st Wing Base OPS, Tel C , or , Fax PPR for Sat, Sun must be requested Fri til 1300Z++. PPR Nr. must be reported on Flight Plan, Item 18. (AFFSA/XOIA FIL 99-32) ADDITIONAL INFORMATION 1. AERODROME FLIGHT INFORMATION UNIT (AFIU) a. The Aerodrome Flight Information Unit (AFIU) is a service provided at non-controlled aerodromes with the aim of issuing information as useful for a flight to be safely and efficiently conducted in the Aerodrome Traffic Zone (ATZ). Upon receipt of the information and having regard to the safety during take-off, landing or flight in the ATZ, pilots shall decide the course of actions to be undertaken as appropriate. The service is provided by an AFIU Operator. The AFIU Operator issues information to aircraft in flight in the ATZ as well as to aircraft moving on the movement area. b. The AFIU operator will provide pertinent and available information to pilots in contact on the appropriate frequency or in the range of visual signaling as: (1) Aerodrome conditions: (a) construction or maintenance work on the maneuvering area; (b) rough portions of runway and taxiways; (c) presence of snow, mud, water or ice on runway and taxiways; (d) presence of any object on the runway and its vicinity that may affect safety. (2) Local meteorological information (such as pressure data, surface wind direction and speed); (3) Landing and take-off direction; (4) Traffic information NOTE: AFIU uses the call sign INFO. c. Such information as well as visual signals to aircraft experiencing a radio failure shall be recorded just as information. d. AFIU is not intended to be an ATC Service. Information issued never constitutes authorization. e. Pilots interested in getting information listed above shall contact and maintain a listening watch on the appropriate AFIS radio frequency: area; (1) before entering the ATZ, where established; (2) in the aerodrome traffic circuit; (3) before starting any operation on the maneuvering (4) Pilots, either on the ground or in flight, shall inform AFIS of the selected landing or take-off direction.

185 ITALY f. Pilots of VFR flights intending to operate within ATZ of the following AFIS: Albenga (LIMG), Bolzano (LIPB), Crotone (LIBC), Levaldigi (LIMZ), Gino Lisa (LIBF), Lampedusa (LICD), Padova (LIPU), Parma (LIMP), Pontecagnano (LIRI), Ampugnano (LIQS), Rieti (LIQN), Torino (LIMF), and Venezia (LIPZ) shall contact AFIU information on the appropriate frequency before overflying and/or crossing departure and/or approach slopes or before entering the aerodrome traffic circuit in order to receive pertinent and available information. (SPEC/ENR 1.1) Dakovica AB (LIXX/LY90)(Renamed to Gjakova Amiko) See KOSOVO FLIGHT PLANNING SECTION for details and filing instructions. Genova Sestri (LIMJ) 1. Unless otherwise instructed by ATC, pilots must comply with the following speed control: a. 250kts IAS at or below FL100; b. 210kts IAS starting the turn to intercept the ILS/LOC or the appropriate VOR radial; or at a distance of 12NM from the RWY THR, in case of straight-in approach; c. 180kts IAS completing the intercepting turn or at a distance of 9NM from RWY THR, in case of straight-in approach; d. 160kts IAS at a distance of 5NM from RWY THR. Gjakova Amiko AB (LIXX/LY90) See KOSOVO FLIGHT PLANNING SECTION for details and filing instructions. Levaldigi (LIMZ) 1. Unless otherwise instructed by ATC, pilots must comply with the following speed control: a. 250kts IAS at or below FL100; b. 210kts IAS starting the turn to intercept the ILS/LOC or the appropriate VOR radial; or at a distance of 12NM from the RWY THR, in case of straight-in approach; c. 180kts IAS completing the intercepting turn or at a distance of 9NM from RWY THR, in case of straight-in approach; d. 160kts IAS at a distance of 5NM from RWY THR. Lugano (LSZA) 1. Unless otherwise instructed by ATC, pilots must comply with the following speed control: a. 250kts IAS at or below FL100; b. 210kts IAS starting the turn to intercept the ILS/LOC or the appropriate VOR radial; or at a distance of 12NM from the RWY THR, in case of straight-in approach; c. 180kts IAS completing the intercepting turn or at a distance of 9NM from RWY THR, in case of straight-in approach; d. 160kts IAS at a distance of 5NM from RWY THR. Malpensa (LIMC) 1. Special instruction for arriving aircraft to Malpensa (LIMC) airport: Unless otherwise instructed by ATC, pilots must comply with following speed control: a. Maintain 270kts IAS at or below FL250 within area defined by following points: GEN VOR/NDB, PIA NDB, ORI L, URAMU, ABESI, CANNE, ODINA, AKASU, PIMOT, TOP VOR/NDB, LAGEN, GEN VOR/NDB; b. 230kts IAS at or below FL100; c. 200kts IAS at SOKBU/RIGON waypoints, or at 20NM from TDZ on straight-in approach to RWY 35L/R; d. 180kts IAS at 9NM from TDZ; e. 160kts IAS at 5NM from TDZ; Milano/Linate (LIML) 1. Unless otherwise instructed by ATC, pilots must comply with the following speed control: a. 250kts IAS at or below FL100; b. 210kts IAS starting the turn to intercept the ILS/LOC or the appropriate VOR radial; or at a distance of 12NM from the RWY THR, in case of straight-in approach; c. 180kts IAS completing the intercepting turn or at a distance of 9NM from RWY THR, in case of straight-in approach; d. 160kts IAS at a distance of 7NM from RWY THR. Sigonella (LICZ) 1. PRIOR PERMISSION REQUIRED (PPR) All aircraft must have diplomatic clearance to land, and are required to obtain PPR's 72 hrs prior to arrival. Transient aircraft contact Air Terminal Ops Center (ATOC) DSN , C For hangar space requests, contact Air Terminal Officer (ATO) DSN It is mandatory for all aircraft with VIP code 6 or above to notify ATOC 30 minutes prior to arrival. (USN FIL 16074) 2. An ATC Course Rules Brief, in accordance with ITAF, is required prior to conducting flight operations in local airspace. Contact ATC DSN to schedule. 3. CAUTION. Twy B between Rwy 10L-28R and Rwy 10R-28L has max weight bearing capacity of 132,000 lbs. 4. Bird/Aircraft Strike Hazard (BASH) Reports shall be disseminated via ATIS or Aircrew shall advise ATC of bird observations and encounters via ground controller. There will be no pattern work during BASH condition moderate or above. 5. Flight weather briefings will be conducted by joint weather OPS at FWCAD/21 OWA Kapaun, DE. METOC DSN , C+49-(0) , 6. Operational Air Traffic (OAT) flight training activities require a request through COFA via NAS Sigonella Base Ops Center's

186 3-118 ITALY SCCAM. Exercises must be executed within the Italian FIR boundaries during the ITAF ATC and SAR hours of operation, and within their AOR. Flight training activities must follow Operational Air Traffic rules and be in compliance with implemented regulations and procedures. Training exercises must comply with ITAF regulations CSA One day prior to training activities, squadrons are required to provide Sigonella ITAF Base Ops Center with a copy of their VFR flight plan. Aircrews must submit intentions NLT 1430L for activities scheduled between Tuesdays and Fridays, and NLT 1230L on Friday for those activities scheduled from Saturday to Monday. 8. All aircrews note hazards of winter weather conditions and comply with the following procedures: a. Sigonella weather is normally good, although there are periods of low visibility caused by fog and haze. Pre-planning flights to Sigonella should include a thorough check of all surrounding airfields. b. There is a high possibility of volcanic ash in the vicinity due to the proximity of Mount Etna. 9. GCA is available, contact Catania Approach Control, /340.1, or Sigonella Tower / Aircraft requesting ASR/PAR service are required to advise Approach Control on initial contact. GCA hrs are L Mon-Fri, closed Sat, Sun and hol, including Italian hol. PAR maintenance period L Mon, VMC only. ASR maintenance period L Wed, VMC only. 2.5 PAPI Rwy 10R/28L does not coincide with 3.0 PAR procedures. Circling not authorized north of Rwy 10/ Public Health Measures. All aircraft originating from cholera infected countries must land at a sanitary airport and be decontaminated prior to arrival. Sanitary airports: Roma/Fiumicino (LIRF), Roma/Ciampino (LIRA), Milano/Malpensa (LIMC), and Milano/Linate (LIML). Known cholera infected countries: Afghanistan, Angola, Benin, Bhutan, Brazil, Burkina Faso, Burundi, Cambodia, Cameroon, Cabo Verde, Central African Republic, Chad, China, Comoros, Congo, Cote d'ivoire, Djibouti, Ecuador, El Salvador, Ghana, Guatemala, Guinea, Guinea-Bissau, India, Iran, Iraq, Kenya, Laos, Liberia, Madagascar, Malawi, Mali, Maurantania, Mozambique, Myanmar, Nepal, Nicaragua, Niger, Nigeria, Peru, Democratic Republic of the Congo (formerly Zaire), Rwanda, Philippines, Sao Tome/Principe, Senegal, Sierra Leone, Somalia, South Africa, Swaziland, Tanzania, Togo, Uganda, Venezuela, Vietnam, Zambia, Zimbabwe. (SPEC/USN FIL ) Torino (LIMF) 1. Unless otherwise instructed by ATC, pilots must comply with the following speed control: a. 250kts IAS at or below FL100; b. 210kts IAS starting the turn to intercept the ILS/LOC or the appropriate VOR radial; or at a distance of 12NM from the RWY THR, in case of straight-in approach; c. 180kts IAS completing the intercepting turn or at a distance of 9NM from RWY THR, in case of straight-in approach; d. 160kts IAS at a distance of 5NM from RWY THR. FLIGHT HAZARDS 1. AVIANO AB (LIPA/LIYW) - Aircrews are cautioned that there is a radio blind spot north of the Aviano TACAN 235 degree radial. This is a particularly hazardous situation because the radio blind spot varies with distance, altitude and type of aircraft. It is located on/or north of final approach and since base leg heads northeast toward the mountains, aircrews are advised to use TACAN or ADF as backup for their turn onto final. Aircraft approaching Aviano from the north may not be under radio control. Aviano APP CON utilizes non-radar procedures which are dependent on accurate position reporting. The mountainous terrain north of Aviano poses a potential hazard any time the aircrew or controller is unsure of the aircraft's exact position. For information on weather phenomena in the Aviano area, see ADDITIONAL INFO. a. Bird hazards increase during the months of April and May and remain high throughout September. Bird strikes statistically occur below 3000 AGL between the hours of Z (local traffic pattern). Hazardous bird activity should be reported to SOF and/or PTD. 2. Active volcanoes within Italian AIP: ETNA STROMBOLI VULCANO VESUVIO CAMPI FLEGREI N E 10,922ft N E 3,031ft N E 1,640ft N E 4,202ft N E 1,502ft (SPEC/ENR 5.3) 3. GLIDER FLYING ACTIVITIES - In addition to the glider activity locations listed as Special Use Airspace, glider flying at the airports listed below is also considered to be a possible hazard to aircraft. a. GORIZIA (LIPG) - N45 54 E b. RIETI (LIQN) - N42 25 E Overflight of airport below 3800 MSL is prohibited. c. TORINO/AERITALIA (LIMA) - N45 05 E d. VERONA/BOSCOMANTICO (LIPN) - N45 28 E AEROBATIC TRAINING AREAS a. Milano (LIMM) TCA (1) GAVIRATE, Surface to 5500 (QNH Malpensa) - From N45 54 E08 40 to N45 51 E to N45 51 E08 40 to beginning. Sat/Sun, Hol SR-SS. Other periods by NOTAM. (2) GAGGIANO, 500 AGL to 3000 AMSL - From N E to N E to N E to N E to beginning. (3) ALBENGA, 2800 AMSL TO 5000 AMSL - From N44 02 E to N44 01 E08 08 to N E08 07 to N E to beginning. (4) TORINO AERITALIA, Surface to 4000 AMSL - From N45 05 E to N45 05 E to N45 05 E to N45 05 E to beginning. (SPEC/ENR ) b. ROMA (LIRR) TCA

187 ITALY (1) "ALFINA" zone, Surface to 5000 AMSL NM radius centered on N42 44 E (2) AVIOSUPERFICIE LEONARDI-TERNIE, 2000 AGL to 4000 AGL radius centered on N E (3) COMMENDA, 2000 AGL to 4000 AMSL NM radius centered on N " E ". Tue-Sun Z++ and 1500Z++-SS. (4) GROSSETO (LIRS), 2000 AMSL to 5000 AMSL, N " E " to N " E " to N " E " to N " E " to beginning. Sat/Sun, Hol SR-SS. (5) MONTECCHIO S. APOLLONIA, Surface to 5000 AMSL - 1 NM radius centered on N E (SPEC/ENR 5.5.2) c. PADOVA TCA (1) LUGO DI ROMAGNA (LIDG), 1000 AGL to 3000 AGL - From N E to N E to N E to N E to beginning. (2) RIMINI (LIPR), Surface to 5000 AGL - N46º17 24 E014º06 37 then CCW arc centered on N46º15 00 E013º04 00 with a 3NM radius, until point N46º12 36 E013º01 24 to beginning. Sat/Sun, Hol SR-SS. (3) OSSOPPO, Surface to 5000 AGL - Clockwise arc of circle of 3 NM radius from N " E " centered on N46 15 E13 04 to N " E ". (4) LATISANA, Surface to 4500 AGL - Clockwise arc circle 3 NM radius from N45 53 E13 01 centered on N45 50 E13 01 to N45 47 E (5) RIVOLTO PAN, Surface to 6000 AMSL, cir 5.0 NM radius centered on N " E ". (6) BOLZANO S. GIACOMO, 1800 AMSL to 4800 AMSL, N46 28 E11 18 to N46 28 E11 21 to N46 26 E11 21 to N46 26 E11 18 to beginning. (7) AEROCLUB REGGIA EMILIA, 2000 AMSL to 4000 AMSL, Circle 0.5 Nm radius centered at N44 42 E (8) RAVENNA AD, 2000' AMSL to 4000' AMSL, Circle.8 NM radius centered on N44 20'47" E12 13'58". M-F SR to SS- 30min Sat/Sun, Hol SR-SS. (9) UDINE-CAMPOFORMIDO, 2000 AMSL to 5000 AMSL-From N E to N E to N E to N to E to beginning. Mon, Fri-Sun SR-SS. (10) GARDA WEST, 1000 AGL to 3000 AGL, Circle 1.0 NM centered on N45º36 30 E010º Tue-Sun SR-SS. (11) THIENE WEST, 1500 AMSL to 5500 AMSL, from N45º42 30 E011º22 00 to N45º42 30 E011º24 46 to N45º40 25 E011º24 46 to N45º40 24 E011º22 37 to beginning. Daily 0730Z++ to SS. (SPEC/ENR 5.2.2) 5. LASER BEAM EMISSIONS- Vertical laser beam emissions are becoming frequent throughout Italy. These emissions will not affect air navigation, however, they can be potentially harmful and aircrews should avoid looking directly at the laser source. Listed below are vertical laser beam emission sites: a. Roma/Ciampino (LIRA) Aerodrome- 10 HZ laser beam located N E (RDL 049/3.5 NM from threshold Runway 15). b. Lampedusa- Continuous vertical laser beam emissions with 10 feet radius centered on N E The beam may be visible as green radiation. c. Napoli (Fuorigrotta)- Laser beam operating every three hours beginning at 0200Z++ centered on N40 50'18" E14 10'59". Max repetition frequency is 20 HZ. d. Vernio (ENE FRZ VORTAC)- Intermittent laser beam 8 feet in diameter at 33,000' centered on N44 04'00" E11 07'00", GND to UNL. Frequency is 20 HZ. e. Tito Scalo (WSW Potenza) - Laser beam operating every three hours beginning at 0200Z++. Max repetition frequency 20 HZ. Beam crossing by aircraft does not constitute a danger for the aircraft structure or pilots sight. (SPEC/ENR ) 6. MILITARY FIRING AREAS a. TAVERNETTE (WSW Torino)-LATERAL LIMITS: LINE JOINING FOLLOWING POINTS N E N E N E N E to beginning. -VERTICAL LIMITS: SFC/8400FT AMSL. -TYPE OF ACTIVITY: FIRING EXERCISE (SPEC MILAIP ENR/5.3-3) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. Italian ATS routes are classified into the following categories: airways, RNAV, and Conditional Routes (CDRs). ATS airspace falls into the following classifications: a. Class E from MEA to FL115; b. Class D from FL115 to FL195; c. Class C from FL195 to FL460; d. Within TMAs or CTRs, ATS airways are classified in accordance with the intersected airspace. Helicopter routes are specific to rotorcraft and are conventionally indentified with a prefix K. (SPEC/CIV AIP ENR 1.4) 2. US MILITARY LOW LEVEL a. US aircrew will obtain Italian Air Staff approval prior to conducting low-level sorties below 2000 AGL. b. Units based on carriers and Amphibious Ready Groups (ARGs) must submit low level training plan NLT 30 days in advance, specific low level must be submitted 48 hours in advance by Designated US Authority (Tricarico-Prueher Report, Bilateral Commission, 13 Apr 99). c. US aircrews are prohibited from conducting flight operations of any type over the Fiemme Valley.

188 3-120 ITALY d. Prior to flying low-level sorties in Italy, US aircrews must personally receive: (1) Italian ATC briefing. (2) Italian Low-level briefing. (3) Local area briefing, if flying out of Aviano AB (LIPA/LIYW) (31OG/OGV). (4) These must be accomplished each time an aircrew arrives in Italy. (OPR:16AF/DOT, DSN ) e. US aircrews must contact their Italian host wing prior conducting low-level operations for the most current information pertaining to low-level restrictions before mission planning and execution. f. US aircrews will notify the following prior to low-level flights: (1) Italian Air Staff (Prior approval mandatory). (2) STAMADIFESA OPS ROMA. (3) COA/COM MARTINA FRANCA. (4) 16AF/DO NLT 45 days prior to event(s). (5) ODC ROME. (6) Balkan CAOC, Vicenza, Italy. g. US aircrews will review and comply with the following publications/information: (1) Italian SOP ADD-1 (Planning and Execution). (2) ITAIRSTAFF Directive SMA-7 (Mission Planning). (3) B.O.A.T. Manual. (4) ITAIRSTAFF SMA-73 (Low Level Rules). (5) SOP ADD-8 (Standard Low Level Routes). (6) PIV (Italian FLIP). (7) Foreign Clearance Guide. (8) Applicable HQ USAFE/DO Flight Crew Information File s (FCIF). (9) Italian AMI-CNBBQ 1:500,000 Low Level Charts. (10) AIP. (11) NOTAMS. h. Obtain PPR number for low level sortie. i. All US aircrews will obtain a Certification of low level training by the Designated US Authority prior to executing lowlevel missions in Italy. Current Designated US Authority is 31 WG/CC, Aviano AB (LIPA/LIYW) Italy. j. Units desiring to conduct low-level operations in Italy, must contact HQ USAFE/DOV (DSN: ) and 16AF/DOT (DSN: ) for most current unit requirements. (USAFE-DO/AFFSA) 3. MILITARY LOW LEVEL FLIGHTS (Fixed and rotary wing) - Over Italian territory and adjacent waters, very low level operational activities are conducted by National and Allied military jet aircraft, according to the rules issued by the Italian Air Force, as specified below: a. HOURS (1) From MON to FRI only, except legal holidays in Italy, (2) when the activity is conducted over the territory or within 3 NM from the shoreline, (3) 24 hours for activities conducted at a distance of more than 3 NM from the shoreline. b. ROUTES - Flights over the Italian territory and within 3 NM from the shoreline will be conducted along the directions shown on the MILITARY LOW LEVEL FLYING map in this guide. c. ALTITUDES - Altitudes relevant to very low level activities are as follows: (1) FIXED WING AIRCRAFT (a) Northern Italy over the Alps, minimum altitude shall be 2000 ft AGL (by the Alps it is meant the area between the line joining mountains higher than 2000 ft and located West, North-West, North and North-East of Po valley and State boundary). (b) Over the remaining Italian territory minimum altitude shall be 1000 ft AGL, except within tactical areas where minimum altitude shall be 500 ft AGL. (c) Within the area defined by 46ºN 11ºE, 46ºN 12ºE, 46º30 N 12ºE, 46º30 N 11ºE to beginning. Training within this area shall be conducted not below ft AMSL except during takeoff and landing operations of aircraft from/to Bolzano aerodrome. (d) For activities conducted at a distance of more than 3 NM from the shoreline: time. night time. 1. From 100 ft up to 2000 ft AMSL during the day 2. From 300 ft up to 2000 ft AMSL during the (2) HELICOPTERS (a) Over the Italian territory minimum altitude for helicopter activity shall be 500 ft AGL along the route to/from dedicated user areas for operational activity and it shall be 150 ft AGL within tactical areas. (b) For activity beyond 0.5NM from the shoreline minimum altitude shall be 50 ft during the day time and 100 ft during the night time. (c) The above rules do not exempt aircrews to comply with other published flight restrictions. (d) The above rules do not apply to: 1. Activities connected to real-world events, 2. Training for civil protection flight operations (search/rescue, firefighting, etc.),

189 ITALY Within defined firing ranges and defense administration s uninhabited areas, where training helicopter activity is authorized at suitable altitudes to accomplish specific training flight operations. d. FLIGHT RULES 4. During take-off and landing operations. (1) Very low altitude military aircraft activity will be performed according to flight rules similar to VFR rules and in compliance with flight visibility and distance from clouds as stated by the Italian Air Force. (2) Except when a clearance is obtained from an ATC Unit, flights must not enter Class A, B, C, D or E airspace, an aerodrome traffic circuit nor an ATZ. Furthermore, whenever flights without the necessary clearance penetrates a class A, B, C, D or E airspace due to maneuvers taken in exceptional circumstances, they shall maintain VMC, wherever possible, and notify the appropriate ATC Unit as soon as practicable on frequency or 243, squawking code 7700 on Mode 3/A. (3) Special training activities will be announced by an airspace reservation NOTAM and the airspace will be closed to all non participating air traffic. (SPEC/MIL ENR ) 4. MILITARY TRAINING AREAS BASILICATA AREA From N41 00 E16 06 to N40 42 E16 25 to N40 30 E16 22 to N40 30 E16 40 to N39 53 E16 24 to N39 45 E16 06 to N40 25 E15 50 to N40 42 E15 58 to N40 51 E15 50 to beginning. EMILIA AREA From N44 39' E09 00' to N45 00' E09 12' to N44 15' E11 00' to N44 05' E11 00' to N44 30' E09 32' to N44 36' E09 30' to beginning. MOLISE AREA From N41 48 E14 00 to N42 02 E14 00 to N41 53 E15 00 to N41 35 E15 15 to N41 24 E15 04 to N41 41 E14 45 to beginning. NORTH MARCHE AREA From N44 06 N E11 27 to N44 15 N E11 45 to N43 37 N E12 50 to N43 26 N E12 40 to N43 50 E11 45 to beginning. NORTH SICILIA AREA From N37 53 E13 25 to N37 57 E14 45 to N37 48 E14 43 to N37 50 E14 15 to N37 40 E14 00 to N37 40 E13 15 to beginning. PIEMONTE AREA From N43 55' E07 45' to N44 20' E07 45' to N44 40' E08 10' to N44 35' E08 17' to N44 30' E08 12' to N44 19' E08 10' to N44 24' E08 30' to beginning. SOUTH SICILIA AREA From N37 47 E14 36 to N37 45 E14 50 to N37 15 E14 30 to N37 08 E14 05 to N37 17 E14 02 to N37 25 E14 23 to beginning. TOSCANA AREA From N43 28 E11 00 to N43 15 E11 18 to N43 25 E11 35 to N42 45 E12 00 to N42 41 E11 38 to N42 59 E11 18 to N43 03 E10 49 to N43 22 E10 33 to N43 27 E10 38 to beginning. (SPEC/MIL ENR )

190 3-122 ITALY

191 ITALY 3-123

192 3-124 ITALY (4) FLIGHT RULES (a) Very low level military jet activity will be performed according to flight rules similar to GAT rules and in compliance with flight visibility and distance from clouds stated by the Italian Air Staff. (b) Flight crews authorized OAT (Operational Air Traffic) missions in Italy must use the AMI-CNBBQ aeronautical chart, at scale 1: , together with the BOAT Manual 2nd part, published by the Italian Air Force. Current editions must be used, as well as other required charts and/or publications. (5) GENERAL RULES (a) Except when a clearance is obtained from an ATC unit, flights must not enter Class A, B, C, D and E airspace, airport traffic circuits or air traffic control zones. Furthermore, wherever flights, without the necessary clearance stated above penetrate class A through E airspace area, due to maneuvers taken in exceptional circumstances, shall maintain VMC whenever possible and notify the appropriate controlling authority using or and squawking 7700 on mode 3/4 as soon as practicable. (SPEC/MANUALE BOAT) (6) OBSTACLE WARNING (a) Except when following the standard instrument procedures in force, pilots intending to fly at low and very low altitudes in planning and conducting the flight shall be aware that not all the artificial structures (overhead wires, antennae, tanks, chimneys, etc.) which might constitute danger to air navigation, are equipped with day and night signals. Such structures might not be reported in aeronautical publications. (SPEC/ENR 5.4-1) 5. TERMINAL CONTROL AREAS a. Brindisi (LIBB) - VFR flights within the TCA (even if the TCA is classified E up to FL115) shall maintain continuous bilateral listening watch on Brindisi information and Padova FCC frequencies and carry working MODE A and C transponder capability. (SPEC/ENR ) b. MILANO (LIMM) (1) Aircraft flying VFR in the TCA shall establish and maintain radio contact with Milano FIC. (SPEC/ENR ) c. ROMA (1) VFR FLIGHTS - VFR flights are restricted to specific routes and altitude. It is prohibited to overfly the city of Rome other than State aircraft, helicopters, ambulance and airwork. (2) ATC shall be notified 5 minutes prior to TCA entry point concerning cancellation of IFR flight plan. On receiving notification ATC shall: (a) Acknowledge receipt. (b) Instruct aircraft to descend VMC to an altitude at least 500 below existing IFR traffic. (c) Notify other VMC aircraft concerning traffic information. (SPEC/ENR ) (3) ENTRY SPEED LIMIT. Unless otherwise instructed by ATC, aircraft in Roma (LIRR) TCA shall reduce speed to: (a) 250 KIAS at FL100 or below. (b) 210 KIAS turning to intercept final approach or at a distance of 12 NM from threshold on straight-in approaches. (c) 180 KIAS after completing turn to final or at a distance of 8 NM from runway threshold. (d) 160 KIAS 4 NM from runway threshold. NOTE: Aircraft unable to comply with above speed adjustments will notify ATC specifying speeds they are able to maintain. (SPEC/ENR ) 6. CONTROL ZONES a. AVIANO (LIPA/LIYW) - All US military aircraft flying into Aviano AB will file to Vicenza NDB/VOR or Istrana TACAN as feeder fix. If unable, contact Aviano APP CON within two minutes of passing the feeder fix, contact Padova Control. (USAFE-DO/AFFSA) b. ELMAS (LIEE) (1) Airport Traffic Zone - Traffic pattern always east of runway. Entry into traffic pattern shall be made at an altitude of Jet aircraft shall maintain 1500 along downwind leg. (SPEC/AD2 LIEE 1-9) c. GIOIA DEL COLLE (LIBV) - Reserved for military aircraft traffic only. Flights from outside the Control Zone must request authorization for entry from Brindisi ACC one day prior and must have confirmation at least 15 minutes prior takeoff from the airport of departure. Overflight of Control Zone must be effected under Gioia Del Colle radar control after coordination with Brindisi ACC/FIC, and landing and take-offs will be under Gioia Del Colle radar control. (USAFE-DO/AFFSA) d. CAPODICHINO (LIRN) (1) Entry into airport traffic pattern will be at an altitude of 1500 on the following routes: Iskia - Napoli, Capri - Napoli, Nocera - Pomigliano - Napoli, Maddaloni - Pomigliano - Napoli. (a) Jet aircraft will maintain an altitude of 1500 on downwind leg. (2) HELICOPTERS - High density commercial helicopters operations are conducted within the port of Napoli area Z daily. For safety of flight, all helicopter flights entering or operating within Capodichino (LIBV) ATZ will contact Napoli Tower when: (a) ENTERING AIRPORT TRAFFIC ZONE FROM GAETA - Flights from Gaeta to Napoli will fly a maximum altitude of 2,000 until passing Iskia. Iskia to Capodichino or Iskia to Bagnoli Heliport maximum altitude is 1,000. Contact Napoli Tower after Iskia for advisory control, and provide position, time, altitude and destination. (b) DEPARTING - Helicopter departure from within the ATZ and when departing Bagnoli or Ship, advise Napoli Tower of position, intended flight operations, route and altitude prior to liftoff. If no radio contact possible, advise Napoli Tower as soon as possible after airborne from Bagnoli Heliport, or relay via shipboard radio prior to departing ship. Advise Napoli Tower of

193 ITALY flight termination prior to landing within the Napoli CTLZ if landing at position other than Capodichino (LIBV) Airport. (3) All helicopters operations maintain VFR. Ensure all quadrants clear prior to lift off in Bay of Napoli. Commercial helicopters landing at Napoli Fleet Landing Heliport remain on deck only 3 minutes while operating between Capri, Sorrento and Iskia. Maximum altitude flown by commercial helicopters within 5 NM area of Capodichino is 800. (4) Use of CINCSOUTH helipad must be approved by CINCSOUTH. (NAVFIG/USN FIL) 7. PLACE NAMES a. AVIANO AB (LIPA/LIYW) - All VFR jet aircraft arriving or departing Aviano AB will not overfly the city of Pordenone (N45 58 E12 39 ) 4 NM southeast of airport below 2500 AGL. (USAFE-DO/AFFSA) b. NICOSIA - Overflying of area 1 NM radius centered on N " E " from surface to 1500 AGL is prohibited. (SPEC/RAC 5-8-4) 8. CONDUCT OF SUPERSONIC ACTIVITY a. Supersonic flight is authorized only on specific order of competent military authority and requires prior coordination with the pertinent Italian Military Region Operations Center (ROC). b. A record of each supersonic flight will be retained for five years by the unit and airbase from which the flight originated and will contain the following information: (1) Type aircraft. (2) Call sign. (3) Mission number. (4) Date and Zulu time of flight. (5) Position or area. (6) Altitude. (7) List of Agency with which radio contact had been established. (8) Frequencies used. (9) IFF/SIF settings. c. To insure correct positioning, all supersonic flights must be performed under the control of the appropriate Air Defense Radar Station. d. Level supersonic flight may be conducted at FL360 and above, over territorial waters. Territorial waters are those within the 6 NM sea zone running along the insular and continental coasts, and for the purposes of supersonic flight, include a 15 NM buffer zone adjacent and parallel to the external limit of territorial waters. e. Level supersonic flight may also be conducted over Italian territory excluding the following prohibited areas: (1) ROME - Circle with 12 NM radius with center at N41 54 E (2) MILAN - Circle with 12 NM radius with center at N45 28 E (3) NAPLES - Circle with 12 NM radius with center at N40 52 E (4) TORINO - Circle with 12 NM radius with center at N45 04 E (5) VENICE - Circle with 10 NM radius with center at N45 26 E (6) BOLOGNA - Circle with 10 NM radius with center at N44 30 E (7) FIRENZE - Circle with 10 NM radius with center at N43 47 E (8) PALERMO - Circle with 10 NM radius with center at N38 05 E (9) BARI - Circle with 10 NM radius with center at N41 07 E (10) GENOVA - Circle with 10 NM radius with center at N44 24 E (11) COUNTRY BORDERS - A buffer zone 15 NM in depth extending outward from terrain boundary and the external limit of territorial waters. (12) ALPS AREA - Between the Northern boundary and a line linking the following points: N46 04 E13 30 to N46 19 E13 14 to N45 34 E10 55 to N45 50 E08 30 to N45 21 E07 32 to N44 45 E07 15 to N44 10 E (13) Within an area joining the following points: (a) Ascoli Piceno (N E ) (b) Norica (N E ) (c) Spoleto (N E ) (d) Mugnano (N E ) (e) Sasso Ferrato (N E ) (f) Macerata (N E ) (g) Ascoli Piceno (N E ) (SPEC/MIL AIP ENR 1.1-7) f. Supersonic diving flight must not descend below FL410. g. If a pilot knows or suspects that he has inadvertently made a supersonic flight below established flight levels and/or outside designated areas, he should immediately notify the controlling agency with which the flight is in contact and after landing, submit a written report to the unit commander. In both cases, provide information contained in paragraph b. above. h. Supersonic flight training may be conducted between 0500Z-2200Z++ Mon-Fri, Z++ Sat within the areas and flight levels previously mentioned and those listed in DOD FLIP AP/2A. Additional areas can be activated by NOTAM during exercises. (USAFE-DO/AFFSA)

194 3-126 ITALY 9. INTERDICTION TO OVERFLY AND/OR TO LAND ON PROTECTED AREAS: To protect the environment of some areas like natural parks, areas of biological, faunistic and archeological interest, take-off, landing and low level overflying are prohibited. Under the provision of art. 11 of Law N 394, further local and regional restrictions, and according to Italian civil aviation Authority s provision n 42/1060/R1/6-1-1 dated , takeoff, landing low level overflying are prohibited to all aircraft (ultra light machines also) over Natural Reserves unless under emergency, rescue, fire fighting operations for wild life reserve advantages, autoriized by the Reserve s Authority. (SPEC/MIL AIP ENR 5.6-1) 10. SPECIAL AREAS FOR NATO OPERATIONS - Area INDIA 5 SOUTH (LITRA5S), Danger Areas SPEEDY (LID113), SONNY (LID114), and LION (LID115), and corridor BRANDY (LID116) are established over the Adriatic Sea. a. INDIA 5 SOUTH (LITRA5S) (1) Lateral limits: N E to N41 31 E18 01 to N41 10 E17 35 to N E to beginning. (2) Vertical limits: FL290 to FL310. (3) Activation upon direct coordination between the controlling ATC (CRAV) and military authorities. b. SPEEDY area (LID113) (1) Lateral limits: N E to N E to N E to N E to N E to N E to N E to beginning. (2) 5000 AMSL to FL250 Mon-Fri Z, 5000 AMSL to FL280 Mon-Fri Z ( Z sum) and Mon- Thu Z ( Z sum). (3) Heavy multinational military forces activity; every aircraft operating or penetrating such area will be subject to interception for visual identification purposes. (4) Aircraft operating or penetrating the area are suggested to: (a) Avoid abrupt maneuvers. (b) Maintain continuous listening watch on international emergency frequencies. (c) Receipt of advisory calls should be acknowledged and intention notified. (d) Keep meteorological radar and transponder on. (e) Comply with navigation warnings in force. (5) Contact appropriate ATC agency before leaving to ensure deconfliction from civil air traffic. (6) Aircraft operating within the areas must stay within 5 NM of the area border. (7) Portion of the area is within Zagreb FIR. c. SONNY area (LID114) (1) Lateral limits: N E to N E to N E to N E to N E to N E to beginning. (2) Vertical limits: FL100 to FL250. (3) Heavy multinational military forces activity; every aircraft penetrating such area will be subject to interception for visual identification purposes. (4) Operational: From Z++ Mon-Fri. Other hours by NOTAM (notification at least 48 hours in advance). (5) Aircraft operating or penetrating the area are suggested to: (a) Avoid abrupt maneuvers. (b) Maintain continuous listening watch on international emergency frequencies. (c) Receipt of advisory calls should be acknowledged and intention notified. (d) Keep meteorological radar and transponder on. (e) Comply with navigation warnings in force. (6) Contact appropriate ATC agency before leaving to ensure deconfliction from civil air traffic. (7) Aircraft operating within the area must stay within 5 NM by the area border. (8) Portion of the area is within Zagreb FIR. d. LION area (LID115) (1) Lateral limits: line joining following points: N E to N E to N E to N E to beginning. (2) Vertical limits: To FL210. (3) Heavy multinational military forces activity, every aircraft penetrating such area will be subject to interception for visual identification purposes. (4) Activated by NOTAM (notification at least 48 hours in advance). Every Fri from 0500Z++ to 1400Z++ with upper limit raised to FL270. (5) Aircraft operating or penetrating the area are suggested to: (a) Avoid abrupt maneuvers. (b) Maintain continuous listening watch on international emergency frequencies. (c) Receipt of advisory calls should be acknowledged and intentions notified. (d) Keep meteorological radar and transponder on. (e) Comply with navigation warnings in force. (6) Contact appropriate ATC agency before leaving to ensure deconfliction from civil aircraft.

195 ITALY (7) Aircraft operating within the area must stay within 5 NM of the area border. (8) Portion of the area is within Zagreb FIR. e. Corridor BRANDY (LID116) (2) Vertical limits: To 4000 AMSL. (3) Heavy multinational military force activity. (4) Operational: Activated By NOTAM. (SPEC/ENR ) (1) Lateral limits: 2.5 NM width each side of line joining points: N E to N E

196 3-128 ITALY

197 ITALY 3-129

198 3-130 ITALY 11. OPERATIONAL AIR TRAFFIC CORRIDORS: Corridors are established for military activity: a. Corridor YANKEE (1) Lateral limits: 2 NM width each side of the joining points: N E to N E to N E (340/72 NM BRD VORTAC). points: (1) Lateral limits: 2.5 NM width each side of line joining (a) AL 4 (N E ) (b) SIERRA (N E ) 1 To GHE/PIA (2) Vertical limits: FL50 (or Transition Level if higher) to FL60 (or Transition Level if higher). aircraft. (3) Corridor shall be avoided by non-participating (4) Aircraft shall maintain continuous radio contact with Gioia APP/Brindisi SCCAM. (2) Activated on tactical basis after coordination between Padova ACC and Padova SCCAM. (3) Engaged flight level/levels coordinated between Padova ACC and Padova SCCAM. Preferential levels being 6000 or FL200. e. Corridor CHARLIE - (Exit) (5) Air traffic to/from Gioia del Colle (LIBV) airport shall cross Gioia boundary at FL50 (or Transition Level if higher) to FL60 (or Transition Level if higher). (6) Activation of corridor will be subject to specific request by Brindisi SCCAM to Brindisi CRAV. (7) Higher levels are available on tactical basis and previous coordination between Brindisi SCCAM and Brindisi CRAV. points: (1) Lateral limits: 2.5 NM width each side of line joining (a) ROLDI (N E ) (b) PETER (N E ) (c) FEBO (N E ) (d) PL 4B (N E ) points: b. MILANO FIR (Padova Area) Corridor ALPHA 1 - (Exit) (1) Lateral limits: 2.5 NM width each side of line joining (a) PATTY (N E ) (b) PA 2 (N E ) (c) ROTAR (N E ) (d) LABIN (N E ) (2) Activated on tactical basis after coordination between Padova ACC and Padova SCCAM. (3) Engaged flight level/levels coordinated between Padova ACC and Padova SCCAM. points: c. Corridor ALPHA 2 - (Entry) (1) Lateral limits: 2.5 NM width each side of line joining (a) AA 3 (N E ) (b) AA 2 (N E ) (2) Activated on tactical basis after coordination between Padova ACC and Padova SCCAM. (3) Engaged flight level/levels coordinated between Padova ACC and Padova SCCAM. Preferential levels being FL190 or FL250. (SPEC/ENR 5.2.2) 12. AREAS AND CORRIDORS FOR UAV (Unmanned Aerial Vehicles) ACTIVITY a. Areas SUA LIR116A, LIR116B, LIR118A, LIR118B, LID117 and Corridors OMEGA, GAMMA, and SIGMA are established in the airspace of Brindisi FIR (LIBB). points: b. Corridor OMEGA (1) Lateral limits: 3 NM width each side of the following (a) (MEGA1) (N E ) (b) (MEGA2) (N E ) (2) Military UAV activity carried out while radar service is available. Air traffic prohibited. Activated by NOTAM. Responsible ATS unit is Amendola APP. (c) POUND (N E ) (3) Vertical limits are Ground to FL80. (d) PENNY (N E ) c. Corridor GAMMA (2) Activated on tactical basis after coordination between Padova ACC and Padova SCCAM. (3) Engaged flight level/levels coordinated between Padova ACC and Padova SCCAM. d. Corridor BRAVO - (Entry) points: (1) Lateral limits: 3 NM width each side of the following (a) (GAMM1) (N E ) (b) (GAMM2) (N E )

199 ITALY (2) Military UAV activity carried out while radar service is available. Air traffic prohibited. Activated by NOTAM. Responsible ATS units are Brindisi Military and Amendola APP. (3) Vertical limits are Ground to FL80. d. Corridor SIGMA Responsible ATS units Brindisi Military/Amendola APP. Vertical limits are SFC to 4000 AMSL. (SPEC/ENR ) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. points: (1) Lateral limits: 3 NM width each side of the following (a) (MEGA1) (N E ) (b) (SIGM1) (N E ) (c) (SIGM2) (N E ) (d) (SIGM3) (N E ) WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Italy conditional routes: KY139, L12, L44, L612, L869, M126, M601, M622, M726, M727, M736, M738, N736, P131, Q19, Q123, Q152, Q182, Q702, T543, Y159, Y567, Y941, Z424, Z910, Z982 (e) (SIGM4) (N E ) (f) (SIGM5) (N E ) (g) (SIGM6) (N E ) (2) Military UAV activity carried out while radar service is available. Air Traffic prohibited. Activated by NOTAM. AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS - See Chapter 2, Section B, AERIAL REFUELING TRACKS/ANCHOR AREAS for Chart. AREA ARIP ARCP/ ANCHOR AR FREQ AR BLOCK AR ALT ATC CONTROL ITALY NOTE 1: Air Refueling corridors for military aircraft will be active on a tactical basis with prior notice of 12 hours to be notified to Roma/Brindisi ACC, for the relevant portion of airspace, without NOTAM publication. The two block levels cannot be used simultaneously. Air refueling activity carried out at levels other than those reported in the above table will be announced by NOTAM specifying: a) days and hours of activity; b) routes and affected flight levels. All air refueling tracks are RNAV. (SPEC/ENR ) NOTE 2: Requests shall be forwarded to EUCARF 7 calendar days in advance for ALPHA, BRAVO, DELTA, and ECHO Corridors Contact EUCARF via: DSN (314) (Fax: 9855), or Commercial (Fax: 9855). (USAFE-AFAFRICA-APF/USAFE-AFAFRICA-APF FIL ) AAR ADRIATICO FL155B195 BRINDISI Control BRINDISI Military TRACK AREA: N43º25 40 E014º34 41 to N42º25 45 E016º06 24 to N42º11 53 E015º51 30 to N43º15 20 E014º14 15 to beginning. AAR ADRIATICO HIGH FL240B280 BRINDISI Control BRINDISI Military TRACK AREA: N43º25 40 E014º34 41 to N42º25 45 E016º06 24 to N42º11 53 E015º51 30 to N43º15 20 E014º14 15 to beginning. AAR TIRRENO FL170B200 ROMA Control ROMA Military NAVIGATION CHECK POINTS: ELB VORTAC, RONAB, ADUKA ALPHA CORRIDOR FL260B280 or FL210B230 ROMA Control ROMA Military NAVIGATION CHECK POINTS: N38 52 E009 00, BULAR

200 3-132 JORDAN AREA ARIP ARCP/ ANCHOR AR FREQ AR BLOCK AR ALT ATC CONTROL BRAVO CORRIDOR FL260B280 or FL210B230 ROMA Control ROMA Military NAVIGATION CHECK POINTS: TIVUK, BULAR, TRP TACAN, SIG TACAN. DELTA CORRIDOR FL260B280 or FL210B230 ROMA Control ROMA Military TRACK AREA: N37º33 24 E015º01 33 to N37º09 00 E017º47 00 to N37º08 00 E019º00 00 to N36º36 00 E019º00 00 to N37º14 06 E014º54 59 to beginning. ECHO CORRIDOR FL260B280 or FL210B230 ROMA Control ROMA Military NAVIGATION CHECK POINTS: SIG TACAN, SUBOK BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - 1. Short distances in meters or feet. 2. Altimeter settings in hectopascals. (SPEC/GEN 2-1-1) See Chapter 2, Section B, BIRD HAZARDS for Charts. 1. There are few concentration areas in Italy and the bird density in summer is small compared with Mid- Europe. The greatest bird strike danger will probably be encountered in low level flight in coastal areas rather than over the open sea or mountains. Flying below 1500 AGL in the concentration areas will involve a risk. 2. The whole of Italy, Sicily, Corsica and Sardinia and the seas around are crossed by broad front movements of migrating birds passing between Europe and North Africa. In the autumn the prevailing direction of movements is towards the southwest and in the spring towards the northeast with flight height up to 8000 AGL. At lower levels some movements may appear more pronounced along certain coast lines; in Corsica and Sardinia the greatest movements of birds in spring is reported to be along the western coast whereas in autumn Italy is more prominent along the eastern coast. 3. In the vicinity of Naples the northeast migration of cranes is sometimes seen in the spring but their southwest passage is not observed in the autumn as the birds then take a different route (looping migration). 4. Generally good weather with little cloud coverage and with light or following wind is required for much migration to take place. AIRSPACE STRUCTURE - Jordan has implemented ICAO Annex 11 Airspace Classifications with the following exceptions: 1. Class A: Class A comprises all controlled airspace within AMMAN FIR above FL Class C: Class C comprises all controlled airspace within AMMAN FIR at FL150 or below. 3. Class G: Class G comprises the rest of AMMAN FIR. 4. Class B, D, E, and F are not implemented at this time. (SPEC/ENR 1.4-1) ALTIMETER SETTING PROCEDURES - Standard except: 1. QNH Values are given in whole Hectopascal. However, they will be provided in inches of mercury on request. 2. The Transition Altitude for Jordanian airports controlled airspace is 13,000 and the Transition Level is FL150. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. JORDAN POSITION REPORTING - Standard. (SPEC/ENR 1.8-1) NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes JORDAN and portions of Israeli occupied territory. DIMENSIONAL UNITS - Blue table except: VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Jordan has implemented the ICAO Annex 11 Airspace Classifications with the following exceptions: 1. VFR flights shall be conducted:

201 JORDAN a. Between sunrise and sunset. b. At FL150 or below. (SPEC/ENR 1.2-1) 2. No VFR aircraft are permitted to operate over Jordanian territory at less than 500 ft above ground level. In the Dead Sea area (1,296 ft below Sea Level) no aircraft are permitted to operate below 2,000 ft above the level of the Dead Sea. (SPEC/GEN 1.7-2) MAXIMUM AIRSPEEDS - Aircraft operating in the vicinity of any airport shall comply with speed limitations as follows: a. Unless otherwise authorized by ATC no person may operate an aircraft below 10,000 at an IAS of more than 250 kts. b. Unless otherwise authorized, or required by ATC, no person may operate an aircraft within an Airport Traffic Area at an IAS of more than; (1) For propeller aircraft 156 kt. (2) For turbine pwr aircraft 200 kt. c. No person may operate aircraft in the airspace beneath the lateral limits of any terminal control area at an IAS of more than 200 kt. d. However, if the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed, then the aircraft may be operated at that minimum speed. (SPEC/ENR 1.4-1) INSTRUMENT FLIGHT RULES Jordan has implemented the ICAO Annex 11 airspace classifications with the following exceptions: 1. Within the Jordan Valley/Dead Sea area, no aircraft shall be flown at an altitude of less than 11,000 feet, except for landing, takeoff, or when specifically authorized by the appropriate facility. (SPEC/GEN 1.7-2) RVSM RULES - RVSM shall be applicable in that volume of airspace between FL290 and FL410 inclusive in the Amman FIR (OJAC). (SPEC/AIRAC AIP SUP 8/03 2.1) ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC. - All fixed wing aircraft having a maximum certificated take-off mass in excess of 5700 kg (12,566 lbs.) or authorized to carry more than 19 passengers operating in Jordanian airspace shall be equipped with ACAS II system. (GEN 1.5-1) FLIGHT PLANNING GENERAL AIR TRAFFIC - A Flight plan for all types of flights shall be submitted to the ATS unit at the aerodrome of departure at least 30 minutes before the estimated off block time except traffic bounded to JEDDAH, and TEL AVIV FIRs. Flight plans should be submitted at least one hour and not more than 8 hours of the estimated off block time. And if during flight, at least 10 minutes before reaching the point of entry into Amman FIR or the point of crossing an Airway or Terminal area. (SPEC/ENR ) SUPPLEMENTARY AIRPORT INFORMATION Muwaffaq Salti AB (OJMS) 1. PRIOR PERMISSION REQUIRED (PPR) - a. All aircraft other than base assigned aircraft must obtain a PPR number at DSN , C , All PPR requests must be ed. Aircraft must obtain a PPR number no later than 24 hours in advance. b. All Coalition/Foreign aircraft requesting a PPR for OJMS must have Host Nation (HN) approval prior to arrival. AMOPS will obtain information for the PPR request, contact HN Tower and verify aircraft is authorized to land at MSAB. Once approved by HN, AMOPS will issue a PPR number. All PPR numbers valid 1 hr +/- estimated time of arrival. Early or late arr or dep must be recoordinated. 2. AIRCRAFT SERVICING - Limited COMSEC storage available, contact 332th Command Post, DSN TRANSIENT AIRCRAFT SERVICING LIMITATION - No fleet service or fuel available. Follow-me service available. 4. CARGO AND PASSENGER SERVICES - a. Aircraft requiring air freight/cargo handling service must place request into PPR request in remarks. 332 LRS/ATOC DSN , Z b. Air Crew Transportation hours of operation are from Z, DSN AIR TRAFFIC SERVICES - a. Departure Restrictions: RAPCON shall issue all departure restrictions as necessary. b. Protection of the 360 degree Overhead Pattern. All OJMS departure procedures include restriction to maintain below 3,200 MSL until 3 DME to protect traffic in the 360 degree overhead pattern. c. All IFR transient aircraft expect radar vectors for straight in approach to RUNWAY 26. d. All VFR aircraft expect radar vectors until airport in sight. e. Unmanned Aerial Vehicles (UAVs) operating within terminal airspace. f. Aerodrome use caution, first 2,000 feet of Runway 26 are not visible from Air Traffic Control Tower. Remainder of Runway 08/26 has limited visibility. g. All USAF aircraft departing OJMS must have an ICAO/DD Form 1801 flight plan on file with Amman Air Route Traffic Control Center (ARTCC) prior to takeoff. h. Airfield Management does not have any flight plan filing capability. OJMS Tower can assist on flight planning with limited capabilities.

202 3-134 JORDAN i. Flight plans for civilian aircraft should be filed up to 2 hours prior to estimated time of departure to prevent any possible delays due to incorrect routings, airway closures, airspace restriction, etc. Original outbound flight plans may not be filed with OJMS Tower via radio. AMOPS may be requested by OJMS Tower to consult on flight planning. j. For departure frequency issues switch to approach frequency. Attempt to contact SALTI approach on all published frequencies prior to contacting SALTI tower. (332 AEW-EOSS/332 AEW-EOSS FIL & ) 6. AIRFIELD INFORMATION AND RESTRICTIONS - a. Taxiway L4 and L3 restricted to aircraft with wingspan 170 or less. b. Aircraft landing Runway 08 unable to make turn on runway may use L10 as alternate area to complete turn; aircraft not authorized to taxi off L10 to Taxiway L. c. Aircraft with wingspan greater than 170 required to exit Runway 08/26 at L1 or L2 only. d. Runway is primary runway for cargo aircraft. e. Taxiway L between Taxiway L5 to Taxiway L10 restricted to aircraft with wingspan 100 or less. f. Maximum (aircraft) on the Ground (MOG): (1) WMOG is one transient at a time. MOG is three transient aircraft at a time because parking spots are limited to Taxiway Lima 1, Lima 3, and Lima 4. (2) Sierra Ramp and the HN/DV Ramp may be used with permission from HN. Aerial Port/Tran Alert has a working MOG of one aircraft, which means only one aircraft can be on/offloaded at a time. (3) MOG for all large side-loading aircraft is one (DC-10, MD-11, KC-135, B-747, B-767, etc.). Taxiway Lima 1 is the only parking spot capable of supporting these aircraft. C-5 and AN- 124 aircraft are only capable of parking on Taxiway Lima 1 due to wing tip clearance requirements. g. Sequence Flashing Lights (SFL) on Runway 31 approach unavailable until further notice. (332 AEW-EOSS/332 AEW-EOSS FIL ) h. Aircraft landing on Runway 08/26 need to turn off outboard engines on runway after landing & taxi with only inboard engines due to high potential of FOD. (332 EOSS/OSAA/ EOSS/OSAA FIL ) 7. CAUTION - a. Uneven pavement on Taxilane Charlie, Taxilane echo, Alpha 1, and Taxiway Alpha east of HN DV ramp due to subgrade failure. (332 AEW-EOSS/332 AEW-EOSS FIL ) 8. FIRE FIGHTING CAPABILITY (ARFF) - a. OJMS Fire and Emergency Services provides full aircraft rescue ARFF (100%/GREEN) coverage 24/7 for SET4 (KC-135, C- 17A) and smaller. b. Reduced level of service (RLS) for interior limited, may need recall (YELLOW) for SET6 (C-5) and SET5 (747, DC-10). c. All other aircraft operating out of OJMS are at pilot s discretion. Please contact OJMS Assistant Fire Chief at DSN , C for ARFF related questions. 9. BIRD AIRCRAFT STRIKE HAZARD (BASH) - a. All personnel utilizing OJMS airspace must report all bird strikes and encouraged to report bird sighting that pose a probable hazard to flying on or around OJMS. All reports should be passed to one of the following agencies: Salti Tower via frequency, AMOPS C , or Command Post via frequency. Aircrew reporting a bird strike must complete AF IMT 853. b. BASH Phase I and Phase II (1) Phase I represents low bird activity. OJMS will maintain a Phase I designation between December-February and June-September. (2) Phase II represents higher bird activity normally occurring with migratory movement. OJMS will maintain a Phase II designation between March-May and October-November, which represent the months of migratory bird activity within the country of Jordan and the months of increased strikes on USAF aircraft. c. Bird Watch Conditions (BWC) (1) BWC LOW: Bird activity on and around the airfield representing low potential for strikes. There are no restrictions to normal flying operations. BWC LOW will be in effect at all times, unless other conditions (MODERATE or SEVERE) have been declared. (2) BWC MODERATE: Bird activity near the active runway or other specific location representing increased potential for strikes. BWC MODERATE requires increased vigilance by all agencies and supervisors, as well as increased caution by aircrew. The following restrictions apply to U.S. aircraft: (a) No formation takeoffs, approaches, or landings. No touch and go landings or low approaches for training purposes. One approach to a full stop is allowed. (b) Training Areas. Make changes in flight profile or altitudes to avoid bird hazards. (3) BWC SEVERE: Bird Activity on or immediately above the active runway or other specific location representing high potential for strikes. Supervisors and aircrew must thoroughly evaluate mission requirements before conducting operations in areas under BWC SEVERE. The following restrictions apply: (a) No U.S. takeoffs or landings without 332 EOG/CC approval. (332 EOSS/OSAA/ EOSS/OSAA FIL ) (b) Training Area. Identify specific area and altitude. All U.S. flights must avoid using the area. (332 AEW-EOSS/332 AEW-EOSS FIL ) FLIGHT HAZARDS 1. Laser will be displayed within a circle with a radius of 500 centered at N E (Ministry of Awqaf) approximately 5.0 NM west of MARKA Intl (OJAM). Avoid looking at center of circle and flying within circle below 3500.

203 KENYA Laser will be displayed within a circle with a radius of 5 NM centered at N31 56'08" E35 56'60" (Royal Hashemite Courte) approximately 5.0 NM southwest of MARKA Intl (OJAM). Avoid looking at center of circle and flying within circle below 3000'. (SPEC/ENR 5.3-1) ENROUTE FLIGHTS IN BORDER AREAS - 1. All west bound traffic from IRAQ FIR inbound to AMMAN FIR shall be at FL220, FL200, FL180 or FL160 and at level flight before crosssing RP PASIP. Traffic entering the AMMAN FIR from the IRAQ FIR above FL220 will not be accepted without prior coordination. 2. All east bound traffic from the AMMAN FIR to the IRAQ FIR shall be given FL230, FL210, FL190 and FL170 unless otherwise coordinated. (SPEC/ENR 3.5-1) AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - Flying outside airway, advisory routes and control zones over the territories of the Hashemite Kingdom of Jordan is completely prohibited unless authorized by appropriate authorities. (SPEC/ENR 5.1-1) 1. Aircraft flying between segments QTR/VOR-METSA are required to keep the aircraft path on the center line of the Route. (SPEC/ENR 3.1-2) KENYA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the NAIROBI FIR, ADDIS ABABA FIR, the territory of KENYA, territorial waters, and parts of the Indian Ocean. For operational information for the ADDIS ABABA FIR, see Djibouti. DIMENSIONAL UNITS - Blue Table. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - The Nairobi FIR has implemented the ICAO Annex 11 airspace classifications except: 1. VFR not permitted on airways. (SPEC/ENR 1.2-1) 2. Flights operating above 300 meters (1000 feet) AGL will be conducted at flight level appropriate to the track. (SPEC/ENR 1.2-1) 3. Airspace Classification B, F have not yet been implemented. (SPEC/ENR 1.4-2) INSTRUMENT FLIGHT RULES The Nairobi FIR has implemented the ICAO Annex 11 airspace classifications except: 1. IFR mandatory on all airways. (SPEC/ENR 1.4-1) a. Airspace Classification B, F have not yet been implemented. (SPEC/ENR 1.4-2) ENROUTE AIRCRAFT ON ATS ROUTE L433 - For terrain clearance aircraft flying below FL 120 must route overhead WPT NAROK. TERMINAL NOISE ABATEMENT PROCEDURES - Aircraft shall not fly below 1500 feet AGL over National Parks, National Reserves and Game Reserves in Kenya except in emergency or when taking off or landing. (SPEC/ENR ) KOSOVO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BEOGRAD FIR/UIR. See Serbia entry in AP/2 for aeronautical data and procedures. DIMENSIONAL UNITS - Blue Table except altimeter setting is in Hectopascals. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Vertical separation - en-route: Vertical separation during en-route flight shall be expressed in terms of flight levels at all times during an IFR flight and at night. (SPEC/ENR 1.7-2) VERTICAL SEPARATION - Semicircular. (SPEC/ENR 1.7-4) POSITION REPORTING - Standard, Same as Regional Procedures. (SPEC/GEN 3.5-1) VISUAL FLIGHT RULES Standard, Same as Regional Procedures. (SPEC/ENR 1.2-1)

204 3-136 KUWAIT INSTRUMENT FLIGHT RULES Standard, Same as Regional Procedures. FLIGHT PLANNING (SPEC/ENR 1.3-1) SUPPLEMENTARY AIRPORT INFORMATION Gjakova AB (LIXX/LY90) Airfield is located on Kosovo territory and administered by the Italian Military. The following rules apply: 1. Gjakova tactical aerodrome is open to all military aircraft involved in NATO Joint Enterprise operation, and to any other traffic authorized by Italian military authority. 2. The following flight plan request procedures are implemented: a. FPL destination Gjakova will be filed as ZZZZ for destination AD and will add as additional address LIRAZPZX in the address item. b. FPL departing from Gjakova will be received as ZZZZ for DEP AD and as LIRAZPZX for originator. c. For all acft to/from Gjakova which FPL route does not overfly Italian FIR following additional address in the FPL in mandatory: LIIRZEZX. d. All air traffic is requested to contact AMIDO TWR/APP: (1) before entering CTA; (2) before entering CTZ KUWAIT NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry contains KUWAIT, the KUWAIT FIR, and KUWAIT terminal control area. DIMENSIONAL UNITS - Blue Table except altimeter setting is in Hectopascals. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Same as Regional Procedures. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. (SPEC/ENR 1.7-1) POSITION REPORTING - Same as Regional Procedures except: 1. ATS/MET (AIREP) Reporting Points: IVONO, SIDAD, SOROR, NANPI. (SPEC/GEN 3.5-2) 2. Aircraft on the K-ATO operating within the Kuwait FIR will announce position and intentions with Kuwait Air Operations Center (KAOC), callsign MOHALAB CONTROL on UHF primary or VHF alternate unless aircraft are under ATC radar control with either Kuwait ACC/FIC, Kuwait (KWI) approach control, or under terminal ATC tower control. Do not transition directly from ATC control to MOA or special use airspace terminal control (e.g., JTAC or range control) without first establishing contact with MOHALAB CONTROL, unless preapproved by KAOC to do otherwise. Do not depart an ATC or KAOC control frequency unless directed or approved by request. See AP/2A for radio frequency information updates. (OMC-K) 3. US and coalition military rotary wing operating in Kuwait, when not under terminal ATC radar or tower control, shall also contact the US Army flight following agency at Udairi AAF (OKDI), callsign UDAIRI RADIO on VHF or UHF 251.3, and announce position and intentions. Rotary wing aircraft must also check in with MOHALAB CONTROL upon departing terminal airspace when no longer under ATC control. If unable to contact MOHALAB CONTROL due to poor communications, request UDAIRI RADIO to relay flight informations to MOHALAB CONTROL. (USARCENT G32) VISUAL FLIGHT RULES Same as Regional Procedures except: (SPEC/ENR 1.2-1) 1. Aircraft entering Kuwait from any direction except from the east over the North Arabian Gulf contact MOHALAB CONTROL ten minutes prior to Kuwait FIR entry and announce position and intentions. Do not leave MOHALAB frequency until directed. (OMC-K) 2. East arrivals from the North Arabian Gulf establish initial contact with Kuwait ACC/FIC or Kuwait Approach Control. (OMC-K) 3. Westbound aircraft destined for anyplace other than KWI/OKBK can expect frequency change to MOHALAB CONTROL upon clearing KWI airspace. (OMC-K) INSTRUMENT FLIGHT RULES 1. Same as Regional Procedures except, when not under ATC control and outside of terminal ATC airspace, aircraft must establish and maintain contact with KAOC, callsign MOHALAB CONTROL, until directed to frequency change. (SPEC/ENR MC-K) 2. IFR flight requires the submission of an ICAO IFR flight plan. It is also recommended that a copy of the flight plan is faxed or ed directly to destination aerodrome flight operations. Pilots wishing to conduct IFR flight training within the Kuwait FIR should consider coordinating with KWI Airport Management and KAOC to deconflict training with scheduled commercial or operational flights. Training flights should expect ATC holding as scheduled and operational traffic have movement priority. Rotary wing aircraft conducting IFR approach training under VFR in the Udairi Army Airfield terminal area are not required to file an ICAO flight plan. (USARCENT G32) 3. ATS airspaces are classified and designated in accordance

205 KUWAIT with the following: a. Class A (at or above FL150/FL460 within Kuwait FIR) b. Class B (not used in Kuwait FIR) c. Class C (SFC to below FL150 within Kuwait CTA) d. Class D (SFC/2000 ft within Kuwait CTR) e. Class E, F, and G (not used in the Kuwait FIR) (SPEC/ENR 1.4-1) 4. RNAV Procedures - Airspace within the Kuwait FIR above FL160 up to and including FL460 is designated RNAV 5. Aircraft operating within this airspace are required to be certified for RNAV 5 operation. Aircraft not equipped or not certified for RNAV 5 may operate within the Kuwait FIR provided they are only operated on published ATS routes that are defined by VOR/DME navigation. (SPEC/ENR 2.2-1) 5. Requirement to carry Airborne Collision Avoidance System (ACAS II). a. All turbine engine aircraft having a certified take-off mass in excess of 12,566 lb (5700 kg), or are authorized to carry more than 19 passengers, shall be equipped with an operable ACAS II within the Kuwait FIR. b. Aircraft without an operable ACAS II system shall not be permitted to operate within the Kuwait FIR. (SPEC/GEN 1.5-1) FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION - 1. The following clarifications are made regarding ATOs. (OMC-K) a. KUWAIT AIR TASKING ORDER (K-ATO) - An ATO developed and published by the Kuwait Air Operations Center (KAOC) for flights occurring in Kuwait. b. AFCENT CAOC Air Tasking Order (C-ATO) - The operational USCENTCOM Theater ATO developed and published for the Coalition Forces Air Component Commander (CFACC) by the AFCENT Combined Air Operations Center (CAOC). 2. Except as stated below in this section, all military aircraft conducting training missions within Kuwaiti airspace, including military aerodromes, ranges, or MOAs, must have prior Kuwaiti Ministry of Kuwait (K-MOD) approval. Please reference SOP thru ARCENT, AFCENT, NAVCENT LNOs for more information. (OMC-K) 3. Except for special CFACC approved missions, all military aircraft conducting operational missions (in support of Enduring Freedom, Defense of Kuwait, aircraft ferry, etc.) within Kuwait airspace must be on the C-ATO. Please contact your CAOC LNO for more information (OMC-K) 4. All FW aircraft, all IFR flights, and all international flights must have a DD1801 or ICAO equivalent flight plan on file. Aircraft entering Kuwait airspace, from outside Kuwait, need a diplomatic clearance submitted thru APACS, and a PPR if landing at a destination within Kuwait. (OMC-K) 5. International flight plans must be submitted through a flight operations facility that can issue appropriate flight plan messages to agencies of the Kuwait Civil Aviation Authority. (USARCENT G32) 6. Flight movement messages relating to traffic into or via the Kuwait FIR shall be addressed as stated below to facilitate correct relay and delivery. (SPEC/ENR ) a. IFR Transit (Overflying) Kuwait FIR - OKACZQZX. b. IFR at KWI/OKBK (landing or departing) - OKBKZQZX c. VFR - OKBKZQZX Ahmed Al Jaber AB (OKAJ) 1. CAUTION: a. The following obstructions are not properly illuminated: (1) Runway 33R/15L, Runway 33L/15R, North Helipad, and South Helipad Wind indicators. (2) Runway 15L/33R Aircraft arresting system shacks located 215 ft. laterally from runway centerline, 1780 ft. longitudinally from the 15L threshold, and 1785 ft. longitudinally from the Runway 33R threshold. (3) Runway 15R/33L Aircraft arresting system shacks located 320 ft. laterally from the Runway centerline, 1559 ft. longitudinally from 15R threshold and 1591 ft. longitudinally from 33L threshold. (4) Multiple hardened aircraft shelters located 375 ft. south of runway 33L and southeast of runway 33R thresholds. (5) West Main/East Main sunshades 1A-13A/1C-13C 434MSL located 645 ft. laterally from runway 15L/33R centerline. (6) Sultan Ramp sunshades 1D-6D 426MSL located 630 ft. laterally from runway 15L/33R centerline. (7) Antenna Tower between Runway 15R and Runway 15L between North loop and Taxiway Golf. (8) Nasser Apron/West Main/East Main light poles 438 MSL located 530 ft. from runway 15L/33R centerline. (9) Sultan Apron light poles 438 MSL located 530 ft. from runway 15L/33R centerline. 2. RESTRICTIONS - a. Alpha row spots 1-6 are restricted to wingspans up to 45 ft. Bravo-Delta row spots 1-6 are restricted to wingspans up to 59 ft. Alpha-Delta row spots 7-9 are restricted to wingspans up to 77 ft. without wing walkers and ft. with wing walkers, taxiway centerline deviation, and AFM coordination. b. East Main spots 1-13C and West Main Spots 1A-13A/1B- 13B are restricted to wingspans up to 35ft and require Host Nation (HN) approval for use. West Main rows 5-8 are restricted to wingspans up to 133ft with entry/exit via Taxiway Charlie only.

206 3-138 KUWAIT c. C-130 aircraft entering the Hazardous Cargo/Transient ramp will utilize Taxiway Juliet 1 via, November, or November 3. d. C-17 aircraft entering the Hazardous Cargo/Transient ramp will utilize Taxiway November or Juliet 1 via Taxiway Charlie. All 180 degree turns will be made with the nose of the aircraft turned in the direction of runway 15L (southwest) during the first 90 degrees of the turn. This is a Foreign Object Debris (FOD) mitigation procedure due to the close proximity of this location to Runway 15L/33R. e. Utilize inboard engines only when operating on taxiways C, N, N3, J1, and R. Exception: If any inboard engine is shut down due to an emergency and outboard engine are required for taxi, notify Tower and coordinate taxi instructions. f. N1, N2, N4, S1 are permanently closed and DO NOT have no entry signs installed. (407 EOSS-OSAA/4007 EOSS-OSAA FIL ) g. All Taxiway fingers located west of runway 15R threshold permanently closed. h. Taxiway Romeo restricted to C130 aircraft only or aircraft with main gear width up to 30ft (measured outside to outside). Taxiway R width is unsuitable for C17, C5, KC10, KC46 and KC135 aircraft. i. C-130 and larger aircraft executing 180 degree turns on either runway will perform the maneuver on the last 1,280 ft. (concrete ends) of all runways. Violating this restriction will severely damage the runway surface and create a FOD hazard. j. Military apron is PPR, all aircraft must obtain PPR approval for arrival +/- 15 minutes. All US and coalition aircraft transiting military apron must obtain PPR from or DSN /6753 NLT 24hrs prior to ETA. Coordinate approval to enter Kuwaiti sovereign airspace with Combined Air Operations Center at DSN or k. Taxiways S2, S3, S4 are open to rotary or tilt rotor aircraft only. (407 EOSS-OSAA/4007 EOSS-OSAA FIL ) 3. MISCELLANEOUS - a. Runway hold signs are not collocated with VFR runway hold position markings and/or missing at the intersection Rwy 15L/33R and taxiways S, S2, S3, S4, D, E, F, G, North Loop and South Loop. (407 EOSS-OSAA/4007 EOSS-OSAA FIL ) b. Runway Hold signs not collocated with VFR runway hold position markings at intersection of runway 15R/33L and taxiways G, D, North Loop, and South Loop. c. Runway vacated signs missing at Runway 15L/33R and/or Runway 15R/33L intersection with taxiway N, G, F, E, D, S, North Loop, and South Loop. d. Transient Service: Fleet services unavailable; no bridge plates for K-loaders, fueling ops for KC-135 aircraft unavailable, multi-pallet trains limited to 25K lbs., tow capability for A340 unavailable. Limited PAX space available; ctc ATOC at DSN for prior coordination. (407 EOSS-OSAA/407 EOSS-OSAA FIL ) e. Aircraft departing on a flight plan to the North should expect to fly to BONIM or ZULU (altitude assigned by ATC). Aircraft departing on a flight plan to the South should expect to fly to WAFRA (altitude assigned by ATC). (407 EOSS-OSAA/407 EOSS-OSAA FIL ) 4. BIRD HAZARDS - a. Bash phase I. Phase I represents low level of bird activity valid 1 May through 31 July, 1 November - last calendar day of February. b. Bash phase II. Bash phase II represents higher level of migratory bird activity valid 1 March - 30 April, 1 August- 31 October. (407 EOSS-OSAA/407 EOSS-OSAA FIL ) Ali Al Salem AB (OKAS) 1. CAUTION - High potential for midair collision exists due to extensive helicopter operations from surface to 3000 ft within a 12 NM radius of the field. (386 EOSS/386 EOSS FIL ) a. All aircraft shall avoid overflight of the KHAWR AL AMAYA (KAA N E ) and AL BASRA (AB N E ) oil terminals. Aircraft shall not fly lower than 6000 ft when within 2000M 1.2 NM of KAA and AB oil terminals without prior approval by the Combined Forces Air Component Commander. Coalition forces on or around the oil terminals are prepared to take defensive measures, including the use of deadly force against any aircraft whose identity or intentions are unknown and which poses a threat to coalition wartime forces, legitimate shipping presence, and the oil terminals. b. Due to unmarked obstructions, aircraft operations on PAPA Loop are restricted to RPA aircraft only between HAS2 and HAS4. Aircraft taxiing or being towed to/from S or WHISKEY ramps, must use Taxiway 1 and S PAPA Loop to Taxiway Romeo. All aircraft requiring access to Bldg 2710 (aircraft maintenance hangar) are restricted to tow operations only, and must use N PAPA Loop off Taxiway 4. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) c. Pavement connecting Golf Ramp and Uniform Ramp is not stressed. The area has deceptive surface markings. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) d. BASH PHASE II. Phase II represents higher level of bird activity normally occuring with migratory movement. March to April and August to October are the months of migratory bird activity within Kuwait. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) e. Ponding occurs on Taxiway North Charlie, North Hammerhead, Taxiway Delta, Golf Ramp Spots 4 and 6, Taxiway Golf, Taxiway Foxtrot and Taxiway Charlie (center) after periods of heavy rainfall. Water depth exceeds 1/10 of an inch standing water. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) f. Approximately 4 tall bollards located on edge of Whiskey Ramp adjacent to parking spots W3 and W4. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) g. Unless for emergency purposes, all fighter type, KC-135 and/or any other low hung jet engine aircraft (i.e., C-40, B-737, B- 707) are not recommended to use OKAS due to increased FOD damage potential from severely deteriorated pavement. h. Rwy 30R exercise caution when taxiing on Rwy 30R due to the first 2000 ft. of pavement deterioration. Rwy 30R/12L not

207 KUWAIT available for taxi ops for fighter or smaller type aircraft between Taxiway Alpha and Taxiway 15. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) i. Four 42' tall towers located adjacent to hardened aircraft shelters (HAS) 6 and 7. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) j. Multiple cranes erected southwest of airfield. Heights can range from 20' to 50'. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) 2. ARRIVALS - In IMC: aircraft inbound from the north should expect to be directed to UMRUS for the appropriate approach. Aircraft inbound from the south should expect ZULU (ASB 130/017) then UMRUS for the appropriate approach. In VMC: aircraft inbound from the north can expect to be directed to N. Initial (ASB 300/6) or the south downwind. Aircraft inbound from the south can expect ZULU then S. Initial (ASB 120/6) or the south downwind. 3. DEPARTURES - Aircraft departing on a flight plan to the north should expect to fly to TASMI (altitude assigned by ATC). Aircraft departing on a flight plan to the south should expect to fly to ZULU (altitude assigned by ATC). Any procedural turn on departure should be flown to the southwest of the airfield. (386 EOSS-OSAM/386 EOSS FIL ) 4. RESTRICTIONS - a. Overflight of the base area to the northeast of the runways is prohibited. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) b. North Charlie Taxiway, South Charlie Taxiway until Taxiway 13, Taxiway Golf west of Golf Ramp and Taxiways 1-8 are restricted to aircraft with C-130 or smaller wingspan. c. C-17 aircraft will exit the runway on South Charlie taxiway to access Spot 13A, 13B, or 14A. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) d. C-130/P-3 aircraft may taxi with all four engines on North Charlie Loop up to Taxiway Golf. If aircraft will require taxi past Taxiway Golf, outboard engines must be shut down due to the potential of FOD. To minimize FOD on narrow taxiways (Taxiways 1-8) and taxiways without paved shoulders (Taxiways Romeo and Sierra), aircraft transiting to/from Quebec Loop and South/Whiskey Ramp will taxi with inboard engines only. Outboard engine start-up and shutdown will be accomplished over paved surfaces to the max extent possible. C-130s may start outboard engines on Taxiway 1 prior to taking the runway on low-speed. All engines may be started or up-sped on Golf Ramp, Uniform Ramp, and Taxiways Golf, Juliet, Kilo, and Lima. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) e. Due to danger of FOD, only one U.S. aircraft at a time may use Taxiways Alpha, Taxiway Bravo/Charlie Cross and Delta. f. C-130 and larger aircraft executing 180 degree turns on either runway will perform the maneuver on the last 1,250 ft (concrete ends) of all runways. Violating this restriction will severely damage the runway surface and create a FOD hazard. g. After landing, do not taxi to parking until cleared by ATCT. Hold short of the inside runway (Rwy 30R/12L) until given taxi instructions. (386 EOSS-OSAM/386 EOSS FIL ) h. Transient C-17 aircraft on ground for more than 24 hrs; when temperatures are over 38 C/100 F expect standard fuel load to be 60K lbs to prevent venting of the tanks. To ensure the required amount of fuel is onboard aircrew should be to the aircraft at least 2 hrs prior to departure. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) i. Rotor aircraft prohibited from using Back Charlie Taxiway. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) 5. MISCELLANEOUS - a. Aircraft should use VHF freq for ground, tower, and Mohalab Control. Aircrews that do not take off within 2 hours of their estimated time must re-file or contact ATC to have your flight plan extended. Contact 386 EOSS Tactics for TAC 30 and TAC 12 procedures b. Runway hold signs missing taxiways 5-12 & all entrances to the Maltese Cross. Runway hold signs not collocated with VFR runway holding position marking at intersection of runway 12L/30R and taxiways 15, N & S Hammerhead, N Charlie, Bravo and Charlie; hold signs not collocated with VFR runway holding position marking at intersection of runway 12R/30L and taxiways N & S Hammerhead, Bravo and Charlie. Runway hold markings have priority. (386 EOSS-OSAM/386 EOSS-OSAM FIL ) c. Due to numerous flight planning and ATC clearance issues, aircrew are advised to request clearance and engine start as soon as possible prior to proposed departure in order to minimize potential departure delay. ATC Liaison frequency is (386 EOSS-OSAM/386 EOSS-OSAM FIL ) Kuwait International/Abdullah Al-Mubarak AB (OKBK) 1. CAUTION - Extreme traffic congestion on military apron. All aircraft must have follow-me or marshaller to enter or exit military apron. Contact BOATER WHISKEY or for assistance. a. FOD potential to taxiing acft during entrance and exit of the South East Apron due to deteriorating pavement conditions. Ramp use is restricted to non-fighter type aircraft only. b. Numerous unauthorized laser illumination events have occurred in the vicinity. All aircrews take applicable precautions. Report lasing incidents to KUWAIT TWR ASAP. Attempt to record aircraft lat/long, flight parameters, laser color and duration, and any other pertinent data for point of origin determination. US Mil and coalition aircrews will also report incidents to BOATER WHISKEY ASAP for further investigation. WARNING: To avoid any vision impairment, do not look directly into a laser source. c. Obstruction advisory: (1) Traffic light pole adjacent to South side of taxiway E- 8, approximate position N ' E '. Pole is approximately ft from taxiway centerline. Top of pole is approximately 12.5 ft above ground level of taxiway centerline. Building adjacent to spot 1 approximately 160 ft west of taxi lane centerline. Defensive fighting position tower located approximately 173 ft south from E6 taxiway centerline. (SPEC/FIL ) (2) Wingtip clearance requirements waived to 25 feet on Taxilane E-10. Low profile barricades have been placed on the

208 3-140 KUWAIT east side of E-10 to mark 25 feet of wingtip clearance for the most demanding aircraft at Al-Mubarak, the AN-124. The following obstructions are located on E ft. hedges located 156 feet east of E-10 centerline parallel to spot 1. 6 ft. hedges located 158 feet east of E-10 centerline parallel to spot 2. 6 ft hedges located 165 feet east of E-10 centerline parallel to spot ft. building located 155 feet west of E-10 centerline parallel to spot ft. lightalls located 150 feet east of E-10 centerline parallel to spots 1-6. Aircrews must take appropriate action to avoid obstructions during taxi. (SPEC/387 AEG-OSF FIL ) 2. ARRIVALS - Due to limited parking space, aircrews must adhere to PPR window times +/- 30 minutes. If unable to meet original slot time by +/- 30 minutes, aircrews are required to contact AMCC (BOATER WHISKEY) at DSN , C to request a new PPR slot time. Aircraft unable to coordinate new slot time, may request extended vectors or holding at FALKA or WAFRA (KFR VOR) upon initial contact with KUWAIT ACC or approach control in order to comply with PPR procedures. Aircraft arriving earlier than +/- 30 minutes, or without a coordinated PPR slot time, may be denied entry to military apron. NOTE: Aircraft may incur extensive taxi time, landing approval, and parking fees for failure to comply with proper procedures. (387 AEG-OSF/387 AEG-OSF FIL ) 3. DEPARTURES - No additional info. 4. RESTRICTIONS - Military apron is PPR, all aircraft must obtain PPR approval for arrival +/- 30 minutes. All US and coalition aircraft transiting military apron must obtain PPR from AMCC (BOATER WHISKEY), DSN , C prior to mission launch. Comply with approved ground times. All aircraft contact BOATER WHISKEY ( or ) Command Post 30 minutes prior to landing for parking information, servicing coordination, taxi operations on Al Mubarak, and prior to engine start. Verify area is cleared before starting engines. Use minimum taxi speeds and minimum power settings. Aircraft not allowed to backup under their own power. Large aircraft expect pushback for departure. Transient Alert must control all taxi operations, to include, entry into the ramp and blocking in/out of parking. (SPEC/FIL ) a. OKBK is a conditional RON location due to aircraft parking limitations. Missions intending to remain overnight must coordinate in advance with the OKBK PPR office, DSN /1200. Advance RON will only be approved when operational necessity can be justified and a valid PPR is issued. All RON aircrews must check in with Boater Whiskey Command Post for RON procedures. Missions which must RON because of unplanned factors, such as maintenance or weather, must coordinate all mission-related activities with Boater Whiskey Command Post, and anticipate aircraft tows or push-backs and the minimum possible ground times. Civilian clothing required off-base. Travel restrictions apply when off-base. (SPEC/FIL ) b. Aircraft with hazardous cargo class 1.1, 1.2 and 1.3 are prohibited on Al Mubarak. Due to the proximity of the new airport terminal, only hazardous cargo class 1.4 can be approved, with prior port clearance from Capability Forecasting, DSN , Cell phone number C d. All aircraft are required to bring a fuel card that is not expired. This is the only form of payment accepted for fuel. Standard forms for fuel payment will not be accepted by the host nation fuel company KAFCO. (387 AEG-OSF/387 AEG-OSF FIL ) 5. MISCELLANEOUS - Abdullah Al-Mubarak AB is the Kuwait AF military aprons used by coalition forces at Kuwait Intl. Tiger Ramp is along taxiway E-10, between taxiways E-6 and E-8. The areas of the South East apron controlled by the USAF are Spots along Taxilane E-15. The Senior Airfield Authority (SAA) is the Host Nation. (387 AEG-OSF/387 AEG-OSF FIL ) a. Aircrews must be prepared to re-file flight plans for stopover flights. BOATER WHISKEY will fax flight plans for filing, when necessary. b. Limited fleet service for military aircraft, available only from commercial provider. Contact BOATER WHISKEY no later than 30 minutes prior to arrival for coordination. Aircraft requesting fleet service can expect delays. Commercial provider will accept cash only (USD). Provider does not accept Air Card. Crew member must be available for servicing, as on-site contractor does not supervise fleet servicing. c. VIP missions must coordinate with BOATER WHISKEY for host nation permission to use Eastern apron for parking. (SPEC/USAF FIL ) d. Flight Information Publications (FLIP). Aircrew will need to ensure they are carrying current copies of all FLIP, due to the complexity of OKBK we may not have paper copies on hand. (SPEC/FIL ) e. All operations at Al Mubarak are affected by swine flu precautions. All inbound passengers and aircrew are subject to H1N1 screening upon arrival and possibly prior to deplaning. Contact BOATER WHISKEY Command Post for latest information. (SPEC/FIL ) f. Consult AFI chapter 9 for specific security requirements on parking PL3 resources and above within a PL4 controlled area. (SPEC/FIL ) ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC - All turbine-engine aircraft of a maximum certificated Takeoff mass in excess of 33,069 lb or authorized to carry more than 30 passengers shall be equipped with an Airborne Collision Avoidance system (ACAS II). Systems with version 7.0 incorporated meet ICAO ACAS II standards. All turbine-engine aircraft of a maximum certificated Take-off mass in excess of 12,566 lb or authorized to carry more than 19 passengers shall be equipped with an Airborne Collision Avoidance System (ACAS II). Systems with version 7.0 incorporated meet ICAO ACAS II standards.the traffic alert and collision avoidance system TCAS II is accepted as a suitable system provided the installation is certified for use by the State of Registry of the aircraft concerned and its operation is in accordance with instructions for use of the equipment laid down in the company operations manual issued by the aircraft operator. (SPEC/ENR 1.6-3) c. Aircrews must obtain clearance from KUWAIT GROUND for engine start. Aircrews must also obtain clearance from KUWAIT GROUND to exit military apron.

209 ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. No aircraft is permitted to operate between Israel and the State of Kuwait. (SPEC/GEN 1.2-1) 2. Inbound aircraft flying on civil ATS airways "at or above FL 150" are required to contact Kuwait ACC/FIC on frequency MHz at least ten minutes prior to entering the Kuwait FIR. (SPEC/ENR 2.1-1) 3. Any aircraft flying off of civil ATS airways entering from the south, west, or north, e.g., any traffic entering Kuwait through a MOA, contact MOHALAB CONTROL at least ten minutes prior to entering Kuwaiti airspace and announce position and intentions. (OMC-K) ADDITIONAL INFORMATION Standard Operating Procedures - 1. KUWAIT/US SOP for US Aircraft Operating and/or Landing in Kuwait: Proponent is Office of Military Cooperation-Kuwait (OMC-K), DSN or (OMC-K) 2. USARCENT Aviation Procedures Guide: Proponent is ARCENT G32, DSN (USARCENT G32) 3. USAFCENT CAOC ATO SPINS: Proponent is AFCENT CAOC. (OMC-K) 4. CFACC Airspace Control Plan: Proponent is CFACC. (OMC-K) 5. Udairi Range Aviation SOP. Proponent is Udairi Range Control, DSN (USARCENT G-32) 6. Range Facilities Management Training and Safety SOP. Proponent is Area Support Group Kuwait DSN (USARCENT G32) 7. DSN Operator Kuwait RANGES/MOA - Udairi Range (OKD10) (USARCENT G32) 1. GENERAL - Udairi Range (OKD-10) is managed on behalf of the Kuwait Ministry of Defense (KMOD) for the US military and its coalition partners by the USARCENT Area Support Group Kuwait (ASG-K). ASG-K has established a Udairi Range Control Office at Camp Buehring. The range effective times, control authority, radio frequencies, and dimensions are specified in DOD FLIP AP/2A. (USARCENT G32) LATVIA SCHEDULING - This applies for air drops, LZ/PZ operations, any inert or live ordinance use, and any laser designating or ranging activity. Initiate usage requests in writing at least 45 days prior. Army users initiate requests directly with the Udairi Range Aviation Office DSN or (alternate or ). USAF users contact OMC-K AFCENT LNO DSN USN/USMC users contact OMC-K NAVCENT LNO, DSN or request coordination assistance through the NAVCENT Kuwait Country Engagement Office DSN or (USARCENT G32) 3. INBOUND PROCEDURE - Inbound aircraft contact MOHALAB CONTROL on UHF primary or VHF alternate, for permission to transit Kuwaiti MOAs and enter the range. Do not leave MOHALAB CONTROL's frequency until directed. Rotary wing aircraft originating from within MOA 1, 2, or 3, and specifically Udairi AAF shall utilize UDAIRI RADIO on VHF or UHF to coordinate flight with MOHALAB CONTROL. Contact UDAIRI RANGE CONTROL on published frequency prior to penetrating range airspace and obtain range status and clearance to use the range. (USARCENT G32) 4. PROCEDURES WITHIN OKD-10 - Maintain continuous two way radio communications with UDAIRI RANGE CONTROL" and terminal controllers as directed. (USARCENT G32) 5. DEPARTING PROCEDURE - Prior to exiting OKD-10 airspace, reestablish contact with MOHALAB CONTROL, and announce intentions. Rotary wing aircraft returning to Udairi AAF, contact UDAIRI RADIO instead. Announce departure to UDAIRI RANGE CONTROL upon exiting OKD-10 airspace. See AP/2A for radio frequency information. (USARCENT G32) 6. OTHER - Aircraft are advised to use caution as OKD-10 is sometimes occupied under no-notice by Kuwaiti defense forces. Report any unscheduled or unsafe activity to Udairi Range Control by any means available. (USARCENT G32) LATVIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes RIGA FIR/UIR. Aircraft flying within the Riga FIR, shall continuously guard the VHF emergency frequency MHz, except when the aircraft is carrying out communication on other VHF frequencies, or when airborne equipment limitations or cockpit duties do not permit simultaneous guarding of two frequencies. Aircraft shall continuously guard the VHF emergency frequency MHz in areas or over routes where the possibility of interception of aircraft or other hazardous situations exist, and a requirement has been established by the appropriate authority. (AIP GEN-1.5-3, 28 JUN 2012) DIMENSIONAL UNITS - Blue table, altimeter setting given in hectopascals. (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE - Standard

210 3-142 LEBANON ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular POSITION REPORTING - Standard. VISUAL FLIGHT RULES In class G airspace while VFR: airspeed restricted to subsonic, with a minimum altitude of 2,000 feet AGL. (SPEC/GEN 1.7-8) Standard except: INSTRUMENT FLIGHT RULES 1. An operator shall ensure VHF communication equipment, ILS Localizer and VOR receivers installed on the aircraft to be operated in complying with FM immunity performance standards. 2. Acceptable equipment standards consistent with ICAO Annex 10, are contained in EUROCAE Minimum Operational Performance Specifications, documents ED-22B for VOR receivers, ED-23B for VHF communication receivers and ED-46B for LOC receivers and corresponding RTCA documents DO-186, DO-195 and DO ENROUTE a. Unrestricted access in Latvian airspace by US State aircraft capable of meeting RNP-5. b. Use of TACAN or VORTAC navigation systems in place of VOR. 4. AIRWAYS/ROUTES a. LOW ALTITUDE AIRWAYS - Listed by alphanumeric designation. M864 - Adaxa - Lasma - LEP not available for traffic to EVRA. Traffic to EVRA shall flight plan M405 - Adaxa - Luked - Orvix. b. HIGH ALTITUDE AIRWAYS - Listed by alphanumeric designation. UM864 - Adaxa - Lasma - LEP not available for traffic to EVRA. Traffic to EVRA shall flight plan UM405 - Adaxa - Luked - Orvix. 5. TERMINAL a. Latvia's continued application of the Generic analysis method for RIGA International Airport (EVRA). b. The permission number for this authorization is 10/ dated 27 Nov c. The Latvian Civil Aviation Agency requests notification of aircraft that are not FM immune equipped be included in requests for overflight or landing clearance. (USA/USA FIL ) LEBANON NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Includes LEBANON and adjacent international waters. DIMENSIONAL UNITS - ICAO Table. AIRSPACE STRUCTURE - Lebanon has implemented ICAO Annex 11 Airspace Classifications with the following exceptions: 1. Class A: Class A comprises all controlled airspace within the BEIRUT FIR between FL200 and FL Class B: Class B comprises the Beirut Aerodrome Traffic Zone. 3. Class C: Class C comprises all controlled airspace within the BEIRUT FIR below FL Class G: Class G comprises the rest of the BEIRUT FIR not covered by Classes A, B, C. 5. Class D, E, and F are not implemented at this time. (SPEC/ENR 1.4-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. VMC flights shall not be conducted: a. Above FL200. b. At supersonic or transonic speeds. c. During night periods, (30 minutes after sunset to 30 minutes before sunrise). (SPEC/ENR 1.2-1) d. Formation flights prohibited without ATC approval. (SPEC/GEN 1.7-1) MINIMUM HEIGHTS FOR VFR OPERATIONS - Flights shall not be flown over a town, populated area, or open air public meeting place at an altitude below 2000 for multi-engine aircraft and 2500 for single engine aircraft. (SPEC/GEN 1.7-1)

211 INSTRUMENT FLIGHT RULES Flights shall be conducted in accordance with Instrument Flight Rules (even when operating in Non-IMC conditions) when operated at or above FL200 or during night periods. (SPEC/ENR 1.3-1) RVSM RULES - Reduced Vertical Separation Minimum (RVSM) within the Beirut FIR between FL290 and FL410. Acceptance of State aircraft that are not RVSM certified is subject to prevailing traffic conditions. (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - Aircraft over flying the territory of Lebanon are required to maintain an altitude of not less than 10,000 AMSL except as cleared by ATC. (SPEC/GEN 1.7-1) LESOTHO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the Johannesburg FIR. Lesotho adheres to standard ICAO procedures. LIBERIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the ROBERTS FIR. See Guinea. LIBYA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes LIBYA, TRIPOLI FIR and part of CHAD, NIGER. DIMENSIONAL UNITS - Blue Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Same as Regional Procedures except: LESOTHO Aircraft entering Tripoli (HLLL) FIR, at FIR points located over international waters, should contact Tripoli or Benghazi Control (as appropriate) at least five minutes prior FIR boundary crossing. 2. Aircraft entering Tripoli (HLLL) FIR, at FIR points located over land area, should contact Tripoli or Benghazi Information (as appropriate) at least ten minutes prior FIR boundary crossing or the nearest ATC Tower to relay their position (when within VHF range). (SPEC/ANNEX 5 CL II NOTAM ) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. LIBYA has implemented the ICAO Annex 11 airspace classifications with the following exception: a. Class B, D, and E not yet implemented. INSTRUMENT FLIGHT RULES 1. LIBYA has implemented the ICAO Annex 11 airspace classifications with the following exception: a. Class B, D, and E not yet implemented. (SPEC/AIC ) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - Repetitive flight plans are not accepted. (SPEC/RAC 1-2) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - LITHUANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes VILNIUS FIR/UIR. (SPEC/GEN 2.1-2) DIMENSIONAL UNITS - Blue table, altimeter setting given in hectopascals. (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE - Standard ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard.

212 3-144 LUXEMBOURG Standard. Standard. VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES LUXEMBOURG NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - See Belgium. MACEDONIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the SKOPJE FIR/UIR. Airspace classification B, C and F in accordance with ICAO are not used in the Republic of Macedonia. (SPEC/ENR 1.4.1) DIMENSIONAL UNITS - Units ICAO Table. Altimeter settings in hectopascals. (SPEC/GEN 2.1.1) ALTIMETER SETTING PROCEDURES - 1. General a. All altimeter settings passed from ground stations to aircraft will be given in hectopascals (HPa) rounded down to the nearest whole hectopascals. 2. BASIC ALTIMETER SETTING PROCEDURES a. For all aircraft operation within the Macedonian FIR, transition altitude is established at 11,000 ft (3350 m). The local QNH altimeter setting of Skopje Airport will be used through Skopje FIR with the exception of operations within the Ohrid CTR when the local QNH altimeter setting shall be used. b. The QFE altimeter setting will be given on request only. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. (SPEC/ENR ) SECONDARY SURVEILLANCE RADAR - 1. EQUIPMENT OF AIRCRAFT a. Aircraft operating within the FIR Skopje in accordance with IFR and VFR flights operating in A, C and D classes of airspace must be equipped with at least one operative SSR - transponder. b. Exemptions of mandatory operation of transponder will be granted in particular cases only. Such request shall be directed via teletype or telephone to ACC Skopje (LWSSZQZX LWSKZPZX). (SPEC/ENR ) VISUAL FLIGHT RULES DAY VFR FLIGHTS - A VFR flight operating within or into Macedonian airspace for which flight planning is required, shall maintain continuous listening watch on the appropriate radio frequency of, and report its position as necessary to, the air traffic services unit providing air traffic control service. (SPEC/ENR ) INSTRUMENT FLIGHT RULES FM IMMUNITY - Aircraft non-equipped with FM-protected ILS/VOR receivers are allowed to operate in FIR Skopje. Possible future limitations will be handled with NOTAM and using Generic method. (SPEC/AIC A2-01) RVSM RULES - The airspace within the Skopje FIR between FL290 and FL410 inclusive is EUR RVSM airspace. (SPEC/ENR 1.8-1) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - 1. FLIGHT PLAN ADDRESSES a. Into, via or from SKOPJE FIR: IFR/GAT / EUCHZMFP EUCBZMFP b. Into or via SKOPJE FIR: VFR / LWSSZQZX ----ZTZX c. VFR or OAT part within SKOPJE FIR: IFR/VFR or GAT/OAT / EBBDZMFP LFPYZMFP ----ZTZX LWSSZQZX ENROUTE (SPEC/ENR ) AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. AIRWAYS/ROUTES a. All routes are RNAV routes. b. LOW ALTITUDE AIRWAYS. Listed by alphanumeric designation. N140 - The airway N140 will be available only in case of unavailability of Kosovo airspace. (SPEC/ENR 3.3-5)

213 c. HIGH ALTITUDE AIRWAYS. Listed by alphanumeric designation. (SPEC/ENR thru ) d. Traffic overflying LWSS ACC not allowed via DISOR- UY400-MAVAR from Z++ daily in winter season and from Z++ daily in summer season. Departures from LGTS and LGKV excluded. Refile DISOR-UL608-LONTA or TALAS- UN130-MAVAR. (AIP SUP 01/2016) MADAGASCAR NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the ANTANANARIVO FIR and the COMORO ISLANDS. Though the Reunion Islands and a part of the Seychelles Islands are contained within the ANTANANARIVO FIR/UIR, these entries are published for operational purposes in AP/3. DIMENSIONAL UNITS - Blue Table except. 1. Altitudes, elevations and heights in meters. 2. Altimeter setting in hectopascals (hpa). (SPEC/0 GEN ) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Antananarivo FIR/UIR has implemented the ICAO Annex 11 airspace classifications except: 1. The division of airspace classes F and G (non-controlled airspace) for VFR criteria is based on the higher of FL30 or 1000 feet AGL. The minimum visibility required at this level or below is 1500 meters (1 SM). 2. The minimum visibility for helicopters in the lower levels outside controlled airspace is 800 meters (½ SM). 3. Flights are not permitted between SS+15 and SR-15, except when allowed in airport traffic patterns. 4. Flights will be at a minimum height of 50 meters (170 feet) above the surface and at a distance of at least 150 meters (500 feet) from a person or man-made obstruction. 5. Minimum visibility required in controlled airspaces (Class A through G) above aforementioned FL030 or 1000 feet AGL is 8 km (5 SM). 6. VFR not authorized at FL150 and above. (SPEC/0 GEN ) MADAGASCAR INSTRUMENT FLIGHT RULES The Antananarivo FIR/UIR has implemented the ICAO Annex 11 airspace classification except: Minimum altitude for IFR flights is 1500 feet above the highest obstruction within 8 km (5 SM) of the established flight path. (SPEC/0 GEN ) RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 11/08FM) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) FLIGHT HAZARDS Madagascar Threat To Airspace Violations. The Madagascar government has issued a threat to shoot down any aircraft that enters Madagascar airspace without authorization. (PACAF DO/AFFSA) TERMINAL TERMINAL AREA PROCEDURES - 1. TERMINAL CONTROL AREAS a. TOAMASINA (FMMT) (1) Minimum altitude of entry into the TCA is FL40 in the East sector between 200 from VOR MV and 040 from NDB MMY; FL50 in the Southwest sector 040 and 095 from NDB MMY, and FL70 in the West sector between 095 from NDB MMY and 200 from VOR MT. (2) Except for approach/landing/takeoff, flights below FL30 are prohibited. (SPEC/9 ENR ) b. ANTANANARIVO (FMMI) (1) Minimum altitude of entry into the TCA is FL80 except in sector M from VOR TNV where the minimum altitude is FL110. (2) For transient traffic thru the TCA, overflying of Antananarivo/Antanetibe NDB TAN is mandatory. (SPEC/9 ENR ) (3) Caution advised in the M quad of VOR "TNV" due to high peaks. (SPEC/9 ENR ) 2. UFN, overflight of the city of Antananarivo, defined by the following coordinates, is prohibited to all traffic: S " E ", S " E ", S " E ", S " E ". (SPEC/9 AD )

214 3-146 MALAWI MALAWI NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Malawi services and constitutes the major part of LILONGWE FIR. Zambia services the portion of Malawi above FL145, North of S11 34, contained in LUSAKA FIR. DIMENSIONAL UNITS - Blue Table, except altimeter settings in hectopascals. (SPEC/AIP GEN 2.1-2) AIRSPACE STRUCTURE - Malawi ATS airspace is classified into three airspace classifications: Class A, Class C, and Class G. (SPEC/ENR 1.4-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. (SPEC/ENR 1.7) 1. The Transition level is normally passed to aircraft in the approach and landing clearance only when the QNH value at an airport falls below mb (29.92 in) but is available at all times upon request. (SPEC/ENR 1.7) 2. Aircraft operating in vicinity of airports without transition altitude, shall express vertical position in terms of altitude when at or below 3000 feet above MSL or 1000 feet above terrain, whichever is higher, and in terms of flight level when above such level, except that an aircraft which has commenced descent to land at such an airport may express vertical position in terms of altitude (QNH) irrespective of the level through which it is descending. (SPEC/ENR 1.7) POSITION REPORTING - Standard. VISUAL FLIGHT RULES Same as regional procedures, except: 1. VFR flights shall not be operated above FL The semi-circular rule shall apply to VFR flights operated outside controlled airspace in level flight above 3,000 feet MSL or 1,000 feet AGL whichever is higher. (SPEC/AIP GEN 1.7-1) INSTRUMENT FLIGHT RULES IFR flight shall comply with the provisions of 3.6 of ICAO Annex 2 when operated in controlled airspace. (SPEC/ENR 1.3-1) RVSM RULES - RVSM shall be applied in the Lilongwe FIR between FL290 and FL Refer to Chapter 1 for Theater Procedures for Reduced Vertical Separation Minimum (RVSM) implementation information with the following exceptions: a. Non-RVSM approved State aircraft (military, police and customs) flights will be allowed to operate in RVSM airspace with prior coordination. b. A 2,000 foot vertical separation will be applied to such non-rvsm approved aircraft. (SPEC/AIP SUP S004/2008) MALI NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the DAKAR FIR. See Burkina Faso. INSTRUMENT FLIGHT RULES RVSM RULES - 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 11/A/08GO) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) MALTA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the MALTA FIR and the Italian controlled island of LAMPEDUSA. DIMENSIONAL UNITS - Blue Table, altimeter setting given in hectopascals (SPEC/GEN 2.1.1) ALTIMETER SETTING PROCEDURES - Standard. 1. The Transition Altitude for Luqa aerodrome is 5000 while the transition level is fixed at FL070. (SPEC/ENR ) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. SECONDARY SURVEILLANCE RADAR 1. Transponder Operations a. All aircraft operating within controlled airspace in the Malta FIR/UIR are required to operate with serviceable transponder having mode A4096 code and mode C altitude reporting capability. b. Select Mode C simultaneously with Mode A unless otherwise instructed by Malta ATC.

215 MALTA c. Aircraft entering Malta FIR/UIR and having received specific transponder settings from ATC shall maintain that setting unless otherwise instructed. When entering the Malta FIR/UIR from an adjacent region where the operation of transponders has not been required, set transponder code A2000 before entry and maintain that code setting until otherwise instructed. (SPEC/ENR 1.6.3) MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT 1. All aircraft flying under IFR within Malta FIR/UIR shall carry radio equipment capable of: a. maintaining two-way communication with the appropriate aeronautical radio stations; b. enabling the aircraft to be navigated on the intended route (RNP 5 capability); and 2. State aircraft that are not equipped with FM immune VOR equipment are permitted to operate within the Malta FIR/UIR provided that they carry alternative navigational equipment that can guarantee RNP 5 navigational accuracy. (SPEC/ENR 1.5.2) INTERCEPT PROCEDURES 1. In the event that interception of civil aircraft over the territorial waters of Malta has to be carried out, the procedures described in EU Reg 923/2012 SERA, and the ICAO procedures described in ICAO Annex 2 -- Rules of the Air and ICAO PANS- ATM Doc will be followed. For this purpose, Article 3 (1) of the Territorial Waters and Contiguous Zone Act (Cap. 226) states that the territorial waters of Malta shall be all parts of the open sea within twelve nautical miles of the coast of Malta measured from low-water mark on the method of straight baselines joining appropriate points. (SPEC/ENR ) VISUAL FLIGHT RULES 1. VISUAL FLIGHT RULES - An aircraft flying within controlled airspace, whenever applicable, shall comply with instructions issued by the appropriate ATC Units. 2. VFR flights shall not be operated: a. above FL195 b. VFR flights operating as GAT within the Malta UIR above FL285. c. over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height below 1000 above the highest obstacle within 2000 from the aircraft; d. elsewhere at a height less than 500 ft above ground or water, or 500 ft above the highest obstacle within a radius of 500 ft from the aircraft. (SPEC/ENR ) INSTRUMENT FLIGHT RULES FM IMMUNITY - Standard except the operation of State aircraft with regards to FM immunity are: 1. Enroute Operations - State aircraft with non-fm interference immune equipment may operate within the Malta FIR/UIR provided they meet RNAV RNP5 standards without the use of VOR. 2. TCA Operations - At Luqa (LMML) Airport, the requirements are the same as stated for Enroute Operations. (SPEC/GEN 1.5.1) IFR OPERATIONS IN CLASS F 1. An IFR flight operating outside controlled airspace shall maintain a listening watch on the appropriate radio frequency and establish two-way radio communication, as necessary, with Malta ATC. (SPEC/ENR ) RVSM RULES - Standard. 1. The airspace within the Malta UIR between FL290 and FL410 inclusive, is RVSM airspace. Within this airspace, the vertical separation minimum shall be: a. 1000ft between RVSM approved aircraft; b. 2000ft between: (1) non-rvsm approved aircraft and any other aircraft operating within the RVSM (2) formation flights of State aircraft and any other aircraft operating within the RVSM airspace (3) an aircraft experiencing a communications failure in flight and any other aircraft, when both aircraft are operating within the RVSM airspace. (SPEC/ENR 1.8.4) 2. Airborne Collision Avoidance System (ACAS II) a. All civil fixed-wing turbine-engined aircraft having a maximum certified take-off mass exceeding 12,600 lbs, or a maximum approved passenger seating configuration of more than nineteen, are required to be equipped with ACAS II. FILING FLIGHT PLANS FLIGHT PLANNING Flight movement messages relating to traffic into or via the Malta FIR/UIR shall be addressed as follows: 1. FLIGHT PLAN ADDRESSES a. All IFR flights departing from LMML with destination outside the IFPS Zone (1) EUCHZMFP (2) EUCBZMFP b. All IFR flights with destination LMML (1) EUCHZMFP (2) EUCBZMFP

216 3-148 MALTA c. Departure or destination LMML or LICD (1) LMMMZQZX (2) LMMMZPZX d. All IFR flights overflying LMMM/FIR (1) EUCHZMFP (2) EUCBZMFP 2. IFR/GAT flight plans should be addressed to IFPS on EUCHZMFP/EUCBZMFP while VFR/OAT flight plans should be addressed to LMMMZQZX. (SPEC/ENR ) FLIGHT HAZARDS 1. Ascent of balloons for radio soundings and high altitude radar wind observations ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Malta's conditional routes: L12 and UL12. FREE ROUTE AIRSPACE GENERAL PROCEDURES Place of Ascent LAMPEDUSA N E Time of Ascent (UTC) DAILY (0700, 1200, 1700, 2300) Rate of Ascent (ft/min) Affected Height ,425 ft 1. Area of Application Free Route Airspace (FRA) procedures are available H24 in Malta AOR above FL335 up to FL660 unless specific contingencies notified by NOTAM are required due to system, communication or surveillance failures. 2. General Flight Procedures 2. Military flight operations over the high-seas a. Foreign military forces may decide to conduct military activity over the high-seas within the lateral limits of the Malta FIR/UIR, inside and/or outside controlled airspace. When these operations are coordinated with Malta ATS and information is available on the lateral and vertical limits, time of activity and status of these areas, Malta ATS will publish an appropriate NOTAM in coordination with the military authorities involved in this activity. b. In case of military activity conducted over the high-seas under the provisions of due regard, Malta ATS will not publish any NOTAM. In such instances the military authorities planning such activity are responsible to comply with applicable ICAO provisions over the high seas and to ensure the safety of air navigation. Malta ATC will endeavor to provide traffic information to flights operating as General Air Traffic (GAT) under its control, in so far as practical, by means of a broadcast message transmitted on the sector concerned. The broadcast message will contain information based on intensity, general position and maximum operating levels of observed traffic on radar. However, Malta ATC may not always be in a position to monitor the unknown traffic and will therefore be unable to provide specific traffic information to single GAT flights. In the event of heavy military activity, Malta ATS may decide to reroute traffic and/or to issue ATFM regulations, as applicable. (SPEC/ENR ) a. Within FRA, users will be able to plan user-preferred trajectories through the use of significant points and radio navigation aids. Segments between significant points will be indicated by means of DCT instructions. b. Within FRA, there is no restriction on the maximum DCT distance that can be flight planned between points. c. The planning of DCT segments that are outside the lateral limits of the FRA in the Malta AOR is not allowed. d. Vertical transition to / from FRA to the published ATS route network should be planned via a FRA Intermediate point or via a Mandatory Point as indicated in the RAD. 3. Overflying traffic Overflying traffic should plan directly from MALTA AOR FRA entry point to the MALTA AOR FRA exit point, with the option to route via one or more FRA intermediate points, subject to Route Availability Document (RAD) and airspace availability. 4. Access to/from Terminal Airspace Arriving traffic to LMML / LICD should plan directly from FRA Entry Point (E) to the FRA Arrival Connecting Point (A) / STAR initial waypoint, as indicated in the RAD. The FRA Arrival Connecting Point (A) may also be the FRA Entry Point (E). Flight planning following the FRA Arrival Connecting Point (A) should be based on the ATS route network. Departing traffic from LMML / LICD should plan directly from FRA Departure Connecting Point (D) /SID final waypoint to the FRA Exit Point (X) as indicated in the RAD. The FRA Departure Connecting Point (D) may also be the FRA Exit Point (X). Flight planning preceding the FRA Departure Connecting Point (D) should be based on the ATS route network. 5. Cross-border Application

217 MAURITANIA Cross-border DCT is not allowed. Luqa Intl (LMML) Runway vacating procedures TERMINAL (SPEC/ENR 1.3.4) 1. Unless otherwise instructed by ATC, MEDIUM and HEAVY aircraft are expected to vacate the runway after landing as follows: a. RWY 05: for MEDIUM aircraft via TWY J b. RWY 23: for MEDIUM aircraft via TWY L c. RWY 13: for MEDIUM aircraft via TWY C or TWY D d. RWY 13: for HEAVY aircraft via TWY C or TWY D or via TWY A in case of long landing roll e. RWY 31: for MEDIUM aircraft via TWY E or TWY F f. RWY 31: for HEAVY aircraft via TWY E or TWY F or via TWY G to backtrack the runway in case of long landing roll. (SPEC/ENR ) 2. NOISE ABATEMENT: a. Due to noise abatement and noise distribution, Malta ATC will select RWY 13 as the main runway for landings and departures between LT and RWY 31 between LT. (SPEC/ENR ) AERIAL REFUELING AERIAL REFUELING TRACKS 1. The Malta Air Refueling Corridors will be activated on a tactical basis with prior permission only. Aircraft operating within these corridors shall be equipped to meet a navigational accuracy of RNP5 or equivalent. The air refueling activity will be conducted within altitude reservations approved by Malta ATS. 2. Requests for transit through these corridors in the Malta FIR/UIR should be addressed to the Airspace Cell of Malta ATS by at: Additional coordination should be made to EUCARF via: DSN: (314) (Fax: 9855), or Commercial (Fax: 9855) at least 7 days in advance. Standard ICAO flight plan forms shall be submitted to the IFPS in accordance with the NETWORK MANAGER procedures. In order to flight plan the Malta Air Refueling Corridors FALCON / OSPREY, users should insert the following routing in Field 15 of the flight plan: For FALCON WEST: ARLOS (N E ) DCT EVLIB (N E ) DCT ABNAT (N E ) DCT SUBOK (N E ) For FALCON EAST: SUBOK (N E ) DCT ABNAT (N E ) DCT EVLIB (N E ) DCT ARLOS (N E ) For OSPREY WEST: ARLOS (N E ) DCT ALIXA (N E ) DCT TISAL (N E ) For OSPREY EAST: TISAL (N E ) DCT ALIXA (N E ) DCT ARLOS (N E ) 3. Width of corridor is 5 NM either side of centerline. 4. In addition a remark in Field 18 indicating the approved reservation for the MALTA corridors shall be inserted. All aircraft involved in air refueling operations shall be in contact with the appropriate Malta ATS unit and will be subject to ATC clearances in accordance with established procedures. 5. During air refueling within the Malta Air Refueling Corridors, ATC will consider the aircraft involved in Non-Deviation Status (NDS). Within the airspace of the Malta FIR / UIR, NDS means that ATC will not turn / climb / descend NDS approved aircraft in order to achieve separation with other non-participating aircraft unless absolutely required due to safety, emergency or other exceptional circumstances. NAME NAV CHECK POINTS ALT ATC FREQ FALCON ARLOS, EVLIB, ABNAT, SUBOK FL280 FL150 OSPREY ARLOS, ALIXA, TISAL FL280 FL200 MT ACC (EAST SECTOR) MT ACC (EAST SECTOR) (SPEC/ENR 5.2.1) BIRD/WILDLIFE HAZARD DATA BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA 1. Intense bird activity occurs during the periods between March and May as well as between September and November. 2. Area over the island of Filfla a. Low flying aircraft should avoid flying over the island of Filfla (N E ). (SPEC/ENR ) MAURITANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the DAKAR FIR. See Burkina Faso. INSTRUMENT FLIGHT RULES RVSM RULES -

218 3-150 MONTENEGRO 1. Standard. Implementation of RVSM rules effective 25 Sep (SPEC/AIP SUP 11/A/08GO) 2. All filed flight plans must show RVSM status effective 28 Aug (SPEC/AIC NR 01/SIA/08) MONTENEGRO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BEOGRAD FIR/UIR. See Serbia entry in AP/2 for aeronautical data and procedures. MOROCCO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the CASABLANCA FIR, MOROCCO and adjacent international waters. DIMENSIONAL UNITS - ICAO Table except: 1. Relatively short distances and altitudes, elevations and heights may be given in meters or feet. 2. Wind direction for landing and takeoff is given in degrees. 3. Cloud altitudes and heights may be given in meters, feet, or hundreds of feet. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Standard. Standard. VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES FLIGHT PLANNING (SPEC/ENR 1.2-1) SUPPLEMENTARY AIRPORT INFORMATION Casablanca/Mohammed V Intl (GMMN) 1. NOISE ABATEMENT a. Takeoff (1) For take-offs between Z, RWY 17 L/R will be used (tailwind component less than or equal to 7 KT). If for operational reasons RWY 17 L/R cannot be used, at engine startup pilot may request another rwy but delays may result. (2) For take-offs between Z, RWY 35 R must be used (tailwind component less than or equal to 7 KT). If for operational reasons RWY 35 L/R cannot be used, at engine startup pilot may request another rwy but delays may result. b. Turbo-jet aircraft climb procedures (1) Maintain V2+10 up to 3000 ft with flaps set in takeoff configuration. (2) Maintain takeoff power until 1500 ft, then reduce to climbing power until 3000 ft. c. Landing (1) RWY 35 L/R must be used until a tailwind component less than or equal to 7 KTs. (2) When landing only possible on RWY 17 L/R (a) If ceiling is greater than or equal to 1500 ft AGL and visibility is greater than or equal to 5000 m then instrument procedure to RWY 35 L/R followed by right downwind for RWY 17 L/R. (b) If ceiling is less than 1500 ft AGL the instrument procedure for 17 L/R will be used. (SPEC /AD 2.21) Marrakech / Menara Intl (GMMX) 1. NOISE ABATEMENT a. GO AROUND RWY 10 make right turn as soon as possible direct VOR and follow ATC instructions. b. GO AROUND RWY 28 maintain RWY heading until overhead VOR and follow ATC instructions. (SPEC/AD 2.21) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. AIRWAYS/ROUTES R/UR72 - Portion between AMSEL NCRP and AKEMA CRP is available subject to GMD25 activity. (SPEC/ENR and ENR ) 2. AIRWAYS/ROUTES A/UA621 - Portion between TETOUAN (TTN) VOR/DME and AL HOCEIMA (ALM) VOR/DME is only available on Sat, Sun, hol and between Z and Z Mon through Fri. (SPEC/ENR and ENR 3.2-3) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6.

219 WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Morocco conditional routes: A621, G664, H104, H119, H400, V203, W240, W255, W900, UA621, UG664, UG850, UH104, UH119, UV203, UW240, UW255, L58, L102, Q101, Z801, UL58, UL102, UT900 MOZAMBIQUE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Mozambique services and constitutes the major part of BEIRA FIR. DIMENSIONAL UNITS - Blue Table, except altimeter settings in hectopascals. (SPEC/AIP GEN 1-5) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL S - EPARATION Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES 1. Same as Regional Procedures except VFR flights shall not takeoff or land at an airport within a control zone or enter the airport traffic zone or traffic pattern when the ceiling is less than 1500 feet (450 meters) or the visibility is less than 3 miles (5 kilometers). 2. VFR flights shall not be operated: a. between sunset and sunrise b. above FL145 c. at transonic and supersonic speeds. INSTRUMENT FLIGHT RULES Same as Regional Procedures. NAMIBIA NATIONAL PROCEDURES (SPEC/RAC 1-1) GENERAL INFORMATION/FIR/UIR COVERAGE - NAMIBIA services and constitutes the major part of the WINDHOEK FIR. MOZAMBIQUE ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES Namibia has implemented the ICAO Annex airspace classification. (SPEC/ENR 1.2) INSTRUMENT FLIGHT RULES Namibia has implemented the ICAO Annex airspace classification. (SPEC/ENR 1.3) NETHERLANDS NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes AMSTERDAM FIR. DIMENSIONAL UNITS - Blue table except: 1. Military: 2. Civil: a. Relatively short distance - Feet b. Altimeter setting - Hectopascals (inches of mercury O/R) (SPEC/MIL GEN 2.1-1) a. Altimeter setting - Hectopascals (millibars) b. Weight - Kilograms (CIV AIP GEN 2-1-1) (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard. POSITION REPORTING - Standard. VERTICAL SEPARATION - Semicircular. Standard except: VISUAL FLIGHT RULES 1. In control zones ATC may authorize special VFR flights clear of clouds and in continuous sight of ground or water as follows: a. FIXED WING - Minimum flight visibility 3 km (1.6 NM) and minimum ceiling 600. NOTE: At Eelde and Maastricht (EHBK) special VFR flights may be authorized for flights in the airport traffic pattern. Authorization is limited to a maximum of two aircraft at the same time and a minimum visibility of 1500m (.8 NM). DIMENSIONAL UNITS - Blue Table.

220 3-152 NETHERLANDS b. HELICOPTERS - A clearance for special VFR flight may be granted when: (1) The flight visibility is not less than; (a) 1500m (.8 NM) when entering or leaving a control zone via an established route. (b) 3 km (1.6 NM) if item (a) is not applicable. (2) The clouds (rags included) are not lower than 200. (3) The VFR flight can be executed clear of clouds and in continuous sight of ground or water. (SPEC/ENR 1-2-1) 2. All VFR flights conducted within the Eelde (EHGG) CTLZ, shall be executed at or below 1500 MSL. (SPEC/AD ) INSTRUMENT FLIGHT RULES OPERATIONAL AIR TRAFFIC GENERAL/COUNTRY - OAT shall refrain from filing flight plans along the trajectories of the published civil ATS routes in upper airspace (above FL195) or through civil controlled airspace in the lower airspace. (SPEC/MIL ENR 1.1-1) IFR/VFR - 1. VFR OAT flights are not permitted: a. Outside the Uniform Daylight Period for VFR flights. b. In the Maastricht TMA above 2500 ft, unless with prior permission from Beek TWR/APP. c. In any civil or mil CTR and Soesterberg TMA unless with prior permission from the local ATC unit. d. In the area with a radius of 10 NM around the Schiphol ARP (except the part of Valkenburg CTR) up to 1500 ft, unless executing an approach/departure procedure for Schiphol. (SPEC/MIL ENR 1-2-1) FLIGHT PLANNING 1. FLIGHT LEVEL ALLOCATIONS a. Unless authorization is obtained from ATC, controlled flights below FL100 shall not be operated in level cruising flights at an indicated airspeed exceeding 250 kt. 2. MINIMUM AIRCRAFT RADIO EQUIPMENT REQUIRED a. As of 15 Mar 07 the carriage and operation of 8.33 khz channel spacing radio equipment is mandatory throughout the ICAO EUR Region for flights above FL195. Exemption from this requirement is provided for state aircraft which are infrequent users (not exceeding 30 flight hours per year per airframe in the 8.33 airspace), provided they can communicate on UHF where it is available. b. Non-8.33-equipped aircraft flight planned to enter any FIR/UIR in the EUR region where no exemption for non-state aircraft is published must flight plan to operate below FL195 throughout the entire EUR Region. (SPEC/GEN 1.5-1) 3. PRECISION RNAV (P-RNAV) IN THE NETHERLANDS a. An RNAV1 approval is required for all aircraft flying under IFR rules in the Schiphol TMAs inbound and outbound AMSTERDAM/Schiphol. A P-RNAV approval is considered equivalent to an RNAV1 approval. As a consequence all aircraft operators using AMSTERDAM/Schiphol as destination or alternate must hold: (1) a P-RNAV operations approval issued by their State of Registry which is compliant with the JAA Temporary Guidance Leaflet No. 10 (TGL-10) or equivalent (e.g. FAA AC ); or (2) a temporary exemption issued by CAA The Netherlands. State aircraft are exempt from this RNAV1 mandate. The RNAV1 mandate does not affect VFR operations and helicopter operations. (GEN 1.5-1) b. The Joint Aviation Authorities (JAA) and/or civil and military certification authority of the operator s State of Registry will specify the requirements necessary for operators to obtain approval to operate on ECAC RNAV terminal area procedures. In exceptional cases, where approval requirements are not available from the State of Registry or State of operator, ECAC Member States may require that the operators obtain certification from a Member State of ECAC. c. In addition to existing flight planning requirements, operators of aircraft approved for P-RNAV operations, shall, in addition to the designator "R", also insert the designator "P" in Item 10 of the flight plan. Where a failure or degradation results in the aircraft being unable to meet the P-RNAV functionality and accuracy requirements before departure, the operator of the aircraft shall not insert the designator "P" in Item 10 of the flight plan. Flights for which a flight plan has already been submitted must file an appropriate new flight plan and cancel the old one. For a flight operation based on a repetitive flight plan (RPL), the RPL shall be cancelled and an appropriate new flight plan shall be submitted. Pilots are required to inform ATC if they cannot accept a P-RNAV procedure for which they have been cleared. (SPEC/AIC-A 04/08) 4. TRANSPONDER PROCEDURES a. Uncontrolled flights operating above 1500 MSL in the Amsterdam FIR shall activate their transponder on mode 3/A and C and select code 7000 or as assigned by ATC. (SPEC/ENR 1-6-2) b. Effective 5 Jun 08 use of Mode S Enhanced Surveillance (EHS) transponder is mandatory for applicable aircraft operating at or above FL245 in the Amsterdam FIR. The requirement applies to IFR general air traffic (GAT) flights by fixed wing aircraft with maximum takeoff weight greater than 12,566 lbs (5700kg) or a maximum cruising true airspeed of greater than 250 kts. (SPEC/AIC-A 05/08) 5. FLOW CONTROL - BENELUX AIR TRAFFIC FLOW MANAGEMENT UNIT (Also see - Chapter 3, EUR REGION, FLIGHT PLANNING, EUR AIR TRAFFIC FLOW MANAGEMENT). (SPEC/CIV ENR )

221 NETHERLANDS a. Within the European Air Traffic Flow Management (ATFM) structure the Benelux Air Traffic Flow Management Unit (BNL ATFMU) is responsible for the provision of ATFM service in the Benelux Region comprising the Amsterdam FIR and the Brussels FIR/UIR. The BNL ATFMU is responsible for the following: (1) Issuance of Flow Management messages. (2) Flow regulation. (3) Time-slot procurement. (4) Coordination with associated ATFM positions and contiguous ATFMU s. b. The BNL ATFMU is located at the Maastricht (EHBK) Upper Area Control Center: Postal Address:Luchthaven Maastricht (EHBK) Horsterweg RX BEEK (L) The Netherlands (EH) AFTN Address:EDDYZDZX Public telephone:(nl) or c. The hours of operation are Z++. Outside these hours the functions of the BNL ATFMU are assumed by the Maastricht (EHBK) Upper Area Control watch supervisor. d. Non-repetitive (ICAO) flight plans to or via flowrestricted areas for flights departing from airports in the Netherlands (EH) shall be submitted to the appropriate ATS Reporting Office (ARO) at least 3 hours before estimated time of departure. Changes of more than 20 minutes and/or cancellation of both repetitive and non-repetitive flight plans shall be reported immediately to the appropriate ARO or, when departing from Schiphol (EHAM) Airport to the Flight Data Section, telephone NR (020) (1) A slot request shall be made to the ATFM position Amsterdam ACC telephone number (020) or, when departing from Maastricht Airport, to Beek Tower telephone number (04402) (2) A slot request shall be made not earlier that 2 hours but not later that 30 minutes prior to estimated time of departure. Operators shall ensure that (departure) time slots can be met. If it becomes apparent, that an assigned slot is no longer required or cannot be met, the operator shall inform the slot allocating position immediately. A new time slot, if needed, shall be allocated in such a way that assigned slots are not affected. (3) In case the slot allocated for the planned route results in considerable delay, it may be possible to select an alternative route to the same destination. information can be obtained from the slot allocating position. Amsterdam ATFM position. Postal Address:Rijksluchtvaartdienst LVB-centrum Amsterdam Postbus ZJ Schiphol Centrum AFTN Address:EHAAZDZX Public telephone:(020) FLIGHT PLAN ADDRESSEES a. Amsterdam UIR (1) GAT (2) OAT (a) IFR - EHMCZQZX b. Amsterdam FIR (1) GAT (a) IFR 1. EUCHZMFP 2. EUCBZMFP (b) VFR (2) OAT 1. AREA A a. EHAAZFZX b. EHMCZFZX 2. AREA B - EHMCZFZX 3. AREA C - EHGGZTZX 4. AREA D - EHBKZTZX (a) IFR - EHMCZQZX (b) NOTE: in addition for all IFR flights above FL195 - EHAAZQMU (c) VFR - EHMCZFZX c. Destination/Subsequent legs (1) Civil (a).... ZPZX (b).... ZTZX (2) Military ZPZX d. Additional information (1) IFR off airways below FL245 - EHMCZQZX (2) Night flights - EHMCYOYX (3) Flights within (a) Maastricht (EHBK) TMA - EHMCZFZX (b) Eelde (EHGG) TMA - EHMCZFZX (4) Helicopters flights offshore - EHAAZFZX (SPEC/ENR , ENR 6-1.2, MIL ENR and 1-2) SUPPLEMENTARY AIRPORT INFORMATION Schiphol (EHAM) 1. MISSED APPROACH WHILE CIRCLING TO LAND (a) IFR - EHAAZQZX

222 3-154 NETHERLANDS a. Note: This procedure is different from ICAO Doc 8168 Volume 1 (PANS-OPS) (1) Complete the turn to the intended landing runway. (2) Intercept the MAG track of the intended landing runway and execute the published missed approach for that runway (see relevant IAC, except when circling to RWY 04 see AD2.EHAM-IAC-MISC) (NGA TERPS/AD 2.EHAM-52) FLIGHT HAZARDS 1. TARGET TOWING AREA - Intensive flying by tow-aircraft may take place between Leeuwarden (EHLW) AB and the restricted area EHD42. These aircraft are towing targets by means of an unmarked cable 3300 long. (SPEC/MIL ENR 5.3-1) 2. OVERFLYING OF NUCLEAR REACTORS AND INDUSTRIAL PLANTS OF HIGH DANGER CATEGORIES AND GAS COMPRESSOR STATIONS - Avoid overflying of stations (as listed below) it s prohibited within a radius of 1.5 NM below 2000 AGL. NAME OF SITE Beverwijk Borssele Dodenwaard Dow Chemical Geleen DSM Industrial Area Delfzijl Petten Sluiskil Hydro Agri ENROUTE ROUTE AND AREA RESTRICTIONS - 1. LOW ALTITUDE OPERATIONS GEOGRAPHIC POSITION N E N E N E N51º20 38 E03º46 41 N50º57 32 E05º47 39 N53º18 37 E06º57 54 N E N51º16 45 E03º51 30 (SPEC/ENR 5.3-1) a. NATO MIL ACFT OTHER THAN JET ACFT - Except during take off and landing inside Amsterdam FIR NATO aircraft are not to be flown below 1000 ft above ground or water (within 1 NM of the coastline), or 1000 ft above the highest obstacle within 2000 ft distance of built-up and industrial areas, crowds of people and populated beaches. Over the "Waddenzee" 1500 ft AMSL. Flights mentioned in ENR 3.2 (LR10 and 10A) are exempted. (1) Above sea, except the "Waddenzee", at least 1 NM from the coastline minimum altitude is 100 ft AMSL or lower if operationally necessary while avoiding obstacles. (2) At night minimum altitude is 1000 ft above highest obstacle within 2000 ft in the entire FIR Amsterdam. b. NATO JET ACFT - Except during take off and landing inside Amsterdam FIR NATO JET aircraft within Class G airspace are not to be flown below 1200 ft AMSL and 1000 ft above the highest obstacle within 2000 ft distance of built-up and industrial areas, crowds of people and populated beaches. Over the "Waddenzee" 1500 ft AMSL. Flights mentioned in ENR 3.2 (LR10 and 10A) are exempted. (1) Above sea, except the "Waddenzee", at least 1 NM from the coastline minimum altitude is 100 ft AMSL or lower if operationally necessary while avoiding obstacles. c. NATO MIL HEL - Except during take off and landing the following minima apply for NATO MIL HEL inside FIR Amsterdam: (1) 700 ft above highest obstacle within 2000 ft distance of built-up and industrial areas, crowds of people and populated beaches if operational necessary. (2) 150 ft above other land areas outside those mentioned above. (3) Over the "Waddenzee" 1500 ft AMSL. (4) Above sea, except the "Waddenzee", at least 1 NM from the coastline minimum altitude is 100 ft AMSL or lower if operationally necessary while avoiding obstacles. (SPEC/MIL ENR ) d. AIRSPEED RESTRICTIONS - Below 3000 ft AGL or in controlled airspace flights shall be carried out with an IAS less than 350 kts unless the flight characteristics of the acft type concerned or the type of mission to be executed, require higher speeds in which case a maximum IAS of 450 kt shall not be exceeded. (SPEC/MIL ENR 1.1-5) e. MILITARY LOW FLYING AREAS AND ROUTES FOR HELICOPTERS AND PROPELLER DRIVEN TRAINING AIRCRAFT - The military low flying areas and routes are solely for national use. They are used by helicopters and propeller driven training aircraft for exercises under VFR. (SPEC/MIL ENR 3.3-1) f. HELICOPTER ROUTES WEST FRISIAN ISLANDS - Helicopters traffic between the mainland and the Frisian/Groningen Islands, with the exception of rescue and/or emergency operations, shall use the following route to avoid the established bird sanctuaries and low flying routes. (1) Route Terschelling: Oosterbierum (N53 15 E05 30 ) to West Terschelling lighthouse (N " E "). (2) Route Vlieland: Oosterbierum to West Terschelling lighthouse to East Vlieland lighthouse (N " E "). NOTE: During OPR HRS of Vliehors range crossing clearance for the area has to be obtained prior to entering. (3) Route Ameland: Nieuwe Bildtdijk (N53 18 E05 36 ) to West Ameland lighthouse (N " E "). (4) Route Schiermonnikoog: East Lauwersoog (N " E ") Schiermonnikoog lighthouse (N " E06 09 ). (5) Inter-island traffic: North coast of respective islands. NOTE: During OPR HRS of Vliehors range crossing clearance for the area has to be obtained prior to entering. (SPEC/MIL ENR 3.4-1) g. NORTH SEA OPERATIONS - Amsterdam FIC provides flight information service and alerting service to all aircraft in the North Sea Area Amsterdam (NSAA) and the North Sea Area V at or below FL055. (SPEC/ENR 2.2 para 3.1)

223 NETHERLANDS (1) Flights within the NSAA shall; maintain two-way radio contact with Amsterdam FIC, file a flight plan, and carry an active transponder. (SPEC/ENR 2.2 para 3.1.1) (2) Flights within North Sea Area V, which is part of London and Scottish FIRs, shall carry and use an operational transponder, and are strongly recommended to file a flight plan and maintain two-way radio communication with Amsterdam FIC. (SPEC/ENR 2.2 para 2.1) h. LOW FLYING AREAS AND LOW FLYING ROUTES - The low flying areas and routes established over The Netherlands (EH) are solely assigned to certain military and/or civilian parties concerned, which are authorized to operate below the minimum altitude in 1.a. (1) Built up areas, populous beaches, crowds, royal residences, hospitals, health resorts, etc. shall be avoided. (2) If an aircraft gets outside the low flying area or gets off the low flying route, climb to an altitude designated by ATC and continue the exercise only when in the area or on the route again. (3) Low flying in the civil low flying areas Gouda, Deventer and Flevopolder is only permitted to single engined aircraft for practice low approaches under supervision of an instructor. (4) Listing of a low flying area or route does not imply any right to a pilot to use that low flying area or route. 2. SUPERSONIC FLIGHTS - Flights exceeding speed of sound may only take place under radar control of a C&R station or AOCS NM ATC under the following conditions: a. More than 35 NM seaward from the mainland and Wadden Isles. If less than 35 NM, altitude must be above 35,000 and flight path toward the sea. b. Overland, north of CTA East and CTA West on a northern course between 0700 and 1900 local time above 35,000 in level or climbing flight. c. For supersonic test flights of the RNLAF exclusively between N51 54 E05 26 and N51 36 E04 22 above 40,000 in level or climbing flight. d. Supersonic flights controlled by other stations than CRC - or AOCS NM ATC have to be reported immediately to the Master Controller of AOCS NM CRC. 3. Aerobatic flight in controlled airspace is prohibited. 4. NETHERLANDS (EH) AERIAL COMBAT TRAINING - Air combat training maneuvers are prohibited outside designated TRAs (Temporary Reserved Airspace). (SPEC/MIL ENR 1.1-3) AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. GENERAL RESTRICTIONS a. Minimum FL150 for pressurized aircraft overflying Amsterdam FIR. b. Carriage of B-RNAV equipment is mandatory above FL095. c. FL100 for flights crossing Schipol TMA. d. The term "Brussels Group" includes the airports: EBAW, EBBR, EBCI, EBCV, EBMB. e. The term "Amsterdam Group" includes the airports: EHAM, EHNV, EHKD, EHLE, EHRD, EHSB, EHTX. f. The term "Lille Group" includes the airports: LFAC, LFAT, LFAV, LFGI, LFQO, LFQQ, LFQT. g. The term "Paris Group" includes the airports: LFPB, LFPC, LFPG, LFPN, LFPO, LFPT, LFPV. 2. NIGHT FLYING a. Night flying for training purposes may only take place in lower airspace, Mon through Thu and not later than 2300 local time. This does not apply to flights in or outbound to foreign airfield adjacent to the Netherlands, however, such flights are not allowed below 3000 AGL. (SPEC/MIL ENR 1.1-5) 3. FORMATION FLIGHTS ALONG ATS ROUTES - Formation flights along ATS routes within the Amsterdam FIR, will be accepted, provided that: a. Aircraft are not carrying passengers for compensation or for hire. b. Prior arrangements have been made between the pilots concerned. c. Prior to the execution of such formation flight, pilots have ascertained themselves that the formation flight will be accepted by all ATC facilities concerned. d. The formation will conform to the standard formation criteria. e. The formation leader shall squawk the assigned transponder code. f. A proper ICAO flight plan has been sent. (SPEC/ENR 1.3-1) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Netherlands conditional routes: N852, Z311, Z708, Z733, UL7, UL608, UL619, UM90, UN852, UP603, UT601, UZ28, UZ29, UZ301, UZ302, UZ303, UZ700, UZ701, UZ703, UZ704, UZ705, UZ707, UZ708, UZ709, UZ733 AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS -

224 3-156 NETHERLANDS 1. See Chapter 2, Section B, AERIAL REFUELING TRACKS/ANCHOR AREAS for chart. 2. GENERAL PROCEDURES AND NOTES. a. Tankers and receivers will establish initial contact with AOCS NM Air Defence who will provide radar service for AAR operations. b. Tanker is primarily responsible for navigation. c. Tanker entry is via TACAN DCT points or from ATS routes via SPY or EEL. Follow-on clearance required before exiting track. d. Receiver entry, use OAT procedures. Preferred routing is via TACAN points to enter the AAR area. AOCS NM Air Defence will provide rendezvous radar vectors. e. A/A TACAN channels and AAR frequencies not specified by host country. (SPEC/MIL AIP ENR 1.1-4) NETHERLANDS TRACK/ ANCHOR ARIP ARCP TRACK BOUNDARY ALT DUTCH MIL CAROL EAST ENTRY N53 32 E WTM 270/45 WEST ENTRY N53 13 E LWD 273/69 N53 28 E WTM 270/127 N53 13 E LWD N53 13 E N53 32 E N53 28 E N53 13 E back to origin FL290 FL NOTES: During daylight ops, fly as a single line track between WTM 270/61 and WTM 270/135. Fly left-hand procedural turns at each end of the track. During night ops, fly as a left-hand racetrack based on WTM R-270 between 61 and 135 DME. POLLY EAST ENTRY N53 27 E LWD 334/16 WEST ENTRY N53 00 E LWD 245/30 N53 13 E LWD 272/34 N53 13 E LWD N52 56 E N53 17 E N53 31 E N53 10 E back to origin FL290 FL NOTES: During daylight and night ops, fly a left-hand racetrack between western limit LWD 267/41 and eastern limit LWD 245/08. TELEPHONE CONTACTS THE APPROPRIATE OFFICES SHOULD BE CONTACTED BY USAF MILITARY USERS TO RESERVE AIR REFUELING TRACKS OR ANCHOR AREAS IN THE FOLLOWING COUNTRIES: NETHERLANDS: Dutch Mil Supervisor (Nieuw Milligen) - Commercial: (31) NOTE: For information concerning Altitude Reservations, contact the European Central Altitude Reservation Facility (EUCARF) via E- mail: DSN (314) (Fax: 9855) or Commercial: (49) (Fax: 9855). Requesting agencies may also contact EUCARF for assistance with reservations in established/permanent refueling tracks in Netherlands. (USAFE A3C-A3CA-EUCARF/USAFE A3C-A3CA- EUCARF FIL )) NOTE: In areas designated as permanently available for Air-to-Air Refueling (AARA), the amount of warning concerning refueling operations can be so minimal as to preclude notification by normal methods. However, the units listed under ATC control column will be able to advise pilots on activity status in appropriate (AARAs). Where Air-to-Air Refueling Areas conflict with Airways, Advisory Routes or Upper Air Routes, civil/military coordination procedures are applied to minimize disruption to the plan flight profiles or the aircraft concerned. (AFFSA/XOIA FIL 96-99) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. NETHERLANDS - The information shown represents a composite of the concentration areas for the entire year. The average altitude flown by day is approximately 1200 MSL and by night approximately 2000 MSL while 10% of the birds fly even higher than 6000 MSL. The main day- migration periods are mid- September until mid-november and early March until May. Heavy night migration may occur early in autumn (from mid-august onwards) and later in spring (till the end of May). During the winter months, sudden fallen snow and frost may stimulate very large numbers of water and open land birds (geese, ducks, waders, starlings, thrushes and larks) to move to the south. The bird strike risk resulting from these winter flights (during a period of sudden thaw, in opposite direction) is particularly high in the western part of the country.

225 ADDITIONAL INFORMATION AIRSPACE EXCEPTIONS NIGER ATC PROCEDURES UNDER LIMITED VISUAL CONDITIONS FOR SCHIPHOL. a. ATC will apply safeguards and procedures for ILS/MLS operations that will become effective in relation to weather conditions as specified below. (1) When the TDZ RVR is less than 1500m and/or the cloud base is less than or = to 300 ft, ATC will arrange for an ILS/MLS interception at least 9 NM from touchdown. (2) When the TDZ RVR is less than or = to 550m and/or cloud base is less than or = to 200 ft, ATC will ensure that the ILS/MLS protection area is clear of (known) traffic before issuing the landing clearance (normally not later than at 2 NM final.) (3) In addition, ATC will arrange that the minimum separation between an aircraft carrying out an ILS/MLS approach and any other preceding aircraft will not be less than: (a) 4 NM when the TDZ RVR is less than 1500m but greater than 550m and/or the cloud base is less than or = to 300 ft but greater than 200 ft. (b) 6 NM when the TDZ RVR is less than or = to 550m but greater than 350m and/or the cloud base is less than or = to 200 ft. 350m. (c) 8 NM when the TDZ RVR is less than or = to (d) 9 NM when the TDZ RVR is less then 200m. NOTE: For MLS and mixed ILS/MLS operations, ATC will maintain the same minimum separation. (SPEC/MIL AD EHAM ) 2. LANDING FEES - Aircrews landing at civil airports in the Netherlands will be required to pay landing fees. U.S. Army aircrews will use standard Form 44 and Air Force aircrews will use Air Force Form 15, or other appropriate receipt/delivery form. Aircrews will not pay cash fees to airport officials. (USAASD-E/USA ) NIGER NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the N DJAMENA FIR and the NIAMEY FIR. See Cameroon for information related to N DJAMENA FIR and see Benin for information related to the NIAMEY FIR. DIMENSIONAL UNITS - ICAO Table except: 1. Vertical speed in feet per minute. 2. Altimeter setting is in hectopascals. (SPEC/ASECNA 0 GEN ) VISUAL FLIGHT RULES Same as Regional Procedures. 1. N'DJAMENA FIR and NIAMEY FIR have implemented the ICAO Annex 11 airspace classification with the following exceptions: a. Class B, E not yet implemented. b. No avoidance advisories available in Class C and D airspace. c. 250 KIAS limit below FL100 not used. d. Two way radio required in for VFR and IFR flights Class D, F and G airspace. (SPEC/ASECNA 0 GEN ) 2. Flights will be at a minimum height of 50 meters above the surface and at a distance of at least 150 meters from a person or man-made object. 3. In N'DJAMENA FIR and NIAMEY FIR, VFR flight is authorized with the following exceptions: a. VFR not authorized at night (15 minutes after SS to 15 minutes before SR) outside the Airport Traffic Area. b. Except for takeoff and landing, aircraft will fly at an altitude of at least 50 meters (170 ft) AGL or above any natural obstruction and at least 150 meters (500 ft) from any permanent manmade obstruction. c. Minimum Flight visibility required: (1) Class F and G airspace below FL30 or 1000 ft AGL whichever is higher, 1 SM visibility. Helicopters may operate with 1/2 SM flight visibility. (2) Class A through G above FL 30 or 1000 ft AGL whichever is higher, 5 SM flight visibility required. d. VFR flight not authorized over FL150. (SPEC/ASECNA 0 ENR ) INSTRUMENT FLIGHT RULES MINIMUM SAFE HEIGHTS - Except for takeoff and landing, the aircraft will fly at a height of at least 1500 ft above the highest obstruction within a 5 SM radius of their estimated position of the aircraft in flight. (SPEC/ASECNA 0 GEN ) RVSM RULES - Standard. NIGERIA (SPEC/ASECNA 0 ENR ) NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes KANO FIR and LAGOS SUB/FIR. ALTIMETER SETTING PROCEDURES - Standard.

226 3-158 NORWAY VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Same as Regional Procedures. (SPEC/GEN 3-3) AIR TRAFFIC AT A CONTROLLED AERODROME - Lagos SUB/FIR - Aircraft traffic from Lagos/Murtala Muhammed airport normally departs to the South. All aircraft approaching Lagos from the south should avoid the airport departure area defined by a boundary beginning at Lagos VOR/DME (LG) between R-170 to R-230 extending to 45 DME. Aircraft landing at Lagos/Murtala Muhammed airport from a south routing should file, Kevsa CRP (N04 20 E02 08 ) direct Polto CRP (N06 29 E02 45 ) A609 LG. Do not overfly the Republic of Benin unless diplomatic clearance has been granted. Prior to contacting Lagos APP CON, aircraft may contact Lagos INFO at Kevsa CRP for traffic advisory. Deviations for weather that require an aircraft to enter the airport departure area defined above, will be done using extreme caution and must be cleared by Lagos APP CON. (USDAO LAGOS/AFFSA) Standard. VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES Nigeria has implemented the ICAO Annex 11 airspace classifications. 1. Flights shall be conducted in accordance with the instrument Flight Rules in the following circumstances, even when not operating in instrument meteorological conditions: a. When operating in controlled airspace or in advisory areas or along advisory routes above flight level 150, except when operating on Controlled VFR (CVFR) Clearance in designated "Controlled Airspace Instrument/Visual". 2. All IFR Flights shall comply with the procedures for air traffic advisory service when operating along or across: a. Advisory Routes. b. ATS Routes in the Kano FIR. (ENR 1.3-1) RVSM RULES - RVSM in KANO FIR FL290 to FL410. (SPEC/AIP SUP S01/2008) NORWAY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the NORWAY FIR/UIR and the BODO OCEANIC FIR (Bodo OFIR) including Svalbard. DIMENSIONAL UNITS - Units ICAO Table except that the altimeter setting will be provided in hectopascals in the NORWAY FIR/UIR (HPa). (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE - 1. Within the Norwegian FIR/UIR, the airspace is further divided into 5 classifications A, C, D, E, and G, which comply with ICAO Annex 11 standards except for the following differences: a. Class A - Class A airspace changes character when authorizations to operate VFR flights above FL195 affect Class A airspace. b. Class C - In class C airspace the speed limitation applicable to both IFR and VFR flights is 250 kt IAS below FL100. c. Class D and E - Class D and E airspace will change character in the period between the end of evening civil twilight and the beginning of morning civil twilight as flights, authorized to operate in accordance with the visual flight rules during that period in class D and E airspace, are separated from IFR flights. d. Class D - The service provided to VFR flights in class D airspace are slated to be Air traffic control service and traffic information about IFR and VFR flights. Traffic avoidance advice is, however, not guaranteed to be provided to IFR and VFR flights. e. Class G - Within class G airspace, traffic information areas (TIA) and traffic information zones (TIZ) are established at several non-controlled aerodromes where aerodrome flight information service (AFIS) is provided. These airspaces are described in AIP Norway and defined as follows: (1) Traffic information area (TIA): An uncontrolled airspace of defined dimensions, extending upwards from a specified limit above sea level to a specified flight level, within which flight information and alerting service is provided by and AFIS unit (1) (2) Traffic information zone (TIZ): An uncontrolled airspace of defined dimensions, extending upward from the source of the earth to a specified upper limit above sea level, within which flight information and alerting service is provided by an AFIS unit.(1) (3) FIS can also be provided by an ATC - unit. IFR flights in class G airspace are not required to establish two-way radio communication with ATS(1) except that communication shall be established with the appropriate FIS unit when operating within a traffic information zone (TIZ) or a traffic information area (TIA) (airspace where FIS is provided). NOTE: Reference made no notification of differences from Annex (4) VFR flights operating within TAZ or TIA are required to establish two-way radio communication with the appropriate FIS unit. A separate provision regarding communication requirements etc. when operating within TIZ/TIA is established, ref. AIP GEN f. Control Areas - Norway does not comply with the provision in Annex 11 stating that the lower limit of a control area shall be established at a height above the ground or water of not less than 700 ft (200M). Due to topography surrounding airports, compliance with the mentioned provision would result in difficulties designing procedures protecting IFR traffic to and from controlled airports. (SPEC/Annex 11, para REF) ALTIMETER SETTING PROCEDURES - Standard.

227 VERTICAL SEPARATION - 1. When flying within Bodo OFIR north of N70, the Grid Track of the aircraft shall determine the selection of cruising levels, whereas magnetic track shall determine the cruising level to be chosen when flying within Norway FIR, including that part of the FIR north of N70. (SPEC/ENR 1.7-2) POSITION REPORTING - Standard. SECONDARY SURVEILLANCE RADAR - 1. When flying in formation, only the formation leader shall operate the transponder, unless otherwise directed by ATS. 2. In the absence of ATS directions, select the codes as follows: a. IFR Flights - code 2000 b. VFR Flights - code 7000 c. Helicopter Ambulance Flights - code 5200 (SPEC/ENR 1.6-2) 3. Acft operating in Class D airspace in Ekofisk, Balder and Statfjord CTA, as well as acft operating to, from or between landing sites on the Norwegian Continental Shelf shall use ADS-B transponder. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. During the period between the end of evening civil twilight and the beginning of morning civil twilight, all flights within controlled airspace shall be conducted in accordance with the instrument flight rules. Special authorization to operate in accordance with the visual flight rules may, however, be obtained from the Civil Aviation Authority or from the appropriate air traffic control unit. (SPEC/GEN 1.7-1) 2. VFR flights in Class G airspace at and below 1000 above the terrain and at speeds not exceeding 140 KIAS, may operate with a flight visibility of not less than 3km or not less than 1.5km when the flight is conducted in an aerodrome traffic circuit and the pilot has the aerodrome in sight. a. Helicopters may, in the same airspace, operate with a flight visibility of not less and 800m, provided the speed will allow other aircraft or obstructions to be observed and collision avoided. 3. Special VFR - a clearance to operate as a special VFR flight when the ground visibility or flight visibility is less than 3km may not be obtained except as follows: a. Airplanes at speeds not exceeding 140 KIAS which intend to conduct the whole flight within the control zone or to enter the control zone and land at the airport within the control zone, may be cleared to operate as special VFR provided the ground visibility and flight visibility is not less than 1.5km. b. Helicopters at speeds that will allow the pilot to observe obstructions and avoid collision, may be cleared to operate as a NORWAY special VFR flight provided the ground and flight visibility is not less than 800m. 4. In general, the level above which flights are not allowed to operate in accordance with visual flight rules is FL195. (SPEC/GEN 1.7-5) 5. VFR flights shall not be authorized within the Norway UIR above FL290. (SPEC/ENR 1.2-1) INSTRUMENT FLIGHT RULES Flights operating within Norway UIR at or above FL290, shall be conducted in accordance with Instrument Flight Rules. (SPEC/ENR 1.3-1) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) Flight plans shall be submitted directly to AIS/ARO/NOF office. The FPL may be submitted by phone, fax or personal visit. If fax is used, a phone contact must be established to confirm reception of the FPL. 2. Unless otherwise prescribed by Avinor, a flight plan shall be submitted not later than 60 minutes before EBOT. (SPEC/ENR ) 3. ADDRESSING, Flight plans and associated messages shall be addressed as specified in procedures in ICAO Doc 4444/PANS-ATM, and in Eurocontrol Network Operations Handbook - IFPS Users Manual. (SPEC/ENR ) LOW LEVEL FLYING - 1. All military aircraft planning to conduct low flying activity over the country of Norway must accomplish mandatory procedures in accordance with Norwegian military regulation BFL 70-1, titled Military Flight Operations. a. Diplomatic Aircraft Clearance: Refer to DoD Foreign Clearance Guide before entering the country of Norway. b. Minimum altitudes for foreign aircraft: Refer to BFL 70-1, chapter 8 (Fighter aircraft), chapter 9 (Multi-engine aircraft), (for helicopter operations, special rules apply: Refer to chapter 10): (1) "With the exception of take-off and landing or for exercise approach to landing according to approved procedures, foreign aircraft are in general terms not allowed to fly below 1000 feet above the terrain (for fighter aircraft: minimum 3000 feet over towns apply)". (2) "Minimum altitudes under 1000 feet could be authorized by COMAIRSONOR/-NON IAW special circumstances shown in chapter 8 and 9." (3) "Minimum altitudes of under 1000 feet can be authorized only during flight after take-off from Norwegian bases. COMAIRSONOR/-NON could however approve altitudes under 1000 feet for flying after take-off from non- Norwegian bases provided this is of special importance to the exercise. In

228 3-160 NORWAY such cases, an experienced Norwegian pilot will give a "facetoface" briefing at the take-off location." c. Authorization of low flying missions/sorties will only be authorized after receiving a face-to-face briefing on Norwegian airspace structure and low flying in general terms by an experienced designated Norwegian pilot. d. Use of Norwegian produced Low Flying Charts is mandatory and available at each Base Operations. (TFMWG-E/USA ) SUPPLEMENTARY AIRPORT INFORMATION Aro (ENML) 1. NOISE ABATEMENT a. GENERAL - Aircraft making a visual approach to or a visual climbout from airport, shall, to the extent possible, avoid flying over densely populated areas. b. DEPARTURE/CLIMBOUT (1) After departing Runway 07, a right turn is to be performed as soon as possible. Westbound and northbound flights to proceed via OM/ML before turning on course. (2) Aircraft departing Runway 25, northbound flights must climb straight ahead until passed OM/MO before turning on course. (SPEC/AD2 ENML 1-7) Flesland (ENBR) 1. NOISE ABATEMENT - Unless instructed by ATC or if deviations are required in the interest of safety, the following procedures are mandatory for jet and multi-engine aircraft. 2. Approach/Landing a. Visual Approach (1) Aeroplanes with MTOM more than 15,400 lbs making a visual approach, shall join final at or above 2000 FT AMSL and descend below PAPI glide path shall not be executed, REF Visual Approach Chart. b. VFR APCH with fighter ACFT (1) Fighter ACFT shall adhere to the following VFRtraffic pattern: Approaches to be made along a line aproximately 10 west of extended runway centre line. 3. Take-off/Climb-out. a. The following departure procedures madatory for aeroplanes with MTOM more than 15,400 lbs. b. Climb straight ahead. Turn to the west can be started at 1500 FT AMSL. Turn to the east can be started at 2000 FT AMSL. NOTE: NOTE: Departure tracks are incorporated in SID. (SPEC/AD2 ENBR 1-11) Kjevik (ENCN) 1. NOISE ABATEMENT - Unless instructed by ATC or if deviations are required in the interest of safety, the following procedures are mandatory for jet and multi-engine aircraft: a. GENERAL - Aircraft making visual approach to or visual climb out from the airport shall to the extent possible avoid flying over densely populated areas. b. APPROACH/LANDING - Aircraft making visual approach to Rwy 03 or Rwy 21 shall not fly below the ILS glidepath or PAPI glideslope when on visual approach below 1500 ft. c. DEPARTURE/CLIMBOUT (1) After take-off on Rwy 03, aircraft shall climb straight ahead to 1000 ft before a turn to desired/cleared track may be initiated. (2) After take-off on Rwy 21, aircraft shall climb straight ahead to 700 ft. From this altitude continue climb on 200 till reaching 3000 ft before initiating a turn to desired/cleared track. (SPEC/AD2 ENCN 1-7) Orland (ENOL) 1. NOISE ABATEMENT PROCEDURES - Unless otherwise instructed by ATC or if deviations are required for reasons of safety, the following noise abatement procedures are mandatory: a. GENERAL - Aircraft making visual approach to or visual climbout from the airport shall to the extent possible, avoid overflying the populated areas of Brekstad and Uthaug. b. DEPARTURE/CLIMBOUT (1) After takeoff from Runway 15, all aircraft shall climb straight ahead until reaching 500. Turns shall not be started until passing the shoreline, DME 2.5 OL or DME.3 ORL. (2) After takeoff from Runway 33, all aircraft shall climb straight ahead until reaching 500. Right turn shall not be started until passing the shoreline or UTH NDB. (SPEC/AD2 ENOL 1-6) Roros (ENRO) 1. NOISE ABATEMENT PROCEDURES - Provided ATC has given no other instruction due to traffic regulation, departing aircraft shall climb to 2800 AMSL before initiating any turns. Down wind leg to be flown at 3100 AMSL. When cleared for right turn after takeoff from Runway 31, right turn can be commenced at a lower altitude. (SPEC/AD2 ENRO 1-8) Sola (ENZV) 1. NOISE ABATEMENT PROCEDURES - Unless otherwise instructed by ATC or if deviations are required for reasons of safety, the following noise abatement procedures are mandatory: a. DEPARTURE/CLIMBOUT (1) All jet and multi-engine aircraft greater than 12,566 lbs shall climb straight ahead until 3000 AMSL before commencing any turn.

229 (2) Multi-engine aircraft less than 12,566 lbs shall climb straight ahead until reaching 2000 AMSL before commencing any turns. (3) Single engine aircraft shall climb straight ahead until reaching 500 AMSL before commencing any turns. (4) Military aircraft are exempt from noise abatement procedures if unable to comply due to mission requirements. b. APPROACH/LANDING (1) Aircraft making a visual approach are encouraged to make a direct approach and a straight in landing on the runway to be used. (2) All aircraft shall, to the greatest extent possible, avoid overflying densely populated areas. (3) During approach to Runway 11, 18, and 36, the PAPI glideslope shall be followed from 1000 when compatible with the approach procedure used. (4) Fighter aircraft making VFR approaches to the airport shall make the approach direct from the initial point to the beginning of the appropriate runway while maintaining an altitude of Circling is to be made east of Runway and south of Runway Relevant initial points are: (a) Runway 18: Tanager - 2.5NM from threshold, 10 west of extended centerline (b) Runway 36: Orrevann - 8 NM from threshold, 25 west of extended centerline (c) Runway 11: Rott NM from threshold, 30 north of extended centerline (d) Runway 29: Gauseholmen NM from threshold, 45 north of extended centerline (SPEC/AD2 ENZV 1-9) 2. HELICOPTER PROCEDURES - COPTER LLZ+DME-108 will only be given under certain criteria, regulated in Local Operating Procedures for Sola Tower. Continued approach after the missed approach point (DME 2.0 ZL) shall follow PAPI Runway 11. Landing shall be executed west of Taxiway H. A missed approach after having passed the missed approach point shall be executed with visual reference to the terrain, West of the Runway 11 threshold, and in accordance with clearances issued by Sola Tower. FLIGHT HAZARDS VFR flights operating in Norwegian airspace are specifically warned against obstructions to air navigation. Most objects exceeding an elevation of 200 are marked and lighted in accordance with applicable standards. However, many old obstructions exceeding an elevation of 200 are not marked or lighted, as well as numerous objects such as transmission lines, overhead wires and aerial ropeways less than 200 AGL are not marked or lighted. As a consequence, extreme caution should be exercised when flying in fjords and valleys, as well as in the vicinity of islands along the coast. (SPEC/ENR 5.4-1) ENROUTE OMAN GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. TERMINAL TERMINAL AREA PROCEDURES - 1. BARDUFOSS (ENDU) - On the LOC/DME to Runway 10 the approach lead-in lighting, which is approximately 2000 in length, runs up and over a low ridgeline which crosses the final approach course. At MDA more than 5 miles from the runway threshold the innermost 1000 (the lights between the ridgeline and runway threshold) may be obscured. In whiteout conditions this illusion may look like a low lying fog layer. A second illusion occurs at approximately 1/2 mile from the threshold. The rapid drop-off of the ridgeline towards the runway threshold gives the illusion that the runway is too short and that the aircraft is high on final. (USAFE-DO/AFFSA) 2. GARDERMOEN (ENGM) - HELICOPTER LIMITATIONS - Parking, ground maneuvering, hovering, and hover taxiing with helicopters is permitted west of Runway 01L-19R only. (SPEC/AD2 ENGM 1-12) 3. Stavanger Sola (ENZV) - Standard Instrument Arrivals (STARS) into Sola are based on P-RNAV. Aircraft/crew not equipped with P-RNAV in TMA, will be radar vectored to final. If no radar service is available, expect clearance to DVOR/DME ZOL to start approach from this facility. (SPEC/AD2 ENZV 1-11) OMAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes MUSCAT FIR. DIMENSIONAL UNITS - Blue Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Same as Regional Procedures except AIREPS are required at the following ATS/MET reporting point: LOTAV (N20 37 E60 57 ). (SPEC/GEN 3.5-1) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Oman has implemented ICAO Annex 11 airspace classification with the following exceptions: 1. Classifications B, D, E and F are not used in the Muscat FIR. (SPEC/ENR 1.4-3)

230 3-162 OMAN INSTRUMENT FLIGHT RULES 1. Oman has implemented ICAO Annex 11 airspace classifications with the following exceptions: a. Classifications B, D, E and F not yet implemented. (SPEC/ENR 1.4-3) 2. Required Navigation Performance (RNP 1/5) in the Muscat FIR. a. Aircraft planning to operate under FIR airspace at or above FL280 are required to meet RNP 1/5. (SPEC/ENR 1.4-1) b. If RNAV failure occurs within RNAV designated airspace, the pilot shall immediately inform ATC utilizing the phrase "Negative RNAV". c. If as a result of failure of the RNAV system or its degradation below RNP 1/5, an aircraft is prohibited from either entering the Muscat FIR airspace or continue operations. A revised clearance shall, whenever possible be obtained by the pilot. (SPEC/ENR 2.2-2) 3. Requirement to carry Airborne Collision Avoidance System (ACAS II). a. All turbine aircraft having a certified take-off mass in excess of 12,566 lb, or a maximum approved passenger seating configuration of more than 19, are required to be equipped with a serviceable Airborne Collision Avoidance System (ACAS II) in the Muscat FIR. (SPEC/GEN 1.5-1) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - Eastbound traffic entering OOMM FIR at waypoint KAPET on airway UB 535 shall join airway P316 at VOR/DME Salalah (SLL) until waypoint DEDSO then as planned. Eastbound traffic entering OOMM FIR at waypoint IMKAD on airway B400 shall join airway P316 at waypoint DAXAM until DEDSO then as planned. (SPEC/ENR 3.1-6) SUPPLEMENTARY AIRPORT INFORMATION Muscat Intl (OOMS) 1. RADIO FAILURE a. Aircraft not equipped with a transponder: The RADAR controller will establish whether the aircraft radio receiver is working by instructing the pilot to perform a turn, maintain the new heading for a period of time (specified) and then resume normal navigation. The magnitude of the turn will be such as to enable the identification to be achieved should the aircraft not previously been identified. The direction of the turn will be determined by the operational requirements. b. Aircraft equipped with a transponder: The RADAR controller will establish whether the aircraft radio receiver is working by instructing the pilot to perform one or more of the following: (1) change transponder mode, (2) change transponder code, (3) change the SPI feature. The method used will be as such to enable the identification to be achieved should the aircraft not previously have been identified. c. Action by RADAR control: (1) If subsequent movement of the RADAR echo or subsequent RADAR responses indicate the aircraft receiver is working, the RADAR controller will assume or resume RADAR control, as the case may be, and continue to pass instructions as for normal RADAR service. (2) If subsequent movements of the RADAR echo or subsequent RADAR responses indicate that the aircraft receiver is not working, the RADAR controller will take action according to the circumstance prevailing, as detailed in (3) and (4) below as appropriate. (3) If, prior to the communication failure, the radio failure aircraft was identified, the RADAR controller will ensure all known traffic is provided with a minimum of 5 NM horizontal RADAR separation from the radio failure aircraft, performing identification as necessary, until such time the radio failure leaves RADAR coverage or lands. (4) If, prior to the communication failure the radio failure aircraft was not identified or its position is not known, the RADAR controller will continue to provide RADAR service to the identified aircraft only, provided that primary RADAR coverage is sufficient for him to ensure a minimum of 5NM horizontal RADAR separation from all unknown traffic, until such time as the radio failure aircraft is known to have left the area or landed. d. Action by aircraft: (1) Aircraft able to receive transmissions from RADAR control will comply with such instructions as are issued, acknowledging as indicated by the RADAR controller, as detailed in 1.c.(1) above. (2) Aircraft not able to receive transmissions will comply with the ICAO radio communication failure procedures as prescribed in annex 2, and PANS-ATM chapter 15.2 and those detailed in AD 2 OOMS section 22 for Muscat and AD 2 OOSA section 22 for Salalah. (NAVFIG/ENR 1.6-1) Thumrait (OOTH) 1. CAUTION - a. Runway 17/35: 32 tall unlit RSU located 364 east of centerline approx 500 past threshold runway tall unlit RSU located 377 west of centerline approx 500 past threshold Runway 35. Drainage ditch 35 wide 10 deep located 720 east of the runway centerline from NE ORP to 300 south of the North First turn. b. Runway 35 Clear Zone: 8 tall unlit building located 500 south of threshold 393 west of the extended centerline. 8 tall unlit building 1350 south of threshold 279 east of extended centerline. c. Taxiing guidance system signs unreliable. Taxiway Tango has no lighting, identification signs, or markings and Follow-me, marshallers and/or wing walkers required for all aircraft operations on taxiway. Aircraft with wingspan larger than 110ft must use minimum power settings and inboard engines only during taxi

231 POLAND operations on Taxiway Tango. All USAF aircrew must ensure they request a progressive taxi from ATC and/or utilize a follow me vehicle. (405 EOSS-OSA/405 EOSS-OSA FIL ) d. Rwy 17/35 clear zones exposed to numerous electrical foundations above finish grade. e. NE ORP Hammerhead/Apron: 13 tall building located 120 north of apron edge, also located in runway 17 clear zone 278 north of threshold and 544 east of extended centerline. Five tall buildings/structures located on the northeast side of apron edge, also located in runway 17 clear zone 100 north of threshold and 815 east of extended centerline. f. North BFI Apron: 46 tall light pole located 27 from the north edge of apron, 6 tall fuel barns located 20 from east, south, and north edges of the apron. g. North Apron: 27 tall unlit revetments located 1550 east of the runway centerline between taxiways Delta and Charlie also between taxiways Bravo and Alpha. h. South Apron: 70 tall light poles 31 from the east edge of the apron and 3 tall fire hydrants located 2 from the east edge of the apron. i. Southeast Apron: 70 tall light poles 15 from the east edge of the apron, 3 tall barricades located 8 from east edge of apron and 8 tall chain link fence 15 from north east edge of the apron. j. West Apron: 20 tall blast wall 85 from northwest edge of the apron. 27 tall sun shades south end of apron located 1554 from runway centerline no obstruction lights. k. All USAF aircraft expect parking on South Apron. l. South Apron aircraft parking and taxiing is non-standard. All aircraft will use follow-me, marshallers and/or wing walkers. Painted lines do not conform to established aircraft parking plan. aircraft. m. Wing Tip Restrictions (1) North BFI Apron restricted to host nation fighter (2) North Apron between Taxiway Alpha to Taxiway Bravo and between Taxiway Charlie to Taxiway Delta restricted to fighter aircraft. (3) North Apron from Taxiway Bravo to Taxiway Charlie restricted to aircraft with a wingspan of 78 or less. n. Increased hydroplaning potential dur wet wx (405 EOSS-OSA/405 EOSS-OSA FIL ) 2. To expedite and avoid delays with flight plans, please a copy of your OOTH departure flight plan to If unable to a copy prior, please have a hard copy to give to TA upon arrival. (405 EOSS-OSA/405 EOSS-OSA FIL ) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - 1. BIRD MIGRATION - Large solitary predatory birds (eagles, vultures etc.) present a hazard to air navigation at all times on the coastal plain in the vicinity of these airports. Pilots are advised to exercise extreme caution when approaching or departing, particularly below ALT 3000 FT. ATC will endeavor to keep pilots advised of bird concentrations, but single birds circling at any height are difficult to observe from ATC. Pilots reports of bird concentrations are requested. These reports are very useful in planning a program to attempt a reduction of bird strike hazards. (SPEC/ENR 5.6-1) 2. Thumrait AB (OOTH) will maintain Phase I throughout the year. Phase II will only be implemented by 405EOSS/CC and a NOTAM will be issued. a. BWC Severe: Heavy concentration of birds on or immediately above the active runway or other specific locations that represent an immediate hazard to safe flying operations. No takeoffs or landings without EOSS/CC approval. b. BWC Moderate: Concentrations of birds observable in locations which present a probable hazard to safe flying operations. No formation takeoffs or touch and go landings. One approach to a full stop is allowed. c. BWC Low: Normal bird activity on and above the airfield with a low probability or hazard. There are no restrictions to normal flying operations. (405 EOSS-OSAM/405 EOSS-OSAM FIL ) POLAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes WARSZAWA Flight Information Region which follows the country boundary of Poland. (SPEC/ENR 2.1-1) DIMENSIONAL UNITS - In accordance with ICAO Annex 5. Local Mean Time (LMT) shall be used in domestic air traffic other than controlled. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard except that the QNH altimeter setting is obligatory for flights at or below 6500 AMSL within uncontrolled airspace. Pressure is given in hpa and, on request, mm Hg. (SPEC/ENR 1.7-1) 1. Transition level within uncontrolled airspace is FL075. a. If QNH is 978 hpa or less, then transition level within uncontrolled airspace will change to FL080. b. The actual value of QNH and the current transition level are given either in ATS instructions or in ATIS broadcasts. c. For all Control Zones (CTLZ) and Terminal Control Areas (TMA) with Warszawa FIR, the transition altitude is 5000 (1500m) and transition level if FL060. NOTE: If QNH is 978 hpa or less, then transition level for all airports will be FL070. (SPEC/ENR 1.7-2) VERTICAL SEPARATION - Semicircular.

232 3-164 POLAND POSITION REPORTING - Standard. SECONDARY SURVEILLANCE RADAR - Unless the appropriate ATC unit cleared otherwise within control area of Warszawa FIR including Warszawa CTLZ, Gdansk CTLZ, and Krakow CTLZ, an aircraft is required to be equipped with SSR transponder operating in mode A and C. NOTE: Not applicable within Szczzecin and Wroclaw TMA. (SPEC/ENR 1.6-4) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Poland has implemented ICAO Annex 11 airspace classification. MAXIMUM AIRSPEEDS - VFR flights between sunset and sunrise are allowed below FL95 not to exceed 250 kt IAS. (MIL SPEC/ENR 1.1.5) MINIMUM HEIGHTS FOR VFR OPERATIONS - 1. Except when necessary for takeoff and landing, or when an aircraft receives special permission from the civil aviation 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 of less than 1000 above the highest obstacle within a radius of 2000 from the aircraft b. elsewhere than as specified in a., at a height less than 500 above the ground or water c. over the congested area of the capitol city of Warsaw below FL070 d. over the areas of cities with a number of inhabitants between 25,000 and 100,000 at a height less than 1700 for helicopters and piston airplanes and 3300 for airplanes equipped with other engines e. over the areas of cities with more than 100,000 inhabitants at a height of less than 5000 f. over the National Parks of areas more than 2NM wide at a height of less than 3300 and of areas less than 2NM wide at a height less than 1000 g. over other designated objects at a height less than 1000 for helicopters and piston engine airplanes and 3300 for airplanes equipped with other engines. (SPEC/ENR 1.2-2) INSTRUMENT FLIGHT RULES FM IMMUNITY - 1. Aircraft crews are obliged to report to ATS units all cases concerning interference on VHF/ILS-LOC/VOR radio equipment operations using the form of Post-Flight Report published in AIP Poland, ENR 1.14, available at all ATS Reporting Offices in Poland and on www sites. The report shall contain a detailed description of date, time, and area where the interference occurred. (SPEC/GEN 1.5-3) RVSM RULES - Standard except: In addition to military operations, operators of customs or police aircraft shall insert the letter M in Item 8 of the ICAO Flight Plan Form. (SPEC/ENR 1.3-1) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - 1. Entry and Exit points to/from Warszawa FIR - Planned route of an aircraft has to contain entry and exit points to/from Warszawa FIR. The following points are considered as valid entry/exit points: a. ATC transfer points located on the boundary of Warszawa FIR, established either over radio beacons and/or reporting points (REP). b. The airport of arrival or departure in case of intended landing/takeoff within Warszawa FIR. (SPEC/ENR 1.3-1) 2. The planned route should be described in accordance with Doc 4444 (PANS ATM), Appendix 2, point 2.2 except in the following case: a. Flights outside designated routes can be described as the sequence of segments defined by points, provided that: (1) the distance between adjacent point does no exceed 50 NM (2) the FIR boundary crossing point is defined as one of the REP points. (SPEC/ENR 1.3-1) 3. VFR Flight Planning within Air Defense Identification Zone (ADIZ) - The pilot in command of an aircraft intending to operate domestic flight within the ADIZ is obliged to submit the flight plan in accordance with the provisions of ICAO Annex 2. The submitted flight plan shall contain RMK/ADIZ indicator in point 18 (Remarks). NOTE: In case of VFR flight in Class G airspace, it is required to notify the appropriate FIS/SNRL center or the Air Operations Center just prior to takeoff via fone, C (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. Airways/Routes: The complete up-to-date RAD is available at 2. Conditional Route Information GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6.

233 WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Poland conditional routes: L23, L29, L87, L132, L616, L619, L621, L623, L730, L856, L979, L980, L981, L983, L999, M70, M743, M857, M977, M984, M985, N5, N133, N191, N746, N858, N869, N871, N983, P31, P733, P851, P861, Q99, Q277, T174, T205, T266, T268, T269, T270, T670, T672, T710, T714, T720, T738, Y210, Z80, Z95, Z96, Z121, Z136, Z169, Z225, Z491 PORTUGAL NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the LISBOA FIR/UIR, SANTA MARIA OCEANIC FIR, MADEIRA ISLAND, the AZORES, and both RVSM and FREE ROUTE AIRSPACE. DIMENSIONAL UNITS - The ICAO Table 3-4 of Annex 5 (Units of Measurement to be Used in Air and Ground Operations) has been selected for general use by all aeronautical and aircraft stations engaged in operations within Lisboa and Santa Maria FIRs. ALTIMETER SETTING PROCEDURES - The altimeter setting procedures in use conform to those contained in ICAO Doc OPS/611. Transition altitudes are given on instrument approach charts if published for an aerodrome. QNH reports and temperature information for use in determining adequate terrain clearance is provided in MET broadcasts and is available on request from ATC. QNH values are given in whole hectopascals. (SPEC/CIV AIP ENR 1.7-1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. 1. Position report for flights on routes not defined by designated reporting points shall be made at the significant route waypoints authorized by ATC on the Oceanic Clearance or on subsequent amended route clearances. 2. All routine voice position reports should be transmitted to Santa Maria Radio which delivers them, as other messages from Aircraft, immediately and automatically as required to the relevant ATS units, Airline Operators and MET Offices. The voice waypoint position report procedures described above are not required for identified flights in VHF contact with Santa Maria Radar even when the next and ensuing waypoints are outside the surveillance area. However, flights wishing their position report to be relayed to the airline operations via AFTN may continue to transmit in HF the position report to Santa Maria Radio. 3. Santa Maria OAC accepts ADS-C Waypoint Position Reports. Additionally to Waypoint position reports, Santa Maria also accepts and processes periodic position reports. CPDLC position reports are not accepted in Santa Maria FIR. (SPEC/ENR ) 4. SSR TRANSPONDER PORTUGAL a. Except when a Special Exemption has been granted by ATC, aircraft flying within the Lisboa FIR, depending on airspace classification, shall comply with the following rules: (1) Class C and D airspace (IFR/VFR) (a) Aircraft shall be equipped with and maintain in operation an SSR transponder capable of responding to Mode A interrogations with 4096 codes, and Mode C interrogations with automatic pressure altitude information. (2) Class G airspace (IFR/VFR) (a) IFR flights shall be equipped and maintain in operation an SSR transponder capable of responding to Mode A interrogations with 4096 codes. b. Except when a Special Exemption has been granted by ATC, aircraft flying within the Santa Maria FIR, depending on airspace classification and geographic location, shall comply with the following rules: (1) Class A and C airspace (IFR/VFR) (a) Aircraft shall be equipped and operate an SSR transponder capable of operating on Mode C or on Mode S. (2) Class G airspace (IFR/VFR), including the Azores Aerodrome Traffic Zones and the Horta Transponder and Radio Mandatory Zone shall: (a) IFR flights shall be equipped and operate SSR transponders capable of operating on Mode C or on Mode S. (b) Within the Theoretical SSR/MLAT and ADS-B Surveillance Coverage Area, all VFR flights shall be equipped and operated SSR transponders capable of operating on Mode C or on Mode S. c. ACAS II (1) As required by Commission Regulation (EU) No. 1332/2011, ICAO SUPPS DOC 7030 for the EUR Region, and AIC 10/03, ACAS II shall be carried and operated by all turbineengined aircraft having a maximum certificated take-off weight exceeding 12,566 lbs. or authorized to carry more than 19 passengers. (2) ACAS II shall be carried and operated by aircraft in the Santa Maria FIR according to the standards and procedures published in ICAO Annex 2 (Chapter 3), Annex 6-Part I (Chapter 6), Annex 6-Part II (Chapter 3). PANS OPS-Part III (Volume I) and PANS ATM (Chapter 4 and 10), as stated on ICAO SUPPS DOC 7030 for the NAT Region. d. SPECIAL EQUIPMENT TO BE CARRIED ON AIRCRAFT (1) Aircraft, other than State aircraft, operating on the ATS Routes within the Lisboa FIR shall be equipped with, as a minimum, RNAV equipment meeting RNAV 5 in accordance with the requirements set out in OCAO DOC 7030 Regional Supplementary Procedures (EUR, Chapter 4 paragraph DOC 7030). (2) Within the Lisboa FIR, aircraft not equipped with RNAV may use lower airspace, FL195 or below, on ATS VOR/DME defined Routes. (3) Within the Santa Maria FIR, any flight intending to fly between FL290 and FL410 inclusive must have the appropriate

234 3-166 PORTUGAL equipment and State Approval for both NAT HLA MNPS and RVSM. Regardless of airspace classification, all flights within the Santa Maria FIR are required to maintain two-way voice communications with the appropriate ground station providing communications and/or control in the area in which they are flying. (SPEC/CIV AIP GEN 1.5-1) (4) Aircraft not carrying radio equipment with 8.33 khz channel spacing capability are allowed to operate in Class D and G airspace, in Aerodrome Traffic Zones, and in Radio Mandatory Zones. (5) State aircraft (Military/Police/Customs) not carrying radio equipment with 8.33 khz channel spacing capability are allowed to operate in the remaining airspace designated for 8.33 channel spacing operations, provided that they can establish communications on UHF. (SPEC/MIL AIP ENR 1.8-1) VISUAL FLIGHT RULES ATS AIRSPACE CLASSIFICATION - Within the Lisboa FIR/UIR the airspace is classified 'C', 'D', and 'G'. The airspace classification 'D' has been allocated to the Restricted Areas LPR26A (Montijo), LPR40A, LPR40BN, LPR40BS (Ovar), LPR60A, LPR60B (Monte Real), LPR42A, LPR42B (Sintra), LPR51A, LPR51BN and LPR51BS (Beja). Normally, these designated Restricted Areas are used by the military. They may, however, be made available for General Air Traffic (GAT) under airspace classification 'C'. Within the Santa Maria Oceanic FIR the airspace is classified 'A', 'C', and 'G'. (SPEC/CIV AIP ENR 1.4-1) AIRSPACE EXCEPTIONS - 1. Portugal and Santa Maria Oceanic FIR have implemented the ICAO Annex 11 airspace classification with the following exeptions: a. Classes B, D, E and F not yet implemented. (SPEC/CIV AIP ENR 1.4-1) FREE ROUTE AIRSPACE GENERAL PROCEDURES 1. Free-route procedures are available in the Lisboa FIR airspace above FL245. FRA airspace is comprised by the Lisbon FIR excluding the portions of airspace where the air traffic services are provided by Madrid ACC and Seville ACC. FRA airspace incorporates the portion of airspace in Madrid UIR where air traffic services are provided by Lisboa ACC. 2. Within FRA airspace users can plan their own preferred trajectories through the use of 5 letter Waypoints and Radio Navigation Aids listed in the ENR 4.4 and ENR 4.1 sections of Portugal's AIP. Segments between Waypoints will be indicated by means of "DCT" instruction. Within the FRA area there will be no limitations on the use of "DCT". 3. Traffic will be subject to General Rules and Procedures (AIP Portugal ENR 1.1), RAD orientation scheme and Internal Letters of Agreement (LoA's) between neighboring ACC's. Overflight traffic should plan directly from FRA airspace entry point to FRA airspace exit point. Arriving traffic should plan directly from FRA airspace entry point to the STAR initial waypoint. Departing traffic should plan directly from SID final waypoint to the FRA airspace exit point. 4. Flight planning within the FRA area will be accomplished with adjacent ATS Route network orientation. For southbound traffic via NELSO connecting to UN741, ODD and EVEN levels are available 50NM prior to arriving at NELSO. 5. Cross-Border-DCT is NOT allowed. Following IFPS procedures, the DCT segment which ends in the FIR but starts in another FIR which is not part of the same National Airspace System is NOT permitted. Airspace users will have to plan their trajectory inside FRA airspace through the use of intermediate waypoints. 6. AO's will plan their trajectory inside FRA disregarding all segregated airspace. In case there is no availability to cross segregated areas, it is expected that the average flight extension to be considered by aircraft operators is approximately 5NM (in exceptional occasions 15NM). However, in most cases radar vectors shall be provided by ATC. For speed and altitude changes inside FRA in the Lisboa FIR, (and changes to a waypoint or navaid) operators may also used LAT/LONG coordinates (see item 15 on Flight Plan). 7. In case of a contingency, a reduced ATS route structure above FL245 will apply as defined in AIPPortugal ENR CONTINGENCY PLANNING IN LISBOA ACC (CONFLICT FREE ALLOCATION SCHEME). In terms of flight planning flight levels within the Lisboa FIR Free Route Airspace area will use the table of cruising levels included in ENR 1.7.5, with the exception of waypoints RIVRO/BARDI. By Letter of Agreement, traffic intending to enter the Lisboa FIR via RIVRO/BARDI must enter in ODD Flight Levels and traffic intending exit Lisboa FIR via RIVRO below FL245 (UM191/B47) or BARDI above FL245 must exit in even Flight Levels. (SPEC/CIV AIP ENR 1.3-1) INSTRUMENT FLIGHT RULES FM IMMUNITY - All operators are informed that in the airspace controlled by the Portuguese authorities the need to comply with the FM interference immunity requirements for VHF communications and VHF radio navigation receivers (ILS and VOR) as stated in ICAO Annex 10 has become effective from 01 March 2002 onward. The only exemption from this rule is State aircraft for which the new deadline for compliance with these immunity requirements is set on 31 December (SPEC/PO NOTAM A4001/06) RNAV OPERATIONS 1. LISBOA FIR (LPPC) a. Mandatory carriage of RNAV equipment and route network designators. (1) Aircraft, other than State Aircraft (Military/Police/Customs) operating in the Upper Airspace within the Lisboa FIR (including all RNAV 5 routes in the Lower Airspace) shall be equipped with RNAV 5. (2) All routes in the Upper Airspace are RNAV 5 routes. All routes in the Lower Airspace are conventional routes except for the following RNAV 5 routes: Z219, Z220, Z222, Z226, Z227, R72, and A44. The upper Routes UG414, UH80, and Lower

235 PORTUGAL Routes R72 and A44 have on an interim basis the conventional route designators. (SPEC/CIV AIP ENR 1.1-1) RVSM RULES - The airspace within the Lisboa FIR/UIR between FL290 and FL410 inclusive is EUR RVSM airspace. Within this airspace vertical separation minimums are: ft. between RVSM approved aircraft ft. between a. Non-RVSM approved State Aircraft and any other aircraft operating within the EUR RVSM airspace. b. Formation flights of State Aircraft and any other aircraft operating within the EUR RVSM airspace. c. Non-RVSM approved aircraft and any other aircraft operating within Lisboa FIR RVSM Transition Area as described in ENR Lisboa FIR RVSM Transition Area This transition area, within the Lisboa FIR RVSM airspace (described in ENR 2.1.2) permits non-equipped/approved traffic to cross RVSM airspace. Within this airspace the vertical separation minimum shall be: 1. 2,000 ft. between Non-RVSM traffic and all other aircraft operating within this area. Santa Maria FIR RVSM Area The airspace within the Santa Maria FIR between FL290 and FL410 inclusive, as described in ENR is NAT RVSM airspace. Within this airspace, the vertical separation minimums shall be: 1. 1,000 ft. between RVSM approved aircraft 2. 2,000 ft. between any Non-RVSM aircraft and any other aircraft when both aircraft are operating within the NAT RVSM airspace. (SPEC/CIV AIP ENR 1.1-4) NOTE 1: RVSM State approval is mandatory. An ATC Clearance by itself does not constitute approval to enter RVSM Airspace. NOTE 2: The pilot of the aircraft must advise Santa Maria OAC on initial contact of any in-flight deterioration in navigation capability. Also, if any deterioration in navigation capability occurs within the Santa Maria FIR, the pilot must advise the Santa Maria OAC immediately. (SPEC/CIV AIP ENR 1.1-3) FLIGHT PLANNING FILING FLIGHT PLANS - PROCEDURES FOR THE SUBMISSION OF FLIGHT PLANS 1. General a. Lisboa and Santa Maria FIR's are part of the EUROCONTROL IFPS Zone and complies with the procedures and rules of the Network Manager (NM). As published in the Network Operations Handbook/IFPS User s Manual, Flight Plan and associated messages related to flight under IFR/General Air Traffic (GAT), mixed IFR/VFR or GAT/Operational Air Traffic (OAT) are required to be submitted only to the IFPS. b. The submission of Flight Plans and associated messages to the IFPS shall be done through any of the NAV Portugal ARO units, who will forward them by the most direct way. The IFPS will further process, ACK and disseminate the Flight Plan data to the ATS units concerned within the IFPS Zone and the other addresses supplied with the Flight Plan. Further details concerning Network Management/IFPS may be obtained under 'Network Management' via the EUROCONTROL website: URL: c. The submission of VFR Flight Plan shall be made to an appropriate NAV Portugal service, FPL and Briefing or ARO facility (see AIP GEN 3.1), which will forward the message to the ATS Units concerned and to other addresses supplied with the Flight Plan. 2. Time and Place of Submission a. IFR/GAT and mixed IFR/VFR or GAT/OAT Flights Flight Plans shall be submitted at least 60 minutes before EOBT. For flights likely to be subject to ATFM Measures, Flight Plans shall be submitted at least 3 hours before EOBT. AO departing within Portugal shall assume their flight is subject to ATFM measures (see AIP ENR 1.9 for further details concerning ATFM). Flight plans may be submitted more than 24 hours, but not more than 120 hours, in advance of the EOBT, provided the date of flight is given in Item 18 of the Flight Plan in the format DOF/YYMMDD. 3. Special Flight Planning Requirements for Santa Maria FIR a. Operators shall comply with the instructions contained in the ICAO NAT Regional Supplementary Procedures (Doc NAT) and in the North Atlantic Operations and Airspace Manual (NAT Doc. 007), except if otherwise specified herein. The table of cruising levels published on Appendix 3 of ICAO Annex 2, as well as those published in AIP Portugal ENR (Altimeter Setting Procedures), are not applied in the Santa Maria Oceanic FIR. From Santa Maria FIR entry and along the route within the FIR, all levels may be planned 24/7, using 1000ft. increments, whatever the direction of the flight. b. Caution is always recommended regarding the flight level rules applied in the downstream FIRs, because flights will always have to exit Santa Maria Fir at the level approved by the ATC Unit monitoring the flight. Step climbs, cruise climbs, altitude block and route change requests are accepted as part of Santa Maria OAC normal operations. The ATC procedures, upon a request by the pilot, are to provide the requested level and route. The controller decision to authorize a level and/or route change is always dependent of the non-existence of conflicting traffic and the approval from the downstream ATC Unit. c. To improve the safety and efficiency in service provision, from 45N013W to 2218N04000W, along Santa Maria's East and South FIR boundaries, all operators shall flight plan to enter and leave the LPPO FIR (SFC - UNL) through the designated DIR boundary points, as published in AIP Portugal ENR En-route Chart - Santa Maria Oceanic FIR (LPPO and ENR Name Code Designators for Significant Points. d. With the exception of the recommendation to make use of the existing designated boundary waypoints, within Santa Maria FIR, all flights which generally route in an eastbound or westbound direction should normally be flight planned so that specified ten degrees of longitude (20 W, 30 W, 40 W etc.) are crossed at whole degrees of latitude. All generally northbound or southbound flights should normally be flight planned so that specified parallels

236 3-168 PORTUGAL of latitude spaced at five degree intervals (25 N, 30 N, 35 N etc.) are crossed at whole degrees of longitude. e. Within Santa Maria Oceanic FIR airspace and outside surveillance area (SSR, MLAQT or ADS-B, in ENR ), to define a waypoint in Item 15 of the flight plan, operators shall not make use of Bearing and Distance from a Navigation Aid, nor Bearing and Distance from a Reference Point. f. For flights conducted entirely along one of the OTS (Organized Track System), this portion of the route shall be defined in Item 15 of the Flight Plan by inserting the first track waypoint, then the abbreviation 'NAT' followed by the code letter assigned to the track, and finally the last waypoint of the track. g. Flights wishing to join or leave an organized track at some intermediate point are considered random route aircraft and full route details must be specified in the flight plan. The track letter must not be used to abbreviate any portion of the route in these circumstances. For turbo-jet aircraft operating within Santa Maria FIR, the Mach number planned to be used shall be specified in Item 15 of the Flight Plan. h. All RNAV 10 (RNP 10) approved aircraft shall insert the letter 'R' in Item 10(a) of the Flight Plan and the A1 descriptor in Item 18 of the Flight Plan, following PNB/indicator. All RNP 4 approved aircraft shall insert the letter 'R' in Item 10(a) of the Flight Plan and the L1 descriptor in Item 18 of the Flight Plan, following the PBN/indicator. i. All NAT HLA MNPS approved aircraft shall insert the letter 'X' in Item 10(a) of the Flight Plan. All RVSM approved aircraft, regardless of the requested flight level, shall insert the letter 'W' in Item 10(a) of the Flight Plan. j. All FANS 1/A approved aircraft intending to use data link services shall insert in Item 10(a) of the Flight Plan the appropriate descriptor or descriptors (J2, J3, J4, J5, J7) to indicate the CPDLC capabilities and the descriptor D1 on Item 10(b) to indicate ADS-C capability. All ADS-B approved aircraft shall insert the appropriate descriptor or descriptors in Item 10(b) of the Flight Plan. All aircraft shall insert the aircraft registration in Item 18 of the Flight Plan, following the REG/indicator. 4. Changes to the Submitted Flight Plan a. The replacement Flight Plan procedure is applicable for flights subject to AFTM. When a Repetitive Flight Plan (RPL) or an individual Flight Plan (FPL) has been filed and, in the pre-flight stage (i.e. within 4 hours of EOBT, but not later than 30 minutes before EOBT), an alternative routing is selected between the same aerodromes of departure and destination, the operator or pilot shall: (1) Submit a cancellation message (CNL) which shall be transmitted with the priority 'DD' to all addresses concerned by the previous Flight Plan; and (2) File a replacement Flight Plan in the form of a FPL, which shall be transmitted not less than 5 minutes after the CNL and not before the acknowledgement to the CNL message is received from IFPS. b. The replacement Flight Plan shall contain inter alias the original identification (call sign), the complete new route in Item 15 and, as the first element in Item 18 - the indication 'RFP/Qn', whereas: (1) RFP signifies "Replacement Flight Plan" (2) n corresponds to the sequence number relating to the replacement Flight Plan for that particular flight; e.g. 1st replacement Flight Plan: "RFP/Q1", 2nd replacement Flight Plan: "RFP/Q2" etc. c. In RTF communications, the pilot may inform an ATC Unit that the aircraft is operating on a replacement Flight Plan if any doubt exists regarding the route to be flown. (SPEC/CIV AIP ENR ) CROSSING PORTUGAL AND SPAIN BOUNDARIES 1. In order for any flight to cross LISBOA/SANTA MARIA or LISBOA/MADRID affected boundaries in any direction, one of the following five letter name codes shall be included in the Flight Plan. Flights with routes out or between these points are not permitted. a. Five letter name codes along the LISBOA/SANTA MARIA boundary include: (1) ARMED (N42 30' W14 00') (2) BANAL (N42 00 W15 00 ) (3) DETOX (N41 00 W15 00) (4) ERPES (N40 00 W15 00 ) (5) GUNTI (N39 00 W15 00 ) (6) KOMUT (N38 00 W15 00 ) (7) LUTAK (N37 00 W15 00 ) (8) MANOX (N36 12 W15 23 ) (9) NAVIX (N35 31 W16 14 ) (10) IRKID (N33 55 W18 04 ) b. Five letter name codes along the LISBOA/MADRID boundary include: (1) RIPEL (N42 17 W10 49 ) (2) XERES (N42 01 W10 04 ) c. The five letter name code for a turning point south of SAGRES is: (1) SONAP (N36 30 W10 00 ) (SPEC/RAC 3-1-1) 2. East or westbound flights to cross the LISBOA FIR/UIR boundary south of SAGRES, the SONAP turning point shall additionally be included in the Flight Plan. 3. North or southbound flights along 10 W via ORTOP, must also include in their Flight Plan the SONAP turning point as well as XERES as the ENTERING/EXIT point. (SPEC/RAC ) ROUTE AND AREA RESTRICTIONS - 1. SSR REQUIREMENTS WITHIN LISBOA AND SANTA MARIA FIR/UIR

237 PORTUGAL a. Aircraft flying IFR in the Lisboa and Santa Maria FIR/UIR must be equipped with a transponder capable of interrogating on Modes A and C, and decoding up to 4096 codes. b. Aircraft flying VFR outside controlled airspace and equipped with a transponder, within SSR coverage, shall set the transponder on code c. Aircraft about to enter the Lisboa and Santa Maria FIR/UIR and having not received code setting instructions shall: (1) maintain the code assigned when proceeding from an area of SSR coverage; (2) set the transponder on Mode A, Code 2000 if proceeding from an area without SSR coverage. (SPEC/CIV AIP ENR 1.6-2) d. Aircraft that are transponder equipped shall squawk 7000 when flying VFR outside controlled airspace and within SSR coverage. e. Aircraft about to enter Lisboa FIR/UIR that have not received code settings from ATC shall maintain the last assigned code or, if coming from an area without SSR coverage, Mode A, code (SPEC/RAC 1-2-3) 2. STRATEGIC LATERAL OFFSET PROCEDURE (SLOP) The Strategic Lateral Offset Procedure (SLOP) is now a Standard Operating Procedure throughout the North Atlantic (NAT) region. This procedure mitigates collision risk and wake turbulence encounters. Pilots conducting oceanic flight within the NAT Region with automatic offset programming capability are recommended to fly lateral offsets of either 1 or 2 NM of center line. NOTE: the capability of aircraft to navigate to such a high level of accuracy has led to a situation where aircraft on the same track but at different levels, are increasingly likely to be in lateral overlap. This results in an increased risk of collision if an aircraft departs from its cleared level for any reason. SLOP reduces risks by distributing aircraft laterally. It is applicable within the New York Oceanic, Gander Oceanic, Shanwick Oceanic, Santa Maria Oceanic, Sondrestrom and Reykjavik Flight Information Regions, and within the Bodo Oceanic Flight Information Region where flights are operated more than 100NM seaward from the shoreline. SLOP conforms to direction in the ICAO Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM, Doc 4444, ) and is subject to the following guidelines: a. Aircraft without automatic offset programming capability must fly the route center line. b. Operators capable of programming automatic offset may fly the center line or offset 1 or 2 NM right of center line, allowing for 3 possible positions along the route. Offsets are not to exceed 2NM right of center line and offsets to the left of center line are not permitted. An aircraft overtaking another aircraft should offset within the confines of this procedure, if capable, so as to create the least amount of wake turbulence for the aircraft being overtaken. The pilot should take into account wind and estimated wake vortex drift and time to descend (normal descent rates for wakes are fpm). c. Pilots should use whatever means are available (e.g. TCAS, communications, visual acquisition) to determine the best flight path to fly. Pilots may contact other aircraft on frequency Mhz, as necessary, to coordinate the best wake turbulence offset position. d. Pilots may apply an offset outbound after the Oceanic Entry Point and must return to center line before the Oceanic Exit Point. Position reports transmitted via voice should be based on waypoints of the current ATC clearance and not the offset positions. e. Aircraft transiting Oceanic Surveillance Areas may remain on their established offset positions. There is no ATC clearance required for this procedure, and it is not necessary that ATC be advised. (SPEC/CIV AIP ENR 1.1-5) SUPPLEMENTARY AIRPORT INFORMATION Lajes (LPLA) 1. CAUTION - a. BIRD ALERT - Numerous birds on and in the vicinity of airfield throughout the year. Expect activity during inclement weather. Gulls, pigeons and doves account for 90% of bird strikes. Sparrows, starlings, and terns are also on and around the airfield. Bird Watch Condition Codes are: (1) LOW - Normal bird activity on and above the airfield with a low probability of hazard. (2) MODERATE - Concentrations of birds observable in locations, which represent a probable hazard to safe flying operations. This advisory requires all agencies to exercise increased vigilance and aircrews to exercise extreme caution. (3) SEVERE - Heavy concentration of birds on or immediately above the active runway or other specific locations that represent an immediate hazard to safe flying operations. Aircrews must thoroughly evaluate mission need before operating in areas under condition SEVERE. b. The following direction is provided to aircrew operating in the Lajes terminal area based on existing bird watch condition code: (1) LOW: Continue with normal operation procedure. (2) MODERATE: Comply with owning MAJCOM/Unit Guidance. (3) SEVERE: Comply with owning MAJCOM/Unit Guidance. c. BALING - Expect increased grass height during summer months (1 June-1 September) due to host nation baling operations. (SPEC/65 OSS-OSAA/USAF FIL ) 2. RUNWAY SKIDDING/HYDROPLANING - a. The Runway 15/33 surface combined with a light rubber accumulation produces a low friction pavement surface. The potential for skidding/hydroplaning exists when the runway is wet, flooded, damp, or when water patches are present. The potential is increased at the Runway 33 touchdown area. b. Runway friction levels fall below maintenance planning guidelines for the runway surface.

238 3-170 PORTUGAL c. Runway may pond or hold excess water during periods of moderate to heavy rainfall. Therefore, pilots should exercise extreme caution when landing. Maintain adequate tire tread depth to minimize possible skidding/hydroplaning. (SPEC/USAF FIL ) 3. LAJES AIRCRAFT TAXI AND RAMP RESTRICTIONS - a. GOLF NORTH APRON - Restricted to fighter and CV-22 aircraft. Spots are restricted to A-10 aircraft or smaller. b. GOLF SOUTH APRON - Restricted to fighter and CV-22 aircraft. Spots G01-G06 are restricted to A-10 aircraft or smaller. c. FOXTROT APRON - Spots F10-F18 are restricted to C- 130 aircraft or smaller. Use caution for in-ground apron concrete fuel pits that rise just above ground level. Aircraft with a wingspan greater than a C-130 operating on Spots F10-F18 require USAF Airfield Manager approval, wing walkers are required the full length of the taxilane. KC-135 aircraft must be towed when parking on spot F15 due to a 14 in tall fuel pit located in the grass, 55 ft from centerline. (65 OSS-OSAA/65 OSS-OSAA FIL ) d. ECHO APRON - Spot E01 restricted to C-21 and smaller aircraft. Spots E02-E09 restricted to C-130 and smaller. e. On portion of Taxiway Papa between Taxiways Golf and Hotel: USAF C-20, C-21, C-32, C-37, C-40, KC-10, and KC-135 aircraft use idle thrust as much as practicable and avoid use of reverse thrust (if applicable) to the maximum extent possible. 90 degree turns on this portion of Taxiway Papa are prohibited. Limit gross weight as much as practicable and ensure thorough preflight walk-around to eliminate FOD hazards in the vicinity of the engines during start. (SPEC/65 OSS-OSAA/65 OSS-OSAA FIL ) f. The taxilane located closest to the east edge of the ramp area in the vicinity of the fire dept crash station is marked for C-130 aircraft and smaller. C-5, KC-10, and C-17 aircraft may not taxi on this portion of the taxilane. (65 OSS-OSAA/65 OSS-OSAA FIL ) g. Taxilane Golf (Adjacent to Aprons Golf North and Golf South) is restricted to C130 aircraft and smaller. h. Taxiway Papa (between Taxiways Golf and Mike) has a Pavement Condition Index (PCI) value of 39. All AMC aircraft must consult the most current Airfield Suitability and Restrictions Report (ASRR) for further AMC guidance. (65 OSS-OSAA/65 OSS-OSAA FIL ) 4. CUSTOMS/AGRICULTURE/IMMIGRATION - Aircraft requiring support must contact Airfield Management Operations at DSN at least 24 hours prior to arrival. Failure to comply may result in delays. Host nation Immigration Services normally responds within 30 minutes. (SPEC/USAF FIL ) 5. RUNWAY RESTRICTIONS a. Due to jet blast erosion, EA-6B & AV-8B aircraft are restricted to single-ship rolling take-offs only. Static Departures unauthorized. b. Heavy aircraft may not conduct 180 degree turns on the runway. (SPEC/65 OSS-OSAA/65 OSS-OSAA FIL ) Lisboa (LPPT) 1. PERIODS OF PEAK TRAFFIC DEMAND - High Intensity Runway Operations (HIRO) are valid from Z++ unless otherwise advised by ATC (e.g. via ATIS). The HIRO system optimizes separation of aircraft on final approach to minimize runway occupancy time for both arriving and departing aircraft, thereby maximizing runway utilization and minimizing goarounds. (SPEC/PO AIP AIRAC ) 2. AIRCRAFT AND HELICOPTERS INBOUND TO MILITARY RAMP OF LISBOA AIRPORT (FIGO MADURO-TRANSIT AD NR 1) a. All aircraft authorized to use the military ramp (apron CHARLIE in Lisboa Airport) must contact military Base Operations (24 Hours), at least twenty minutes in advance to land, in order to: (1) Provide ETA and intentions. (2) Receive, when applicable, parking information. b. The contact will be done on VHF MHz or UHF MHz frequencies, call sign Alpha Tango One. c. All parking on Apron "C" must follow military signalmen instructions. d. After parking, the pilot must proceed to Base Operations, building identified with a "C", for further instructions. e. When so requested, NOTAM services and weather briefing will be available by at least one hour prior to ETD. f. Base Transportation and accommodations not available. g. Flight Plans (1) Due to IFPS system, flight plans will be submitted to Base Operations at least three hours prior to ETD. (2) Flight plans submitted via radio are not authorized. (3) Due to heavy flow of air traffic outbound Portugal and possible slots, it is strongly recommended that inbound and outbound flight plans, for the same date, be submitted at Departure Airport/Base. (4) All flight plans must include as an additional address "LPPTYXYA". (5) Flight plan and slot status must be checked prior to engine start in the event of ten minutes (or more) delay for a given slot or ETD, a reviewed slot should be requested via Base Operations. (SPEC/PO AIC 06-99) h. Missed Approach and Departure Procedures (1) Traffic on approach to Rwy 03 may be subjected to missed approach climb gradient of 3.5 percent until passing 2000 ft. due to ATS constraints. This restriction, when needed, will be included in the ATIS arrival broadcast. If unable, pilot shall advise ATC prior to commencing the approach. (2) Traffic departing Rwy 03 may be subjected to a climb gradient of 6 percent until passing 2000 ft. due to ATS constraints. This restriction, when needed, will be included in the

239 ATIS departure broadcast and/or clearance delivery. If unable, pilot shall advise ATC prior to start-up. (SPEC AIP LPPT AD ) Monte Real (LPMR) 1. NOISE ABATEMENT: a. Periods: Sat, Sun, hol and daily SS-SR. b. Procedures: Arrivals (VFR and IFR): Straight-in or instrument apch for full stop landing. Training instrument apch: Max two apch by acft and/or formation. (SPEC/MIL AGA ) 2. BIRD HAZARD WARNING: a. Bird concentration around 5NM south of ARP. Bird activity within 2NM centered at N3943 W00852/ b. Pilots shall report to ATC any bird activity encountered. Based on these reports and self-observation, Control Tower will establish a Bird Watch Condition - BWC. During twilight, bird concentration becomes more dangerous, which is why established procedures for Bird Watch Moderate shall be applied. The establishment of Bird Watch Code will be done by the following settings: (1) No Activity - (no code). No bird activity observed. (2) Light Activity - "Bird Watch Low". Some birds have been observed (less than 5 medium/heavy weight, or 15 light weight birds), out of landing and take-off areas, apparently without posing a danger to flight activity. (3) Moderate Activity - "Bird Watch Moderate". Large amount of birds detected (5 to 15 medium/heavy weight or 15 to 30 light weight birds) in the vicinity of the aerodrome, but more than 20 out of landing and take-off tracks, representing some danger for flight activity. This condition adds the necessity of greater surveillance by all the intervenients and the following limitations shall be applied: departures allowed (a) At least, 20 seconds separation between (b) "High take-off" shall be executed (c) Formation departures and landings are not (d) Low approaches (below 500 ft AGL) and touchand-go landings are not allowed (e) Pilots shall choose the INITIAL for full stop (consider "high initial" at 2700 ft) (4) Severe Activity - "Bird Watch Severe". Birds detected on landing and take-off areas, representing a potential danger to air activity or, in other areas (until.5 NM from the Rwy), with amounts of more than 15 medium/heavy weight or more than 30 light weight birds. (a) Departures are not allowed (b) Approaching aircraft will continue to hold, waiting for a lower code or, according to the flight supervisor decision, will proceed to alternate aerodromes (SPEC/MIL AIP LPMR AD 2-12) PORTUGAL ENROUTE FREE ROUTE AIRSPACE GENERAL PROCEDURES - 1. Area of Application In addition to traditional airways, Free Route Airspace (FRA) procedures are available in Lisboa FIR airspace above FL General Flight Procedures Within FRA airspace, users will be able to plan user-preferred trajectories through the use of five-letter Waypoint Name Codes included in AIP Portugal ENR 4.4, and Radio Navigation Aids in ENR4.1. Segments between Waypoints will be indicated as DCT. Within the FRA area there will be no limitations on the use of DCT. 3. Overflying Traffic Overflying traffic should plan directly from FRA airspace entry point to FRA airspace exit point. 4. Arriving Traffic Arriving traffic should plan directly from FRA airspace entry point to the STAR initial waypoint. 5. Departing Traffic Departing traffic should plan directly from SID final waypoint to the FRA airspace exit point. 6. Other Restrictions Cross-Border DCT is not authorized. By Letter of Agreement, traffic intending to enter Lisboa FIR via RIVRO/BARDI must enter in ODD Flight Levels. Traffic intending to exit Lisboa FIR via RIVRO below FL245 (UM191/B47) or BARDI above FL245 must exit in even Flight Levels. Further information regarding FRA can be found at ROUTE AND AREA RESTRICTIONS - Santa Maria Oceanic FIR Unless otherwise directed by ATC, aircraft in the NAT FIR shall operate SSR transponders on mode A code 2000 except that last assigned code shall be used for 30 minutes after entering NAT airspace. (SPEC/RAC 1-1-4B) PREFERRED ROUTES - Santa Maria Oceanic FIR 1. Overflights of Santa Maria TCA will be in accordance with the following: a. Flights above FL155 shall follow (1) A Great Circle course between the points W20 and W30, or: (2) A Great Circle course between the points W20 and FRS VOR/DME, or;

240 3-172 QATAR (3) A Great Circle course between points W20 and W30 and one of the following NAVAIDS: VMG VORTAC, VFL VORTAC or VSM VOR/DME. b. Flights below FL155 shall flight plan in accordance with ATS routes. (SPEC/ENR 2.2-6) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Portugal conditional routes: A44, B47, R72, W7, W13, Z222, UM191, UM744, UN726, UN728, UN729, UN870, UN872, UN873, UN976, UN979, UP600, UZ1, UZ4, UZ15, UZ218, UZ222, UZ223 TERMINAL under radar contol on arrivals to Alverca (LPAR), Cascais (LPCS), Faro (LPFR), Lisboa (LPPT), Madeira (LPMA), Montijo (LPMT), Porto (LPPR) and Porto Santo (LPPS) shall be in accordance with the following: 1. Maximum IAS 280 Kt between FL245 and FL Maximum IAS 250 Kt at and below FL Maximum IAS 220 Kt at and below FL Maximum IAS 200 Kt at and below Maximum IAS between 180 Kt and 160 Kt when established on the final approach segment and thereafter 160 Kt until 4 NM from threshold. (SPEC/CIV AIP ENR 1.5) AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS - See Chapter 2, Section B, AERIAL REFUELING TRACKS/ANCHOR AREAS for Chart. TERMINAL AREA PROCEDURES - Within LISBOA FIR TMAs, unless otherwise advised by ATC, speed adjustment AREA ARIP ARCP/ ANCHOR AR FREQ AR BLOCK AR ALT ATC CONTROL PORTUGAL D67 MTR 243/52 MTR 310/ (P) (S) 150/ MONTE REAL APP 121.7, TRACK AREA: D67 - N40 23 W09 22, N39 21 W09 47, N39 21 W10 18, N40 23 W09 52 to beginning. (SPEC/MILAIP RAC ) QATAR NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the BAHRAIN FIR. See Bahrain. FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION Al-Udeid AB (OTBH) 1. For arrivals and departures into OTBH, immigration policy is strictly enforced. All aircrew departing the airfield must process through immigrations. Refer to Foreign Clearance Guide for requirements. (SPEC/USAF FIL ) 2. U.S. aircraft are not automatically cleared to divert to OTBH. Aircrews intending to divert to Al-Udeid must coordinate diplomatic clearance with the host nation coordination cell via airfield management on UHF freq as soon as possible, preferably before checking in with Doha Control. Failure to do so may result in holding delays in excess of one hour and/or denied entry to Al-Udeid airspace. (379 EOSS-OSS/379 EOSS-OSS FIL ) 3. AIRFIELD RESTRICTIONS - a. RUNWAY RESTRICTIONS - (1) CAUTION: Runway centerline markings are obscured the first 400 on each end of Runway 16L/34R. (2) CAUTION - Attn. Departing aircrews: when entering Runway 16L from Taxiway B1 you must enter runway and taxi at least 200' prior to starting takeoff roll(unless safety of flight dictates) due to asphalt braking up at approach end overrun. (3) Uncharted tower located at N E , approximately 1267' MSL. (SPEC/USAF FIL ) (4) CAUTION - RSU s located on dirt berms east of RWY 34R/16L adjacent to TWYs B1 and G1. (379 EOSS-OSAA/379 EOSS-OSAA FIL ) b. TAXIWAY RESTRICTIONS (1) Twy G and H limited to QEAF only.

241 ROMANIA (2) Twy G and H are restricted to C-17 or smaller unless pre-coordinated with airfield management. (379 EOSS-OSAA/379 EOSS-OSAA FIL ) POSITION REPORTING - Standard. (SPEC/GEN 1.7-2) 4. All taxiways at Al Udeid AB Qatar are asphalt which prohibit LOX servicing per general guidance paragraph Transient aircraft arriving at Al Udeid AB Qatar will need sufficient LOX quantity for forward mission prior to arrival with the exception of IFE aircraft and aircraft coming from location without LOX servicing capabilities. (379 EOSS-OSAA/379 EOSS-OSAA FIL ) ENROUTE PREFERRED ROUTES - All military aircraft intending to transit across (overfly) the State of Qatar via ATS routes B/UB457- M/UM444-N/UN318-T/UT975 AND P/UP699 or to land at Qatar aerodromes are required to obtain prior approval from the State of Qatar. BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - 1. Al-Udeid AB (OTBH) will maintain Phase I throughout the year. Phase II represents a higher level of bird activity with migratory movement; normally during Mar-Apr and Sep-Oct months in Qatar. Phase II will only be implemented by 379 EOG/CC. a. BWC Severe: High bird population on or immediately above the active runway or other specified location representing a high potential for bird strike. AREA WITH SENSITIVE FAUNA - Aircraft operators planning to land, take-off and overfly the airspace above RBDD (ATS airspace class G) shall comply with the provisions of Law no. 82/1993 on the establishment of Danube Delta Biosphere Reserve (DDBR), Government Ordinance 912/2010, as well as civil aviation regulation RACR-RA "Rules of the Air". Aircraft operators are liable for not complying with provisions of the above mentioned regulatory framework. Aircraft operators planning to conduct VFR flights within the airspace above DDBR (ATS airspace class G), including landings/take-offs on/from the areas allowed by the Danube Delta Biosphere Reserve Administration (DDBR), shall apply for an overflight permit/license issued by the DDBRA, prior to performing the flights. To that end, aircraft operators shall fill in a request form for overflight permit/license and forward it to the following address: Administraia Rezervaiei Biosferei Delta Dunrii Strada Portului, nr. 34 A, O.P. 4, C.P. 14, cod potal Tulcea Phone: +40(0)240/518924, int. 207 or 206 Fax: +40(0)240/ (SPEC ENR 5.6-1) Standard. VISUAL FLIGHT RULES (SPEC/GEN 1.7-3/ENR 1.2-1) INSTRUMENT FLIGHT RULES b. BWC Moderate: Increased bird activity populations in locations representing an increased potential for strike. Standard. (SPEC/ENR 1.3-1) c. BWC Low: Normal bird activity on or above the airfield with a low probability of hazard. Phase I represents low level of bird activity. (379 EOSS-OSAA/379 EOSS-OSAA FIL ) ROMANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BUCURESTI Flight Information Region which follows the country boundary of Romania. (SPEC/ENR 2.1-1) DIMENSIONAL UNITS - Primary SI Unit or Non-SI Alternative Unit. (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE - Standard. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. (SPEC/GEN 1.7-1) FM IMMUNITY - Standard. RVSM RULES - Standard. FLIGHT PLANNING 1. A flight plan shall be submitted prior to operating: (SPEC/ENR 1.3-1) a. any flight or portion thereof to be provided with air traffic control service; b. any flight across international borders. 2. To facilitate the provision of flight information, alerting and search and rescue services, it is recommended to submit a flight plan prior to operating any flight within class G airspace. 3. Except for repetitive flight plans, a flight plan shall be submitted at least 60 minutes prior to departure. For any flight which can be affected by ATFM measures, the flight plan shall be submitted at least 3 hours before the estimated off-block time (EOBT). For flights operated under the IFR or/and VFR, flight plans shall not be submitted more than 120 hours before the estimated off-block time of a flight. 4. For any IFR flight or IFR part of a VFR/IFR flight arriving, overflying or departing IFPZ, a flight plan shall be submitted,

242 3-174 RUSSIA directly or through the responsible ARO/Briefing serving the departure aerodrome, to IFPS. No flight plans shall be filed via the airspace of BUCURETI FIR deviating from the State restrictions defined within the Route Availability Document (RAD). This common European reference document contains all airspace utilization rules and availability for BUCURETI FIR / BUCURETI CTA and any reference to them shall be made via (SPEC/ENR THRU 10-2) ARRIVAL REPORT (CLOSING A FLIGHT PLAN) 1. A report of arrival shall be made 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, except when the arrival has been acknowledged by the local ATS unit. 2. After landing at an aerodrome which is not the destination aerodrome (diversionary landing), the local ATS unit shall be specifically informed accordingly. 3. When no air traffic services unit exists at the arrival aerodrome, the arrival report, shall be made as soon as practicable after landing and by the quickest means available to the nearest air traffic services unit. (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-8. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Romania conditional routes: UL140, UL601, UL620, UL746, UM747, UN743, UP159, UP193, UP727, UY572 RUSSIA NATIONAL PROCEDURES SEE AP/4 CHAPTER 3, RUSSIA. RWANDA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - The following rules and procedures apply to the territorial limits of Republic of Rwanda and the KIGALI FIR/UIR, from ground to FL245. All other altitudes fall under the DAR ES SALAAM FIR for which you should see Burundi. DIMENSIONAL UNITS - Blue Table, except altimeter settings in hectopascals. (SPEC/GEN 2.1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Standard. SAO TOME NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the BRAZZAVILLE FIR and the ACCRA FIR. See Cameroon for information related to BRAZZAVILLE FIR and see Benin for information related to the ACCRA FIR. SAUDI ARABIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - 1. The importation of alcoholic beverages or items manufactured from, or containing alcohol, is strictly prohibited. (SPEC/GEN 1.3-1) 2. Prior approval is required for the carriage of munitions of war, all classes of explosive and radioactive and material including those intended other than for medical purposes, to any destination in Saudi Arabia and/or overflying Saudi Arabia. (SPEC/GEN ) DIMENSIONAL UNITS - Altimeter setting in hectopascals. (SPEC/GEN 2.1-1) ALTIMETER SETTING PROCEDURES - Standard except: 1. TRANSITION ALTITUDE - A single common Transition Altitude of 13,000 is established for the relevant airspace. 2. TRANSITION ALTITUDE - A single common transition level of FL150 is established for the relevant airspace. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. (SPEC/ENR 1.7-1) POSITION REPORTING - Each enroute navaid is a CRP. Pilots reporting overhead any navaid transmitting status reports

243 SAUDI ARABIA may be requested by ATC to repeat the latest voice status alphanumeric in their position report. (SPEC/ENR 3.1-1) VISUAL FLIGHT RULES NIGHT VFR FLIGHTS - 1. VFR training exercises at night may be authorized by ATC at those aerodromes where aerodrome control service is provided, under the following conditions: a. The pilot in command holds a valid instrument flight rating and the aircraft is certified for Night/IFR flights. b. The aerodrome control tower is operating, a VFR flight plan for the exercise has been filed and received by the ATC unit. c. VMC conditions prevail and the official reported ceiling is at least 1000 feet above the immediate approach (procedure turn) altitude for the runway to be used. d. Reported visibility is 8 km or more. e. Operations will normally be conducted within the control zone/aerodrome traffic zone (except for certain portions of a local practice instrument approach, for example). f. The aircraft will remain in direct communication with the control tower. g. The aircraft will remain clear of clouds and within sight of the ground or water at all times. h. Clearance has been received from the ATC unit concerned. i. The flight will originate and terminate at the same aerodrome. 2. VFR flights are required to carry a functioning mode C SSR 4096 code transponder when operating in class C or class B airspace. (SPEC/ENR 1.2-1) MINIMUM HEIGHTS FOR VFR OPERATIONS - Aircraft operating on ATS routes above FL460 or below altitude 11,500 feet will be outside controlled airspace and therefore, will be provided with flight information service only. Since VFR is not permitted above FL150, the highest VFR level is altitude 12,500. (SPEC/ENR 1.7-2) INSTRUMENT FLIGHT RULES 1. IFR flights shall comply with the provisions of 3.6 of ICAO Annex 2 when operating in controlled airspace. (SPEC/AIP ENR 1.3-1) 2. Pilots of aircraft about to enter Jeddah FIR who have not received specific instructions from either the transferring ATC unit or a Saudi Arabian ATC unit concerning the transponder setting shall operate the transponder on the following appropriate Mode A/3 codes before entry and maintain that code setting unless otherwise instructed by ATC: a. controlled flights b. uncontrolled flights All flights departing airports or strips within Jeddah FIR, and do not have pre-allocated SSR Codes shall operate Mode A/3 Code 1100 prior to departure. (SPEC/ENR 1.6-2) RVSM RULES - RVSM shall be applicable in that volume of airspace within the Jeddah FIR between FL290 and FL410 inclusive. (SPEC/ENR 2.2-1) RNP REQUIREMENTS - 1. RNP 5 Routes a. Saudi Arabia RNAV-5 airspace is the designated RNAV-5 airspace between FL160 and FL460 inclusive which include all ATS routes in controlled airspace covering North, East, West, and South sectors. Except the ATS routes located East of 04700E and South of 2150N, where the base of RNAV-5 is established at FL255. b. RNAV equipped aircraft that operate within Saudi Arabian RNAV-5 airspace are required to meet RNAV-5 criteria as described in GEN 1.5. c. Non-RNAV equipped aircraft and RNAV equipped aircraft that are not certified to RNAV-5 may operate within Saudi Arabia RNAV-5 airspace only on published ATS routes delineated by ground-base navigation aids (today predominately VORs/DMEs). (SPEC/ENR 2.2-1) FLIGHT PLANNING SUPPLEMENTARY AIRPORT INFORMATION King Abdulaziz Intl (OEJN) Flocks of large birds fly across the aerodrome vicinity during the months of March to May and September to November. Wing span of some species exceed one meter. Pilots are requested to exercise extreme caution, particularly below 4500 feet AGL. (SPEC/OEJN-10) Prince Mohammad Bin Abdulaziz (OEMA) 1. Exercise caution due to bird concentration in the vicinity of the airport. 2. Pilots experiencing wind shear are requested to report the time and altitude in their post flight report to ATS. (SPEC/OEMA-7) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. No aircraft departing from aerodromes in Israel will be allowed to service, refuel, or land at any aerodrome within the territory of Saudi Arabia, nor will aircraft be cleared from any aerodrome in Saudi Arabia to any aerodrome in Israel. This

244 3-176 SENEGAL restriction also applies to aircraft wishing to overfly Saudi Arabia territory to or from aerodromes in Israel. (SPEC/GEN 1.2-1) 2. UNCOORDINATED FLIGHTS OVER THE RED SEA Uncoordinated flights operating over the Red Sea shall comply with the following procedures: a. Squawk SSR Code Mode A 2000 if no code was issued by the transferring authority and the aircraft will keep that code. b. RVSM compliant aircraft shall be in level flight and maintaining FL290 southbound and FL300 northbound. c. Non-RVSM compliant aircraft shall be in level flight and maintaining FL250 southbound and FL260 northbound. d. Communicate all flight details on the appropriate ACC frequencies. e. Flight details shall include: (1) Call Sign (2) Direction of Flight (3) Flight Level (4) Estimated times of crossing FIR boundaries and over or abeam reporting points along route of flight. f. Flight details shall be broadcast 10 minutes prior to crossing FIR boundaries and 5 minutes prior to passing compulsory reporting points. g. To reduce the risk of collision maintain a listening watch on appropriate ACC frequencies. (SPEC/ENR 1.1-6) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - 1. GENERAL - a. A main migration route exists along the western coastal plains of Saudi Arabia. A secondary route is from the north end of the Arabian Gulf through Central Saudi Arabia to the Southwest Arabian Peninsula/East Africa area. Migrating birds are geese, ducks and cranes during the months of March to May and September to November. Hawks in the mountainous areas and gulls in populated coastal areas are present year round. (SPEC/ENR 5.6-1) 2. AERODROMES - a. King Abdulaziz Intl airport: Flocks of large birds, geese, cranes, and ducks fly across the aerodrome vicinity during the months of March to May and September to November. Wing span of some species exceed one (1) meter. Pilots are requested to exercise extreme caution, particularly below 4500 FT AGL. Large number of Black Birds and Sea Gulls around Jeddah / King Abdulaziz International; pilots are requested to exercise caution during landing and take off. (SPEC/OEJN-13) b. Prince Mohammad Bin Abdulaziz airport: Bird strikes and bird concentration in the vicinity, use extreme caution. (SPEC/OEMA-7) c. Sharurah airport: Large population of black crows from 1 to 2 Kg, on average, exist during the period from 15 May to 31 August. Use extreme caution. (SPEC/OESH-5) ADDITIONAL INFORMATION 1. TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA) (CTAF): Aircraft operating in class G airspace (uncontrolled airspace) - Where there is no ATS unit to provide the necessary flight information service to aircraft, all aircraft must follow the TIBA procedures and broadcast relevant collision avoidance information to each other. Standard TIBA frequency is a. The TIBA procedures are as follows: (1) Maintain a continuous listening watch and broadcast the aircraft s position and intended movements prior to maneuvering the aircraft, as applicable; (2) Broadcast acknowledgement of any TIBA message received, and; (3) Prior to departure maintain a listening watch for at least five (5) minutes and broadcast taxi movements prior to maneuvering the aircraft; (4) Broadcast the aircraft position and intentions before crossing or entering a runway for takeoff and again before actually commencing the takeoff roll; (5) Broadcast when the aircraft is airborne and when it leaves the traffic pattern and when it leaves the Airport Traffic Zone; (6) Broadcast any other message considered necessary in the interests of safety. (SPEC/GEN 1.7-2) 2. FIRE RESCUE SERVICES (FRS) AT UNCONTROLLED AERODROMES. Aircraft arriving at, departing from or flying in the aerodrome traffic zone (ATZ) of an aerodrome without an air traffic control unit, shall follow the TIBA procedures and, if intending to land, contact the aerodrome fire rescue service unit on the published FRS frequency, not less than 15 minutes before landing and report the following: Aircraft ID and type; ETA. SENEGAL NATIONAL PROCEDURES (AIP/GEN 1.7-2) GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the DAKAR FIR/UIR, DAKAR OCEANIC FIR and the ABIDJAN SUB-FIR/UIR. DIMENSIONAL UNITS - ICAO Table except: 1. Vertical speed in feet per minute. 2. Altimeter setting is in hectopascals. (SPEC/ASECNA 0 GEN )

245 ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. RVSM RULES - Standard. SERBIA (SPEC/ASECNA 0 ENR ) POSITION REPORTING - Standard. Same as Regional Procedures VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. DAKAR FIR/UIR has implemented the ICAO Annex 11 airspace classification with the following exceptions: a. Class B, E not yet implemented. b. No avoidance advisories available in Class C and D airspace. c. 250 KIAS limit below FL100 not used. d. Two way radio required in for VFR and IFR flights Class D, F and G airspace. (SPEC/ASECNA 0 GEN ) 2. Flights will be at a minimum height of 50 meters above the surface and at a distance of at least 150 meters from a person or man-made object. 3. In DAKAR FIR/UIR, VFR flight is authorized with the following exceptions: a. VFR not authorized at night (15 minutes after SS to 15 minutes before SR) outside the Airport Traffic Area. b. Except for takeoff and landing, aircraft will fly at an altitude of at least 50 meters (170 ft)agl or above any natural obstruction and at least 150 meters (500 ft) from any permanent manmade obstruction. c. Minimum Flight visibility required: (1) Class F and G airspace below FL30 or 1000 ft AGL whichever is higher, 1 SM visibility. Helicopters may operate with 1/2 SM flight visibility. (2) Class A through G above FL 30 or 1000 ft AGL whichever is higher, 5 SM flight visibility required. d. VFR flight not authorized over FL150. (SPEC/ASECNA 0 ENR ) INSTRUMENT FLIGHT RULES 1. Dakar FIR/UIR has implemented the ICAO Annex 11 airspace classification with the following exceptions; a. Classes B, E not yet implemented. (SPEC/ASECNA AIP 0 GEN ) MINIMUM SAFE HEIGHTS - Except for takeoff and landing, the aircraft will fly at a height of at least 1500 ft above the highest obstruction within a 5 SM radius of their estimated position of the aircraft in flight. (SPEC/ASECNA 0 GEN ) RNP REQUIREMENTS - RNP10 shall be applicable in that volume of airspace between FL290 and FL410 within the EUR/SAM corridor. SERBIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BEOGRAD FIR/UIR. DIMENSIONAL UNITS - Non-SI alternative unit table. Altimeter settings in hectopascals. (GEN 2-1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Standard. INSTRUMENT FLIGHT RULES FLIGHTS - Standard. RVSM RULES - The airspace within the Beograd UIR between FL290 and FL410 inclusive is EUR RVSM airspace. (SPEC/ENR 1.8-1) ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC - In the airspace of Montenegro, for all turbine-powered aeroplanes with a maximum certified take-off weight exceeding 5700 KG or that are authorized to carry more than 19 passengers, with the exemption of unmanned aircraft systems, it is mandatory to be equipped with the collision avoidance logic 7.1 of ACAS II. All other aircraft which are equipped on a voluntary basis with ACAS II, are obliged to be equipped with collision avoidance logic 7.1. ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION 1. Foreign aircraft may operate only by prior permission, and flight must be carried out exclusively along the international airways, corridors and international airports. (SPEC/RAC 1-1-8)

246 3-178 SIERRA LEONE 2. Flights below 10,000 (3000 meters) are limited to 250 kt IAS without permission of flight control service. In aircraft control zones, IAS must not exceed 160 kt for piston aircraft or 200 kt for jet aircraft. The limits do not apply if the minimum safe speed is above the prescribed speed. (SPEC/RAC 1-1-9) SIERRA LEONE NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the ROBERTS FIR. See Guinea. SLOVAKIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BRATISLAVA Flight Information Region which approximates the country boundary of Slovakia. (SPEC/ENR 2.1-1) DIMENSIONAL UNITS - Primary SI Units except: MEASUREMENT OF 1. Distances used in navigation, position reporting, etc 2. Altitudes, elevations and height 3. Horizontal speed including wind speed ALTIMETER SETTING PROCEDURES - Transition altitude is 10,000' MSL. Transition level is established based on regional QNH, according to the following values: hpa - FL hpa - FL hpa - FL hpa - FL100 UNITS VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Kilometers, Nautical miles and tenths Feet and meters Kilometers per hour, knots and meters per second 4. Vertical speed Feet per minute 5. Visibility including runway visual range 6. Height of cloud base Feet Kilometers or meters 7. Local Time UTC+1 (Summer UTC+2) (SPEC/GEN 2.1-1) (ENR 1.7.2) Standard. VISUAL FLIGHT RULES (SPEC/ENR 1.2-1) ROUTE AND AREA RESTRICTIONS - A Visual Flight Rule Identification Zone 2.7 NM horizontally exists within the perimeter of the entire border of Slovakia. Flight inside the zone requires prior permission which must be obtained by telephone from the appropriate local ATC unit. The service of a translator is necessary because the local ATC units use Slovak language only. (SPEC/ENR 1.2-5) INSTRUMENT FLIGHT RULES FM IMMUNITY - 1. Within BRATISLAVA FIR only aircraft equipped with VHF FM broadcast immune airborne receivers complying with ICAO standards are allowed to operate. (SPEC/GEN 1.5) RVSM RULES - As specified in the ICAO EUR Regional Supplementary Procedures. ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC 1. Effective 1 January 2018 UFN, when conducting IFR flights, aircraft shall be equipped with VHF transmitter/receiver (frequency range from to MHz and 8.33 khz channel spacing) for radio communication with ATC units below FL195. a. The Air Traffic Services of the Slovak Republic intends to use the following for the handling of 8.33 khz non-equipped state aircraft within Bratislava FIR: (1) UHF frequencies for flights above FL195 (2) VHF 25 khz channel spaced frequencies for flights below FL195. b. In case a 8.33 khz non-equipped state aircraft plans to climb or descend in Bratislava FIR via FL 195 (including arrivals and departures from Slovak aerodromes), it has to be equipped with both types of radio equipment i.e. the UHF and also VHF band with 25 khz channel spacing. c. Capacity limits for the safe handling of 8.33 khz nonequipped state aircraft binding for all ATS units within Bratislava FIR is 1 (one) 8.33 khz non-equipped state aircraft at a time. As of 1st January 2018 state aircraft requesting ATS services and exceeding this limit may be delayed or be subject to further restrictions. d. For further information concerning the implementation of 8.33 khz channel spacing below FL 195 within Bratislava FIR you may contact: Air Traffic Services of the Slovak Republic, state enterprise Ivanská cesta Bratislava 216 Slovak Republic

247 SLOVENIA Tel.: +421/2/ ENROUTE (AIC A002/2017) FREE ROUTE AIRSPACE GENERAL INFORMATION - All upper airways (FL245-FL660) have been withdrawn. For flight planning purposes above FL245 consult the Route Availability Document (RAD), Appendix 4 - Enroute DCTs/General Limits. The RAD is available at: GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Slovakia conditional routes: P27, P182 BIRD/WILDLIFE HAZARD SLOVAKIA: Migrating and local bird flocks present some hazard year around to low flying aircraft. Bird activity that may result in increased hazards at airports is reported by NOTAM. The following airports have bird hazards of the type and intensity indicated: AIRPORT SPRING FALL BIRDS M. R. Stefanik Feb-May Aug-Oct Pigeon, Gull, Rook, (LZIB) Buzzard, Lapwing, Pheasant, Dove, Magpie Kosice (LZKZ) Piestany (LZPP) Sliac (LZSL) Tatry (LZTT) Mar-May Sep-Nov Pigeon, Rook, Buzzard, Birds of prey, Stork, Magpie and Swallows Feb-May Aug-Oct Rook, Lapwing, Water fowl, Daw Mar-May Aug-Oct Rook, Stork Mar-May Aug-Oct Types not listed SLOVENIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes LJUBLJANA FIR. The Directorate of Civil Aviation of the Republic of Slovenia exercise through Ministry of Transport is the responsible authority for the provision of the Air Traffic Services within LJUBLJANA FIR which encompasses all the airspace over the main land and territorial waters of Slovenia from ground up to FL660. The provision of Air Traffic Services is delegated to ACC WIEN (H24) within the following airspace covering the RNAV Routes L187, L604, M19, M167, M725, M859, P28, T23, Z495 within lateral limits: territory of the Republic of Slovenia east of the line: N ' E ' and N ' E ' and N ' E ' between FL125/FL660. (SPEC/GEN 3.3-1/ENR 3.3-1) DIMENSIONAL UNITS - Non-SI Alternative Unit. Altimeter settings in hectopascals. (SPEC/GEN 2.1) AIRSPACE STRUCTURE - Within the FIR, Ljubljana is divided into four Classes C,D, E, and G, which equate broadly with those recommended by ICAO. (SPEC/ENR 1.4-1) ALTIMETER SETTING PROCEDURES - Standard. (SPEC/ENR 1.7) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. VISUAL FLIGHT RULES DAY VFR FLIGHTS - All pilots must be able to fly according to Controlled Visual Flight Rules (CVFR). Normally aircraft flying VFR will not be cleared above FL125 Helicopters are permitted to operate in less than 1.5 km flight visibility if maneuvered at a speed that will give adequate opportunity to observe other traffic or any obstacle in time to avoid collision. a. VFR PROCEDURES FOR LJUBLJANA b. PROCEDURES FOR VFR FLIGHTS ENTERING TCA LJUBLJANA 1, LJUBLJANA 2 - VFR flights shall as soon as practicable establish radio contact with LJUBLJANA APPROACH before entering TCA LJUBLJANA 1, TCA LJUBLJANA 2. VFR flights shall not enter TCA LJUBLJANA 2 along Slovenian/Austrian border. To avoid TCA LJUBLJANA 1, TCA LJUBLJANA 2 "Recommended VFR route" be used. c. PROCEDURES FOR VFR FLIGHTS ENTERING LJUBLJANA CONTROL ZONE (1) Two-way radio communication required. Contact TOWER 5 minutes before reaching first reporting point. follows: (2) VFR flight shall enter LJUBLJANA Control Zone as REPORTING POINT LOCATION From Northeast NE N E From South S1 N E S2 N E S3 N E From West W1 N E W2 N E If communication failure occurs when outside of airspaces Class C and D, entry shall not be made, even if an entry clearance has already been received. If communication failure occurs when the aircraft is already within the airspace, the flight shall be continued in accordance with the clearance received. Code A 7600 shall be selected when practicable. For flights within CTRs and TMAs as published in AD 2, AD 3, AD 4 the respective regulations of these

248 3-180 SLOVENIA procedures apply. A VFR flight requesting to enter a CTR and experiencing communication failure, shall divert to an uncontrolled aerodrome, if no serious reasons make this unfeasible. If a diversion is not possible, the pilot-in-command shall observe the procedures in AD 2, AD 3, AD 4. (SPEC/ICAO ANNEX 2) 2. NIGHT VFR FLIGHTS - When conducting night VFR flights outside the traffic circuit of airports, a SSR transponder capable to respond MODE A interrogations with 4096 codes and Mode C interrogations with automatic pressure altitude reporting shall be carried. (SPEC/ENR 1.10) MINIMUM HEIGHTS FOR VFR OPERATIONS - 1. The following criteria applies for Class G airspace: At or below 900m AMSL or 300m GND (whichever is higher) a. 1.5 km Visibility b. Clear of clouds & in sight of ground or water. c. Change of Flight Rules from VFR to IFR INSTRUMENT FLIGHT RULES FM IMMUNITY - For IFR flights only aircraft equipped with VHF FM broadcast immune airborne receivers complying with ICAO standards are allowed to operate. (SPEC/GEN 1.5) RVSM RULES - The airspace within the FIR Ljubljana between FL290 and FL410 inclusive is EUR RVSM airspace. (SPEC/ENR 1.8-1) ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC - 1. When conducting IFR flights aircraft shall be equipped with: a. Two VHF transmitter/receivers (frequency range from to MHz and 25 khz channel spacing) for radio communication in the aeronautical mobile service with ATC units. For flights above FL195 these transmitter/receivers must be suitable for operation with 8.33 khz channel spacing in the above stated frequency range. Exemptions may be granted by Slovenian Air Navigation Services to non 8.33 khz equipped State aircraft, equipped with UHF. (1) From the 1st of January 2018 an operator shall not operate an aircraft in airspace where carriage of radio is required, unless the aircraft radio equipment has the 8.33 khz channel spacing capability. (AIC001/2017) b. Two receivers for the signals of VORs FM immunity compliant. Only one VOR receiver is acceptable if RNAV equipment according to bullet f. of this paragraph is available and operating independently from the VOR receiver. c. One automatic direction finder (ADF) covering the frequency range to khz, with a direction indicator and audio monitoring capability, insofar as this is prescribed for the use of approach/departure procedures. d. One secondary surveillance radar (SSR) transponder capable of replying to: - Mode A/C or Mode S for flights below FL245 - Mode S at FL245 and above e. One DME interrogator. f. RNAV equipment with at least RNP 5 navigation performance as far as the respective RNP for the specific airspace, the specific routing or the specific flight procedures is prescribed. g. An airborne collision avoidance system - ACAS II (at present the only compliant prescribed requirement is TCAS II - Version 7). (SPEC/GEN 1.5-1) FLIGHT PLANNING GENERAL AIR TRAFFIC - 1. A flight plan shall be submitted in accordance with ICAO Annex 2, Para and ICAO Doc. 4444, Appendix 2 prior to operating: a. Any IFR flight. b. Any VFR flight: (1) Departing from or destined to an aerodrome within a control zone. (2) Crossing TMA/CTR LJUBLJANA, TMA/CTR MARIBOR or TMA/CTR PORTOROĊ½. (3) Across the FIR boundary, i.e. international flights. 2. Permission is required for all aircraft entering Slovenian airspace. A flight plan shall be submitted at least one hour prior to departure time, except when Air Traffic Flow Management (ATFM) regulations are in force along the route to be flown. The following flights are exempted from ATFM slot allocation and shall include, in Item 18 of the flight plan form, the appropriate STS indicator: a. Flights in a state of emergency, including flights subject to unlawful interference; STS/EMER. b. Flights conducting search and rescue operations; STS/SAR. c. Flights carrying Head of State or equivalent status; STS/HEAD. d. Flights medical, specifically declared by the medical authorities; STS/ATFMEXEMPTAPPROVED. e. Flights for humanitarian reasons; STS/ATFMEXEMPTAPPROVED. f. Flights carrying person or persons on board on State business of such importance that the flight cannot accept any delay; STS/ATFMEXEMPTAPPROVED. Application for permission should be submitted to: Postal Address: Slovenia Control, Ltd.

249 AIS/ARO Ljubljana Zgornji Brnik 130a SI-4210 Brnik - Aerodrom SLOVENIA Telephone: (H24) (H24) Fax: (H24) AFTN: LJLJZPZX FILING FLIGHT PLANS (DAY/NIGHT) - 1. FLIGHT PLAN ADDRESSES a. Into or via LJUBLJANA FIR: (1) IFR / LJLAZQZX EUCBZMFP EUCHZMFP (2) VFR / LJLAZFZX b. Overflights of FIR above FL125: IFR / LOVVZQZX c. Overflights of TCA PORTOROZ: (1) IFR / LJLAZQZX LJPZZTZX (2) VFR / LJLAZFZX LJPZZTZX (SPEC/ENR 1.10) d. Flights entering FIR LJUBLJANA via ROTAR and ILB VOR/DME: IFR / LJLAZQZX LDZOZQZX e. Overflights of TCA MARIBOR 1, TCA MARIBOR 2: (1) IFR / LJLAZQZX LJMBZTZX (2) VFR / LJLAZFZX LJMBZTZX f. Flight movement messages relating to the VFR traffic into or via LJUBLJANA FIR shall additionally be addressed to control tower of aerodrome of destination, if applicable. (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. AIRWAYS/ROUTES a. All routes are RNAV routes. b. Position reports over all compulsory reporting points within ATS routes are mandatory. (SPEC/ENR thru ) GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. SOMALIA WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Slovenia conditional routes: UQ303, UQ310, UQ863 SOMALIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the MOGADISHU FIR/UIR including the territory of Somalia. DIMENSIONAL UNITS - Blue Table. ALTIMETER SETTING PROCEDURES - Same as Regional Procedures. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Same as Regional Procedures except: 1. Contact Mogadishu FIC on khz primary or khz secondary (days) and 5517 khz primary or khz secondary (nights) 10 minutes prior to estimated time of entry to Mogadishu FIR. (SPEC/NOTAM A0048/05) 2. Aircraft unable to make position reports direct to Mogadishu FIC should request ground stations or other aircraft to relay the information. (SPEC/NOTAM A0048/05) 3. Mogadishu FIR/UIR is an IATA in-flight broadcast area. Refer to the Flight Information Handbook for procedures. (AIP SUP 5/99) 4. Due to conflict between Ethiopia and Eritrea, southbound traffic entering Somalia is required to contact Mogadishu FIC 30 minutes prior to entry of FIR/UIR with forward estimate and revert to appropriate ATS frequency. (SPEC/NOTAM A ) 5. Aircraft landing at airfields without AFIS are to pass position reports to Mogadishu FIC prior to changing to unmanned aerodrome frequency MHz and transmitting blind position reports before landing. (SPEC/NOTAM A ) VISUAL FLIGHT RULES Same as Regional Procedures. INSTRUMENT FLIGHT RULES RVSM RULES -

250 3-182 SOUTH AFRICA 1. In effect from 0001 UTC on 25 September 2008, only RVSM approved aircraft and State aircraft will be cleared to operate in the Mogadishu FIR RVSM Airspace between FL290 and FL410 inclusive. Aircraft that are not RVSM approved will only be granted uninterrupted climb and descent through RVSM airspace subject to ATC. RVSM is 1000 ft vertical separation of aircraft operating between FL290 and FL RVSM in the Mogadishu FIR RVSM Airspace implemented in accordance with ICAO regional agreement. ICAO recommends that State authorities and operators use FAA interim Guidance 91-RVSM (as amended); Joint Airworthiness Authorities (JAA) Temporary Guidance Leaflet 6 (TGL 6 rev.1) or equivalent State documents as the basis for approving aircraft and operator programs for RVSM. The AFI Region established that the task of monitoring safety in conjunction with implementation of RVSM in the AFI Region be assigned to South Africa. Current information and RVSM approval documents, including revisions, can be found on the website maintained by the FAA, EUROCONTROL, SATMA, ICAO ESAF, ASECNA and individual State websites. Operators must obtain RVSM aircraft airworthiness and operation approval from the appropriate State authority. (SPEC/AIC 2/08) FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - 1. All flights operating to and from airfields in Somalia where AFIS is not provided are required to transmit blind their position on MHZ before takeoff and landing. (SPEC/NOTAM A0033/03) 2. All operators intending to operate to any airfield in Somalia are advised to verify the status of the airfield to which they intend to operate from ICAO office telephone /5 or /6/9 H24 daily. (SPEC/NOTAM A0038/03) 3. Mogadishu airfield is closed to all operations due to potential armed conflict. Safety of aircraft, personnel, and cargo cannot be assured. (SPEC/A0030/03) 4. Overflight requests to be addressed to Civil Aviation Caretaker Authority Somalia through fax and will be replied as follows: Mon-Thu between , Fri (SPEC/NOTAM A0018/05) FLIGHT HAZARDS 1. There is no operational Rescue Coordination Center within Mogadishu FIR. Aircraft in need of SAR or under emergency should notify ATS units of the nearest adjacent FIR. (SPEC/SUP 5/99) 2. Unauthorized stations operating on aviation frequencies in all bands in Somalia. ICAO authorized stations operating on approved frequencies in Somalia are: Berbera, Boroma, Bosaso, Hargeisa and Kalabeyed. (SPEC/NOTAM A0057/03) 1. Eastbound traffic restricted to FL330 only. Westbound traffic restricted to FL310 only. 2. All southbound TFC are required to call Mogadishu FIC 30 minutes before LUBAR or entering the Mogadishu FIR. (SPEC/NOTAM A0044/03) SOUTH AFRICA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry applies to all of South Africa served FIR (Cape Town and Johannesburg). In addition to South Africa, these FIR include LESOTHO and SWAZILAND. DIMENSIONAL UNITS - Blue Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. AIR TRAFFIC AT A CONTROLLED AERODROME - 1. All inbound aircraft to O R Tambo (Johannesburg), Lnaseria, Port Elizabeth, Bloemfontein, East London, Durban, Cape Town, airports not on a STAR, will comply with the following speed restrictions unless otherwise advised by ATC: a. Within 50 NM DME of Johannesburg/Port Elizabeth/Bloemfontein/East London/Durban/Cape Town: 250 KTS or less. b. Within 15 NM DME of Johannesburg/Port Elizabeth/Bloemfontein/East London/Durban/Cape Town: 210 KTS or less. c. Speed limit points (SLP) will be defined per STAR procedure. 2. In addition, all aircraft at or below FL100 will fly a speed not to exceed 250 KTS. If the speed is below minimum safe operating speed, the minimum safe operating speed will be flown and ATC will be advised. Unless for emergency pilots are not to request cancellation of speed restrictions. (SPEC/ENR 1.5) VISUAL FLIGHT RULES South Africa, Lesotho and Swaziland have implemented the ICAO Annex 11 airspace classifications. (SPEC/ENR 1.2) INSTRUMENT FLIGHT RULES UN303G ENROUTE 1. South Africa, Lesotho, and Swaziland have implemented the ICAO Annex 11 airspace classifications. (SPEC/ENR 1.3)

251 2. RVSM Rules. Standard. Implementation of RVSM rules effective 25 Sep 08. (SPEC/AIRAC AIP SUP S049/08) FLIGHT PLANNING 1. Durban: All ATS messages for flights entering the O R Tambo Intl (Johannesburg Intl -FAJS) East Sector must, in addition to the normal addresses as per ICAO Annex 10, be addressed to FADNYFYR. 2. CLOSING OF FLIGHT PLAN a. At airfields served by ATS, that ATS unit automatically closes the flight plan upon arrival. b. At airfields not served by ATS, a landing report shall be submitted by the quickest communications means available, to an air traffic service unit (ATSU) immediately before or after landing. c. Flight plans filed with an ATSU and not activated within one hour of the original estimated departure time will be cancelled and a new flight plan shall be filed. (SPEC/ENR 1.10) TERMINAL NOISE ABATEMENT PROCEDURES - Noise abatement procedures are in effect for the following airports, Bloemfontein (FABL), Cape Town Intl (FACT), Durban Intl (FADN), East London (FAEL), George (FAGG), Johannesburg Intl (FAJS), Port Elizabeth (FAPE) Wonderboom (FAWB) and Lanseria (FALA) Procedures apply to jet and turbo-jet aircraft. 1. Take-off to 1500 feet AGL a. Take-off power, Take-off flaps b. Climb at V to 20 kts or as limited by body angle. 2. At 1500 feet AGL, Reduce thrust to not less than climb power/thrust. NOTE: Dependent on aircraft type, takeoff power/thrust may be reduced at a lower altitude feet AGL to 3000 feet AGL, Continue climb at V to 20 kts. 4. At 3000 feet AGL, Accelerate smoothly to enroute climb speed with flap retraction on schedule. 5. No jet aircraft are to use intersection takeoffs at any airport within South Africa between 2000 and 0400Z. NOTE: These procedures can be disregarded if: at 3000' AGL, or when levelled off by ATC, or when levelled off by the Standard Instrument Departure (SID). (SPEC/ENR 1.5) SOUTH AFRICA SOUTH SUDAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Sudan services constitutes the major portion of KHARTOUM FIR. A small part of eastern Sudan lies within and is serviced by ADDIS ABABA FIR/UIR and ASMARA FIR. For information regarding operations in the ADDIS ABABA FIR, see Djibouti. For information regarding the ASMARA FIR, see Eritrea. DIMENSIONAL UNITS - Blue table, except altimeter settings in hectopascals. (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE - 1. Class E airspace not used within Khartoum FIR/UIR. (SPEC/ENR 1.4-3) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Same as Regional Procedures except: (SPEC/GEN 1.7-1) 1. No aircraft shall fly over congested areas of cities, towns or settlements, an open air assembly of persons, or over national parks, game reserves or bird sanctuaries within the Republic of the Sudan at a height of less than 1000 feet above the ground except so far as may be necessary when taking off, landing or in an emergency. 2. VFR at night (sunset-sunrise) not allowed unless specifically authorized by ATC. 3. VFR flights must operate at or below FL200 when within controlled, advisory or flight information airspace. 4. VFR flights must not exceed subsonic speeds. 5. VFR flights must make radio contract with ATC as follows: a. As soon as possible after departure. b. When destination is in sight. c. Every 30 minutes while enroute. d. If unable to establish contact with ATC, pilots should broadcast their reports. e. When changing frequency. (SPEC/ENR 1.2-2) INSTRUMENT FLIGHT RULES Same as Regional Procedures.

252 3-184 SPAIN RVSM RULES - Standard. Implmentation of RVSM rules effective 25 Sep 08. (SPEC/AIC 01/08) FLIGHT PLANNING GENERAL AIR TRAFFIC - 1. A flight plan should be submitted in person to AIS briefing unit at Khartoum airport, for other airports a flight plan should be submitted to the Aerodrome Control Tower or to the Aerodrome officer. A flight plan will not be accepted by telephone at a controlled aerodrome except for local and test flights and Sudan Air Force military flights on military necessity. (SPEC/GEN 1.7-2) 2. Flight plans of originating from Khartoum Intl are to be submitted at least 12 hours prior to departure. (SPEC/GEN 1-5) FILING FLIGHT PLANS (DAY/NIGHT) - 1. Flight plans shall be submitted in accordance with ICAO Annex 2, prior to operating any of the following IFR or VFR flights: a. All flights, except local and test flights within 50 nautical miles and Sudan Air Force flights. b. Submit flight plans at least 30 minutes prior to departure. (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. Airways/Air Routes a. Traffic entering Khartoum FIR from Kinshasa FIR proceed via Aripa CRP to JU NDB (report at JU NDB) then via UB527D. All flights contact Khartoum ACC/FIC 10 minutes prior to entering Khartoum FIR. b. Pilots should monitor frequency for inflight broadcasts. c. Traffic overflying Khartoum FIR/UIR inbound to Jeddah FIR should route from PSD-G660-BOGUM-NIAMEY. d. Traffic departing Jeddah FIR overflying Khartoum FIR/UIR should route H49-MAHDI-PSD. (SPEC/AIP 01 Nov 03) 2. Local Areas a. WAU - Traffic inbound to Wau shall maintain at or above 10,000 feet AGL until over Wau NDB. (SPEC/CL II NOTAM B012-91) b. Malakal - Traffic inbound to Malakal shall maintain at or above 10,000 feet AGL until over Malakal NDB. (SPEC/CL II NOTAM B010-91) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - Large birds are likely to be observed in the vicinity of all airports in the Sudan. Therefore, pilots are requested to maintain a look out and exercise caution while approaching to land and on taking off. (SPEC/GEN 1.6-1) SPAIN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes BARCELONA FIR/UIR and MADRID FIR/UIR. DIMENSIONAL UNITS - ICAO Table. ALTIMETER SETTING PROCEDURES - Standard AIRSPACE STRUCTURE - The airspace classification defined within Spanish FIR/UIR is: 1. Controlled airspace within Madrid, Barcelona and Canarias FIR/UIR: 2. TMA a. From FL195 up to FL460 is class C b. From FL150 up to FL195 is class E a. Madrid TMA (1) From its lower limit up to FL195, class A, except in sector TMAD-19A; class B (8000 ft. AMSL/FL150) and class A (FL150/FL195) and in sector TMAD-19B; class B (9500 ft. AMSL/FL150) and class A (FL150/FL195). From FL195 up to its upper limit, class C. b. Palma TMA (1) From its lower limit up to FL195, class A (2) From FL195 up to its upper limit, class C c. Almeria, Asturias, Bilbao, Galicia, Santander, TMA class D d. Sevilla and Zaragoza TMA (1) From its lower limit up to FL195, class D/E (2) From FL195 up to its upper limit, class C e. Barcelona TMA (1) From its lower limit up to FL195, class D/G (2) From FL195 up to its upper limit, class C f. Canarias TMA (1) From its lower limit up to FL145, class D/E

253 SPAIN (2) From FL145 up to FL195, class D (3) From FL195 up to its upper limit, class C g. Valencia TMA (1) From its lower limit up to FL195, class E (2) From FL195 up to its upper limit, class C Except area defined within the TMA with a different classification as specified in ENR CTA are class C above FL195; D below FL195 a. Except: (1) San Sebastian CTA, class E 4. CTR are class C above FL195; D below FL195 a. Except: (1) Gran Canaria and Tenerife Sur CTR, class C (2) Barcelona CTR, class D/E 5. ATZ are class D a. Except: (1) ATZ Menorca and Palma de Mallorca, class D below 984 ft. HGT, class A above 984 ft. HGT (2) ATZ Madrid-Barajas and Madrid/Getafe, class D below 1000 ft. HGT, and class A above 1000 ft. HGT (3) ATZ Gran Canaria and Tenerife Sur, class C (4) ATZ Cordoba and Teruel, class G 6. FIZ are class G 7. Airways are classified as follows: a. Class C: Airways within Canarias, Madrid and Barcelona FIR/UIR from FL195 up to FL460 b. Class E: Airways within Canarias, Madrid and Barcelona FIR from MEA up to FL195. Except: airways within an airspace of higher classification (A, B, C, or D) that will adopt the classification of the mentioned airspace. 8. Advisory routes are class F 9. Melilla corridor is class G 10. Airspace delegated to Mauritania is class D 11. Visual Corridors: a. If an ATC clearance is necessary to proceed on, then VFR corridors are Class B, C, or D depending on the ATS classification of the airspace where they are located. b. If an ATC clearance is not necessary to proceed on, then VFR corridors are Class E 12. Visual sectors are Class G. 13. All airspace within Madrid, Barcelona and Canarias FIR/UIR not included in the items above are Class G. 14. DANGEROUS AND RESTRICTED AREAS a. Regarding the provision of air traffic services, dangerous or restricted areas, TRA and TSA airspace: (1) is considered unclassified airspace during their period of activity, unless air traffic were authorized to use it; and (2) out of their period of activity, and when air traffic were authorized to use it during activity periods, they will have the same class as the airspace where they are located (SPEC/CIV AIP ENR 1.4-6/7) 15. NORTH ATLANTIC HIGH LEVEL AIRSPACE SPECIFICATIONS (NAT HLA) The airspace within the Santa Maria FIR between FL290 and FL410 inclusive, as described in ENR 2.1 is NAT HLA coincident with Santa Maria's RVSM Airspace. Any flight intending to fly across the Santa Maria FIR between FL290 and FL410 inclusive must have State Approval for both NAT HLA MNPS and RVSM. a. NAT HLA MNPS/RVSM State Approvals are mandatory. An ATC clearance by itself does not constitute approval to enter NAT HLA/RVSM Airspace. b. The pilot of the aircraft must advise Santa Maria OAC on initial contact of any in-flight deterioration in navigation capability. Also, if any deterioration in navigation capability occurs within the Santa Maria FIR, the pilot must advise Santa Maria OAC immediately. c. In accordance with the MNPS to PBN transition plan for the ICAO North Atlantic Region, with effect from 4 Feb 2016, the airspace formerly known as the "North Atlantic Minimum Navigation Specifications Airspace (MNPSA), was designated as the "North Atlantic High Level Airspace" (NAT HLA). d. ICAO Annex 6 allows for a "minimum navigation performance specification" to be regionally specified in Regional Supplementary Procedures DOC 7030, therefore, it has been determined to maintain reference to a "MNPS" in the NAT region within NAT DOC Thus, approvals initially issued to operate in the NAT MNPSA are referred to as "NAT MNPS" approvals, and approvals issued to operate in the NAT HLA are referred to as "NAT HLA MNPS" approvals. e. MNPS approvals granted before 4 Feb 2016 will continue to be valid for NAT HLA operations, however, those issued before 1 Jan 2015 and based on the "6.3NM" MNPS standard will no longer be accepted beyond January f. Traffic operating exclusively in airway UN741 (segment NELSO-ROSTA-NORED-EDUMO) is not subject to an Oceanic Clearance from Santa Maria OAC, thus no formal NAT HLA MNPS approval is required. g. More detailed information on NAT HLA and RVSM in the NAT region can be found in the NAT DOC.007 (North Atlantic Operations and Airspace Manual), available at (NAT Documents). (SPEC/MIL AIP ENR 1.1-5/6)

254 3-186 SPAIN FREE ROUTE AIRSPACE GENERAL PROCEDURES - 1. Area of Application The FRASAI airspace is located in the Northwest zone airspace of UIR Madrid (see ENR 2.1 and ENR 6). Free Route procedures are available H24 in FRASAI above FL245. FRASAI includes the airspace delegated by Lisboa ACC to Madrid ACC, where air traffic services are provided by Madrid ACC (see ENR 2.2). 2. Flight Procedures - General Within FRASAI airspace, operators will be able to plan their preferred paths using five-letter waypoint designators and/or radio navigation aids, and DCT instructions. FRASAI waypoints and en-route radio navigation aids are published in ENR 4.4 and ENR 4.1 respectively. All available DCT segments are published in RAD Appendix 4. See the following website location for additional details: ( ex.html) Within FRASAI, airspace significant points and radio navigation aids are considered FRASAI Entry (E), Exit (X), Intermediate (I), Arrival (A), Departure (D) or Arrival/Departure (AD) points, as described in ENR 4.4 and ENR 4.1 respectively. Traffic will be subject to the General Rules and Procedures (see ENR 1.1), equipment requirements, RAD utilization requirements, and Letters of Agreement between neighboring ACCs. 3. Overflying Traffic Overflying traffic should plan within FRASAI airspace from Entry point (E) to Intermediate point (I) or Exit point (X), and from Intermediate point (I) to Exit point (X) when necessary, in accordance with the FRASAI DCT availability list published in RAD Appendix 4. ways: a. Access to/from terminal areas within FRASAI (1) Arriving traffic should plan in one of the following (a) If the Arrival (A) or Arrival/Departure point (AD) of the aerodrome is the initial point of a STAR, then the route will start at the FRASAI Entry point (E) and will end at the Arrival (A) or Arrival/Departure (AD) point through the use of one or more of the allowed DCT segments. point) 1. E.g.: XXXXX (E) - DCT- ZZZZZ (A) (STAR initial 2. XXXXX (E) -DCT- YYYYY (I) - DCT ZZZZZ (AD) (STAR initial point) (b) If the Arrival (A) or Arrival/Departure point (AD) of the aerodrome is NOT the initial point of a STAR, then the route will start at the FRASAI Entry point (E), will proceed to the Arrival (A) or Arrival/Departure point (AD) through the use of one or more of the allowed DCT segments, and will end at the STAR initial point through the use of the corresponding lower airspace airway designator. In these cases, the Arrival (A) or Arrival/Departure (AD) point belongs to the FRASAI and to a lower airspace airway. 1. E.g.: XXXXX (E) - DCT- YYYYY (A) - AWY- ZZZZZ (STAR initial point) 2. XXXXX (E) - DCT - WWWWW (I) - DCT - YYYYY (A) - AWY - ZZZZZ (STAR initial point) ways: (2) Departing traffic should plan in one of the following (a) If the Departure (D) or Arrival/Departure point (AD) of the aerodrome is the final point of a SID, then the route will start at the Departure (D) or Arrival/Departure (AD) point and will end at the FRASAI Exit point (X) through the use of one or more of the allowed DCT segments. (X) DCT ZZZZZ (X) 1. E.g.: (SID final point) XXXXX (D) - DCT- ZZZZZ 2. (SID final point) XXXXX (D) - DCT - YYYYY (I) - (b) If the Departure (D) or Arrival/Departure point (AD) of the aerodrome is NOT the final point of a SID, then the route will start at the SID final point, and through the use of the corresponding lower airspace airway designator, will proceed to the Departure (D) or Arrival/Departure point (AD), and through the use of one or more of the allowed DCT segments, will end at the FRASAI Exit point (X). In these cases, the Departure (D) or Arrival/Departure (AD) point belongs to the FRASAI and to a lower airspace airway. 1. E.g.: (SID final point) XXXXX - AWY- YYYYY (D) - DCT - ZZZZZ (X) 2. (SID final point) XXXXX - AWY- YYYYY (D) - DCT - WWWWW (I) - DCT ZZZZZ (X) 4. Cross-Border Application Flight planning within the FRASAI area will comply with adjacent ATS route network, its orientation and FRASAI point definition. Flight plans with DCT keyword across the FRASAI borders (crossborder DCT) shall not be allowed. Entry and/or exit from FRASAI must be planned only over the entry and exit points published. Following IFPS procedures, a DCT segment, which starts in one ACC and ends in another ACC that does not belong to the same ANSP, is NOT permitted. 5. Airspace Reservation - Special Areas When not available for general air traffic operations, aircraft operators will plan their trajectory around segregated airspace (see ENR 1.9, ENR 5.1 and ENR 5.2), by using the relevant DCTs published in RAD Appendix 4 for this purpose. Occasionally, tactical radar vectoring might be applied in order to ensure an additional safety margin between published segregated airspace boundaries and aircraft paths. In the case where there is no availability to cross segregated areas, the average flight extension to be considered by aircraft operators is approximately 5 NM, or in exceptional situations, up to 15 NM. 6. Route Network in FRASAI There is no route network within FRASAI. The existing routes have been withdrawn and replaced by DCT segments, as published in RAD Appendix Speed and Level Changes For speed and level changes inside FRASAI, under FPL Item 15, a significant point and/or radio navigation aid may be used. Coordinates are not accepted. 8. Flight Level Orientation

255 SPAIN In terms of flight plan submission, flight level orientation (ODD/EVEN) within FRASAI is specified for each DCT segment in RAD Appendix Contingency In case of contingency, the Contingency Plan of Madrid ACC will be applied, as defined in ENR 2.3. (SPEC/CIV AIP ENR 1.3-4/6) AIR TRAFFIC FLOW MANAGEMENT AND AIRSPACE MANAGEMENT (ATFM) - Eurocontrol has created a single ATFM central unit within the International Civil Aviation Organization (ICAO) EUR region, in charge of planning, coordinating and executing ATFM measures, taking into account the recommendations by the ICAO to improve the utilization of ATC and the airspace capacity. State members of the European Civil Aviation Conference (ECAC) have decided to centralize this activity in the European Air Traffic Management Network (EATMN, Regulation (EU) No 255/2010 of the Commission of 25 March 2010). EATMN address: Directorate Network Management (DNM) Rue de la Fusee, 96 B-1130 Brussels (Belgium) AFTN: EUCHCEUW SITA: BRUEC7X TEL: FAX: = Network Manager Operations Centre (NMOC) TEL: FAX: Hours of operation: H24 Airspace Management Cell (AMC Spain) It is a national civil/military joint unit that daily manages (in pretactical phase) the temporary allocation of airspace according to users requirements (ACC, FMP, military areas manager units and other accredited agencies.) The day before, operations prepares the "Airspace Utilization Plan (AUP)". AMC Spain address: CENTRO DE CONTROL DE TRANSITO AEREO APARTADO DE CORREOS 197 Ctra. De la Base s/n Torrejon de Ardoz Madrid (ESPANA) AFTN: LEANZDZX SITA: MADFUA Phone numbers: Civil component TEL: /801 FAX: Hours of operation: (LT) Military component TEL: FAX: Military networks ACTM: RPV: FAX: Hours of operation: (LT) Mon-Fri. Air Traffic Management Central Unit (UCATM) The ATM Central Unit has the following duties: 1. Related to ATFM: a. Management and coordination of the activities relating to strategical phase coordinating with the appropriate national and international institutions (ICAO, NM, ACC, etc.) b. Supervision of pre-tactical and tactical activities c. National centralization of FMP tasks when these are not operative or whenever it is so decided d. Acting as crisis cell when exceptional situations affect air traffic e. Advice to users (AO/ATS) concerning Flow Control Management 2. Related to FUA: a. Management of the civil part of the AMC (Airspace Management Cell) UCATM address: CENTRO DE CONTROL DE TRANSITO AEREO APARTADO DE CORREOS 197 Ctra. De la Base s/n Torrejon de Ardoz Madrid (ESPANA) AFTN: LEANZDZX SITA: MADFUYA TEL: / FAX: Hours of operation: H24 (SPEC/CIV AIP ENR 1.9-2) The NM promulgates information regarding ATFM measures through: a. The route availability document (RAD) or the Standard Routings Scheme (SRS). b. The ATFM notification message (ANM) c. The ATFM information message (AIM) Route Availability Document (RAD) and Standard Routing Scheme (SRS) The RAD and SRS are strategically planned routing systems designed to make the most effective use of ATC capability. The routing scheme and the route availability is coordinated with the States of the NMD area of influence, and later distributed to States for promulgation at the local level. The updated information, both temporary and permanent, on the availability of all routes, and can be found for consultation by operators and users at the following Eurocontrol NOP Portal website: c/index.html ATS Route availability will be published through EAUP on the EUROCONTROL NOP portal. It will not be published by NOTAM. AIS-ESPANA will notify by NOTAM the modifications the route availability may undergo, subsequent to its publication on the website of Eurocontrol (NOP Portal), publishing solely those affecting Spanish airspace. Furthermore, in order to obtain the most recent updated information, operators and users are strongly urged to: a. Consult AIM in force and the latest ANM b. Contact the NM or the UCATM, and c. Consult NOTAMs in force (SPEC/CIV AIP ENR 1.9-2/3) VERTICAL SEPARATION - Semicircular. ADJUSTMENT OF VERTICAL SPEED IN MADRID TMA

256 3-188 SPAIN Aircraft in transit shall adjust their vertical speed when approaching to the assigned altitude or flight level. Vertical speed shall be reduced to 1500 FPM when approaching to a vertical distance of 1000 ft above or below the assigned altitude or flight level. POSITION REPORTING - Standard. AIRCRAFT EQUIPMENT - Aircraft shall be equipped with instruments and navigation equipment adequate to the route to be flown, and they shall comply with the applicable legislation on air operators. 1. Transponder Mandatory Zone (TMZ) a. All flights operating in airspace designated by the competent authority as a Transponder Mandatory Zone (TMZ) shall carry and operate SSR transponders capable of operating on Modes A and C or on Mode S, unless in compliance with alternative provisions prescribed for that particular airspace by the ANSP. Airspace designated as radio mandatory zone and/or transponder mandatory zone, shall be duly promulgated in the aeronautical information publications. (SPEC/CIV AIP ENR 1.4-5) 2. SECONDARY SURVEILLANCE RADAR (SSR) a. Use of the Transponder (1) With the exceptions that the Dirección General de Aviación Civil can concede, the use of the SSR transponder is mandatory for all aircraft that are airborne: (a) Inside the FIR/UIR Madrid, Barcelona and Canary Islands at FL200 or above (b) Inside the Terminal Control Areas of Madrid, Zaragoza, Sevilla, Barcelona, Palma de Mallorca, Valencia with their delegated airspace (see ENR 2.2) and Canary Islands at whatever level (c) Inside the zones that are declared for mandatory use of the transponder (TMZ) b. The SSR transponders must have, at least, the A/3 Mode and have the capacity for 4096 response codes, except for those cases that have been specifically authorized that must have the capacity for 64 response codes. The pilots will turn on their SSR transponders and will select the modes and codes complying with the ATC instructions, and in particular the automatic transmission of altitude of pressure device in Mode C if it has it, and they will keep them this way until they are told otherwise. c. Pilots of aircraft that are about to enter in the FIR/UIR Madrid, Barcelona and Canary Islands, and have not received specific instructions from the ATC regarding the SSR transponder adjustment, will turn it on before entering and until they are told otherwise in the following modes and codes: (1) Controlled flights: Mode A/3, code 20 (or 2000) and the automatic transmission of altitude of pressure device in Mode C, if they have it. (2) Non controlled flights: Mode A/3, code 70 (or 7000) and the automatic transmission of altitude of pressure device in Mode C, if they have it. d. Code Assignation System (1) The ATC units will assign the SSR codes according to the "European Management Plan of SSR codes" of OACI and to the most updated version of the SSR Code Assignment List (CAL) provided by the Network Manager Directorate. (SPEC/CIV AIP ENR 1.6-7/8) FLIGHT LEVELS - VISUAL FLIGHT RULES 1. VFR flights shall not be operated: a. At transonic or supersonic speeds, unless cleared by the Competent Authority b. Above flight level 195. Exceptions to this request are the following: (1) A reserved airspace where the VFR flights may be permitted has been stablished by the Spanish State, when being possible, or (2) The airspace up to FL285, inclusive, when the responsible ATS unit has authorized VFR traffic within the provided airspace and according to the authorization procedures adopted by the Spanish State and published in the concerned Aeronautical Information Publication (AIP). 2. Clearance for VFR flights to operate above FL285 shall not be granted where a vertical separation minimum of 300 m (1000 ft.) is applied above FL290. Except where otherwise indicated in air traffic control clearances or specified by the competent authority, VFR flights in level cruising flight when operated above 900 m (3000 ft.) from the ground or water, or a higher datum as specified by the competent authority, shall be conducted at a cruising level appropriate to the track as specified in the table of cruising levels in ENR 1.7. (SPEC/CIV AIP ENR 1.2-9) 3. Military Night Flights a. Military OVFR flights, between sunset and sunrise, may be carried out in visual flight conditions, provided that: (1) at the departure and arrival aerodromes, and in their vicinities, the ceilings are more than 450 m (1500 ft.) and the ground visibilities are more than 5 km, and (2) along the route and within the operation area the meteorological conditions are CAVOK. (SPEC/CIV AIP ENR 1.2-5) INSTRUMENT FLIGHT RULES Spain has implemented the ICAO Annex 11 airspace classification. General Area classifications are identified under Visual Flight Rules. EUR RVSM AIRSPACE RULES - 1. The airspace in Spain between FL290 and FL410 inclusive is EUR RVSM airspace. Lateral limits: a. Madrid UIR: all airspace b. Barcelona UIR: all airspace

257 SPAIN c. Canarias UIR: all airspace 2. RVSM Transition Airspace Between FL290 and FL410 is inclusive. a. Madrid UIR: N45 00'00" W013 00'00" to N45 00'00" W008 00'00" to N44 20'00" W004 00'00" to N43 35'00" W001 47'00" to N43 23'00" W001 47'00" by the meridian W007 23'00" following the Portuguese-Spanish border up to the NW edge on the Atlantic coast up to N42 00'00" W010 00'00" to N43 00'00" W013 00'00" to N45 00'00" W013 00'00" (the beginning). b. The RVSM airspace in the part of the Canarias UIR that belongs to the EUR/SAM Corridor is defined as follows: (1) Vertical limits: FL290 and FL410 inclusive (2) Lateral limits: all airspace delimited by the following coordinates and geographical limits: (a) N W ; following Lisbon FIR; NELSO; N W ; TENKO; N W ; EDUMO; TENPA; IPERA; GUNET; N W ; N W ; BIPET; LIMAL; APASO; N W ; N W ; N W (the beginning). (SPEC/CIV AIP ENR ) RVSM RULES - 1. The airspace in Spain between FL290 and FL410 inclusive is EUR RVSM airspace. Lateral limits: a. Madrid UIR: All airspace. b. Barcelona UIR: All airspace. c. Canarias UIR: All airspace. 2. RVSM Transition Airspace: Between FL290 and FL410 inclusive. a. Madrid UIR: N W to N W to N W to N W to N W to N W to beginning. b. The RVSM airspace in that part of Canarias UIR that belongs to the EUR/SAM Corridor is defined as follows: Between FL290 and FL410 inclusive. From N W , follow Lisboa UIR boundary to NELSO to N W TENKO to N W to N W to N W to EDUMO to TENPA to IPERA to GUNET to N W to N W to BIPET to LIMAL to APASO to N W to N W to beginning. (SPEC/ENR , 23) OPERATIONAL AIR TRAFFIC GENERAL/COUNTRY - 1. Operational Air Traffic (CAO) are military traffic which, due to their mission, do not operate according to the Reglamento de Circulación Aérea (RCA), but according to the Reglamento de la Circulación Aérea Operativa (RCAO). Air traffic of CAO are: - Military aircraft traffic, independent of type or nationality a. From/to Spanish aerodromes, aircraft carrier boats or ships with air force capability to a working area, or between different working areas, fire zones, restricted and dangerous areas, exercise zones, etc., or between military aerodromes or Air Bases. b. From/to Spanish aerodromes, aircraft carrier boats or ships with air force capability to an operation area which is in tenseness, crisis or war situations. - Spanish military air traffic: a. In air police missions or air defense exercises, during a peace period. b. In air defense active missions, during a peace period and in tenseness, crisis or war situations. c. Exceptionally, non-military aircraft traffic which carry out certain actions related to the National Defense and due to confidentiality reasons, do no operate in accordance with the RCA. (SPEC/ENR 1.1-2) FLIGHT PLANNING RESTRICTIONS RELATED TO FLIGHT PLAN The State aircraft with origin/destination Gibraltar AD are not allowed to include any aerodrome located in Spanish territory as alternative aerodrome in the flight plan. Compliance with Schengen agreement (see GEN 1.3) does not exempt one from submitting a flight plan when crossing international borders. (SPEC/CIV AIP ENR ) ADHERENCE TO THE ROUTE AVAILABILITY DOCUMENT (RAD) No flight plan shall be filed via the airspace of any Spanish ACC/UAC deviating from the State restrictions defined within the Route Availability Document (RAD). This common European reference document contains all airspace utilization rules and availability for all Spanish ACC/UAC and any reference to it shall be made via: (SPEC/CIV AIP ENR ) OPERATIONAL AIR TRAFFIC All military aircraft should request military ATC services when flying under Spanish military control in the Madrid and Barcelona FIRs/UIRs. Include OAT (Operational Air Traffic) in Block 15 of the flight plan, followed by route of flight through Spain. The request for OAT in any other portion of the flight plan will not be recognized. Failure to request OAT will result in delays in the terminal area due to transfers between civilian and military ATC services and potential holding. CLEARANCE INFORMATION 1. Clearances issued by air traffic control units shall provide separation: a. between IFR flights and special VFR flights b. between special VFR flights unless otherwise prescribed by the competent authority

258 3-190 SPAIN c. Except that, when requested by the pilot of an aircraft and agreed by the pilot of the other aircraft and if so prescribed by the competent authority for the cases listed above in airspace classes D and E, a flight may be cleared subject to maintaining its own separation in respect of a specific portion of the flight below 3050 m (10000 ft) during climb or descent, during daytime in visual meteorological conditions. (SPEC/CIV AIP ENR 1.2-5) RVSM AIRSPACE TRANSITIONS IN SPAIN S FIRs/UIRs 1. CANARIAS The RVSM airspace in the part of the Canarias UIR that belongs to the EUR/SAM Corridor is defined as follows: a. Vertical limits: FL290 and FL140 both included b. Lateral limits: all airspace delimited by the following coordinates and geographical limits: N W ; following Lisbon FIR; NELSO; N W ; TENKO; N W ; N W ; N W ; EDUMO; TENPA; IPERA; GUNET; N W ; N W ; BIPET; LIMAL; APASO; N W ; N W ; N W (SPEC/CIV AIP ENR 2.1-7) 2. TORREJON By agreement between Madrid ACC and Torrejon APP, air traffic service is provided by Torrejon APP within the airspace defined by the five sectors below: a. SECTOR (A) lateral limits: N W ; N W ; arc 9.5 DME TJZ up to N W ; N W ; N W ; N W ; N W Vertical limits: 5000 ft. AMSL/SFC. b. SECTOR (B) lateral limits: N W ; N W ; N W ; N W ; N W ; N W ; arc 9.5 DME TJZ up to N W Vertical limits: North configuration ft. AMSL/SFC. South configuration ft. AMSL/SFC. c. SECTOR (C) lateral limits: N W ; N W ; N W ; N W ; arc 9.5 DME TJZ up to N W Vertical limits: North configuration ft. AMSL/SFC. South configuration ft. AMSL/SFC. d. SECTOR (D) lateral limits: N W ; N W ; N W ; N W ; N W Vertical limits: 7000 ft. AMSL/1000 FT. AGL. e. SECTOR (E) lateral limits: N W ; N W ; N W ; arc 48 DME TJZ up to N W ; N W ; N W ; N W Vertical limits: 9000 ft. AMSL/1000FT. AGL. (SPEC/CIV AIP ENR 2.2-6) 3. MORON By agreement between Sevill ACC and Moron TWR, the air traffic service will be provided by Moron TWR within the airspace defined by: a. SECTOR (A) lateral limits: N W ; N W ; N W ; N W ; N W Vertical limits: 6000 ft. AMSL/SFC. Airspace classification: D. b. SECTOR (B) lateral limits: N W ; N W ; N W ; N W ; N W Vertical limits: FL80/SFC. Airspace classification: D. c. SECTOR (C) lateral limits: N W ; N W ; N W ; N W ; N W Vertical limits: 4000 ft. AMSL/SFC. Airspace classification: D. d. SECTOR (E) lateral limits: N W ; N W ; N W ; N W ; N W Vertical limits: 3000 ft. AMSL/SFC. Airspace classification: D. e. SECTOR (F) lateral limits: Between N W and N W an arc of 10.6 NM radius centered on VOR/DME MRN is defined. Vertical limits 4000 ft. AMSL/SFC. Airspace classification: D. f. SECTOR (G) lateral limits: N W ; N W ; N W ; N W Vertical limits: 3000 ft. AMSL/SFC. Airspace classification: D. g. SECTOR (H) lateral limits: N W ; N W ; N W ; N W ; N W Vertical limits: 3000 ft. AMSL/SFC. Airspace classification: D. h. SECTOR (I) lateral limits: N W ; N W ; N W ; N W ; N W Vertical limits: 4000 ft. AMSL/SFC. Airspace classification: D. (SPEC CIV/AIP ENR 2.2-8) 4. ROTA By agreement between Sevilla ACC and Rota TWR, the air traffic service will be provided by Rota TWR within: a. The airspace coincident geographically with Rota CTR and, b. The area defined by the following lateral limits: (1) Circle radius 15 NM centered on ARP of Rota AD, excluding the following areas: Jerez CTR, LED90, LED128 (when it is active from sea level) and LER154. (2) Vertical limits: 4000 ft. MSL/1000 ft. SFC. The operational hours of this delegation will be H24. It will be activated on request of Rota TWR, subject to prior coordination with SEVILLA ACC and will be announced a minimum of 5 minutes in advance, during that period that is necessary to carry out radar operations (PAR/ASR). (SPEC CIV/AIP ENR ) 5. PALMA DE MALLORCA By agreement between Palma APP and Palma TWR, the VFR air traffic service in the airspace within PALMA DE MALLORCA CTR for aircraft intending to enter PALMA ATZ, will be provided by Palma TWR in the area defined by: a. Lateral limits: the point SA, SE and SW, excluding PALMA ATZ, these being: (1) SA: N E (2) SE: N E (3) SW: N E b. Vertical limits: 1000 ft./sfc (SPEC CIV/AIP ENR )

259 SUPPLEMENTARY AIRPORT INFORMATION Moron AB (LEMO) 1. CAUTION a. BIRD ALERT - The Donana Wildlife Refuge is approximately 20 NM west of Moron AB along the Quadalquivir River. This refuge contains both migratory and non-migratory birds of almost every species. The preserve is bounded by LER-25. Flight below 6000 feet in this area is prohibited. Bird strike potential around Moron AB could increase during seeding and harvest seasons. Several species of birds inhabit the area create a high potential of aircraft strikes occurring; of particular concern are the storks, hawks and waterfowl. Expect increased bird activity during Phase II (1 January - 28 February). Phase I (low activity) is active the remainder of the year. (496 ABS-OSAM/496 ABS-OSAM FIL ) Bird Watch Condition Codes are: (1) LOW - Normal bird activity on and above the airfield with low probability of hazard. (2) MODERATE - Concentration of birds observable in locations which represent a probable hazard to safe flying operations. This condition requires increased vigilance by all agencies and extreme caution by aircrews. (3) SEVERE - Heavy concentration of birds on or immediately above the active runway or other specific locations that represent an immediate hazard to safe flying operations. Aircrews must thoroughly evaluate mission need before conducting operations or operating in areas under SEVERE. b. The following direction is provided to aircrews operating in the Moron AB terminal area based on existing bird watch condition codes: (1) LOW - Continue with normal operations. (2) MODERATE - Touch and go/low approaches will be limited to the minimum number required for specific training only. Pilots will be particularly cognizant of bird activity when on final approach and will initiate a go around, immediately, if a bird strike is imminent. (3) SEVERE - Only full stop landings are permitted. The decision to divert, hold or delay will rest with the commander based upon the Standard Operating Procedure for the particular aircraft, and the 496 ABS/CC instruction. NOTE: More restricted measures may be in effect if implemented by the 496 ABS/CC or by the deployed squadron commander. NOTE: Due to an increase in bird activity +/- 1 hour of sunrise/sunset, Moron AB will declare bird watch condition moderate for all DoD aircraft. (496 ABS-OSAM/496 ABS-OSAM FIL ) 2. TAXI RESTRICTIONS a. DoD heavy aircraft are restricted from making a right turn on to the runway from Taxiway Charlie or left turn on to Taxiway Charlie from the runway. b. DoD heavy aircraft are restricted from making a left turn on to the runway from Taxiway Bravo or right turn on to Taxiway Bravo from the runway. SPAIN c. DoD aircraft prohibited on Taxiways C1, C2 (except for approved engine runs), C3, C4, C5, and C6. (496 ABS-OSAM/496 ABS-OSAM FIL ) 3. NOISE ABATEMENT a. Aircraft departing RWY 02 shall fly heading 009. Upon reaching 3000 or at 6NM, resume the departure procedure or follow ATC instructions. When departing RWY 20 aircraft shall fly a heading of 219. When reaching 3000 or 6NM, resume the departure procedure or follow ATC instructions. 4. AIRFIELD RESTRICTIONS a. Moron AB USAF fire department is designated as NFPA Cat 8, and operates at the Reduced Level of Service for C5, E4, KC- 10, VC-25 aircraft; will be supplemented by Spanish AF. (496 ABS-OSAA/496 ABS-OSAA FIL ) FLIGHT HAZARDS HIGH MIDAIR COLLISION POTENTIAL AREA - 1. TORREJON (LETO) - CAUTION due to the close proximity of Barajas Intl Airport (LEMD). Most critical are Runway 23 departure routing and Runway 5 arrivals. Aircraft circling to Runway 5 are required to turn a base leg that remains within 1.5 NM of the threshold. The circling technical standard for Category D aircraft is 2.3 NM from threshold. Aircraft unable to meet the 1.5 NM base leg turn must advise Approach Control/GCA on initial contact. Follow-up your request with the Control Tower and expect Approval/disapproval based on Barajas Intl Airport (LEMD) Runway 33 final approach traffic. Follow ATC departure and routing instructions explicitly. 2. ADVERSE WEATHER CONDITIONS - Weather conditions, especially during winter months and in thunderstorm areas, are unpredictable. Environmental conditions are such that unforecasted and unexpected weather phenomena can close any of the bases in a matter of minutes. Torrejon (LETO) and Zaragoza (LEZG) are suitable alternate airports for each other as are Rota (LERT) and Morón (LEMO) during published airfield hours of operation. Refer to FLIP Enroute Supplement for operational times and telephone numbers. 3. UHF air to ground communication is limited in some areas and aircrews cannot expect to always receive pertinent weather and airport information in a timely manner. The communication problem also affects ATC information. Changes to the ETA are sometimes not received. This, coupled with deteriorating weather conditions, may result in ATC delays. (USAFE ATCLO MORON/USAF FIL 01-85) ENROUTE The Spanish government does not allow aircraft with armaments and nuclear material to overfly Spanish territory. (SPEC/GEN 1.2-2) GENERAL CDR INFORMATION 1. Conditional Routes (CDRs) are non-permanent ATS routes or portions thereof, which can be planned and used only under certain specified conditions within the periods of time published in the description of the Conditional Route.

260 3-192 SPAIN 2. Each CDR is associated with an alternative route. The exception arises when an ATS route condition affects exclusively the specific block of flight levels and others are considered normal. CDRs are divided into three categories according to their foreseen availability in flight plans: a. CDR 1 These are established at strategic phase (Level 1). They are permanently plannable, that is, a CDR1 could be included in flight plans (RPL and FPL). Any foreseen periods of nonavailability of a CDR1 are published daily in AUP and European AUP/UUP. The relevant RPL shall be cancelled for the flight concerned, and an individual FPL shall be submitted including in Item 15, the alternative route for the unavailable CDR1. In the event of an unavailability at short notice of a CDR1, flights will be instructed by ATC to use alternative routes in tactical phase. b. CDR 2 These are managed at pretactical phase (Level 2). They are non-permanently plannable. CDR2 can only be included in FPL according to the conditions published daily, the day before operations, through the European AUP/UUP. c. CDR 3 These are managed at a tactical phrase (Level 3). They are not plannable in flight plans. They are only used subject to ATC clearance, and after civil-military coordination. 3. CDRs cross Temporary Segregated Areas (TSA) or Manageable Danger and Restricted Areas. The periods of time during which those routes or segments are classified as CDR 2 or CDR 3 must match the periods of activity for the zones they cross. A single segment of an ATS route can be Conditional 1, 2 or 3 at different periods of time. (SPEC CIV/AIP ENR ) WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Spain conditional routes: A44, B47, Z227, UL45, UL58, UL82, UL150, UM30, UM445, UM744, UN857, UN860, UN871, UT245, UT249, UT252, UT257, UT312, UZ180 TERMINAL TERMINAL AREA PROCEDURES - TCA RESTRICTIONS 1. BARCELONA TCA a. Within the Barcelona TMA, unless otherwise advised by ATC, speed adjustment under radar control on departures and arrivals shall be in accordance with the following: (1) IAS 250 kt below FL100 for all departures (2) IAS 250 kt on SLP b. Speed adjustment on approach: (1) Speed shall not be reduced below 160 kt until reaching 4 NM to the threshold (2) Aircraft with a cruising IAS below those indicated above, shall maintain cruising speed up to the adjustment point concerned. c. ATC shall be informed of the speeds that may be maintained, if unable to comply with the speed adjustments above. Aircraft shall be exempt from these speed restrictions when they are carrying out an instrument continuous descent arrival (CDA) procedure. VFR/IFR helicopter flights are authorized. (SPEC/CIV AIP AD 2 LEBL 22) 2. Madrid TCA a. Within the Madrid TMA, unless otherwise advised by ATC, speed adjustment under radar control on departures and arrivals shall be in accordance with the following: (1) Vertical speed shall be reduced to 1500 FPM when approaching a vertical distance of 1000 ft above or below the assigned altitude or flight level. (2) Departing aircraft shall not exceed a maximum IAS of 250 kt until reaching FL100. (SPEC/CIV AIP AD 2-LEMD 31) 3. Palma TCA a. Within the Palma TMA, unless otherwise advised by ATC, speed adjustment under radar control on departures and arrivals shall be in accordance with the following: (1) Speed control is essential for safe and smooth operations, especially in dense traffic and during final approach. Unless otherwise instructed by ATC, pilots shall comply with the following speed restrictions: (a) IAS MAX 250 kt at FL100 or at the Speed Limit Point (SLP), whatever occurs first (b) IAS 210 kt at 12.0 DME ILS (c) IAS 190 kt at 9.0 DME ILS (d) IAS 160 kt at 4.0 DME ILS (e) or equivalent distance from threshold in case of DME ILS U/S. b. All speed restrictions are to be flown as accurately as possible. Aircraft unable to conform to these speeds due to weather conditions, aircraft performance or other operational reasons, should inform ATC immediately and state what speeds might be used safely. (SPEC/CIV AIP AD 2 LEPA 21) AERIAL REFUELING AERIAL REFUELING TRACKS/ANCHOR AREAS - See Chapter 2, Section B, AERIAL REFUELING TRACKS/ANCHOR AREAS for Chart. TELEPHONE CONTACTS THE APPROPRIATE OFFICES SHOULD BE CONTACTED BY USAF MILITARY USERS TO RESERVE AIR REFUELING TRACKS OR ANCHOR AREAS IN THE FOLLOWING COUNTRIES: SPAIN - All requests should be forwarded through ODC/CL at least 15 duty days in advance. VIA MAIL: ODC/CL, PSC 61, Box 2000, APO AE MSG: ODC Madrid SP//IA/CL//

261 SUDAN COMMERCIAL TELEPHONE: FAX: NOTE: In areas designated as permanently available for Air-to-Air Refueling (AARA), the amount of warning concerning refueling operations can be so minimal as to preclude notification by normal methods. However, the units listed under ATC control column will be able to advise pilots on activity status in appropriate (AARAs). Where Air-to-Air Refueling Areas conflict with Airways, Advisory Routes or Upper Air Routes, civil/military coordination procedures are applied to minimize disruption to the plan flight profiles or the aircraft concerned. (AFFSA/XOIA FIL 96-99) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for Charts. 1. SPAIN/PORTUGAL a. The bird concentrations seem to be centered in the deltas of the large rivers as well as some coastal areas where, induced by thermal effects, high flight levels may be reached up to 5000 AGL. The greatest concentrations occur during winter time, because many Mid- European birds spend the winter in Spain and Portugal; only a few concentration areas exist throughout the year. b. Bird migration occurs on a broad front right across the peninsula, but some concentration of migrants may occur along the coastline where high flight levels may be reached. Notable among the larger birds are the cranes which enter the country from France; many winter in the southeast of the peninsula. There is also a prominent movement across the Straits by day of storks and raptors, especially black kites and honey buzzards. c. Generally the major migratory movements occur in good meteorological conditions with little cloud and with light or following winds, but long distance migrants may encounter unfavorable conditions in the course of a flight. In spring the sudden onset or resumption of cold weather may cause a temporary reversal of the general northward movements. SUDAN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - Sudan services constitutes the major portion of KHARTOUM FIR. A small part of eastern Sudan lies within and is serviced by ADDIS ABABA FIR/UIR and ASMARA FIR. For information regarding operations in the ADDIS ABABA FIR, see Djibouti. For information regarding ASMARA FIR, see Eritria. DIMENSIONAL UNITS - Blue table, except altimeter settings in hectopascals. (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE- ALTIMETER SETTING PROCEDURES - Standard VERTICAL SEPARATION - Semicircular. VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Same as Regional Procedures except: (SPEC/GEN 1.7-1) 1. No aircraft shall fly over congested areas of cities, towns or settlements, an open air assembly of persons, or over national parks, game reserves or bird sanctuaries within the Republic of the Sudan at a height of less than 1000 feet above the ground except so far as may be necessary when taking off, landing or in an emergency. 2. VFR at night (sunset-sunrise) not allowed unless specifically authorized by ATC. 3. VFR flights must operate at or below FL200 when within controlled, advisory or flight information airspace. 4. VFR flights must not exceed subsonic speeds. 5. VFR flights must make radio contact with ATC as follows: a. As soon as possible after departure. b. When destination is in sight. c. Every 30 minutes while enroute. d. If unable to establish contact with ATC, pilots should broadcast their reports. e. When changing frequency. INSTRUMENT FLIGHT RULES Same as Regional Procedures. (SPEC/ENR 1.2-2) RVSM RULES- Standard. Implementation of RVSM rules effective 25 Sep 08. (SPEC/AIC 01/08) FLIGHT PLANNING GENERAL AIR TRAFFIC - 1. A flight plan should be submitted in person to AIS briefing unit at Khartoum airport; for other airports a flight plan should be submitted to the Aerodrome Control Tower or to the Aerodrome officer. A flight plan will not be accepted by telephone at a controlled aerodrome except for local and test flights and Sudan Air Force military flights on military necessity. (SPEC/GEN 1.7-2) 2. Flight plans of originating from Khartoum Intl are to be submitted at least 12 hours prior to departure. (SPEC/GEN 1-5) 1. Class E airspace not used within Khartoum FIR/UIR. (SPEC/ENR 1.4-3)

262 3-194 SWAZILAND FILING FLIGHT PLANS (DAY/NIGHT) - 1. Flight plans shall be submitted in accordance with ICAO Annex 2, prior to operating any of the following IFR or VFR flights: a. All flights, except local and test flights within 50 nautical miles and Sudan Air Force flights. b. Submit flight plans at least 30 minutes prior to departure. (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. Airways/Air Routes a. Traffic entering Khartoum FIR from Kinshasa FIR proceed via Aripa CRP to JU NDB (report at JU NDB) then via UB527D. All flights contact Khartoum ACC/FIC 10 minutes prior to entering Khartoum FIR. b. Pilots should monitor frequency for inflight broadcasts. c. Traffic overflying Khartoum FIR/UIR inbound to Jeddah FIR should route from PSD-G660-BOGUM-NIAMEY. d. Traffic departing Jeddah FIR overflying Khartoum FIR/UIR should route H49-MAHDI-PSD. (SPEC/AIP 01 Nov 03) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - Large birds are likely to be observed in the vicinity of all airports in the Sudan. Therefore, pilots are requested to maintain a look out and exercise caution while approaching to land and on taking off. (SPEC/GEN 1.6-1) SWAZILAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the Johannesburg FIR. Swaziland adheres to standard ICAO procedures. SWEDEN NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes SWEDEN FIR/UIR excluding Bornholm Island and Ronne TCA which are controlled by Denmark. (CIV AIP GEN 3.1.1) DIMENSIONAL UNITS - 1. CIVIL - Units ICAO Table: a. Distance generally in excess of 4000m in NM and tenths. b. Altitudes, elevations and height in feet. c. Horizontal speed, including wind speed, in knots. d. Vertical speed in feet per minute. e. Time in a day of 24 hours beginning at midnight UTC. (SPEC/CIV AIP GEN 2.1.1) 2. MILITARY - Units ICAO Table: a. Time - Swedish Standard Time or Swedish Summer Time. (SPEC/MIL AIP GEN 3.1.1) b. Military ATS will use the UNITS in the CIVIL exceptions on request. When distances are based on radar observation, the distance used will be based upon the type radar equipment used. (SPEC/CIV AIP GEN 2.1.1) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. SECONDARY SURVEILLANCE RADAR - 1. Within Swedish UIR/FIR, power driven aircraft shall be equipped with a serviceable SSR transponder when operating within Class A, C and E airspaces. 2. The transponder shall be capable of responding to: a. Mode A, 4096 codes; b. Mode C, with automatic transmission of pressure altitude, when in Control Areas (IFR/VFR) and Class G airspace above 3000 AGL/5000 MSL (IFR). 3. Transponder is not required when operating within a designated controlled airspace that is permanently or temporarily reserved for special flight operations (soaring sectors). 4. When traffic permits, the ATC unit primarily concerned by the flight may exempt the transponder requirements. Exemption shall be obtained by the pilot before entering the airspace. Changes of EOBT, cruising level and/or routing may be necessary. (SPEC/CIV AIP GEN 1.5.2) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. Clearance to fly maintaining own separation while in VMC will not be given. (SPEC/CIV AIP GEN 1.5.2)

263 INSTRUMENT FLIGHT RULES RVSM RULES - Standard. FLIGHT PLANNING 1. The DoD NOTAM system provides information for the AOE airports in Sweden. In Sweden, Pre-flight information, Aeronautical and Meteorological, is provided verbally or in writing by the Flight Planning Centre (FPC), website telephone C+46 (0) , fax C+46 (0) , (SPEC/GEN ) ENROUTE GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Sweden's conditional routes: L87, L199, L617, L734, L975, M6, M44, M607, M611, M745, M852, M869, N3, N15, N33, N133, N150, N195, N197, N607, N850, N851, N872, P605, P609, P853, P854, P862, P863, P998, Q44, T64, T70, T311, T317, T320, T400, T401, T402, T403, T408, Y41, Y130, Y430, Y440, Z32, Z108, Z227, Z228, Z330, Z493, Z702, and Z703 TERMINAL NOISE ABATEMENT PROCEDURES STOCKHOLM/Bromma (ESSB): Following Noise Abatement Departure Procedure (NADP) applies to all aircraft exceeding 5700 kg MTOM (12600 lbs): Jet Aircraft 1. From take-off to 900 ft AMSL: Take-off thrust Take-off flaps Climb with V kt or as limited by max body angle 2. At 900 ft AMSL: Reduce thrust to not less than climb thrust Continue climb with V kt 3. At 2500 ft AMSL: Accelerate smoothly to enroute climb speed. Retract flaps/slats on schedule. Prop Aircraft 1. From take-off to 900 ft AMSL: Take-off power Climb at maximum climb gradient 2. At 900 ft AMSL: Reduce power to maximum continuous Continue climb at maximum climb gradient 3. At 2500 ft AMSL: Accelerate smoothly to enoute climb speed. Retract flaps/slats on schedule. SWITZERLAND ADDITIONAL INFORMATION OTHER - Military air exercise hours, excluding Swedish holdays, are Z++ Mon-Thu, Z++ Fri. Additionally, Z++ Tue from 15 Sep to 1 Apr. Temporoary change will be announced by NOTAM. (SPEC/CIV ENR 3.0.2) SWITZERLAND NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes SWITZERLAND FIR/UIR. DIMENSIONAL UNITS - Primary SI Units, except: 1. Distance used in navigation, position reporting etc-generally in excess of 4000 Meters are given in Nautical Miles. (NM) 2. Altitudes, elevations and heights are given in Feet. (ft) 3. Horizontal speed including wind speed is given in Knots. (kt) 4. Vertical speed is given in Feet Per Minute. (ft/min) (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE - Switzerland has implemented the ICAO Annex 11 airspace classification with the following exceptions: 1. Class A, B and F are not implemented. 2. Class C, D, and E are controlled airspace. 3. Class G is uncontrolled airspace and is from GND up to 2,000 ft AGL, outside TCA or CTR. IFR traffic in class G airspace only after FOCA approval. (SPEC/ENR ) ALTIMETER SETTING PROCEDURES - Standard. 1. The Transition Altitude for the airfields of Bern-Belp, Genève, Les Eplatures and Zurich are indicated on the Instrument Approach Charts. 2. When the Transition Level cannot be transmitted on ATIS, it will be provided to the pilots in the approach clearance. (SPEC/ENR , ) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. MAXIMUM SPEED 1. In order to prevent hazards to the safety of air navigation civil flights below FL 100 shall not exceed the MAX speed of 250 KIAS. Aircraft that must fly at a greater speed for safety reasons are exempt from this regulation. In the case of IFR flights, the appropriate ATC unit shall be notified accordingly.

264 3-196 SWITZERLAND 2. Military aircraft flights below FL 100 are subject to special speed regulations. (SPEC/ENR 1.1.5) SECONDARY SURVEILLANCE RADAR - Mode S Flight crew of aircraft with Mode S transponders that have an aircraft indication feature shall set the ACFT IDENT to exactly that entered in item 7 of ICAO ATC flight plan. (SPEC/ENR 1.6.2) MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT 1. Aircraft operating on the within the FIR/UIR Switzerland at and above FL 100 shall be equipped with, as a minimum, RNAV equipment meeting RNAV 5. a. In Switzerland FIR, the terms RNAV 5 and B-RNAV have the same meaning. b. In Switzerland FIR, the terms RNAV 1 and P-RNAV have the same meaning. (SPEC/ENR 1.3.9) INTERCEPT PROCEDURES 1. An aircraft which is intercepted by another aircraft shall immediately: a. follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals; b. notify, if possible, the appropriate air traffic services unit; c. attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency MHz, giving the identity of the intercepted aircraft and the nature of the flight, and if no contact has been established and if practicable, repeating this call on the emergency frequency 243 MHz; d. if equipped with SSR transponder, select mode A, Code 7700, unless otherwise instructed by the appropriate air traffic services unit. 2. 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 common phrases and pronunciations, transmitting each phrase twice. 3. If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals, the intercepted aircraft shall request immediate clarification while continuing to comply with the visual instructions given by the intercepting aircraft. 4. If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the radio instructions given by the intercepting aircraft. (SPEC/ENR 1.12) RVSM RULES INSTRUMENT FLIGHT RULES 1. Only RVSM approved aircraft and non-rvsm approved State aircraft shall be permitted to operate within the Swiss RVSM airspace. 2. The airspace within the UIR Switzerland between FL 290 and FL 410 inclusive is RVSM airspace. Within this airspace, the vertical separation minimum shall be: a feet between RVSM approved aircraft. b feet between: (1) non-rvsm approved State aircraft and any other aircraft operating within the EUR RVSM airspace; (2) formation flights of state aircraft and any other aircraft operating within the EUR RVSM airspace; (3) an aircraft experience a communications failure in flight and any other aircraft, when both aircraft are operating within the EUR RVSM airspace. (SPEC/ENR 1.8.1) ADDITIONAL RADIO EQUIPMENT REQUIREMENTS TO INCLUDE E-TCAS, ACAS, ETC - For IFR-flights within Swiss airspace, aircraft shall be equipped with at least the following systems: COM: 2 VHF TRANS/receivers (Non-8.33 khz equipped aircraft will not be allowed to operate above FL 195). NAV: 2 VOR receivers 1 ILS LOC receiver 1 ILS GP receiver 1 DME interrogator 1 ADF - Mandatory carriage of an ADF is limited to aircraft not equipped with a certified RNAV EQPT with a current database and to aircraft which are used for ADF-based flight procedures. Special operational regulations (e.g. JAR-OPS 1 Subpart L) remain valid 1 Marker receiver (75 MHz) - Mandatory carriage of a Marker receiver is limited to aircraft flying approach procedures which require the carriage of a Marker receiver 1 RNAV EQPT certified for B-RNAV or RNAV 5 Operations where applicable 1 RNAV EQPT certified for P-RNAV or RNAV 1 Operations where applicable 1 RNAV EQPT certified for RNP APCH Operations where applicable All installed ILS LOC and VOR receivers must comply with FM immunity. Surveillance: 1 SSR Mode S Transponder, level 2 with Surveillance Identifier (SI) Code and Elementary Surveillance (ELS) functionality as a minimum. ACAS: ACAS II is required to be carried and operated by all fixed-wing turbine powered aircraft with MTOW exceeding 12.5k lbs or authorized to carry more than 19 passengers. Excluded are unmanned aircraft systems. (SPEC/ENR 1.5.2)

265 FLIGHT PLANNING FILING FLIGHT PLANS (DAY/NIGHT) - 1. FLIGHT PLAN ADDRESSEES a. IFR/GAT flights into, via or from the FIR/UIR Switzerland are to be addressed to the IFPS only, using both AFTN addresses: (1) IFR: EUCHZMFP EUCBZMFP. b. VFR flights into or via the FIR Switzerland are to be addressed: SWITZERLAND within CTA GENEVA) or FIC ZURICH on MHz (for shootings within CTA ZURICH). (SPEC/ENR ) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION 1. Any restrictions on the use of a route will be published only in the Route Availability Document (RAD), at the following website: ZTZX (1) VFR (Transit and Arrival): LSAGZFZX LSAZZFZX... GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. (2) VFR (Departure).... ZPZX c. Mixed IFR/VFR or GAT/OAT flights, where the VFR or OAT portion of the flight lies within the FIR Switzerland are to be addressed: (1) FF EUCHZMFP EUCBZMFP (2) AD.... ZTZX LSAGZFZX LSAZZFZX.... ZTZX (SPEC/ENR ) SUPERSONIC FLIGHTS 1. Supersonic flights are prohibited within Swiss airspace. (SPEC/ENR 1.1.6) 1. FIRINGS FLIGHT HAZARDS When a TEMPO danger area affects the traffic in classes C and D airspace, or the approach area of Les Eplatures, aircraft not able to overfly the area at a safe level will be radar-vectored around the area. In class C airspace the ATC authority can interrupt the FRNG EXER to permit the passage of these aircraft. a. IFR flights within class C airspace may therefore be planned without regard to TEMPO danger areas. b. IFR flights within class D airspace must expect diversions. c. VFR flights are not coordinated with FRNG EXER. d. IFR and VFR flights within other Swiss airspace classes are not coordinated with FRNG EXER. (SPEC/ENR ) 2. ANTI-HAIL ROCKET FIRINGS Anti-GR (Hail) rocket firing may constitute a hazard to air navigation. Air traffic in controlled airspace will be informed about active anti-gr rocket firing areas. a. Anti-GR rocket FRNG can be activated at short notice. b. No information about anti-gr rocket firing is published by DABS. c. Information about active anti-gr rocket Firing Areas can be obtained from FIC GENEVA on MHz (for shootings WEEKEND/SEASONAL/CONDITIONAL (CDR) ROUTES: CONDITIONAL ROUTES are depicted on the ENAME Enroute charts with a blue diamond near the route designator. The following is a list of Switzerland's conditional routes: A41, L613, N851, N869, Q336, T125, T625, W102, W112, Y170, Z50, Z55, Z57, Z67, Z69, Z83, Z119, Z170, Z408, UJ32, UL153, UL613, UM872, UN851, UN869, UP131, UQ341, UY170, UZ67, UZ613, UZ637, UZ662, and UZ670. (SPEC/ENR ) Geneva (LSGG) 1. Night ban regulations TERMINAL a. Landings of non-commercial Air Transport are banned from 2100 to 0459 (2000 to 0359). b. Departures of non-commercial Air Transport are banned from 2100 to 0459 (2000 to 0359). Aircraft should be fully ready at holding point 10 MIN before the night ban comes into effect. If not, departure may be refused, depending on traffic. (SPEC/LSGG AD ) Zurich (LSZH) 1. Night ban regulations a. Non-commercial air traffic Departures and landings may be planned between 0500 and 2100 (0400 until 2000). A PIC may only expect a clearance for approach if he is over or abeam (if radar vectored) reporting points GIPOL or AMIKI at 2030 (1930) at the latest. (SPEC/LSZH AD ) 2. Several missed APCH procedures conflict with SIDs in the immediate climb-out area. The following RWY configurations are therefore operated as dependent RWYs, where DEPs are timed by ATC in respect of arriving traffic: DEP RWY 16 - LDG RWY 14 DEP RWY 10 - LDG RWY 14 DEP RWY 32 - LDG RWY 34

266 3-198 SYRIA Flight crews should expect delay at the HLDG PSN of the above mentioned RWYs. (SPEC/LSZH AD ) NOISE ABATEMENT PROCEDURES: SID routes are at the same time minimum noise routes. (SPEC/ENR 1.5.3) Geneva (LSGG) 1. Arrival a. ILS approach - ILS APCH shall be carried out at an angle equal to or above the GP angle established for each direction as defined by the ILS profile. The descent shall be planned as to maintain a clean configuration as long as possible, considering safety and ATC requirements. b. Visual approach - If cleared for visual approach, pilots will be instructed to join the approach axis: 2. Landing (1) RWY 23, at 10 NM TD (PETAL), min 4000 ft QNH (2) RWY 05, at 5.6 NM TD (PAS VOR). More than idle reverse shall not be used except for safety reasons or if necessitated to comply with an ATC request. 3. Departure Strictly follow published SIDs for RWY 23 and 05, in order to minimize noise around Genève airport. The climb is carried out as follows for jet and propeller aircraft: a. TKOF up to 2900 ft QNH with: (1) (reduced) TKOF PWR; (2) V to 20 kt speed or in accordance with climb gradient limitation b. from 2900 ft QNH to 4400 ft QNH: (1) climb PWR (2) V to 20 kt speed c. from 4400 ft QNH: (1) Aircraft clean up and acceleration to climb speed Above 5000 ft/agl, ATC may permit pilots to deviate from SIDs to shorten the path towards the destination. Adherence to Noise Abatement Procedures is automatically monitored by a noise monitoring system. (SPEC/LSGG AD 2.21) BIRD/WILDLIFE HAZARD DATA BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA 1. There is practically no period during the year in which there is no migration. Day migration is heavier in the colder seasons, and night migration is more prominent in the warmer seasons. The movements of rooks (and in a comparable way those of pigeons and common buzzards) is most frequent in OCT. (SPEC/ENR 5.6.2) SYRIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the DAMASCUS FIR. DIMENSIONAL UNITS - Blue Table, altimeter setting given in hectopascals. (SPEC/GEN 2.1-1) AIRSPACE STRUCTURE - Syria classifies all airspace as controlled and has implemented the ICAO Annex 11 Airspace Classificatons with the following exceptions: 1. Class A airspace includes all controlled airspace at and above FL Class C airspace includes all controlled airspace below FL Class B, D, and E are not implemented at this time. (SPEC/ENR 1.4-1) ALTIMETER SETTING PROCEDURES - Standard. (SPEC/ENR 1.7-1) VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Aircraft entering Syrian territory shall operate along centerline of ATS routes and establish two-way radio communications with Damascus ACC (OSDI) five minutes prior to crossing the FIR boundary on MHz. If contact is not established, pilots are requested to contact Lattakia Control on MHz and maintain listening watch on MHz. 1. In case failure to communicate with Damascus ACC (OSDI) is experienced on MHz, aircraft bound to Damascus FIR (OSDI) via routes UR785, UL619, and VB36 shall give position report to Lattakia Control (OSLK) on frequency MHz five minutes prior to crossing the FIR boundary. (SPEC/ENR 2.1-1) 2. Flights bound to Damascus Fir via CRP TUNLA or CRP TUSYR that experience comm failure with Damascus ACC shall report position to Aleppo Twr on 119.1MHz five minutes prior to crossing the FIR boundary. (SPEC/GEN 1.7-2)

267 VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. Same as Regional Procedures to include the prohibition that VFR flight shall not be conducted SS-SR. Exceptions: a. Aircraft shall not be flown over congested areas of cities, settlements, or an open air public gathering at a height less than 1000 above the highest obstacle within a radius of 2000 from the aircraft or at a height less than 500 above the ground or water unless necessary for takeoff and landing. b. VFR flights shall not be conducted above FL150 or at transonic or supersonic speeds. (SPEC/ENR 1.2-1) INSTRUMENT FLIGHT RULES Same as Regional Procedures. FLIGHT PLANNING GENERAL AIR TRAFFIC - (SPEC/RAC 1.3-1) 1. The airspace outside controlled airspace, published airway and advisory routes over the Syrian Arab Republic is prohibited. (SPEC/ENR 5.1-1) a. Damascus Airport (OSDI) Traffic: (1) Inbound aircraft from KTN/VOR or ZELAF (R785) shall be cleared to start descending so as to cross AGGAS/Pos. FL240 or above and Sofia position ALT 10,000 ft or above and DAM/DVOR, DAL/NDB or ABD/NDB ALT 5,000 ft, then acccording to the instrument approach procedure. (2) Inbound aircraft from the East (G202) shall be cleared to descend to DAM/VOR or ABD/NDB or DAL/NDB 5,000 ft or above to cross Sofia 10,000 ft or above, then descend according to the instrument approach procedure. (3) When military traffic permits, inbound aircraft via G202 may be cleared after passing Sofia Pos. 8,000 ft or above to join DAM/VOR, ABD/NDB, DAL/NDB 5,000 ft or above then in accordance to the instrument approach procedure. (SPEC/ENR 1.5-2) FILING FLIGHT PLANS (DAY/NIGHT) - Flight Plans required for all flights and must be submitted at least 30 minutes prior to ETD. (SPEC/ENR ) CLEARANCE INFORMATION - Engines of departing aircraft shall not be started until start up clearance has been received. Request start up clearance at least 5 minutes in advance, giving estimated time at which pilot expects to be ready for start up. (SPEC/ENR 1.5-4) TANZANIA TANZANIA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the DAR EL SALLAAM FIR. See Burundi. TOGO NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the ACCRA FIR. See Benin. TUNISIA NATIONAL PROCEDURES Standard except as stated in AIP Gen through GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes international flights into, from, or over Tunisia territory. DIMENSIONAL UNITS - ICAO Table. AIRSPACE STRUCTURE - Classes A,B,C,D, E, F and G are adopted but only A, D, F, and G are implemented. (SPEC/ENR ) ALTIMETER SETTING PROCEDURES - Hectopascal. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. Standard. VISUAL FLIGHT RULES INSTRUMENT FLIGHT RULES (SPEC/GEN ) RVSM RULES - The airspace within Tunis FIR/UIR between FL290 and FL410 inclusive, as described in ENR 2.1, is EUR RVSM airspace. Within this airspace, the vertical separation minimum shall be: m (1000 ft) between RVSM approved aircraft; m (2000 ft) between: a. Non-RVSM approved aircraft and any other aircraft operating within the EUR RVSM airspace;

268 3-200 TUNISIA b. Formation flights of State aircraft and any other aircraft operating within the EUR RVSM airspace; and c. An aircraft experiencing a communications failure in flight and any other aircraft, when both aircraft are operating within the EUR RVSM airspace. (SPEC/ENR ) FLIGHT PLANNING The regional supplementary procedures concerning Tunis FIR/UIR are given in EUR section of ICAO DOC (SPEC/ENR 1.8) SUPPLEMENTARY AIRPORT INFORMATION Carthage (DTTA) 1. NOISE ABATEMENT a. Take-off procedures for all aircraft (1) Climb to 3000 ft above the aerodrome elevation as soon as possible (2) All departures are to maintain a minimum climb slope of 6% until 3000 ft. (3) If unable to comply, advise on requesting startup clearance. b. Turbo-jet aircraft climb procedures (1) Do not initiate noise abatement procedure at less than 800 ft above the aerodrome elevation (2) Initial climbing speed to the noise abatement initiation point shall not be less than V2 plus 10 kt. (3) On reaching 800 ft, adjust and maintain engine power/thrust schedule provided in the aircraft operating manual. Maintain a climb speed of V2 plus 10 to 20 kt with flaps and slats in take-off configuration. (4) At 3000 ft above aerodrome elevation, accelerate smoothly to en-route climb speed with flaps/slats retraction on schedule. Habib Bourguiba Intl (DTMB) 1. NOISE ABATEMENT a. Take-off procedures for all aircraft (1) Climb to 3000 ft above the aerodrome elevation as soon as possible (2) All departures are to maintain a minimum climb slope of 6% (365 ft/nm) until 3000 ft. (3) If unable to comply, advise on requesting startup clearance. b. Turbo-jet aircraft climb procedures (1) Do not initiate noise abatement procedure at less than 800 ft above the aerodrome elevation (2) Initial climbing speed to the noise abatement initiation point shall not be less than V2 plus 10 kt. (3) On reaching 800 ft, adjust and maintain engine power/thrust schedule provided in the aircraft operating manual. Maintain a climb speed of V2 plus 10 to 20 kt with flaps and slats in take-off configuration. (4) At 3000 ft above aerodrome elevation, maintain a positive rate of climb, accelerate and retract flaps/slats on schedule. c. Approach and landing procedures (1) Final approach shall not be carried out at a slope: (a) Less than the ILS descent course of 3 degrees (b) Less than the approach course set by the PAPI red and white sectors (2) RWY 07/25 (a) Use instrument approach procedures to the degree possible (b) If visual approach is permitted, align on the RWY centerline at minimum 7 NM of the runway threshold with minimum overflight altitude of 600M (2000 ft) c. RWY 11 and RWY 29 (c) Maintain minimum noise and drag (1) Landing RWY 11, use ARC DME instrument approach procedures as possible. (2) For visual approach on RWY 11, aircraft must be aligned on centerline at minimum 10 NM of the runway threshold with minimum overflight altitude of 3000 feet. (3) When RWY 01/19 is not usable, and if weather and traffic permit, operations on RWY 11/29 will be as follows: (a) Take off on RWY 11 (b) Landing on RWY 29 (4) Operators will keep approach procedures at minimum noise and drag as defined in their operations manual. (SPEC/AD thru 4) (d) Avoid use of thrust reverser and propeller pitch reverse beyond idle from 2100 to 0500 except for justified operational needs. (SPEC/AD thru ) Zarzis (DTTJ) 1. NOISE ABATEMENT a. Take-off procedures for all aircraft (1) Climb to 3000 ft above the aerodrome elevation as soon as possible (2) All departures are to maintain a minimum climb slope of 6% until 3000 ft.

269 TURKEY (3) If unable to comply, advise on requesting startup clearance. b. Turbo-jet aircraft climb procedures (1) Do not initiate noise abatement procedure at less than 800 ft above the aerodrome elevation (2) Initial climbing speed to the noise abatement initiation point shall not be less than V2 plus 10 kt. (3) On reaching 800 ft, adjust and maintain engine power/thrust schedule provided in the aircraft operating manual. Maintain a climb speed of V2 plus 10 to 20 kt with flaps and slats in take-off configuration. (4) At no more than an altitude equivalent to 3000 ft above aerodrome elevation, while maintaining a positive rate of climb, accelerate and retract flaps/slats on schedule. (5) At 3000 ft, accelerate to en-route climb speed. c. Approach and landing procedures (1) When weather permits, the circuit shall be made at a height not less than 300m (1000 ft) above the aerodrome elevation. degrees. (2) The aerodrome circuit shall be: (a) RWY 27: right hand circuit (b) RWY 09: left hand circuit (3) Final approach shall be at a slope: (a) Less than the ILS descent course which is 3 (b) Less than the approach course set by the PAPI red and white sectors (4) RWY 9/27 (a) Land using instrument approach procedures to degree possible. (b) When a visual approach is permitted, the aircraft must align on RWY centerline at a minimum 10 NM of RWY threshold with minimum overflight altitude of 3000 feet. (c) Operators will keep minimum noise and drag as defined in their operations manual. (5) Avoid use of thrust reverser after landing between 2200 and 0600 local time except for safety reasons. (SPEC/AD thru ) TURKEY NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes ANKARA and ISTANBUL FIRs. DIMENSIONAL UNITS - Blue Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - Same as Regional Procedures except: 1. Special VFR Rules will be applied, based on the following circumstances and by special permission of the Base Commander: (USDAO ANKARA) a. The cloud ceiling should not be less than 1000, with visibility on ground not less than one (1) mile, and in air not less than two (2) miles. b. The aircraft horizontal clearance to the cloud mass should not be less than one (1) mile. c. The aircraft should have a minimum of two frequencies (channels) active for communication with Flight Control Tower. 2. The Turkish Air Force does not employ radar procedures to handle arriving VFR aircraft (Stage I, II and III service). (SPEC/USDAO ANKARA) INSTRUMENT FLIGHT RULES FM IMMUNITY 1. Turkey is continuing to apply the ICAO generic method of analyzing potential FM radio interference with VOR/ILS receivers at all military/civil airports and within Turkish Airspace. All aircraft (civil/state) not immune to FM interference may therefore continue using ILS/VOR approaches at all airports in Turkey and en-route navigation by VOR within Turkish Airspace, except for Istanbul/Ataturk Airport (LTBA) RWY 35R (ILS/LLZ frequency MHZ), which is affected by FM radio broadcasting stations. (SPEC/ENR ) a. Same as Regional procedures. The Turkish Air Force does not provide IFR separation for aircraft requesting contact or visual approaches, whereas civil agencies do provide such service. (USDAO ANKARA/AFFSA) RVSM RULES - Aircraft entering Ankara FIR from Tehran FIR; see entry in Chap 4., IRAN, under INSTRUMENT FLIGHT RULES. The airspace within Istanbul FIR and Ankara FIR between FL290 and FL410 inclusive, as described in the Table of cruising levels given in section ENR 1.7, is RVSM airspace. (SPEC/ENR 1.8.1) FLIGHT PLANNING GENERAL AIR TRAFFIC - 1. All flight plan, departure and arrival messages, IFR or VFR, to or from Turkish airspace should be addressed to relevant addresses and LTACYWYX. (SPEC/ENR ) a. Flights conducted on Airways R20, R32, R55, G80, G802, W81, W89, W91, and UL606 via Istanbul FIR to further south and

270 3-202 TURKEY east and vice versa are required to show the following addressees on their flight plan: LTBJZAZX, LTBJZPZX. (SPEC/ENR ) b. Aircraft flying via LARKI on airways G18, UG18, L609, UL609 and via KOPAR on R19, UR19, L995, UL995 shall submit their flight plans to the addresses LTBBOVFL and LTACYWYX. (SPEC/ENR ) c. FLIGHT PLANNING ADDRESSEES (1) Ankara FIR/UIR (a) IFR/LTAAZQZX (b) VFR/LTAAZFZX (2) Istanbul FIR/UIR (a) IFR/LTBBZQZX (b) VFR/LTBBZFZX (3) Flow Control (a) LTAAZDZX (b) LTBBZDZX (4) Destination/subsequent legs (a) Incirlik/YXYX (b) Cigli/LTBLYXYX (c) 2. CIGLI AIR BASE All others/ ZPZX a. Aircraft with hazardous cargo should not plan to RON unless safety of flight is involved. 3. AMCC/C2 requires all crews to FAX their TDY Orders to 628th AMCC NLT 0700Z, the day prior to arrival weekdays. If arriving on the weekend, orders must be received NLT 0600Z Thursday. If orders are not received within these time frames, you will have to take an instamped copy of your orders, gate pass paperwork, and IDs (for every crew member) to Turkish Pass and ID to receive your gate pass. This can take up to 30 minutes and can not be accomplished until after 1630L. Please ensure orders are faxed for the entire crew, including crew chiefs if applicable. Not faxing orders prior to arrival will affect billeting arrangements, customs in processing serving as official customs documentation for arrival in country, gate pass issue, Force Protection and delay the AMC mission, 628th AMCC/C2 fax number is (USDAO ANKARA/AFFSA) CLEARANCE INFORMATION - 1. The term, "Request start-up clearance", is utilized by Turkish pilots to alert air traffic controllers to employ USAF "Ramp/Gate/Hold" procedures. If any delay is anticipated on issuance of an ATC clearance, the pilot will be informed prior to engine start. (USDAO ANKARA/AFFSA) 2. START-UP PROCEDURES FOR TURBINE AIRCRAFT - Pilots of departing IFR turbine aircraft shall request authorization to start engines approximately 15 minutes prior to planned departure time. In no case shall a request to start up be made more than 30 minutes prior to planned departure time. When requesting start-up clearance the pilot should state planned departure time. (SPEC/ENR 1.3) SUPPLEMENTARY AIRPORT INFORMATION Incirlik AB (LTAG) 1. Airspace Restrictions, noise abatement, and quiet hours: a. LTD-13 is a TUAF see and avoid, air-to-air range designated as a DANGER ZONE. Aircrews must contact Incirlik Radar Approach control (RAPCON) for approval prior to entering or departing LTD-13. b. Do not over fly the city of Adana below 3000 ft AGL. c. Do not fly within 5 NM laterally and below 5000 ft AGL over the city of Mersin. d. Do not fly circling approaches below 1200 ft south of runway 05/23 during Visual Meteorological Conditions (VMC) or over base housing and village. e. Daily Quiet Hours: ( Z North Side of Airfield) ( Z South Side of Airfield), applies to engine runs. Deviations require multiple approval through USAF and TUAF authorities. (39 OSS/OSAB/39 OSS OSAB FIL ) f. Full Quiet Hours: Implemented via Local NOTAM, disallows arrivals, departures, engine runs, cargo operations, and aircraft equipment operations. (39OSS/OSAB/39 OSS OSAB FIL ) 2. Bird Watch Condition Restrictions a. Severe: Incirlik AB Pattern Takeoffs, patterns, and landings are prohibited without 39 OSS/CC approval, except an emergency. Formation/ chase is not allowed. Low Levels/Ranges - Low level routes reported as bird condition severe (by pilots) are canceled for the day. When applicable, range use is restricted to above 3,000 feet AGL until the SOF determines the severe bird hazard no longer exists. b. Moderate: Incirlik AB Pattern Departures and arrivals will avoid identified bird activity. Multiple patterns require 39 OSS/CC approval and are limited to the minimum required to fulfill training requirements. Touch and go s are not authorized and planned low approach is restricted to 300 AGL at any time. Formation takeoffs or landings are prohibited. Ranges flight leads will change events as required to avoid bird activity. Minimum altitude is 1,000 AGL. Low Levels Minimum altitude 1,000 Above Ground Level (AGL) on affected route segment(s). c. Konya range is not staffed by USAF range control officer, BWC not monitored by host nation. 3. Bird Aircraft Strike Hazard (BASH) and Bird Watch Conditions (BWC) a. Low Normal bird activity on and above the airfield with a low probability of hazard. This condition will be in effect for the remainder of the flying day, whenever a severe or moderate condition has been declared and subsequently downgraded.

271 TURKEY b. Moderate Increased bird population in locations that represent an increased potential for strike. This condition requires increased vigilance by all agencies / supervisors and caution by aircrews. c. Severe High bird population on or immediately above the active runway or other specific location that represents a high potential for strike. Supervisors and aircrews must thoroughly evaluate mission need before conduction operations in areas under condition SEVERE. Immediate action is required to lower the threat. (39 OSS/OSAB/39 OSS OSAB FIL ) d. Incirlik AB is in Phase II during: 1 Mar-30 Jun and 1 Oct-30 Nov and in Phase I all other times. 4. Aircrew be advised BASH data is underreported due to communications concerns with host nation. Aircrews may receive current bird hazard data from Airfield Management on PTD Freq Aircrews should remain vigilant of bird activity and exercise caution accordingly. (39 OSS/OSAB/39 OSS OSAB FIL ) 5. Taxiway Sierra adjacent to Alpha ramp limited to C17 or smaller aircraft when C5/B747 are parked on Alpha 1 and Alpha. (39 OSS/OSAB/39 OSS OSAB FIL ) 6. The Bravo Ramp primary peripheral taxilane behind parking spots B1-3 is restricted to C17/MD11 or smaller aircraft. Fencing, light poles and AMC Aerial Port canopy violate wing tip clearance criteria for larger frame aircraft. (39 OSS/OSAB/39 OSS OSAB FIL ) 7. Use caution: be vigilant of kites in approach/departure ends of runway 05/23. (39 OSS/OSAB/39 OSS OSAB FIL ) 8. Use caution: High tailhook skip potential due to runway surface condition surrounding arresting gear. (39 OSS/OSAB/39 OSS OSAB FIL ) 9. Three unlit structures and an unlit tower at the intersection of Taxiway Sierra and west entrance of Charlie ramp 164 from Taxiway Sierra. (39 OSS/OSAB/39 OSS OSAB FIL ) 10. Use caution, laser light incidents have been reported from multiple locations in the vicinity of LTAG. Request aircrews report incidents to ATC. (39 OSS/OSAB/39 OSS OSAB FIL ) 11. No cold storage available for frozen cargo without 72 hour prior notice. (39 OSS/OSAB/39 OSS OSAB FIL ) 12. Inbound: Aircrew (max 2) now report to CP Bldg 364. AMCC frequencies (UHF /VHF 131.9) remain active. CALLSIGN for CP is Titan Control. If MX assistance is required notify CP. CP will coordinate Intel/Tactics and ATOC services briefings upon arrival. (39 OSS/OSAB/39 OSS OSAB FIL ) 13. Outbound: Aircrew (max 2) now report to CP Bldg 364, process through CP and retrieve classified bags. Intel/tactics briefings will remain in Bldg 500, 728 AMS ATOC facility. Report to Bldg 500, enhanced aircrew lounge. 14. ARFF Capability: Aircraft Rescue and Firefighting Capabilities are condition Yellow for C5 type aircraft. The total number of required vehicles for this aircraft do not meet the initial strike gallonage. Incirlik is short 1,200 gallons for Optimum Levels of Services (OLS) for a C5. ARFF may be unable to apply optimum water flow to all four sectors of aircraft at once, resulting in an initial degraded capability to mount a fully effective operation in the event of an extreme emergency. (39 OSS/OSAB/39 OSS OSAB FIL ) 15. Turkish customs must supervise loading/unloading of cargo originating or terminating at Incirlik AB. Turkish customs hours of operations are M-F, Z++. Outside of these hours: during the week, prior coordination of customs support needs to occur no later than 1100Z++ the day of; for weekends, no later than 1100Z++ the Friday before the weekend. Coordinate with 39 LRS at DSN ; commercial ; (39 OSS/OSAB/39 OSS OSAB FIL ) 16. Notice to aircraft carrying third country nationals (non- Turkish, non-american personnel): Be advised that third country nationals who are traveling on U.S. owned or leased airplanes, or third country nationals operating U.S. leased airplanes, are not authorized to enter Incirlik air base without prior permission from the Turkish base commander. Personnel who arrive without prior clearance from the Turkish base commander will not be allowed to exit the customs sterile area. This applies to all third country nationals, including those traveling on NATO orders. Contact U.S. base operations at Incirlik no later than 48 hours prior to arrival in order to coordinate appropriate permission. In your application, include a list of third country nationals along with rank, service number, duration of stay, and purpose of travel. Operating units and aircraft commanders should confirm status of the base entry request prior to take-off enroute to Incirlik. (39 OSS/OSAB/39 OSS OSAB FIL ) 17. All pilots, passengers, personnel must process through Turkish customs upon arrival at Incirlik AB, Turkey. (39 OSS/OSAB/39 OSS OSAB FIL ) FLIGHT HAZARDS HIGH MIDAIR COLLISION POTENTIAL AREA - 1. ERHAC TRAINING AREA - Heavy jet training is conducted in the area within a 50 NM radius of Erhac TACAN south of VG8. IFR traffic on VW73 should obtain approval from Erhac Tower prior to traversing the area. 2. INCIRLIK AEROBATIC AREA - Intensive military training, consisting of basic flight maneuvers and aerobatics, is conducted between R-025 and R-090 of the Incirlik TACAN between 10 NM and 50 NM, conventional aircraft surface to 6000 AGL and jet aircraft 7000 AGL to FL240, days, Mon-Fri, VMC. Contact Incirlik APP CON for traffic advisories. (USDAO ANKARA/AFFSA) 3. INCIRLIK AB - ATC radar coverage normally only within 60 miles. Crews should be particularly vigilant and aware of collision hazards especially in vicinity of MUT VOR. Strict adherence to flight plan routing in the eastern Mediterranean area must be maintained. Flight progress must be closely monitored throughout the entire area. Special attention should be given to reporting required positions promptly. Do not mistake Sakirpasa Airport for Incirlik. Incirlik is 8 miles to the east of Sakirpasa. Due to multiple controlling agencies and limited airspace, aircraft are advised to use extreme caution when transiting between GAZ, TOROS, MUT to DAN. (39 OSS AOB/AFFSA) 4. BALLOON FLIGHT AREAS:

272 3-204 TURKEY KAPADOKYA AREA B1 - N38 33'31 E034 45'55 to N38 33'18 E034 56'13 to N38 43'43 E034 56'57 to N38 43'03 E034 46'03 to origin, daily sunrise to sunset. Surface to 6000 MSL Mon-Fri. Surface to 8000 MSL, Sat, Sun, Hol. PAMUKKALE AREA B2-5NM radius centered on N37 55'06 E029 07'21. Operating hours not specified. Surface to 6000 MSL Mon-Fri. Surface to 7000 MSL Sat, Sun, Hol. (SPEC/ENR 5.5-1) ENROUTE 1. ANKARA - Aircraft entering, operating within, or departing Ankara FIR will comply with the following: (USDAO ANKARA/AFFSA) a. Aircraft are positively required to contact Ankara CON when flying south of TOROS on VA285. No aircraft shall enter Ankara FIR from the south via the above airways unless in contact with Ankara ACC. b. Flights from Ankara FIR contact Nicosia ACC at least 10 minutes prior to crossing FIR boundary. (USDAO/ANKARA/AFFSA) 2. All flights entering Turkey from the Aegean or Mediterranean Seas over water from the south or west will be on IFR flight plans and will establish positive contact with the controlling agencies before entry. Aircraft will avoid overflying any ship in the vicinity of the Turkish coast, Cyprus or nearby Aegean islands. a. For latest changes to Route Availability Document (RAD), at the following website: 3. Air refueling within Turkish airspace is permitted thru Turkish Armed Forces with minimum 15 working day PPR. (SPEC/GEN 1.2-6) AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - GENERAL CDR INFORMATION - SEE CHAPTER 2 SECTION B SEE PAGE 2-6. TERMINAL TERMINAL CONTROL AREAS - 1. All UHF or VHF equipped uncontrolled aircraft, VFR or IFR, entering a Civil or Military TCA shall establish radio contact with the MTCA controlling unit ten minutes prior to reaching the boundary and give point of entry, ETA, flight level, flight conditions, ETA or destination airport (if destination airport is within MTCA) and exit point of MTCA and route portion to be flown within TCA. (SPEC/ENR 1.1-1) BIRD/WILDLIFE HAZARD DATA BIRD/WILDLIFE CONCENTRATIONS/AREAS - See Chapter 2, Section B, BIRD HAZARDS for additional Charts. 1. MIGRATORY MOVEMENTS OF BIRDS IN TURKEY a. The major migratory movements of birds in Turkey is in spring and autumn. Birds that winter in southern countries start to enter Turkey from the south border. Those that have wintered in Turkey begin to leave Turkey for countries to the north. This migration starts in March, continues to increase during April and is finished at the end of May. Migration during summer is minimal. In the autumn, during the first week of October, they start moving from north to south and leave the southern borders of Turkey. The number of birds migrating in autumn is 2-3 times the birds migrating in spring. During the winter, there are migrations from north to south in December and from south to north in February. The migration heights differ according to species of birds. It is known that some of the singing birds reach an altitude of 23,000. (39 OSS/OSAB/39 OSS OSAB FIL )

273 TURKEY 3-205

274 3-206 UGANDA ADDITIONAL INFORMATION 1. All aircraft operating within or transiting through Turkish airspace must be equipped with transponder with Mode C capability. 2. Turkish Air Force GCA controllers furnish arriving aircraft with the height of obstacle clearance limitation (OCL) and request the pilot to compute his decision height (DH) for the approach, whereas USAF minimums for the approach include the OCL. 3. The USAF term, "Minimum fuel", is not used in the Turkish ATC system. Military and civil agencies recognize the term, "Critical fuel", as an emergency condition and provide aircraft priority handling. 4. Runway distance markers at some civil airports are painted on the runway. 5. Turkish air traffic controllers are not required to use increased separation between heavy jet aircraft. (USDAO ANKARA/AFFSA) UGANDA NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes ENTEBBE FIR. DIMENSIONAL UNITS - Blue Table except: Altimeter Setting - Unit of Measure: Hectopascal. (SPEC/GEN 2.1-2) AIRSPACE STRUCTURE - The Entebbe FIR has implemented ICAO Annex 11 Airspace Classification with the following exception: Airspace classifications B and F are not implemented. (SPEC/ENR 1.4-2) ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular POSITION REPORTING - Standard. VISUAL FLIGHT RULES The Entebbe FIR has implemented the ICAO Annex 11 airspace classification except: (SPEC/ENR 1.2-1) 1. Application of semicircular rule begins at 300 meters (1000 feet). 2. Flight under VFR is prohibited above FL150 at night. MINIMUM HEIGHTS FOR VFR OPERATIONS - Standard. INSTRUMENT FLIGHT RULES RVSM RULES - Standard. UNITED ARAB EMIRATES NATIONAL PROCEDURES GENERAL INFORMATION/FIR/UIR COVERAGE - This entry includes the UNITED ARAB EMIRATES FIR. DIMENSIONAL UNITS - Blue Table. ALTIMETER SETTING PROCEDURES - Standard. VERTICAL SEPARATION - Semicircular. POSITION REPORTING - Standard. MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT - 1. Mandatory SSR transponders a. All IFR flights: Mode A, 4096 codes, and mode C b. VFR flights in Class C airspace: Mode A, 4096 codes, and mode C c. VFR flights in Class D airspace: Mode A, 4096 codes d. VFR flights operating at night in Class G airspace: Mode A, 4096 codes e. VFR flight operating in OMR58: Mode A, 4096 codes f. VFR flight operating in MBZ 2 - Jumerh: Mode A, 4096 codes and mode C. Unless otherwise assigned squawk A Mode S equipped aircraft operation within the Emirates FIR shall be in accordance with ICAO Doc 4444 chapter 8. Aircraft equipped with mode S having an aircraft identification feature shall transmit the aircraft identification as specified in item 7 of the ICAO flightplan. ADS - B equipped aircraft operation within the Emirates FIR shall be in accordance with ICAO doc chapter 8. a. Aircraft equipped with ADS - B having an aircraft identification feature shall transmit the aircraft identification as specified in item 7 of the ICAO flightplan. b. To indicate that it is in a state of emergency or to transmit other urgent information the aircraft may operate the emergency and or urgency mode as follows: - emergency - communication failure - unlawful interference - minimum fuel - medical

275 UNITED ARAB EMIRATES Exemptions from meeting aircraft instrument equipment and flight document requirements may be granted by the aviation authority responsible for the provision of air traffic services. Such exemptions will only be considered in exceptional circumstances and for limited periods. (SPEC/GEN 1.5) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - 1. Visual Flight Rules conform to ICAO Annex In addition VFR flights operating in Class G airspace are required to send position reports every half hour of flight. (SPEC/ENR 1.2) INSTRUMENT FLIGHT RULES 1. Emirates have implemented the ICAO Annex 11 airspace classification. (SPEC/ENR 1-3) 2. Instrument Flight Rules conform to ICAO Annex 2. (SPEC/ENR 1.3) 3. Carriage of Airborne Collision Avoidance System (ACAS II) - Turbine-engined aeroplanes with a maximum certificated take-off mass in excess of 12,500 pounds or authorized to carry more than 19 passengers operated within the Emirates FIR shall carry serviceable airborne collision avoidance system (ACAS II). (SPEC/GEN 1-5) 4. Special Exemption - No exemption shall be given for failure to install ACAS II equipment. Aircraft that are away from their maintenance base may be dispatched with an unserviceable ACAS II system if authorized by an approved MEL or equivalent and if acceptable to the ATC unit. Aircraft operating with unserviceable ACAS II under this exemption shall indicate the unserviceability in the flight plan, section 18 - Other information. (SPEC/GEN 1-5) 5. RNAV PROCEDURES - Airspace including ATS routes above 4500 are designated RNP 1 which requires navigation by means of area navigation equipment. (SPEC/ENR 3.3) 2. Command Post (DRACO OPS) VHF frequency unmonitored until civil air carrier operations are anticipated. Nonfrangible structure located 1600 ft from approach end of runway 31R, 300 ft northeast of pavement edge. Non-frangible runway supervisory units located approximately 1600 ft from each end of runway 13L/31R, 340 ft northeast of pavement edge. (SPEC/FIL ) 3. Caution: a. Recommend low speed outboard engines and avoid engine reverse where possible due to increased FOD potential. b. There are no runway exit signs on 13L/31R. c. Numerous obstructions located within 100 of all runways and taxiway, see restrictions. (380 EOSS-OSAM/380 EOSS-OSAM FIL ) d. Airport surveillance radar obstruction light located 300 north of Twy Papa between Twy Quebec and Twy Mike out of service. (380 EOSS-OSAM/380 EOSS-OSAM FIL ) e. Non-standard Markings (1) Instrument Holding Position Marking Protects Runway (No VFR Holding position marking) at the following locations: (a) Taxiway WO (b) Taxiway UO (2) VFR Holding Position Markings not coincidental with mandatory signs at the following locations: than sign. than sign. (a) Taxiway B: marking located 48.3 closer to runway (b) Taxiway C: marking located 46 closer to runway (c) Taxiway D1: marking located 46.1 closer to runway than sign. (d) Taxiway D2: marking located 50.3 closer to runway than sign. FLIGHT PLANNING than sign. (e) Taxiway F: marking located 53.1 closer to runway SUPPLEMENTARY AIRPORT INFORMATION Al Ain Intl (OMAL) Flying over Al Ain city and other built up areas prohibited below 3000 ft except helicopters landing or taking off at downtown runway and helipads. (SPEC/AD 2 OMAL 8) Al Dhafra (OMAM) 1. Aircraft diverting into Al Dhafra shall contact Command Post ASAP or NLT 30 min prior to landing. Operations are limited due to Host Nation restrictions and ramp availability. (SPEC/FIL ) (3) Aircraft Ground Equipment (AGE) Boxes: (a) Echo Ramp: 86 from parking spot centerlines. (b) Tango Ramp: 100 from parking spot centerlines. (4) Parking Location Identifiers: 10 diameter yellow circle with black legend. (a) Echo Ramp: located 10 from taxilane centerline 124 before parking spot centerline. (b) Tango Ramp: located 7 from taxilane centerline 112 before parking spot centerline. (5) Vehicle Traffic Lane: Located on Tango Ramp between parking spots 3 & 4, 102 from parking spot centerline.

276 3-208 UNITED ARAB EMIRATES (6) Wingtip Clearance Markings: 6 white broken line. Das Island (OMAS) centerline. (a) Echo Ramp: located 115 from taxilane centerline. (b) Tango Ramp: located 108 from taxilane (c) Tower Ramp: located 42 from taxilane centerline. A No Fly Zone is established within the following coordinates: N E N E N E N E (SPEC/AD2OMAS5) f. Non-Standard Signs (1) Mandatory Signs Not Compliant with ICAO Standards: (a) Taxiway B Signs missing at Instrument holding position marking. (b) Taxiway B signs non-standard legend at VFR holding position marking. (c) Taxiway Hotel 1-6 missing signs at VFR holding position markings. (d) Taxiway Juliet 1-6 missing signs at VFR holding position markings. (e) Taxiway F signs non-standard legend at VFR holding position marking. (f) Taxiway XO signs non-standard legend at Instrument holding position marking. (g) Taxiway WO signs non-standard legend at Instrument holding position marking. (h) Taxiway UO signs non-standard legend at Instrument holding position marking. (i) Taxiway VO signs non-standard legend at Instrument holding position marking. 4. Taxiing from ECHO ramp to ZULU 1 restricted to aircraft with a wingspan of 110 or less. (380 EOSS-OSAM/380 EOSS-OSAM FIL ) 5. AIRFIELD RESTRCTIONS: a. C-130 or larger aircraft are prohibited from making 180 degree turns on the runways without approval from host nation. b. Taxiway DO restricted to aircraft with a wingspan of 110 or less. (380 EOSS-OSAM/380 EOSS-OSAM FIL ) c. Taxiway Papa limited to aircraft with wingspans no larger than 118 feet from Taxiway Delta Oscar to Taxiway Victor Oscar. Obstacle hazard located 120 feet from taxiway centerline adjacent to perimeter road and taxiway Papa intersection. (380 EOSS-OSAM/380 EOSS-OSAM FIL ) 6. BIRD HAZARD: Al Dhafra BASH Phase I throughout the year. February thru May, September thru November represents the months of migratory bird activity with the country of UAE. Due to the historical low number of bird sightings PHASE II will be implemented by the EOG/CC on an as required basis. (380 EOSS-OSAM/380 EOSS-OSAM FIL ) Dubai Intl (OMDB) 1. Nose in parking is mandatory. Exemption is given only in special cases with specific authorization from ATC. (SPEC/AD 2 OMDB 38) 2. Broken turn-on lines are for DC10 and L1011; solid turn-on lines are for B747 and all other aircraft. (SPEC/AD 2 OMDB 38) 3. Aircraft will normally be expected to start-up during pushback. Aircraft wishing to start engines either before or after pushback should notify ATC. In the case of cargo apron operations ten minutes prior notice is required. (SPEC/AD 2 OMDB 39) 4. Turns of 180 are not permitted on the runway for aircraft larger than an A320. (SPEC/AD 2 OMDB 41) 5. Visual patterns/approaches a. Visual circuits/approaches both runways downwind leg to be made south of Dubai town avoiding Zabil Palace. b. Base leg for Runway 12R/L will be over the sea and aircraft will be established on final prior to crossing the coast inbound. c. Right hand traffic pattern for Runway 12R/L. d. Do not confuse Rwy 30R with parallel Rwy 30L approximately 1.5 NM east of Rwy 30R. e. Dubai Intl is not available as an alternate aerodrome for cargo flights. Non-emergency diversions by cargo flights will be routed to Al Maktoum Intl (OMDW). Dubai Intl may only be listed as an alternate for aircraft scheduled to arrive between Z, Z, and Z. (SPEC/AD 2 OMDB 19) 6. Bird Activity: a. Flocks of gulls and most wading species active in the vicinity of the airport from late October to early March. Maximum numbers are recorded between early December and mid February. b. The main period of activity is at sunrise when flocks of gulls leave Dubai creek and Al Badia, traveling to an area approximately 3 NM NE from the airfield, crossing the approach to Rwy 30L/R between 500 and 1500 AGL. (SPEC/AD 2 OMDB 37) 7. All helicopter crews note that no helicopter landings are allowed on or around PALM JUMERIAH, other than in the case of an emergency, without the express written permission of the Dubai Civil Aviation Authority. (SPEC/AD 2 OMDB 34)

277 Fujairah Intl (OMFJ) 1. IFR departures authorized from Runway 11. IFR departures from Runway 29 require authorization from the Fujairah Department of Civil Aviation. 2. IFR flights intending to depart RWY 29 shall execute a visual departure to join the respective SID or as cleared by ATC. This procedure shall be allowed during daytime and VMC only. 3. Military 360 overhead procedures available for Runway feet QNH, left turns. 4. Traffic circuit altitude 1500 ft. RWY 11 - right circuit RWY 29 - left circuit. (SPEC/OMFJ AD 2-8) turns on the runway prohibited for aircraft over 300,000 lbs. Sharjah Intl (OMSJ) Flying over city and towns below 1500 feet AGL is prohibited. (SPEC/AD 2 OMSJ 9) ENROUTE AIRWAY/ROUTES INCLUDING CONDITIONAL ROUTE INFORMATION - 1. Airspace including ATS routes above 4,500 ft are designated RNAV 1. (SPEC/ENR 3.3-1) 2. ATS route G666, CDR 1, Z Eastbound only. (SPEC/ENR 3.3-4) UNITED KINGDOM NATIONAL PROCEDURES AIRSPACE STRUCTURE - 1. United Kingdom has implemented the ICAO Annex 11 airspace classification with the following exemptions: a. Class B airspace is currently not implemented. 2. Sub-Divisions of UK airspace and services provided: a. AIR TRAFFIC ZONE (ATZ) ATZs are not included in the Airspace Classification System. An ATZ assumes the conditions associated with the Class of Airspace in which it is situated. As a minimum, when flying within an ATZ, the requirements of Rule 45 of the Rules of the Air Regulations 2007 must be complied with. Where the requirements of the Class of Airspace of which an ATZ forms a part are more stringent than Rule 45, then those must be complied with. Permanent changes or temporary extensions to ATZ hours may be notified by the UK NOTAM. Pilots should exercise caution, however, since some airfields may continue to operate outside of those notified hours. (SPEC/MIL ENR 1-4-3) b. MILITARY AIR TRAFFIC ZONE (MATZ) - Terminals Units apply Deconfliction Service or Traffic Service during sequencing for arrival and departure. Therefore, to enable the required UNITED KINGDOM separation minima to be maintained, instructions from radar controller to military pilots within a MATZ are mandatory. Consequently, when receiving a radar service within a MATZ, no changes of heading or altitude are to be made without the prior approval of the controller. (SPEC/MIL ENR 1-6-4) c. LOWER AIRSPACE RADAR SERVICE (LARS) LARS is available (subject to controller workload) to all aircraft outside regulated airspace up to FL095 within approx. 30 NM of a participating ATS unit. LARS provides either RAS or RIS. The service is normally available Z++ Mon-Fri. All other times on request from: (1) North of N LATCC (Mil) North Swanwick Ext 5430 or direct (02380) (2) South of 54 30'N LATCC (Mil) East Swanwick Ext 2406 or direct (01489) (SPEC/MIL ENR ) d. MILITARY MIDDLE AIRSPACE RADAR SERVICE This service is available to all aircraft flying outside controlled airspace in the UK FIR except for flights along advisory routes, flight within NORCA and flight within the Sumburgh FISA. It is available from FL100 to FL190, and within active TRA s from FL195- FL240. (SPEC/MIL ENR ) e. MANDATORY RADAR SERVICE AREA (MRSA) MRSAs extend vertically from FL245 to FL660 inclusive. Military aircraft are not permitted to fly in them without receiving a Radar Control or Procedural Service from the Military Air Traffic Control Radar Unit (ATCRU) except when: (1) Flying as GAT (2) Flying as OAT or DAT under the control of an approved radar unit, ADGE unit, naval vessel or AEW aircraft. (3) Operating within the East Anglian Military Training Area (EAMTA) or the North Wales Military Training Area (NWMTA) during their published hours of activity or within active Danger Areas. (4) Taking part in exercises under agreed procedures. (SPEC/MIL ENR ) f. MILITARY AREA RADAR SERVICES (LONDON and SCOTTISH FIR/UIR) (1) LATCC(Mil). Coordinated civil/military services through complex ATS route structures and en-route services in the London and Scottish FIR/UIR (see ENR 6-1-9). Callsign Swanwick Mil. (2) East Sector. UAS, LAS service between 3300ft and FL660, the East Anglian MTA and airways crossing services. (3) North East Sector. UAS, LAS service between 3300ft and FL660, and airways crossing service including the Gamston and Tilni corridors and the former Pennine radar task. (4) Central Sector. UAS, LAS services between 4000ft and FL660 but excluding the portion of airspace between FL245 and FL280 contained within the East Anglian MTA when notified active and the East Midlands CTR/CTA. Airways crossing service in the Lichfield, Westcott, Swindon and Daventry radar corridors (See ENR 6-1-8).

278 3-210 UNITED KINGDOM (5) West Sector. UAS, LAS service between 5600ft and FL660. Airways crossing service including the Deans Cross and Lynas radar corridors. (6) South West Sector. UAS, LAS service between 3400ft and FL660. (7) South East Sector. UAS, LAS service between 4000ft and FL660. FL660. (8) North Sector. UAS, LAS service between 5000ft and (SPEC/MIL ENR ) g. EAST ANGLIAN MILITARY TRAINING AREA (EAMTA) and NORTH WALES MILITARY TRAINING AREA (NWMTA) The EAMTA and NWMTA have been established within Class C airspace to provide military aircraft with the operational freedom to maneuver, without the requirement for the provision of a Radar Control Service. Although the airspace is intended for autonomous activity, a Deconfliction Service, Traffic Service or Basic Service may be requested from the military ATCC in accordance with the normal conditions for these services. (SPEC/MIL ENR ) ALTIMETER SETTING PROCEDURES - Standard with the following exceptions: 1. See UK Transition Altitude/Transition Level in DoD ENAME Enroute Supplement, Section C. 2. Pilots operating north of N within delegated airspace, when not receiving a service from Sumburgh Radar, are advised to set the Puffin Regional Pressure Setting as the pressure datum whilst flying at or below (SPEC/ENR 1-7-1) 3. The following Transition Altitudes apply to flights within or under the following airspace: Aberdeen CTR/CTA 6000 Belfast CTR/TMA 6000 Birmingham CTR/CTA 6000 Bristol CTR/CTA 6000 Cardiff CTR/CTA 6000 Channel Islands CTR/CTA 5000 Clacton CTA 6000 Daventry CTR/CTA 6000 Doncaster Sheffield CTR/CTA 5000 Durham Tees Valley CTR/CTA* 6000 East Midlands CTR/CTA 6000 Edinburgh CTR/CTA 6000 Glasgow CTR/CTA 6000 Leeds Bradford CTR/CTA* 5000 Liverpool CTR/CTA 5000 London TMA 6000 Manchester TMA 5000 Newcastle CTR/CTA 6000 Norwich CTR/CTA 3000 Scottish TMA 6000 Solent CTA* 6000 Sumburgh CTR/CTA* 6000 Worthing CTA 6000 * Outside operational hours, the Transition Altitude is (SPEC/ENR 1-7-2) 4. Approach and Landing a. ATC will assume that an aircraft is using QFE on final approach when carrying out a radar approach and any heights passed by the radar controller will be related to QFE datum. A reminder of the assumed setting will be included in the RTF phraseology. To ensure the greatest possible degree of safety and uniformity, it is recommended that all pilots use QFE but, if the pilot advises that he is using QNH, heights will be amended as necessary and height will be substituted for altitude in the RTF phraseology. It should be noted that Obstacle Clearance Height is always given with reference to the aerodrome or threshold elevation. b. Vertical positioning of aircraft during approach will, below transition level, be controlled by reference to Altitudes and then to heights. The Transition Altitude is not normally given in the approach and landing clearance. NOTE: At USAF operated airports, QFE is not used. All procedures below the Transition Altitudes will be based on airport QNH, and all vertical displacements given as altitudes. Airport QFE will be available on request. (SPEC/ENR 1-7-3) 5. Outside Controlled Airspace At or below 3000 AMSL, pilots may use any desired setting. However, when flying in airspace below TCAs and CTAs, pilots should use the QNH of an adjacent airport when flying below the Transition Altitude. It may be assumed that for airports located beneath the Areas, the differences in the QNH values are insignificant. (SPEC/MIL ENR 1-7-2) VERTICAL SEPARATION - 1. GENERAL - In general, vertical separation standards and requirements within the UK are set in accordance with ICAO standards. 2. MAX RATE OF CLIMB/DESCENT (ROCD) IN UK CONTROLLED AIRSPACE a. All aircraft in UK controlled airspace within the London and Scottish FIR/UIR operating under normal circumstances, should not operate with a climb or descent rate exceeding 8000'/min. b. The conditions in which a higher ROCD, exceeding the 8000'/min restriction, may be used when operating inside controlled airspace include: (1) Aircraft in emergency (2) Aircraft responding to Operation ADANA or an air defense priority flight where a high ROCD is essential to the successful outcome of the mission. (3) Aircraft in receipt of avoiding action instructions to resolve an impending loss of standard separation or to avert a potential collision. (4) Aircraft under special arrangements made for research of test flying. (5) Aircraft participating in exercise activity notified/coordinated via an ACN. (6) Anytime ATC has released pilots from the ROCD restriction. POSITION REPORTING - Standard except:

279 UNITED KINGDOM Aircraft using ATS advisory service while IFR within specified advisory airspace are expected to comply with procedures of ICAO Annex 2 except that flight plan and the changes thereto are not subject to clearance and two way communications will be maintained with ATS. (SPEC/ENR 1-3-2) 2. WITHIN SHANWICK OCEANIC FIR a. Shanwick may require flights operating in an east-west direction to make additional position reports at any intermediate meridians spaced at intervals of 10 degrees of longitude between 005W and 030W. b. Shanwick may require flights operating in a north south direction to make position reports at any intermediate parallel of latitude. c. Position reports made to Shanwick by flights operating in the Shanwick OCA at a distance of 60 NM or less from the common boundary with an adjacent OCA should also be addressed to the controlling authority of the adjacent OCA. (SPEC/ENR ) SECONDARY SURVEILLANCE RADAR PROCEDURES - 1. EQUIPMENT a. Mode A and C with altitude reporting is mandatory for all flights within the whole of the UK airspace when: (1) Operating at and above FL100 (2) Operating below FL100 under IFR in controlled airspace (3) Operating within the Scottish TMA between 6000 and FL100. NOTE: This requirement does not apply to aircraft below FL100 in controlled airspace receiving an approved crossing service. (SPEC/MIL GEN 1-5-1) 2. OPERATION Standard, except: a. Military aircraft operating as OAT are only exempt when a specific exemption has been granted for particular aircraft types, for training and operational reasons, or when crossing airways under ATC instructions. b. The granting of an exemption from transponder use will only be considered and issued in exceptional circumstances and for a limited period. Aircraft in an emergency will be assessed on an appropriate level of priority. (SPEC/MIL GEN 1-5-2) MINIMUM NAVIGATION & COMMUNICATIONS EQUIPMENT - 1. Minimum Communication and Radio Navigation Aids All aircraft within Controlled Airspace below FL195 All aircraft within airspace at and above FL195. All aircraft within the Shanwick Oceanic Control Area All aircraft registered in the United Kingdom, wherever they may be flying under IFR All EU-OPS aircraft under IFR, or under VFR over routes that cannot be referenced by visual landmarks. IFR Flights in Controlled Airspace below FL245 All aircraft at and above FL245 All aircraft within the Shanwick Oceanic Control Area All aircraft on the ATS Route Structure above FL95 with the exception of TMA airspace. (See Note ii) COMMUNICATIONS EQUIPMENT VHF Radiotelephone capable of 25 khz spacing for 760 channel operation in the band MHz to MHz. VHF Radiotelephone capable of 25 khz and 8.33 khz spacing operation in the band MHz to MHz. HF Radiotelephone with appropriate frequencies available. VHF Radiotelephone capable of maintaining direct two-way communication with the appropriate Air Traffic Control Units. Two independent radio communication systems necessary under normal operating conditions to communicate with an appropriate ground station from any point on the route including diversions. NAVIGATION EQUIPMENT VOR receiver, DME and automatic DF (except aircraft with Special VFR clearance) VOR receiver, DME and automatic DF (except aircraft with Special VFR clearance) Suitable long-range navigation equipment. NOTE: Flights operating between FL285 and FL420 are required to meet the Minimum Navigational Performance Specifications (MNPS). State approved equipment which meets the RNAV RNP5 requirement contained in ICAO Doc 7030 Regional Supplementary Procedures (EUR RAC). NOTE: The term RNP5 as given in the Air Navigation Order (ANO) is synonymous with the terminology RNAV5 or BRNAV. NOTES: i. An aircraft may fly notwithstanding that it does not carry the equipment specified in this requirement if it carries alternative radio navigation equipment or navigational equipment approved in accordance with Article 37(9) of the Air Navigation Order ii. Inbound aircraft from Oceanic Airspace are permitted to navigate to MNPS Airspace navigational accuracy requirements but are to be RNP5 compliant on reaching Landfall Fix. 2. NAVIGATIONAL EQUIPMENT REQUIREMENTS FOR FLIGHTS BY MILITARY AIRCRAFT - Military aircraft fitted with a Decca fed navigation computer are considered capable of meeting the minimum navigation requirements for IFR flights in class D and E airspace. Military aircraft may also use INS or Doppler fed DR navigation systems for IFR transit through all controlled airspace provided the system is updated within 5

280 3-212 UNITED KINGDOM minutes prior to entry and at least every 30 minutes thereafter. Updates may be achieved by VOR/DME, TACAN or GPS fixing. Careful monitoring and cross checking of the fixing aids and DR systems is required to ensure they are operating satisfactorily. 3. B-RNAV. Within UK airspace, B-RNAV is applied at FL100 and above. Aircraft other than State aircraft operating on ATS routes at or above FL100 are to be equipped to meet RNP5 requirements. Special procedures apply to a non-compliant military aircraft, Bulldog T1, Canberra T4, Hawk T1/T1A/T1W, Jetstream T1 and Tucano T1. (SPEC/MIL GEN 1-5-1) VISUAL FLIGHT RULES AIRSPACE EXCEPTIONS - United Kingdom has implemented the ICAO Annex 11 airspace classification with the following exceptions: 1. Class A - VMC minima at or above FL100: 5 miles visibility, 1 mile horizontal and 1000 vertical from clouds. VMC minima below FL100: 3 miles visibility, 1 mile horizontal and 1000 vertical from clouds. (SPEC/ENR 1-4-1) 2. Class C, D, and E - VFR flight is allowed by aircraft, other than helicopters, at or below 3000 AMSL at a speed of 140kts or less, which remain clear of clouds and in sight of the surface and a flight visibility of at least 3 miles. Helicopters may fly under VFR in Class C, D, or E airspace at or below 3000 AMSL provided that they remain clear of cloud, in sight of the surface and a flight visibility of at least 1 mile. 3. Class F and G - VMC minima at and below FL100 applies down to the surface with the minima at and below 3000 as an alternative. The statement or 1000 (300m) above terrain whichever is higher does not apply in the UK. 4. For the purposes of an airplane taking off from or approaching to land at an aerodrome within Class B, C, or D airspace, the visibility, if any, communicated to the PIC of an aircraft by ATC shall be taken to be the flight visibility for the time being. 5. The UK does not permit VFR flight in certain control zones which are Class A airspace. 6. VFR flight is permitted above FL200, except in certain areas notified in Class A airspace. 7. VFR flight by General Air Traffic is not permitted at or above FL290. VFR flight by Operational Air Traffic is permitted and will be provided with 2000 vertical separation. (SPEC/GEN 1-7-9) 8. SPECIAL VFR A flight made at any time in a control zone which is Class A airspace, or in any other control zone in IMC or at night must have been given permission by the appropriate ATC unit for Special VFR and must remain clear of clouds and in sight of the surface. (SPEC/GEN 1-7-5) a. Aircraft using the access lanes and local flying areas for Denham, White Waltham, and Fairoaks in the London Control Zone and any temporary Special Access Lanes which may be announced will be considered Special VFR flights. Separate requests should not be made nor will separate clearances be given. Separation between aircraft will be the responsibility of the pilot. (SPEC/ENR 1-2-1) NIGHT VFR FLIGHTS - VFR flight is not permitted at night. (SPEC/GEN 1-7-9) VFR FLIGHTS ABOVE CLOUD LAYERS - Aircraft must be clear of clouds and in sight of the surface. (SPEC/GEN 1-7-9) MINIMUM HEIGHTS FOR VFR OPERATIONS - In the UK, the differences from ICAO standard or recommended minimum heights in VFR are as follows: 1. Minimum heights over congested areas is There is no minimum height above the surface, but aircraft must maintain a minimum distance of 500 from persons, vessels, vehicles, and structures. NOTE: These minimum heights apply to all flights whether under VFR or IFR and in all meteorological conditions. (SPEC/GEN 1-7-9) CHANGE OF FLIGHT RULES FROM VFR TO IFR - 1. IFPS is the only source for distribution of IFR/General Air Traffic (GAT) flight plans and associated messages to ATSUs within the participating European States - the IFPS Zone. Although IFPS handles IFR flight plans, it will not process the VFR portions of any mixed VFR/IFR flight plan. Therefore, in order to ensure that all relevant ATSUs are included in the flight plan message distribution, pilots or Aircraft Operators should make certain that whenever a flight plan contains portions of the flight operated under VFR, in addition to the IFR, the FPL must be addressed to: a. IFPS (EGZYIFPS) b. Aerodrome of departure c. Aerodrome of destination and alternate; d. All FIRs that the flight will route through as VFR (in UK address to EGZYVFRP for Scottish FIRs and or EGZYVFRT for London FIR) e. Shanwick/Oceanic FIR to EGGXZOZX (for VFR); f. Any additional addresses specifically required by State or Aerodrome Authorities. (SPEC/ENR ) INSTRUMENT FLIGHT RULES FM IMMUNITY - From 1 Jan 2001: 1. Use of FM-immune ILS/VOR navigation and VHF communications receivers is required for IFR operations within the UK FIR. Performance standards for FM-immune receivers are specified in section and of ICAO Annex 10, Vol 1, and performance standards/requirement for carriage of such equipment in CAP 455, Airworthiness Notice, No 84. Reference the Publications page on the website 2. Improved performance of these receivers means that interference from licensed FM broadcast stations should no longer occur. Users of ILS/VOR navigation and VHF

281 UNITED KINGDOM communications receivers that do not comply with FM immunity standards may continue to suffer interference from FM broadcast stations (88 to 108 MHz band). NOTE: The CAA will no longer conduct assessments of the potential for interference to such receivers, nor promulgate areas where interference is likely to be suffered. (SPEC/GEN 4.4.3) MINIMUM SAFE HEIGHTS - 1. GENERAL a. The UK has no statutory requirements relating specifically to minimum IFR altitude when operating over high terrain or mountainous areas. b. The UK regulations require that an aircraft operating under IFR shall not fly at a height not less than 1000 above the highest fixed obstacle within a distance of 5 NM of the aircraft unless the aircraft is flying on a route so notified or is operating at or below 3000 AMSL and remains clear of clouds and in sight of the surface. (SPEC/GEN 1-7-9) NOTE: See QFE Altimeter Setting Procedures, DOD Enroute Supplement; ENAME. 2. ENROUTE OBSTRUCTION CLEARANCE CRITERIA (IFR) the UK (whichever is higher), will use the figures defined in Table 1. If operating within controlled airspace, use Table 2. The altimeter shall be set to a pressure setting of hectopascals. Mag Track Cruise Level < 090º Odd thousands of feet 090º - 179º Odd thousands º - 269º Even thousands of feet 270º - 359º Even thousands Table 1. Cruise Level Mag Track <19,500 >19,500 < 180º 1000 and above at intervals of º - 359º 2000 and above at intervals of ,000 and above at intervals of ,000 and above at intervals of ,000 and above at intervals of 2000 to 40,000 43,000 and above at intervals of 4000 a. US criteria normally established 1000 standard obstruction clearance and 2000 clearance in mountainous terrain along an airway or from a feeder fix to the approach facility. Table 2. (SPEC/ENR 1-7-3) b. UK civil ATC rules on airways or advisory air routes provide 1500 obstruction clearance 15 NM either side of centerline. Off airways obstruction clearance provides 1500 above any fixed obstruction within 30 NM of aircraft. 3. DECISION HEIGHT (DH)/MINIMUM DESCENT ALTITUDE (MDA) - US aircrews use published DH and MDA. UK military pilots determine their own DH/Minimum Descent Height (MDH), based on instrument ratings. The UK military controller passes either the Obstruction Clearance Limit (OCL) or basic DH/MDH for the approach and request the pilot s DH or MDH for the approach and request the pilot s DH or MDH. The DH/MDH is announced to the pilot when he reaches it; thereafter, he receives only advisory information. US pilots landing at UK airports, not under the control of USAF, should ignore the Obstacle Clearance Limit (OCL) and provide the controller with the DoD published or MAJCOM established DH/MDA. 4. EMERGENCY SAFE ALTITUDE - US obstruction clearance criteria provides 1000 standard, 2000 mountainous terrain clearance within 100 NM of the facility. RAF obstruction clearance is computed by adding 10% to the highest obstruction within 100 NM of the facility plus 1500 and rounded to the next highest 100 increment. ALTIMETER SETTING AND CRUISING LEVELS ON IFR FLIGHTS - See NATIONAL PROCEDURES ALTIMETER SETTING PROCEDURES for exceptions from ICAO standards for altimeter settings. As for cruising levels, the UK adheres to ICAO standards with the following exceptions: 1. IFR flights operating in level cruising flight operating within an active TRA below 24,500, or outside controlled airspace above 3000 AMSL or above the appropriate transition altitude in CHANGE OF IFR TO VFR - 1. 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 that the IFR flight is cancelled and communicate thereto the changes to be made to its current flight plan. 2. 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. (SPEC/ENR 1-3-1) 3. If a pilot has begun a flight in controlled airspace under and IFR flight plan, he/she may cancel his/her flight plan and fly under VFR if in VMC. However, it must be stressed that a pilot cannot exercise this choice when operating a flight: a. In Class A airspace. b. Above FL195 in Class C airspace. c. Along an ATS route in Class C airspace. (SPEC/ENR ) FORMATION FLIGHTS - 1. Formation flights within CAS Formation flights are normally to fly as OAT and not GAT, however, when this is not possible/practicable, a formation may file as GAT. However, crews should be aware that this may lead to delay or re-routing.

282 3-214 UNITED KINGDOM 2. Separation Requirements Within a formation, the formation leader is responsible for separation between the units comprising the formation. This is known as Military Accepts Responsibility for Separation of Aircraft (MARSA). Formations are to be considered a single unit for separation purposes provided that: a. The formation elements are contained within one nautical mile both laterally and longitudinally and are the same level or altitude. At the controller s discretion, these limitations may be exceeded by 3 NM and/or 1000 vertically. (SPEC/MIL ENR 1-1-6) TRANSMISSION OF EXPECTED APPROACH TIMES - The pilot is responsible for ensuring that the airborne time of the flight is passed to the ATSU with whom the flight plan has been filed. The ATSU will ensure that the departure message, if required, is sent to the appropriate addresses. The pilot should try to arrange for a responsible person on the ground to telephone the airborne time to the ATSU/AFPEx Helpdesk, as passing it over the RTF may, due to controller workload, lead to a delay in sending a departure message. Failure to pass the airborne time will result in the flight plan remaining inactive; consequently, this could result in the destination aerodrome not being aware that alerting action should be taken. (SPEC/ENR ) REDUCED VERTICAL SEPARATION MINIMA (RVSM) RULES - RVSM is in effect in UK airspace. Noncompliant aircraft should plan flying FL290 or below. (USAFE/U3YA/USAF FIL 01-62) 1. Standard. OPERATIONAL AIR TRAFFIC GENERAL/COUNTRY - 1. These procedures are designed for military aircraft who file to fly as operational air traffic (OAT) over the UK and over the Continent. For flights originating in the UK, a flight plan will have been submitted for an OAT flight planned to over fly the Continent, or to land at an airport abroad. To enable the UK military Air Traffic Control Radar Unit (ATCRU) to arrange a coordinated transfer of control service to the appropriate continental ATC agency, pilots should inform the UK ATCRU controller of their intention to overfly FRANCE/BELGIUM/ DENMARK/NETHERLANDS as OAT as soon as possible after commencement of radar service, passing the following details: a. The UIR boundary crossing point; b. Flight level requested; c. ETA UIR boundary. 2. These details are required a minimum of 5 m