AIR TRAFFIC CONTROL

Eff	AIR TRAFFIC CONTROL	E-7
5 MAR 10
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) AIRSPACEEUROPE
EUR RVSM AIRSPACE
EBBU - Brussels	LECB - Barcelona	LSAS - Switzerland
EDUU - Rhein	LGGG - Hellas	LTBB - Istanbul
EDVV - Hannover	LHCC -Budapest	LUKK - Chisinau
EGPX - Scottish	LIBB - Brindisi	LWSS - Skopje
EHAA - Amsterdam	LIMM -Milan	LYBA - Belgrade
EISN - Shannon	LIRR - Rome	LZBB - Bratislava
EKDK - Copenhagen	LJLA - Ljubljana	UBBA - Baku
EPWW - Warsaw	LKAA - Prague	UDDD - Yerevan
ESAA - Sweden	LMMM - Malta	UGGG - Tbilisi
LATI - Tirana	LOVV - Vienna	UKLV - L’viv
LBSR - Sofia	LQSB - Sarajevo	UKOV - Odesa
LDZO -Zagreb	LRBB - Bucharest	UMKK - Kaliningrad
EUR RVSM & EUR RVSM TRANSITION
AIRSPACE
EETT - Tallinn	EYVL - Vilnius	LTAA - Ankara
EFIN - Finland	LCCC - Nicosia	UKBV - Kyiv
EGTT - London	LECM - Madrid	UKDV - Dnipropetrovs’k
ENOR - Norway	LFFF - France	UKFV - Simferopol
EVRR - Riga	LPPC - Lisbon	UMMV - Minsk
		URRV - High Seas Portion of
		Rostov FIR

NOTE: The depicted coverages should be considered as a guideline only.

© JEPPESEN, 2002, 2010. ALL RIGHTS RESERVED.

18 DEC 09 AIR TRAFFIC CONTROL

E-11

8.33KHZ CHANNEL SPACING

8.33kHz CHANNEL SPACING

GENERAL

Due to a shortage of VHF radio telephony frequencies in the European airspace a decision has been made to reduce the spacing from 25kHz to 8.33kHz. This results in an increase in available frequencies which permits the creation of new control sectors, thereby contributing to an increase in ATM capacity in the ECAC area.

MANDATORY CARRIAGE

The mandatory carriage and operation of 8.33kHz channel spacing capable radio equipment is mandatory throughout the ICAO EUR Region for aircraft operating above FL195. Non-equipped aircraft which are flight planned to enter any FIR/UIR in the EUR Region where no exemptions has been published, except for UHF equipped State aircraft must flight plan to operate below FL195 throughout the entire EUR Region.

AIRCRAFT EQUIPMENT

Aircraft must be equipped with two independent sets of 8.33kHz radios.

Pilot in command is ultimately responsible that 8.33kHz channel spacing capable radio communication equipment is available, and operational on board the aircraft.

EXEMPTIONS

Non-8.33kHz equipped flights are:

–Not permitted unless exempted by States overflown.

–Subject to Initial Flight Plan Processing System (IFPS) flight plan rejection or warning notification, if planned to enter the airspace of 8.33kHz Mandatory Carriage without exemption.

States, in the area of 8.33kHz Mandatory Carriage, may publish exemptions to the carriage requirement within their area of responsibility. An exemption allows non-8.33kHz equipped aircraft to fly within that portion of the airspace of Mandatory Carriage, where the exemption applies.

FLIGHT PLAN

General Procedures

Do not plan a flight in the ICAO EUR Region above FL195 if the aircraft is not equipped with 8.33kHz capable radios, unless the flight is subject to exemption.

If the aircraft is equipped with 8.33kHz capable radios, then regardless of the requested flight level:

–insert the letter “Y” in field 10 of the Standard Flight Plan, or

–insert the letter “Y” in item Q of the Repetitive Flight Plan.

If the aircraft is not equipped with 8.33kHz capable radios, but the flight is exempted from the 8.33kHz carriage requirement, then:

–insert the indicator STS/EXM833 in the field 18 of the Standard Flight Plan, or

–insert the indicator STS/EXM833 in item Q of the Repetitive Flight Plan.

State Aircraft

If a State Aircraft is equipped with 8.33kHz capable radios, then regardless of the flight level:

–insert the letter “Y” in field 10 of the Standard Flight Plan or,

–insert the letter “Y” in item Q of the Repetitive Flight Plan.

If a State Aircraft is not 8.33kHz compliant, but is UHF equipped, then:

–insert the letter “M” in field 8, the letter “U” in field 10 and the indicator STS/EXM833 in field 18 of the Standard Flight Plan, or

–insert the indicator STS/EXM833 in item Q of the Repetitive Flight Plan.

The only non-8.33kHz equipped aircraft permitted to fly in 8.33kHz airspace are State Aircraft with UHF radio equipment, where UHF coverage is provided or special handling procedures are implemented.

Hospital and Search & Rescue Flights

HOSP or SAR flights 8.33kHz equipped, should insert the letter “Y” in field 10 of the Standard Flight Plan regardless of the flight level.

To ensure the correct processing of a HOSP or SAR flight, it is required to insert the indicator STS/HOSP or STS/SAR, as appropriate, in field 18 of the Standard Flight Plan.

It is important to note that HOSP and SAR flights are not exempted from the 8.33kHz radios mandatory carriage requirement. Non-8.33kHz and non-UHF equipped HOSP/SAR flight will be handled outside of the 8.33kHz airspace where no exemption applies.

COMMUNICATION FAILURE

In this case, the standard procedure in the airspace concerned has to be applied.

INDICATION OF VHF COMMUNICATION CHANNELS

Amendment 80 to ICAO Annex 10, Volume II - Aeronautical Telecommunications - introduced a procedure requiring all VHF voice communication channels to be indicated by the use of 6 digits (4 digits for channels ending in two zeros), irrespective of whether 25 or 8.33kHz spacing is used.

Important: The use of the term “CHANNEL” for 8.33kHz channels is discontinued. It is essential that flight crews readback the channel number exactly as given by the controller and that controllers verify that the pilot has correctly understood.

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

E-12	AIR TRAFFIC CONTROL 18 DEC 09
	8.33KHZ CHANNEL SPACING

CHANNEL – FREQUENCY PAIRING TABLE (Extract between 132.0000 and 132.1000) (continued)

If ATC is uncertain about the 8.33kHz equipage status of any aircraft or the UHF status of a State aircraft, then the following phraseology applies:

1 Denotes pilot transmission.

The above phraseology is approved by ICAO in the

Procedures for Air Navigation Services Air Traffic

Management (PANS-ATM, Doc 4444).

Jeppesen publications

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

23 JAN 09 AIR TRAFFIC CONTROL

E-21

PROCEDURES FOR AREA NAVIGATION (RNAV) OPERATIONS - EUROPE (DOC 7030/4)

18.1APPLICATION OF RNAV PROCEDURES

18.1.1Terminal control area operations

18.1.1.1 Except as detailed in 18.1.1.2 and 18.1.1.3, only RNAV-equipped aircraft having a lateral track-keeping accuracy of ± 1 NM (2 SD) together with an ability to determine horizontal position to an accuracy sufficient to support the track-keeping requirement and having appropriate functionality and operational approval may operate under IFR on RNAV terminal area procedures. Such RNAV equipment is designated hereafter as precision area navigation (P-RNAV).

NOTE: The functional and operational approval requirements appropriate to P-RNAV are set out in Joint Aviation Authorities (JAA) Temporary Guidance Leaflet (TGL) No. 10, or equivalent.

18.1.1.2 Aircraft equipped with RNAV equipment having a lateral track-keeping accuracy of ± 5 NM (2 SD) with an ability to determine horizontal position to an accuracy sufficient to support the track-keeping requirement and having appropriate functionality, hereafter designated as basic area navigation (B-RNAV), may use RNAV (segments) of arrival and departure routes where these meet the following criteria:

18.1.1.3 Aircraft equipped with GNSS-based RNAV equipment may be used only on RNAV area procedures designated for GNSS and where it is identified that P-RNAV approval is not required to operate on the procedure.

NOTE: To meet the requirements of GNSS-based RNAV, aircraft need to be approved in accordance with JAA ACJ 20X5 (previously known as TGL no. 3, rev. 1), or equivalent.

18.1.2Enroute operations

18.1.2.1Only aircraft approved for B-RNAV operations may plan for operations under IFR on the ATS routes of the flight information regions/upper flight information regions (FIRs/UIRs) identified see below. Aircraft not equipped with RNAV but having a navigation accuracy meeting RNP 5 will be restricted to operations on ATS routes which States may designate within their lower airspace in accordance with

18.1.2.2For the period until at least 2005 or until such time as VHF omnidirectional radio range (VOR) facilities cease to be available, the carriage of a single RNAV system not meeting an average continuity of service of 99.99 per cent of flight time may be approved for B-RNAV operations if the aircraft is also carrying VOR and DME equipment.

a.the B-RNAV portion of the route must: NOTE: States may designate domestic routes within

1.be above the appropriate minimum flight their lower airspace to be available for aircraft not

altitude (MFA), e.g.: minimum radar vectoring altitude (MRVA) and minimum sector altitude (MSA); and

2.be in accordance with established PANSOPS criteria for enroute operations; and

3.conform to B-RNAV enroute design principles;

NOTE: For minimum flight altitude, see Annex 11, 2.21.

b.the departure procedures must be conventional (non-RNAV) up to a conventional fix (or a minimum altitude). Beyond that fix (or minimum altitude) a B-RNAV procedure can be provided in accordance with the criteria in a) above; and

c.the B-RNAV portion of an arrival route must terminate at a conventional fix in accordance with the criteria given above. Beyond that fix, the arrival shall be completed by a conventional (non-RNAV) procedure, or by the provision of radar vectors; and

d.due regard must have been taken of those operating procedures of the users that may affect system performance. Examples include, but are not limited to, initial position fixing on runway and minimum automatic flight control system (AFCS) engagement altitudes; and

e.arrival and departure procedures, which can be flown by B-RNAV equipment, shall be identified explicitly as approved for application of B-RNAV.

NOTE: To meet the requirements of B-RNAV, aircraft need to be approved in accordance with JAA ACJ 20X4 (previously known as TGL no. 2, rev. 1), or equivalent.

fitted with RNAV equipment but having a navigation accuracy meeting RNP 5.

18.2AREA OF APPLICABILITY

18.2.1 The provisions in respect of P-RNAV shall be applied whenever RNAV terminal area procedures, excluding the final and missed approach segments, are used.

NOTE: The carriage of P-RNAV equipment has not yet been mandated in the EUR Region.

18.2.2 The above provisions in respect of enroute operations shall apply to all such operations conducted under IFR on the entire ATS route network as notified by the appropriate authorities in the following FIRs/UIRs:

Amsterdam, Ankara, Athinai, Barcelona, Berlin, Bordeaux, Bratislava, Bremen, Brest, Brindisi, Bruxelles, Bucuresti, Budapest, Canarias (AFI area of applicability), Casablanca, Chisinau, Düsseldorf, Finland, France, Frankfurt, Hannover, Istanbul, Kharkiv, København, Kyiv, Lisboa, Ljubljana, London, L’viv, Madrid, Malta, Marseille, Milano, München, Nicosia, Norway, Odessa, Paris, Praha, Reims, Rhein, Riga, Roma, Scottish, Shannon, Simferopol’, Skopje, Sofia, Sweden, Switzerland, Tallinn, Tbilisi, Tirana, Vilnius, Warszawa, Wien, Yerevan, Zagreb.

18.3MEANS OF COMPLICANCE

18.3.1 Conformance to the navigation requirement shall be verified by the State of Registry or the State of Operator as appropriate.

NOTE: Guidance material concerning navigation requirements associated with B-RNAV operations is contained in JAA ACJ 20X4 and for P-RNAV in JAA Temporary Guidance Leaflet No. 10.

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

E-22	AIR TRAFFIC CONTROL 23 JAN 09

PROCEDURES FOR AREA NAVIGATION (RNAV) OPERATIONS - EUROPE (DOC 7030/4)

18.4RNAV ROUTE DESIGNATION (IDENTIFICATION OF RNAV ROUTES)

18.4.1All RNAV standard instrument arrival and departure routes shall be suitably designated as RNAV in accordance with Doc 8168 and Annex 11, Appendix 3.

18.4.2All other RNAV route shall be designated in accordance with Annex 4 and Annex 11, Appendix 1.

18.5FLIGHT PLANNING

18.5.1Operators of aircraft approved for B-RNAV operations, as set out in 18.1.1.2, shall insert the designator ‘R’ in Item 10 of the flight plan.

18.5.2In addition to the requirement of 18.5.1, operators of aircraft approved for P-RNAV operations, as set out in 18.1.1.1, shall, in addition to the designator “R”, also insert the designator “P” in Item 10 of the flight plan.

NOTE: The attention of operators is drawn to 3.1.1.2 in respect of requirements for the filing of equipment information in RPLs.

18.5.3 Instructions for completion of the flight plan (A2 - 3.3.; P-ATM, Chapter 4, Section 4 and Appendix 2, Section 2)

18.5.3.1Where a failure or degradation results in the aircraft being unable to meet the P-RNAV functionality and accuracy requirements of 18.1.1.1 before departure, the operator of the aircraft shall not insert the designator “P” in Item 10 of the flight plan. Subsequently, for a flight for which a flight plan has been submitted, an appropriate new flight plan shall be submitted and the old flight plan cancelled. For a flight operating based on a repetitve flight plan (RPL), the RPL shall be cancelled, and an appropriate new flight plan shall be submitted.

18.5.3.2In addition, where a failure or degradation results in the aircraft being unable to meet the B-RNAV functionality and accuracy requirements of

18.1.1.2before departure, the operator of the aircraft shall not insert the designators “S” or “R” or “P” in Item 10 of the flight plan. Since such flights require special handling by ATC, Item 18 of the fligth plan shall contain STS/RNAVINOP. Subsequently, for a flight for which a flight plan has been submitted, an appropriate new flight plan shall be submitted and the old flight plan cancelled. For a flight operating based on an RPL, the RPL shall be cancelled, and an appropriate new flight plan shall be submitted.

18.6MINIMUM FLIGHT ALTITUDES FOR OPERATIONS ON RNAV ROUTES

18.6.1 Unless an IFR aircraft is receiving navigation guidance in the form of radar vectors from ATC, the pilot is responsible for obstacle clearance. Therefore, the use of RNAV does not relieve pilots of their responsibility to ensure that any ATC clearance or instruction is safe in respect to obstacle clearance. ATC shall assign levels that are at or above established minimum flight altitudes.

18.7PROCEDURES FOR OPERATION ON RNAV ROUTES

18.7.1 Correct operation of the aircraft RNAV system shall be established before joining and during operation on an RNAV route. This shall include confirmation that:

a.the routing is in accordance with the clearance; and

b.the RNAV navigation accuracy of the aircraft meets the navigation accuracy requirements of the RNAV route and arrival or departure procedure, as applicable.

18.7.2When an aircraft cannot meet the requirements as specified in either 18.1.1.1 or 18.1.1.2 as a result of a failure or degradation of the RNAV system, a revised clearance shall be requested by the pilot.

18.7.3Subsequent ATC action in respect of an aircraft that cannot meet the specified requirements as specified in either 18.1.1.1 or 18.1.1.2 due to a failure or degradation of the RNAV system, will be dependent upon the nature of the reported failure and the overall traffic situation. Continued operation in accordance with the current ATC clearance may be possible in many situations.

When this cannot be achieved, a revised clearance, as specified in 18.8, may be required to revert to VOR/DME navigation.

18.7.4For operation on RNAV arrival and departure routes, where clearance is given by ATC for an RNAV procedure for which the aircraft is not approved, the pilot is to advise ATC who will then seek to provide an alternative routing.

18.7.5If an aircraft cannot meet the requirements specified in 18.1.1.2 due to a failure or degradation of the RNAV system that is detected before departure from an aerodrome where it is not practicable to effect a repair, the aircraft should be permitted to proceed to the nearest suitable aerodrome where a repair can be made.

When granting clearance to such aircraft, ATC should take into consideration the existing or anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may be become necessary during the course of flight.

18.8ATC PROCEDURES

18.8.2Degradation of RNAV systems

18.8.2.1 If, as a result of a failure or degradation of the RNAV system,

a.detected after departure, the aircraft cannot meet the requirements of 18.1.1.1, or,

b.detected before or after departure, the aircraft cannot meet the requirements of 18.1.1.2,

the following ATC procedures are applicable.

18.8.2.2Coordination messages

a.Computer-assisted coordination of estimate messages.

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

23 JAN 09 AIR TRAFFIC CONTROL

E-23

PROCEDURES FOR AREA NAVIGATION (RNAV) OPERATIONS - EUROPE (DOC 7030/4)

In case of automated messages not containing the information provided in item 18 of the flight plan, the sending ATC unit shall inform the receiving ATC unit by supplementing the ACT message verbally with the phrase “RNAV out of SERVICE” after the call sign of the aircraft concerned.

b.Verbal coordination of estimate messages.

When a verbal coordination process is beeing used, the sending ATC unit shall include the phrase “RNAV OUT OF SERVICE” at the end of the message.

18.8.2.3RTF phraseology

18.8.2.3.1 The phrase “UNABLE RNAV DUE EQUIPMENT” shall be included by the pilot immediately following the aircraft call sign upon occurrence of the RNAV degradation or failure and whenever initial contact on an ATC frequency is subsequently established.

18.8.2.4ATC Clearances

18.8.2.4.1 With respect to the degradation/failure in flight of an RNAV system, while the aircraft is operating on an ATS route requiring the use of B-RNAV,

a.aircraft should be routed via VOR/DME defined ATS routes; or

b.if no such routes are available, aircraft should be routed via conventional Navigation aids i.e. VOR/DME; or

c.when the above procedures are not feasible, the ATC unit should, where practicable, provide the aircraft with radar vectors until the aircraft is capable of resuming its own navigation.

NOTE: Aircraft routed in accordance with a) or b) above may, where practicable, require continuous radar monitoring by the ATC unit concerned.

18.8.2.4.2 With respect to the degradation/failure in flight, of an aircraft’s RNAV system, while the aircraft is operating on an arrival or departure procedure requiring the use of RNAV,

a.the aircraft should be provided with radar vectors until the aircraft is capable of resuming its own navigation, or

b.the aircraft should be routed by conventional navigation aids, i.e. VOR/DME.

18.9ATC PROCEDURES FOR STATE AIRCRAFT NOT EQUIPPED WITH RNAV BUT HAVING A NAVIGATION ACCURACY MEETING RNP 5

18.9.1Instructions for the completion of the flight plan (A2 - 3.3.3; P-ATM, 4.4 and Appendix 2,2)

18.9.1.1Operators of State aircraft not equipped with RNAV shall not insert the designator ‘S’ or ‘R’ or ‘P’in Item 10 of the flight plan.

18.9.1.2Since such flights require special handling by ATC, Item 18 of the flight plan shall contain STS/NONRNAV.

18.9.2Coordination messages

18.9.2.1Computer-assisted coordination of estimate messages

18.9.2.1.1 In the case of automated messages not containing the information provided in Item 18 of the flight plan. The sending ATC unit shall inform the receiving ATC unit by supplementing the ATC message verbally with the prase “NEGATIVE-RNAV” after the call sign of the aircraft concerned.

18.9.2.2Verbal coordination of estimate messages

18.9.2.2.1 When a verbal coordination process is being used, the sending ATC unit shall include the phrase “NEGATIVE-RNAV” after the call sign of the aircraft concerned.

18.9.2.3Phraseology

18.9.2.3.1 The phrase “NEGATIVE-RNAV” shall be included by the pilot immediately following the aircraft call sign whenever initial contact on an ATC frequency is established.

18.9.2.4ATC clearances

18.9.2.4.1Whithin TMAs, State aircraft may only be routed via RNAV terminal area procedures if they are equipped with the appropriate RNAV equipment. (18.1.1.1 and 18.1.1.2 apply).

18.9.2.4.2For such aircraft operating enroute, the following procedures apply:

a.State aircraft should be routed via VOR/DMEdefined ATS routes; or

b.if no such routes are available, State aircraft should be routed via conventional navigation aids, i.e. VOR/DME.

NOTE: State aircraft routed in accordance with a) or b) above may require continuous radar monitoring by the ATC unit concerned.

18.9.2.4.3 When the above procedure cannot be applied, the ATC unit shall provide State aircraft whith radar vectors until the aircraft is capable or resuming its own navigation.

© JEPPESEN, 2002, 2009. ALL RIGHTS RESERVED.

9 APR 10

AIR TRAFFIC CONTROL

E-25

BASIC RNAV (B-RNAV) IN THE AIRSPACE OF THE MEMBER STATES OF THE

EUROPEAN CIVIL AVIATION CONFERENCE (ECAC)

AIRSPACE OF ECAC MEMBER STATES

B-RNAV - Required Navigation Performance 5 (RNP5) is mandatory as the primary means of navigation in ECAC enroute airspace, including designated feeder routes (SIDs & STARs) in and out of notified Terminal Areas. The lowest applicable flight

level might vary throughout the ECAC States and is indicated within the limits of designated airspace tabulation on Enroute chart cover panels in bold type. For Equipment and Requirements refer also to REQUIRED NAVIGATIONAL PERFORMANCE (RNP) AREA NAVIGATION (RNAV).

Albania	Estonia	Lithuania	Romania
Armenia	Finland	Luxembourg	San Marino
Austria	France	Macedonia, F.Y.R. of	Serbia
Azerbaijan	Georgia	Malta	Slovakia
Belgium	Germany	Moldova	Slovenia
Bosnia and Herzegovina	Greece	Monaco	Spain
Bulgaria	Hungary	Montenegro	Sweden
Croatia	Iceland	Netherlands	Switzerland
Cyprus	Ireland	Norway	Turkey
Czech Rep.	Italy	Poland	Ukraine
Denmark	Latvia	Portugal	United Kingdom

© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.

25 JUN 10 AIR TRAFFIC CONTROL

E-31

VOLCANIC ASH OPERATION PROCEDURE

GENERAL

This procedure is based on EASA Safety Information Bulletin 2010-17R2 published on 21 May 2010 and further European developments with respect to the operation of aircraft in areas where concentrations of volcanic ash may be present.

It is emphasized that a volcanic ash encounter is potentially hazardous and areas of known contamination above a certain concentration must generally be avoided. Volcanic ash may extend for several hundreds of miles and the contaminated zone may not be visible. The decision to operate should be taken carefully.

Flight in airspace with a low contamination of volcanic ash may have medium and long term consequences for the airworthiness of aircraft. It is therefore essential that priority be given to maintain the continuing airworthiness of aircraft in order to support the continuation of safe operations in airspace contaminated with volcanic ash.

Areas affected by volcanic ash above a certain concentration will be notified by SIGMET. If applicable, associated operational information shall be published by NOTAM.

The London VAAC NWP Volcanic Ash Concentration Charts can be accessed at: http://www.metoffice.gov.uk/corporate/pressoffice/1010/volcano/ashconcentration/

DEFINITIONS

a.NO FLY ZONE (NFZ)

Flight in this zone is prohibited due to predicted ash concentration levels exceeding acceptable engine manufacturer’s tolerances.

b.ENHANCED PROCEDURE ZONE (EPZ)

1.EPZ GREY: In this zone, flight operations can be authorized by the Competent National Authority of the operator under certain conditions, and provided they are manageable by the National Air Traffic Management Organization (or Air Traffic Management Service Provider). Flight in the Grey Zone may be limited by operational and/or technical restrictions.

2.EPZ RED: In this zone flight operations are allowed without restrictions, provided the operator follows either the recommendations for flights into airspace with a low contamination of volcanic ash produced by the aircraft and engine manufacturers.

c.NORMAL ZONE (NZ)

Normal flight operations apply.

CONDUCT OF FLIGHTS

Airborne weather radar systems are not designed to detect volcanic ash clouds and extra precautions should be taken during flight, particularly during hours of darkness and in Instrument Meteorological Conditions (IMC) when volcanic ash may be present in the atmosphere. The following are signs that volcanic ash may be present during flight:

–smoke or dust in the cockpit;

–an acrid or sulphurous odour;

–St Elmo’s Fire and static discharges around the windshield;

–a bright white or orange glow in the engine inlets;

–sharp, distinct beams from the landing lights;

–any abnormal indications in airspeed and engine parameters.

Standard procedures for "Encountering volcanic ash" should be considered if any of these signs are observed.

If volcanic ash is encountered the procedures provided in the Operations Manual should be followed. General advice is to execute a 180-degree turn to leave the ash cloud. If possible, the engine thrust should be reduced to flight idle to minimize the build-up of deposits in the engines.

A precautionary landing should be made at the nearest suitable airport if it is suspected that the engines have been adversely affected or there is aircraft damage.

REPORT OF VOLCANIC ASH ACTIVITY DURING FLIGHT

If volcanic ash activity is identified during a flight, the following information shall be transmitted to the nearest ATS unit:

a.call sign;

b.position;

c.time;

d.flight level;

e.position, bearing, distance to volcanic activity, level of contamination experienced;

f.vertical and lateral extent of ash cloud, rate, growth etc;

g.air temperature;

h.wind.

The report shall be transmitted when the commander of the aircraft deems that it is safe to do so.

RECOMMENDATIONS

When operating in airspace that is known or suspected to be contaminated with volcanic ash (ENHANCED PROCEDURES ZONE) the following should apply:

Unless specific preand post-flight inspections and ICA have been defined by the aircraft and engine TC holders, and until those instructions have been made available to the operators and owners,

a.Accomplish daily inspections when operating in an area of low volcanic ash contamination, to detect any erosion, accumulation of volcanic ash, or aircraftand/or engine damage or system degradation:

–wing leading edges;

–navigation and landing lights, radomes;

–landing gear;

–horizontal stabilizer;

–all extruding structure;

–pitot tubes and static ports;

–windows and windshields;

–engine inlets and nacelles;

© JEPPESEN, 2010. ALL RIGHTS RESERVED.

E-32	AIR TRAFFIC CONTROL 25 JUN 10
	VOLCANIC ASH OPERATION PROCEDURE

–engine compressors and turbines;

–engine oil systems;

–rotor blades.

Based on the results of the above inspections, more detailed inspections may be necessary.

Unless specific instructions have already been provided by aircraft and engine TC holders to be applied after encountering a volcanic ash, the above inspections should also be performed after each flight, whenever the phenomena shown under CONDUCT OF FLIGHTS are observed or detected or experienced during flight.

b.Report any encounter with volcanic ash, or any other relevant findings, to the engineand aircraft TC holders, the National State of Registry of the aircraft and to the National Authority of the State through which flight was conducted.

c.In addition to the above, to enable flight in the ENHANCED PROCEDURES ZONE GREY, the following recommendations are provided, subject to approval of the Competent Authority of the EU Member State or associated country. Two approaches (1. or 2.) are recommended:

1.Operators may be authorized to resume flight operations in the ENHANCED PROCEDURES ZONE GREY, by presenting to their National Competent Authority an acceptable safety case. The safety case should contain, but is not limited to, the following:

(a)An assessment of the risks for flight operations, per aircraft type, in the ENHANCED PROCEDURES ZONE GREY prior to the planned operations (A description of safety risk assessment methodology can be found in ICAO NATSPG NAT OPS Bulletin, number 2010-009).

(b)Data from the engine and aircraft manufacturers that support flight operations, per aircraft type, in this zone, and when applicable, the limitations that may apply.

(c)Additional (health monitoring) inspections are carried out that have been determined by the aircraft and engine manufacturers to ensure continued safe flight.

2. The National Competent Authority of the Member State or associated country may decide to allow all flights within the ENHANCED PROCEDURES ZONE GREY airspace, with or without limitations (e.g. geographic area, limitation in duration), following recognizance/clearance flights performed to support and justify that safe operations in the ENHANCED PROCEDURES ZONE GREY can continue. This airspace, based on recognizance/clearance flights, should then be re-classified as a ENHANCED PROCEDURES ZONE RED.

The data and analysis from the recognizance/clearance flight(s) together with the subsequent decision to allow flights in the airspace in full or in part should be reported without delay to the Volcanic Ash Advisory Centres, Eurocontrol and EASA.

d.In both cases (1.) and (2.) flights in the ENHANCED PROCEDURES ZONE GREY may then be carried out at the operators discretion provided flight into visible ash is avoided.

e.In both cases (1.) and (2.) above any necessary enhanced operational procedures should be developed and implemented by the operator. Such enhanced operational procedures should include:

–a briefing to pilots on the concept of flights in the ENHANCED PROCEDURES ZONE GREY,

–additional fuel as a contingency to allow re-routing once airborne due to the changing environmental conditions, as applicable,

–the selection of en-route and/or destination alternates and/or ETOPS requirements considering special circumstances, and

–consideration to engine-out service ceiling and decompression before overflying areas containing volcanic ash.

f.Operations in airspace with any contamination of volcanic ash may result in degradation of aircraft and engine components or systems which is higher than normal.

g.EASA requests the feedback from operators for improvement of this procedure and the Agency would like to be informed of any difficulties that are being experienced on implementing the safety recommendations contained in this procedure. Reports can be submitted to EASA by E-mail: [e-mail].

© JEPPESEN, 2010. ALL RIGHTS RESERVED.

20 FEB 09 AIR TRAFFIC CONTROL

ALBANIA-1

ALBANIA - RULES AND PROCEDURES

GENERAL

In general, the air traffic rules and procedures in force and the organization of the air traffic services are in conformity with ICAO Standards, Recommended Practices and Procedures.

Units of measurement used in connection with all air traffic services in Albania:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with ATC Chapter Part IV. Holding Procedures, table “Holding Speeds ICAO Doc 8168”.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures comply with the new PANS-OPS, Document 8168, Volume II.

AIRPORT OPERATING MINIMUMS

Albania publishes OCA/OCH. Jeppesen charted minimums are not below State minimums.

ATS AIRSPACE CLASSIFICATION

Albania has adopted the ICAO ATS airspace classification as listed in ATC chapter “ICAO ATS Airspace Classifications - Annex 11”. Airspace classes “A”, “B”, “E” and “F” are not used in Tirana FIR.

SPECIAL REQUIREMENTS AND REGULATIONS

FLIGHT PLANNING

IFPS/CFMU OPERATIONS

The Integrated Initial Flight Plan Processing System element of the EUROCONTROL Central Flow Management Unit (CFMU) is the sole source for the distribution of the IFR General Air Traffic (GAT) FPL and associated messages to ATS units within the IFPS. The only required addresses are those of the two IFPS Units (IFPU) at Haren (Brussels) and Bretigny (Paris).

FLIGHT PLAN MESSAGE ADDRESSING

AFTN: EUCHZMFP and EUCBZMFP SITA: BRUEP7X and PAREP7X

Repetitive Flight Plans (RPL)

Aircraft Operators are reminded that RPL data is to be addressed to the:

Eurocontrol CFMU FDO/RPL Team

Address: Rue de la Fusee, 96 B-1130 Brussels Belgium

in parallel with their normal submissions, as required, and to National Authorities.

For complete details on the IFPS and CFMU procedures, refer to the Eurocontrol CFMU manuals or to the Jeppesen European Air Traffic Flow and Capacity Management (EATFCM) User Guide.

ACAS II/TCAS II REQUIREMENTS

ACAS II shall be carried and operated in the Tirana FIR by all turbine - engined aeroplanes having a maximum certified take-off mass exceeding 5700kg or authorized to carry more than 19 passengers.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE ANNEX 2

No differences published.

© JEPPESEN, 1994, 2009. ALL RIGHTS RESERVED.