AIR TRAFFIC CONTROL

CANARY IS-4	AIR TRAFFIC CONTROL 15 JAN 10
	CANARY IS - RULES AND PROCEDURES

Crossing traffic shall include in item 18 of the FPL the coordinates and estimated time at the entry/exit points and of crossing each of the fixed ATS routes.

Crossing traffic should plan to operate at conventional flight levels, e.g.:

East to West: FL310 - 350 - 390, West to East: FL290 - 330 - 370.

Pilots must be aware that it is their responsibility not to enter uncontrolled non-RVSM airspace at RVSM flight levels.

Wake Turbulence

An aircraft encountering wake turbulences should notify ATC and request a revised clearance.

ATC will consider suspending RVSM procedures within affected areas and adjacent transition areas when pilots report greater than moderate turbulence. When RVSM procedures are suspended the minimum vertical separation between aircraft will be 2000ft (600m).

THE CANARIES ADS/CPDLC SYSTEM (SACCAN)

FANS1/A equipped aircraft use the SITA-ARINC network and can communicate with SACCAN by means of the Aeronautical Mobile Satellite Service (AMSS) provided by INMARSAT, or by VHF when within the range of any of two SITA VHF data link stations located in the Canary Islands.

The following main functions are available within SACCAN:

–ADS (Automatic Dependent Surveillance) tracking;

–ADS-SSR integration tracking;

–Short Term Conflict Alert (STCA) and Minimum Safe Altitude Warnings (MSAW) based either on ADS stand alone, SSR stand alone or ADS-SSR integration;

–Detection of incorrect waypoint insertion;

–Conformance Monitoring;

–Navigation Integrity Monitoring;

–Automatic management of ADS contracts;

–CPDLC efficient management.

Expected improvements to be achieved:

–More direct flight paths;

–More optimal climb and descend profiles;

–Increased access to cruise altitudes closer to optimal;

–Reduced ATC controllers and pilots workload;

–Increased level of safety.

Airline operators with FANS 1/A equipped aircraft wishing to participate in the ADS and CPDLC operational evaluation are kindly requested to submit a Participation Form to the South Atlantic Monitoring Agency (SATMA):

Agencia de Monitorizacion SATMA

Address:	Centro de Control de Transito
	Aereo de Canarias
	Apartado 69
	Telde (Las Palmas de Gran Canaria)
	Espana
	E35219
Tel:	[phone]
Fax:	[phone]
E-Mail:	[e-mail]
Internet:	www.satmasat.com

Flight Plan Notification

item 18 - RMK/followed by CANARIAS FANS 1 OR CANARIAS FANS A (specifically requested by Canarias ACC to FANS 1/A participating aircraft).

Log-on

Aircraft participating in pre-operational phase are requested to log-on to the Canaries SACCAN system using the 4 character ICAO code of the Canaries ATS unit ’GCCC’, between 15 and 30 minutes prior of its entrance to the Canaries FIR/UIR airspace.

In order that the log-on is not rejected, the flight identification used for log-on must be exactly the same as the filed in the ATS flight plan.

Log-off

Log-off should normally take place 5 minutes after leaving Canaries FIR/UIR unless something different is agreed in real time between pilot and controller via voice communications.

Pilots of participating aircraft, 10 minutes after having left Canaries FIR/UIR, are requested in any case either to:

a.Log-off (Disconnect/Select off ATC COMM) the Canaries SACCAN system; or

b.Disconnect ADS (Seclect off/Set off ADS).

This is to make sure that ADS reporting is terminated in due time, in case that due to a malfunction some ADS contracts may not be cancelled automatically by the SACCAN system, as they normally should.

STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)

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.

a.SLOP shall be applied only by aircraft with automatic offset tracking capability.

b.There are three positions that an aircraft may fly: centerline, 1 or 2 NM right.

c.Offsets shall not exceed 2 NM right of centerline.

d.There is no ATC clearance required and pilots are not required to inform ATC.

ACAS II/TCAS II REQUIREMENTS

All civil fixed wing turbine-enginrd aircraft having a maximum take-off mass exceeding 5700 kg or maximum approved passenger seating configuration of more than 19 will be required to be equipped with ACAS II.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

15 JAN 10 AIR TRAFFIC CONTROL	CANARY IS-5
CANARY IS - RULES AND PROCEDURES

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

3.3.1.4 Unless otherwise prescribed by the appropriate ATS authority, a flight plan for a flight to be provided with air traffic services shall be submitted in advance as follows:

a.IFR flight from a non-controlled aerodrome:

1.before departure if only flight information and alert services are requested;

2.at least 3 hours before the EOBT if air traffic control or advisory service is requested and is subject to flow control;

3.at least 60 minutes before the EOBT if air traffic control or advisory service is requested and is not subject to flow control.

b.VFR flight from a non-controlled aerodrome:

1.before departure if only flight information and alert service is requested;

2.at least 60 minutes before the EOBT if air traffic control service is requested.

c.IFR flight from a controlled aerodrome:

1.at least 3 hours before the EOBT if the flight is subject to flow control;

2.at least 60 minutes before the EOBT if the flight is not subject to flow control.

d.VFR flight from a controlled aerodrome:

1.at least 60 minutes before the EOBT if departing from an aerodrome with H24 service;

2.at least 30 minutes before the EOBT if departing from an aerodrome without H24 service.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

27 AUG 10 AIR TRAFFIC CONTROL

CROATIA-1

CROATIA - 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 Croatia:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

MAXIMUM SPEED

Up to and including FL140 (CAT A 170 kt IAS and B aircraft)

Up to and including FL140 (other	230 kt IAS
than CAT A and B aircraft)
Above FL140 to FL200 inclusive	240 kt IAS
Above FL200	265 kt IAS

NOTE: Higher speeds, e.g. in case of severe turbulence, are only permitted after prior clearance with ATC.

PROCEDURE LIMITATIONS AND OPTIONS

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

AIRPORT OPERATING MINIMUMS

Croatia does not publish State airport operating minimums. Croatia publishes Obstacle Clearance Altitudes (Heights) [OCA(H)].

ATS AIRSPACE CLASSIFICATIONS

Croatia 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”, however, are not used within Zagreb FIR/UIR.

VFR flights shall not be operated above FL200 in airspace class “C”, and at transonic and supersonic speeds.

IFR flights are not permitted in class “G” airspace.

For differences from ICAO VMC specifications see relevant paragraph below

SPECIAL REQUIREMENTS AND REGULATIONS

ALTIMETRY

QFE altimeter settings are not normally available at controlled aerodromes, except for flights within a CTR and then upon pilot’s request and ATC approval. QFE is available at uncontrolled aerodromes when so prescribed and subject to the above conditions.

CRUISE CLIMB TECHNIQUES

Employment of cruise climb techniques is not approved in the Republic of Croatia.

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

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

All civil fixed wing turbine-engined aircraft having a maximum take-off mass exceeding 5700kg, or a maximum approved passenger seating configuration of more than 19, are required to be equipped with ACAS II.

DIFFERENCES TO PROCEDURES WITHIN RVSM AIRSPACE (SEE ATC RVSM EUR)

Separation of 3000ft (900m) is used for State Aircraft MIG-21 operating as OAT in formation, and any other aircraft operating as GAT, under condition that vertical separation between aircraft within formation is not greater than 100ft (30.5m).

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

CROATIA-2	AIR TRAFFIC CONTROL 27 AUG 10
	CROATIA - RULES AND PROCEDURES

VFR FLIGHTS PROHIBITION

Unless specially authorized by the Croatia Control Ltd., VFR flights within FIR Zagreb shall not be operated above FL195. Such special approval shall not be granted for en-route VFR flights.

Authorisation for GAT VFR flights above FL285 shall only be granted within reserved airspace (e.g. Temporary Segregated Airspace, or its equivalent). Rules applicable within such reserved airspace at FL290 and above shall not be subject to the application of RVSM of 300m (1000ft).

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE ANNEX 2

3.2.2.7 Additionally, aircraft taxiing by own power have the right-of-way over other vehicles and pedestrians.

3.2.3.1a The anti-collision light shall be displayed day and night. Exemptions may be granted by CAA.

3.3.1.2	A flight plan shall be submitted prior to
operating:

–IFR flights;

–VFR flights in controlled airspace except for VFR flights during daylight within control zones;

–flights within restricted and other areas established for air defense identification purposes;

–VFR flights across international borders.

3.3.1.4 Flight plans for flights into areas subject to ATFCM shall be submitted at least 3 hours before EOBT.

Flight plans may be submitted to IFPS up to a maximum of 120 hours, or five days, in advance of the EOBT of that flight plan. Those flight plans that are submitted more than 24 hours in advance or the flight shall include the date of flight.

4.1 In Class “G” airspace, regardless of altitude, aircraft may operate in flight visibility not less than 1.5Km, clear of clouds and in sight of the surface.

Exception: rotorcraft, airships and free balloons may operate in flight visibility not less than 800m provided there is adequate opportunity to observe and avoid obstacles.

Appendix 1, 4.1.1

The series of green flashes, “Return for landing”, has the following additional meaning: “Continue approach to land”.

Appendix 1, 4.2.4

A white cross is used for runways and an orange cross is used for taxiways.

Appendix 1, 4.2.6

Additionally, a double white or orange cross with an arrow pointing to the right or left is displayed in the signal area or at the end of the runway or strip in take-off or landing direction to indicate separate traf-

fic circuits for power-driven aircraft and gliders. After take-off and before landing, changes in direction for power-driven aircraft are permitted only in the direction of the arrow and changes in direction for gliders only in the opposite direction.

PANS-ATM (DOC 4444)

Appendix 2, para 2 (Flight Plan Form)

Flight Plan, item 15a, “Cruising Speed”, Kilometers per hour shall not be used for general air traffic (GAT) route segments within Republic of Croatia.

Flight Plan, item 15c, “Route”, the use of “DCT” shall be avoided wherever possible. Crossing of Croatian border on a DCT routing is not allowed.

Flight Plan, item 15c, “Route/Significant Point”, if no coded designator has been assigned the use of “degrees only” in FPL is not allowed.

Flight Plan, item 15c, “Route/Significant Point”, for flights within the Republic of Croatia extending to TMAs Split, Dubrovnik, Zadar, Rijeka and Pula, entering the coordinates into a route is not permitted.

Flight Plan, item 18, “Other Information”, VFR flights at night shall be marked by the entry “RMK/N VFR NIGHT”.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

10 APR 09 AIR TRAFFIC CONTROL

CYPRUS-1

CYPRUS - 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 Cyprus:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with ATC-Chapter “Flight Procedures (DOC 8168) Part IV. Holding Procedures” table “Holding Speeds ICAO DOC 8168”.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures are in accordance with new PANS-OPS, Document 8168, Volume II, 3rd Edition.

AIRPORT OPERATING MINIMUMS

Cyprus does not publish State airport operating minimums. Cyprus publishes Obstacle Clearance Altitudes (Heights) [OCA(H)].

ATS AIRSPACE CLASSIFICATIONS

Cyprus has adopted the ICAO ATS airspace classification as listed on ATC-Chapter “ICAO ATS Airspace Classifications - Annex 11”.

Class B: Larnaca and Pafos aerodrome traffic zones only.

Class C: Larnaca and Pafos Control Zones and ATS routes up to FL660 and Psevdas training area.

Class G: It comprises all airspace outside the ATS routes below FL195, CTR zones ATZ, the General Aviation training areas (except Psevdas training area class C) and all airspace 700ft above surface. Speed limitations are applicable to IFR and VFR flights, 250kt IAS below FL100 (3050m). IFR flights are required to establish radio communication with ATS.

SPECIAL REQUIREMENTS AND REGULATIONS

ABBREVIATED POSITION REPORTING

In the Nicosia FIR the initial call after changing a radio frequency may contain only the aircraft identification and the level, and subsequently any position report may contain only aircraft identification, position and time.

FLIGHT PLANNING

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

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 REQUIREMENTS

All fixed-wing turbine-engined aircraft having a maximum take-off mass exceeding 5700kg, or a maximum approved passenger seating configuration of more than 19 will be required to be equipped with ACAS II.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

4.1 In class “G” airspace the ICAO VMC minima specified for flights below FL100 are applied down to the surface.

Additionally for flights at or below 3000ft AMSL the following minima are applied:

–when IAS is higher than 140KT:

visibility 5Km, clear of clouds and in sight of the surface, or

–when IAS is 140KT or less:

visibility 1500m, clear of clouds and in sight of the surface.

© JEPPESEN, 1990, 2009. ALL RIGHTS RESERVED.

27 MAR 09 AIR TRAFFIC CONTROL

DENMARK-1

DENMARK - 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 Denmark:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with ATC-Chapter “Flight Procedures (DOC 8168) Part IV. Holding Procedures”, table “Holding Speeds ICAO DOC 8168”.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures with OCA(H)s comply with the new PANS-OPS, Document 8168, Volume II. Instrument approach procedures with published OCLs comply with the earlier version of PANSOPS, Document 8168.

AIRPORT OPERATING MINIMUMS

Denmark does not publish State airport operating minimums.

Denmark publishes OCA(H)s, or OCLs in a few cases.

ATS AIRSPACE CLASSIFICATIONS

Denmark has adopted the ICAO ATS airspace classification as listed in ATC-Chapter “ICAO ATS AIRSPACE CLASSIFICATIONS - ANNEX 11”.

Airspace classes “A”, “B” and “F” are not used within Copenhagen FIR.

A requirement for carriage of transponder Mode A and C is prescribed for each of the airspace classes, except for VFR flights in class “D”, “E” and “G” airspace. In class “E” airspace traffic information is mainly based on radar information, derived from SSR replies. In class “G” airspace traffic information is only given as far as practical.

Enroute VFR flights shall not be operated above FL195 in airspace class “C” at transonic and supersonic speeds.

Application for permission to operate GAT VFR above FL195 but below FL285 by specific arrangements must be sent to:

Civil Aviation Administration Denmark

Address:	2. Safety Inspection Department
	Ellebjergvej 50
	Copenhagen DV
	DK-2450
Tel:	[phone]
E-Mail:	[e-mail]

Continuous two-way communication is required in certain parts of class “G” airspace, designated TIZ.

For differences from ICAO VMC specifications refer to ATC-Chapter Denmark “DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES”.

SPECIAL REQUIREMENTS AND REGULATIONS

TRAFFIC INFORMATION ZONE (TIZ)

Except as may otherwise be arranged with the AFIS unit, a pilot:

–who intends to land on or take off from the aerodrome shall prior to entering TIZ or prior to taxiing for take-off establish two-way radio communication with the AFIS unit;

–who intends to fly through TIZ shall prior to entering TIZ establish two-way radio communication with the AFIS unit.

REDUCED POSITION REPORTING

Position reports for controlled flights shall take place only at first contact after change of frequency or when requested by ATC; however, if an aircraft leaving Copenhagen FIR has not been instructed to contact adjoining ATC, the aircraft shall report “Passing FIR boundary”.

Transmission of position reports shall contain only aircraft identification and actual flight level and for aircraft in climb or descent additionally the assigned flight level.

FLIGHT PLANNING

There is no requirement to include a SID or STAR in a coded form in item 15 of the flight plan form.

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

DENMARK-2	AIR TRAFFIC CONTROL 27 MAR 09
	DENMARK - RULES AND PROCEDURES

Traffic to Copenhagen (Kastrup/Roskilde) shall include appropriate primary holding in the flight plan.

Flights departing Copenhagen FIR with destination Amsterdam shall plan flight at max altitude FL310.

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) portions of flight plan information to ATS Units (ATSUs). The only 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:

CFMU

RPL Section

Address: Rue de la Fusee 96 Brussels

B-1130

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.

SLOT COORDINATION AT COPENHAGEN (KASTRUP) AIRPORT

Seasonal programs for all scheduled route and charter operations shall be forwarded to the Airport Coordination Denmark (ACD) who has been appointed by the Ministry of Transport to perform the slot coordination at Copenhagen (Kastrup). The deadline is normally the last Friday in the months of May and October.

The following shall be approved by ACD:

a.Changes to seasonal programs;

b.Request for and changes to individual flights. Cancellation of an individual flight (route, charter as well as other traffic inclusive) shall be notified.

Any contact concerning the above shall be made to ACD within office hours (Mon-Fri, 0900-1600 (08001500) UTC) and, if possible, not later than the day before the flight is to be carried out. The address is as follows:

ACD

Vilhelm Lauritsen Terminal

Address:	Vilhelm Lauritsen Alee 1
	Copenhagen Airport West
	Kastrup
	DK-2770
Tel:	+45	32 314280
Fax:	+45	32 314281
E-Mail:	[e-mail]
SITA:	CPHACXH

Outside office hours, contact:

Copenhagen Airports A/S

Airside Operations Department

Address:	P.O. Box 74
	Kastrup
	DK-2770
Tel:	+45	32 313231
Fax:	+45	32 313132
SITA:	CPHAPYD
AFTN:	EKCHYDYX

USE OF GPS-BASED IFR NON-PRECISION APPROACH PROCEDURES

General

Pilots may use published GPS-based RNAV non-pre- cision instrument approach procedures subject to appropriate airworthiness and operational approval.

Operational Requirements

GPS may not be used for vertical navigation.

GPS overlay approaches may be used subject to the following conditions:

–the procedure shall define the position of all navigation aids and waypoints required for the non-precision approach;

–the information stored in the database shall be presented to the pilot in the order shown on the published non-precision approach chart;

–the navigation database shall contain current information (actual AIRAC cycle) for the non-pre- cision approach to be flown and shall be protected so that the pilot cannot manually type in waypoints;

–for GPS stand-alone procedures, RAIM or equivalent monitoring functions must be available;

–if a destination alternate is required, a non-GPS based approach procedure must be available at the alternate;

–for GPS overlay procedures, the conventional navaids on which the procedure is based shall be operational, the airborne equipment must be tuned in on these and the pilot must monitor the instruments during the approach.

The following additional operational requirements for GPS approach procedure apply to commercial air traffic:

–GPS operation shall be in accordance with the AFM or AFM Supplement of the aircraft;

–the MMEL/MEL shall describe the minimum equipment necessary to satisfy GPS operations and the procedure shall be contained in the navigation database.

Qualification requirements for non-commercial pilots

Pilots wishing to carry out GPS non-precision approaches shall have sufficient theoretical and practical knowledge about the use of navigational equipment based on GPS before this equipment is used.

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

27 MAR 09 AIR TRAFFIC CONTROL	DENMARK-3
DENMARK - RULES AND PROCEDURES
Documentation for pilot qualification training is to be
presented on request and shall be entered in the
pilot’s logbook or the like.
ACASII/TCASII REQUIREMENTS
Civil fixed wing turbine-engine aircraft exceeding
5700kg, or a maximum approved passenger seating
configuration of more than 19, are required to be
equipped with, and operate ACAS II.
ACAS II/TCAS II Operators with ACAS II temporary
u/s in accordance with Minimum Equipment List
(MEL) do not require an exemption.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

3.2.2.7.3 An aircraft taxiing on the maneuvering area shall stop and hold at all lighted stop bars and may proceed only, when the lights are switched off, and a clearance is received from the control tower.

3.3.1.2 In addition to ICAO specifications a flight plan shall be submitted prior to operating

–any IFR flight, and

–any flight across the Danish border or the Danish territorial waters, unless the Danish Civil Administration has permitted exceptions.

3.3.4 Unless otherwise prescribed by the Danish Civil Aviation Administration a departure report shall be made at the earliest possible moment after departure, to the appropriate ATS unit, by any flight for which a flight plan has been submitted. Such report is not required after departure from an aerodrome where ATS are provided on condition that radio communication or visual signals indicate that the departure has been observed.

3.3.5.1 A report of arrival is not required after landing on an aerodrome where ATS are provided on condition that radio communication or visual signals indicate that the landing has been observed.

4.1 In airspace class “F” and “G” at or below 900m (3000ft) MSL or 300m (1000ft) above terrain, whichever is the higher, aircraft may operate in flight visibility not less than 3Km, clear of clouds and in sight of the surface, if the speed is 140 KT IAS or less.

Exceptions:

–aircraft established in the aerodrome traffic circuit, may operate with a flight visibility of at least 1.5Km, clear of clouds and with the aerodrome in sight.

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

30 JUL 10 AIR TRAFFIC CONTROL

EGYPT-1

EGYPT - 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 Egypt:

Unless authorized by the appropriate ATS authority, and subject to specified conditions prescribed by that authority, VFR flights shall not be operated:

a.above FL150;

b.at transonic and supersonic flights.

SPECIAL REQUIREMENTS AND REGULATIONS

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PLANNING

a.Except for repetitive flight plans, a flight plan shall be submitted at least 60 minutes prior to EOBT, except flights destined or overflying restricted areas daily imposed by CFMU in the European Region, taking into account the requirements of ATS units in the airspace along the route to be flown for timely information, including requirements for early submission for ATFMU purposes.

b.30 minutes delay is granted after the approved EOBT.

Flight plans shall be submitted at Cairo (ARO), AFS: HECAZPZX, combined with international NOTAM office, or at ATS unit of the aerodrome of departure. In the absence of such unit at the aerodrome of departure, a flight plan shall be submitted by telephone or by any communication means available to the nearest ATS unit.

RPL lists relating to flights in Cairo FIR shall be submitted at least two weeks in advance, in duplicate, to the following address:

a.by mail:

National Air Navigation Services Company

Aeronautical Information Service, (RPL office) Address: Cairo International Airport,

Terminal 2 Cairo

Arab Republic of Egypt 11776

b.via AFS: HECAZBZX

c.by TELEX: 93044 TYRAN UN

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with Jeppesen ATC-Chapter “Flight Procedures (DOC 8168) - Holding Procedures”, Table IV-1-1, Holding Speeds.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures are in accordance with new PANS-OPS, Document 8168, Volume II.

AIRPORT OPERATING MINIMUMS

Egypt does not publish State airport operating minimums. Egypt publishes Obstacle Clearance Altitudes (Heights) [OCA(H)].

ATS AIRSPACE CLASSIFICATION

Egypt has adopted the ICAO ATS classification as listed on ATC-Chapter “ICAO ATS Airspace Classifications - Annex 11” . Within Egypt airspace, however airspace “C,” “E,” “F” and “G” are not used.

AIR TRAFFIC FLOW MANAGEMENT PROCEDURES

Within the Cairo ATFM structure, the Cairo Air Traffic Flow Management Position (Cairo FMP) is considered as a cooperating position to the European Central Flow Management Unit (CFMU). The FMP is to cooperate with CFMU in the provision of air traffic flow management service for air traffic departing, arriving, any Egyptian airport or overflying Cairo FIR to or from European region. The FMP is responsible for the provision of ATFM service in the Cairo FIR.

Cairo FMP

Cairo Air Navigation Centre (CANC)

Address:	Cairo Airport
	Arab Republic of Egypt
Tel:	[phone]
	[phone] and Cairo INTL
	Airport extension 4689
Fax:	[phone]
Telex:	92443 CANC UN
AFS:	HECCZQZX

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.

EGYPT-2	AIR TRAFFIC CONTROL 30 JUL 10
	EGYPT - RULES AND PROCEDURES

Non-repetitive (ICAO) flight plans to or via flow-restricted areas in European region shall be submitted to the Cairo ARO or DEP AD ATS unit at least 3 hours before EOBT.

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.

REQUIRED NAVIGATION PERFORMANCE

Egypt RNAV 5 airspace is all of that airspace within Cairo FIR above FL160/460, on area basis.

ACAS II/TCAS II REQUIREMENTS

Within Cairo FIR turbine-engined aircraft with max certificated take-off mass in excess of 5700kg, or authorized to carry more than 19 passengers shall carry a serviceable ACAS II.

Exemption: Aircraft that are away from their maintenance base may be dispatched with an inoperative ACAS II for a period not exceeding 10 days. The exemption is valid until the first time the aircraft returns to its maintenance base airport. Aircraft operating with unserviceable ACAS II under this exemption shall indicate the unserviceability in item 18 of the FPL.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE ANNEX 2

1.3.1 Air traffic advisory service is not provided in Cairo FIR. In addition, air reports both routine and special are mandatory for all aircraft in accordance with the prescribed requirements.

3.3.1Flight plans are required for all flights.

6.3 General aviation aircraft operating over designated areas, land or sea where search and rescue operations would be difficult should:

a.Carry appropriate survival equipment

b.Follow the routes or specified procedures, if not equipped with two way radio except that under special circumstances the appropriate authority may grant specific exemptions from this requirement.

PANS-ATM (DOC 4444)

The procedures for alerting service are applicable to all sectors of flights over mountainous or sparsely populated areas, including sea areas.

If a flight should enter an adjacent area, information concerning any revision of estimate of more than three minutes shall be forwarded to the adjacent area control concerned (normally by telephone).

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.