AIR TRAFFIC CONTROL

IRELAND-2	AIR TRAFFIC CONTROL	Ef
		4 FEB 11

IRELAND - RULES AND PROCEDURES

Operators wishing to enter Shanwick Oceanic Area will be permitted to plan direct routes from entry points to the application area to points on the Oceanic boundary.

Operators entering the application area on an oceanic clearance will be permitted to plan direct from ‘Landfall’ points to exit points of the application area.

Traffic entering the application area on an oceanic clearance will continue on this clearance to landfall points unless re-cleared by Shannon ACC.

Over flight traffic should plan directly from entry point to exit point, except as required to remain clear of Active Danger areas.

Cross border DCT is not permitted.

Traffic landing at airports within the Shannon FIR should plan from the area entry point or ‘Landfall’ point as follows:

a.if the destination airport has published STARs then flight plan to the initial waypoint on the STAR;

b.if the destination airport does not have published STARs then flight plan to the Navaid associated with the destination airport.

NOTE: Aircraft not equipped to fly a STAR shall flight plan as shown above and expect Radar vectoring.

Traffic departing airports within the Shannon FIR should:

a.if the departing airport has published SIDs then flight plan from last point on the SID procedure to the area exit point;

b.if the departing airport has not published SIDs then flight plan from the navaid serving the departure airport to the area exit point.

NOTE: Aircraft not equipped to fly a SID shall flight plan as shown above and expect Radar vectoring.

Aircraft must be capable of maintaining RNP5 performance within the area. Any aircraft unable to achieve RNP5 performance must inform ATC and request radar assistance if required.

SPECIAL PROCEDURES WITHIN THE SHANNON UTA/SOTA/NOTA FOR NAT TRAFFIC

Flight Planning

No upper ATS routes exist in the Shannon UTA/SOTA/ NOTA except areas where the provision of ATM is delegated to another ANSP.

Following condition apply:

–airspace users are permitted to flight plan direct routing “DCT” between any points of the published 5 letter waypoints or radio navigation aids within the Shannon UTA/SOTA/NOTA;

–routing between these points should be indicated by means of “DCT” instruction subject to a max distance limit of 600NM;

–cross UIR boundary DCT is not permitted. Airspace users may connect to the lower ATS network by flight planning “DCT” to any significant point on the lower ATS network;

–airspace may connect from the lower ATS route by flight planning “DCT” from any significant point on that network to any of the exit points in the Shannon UTA/SOT/NOTA.

Overflights

Overflight traffic should plan directly from entry point to exit point, except as required to remain clear of Active Danger areas. The following conditions do however apply:

a.airspace users entering the Shannon UTA on an oceanic clearance should plan direct from the last point (Landfall) on their Oceanic Clearance to exit point of the UTA.

b.airspace users intending to enter the Shanwick Oceanic Area should plan direct routes from entry points of the Shannon UTA to entry points on the Oceanic boundary.

Traffic landing at aerodromes within the Shannon FIR

Traffic landing at aerodromes within the Shannon FIR should plan from the Shannon UTA entry point or from the last point (Landfall) on their Oceanic Clearance (if entering from the Shanwick Oceanic Area) as follows;

a.If the destination aerodrome has published STARs then flight plan to the initial waypoint on the most appropriate STAR.

b.If the destination aerodrome does not have published STARs then flight plan to the radio navigational aid or significant point associated with the destination aerodrome. (See table below).

NOTE: Aircraft not equipped to fly a STAR shall flight plan as shown above and expect Radar vectoring.

Traffic departing aerodromes within the Shannon FIR

Traffic departing aerodromes within the Shannon FIR and flight planning FL250 and above should:

a.if the departing aerodrome has published SIDs then flight plan from last point on the SID procedure to the exit point of the UTA.

© JEPPESEN, 1989, 2011. ALL RIGHTS RESERVED.

Eff	AIR TRAFFIC CONTROL	IRELAND-3
4 FEB 11

IRELAND - RULES AND PROCEDURES

b.if the departing aerodrome has not published SIDs then flight plan from the radio navigational aid serving the departure aerodrome to the exit point of the UTA.(See table below).

NOTE: Aircraft not equipped to fly a SID shall flight plan as shown above and expect Radar vectoring.

Addressing of Flight Plan Messages

Flight plans should be addressed to the IFPS addresses EUCHZMFP and EUCBZMFP.

Oceanic Clearance

W-bound aircraft should request Oceanic Clearance from Shanwick Oceanic on the appropriate frequency or via ORCA Datalink.

Aircraft unable to contact Shanwick Oceanic on VHF or via ORCA Datalink should request clearance on a NARTEL HF frequency and thereafter maintain a SELCAL watch for receipt of the Oceanic Clearance.

Aircraft unable to contact Shanwick Oceanic on VHF via ORCA Datalink or on NARTEL HF should request Shannon Area Control Centre to relay their request for Oceanic Clearance to Shanwick.

Aircraft in communication with Shanwick for Oceanic Clearance, on VHF or HF are to maintain communication with Shannon Control on the appropriate frequency.

Aircraft requesting a change to their Oceanic Clearance must:

a.if East of 10W make their request to Shanwick on VHF/HF or CPDLC, otherwise

b.if West of 10W make their request to Shannon ACC on VHF.

Oceanic Clearance Request for aircraft departing from Irish aerodromes

NAT flights departing Irish aerodromes, excluding Dublin, Weston and Casement (Baldonnel) airports, planned to enter NAT airspace between GOMUP and BEDRA (inclusive) should request Oceanic Clearance from Shanwick Oceanic via ORCA Datalink prior to departure. Shannon ACC will on request obtain Oceanic Clearance from Shanwick Oceanic and pass the clearance to the flight prior to departure. Flights departing Irish airports planned to enter NAT Airspace north of GOMUP, or at OMOKO or LASNO, shall obtain clearance when airborne and in accordance with provisions shown above.

Oceanic Clearance Request for aircraft departing from Shannon

Operating companies or their agents should contact Shannon ACC, Tel. [phone] Extn 122/123, 45 minutes before ETD or pilots of aircraft should contact Shannon ACC on frequency 121.7MHz 45 minutes before ETD, to request Oceanic Clearance. Pilots should contact Shannon ATCC on frequency 121.7MHz at least 15 minutes before start up, to obtain Oceanic clearance.

Oceanic Clearance Request for aircraft departing from Dublin, Weston and Casement (Baldonnel)

Aircraft departing Dublin, Weston and Casement (Baldonnel) airports planned to enter NAT airspace should request Oceanic Clearance when airborne. Pilots should make this request via ORCA Datalink or Shanwick Radio 127.9MHz.

Other aerodromes

The operating company or its agent should contact the ATS Unit at the airport of departure 45 minutes before ETD and request Oceanic Clearance.

Communications

Communications between aircraft in the SOTA and Shannon ACC are via VHF frequency 135.60MHz unless otherwise advised by Shanwick, Scottish or Shannon ACC. Flights unable to contact Shannon ACC on VHF should use the appropriate HF facility, addressing their message to Shannon ACC.

Communications between aircraft in the NOTA and Shannon ACC are via VHF frequency 122.97MHz unless otherwise advised by Shanwick, Scottish or Shannon ACC. Flights unable to contact Shannon ACC on VHF should use the appropriate HF facility, addressing their message to Shannon ACC.

OCEANIC CLEARANCE PROCEDURES FROM IRISH AIRPORTS

Oceanic Clearance using Data Link

The procedure will apply to all ORCA compliant aircraft operators departing from Irish airports, registered and approved by Shanwick Oceanic, for whom pre-departure oceanic clearances are required.

Clearance Delivery Procedures will continue for non-ORCA compliant aircraft and in case of ORCA transaction failure.

Requests for Oceanic Clearance

Clearance should be requested between 20 and 60 minutes prior to departure, when an accurate boundary ETA can be estimated.

All flights (ORCA and non-ORCA) in receipt of oceanic clearance and requesting start-up shall notify Aerodrome ATC ‘Oceanic Clearance Received’ on first contact.

Aerodrome ATC shall not allow aircraft to depart, unless they are assured that an Oceanic Clearance has been received.

Clearance will be based on the boundary ETA and not on ETD as heretofore.

© JEPPESEN, 1989, 2011. ALL RIGHTS RESERVED.

IRELAND-4	AIR TRAFFIC CONTROL	Ef
		4 FEB 11

IRELAND - RULES AND PROCEDURES

Shanwick will not apply a 10-minute ‘buffer’. After the clearance has been issued the crew will be responsible for ensuring that standard ATC time revisions are passed (± 3 minutes).

Aerodrome ATC shall issue the ‘domestic clearance’ prior to departure to the oceanic entry point.

ORCA Process

Oceanic clearance requests (RCL) may be requested directly by the pilot utilizing ORCA.

The RCL must contain an accurate boundary ETA, based on the expected ETD. The free-text field of the RCL should include the phrase, ‘ETD, time, aerodrome name’, e.g. ETD 1137 EINN.

Following completion of the ORCA transaction, the crew must notify Aerodrome ATC of receipt of the oceanic clearance, using the phrase ‘Oceanic Clearance received’ (confirming oceanic entry point and required departure time).

Voice Process (non ORCA aircraft and if ORCA transaction fails)

The request for Oceanic Clearance should be telephoned directly to Shanwick Oceanic ([phone]) by the handling agent or operating company (at the request of the pilot) or by the aircraft crew. Aerodrome ATC may also be used, if required, to relay the request.

The following method is to be used:

–‘Request Oceanic Clearance’;

–Flight Identification;

–Oceanic entry point and ETA;

–Requested Mach Number and Flight Level;

–Any change to the flight plan affecting OCA;

–ETD, time, aerodrome name, e.g. ETD 1137 EINN.

On receipt of the OCM, Shannon ACC will copy the clearance to the appropriate aerodrome for relay to the aircraft prior to departure.

The oceanic clearance at each aerodrome will be relayed.

Oceanic Reclearances

Crews must inform Shanwick, as early as possible, if a reclearance is required, especially if an aircraft’s departure is delayed, resulting in non compliance with the original Oceanic clearance. The following methods may be used.

ORCA may be used to pass a revision, by submitting a revised clearance request, provided the aircraft is 30 minutes or more, from the Oceanic boundary point.

Shanwick ATC-initiated re-clearances:

Shanwick will telephone Shannon ACC, who will be responsible for ensuring that Aerodrome ATC will relay the re-clearance to aircraft.

Aerodrome ATC to Air Crew-initiated re-clearances:

The relevant Aerodrome ATC will inform Shannon ACC, who will forward a ‘Revision message’. Shanwick will issue a revised OCM, which Shannon ACC will forward to Aerodrome ATC for relay to the aircraft.

DATALINK SERVICES FROM DUBLIN AIRPORT (EIDW)

Datalink procedure

The pilot will send a departure clearance request utilizing the on-board datalink interface, minimum 15 minutes before start-up. Any slot times will be taken into account by the pilot in the request if appropriate. If the clearance is not received by the pilot within 3 minutes of the request the pilot will contact ATC through the normal RT communication channels and obtain a clearance on RT. Where the pilot receives a datalink reply and cannot accept the clearance he will contact ATC through the normal RT channels to obtain, an alternate clearance on RT. If the pilot is satisfied with the datalink clearance an acknowledgement message will be sent to the ground system. If the ground system does not receive the acknowledgement message within 3 minutes after the clearance has been transmitted, or if an invalid message is received, ATC will contact the pilot through the normal VHF channels and issue the clearance via RT (voice). All departure clearances issued through the normal VHF RT voice channels will cancel the DCL service.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

4.1 Within class “G” airspace at and below 3000ft AMSL or 1000ft above terrain, whichever is the higher, a flight visibility of 3Km is permitted for flights operated at an IAS of 140KT or less. Helicopters may be flown below 1000ft AGL in a flight visibility of not less than 1000m if maneuvered at a speed which would give the pilot adequate opportunity to observe other traffic or any obstacle in good time to avoid collision.

4.6 Aircraft shall not be flown over congested areas of cities, towns or settlements or over an open air assembly of persons at less than

–a height of 1500ft above the ground or water, or a height of 1000ft above the highest obstacle within a radius of 2000ft (600m) from the aircraft, or

–such other height as would permit, in the event of the failure of a power unit, a landing to be made clear of the area without undue hazard to persons or property, whichever height is the greatest.

© JEPPESEN, 1989, 2011. ALL RIGHTS RESERVED.

24 DEC 10 AIR TRAFFIC CONTROL

ISRAEL-1

ISRAEL - 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 Israel:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

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

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures comply with United States Standards for Terminal Procedures (TERPS).

Circling Approach Area

Radii (r) defining size of areas, vary with the approach category.

	APPROACH	RADIUS (MILES)
	CATEGORY
	A	1.3
	B	1.5
	C	1.7
	D	2.3

A minimum obstacle clearance of 300ft is provided within the circling approach area.

Speed Limitations

Unless otherwise authorized, speed limitation imposed as follows:

IFR/VFR: 250 KT IAS below 10000ft MSL in Class “C” airspace.

VFR: 180 KT IAS within defined CVFR routes.

AIRPORT OPERATING MINIMUMS

Israel publishes DA(H), MDA(H), ceiling and visibility for landing. Ceiling and visibility minimums are published for take-off at Elat.

Jeppesen charted minimums are not below State minimums.

Within Tel Aviv FIR, however, only the airspace classes “A” and “C” are used. Speed limitations imposed in Class “A” and “C” airspace for IFR and CVFR traffic (see SPEED LIMITATIONS above).

For differences from ICAO VMC specifications see respective paragraph below.

SPECIAL REQUIREMENTS AND REGULATIONS

AIR TRAFFIC FLOW MANAGEMENT (ATFM)

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.

Traffic operating into the IFPZ should ensure that Flight Plan Messages include the addresses of the two IFPS Units (IFPU).

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

Flight plans for traffic originating in the IFPZ with destination Israel must contain the addresses LLTAZQZX and LLBGZYZY addition to the two IFPU addresses.

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.

ISRAEL-2	AIR TRAFFIC CONTROL 24 DEC 10
	ISRAEL - RULES AND PROCEDURES

ALTIMETRY

General

Within the Tel Aviv FIR, regional altimeter setting procedures apply over land. Vertical displacement of aircraft will be expressed in terms of altitudes.

Arrivals

Arriving traffic shall change from flight level to altitude when leaving FL115 on descent, or when crossing the coastline and flying over land, whichever is earlier.

International landings at Tel Aviv (Sde Dov) must establish contact with “Tamroor” Tower at least 10 minutes prior to ETA and advise aerodrome of departure and number of passengers. After landing taxi to the apron “E” for security check, except turbine eng aircraft which are to request taxi to apron “S” and park south of position Number 1.

Departures

Traffic departing Tel Aviv (Ben Gurion) shall change from altitude to flight level when leaving 10500ft following westbound SIDs, or when crossing the coastline and flying over water, whichever is later.

Traffic departing aerodromes other than Tel Aviv (Ben Gurion) shall change from altitude to flight level when leaving 10500ft, or when crossing the coastline and flying over water, whichever is later. Traffic shall remain under regional QHN when flying over water below 10500ft.

ARRIVING FLIGHTS

Flights entering Tel-Aviv FIR shall arrive at one of the following reporting points:

From the EAST: SALAM or TALMI From the SOUTH: NALSO

Flights from Cairo FIR along G183 are not permitted to enter Tel-Aviv FIR from the SOUTH.

From the West and Northwest: GITLA, SOLIN, MERVA or DAVAR.

Flights entering the FIR other than those above, or flying ‘off-airways’ direct from point to point outside published ATS routes, are strictly prohibited, unless otherwise instructed by ATC.

CONTROLLED VFR

All VFR flights in Israel shall be operated as controlled VFR flights.

FLIGHT PLANNING

Flights originating Tel Aviv (LLLL) FIR shall indicate on the FPL item 15 (level) the ultimate FL REQ and not the initial or intermediate FL.

Flight Plan Message Addressing

Flight movement messages relating to traffic into or via the Tel-Aviv FIR shall be addressed as stated below in order to warrant correct relay and delivery.

IFR flights into Tel-Aviv FIR:

–From the North: LLBGZQZX.

–From the West:

LLBGYDYX, LLBGZYZY, LLBGZQZX, LLTAZOZX.

–From the South:

LLBGYDYX, LLSCZRZX, LLBGZYZY.

–From Jordan (*):

LLBGYDYX, LLTAZQZX, LLBGZTZX.

–CVFR flights into Tel-Aviv FIR from

Jordan (*): the same as for IFR flights.

(*) If flights are destined to the airports of Tel-Aviv/Sde-Dov or Jerusalem, the following addresses should be added to the above:

– LLSDZPZX, LLJRZTZX.

SPECIFIC REQUIREMENTS

Special Application of IFR

Flights operating more than 90Km seaward from the shoreline shall be conducted in accordance with IFR.

STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)

This procedure is applicable only for:

–An IFR flight operating within route J10;

–Traffic heading northbound from SAMAR waypoint to SIVAK/ESTER waypoints.

Aircraft shall deviate artificially 1NM to the right (EAST) of the route center, if capable of being programmed with automatic offset.

Offset will not exceed 1NM right of route center (radial); and must not be made to the left of the route centerline.

An aircraft that cannot comply with the procedure must fly the route center.

There is no ATC clearance required for this procedure, yet it is recommended that ATC be advised in case of an aircraft unable to comply with the procedure.

During the procedure the aircraft will maintain altitude as instructed by ATC, and report position as instructed, based on waypoints of the current ATC clearance and not the actual offset positions;

Offset positions coordinates (to be manually inserted into FMS as necessary):

EAST NURIT	N3003.7 E03505.1
EAST ZFR VOR	N3032.2 E03510.4
EAST KINAR	N3057.7 E03522.5
EAST MZD VOR	N3118.6 E03524.5
EAST AMMIT	N3137.3 E03527.5
EAST SIVAK	N3142.3 E03529.2
EAST NEOMI	N3135.1 E03518.7
EAST ESTER	N3144.5 E03514.4

NOTE: Distances from route center vary from 0.7NM to 1NM for optimal routing .

SLOP shall be terminated automatically after crossing EAST SIVAK/EAST ESTER, such termination will be accompanied with further instructions within Ben-Gurion TMA airspace.

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.

24 DEC 10 AIR TRAFFIC CONTROL	ISRAEL-3
ISRAEL - RULES AND PROCEDURES

Clearance to fly while maintaining own separation and while In VMC under Radar Control:

–When so requested by an aircraft or ATC and provided it is agreed by the pilots of both aircraft, an ATC unit may clear a controlled flight, operating in VMC during daylight hours, to maintain own separation from another aircraft.

When a controlled flight is so cleared, the following shall apply:

–Both aircraft are flying under radar control of South Sector ACC.

–Both aircraft are flying in the same direction, at or below 22000ft (QNH).

–The pilot of the succeeding aircraft maintains visual contact with the preceding aircraft during the period in which the separation minima has been reduced.

–Horizontal distance between the aircraft shall not be less than 1NM during the reduction of vertical separation.

–Only one aircraft shall climb or descend while the other maintains altitude.

–Maximum IAS for each aircraft shall not exceed 250KT below 10000ft and 300KT above 10000ft.

–Unless when preceding aircraft is flying faster than the succeeding aircraft, relative speed between aircraft shall not exceed 100KT.

–ATC shall provide essential traffic information to both aircraft.

–Each aircraft shall be equipped with ACAS.

–Each aircraft shall consider the effects of Wake Turbulence.

–In case visual contact by the succeeding aircraft is lost, ATC shall be immediately informed.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE ANNEX 2

4.1 In Class “C” airspace, below 10000ft MSL, flight visibility of 8Km is required.

5.3 IFR flights shall not be performed outside controlled airspace.

Appendix 3

Within the Israeli airspace the following differences with regard of track are applied:

a."from 090 degrees to 269 degrees" instead of "from 000 degrees to 179 degrees".

b."from 270 degrees to 089 degrees" instead of "from 180 degrees to 359 degrees".

Affected Routes: H1A, H3D, J10, J10B, J10D, J11, J14, UJ10.

Between CVFR flights 500ft vertical separation may be authorized.

Between CVFR and IFR flights 1000ft vertical separation must be maintained, unless operating under SLOP procedure..

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.

Eff	AIR TRAFFIC CONTROL	ITALY-1
5 FEB 10
ITALY - RULES AND PROCEDURES
GENERAL	NOISE ABATEMENT PROCEDURES

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 Italy:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

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 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.

Instrument approach procedures with DA/MDAs are based on the United States Standards for Terminal Procedures (TERPS).

AIRPORT OPERATING MINIMUMS

Italy publishes OCA(H)s and in some cases OCLs for civil airports, DA/MDAs, ceiling and visibilities are published for military aerodromes.

Jeppesen charted minimums are not below State minimums.

Initial Climb Procedure

Compliance with below described procedures is not required in adverse weather conditions or for safety reasons.

During the initial climb phase pilots shall maintain the following parameters:

a.up to 1500ft QFE:

–take-off power;

–take-off flap;

–climb at V2 + 10/20 KT IAS or as limited by body angle;

b.at 1500ft QFE:

–reduce thrust and climb at V2 + 10/20 KT IAS until reaching 3000ft QFE;

c.at 3000ft QFE:

–accelerate smoothly to enroute climb speed with flap retraction.

Above described procedure apply to the following airports: Ancona, Bergamo, Bologna, Foggia (Gino Lisa), Forli (RWY 30 only), Grosseto, Milan (Linate), Milan (Malpensa), Naples, Pescara, Reggio Calabria (RWY 15/33 only), Rimini, Rome (Ciampino), Rome (Fiumicino) (RWY 25 excluded), Torino (Caselle), Trieste (Ronchi Dei Legionari) (RWY 09 only), Treviso (San Angelo), Verona Villafranca (RWY 04/22 only).

Approach and landing procedures

Pilots shall conduct their flight at a speed which permits operation of aircraft in clean configuration until reaching a distance of approx 12NM from touchdown.

Recommended speed is 210KT +/- 10KT or the aircraft’s minimum performance speed if higher than above.

Subsequent portion of the approach, either instrument or visual, shall be flown with a properly set slope to achieve, if possible, a continuous descent, the interception of approach path not below 3000ft QFE and aircraft to be established not beyond the OM or equivalent position.

Execution technique must be performed with aircraft deceleration action and aerodynamic configuration change, so as to achieve final speed and configuration at the OM, FAF or equivalent position.

Compliance with the above procedure is recommended provided that it is compatible with ATC instructions and weather conditions are favorable. Non compliance is allowed in case of precision approach CAT II/III.

No instrument or visual approach shall be made at an angle of less than 3° if no ILS is available.

Aircraft executing a visual approach shall intercept descent path at not lower than 1000ft QFE.

ATS AIRSPACE CLASSIFICATION

Italy has adopted the ICAO ATS airspace classification as listed in ATC chapter “ICAO ATS Airspace Classifications - Annex 11”. Airspace classes “B” and “F”, however, are not used within Italian FIRs.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

ITALY-2	AIR TRAFFIC CONTROL	Ef
		5 FEB 10

ITALY - RULES AND PROCEDURES

Transponder equipment is mandatory for all aircraft operating in airspace classes “A”, “C”, “D” and “E”.

For differences from ICAO VMC specifications see relevant paragraph below.

SPECIAL REQUIREMENTS AND REGULATIONS

START-UP PROCEDURES AT ITALIAN AIRPORTS

All departing aircraft on IFR flight plan shall request start-up clearance from the Control Tower, on the appropriate frequency. Start-up clearance shall be requested only when the aircraft is ready to start engines immediately.

When the expected delay is less than 15 minutes, ATC will provide a clearance to start-up at its own discretion. When the expected delay is 15 minutes or more, ATC will provide an expected delay to startup. In this case, pilots shall hold on apron maintaining a continuous listening watch on the appropriate frequency in order to receive eventual revisions to expected delay time.

Aircraft, not ready to clear the apron within 10 minutes after start-up clearance, at ATC discretion may be subject to a new modified clearance. When requesting start-up clearance and successively taxi clearance, destination and stand number must be given respectively. Start-up and taxi clearance do not constitute any priority to take-off, since flow sequence of departing traffic may be changed to meet particular ATC requirements.

When an aircraft is subject to ATFCM regulations, it should be advised to start-up in accordance with its CTOT.

If a start-up is denied, the flight crew shall be advised of the reason.

When an EOBT exceeds more than 15 minutes changes, the AO/Pilot shall send a DLA/CHG message.

AO shall update their FPL with the new EOBT and begin their taxi manoeuvre in accordance with the ETOT/CTOT.

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.

WAKE TURBULENCE CATEGORY

B757 shall be considered ‘Heavy’ cat with regard to following aircraft and ‘Medium’ category with regard to preceding aircraft.

Immediately after call sign, in the initial call after changing to a new radio frequency, aircraft shall report:

–wake turbulence category, if ‘Super’ or ‘Heavy’,

–aircraft type, if B757.

POSITION REPORTING PROCEDURES

a.When making a position report, the pilot shall transmit the following data in the sequence listed:

–aircraft identification,

–position,

–time,

–flight level or altitude, including passing level and cleared level if not maintaining the cleared level,

–speed maintained when assigned a speed to maintain.

b.Position reports by aircraft flying within airspace where radar service is provided to controlled flights shall transmit the following data only:

–aircraft identification,

–position,

–time.

c.After changing the radio telephony frequency, the following data shall be transmitted:

–aircraft identification,

–flight level or altitude, including passing level and cleared level if not maintaining the cleared level,

–speed maintained shall be reported at each position when assigned a speed to maintain.

Position reports shall be transmitted to the ATS unit in charge of the airspace within which the aircraft is flying or, if unable, to any other aeronautical telecommunication station to relay to the ATS unit in charge of the airspace.

“OPERATIONS NORMAL” REPORT

In order to facilitate the provision of Alerting and Search and Rescue Services, VFR flights that have submitted a flight plan, during the stretch of flight within airspace of Classes “E” and “G” shall report as soon as possible after the first half hour, but not later than the first hour, of flight and at half-hour intervals thereafter, merely to indicate that the flight is progressing according to plan. Such report will comprise the identification of aircraft and the words “Operations normal”.

The “Operations normal” message shall be transmitted air-ground to the ATS unit in charge of the airspace within the aircraft is flying or, if unable, to any other aeronautical telecommunication station to relay the message to the ATS unit in charge of the airspace.

If no “Operations normal” report has been received by ATS within a period of 30 min after the time it should have been received, provisions relevant to the “Uncertainty Phase” will be applied.

FLIGHT PLANNING

When departing from or arriving at Italian airports with published SIDs and/or STARs, the route description in Item 15 of the FPL shall start with the significant point which corresponds to the last point of the SID and shall terminate with the significant point which corresponds to the first point of the STAR. SID/STAR names must not be indicated.

It is not allowed to insert direct segments (DCT) in the FPL, nor SID and STAR defined ‘ATC discretion’, nor Radar Departure Routes.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

Eff	AIR TRAFFIC CONTROL	ITALY-3
5 FEB 10

ITALY - RULES AND PROCEDURES

Procedure for Requesting Authorization for the use of STS/ATFMEXEMPTAPPROVED

The operator of a flight seeking approval to insert the indicator STS/ATFMEXEMPTAPPROVED in Field 18 of a flight plan for a flight departing from an aerodrome within Italy shall obtain prior permission from Presidenza del Consiglio dei Ministri - Ufficio Voli di Stato, di Governo ed umanitari a minimum of 6 hours in advance of the EOBT (in any case the permission may be requested not less than 2 hours in advance of the EOBT).

Presidenza del Consiglio dei Ministri - Ufficio per i Voli di Stato, di Governo ed umanitari

Tel:	[phone] MON-FRI
	(0800-2000LT), SAT (0800-1400LT)
	[phone] SUN, HOL and
	any other day/time
Fax:	[phone]
E-Mail:	[e-mail]

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.

PROCEDURES FOR IFR FLIGHTS (Z AND Y FPL) FROM AND TO AERODROMES IN THE CANTON TICINO (LOCARNO, LUGANO)

a.Departures

1.Flights with destination within or that overfly Milan TMA.

–All flight plans shall be submitted at least 60 minutes prior to EOBT.

– After departure, pilots shall proceed in VFR to LUGAN in contact with Lugano TWR and hold, maintaining visual ground contact, until Lugano TWR issues the IFR clearance.

2.Flights with Destination North of Milan TMA

–All flight plans shall be submitted at least 60 minutes prior to EOBT.

–If meteorological conditions permit, such flights shall climb VFR north of CANNE not above FL130 and contact Zurich Flight Information or Zurich Control respectively for IFR clearance. South of CANNE they shall remain within the vertical limits of the VFR sectors of Milan TMA.

–If weather conditions do not permit the above mentioned procedure, comply with the procedure in a.1.) before.

3.Departures at Night

After take-off aircraft shall remain within Swiss airspace until receiving an IFR clearance.

b.Arrivals

1.Point of reference for the change from IFR to VFR, to be indicated in the flight plan, shall be PINIK.

2.After cancelling IFR, proceed to the destination aerodrome according to published VFR procedures.

3.If it is not possible to proceed VFR, Lugano TWR will issue a clearance to permit a landing at Lugano airport.

4.Arrivals at night

The IFR flight plan shall be cancelled only when the aircraft is within Swiss airspace or within Lugano CTR.

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 shall be equipped with ACAS II.

BOLZANO SPECIAL PROCEDURES

a.Night VFR is not allowed.

b.Instrument arrival and departure procedures can be performed, whether by day or by night, by public transport operators authorized by Italian Civil Aviation Authority (ENAC) and by operators conducting Italian State flights.

c.Non public transport operators can perform, prior previous authorisation by ENAC, the following operations:

1.during day time: instrument arrival and departure procedures;

2.during night time and only with multiengined aircraft: RWY 01 instrument arrival procedures only.

d.Tourist and public transport traffic are allowed to operate VFR. Public transport VFR operations are allowed only with visibility not less than 5 km.

e.No VFR traffic is allowed in the vicinity of the procedure when an IFR approach or IFR departure is in progress at Bolzano. The vicinity of the procedure shall be regarded as the area at least 2.5 NM wide on each side of the procedure, from IAF to the field, and around the missed approach. VFR traffic within the concerned airspace shall contact Bolzano AFIU.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

ITALY-4	AIR TRAFFIC CONTROL	Ef
		5 FEB 10

ITALY - RULES AND PROCEDURES

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

4.1 Within class “F” and “G” airspace at or below 3000ft MSL or 1000ft AGL, whichever is higher, a flight visibility of at least 5km is required. Low flight visibilities to 1500m are permitted for flights operating at an IAS of 140kt or less. Helicopters may operate in less than 1500m flight visibility, if manoeuvred at a speed which gives adequate opportunity to observe other traffic and obstructions in time to avoid collisions.

APPENDIX 1, 2.1 The positioning of the intercepting aircraft and the use of level turns after acknowledgement depends on the action requested to the intercepted aircraft (continuation of the flight or landing).

A new signal consisting in one or more volleys of flares can be used to signify: “Last warning. Follow me. If you don’t comply your safety will not be assured”.

APPENDIX 2, 1.1 The Italian Regulation clarifies that an interception will be undertaken whenever deemed necessary. It might take place, among others, in case of lack of diplomatic clearance to overfly, or land on, the Italian territory, of non-authorized deviations from the cleared route and of non compliance with radiotelephony procedures, as well as in particularly serious situations.

APPENDIX 3 Within the Italian airspace, to accommodate predominant traffic directions, the following differences with regard of track are applied:

a.“from 090 degrees to 269 degrees” instead of “from 000 degrees to 179 degrees”.

b.“from 270 degrees to 089 degrees” instead of “from 180 degrees to 359 degrees”.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.