AIR TRAFFIC CONTROL

MONTENEGRO-2	AIR TRAFFIC CONTROL 30 JAN 09
	MONTENEGRO - RULES AND PROCEDURES

IFPS/CFMU OPERATIONS

General

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:

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.

VISUAL METEOROLOGICAL CONDITIONS

Except for special VFR flights within control zones, VFR flight shall be conducted so that the aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified in table below:

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

No differences published.

© JEPPESEN, 2009. ALL RIGHTS RESERVED.

19 JUN 09 AIR TRAFFIC CONTROL

MOROCCO-1

MOROCCO - 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 Morocco:

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

Morocco publishes OCA(H) or OCL together with DA(H)/MDA(H), ceiling and visibility for landing and visibility minima for take-off.

Jeppesen charted minimums are not below State minimums.

ATS AIRSPACE CLASSIFICATIONS

Morocco has adopted the ICAO ATS airspace classifications as listed on ATC-Chapter “ICAO ATS Airspace Classifications — Annex 11”

Airspace classes “B” and “C” are not used within Casablanca FIR.

For differences from ICAO VMC specifications see relevant paragraph below.

SPECIAL REQUIREMENTS AND REGULATIONS

FLIGHT PLANNING PROCEDURES

Flight plans and associated messages for flights departing from an aerodrome within the Casablanca FIR and remaining wholly within the IFPS need only be addressed to the two IFPS Units:

AFTN: EUCHZMFP and EUCBZMFP SITA: BRUEP7X and PAREP7X

Communications

Central Flow Management Unit

Address:	Rue de la Fusee 96
	Brussels
	Belgium
	1130
Tel:	[phone]
Fax:	[phone]/44

FMP Casablanca

Direction de la Navigation Aerienne

Address:	BP21 Aeroport Casablanca /
	Mohammed V
Tel:	+212 (0) 522	53 90 12
Fax:	[phone]
AFTN:	GMMMZDZX

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.

SPECIAL PROCEDURES ON ROUTES UN866 AND UA/UN873

Aircraft operating on UN866 and UA/UN873 require, as a minimum, a single INS or a single GPS based RNAV system.

Flight crews operating on UN866 and UA/UN873 are to inform ATC of any discrepancy in RNAV operation and be prepared to provide the following:

–RNAV equipment in use;

–nature of discrepancy;

–TO/FROM waypoints of the track being flown, and;

–wind strength and direction as reported by the RNAV system.

NOTE: The above information may be requested by ATC if they observe an unintentional deviation greater then 10NM.

LATERAL AVOIDANCE OF AIRSPACE

Prohibited areas: at least 3NM from the limits of the area.

Danger areas: at least 5NM from the limits of the area.

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

MOROCCO-2	AIR TRAFFIC CONTROL 19 JUN 09
	MOROCCO - RULES AND PROCEDURES

Restricted areas: at least 5NM from the limits of the area without coordination with the ATS unit responsible for the area.

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 will also be required to be equipped with and operate ACAS II.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE ANNEX 2

No differences published.

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

18 FEB 11	AIR TRAFFIC CONTROL	NETHERLANDS-1
NETHERLANDS - RULES AND PROCEDURES
GENERAL	AIRPORT OPERATING MINIMUMS

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 the Netherlands:

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 for civil airports comply with the new PANS-OPS, Document 8168, Volume II. Instrument approach procedures for military aerodromes are based on the United States Standards for Terminal Procedures (TERPS).

Missed Approach while Circling

In case of missed approach while circling (and in case of side-step or break-off to any other runway) at Amsterdam (Schiphol), Eindhoven, Groningen (Eelde), Maastricht or Rotterdam airports execute missed approach as follows:

–inform ATC;

–turn to the intended landing runway and intercept runway track of that runway while climbing to 2000ft.

Netherlands publish OCA(H)s for civil airports and DA/MDAs, ceiling and visibilities for military aerodromes.

Jeppesen charted minimums are not below State minimums.

ATS AIRSPACE CLASSIFICATIONS

Netherlands have adopted the ICAO ATS airspace classification as listed on ATC chapter “ICAO ATS Airspace Classifications - Annex 11”.

The ICAO speed limitation of 250KT below FL100 is not applicable to military aircraft. Minimum flight visibility below FL100 is in class “A”, “B”, “D” and “E” 8km.

VFR Flights above FL195 shall not be operated in class “C” airspace.

For traffic in the North Sea Area V and North Sea Area Amsterdam (class “G” airspace) radio communication is required.

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

FLOW MANAGEMENT PROCEDURES

CFMU in cooperation with Amsterdam FMP is responsible for the execution of ATFCM measures within the Amsterdam FIR.

ATFCM Help Desk
Tel:	+32	(0)2	745	1901
Fax:	+32	(0)2	729	9027
SITA:	BRUEC7X
AFS:	EUCHCEUW

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.

FLIGHTS TO DESTINATION AIRPORTS WITHIN PARIS TMA

For all flights with destination airports within Paris TMA originating from EHAM, EHRD or EHEH the cruising level will be restricted to a maximum of FL230.

It is generally recommended not to select levels above FL240 for flights up to a distance of 300NM.

© JEPPESEN, 1987, 2011. ALL RIGHTS RESERVED.

NETHERLANDS-2	AIR TRAFFIC CONTROL 18 FEB 11
	NETHERLANDS - RULES AND PROCEDURES

POSITION REPORTING PROCEDURES

IFR flights on ATS routes

Position reports shall be made:

a.Immediately after a frequency change (initial call);

b.Over compulsory reporting points, unless otherwise instructed;

c.As instructed by ATC.

Position reports shall contain:

a.Initial call:

1.Aircraft identification;

2.Actual level and, when climbing or descending, cleared level.

b.Subsequent reports:

a.Aircraft identification;

b.Position and time;

c.Level, except when the aircraft is in level flight and this level has previously been reported.

In addition after clearance to change level pilots shall report: leaving previously assigned level and reaching cleared level.

NOTE: When changing frequency between any of the Amsterdam control centres, pilots are requested to state their aircraft identification and flight level/altitude only (plus any other details when specifically instructed by ATC). When the aircraft is in level flight but cleared to another FL/ALT, both FL/ALT should be passed. Similarly, when the aircraft is not in level flight, the pilot should state the FL/ALT through which the aircraft is passing and the FL/ALT to which it is cleared.

IFR flights operating outside controlled airspace

IFR flights operating outside controlled airspace in the Amsterdam FIR shall:

a.Maintain two-way radio communication with the appropriate ATS unit;

b.Pass position reports on entering or leaving the Amsterdam FIR and when so required by the relevant ATS unit.

Position reports shall contain the information as for IFR flights on ATS routes and in addition, when entering the Amsterdam FIR:

a.ETA at the destination aerodrome if situated in the Amsterdam FIR, or

b.ETA at the intended position of leaving the Amsterdam FIR.

ALTIMETRY

a.Transition altitude/Transition level

1.The transition altitude is 3000ft for IFR flights and 3500ft for VFR flights in the Amsterdam FIR, including the North Sea area V up to and including FL055.

2.The transition level for the entire Amsterdam FIR is positioned at or above 4000ft AMSL and is determined hourly.

GLOBAL POSITIONING SYSTEM (GPS) OPERATIONS

Operation above FL95 (B-RNAV airspace)

GPS is authorized for IFR use in B-RNAV airspace. Airworthiness and operational criteria are in accordance with current JAA Temporary Guidance Material Leaflet No. 2, rev 1.

Operation at and below FL95 and approaches

Airworthiness and operational criteria are in accordance with current JAA Interim Guidance Material No. 3, rev 1. The requirements of FAA TSO C129, 129a and C115b must be met for airworthiness approval. Compliance with corresponding JAA JTSOs is considered equivalent to FAA TSO approval.

Additional operational requirements are as follows:

–prior to an IFR flight using GPS, the flight crew should ensure that the GPS equipment and the installation are approved and certified for the intended IFR operation;

–all flight crew shall be thoroughly familiar with the GPS equipment installed in the aircraft and its limitations;

–if stand-alone equipment is not authorized for B-RNAV operation, traditional IFR approved navigation aids need to be actively monitored.

Usage of GPS for IFR procedures is permitted only for those STARs/SIDs and approaches published in the AIP.

Equipment requirements

To conduct IFR operations using GPS to navigate, the aircraft GPS equipment must include an updatable navigation database which must be able to support the applicable enroute, terminal or non-precision instrument approach operations.

Communications

Where GPS is the only input to the RNAV system, pilots shall inform ATC about in-flight GPS failures, including loss of RAIM.

Approval

Application for airworthiness and operational approval should be directed to:

Directorate General of Civil Aviation

Aeronautical Inspection Directorate Address: P.O. Box 575

AN Hoofddorp

The Netherlands 2130

RNAV EQUIPMENT

For the following routes no carriage of RNAV equipment is required:

–P57 and V33;

–all departure routes from airports in the Amsterdam FIR;

–all arrival routes to airports in the Amsterdam FIR except EHAM;

–all helicopter routes.

© JEPPESEN, 1987, 2011. ALL RIGHTS RESERVED.

18 FEB 11 AIR TRAFFIC CONTROL	NETHERLANDS-3
NETHERLANDS - RULES AND PROCEDURES

ACAS II/TCAS II REQUIREMENTS

Civil fixed wing turbine-engined aircraft exceeding 5700kg, or a maximum approved passenger seating configuration of more than 19, are required to be equipped with, and operate ACAS II.

CONTROLLER PILOT DATA LINK COMMUNICATION SERVICES (CPDLC)

Data link services are available for aircraft operating within the upper airspace (above FL245) of the Amsterdam FIR, under the responsibility of Maastricht UAC.

The following Data link services are provided: DLIC — Data Link Initiation Capability

ACL — ATC Clearances and Instructions ACM — ATC Communication Management AMC — ATC Microphone Check

The use of CPDLC is not mandatory and is conducted at the discretion of ATC and the aircrew concerned.

Aircraft Operator wishing to conduct CPDLC shall first register with Maastricht UAC. Registration shall be made at least 4 weeks prior to the first intended CPDLC flight to:

Volker Stuhlsatz

Operational & Airspace Systems Eurocontrol MAS-UAC

Address:	Horsterweg 11
	AC Maastricht Airport
	NL-6191
Tel:	[phone]
Fax:	[phone]
E-Mail:	[e-mail]

To facilitate the association with DLIC with the FPL, it is recommended that the aircrew file their aircraft tail number (registration) or aircraft 24bit address code in item 18 of the FPL.

Voice communications and instructions within Maastricht UAC shall have precedence over data link communications.

If uncertainties will arise, voice communication shall be used.

Although DLIC log-on is normally initiated outside Maastricht UAC airspace, CPDLC exchange shall not be conducted until the aircraft is under control and responsibility of Maastricht UAC.

DLIC Logon: EDYY

Log-on shall be initiated by aircrew using their ICAO callsign as filed in the FPL. Two-letter IATA ID or a leading zero (0) into a callsign will result in an error message. Log-on shall be initiated 30 minutes prior to entry into Maastricht UAC. Aircraft departing from an aerodrome nearby Maastricht UAC can log-on on the ground.

Irrespective of the number of Maastricht sectors entered during flight, only one log-on is required.

ATS Data Link services

ACL: Aircrew may receive the uplink message described. Aircrew may request, via data link, clearance direct to a point.

Ufn data link requests for level change are not allowed.

ACM: When aircraft is transferred by data link to an adjacent sector/ATSU, aircrew shall acknowledge the instruction by WILCO, and shall the contact next sector/ATSU by voice communications on channel given.

AMC: A ‘Check Stuck Microphone’ instruction may be sent in circumstances where an aircraft is inadvertently blocking the voice communication channel. For FANS aircraft a ROGER response is expected.

If the ‘Check Stuck Microphone’ instruction relates to the RTF channel being used, then the aircrew shall check that their radio equipment is not causing the blockage. If the AMC message does not relate to the RTF channel being used, no further action by aircrew is required.

Message Restrictions

Aircrew shall not use free-format free-text messages.

Log-off

Log-off is automatic on exiting Maastricht UAC airspace.

Data Link Failure

In the event of a scheduled outage or unexpected failure of the CPDLC system, ATC will instruct all data link equipped aircraft to revert to voice communications. In the event of airborne CPDLC failure, aircrew shall revert to voice communication and inform ATC.

MODE S EXTENDED SQUITTER FOR NORTH SEA OPERATIONS

The carriage of a mode S transponder with extended squitter capability will be required for all flights above the North Sea within the Amsterdam flight information region at and below 3000ft AMSL. Exemption for the extended squitter requirement is made for military jet aircraft flying en route through this area, for these flights only a mode S transponder is required.

For further information contact:

Informatiecentrum Inspectie Verkeer en Waterstaat

Address:	P.O. Box 90653
	LR The Hague
	The Netherlands
	2509
Tel:	[phone]
Fax:	[phone]
E-Mail:	[e-mail]
Internet:	http://www.ivw.nl

© JEPPESEN, 1987, 2011. ALL RIGHTS RESERVED.

NETHERLANDS-4	AIR TRAFFIC CONTROL 18 FEB 11
	NETHERLANDS - RULES AND PROCEDURES

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

e. any VFR flight operated in airspace class “A”.

A flight plan can be transmitted during flight by radio if the flight plan covers only part of the flight. This does not apply to flights of which parts are executed:

ANNEX 2

3.3.1.2	A flight plan shall be submitted prior to
operating

a.any flight or portion thereof to be provided with ATC service;

b. any IFR flight;

c.any flight across the Amsterdam FIR boundary;

d.any flight or portion thereof operating in North Sea Area Amsterdam and North Sea Area V;

1 Upper limit Nieuw Milligen TMA is FL95.

2 From FRI 1500 to SUN 2200 and during legal holidays.

In class “G” airspace the following flight visibilities are applied:

a)above 900m (3000ft) AMSL: 8Km, 1500m horizontal and 1000ft vertical distance from cloud.

b)at or below 900m (3000ft) AMSL lower flight visibilities to 1500m may be permitted for flights operated at speeds that will give adequate opportunity to observe other traffic or any obstacle in time to avoid collision.

a.within the Schiphol CTR;

b.in controlled airspace class “A”;

c.in controlled airspace class “B”.

d. in controlled airspace class "C", above FL195.

4.1 In class “A”, “B”, “D” and “E” a flight visibility of 8Km is also prescribed for flights below FL100, except as follows:

4.4IFR compulsory at night.

© JEPPESEN, 1987, 2011. ALL RIGHTS RESERVED.

20 NOV 09 AIR TRAFFIC CONTROL

NORWAY-1

NORWAY - 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 Norway:

1 Secondary unit

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with Jeppesen ATC-Chapter “Flight-Procedures (DOC8168) - Holding Procedures”, Table IV-1-1, Holding Speeds.

PROCEDURE LIMITATIONS AND OPTIONS

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

AIRPORT OPERATING MINIMUMS

Norway does not publish State airport operating minimums. Norway publishes OCA(H)s.

Special requirements for operators performing commercial transportation into certain Norwegian airports

Whenever such a requirement (Cat B or C, per JAR OPS 1.975 (old)) is published in Airport Directory Norway the operator shall:

–stipulate special crew qualification requirements according mentioned category,

–document departure procedures, take-off minima, and take-off weight limitations,

–document fulfillment of above mentioned requirements on request to local airport authority or Norwegian CAA.

PILOT CONTROLLED LIGHTING (PCL)

A system of switching on approach lights and the landing area lights from aircraft has entered operational service at a number of Norwegian airports. Information on the availability of such system is given in Airport Directory pages and on instrument approach charts for the respective airport.

To activate the system:

–select the appropriate VHF-frequency for the AFIS unit,

–press the transmitter button for minimum 5 seconds.

The lights will then be switched on and remain lighted for 26 minutes.

ATS AIRSPACE CLASSIFICATIONS

Norway has adopted the ICAO ATS airspace classification as listed in ATC-Chapter “ICAO ATS Airspace Classifications - Annex 11”. Within Norwegian FIR/UIR, however, only the airspace classes “A,” “C,” “D,” “E,” and “G” are used.

In class “C” airspace the speed limitation applicable to both IFR and VFR flights is 250KT IAS below FL100.

In class “D” airspace the services provided to VFR flights are stated to be "Air traffic control service and traffic information about IFR and VFR flights". "Traffic avoidance advice" is, however, not guarantied to be provided to IFR or VFR flights.

In class “G” airspace, IFR flights are not required to establish radio communication with ATS except when operating within a traffic information zone (TIZ) or traffic information area (TIA). In class “G” airspace established as a TIZ or TIA also VFR flights are required to establish radio communication with the appropriate FIS unit.

For differences from ICAO VMC specifications refer to ATC-Chapter Norway “Differences from ICAO Standards and Procedures”.

SPECIAL REQUIREMENTS AND REGULATIONS

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

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

NORWAY-2	AIR TRAFFIC CONTROL 20 NOV 09
	NORWAY - RULES AND PROCEDURES

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.

DEPARTURE MESSAGE FROM

AERODROMES WHERE ATS IS NOT PROVIDED

When a flight plan has been filed, involving departure from an aerodrome where ATS is not provided, a departure message including aircraft identification, aerodrome of departure, ATD and aerodrome of destination shall be transmitted to ATS by most expeditious means. Departure may be brought to the attention of ATS by one of the following means:

–by telephone from a person on the ground as arranged between the pilot-in-command and the person involved;

–a statement by the pilot-in-command to ATS that EOBT in the flight plan shall be considered as ATD;

–by giving time, considered to be ATD, to ATS on telephone immediately prior to taxiing out for takeoff.

The flight plan will not be activated unless the above procedure has been complied with.

FLIGHTS IN BODO OCEANIC FIR/CONTROL AREA (OFIR/OCA)

a.The following requirements apply for flight planning concerning information to be stated in the flight plan, Item 15 (Route):

Requirements for random routes:

1.Turbojets in Bodo OCA specify the speed in terms of Mach number, all other aircraft in terms of TAS.

In both cases the speed shall be indicated at the Bodo OFIR/OCA entry point.

2.Specify flight level at Bodo OFIR/OCA entry point.

3.Specify route of flight, as relevant, according to the following:

–Last domestic reporting point prior to Bodo OFIR/OCA entry point.

–Bodo OFIR/OCA entry point.

–Significant points in accordance with Regional Supplementary Procedures for the NAT Region.

–Bodo OFIR/OCA exit point.

–First domestic reporting point after Bodo OFIR/OCA exit point.

Requirements for RNAV route structure:

1.Specify the speed in terms of Mach number at Bodo OCA entry point.

2.Specify flight level at Bodo OCA entry point.

3.If (and only if) the flight is planned to operate along the whole length of the RNAV-route, specify the route designator. Flights wishing to join or leave a RNAV-route at some intermediate point

are considered random route aircraft and full track details must be specified in the flight plan. A RNAV-route designator must not be used to abbreviate any portion of the route in these circumstances.

NOTE: Each point at which a change in speed or level is requested must be specified, and followed in each case by the next route segment expressed as geographical coordinates in latitude and longitude.

b.Estimated times over compulsory reporting points as stated in RNAV-route descriptions, shall be specified in Item 18 of the flight plan.

c.An abbreviated clearance will only be issued by ATS when clearing an aircraft along the RNAV route structure in Bodo OCA. In all other circumstances full details of the cleared track will be specified in the clearance.

On receipt of an abbreviated clearance the pilot shall read back the contents of the clearance message and in addition the full details of the track.

d.Aircraft entering Bodo OCA are required to obtain an Oceanic Clearance. The clearance becomes effective only at the Bodo OCA boundary. It is the responsibility of the pilot to obtain from the appropriate ATS unit any necessary clearance to comply with the Oceanic Clearance.

e.An Oceanic Clearance can be obtained using one of the following methods:

–by establishing communication with Bodo Oceanic Control on frequency 127.725MHz not later than 10 minutes before estimated time for entering Bodo OCA (if coverage permits);

–by establishing communication with Bodo Radio (NAT D frequency family) not later than 30 minutes before estimated time for entering Bodo OCA (if coverage permits);

–via other ATS units.

f.Before a west/northbound aircraft enters Bodo OCA, an operational check of the SELCAL equipment shall be carried out with Bodo Radio. This SELCAL check must be successfully completed before commencing SELCAL watch.

NOTE: SELCAL watch on the assigned radio frequency should be maintained in Bodo OCA even in areas where VHF coverage is available and used for air/ground communication.

ADS WAYPOINT POSITION REPORTING

Operational trial of ADS waypoint position reports for equipped aircraft in Bodo Oceanic FIR. This includes the termination of voice position reports on HF for aircraft correctly stating equipment status to the HF Radio Station. Procedures are outlined in the ADS guidance material available at NAT PCO website: www.nat-pco.org

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

20 NOV 09 AIR TRAFFIC CONTROL	NORWAY-3
NORWAY - RULES AND PROCEDURES
ACAS II/TCAS II REQUIREMENTS
Civil fixed wing turbine-engined 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

3.3.1.4 The time limit set for the submission of flight plan information to obtain a clearance is not applicable for VFR flights intending to operate a minor part of the flight within class “D” airspace. The information shall, however, be submitted in “due time”.

4.1 In class “G” airspace at or below 300m above terrain flights at speeds not exceeding 140 KT IAS may operate with a flight visibility of not less than 3km or not less than 1.5km when the flight is conducted in an aerodrome traffic circuit and the pilot has the aerodrome in sight.

Helicopters may, in the same airspace, operate with a flight visibility of not less than 800m, provided the speed will allow other aircraft or obstructions to be observed and collision avoided.

The level above which flights in general are not allowed to operate in accordance with the visual flight rules is FL195.

4.3 IFR compulsory for flights at night within controlled airspace.

Flights in Bodo Oceanic FIR, operating more than 100NM seaward from the shoreline, shall be conducted in accordance with IFR (even when not operating in IMC) when operated at or above FL60 or 2000ft (600m) above ground, whichever is the higher.

5.1.2IFR flights shall not be flown:

–below 1000ft (300m) above the highest obstacle within a radius of 10NM from the estimated position of the aircraft when the height of the obstacle does not exceed 6070ft (1850m) MSL;

–below 2000ft (600m) above the highest obstacle within a radius of 10NM from the estimated position of the aircraft when the height of the obstacle does exceed 6070ft (1850m) MSL.

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.