AIR TRAFFIC CONTROL

SPAIN-2

AIR TRAFFIC CONTROL 28 AUG 09

SPAIN - RULES AND PROCEDURES

–loss of the failed satellite detection function (RAIM);

–loss of the failed satellite exclusion function.

b.GPS may be used as a supplemental navigation system in domestic enroute areas subject to the following operational conditions:

1.Integrity provided by RAIM:

–ground-based aids approved for IFR on the route to be flown must be available when RAIM capability is lost;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available when RAIM capability is lost;

2.Integrity not provided by RAIM:

–ground-based aids approved for IFR on the route to be flown must be available;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available;

–integrity monitoring equivalent to RAIM must be performed by the navigation system.

c.GPS may be used as a supplemental navigation system in terminal areas subject to the following operational conditions:

1.Integrity provided by RAIM:

–ground-based aids approved for IFR on the route to be flown must be available when RAIM capability is lost;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available when RAIM capability is lost;

–the terminal area procedure(s) must be available from the navigation data base;

–the terminal area procedure(s) must be approved by the Spanish Aeronautical Authority;

–the aircraft operator must be approved for the terminal area procedure(s) by the Direccion General de Aviacion Civil.

2.Integrity not provided by RAIM:

–ground-based aids approved for IFR on the route to be flown must be available;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available;

–integrity monitoring equivalent to RAIM must be performed by the navigation system;

–the terminal procedure(s) must be available from the navigation data base;

–the terminal procedure(s) must be approved by the Spanish Aeronautical Authority;

–the aircraft operator must be approved for the terminal procedure(s) by the Direccion General de Aviacion Civil.

GPS for Non-precision Approaches

GPS-based navigation equipment can be used as a supplemental navigation system to fly any part of instrument non-precision approaches provided each of the following conditions are met:

a.Multi-sensor equipment using GPS as one sensor may be used to fly non-precision approaches where the State of operator/registry (as applicable) has authorized its use;

b.The GPS procedure has to be approved by the Spanish Aeronautical Authority and published in AIP-ESPANA for Spanish territory or, by the Aeronautical Authority of the destination airport.

c.The navigation database captains current information on the non-precision approach to be flown (actual AIRAC cycle);

d.The approach to be flown is retrievable from the database and defines the location of all navigation aids and all waypoints required for the approach;

e.The information stored in the data base is presented to the crew in the order depicted on the published non-precision approach plate;

f.The navigation data base waypoints cannot be changed by the flight crew;

g.The appropriate airborne equipment required for the route to be flown from the destination to any required alternate airport and for on approach at this airport must be installed in the aircraft and be operational. Also, the associated groundbased navaids must be operational.

h.The aircraft operator must be approved for such operations by the Direccion General de Aviacion Civil.

i.The navigation data base must be accepted or approved by Spanish Aeronautical Authority.

GPS Overlay Procedures

An overlay approach is one which allows a crew to use GPS equipment to fly an existing non-precision instrument approach procedure and is restricted to approaches based on VOR, VOR/DME, NDB or NDB/DME. In addition to the non-precision approach conditions, the following conditions shall also apply:

a.GPS equipment, where RAIM and approach function are provided, may be used to fly non-precision approaches without active monitoring by the flight crew of the applicable navaid(s) which define the approach being used. However, the ground-based navaid(s) and the associated airborne equipment required for the published approach procedure must be available, or

b.For multi-sensor navigation systems and approach function where RAIM is not used for approach integrity, the ground-based procedure navaid must be used for monitoring the procedure.

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

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SPAIN - RULES AND PROCEDURES

GPS Stand-Alone Approaches

The term GPS stand-alone approach refers to a non-precision approach procedure not overlaid on a traditional instrument approach procedure based on ground navaids. In addition to the non-precision approach conditions, the following conditions shall also apply.

a.GPS equipments providing RAIM and approach function are required;

b.The published approach procedure is identified as a GPS approach (e.g.: GPS RWY 27) and referenced to WGS84 coordinates;

c.The missed approach procedure is not based on GPS.

d.During the pre-flight planning stage for an IFR flight:

1.Where a destination alternate is required, a GPS stand-alone approach procedure may be used at the destination aerodrome provided that, at the alternate, a non-GPS based approach procedure is available;

2.Where a destination alternate is not required, at least one non-GPS based approach procedure must be available at the destination aerodrome.

e.Where a take off and/or enroute alternate is required, at least one non-GPS based approach procedure must be available at the alternate(s).

Operational Restrictions

Flights in oceanic/remote areas shall be cancelled, delayed or re-routed for either of the following:

a.any interruption of the navigation function on the predicted route caused by a predicted satellite outage;

b.if the interval during which the fault exclusion function is unavailable exceeds the maximum acceptable duration for a specified route.

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.

TCAS Requirements Malaga Airport

Notification to aircraft equipped with TCAS prior to version No. 7, operating in the vicinity of Malaga airport:

–For permanent radar performance checking of Malaga Airport, a fixed radar transponder is installed at ‘MGA’ VOR with the following characteristics:

•Location: N364851.52 W0042210.27

•Alpha Mode: 7777

•Antenna altitude: 3100ft

Aircraft equipped with TCAS version prior to No. 7, overflying at low altitude the above coordinates, may receive TCAS traffic advisories corresponding to this fixed transponder. Such identifications do not identify real traffic and should be ignored.

FLIGHT PLANNING

IFPS/CFMU OPERATIONS

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

Flight Plan Message Addressing

AFTN: EUCHZMFP and EUCBZMFP SITA: BRUEP7X and PAREP7X

Repetitive Flight Plans (RPL)

Aircraft Operators shall submit RPL data directly to:

EUROCONTROL CFMU, OPSD RPL Team Address: Rue de la Fusee 96

Brussels

B-1130

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.

OCEANIC CLEARANCE

Aircraft unable to contact “Shanwick Oceanic” on VHF should request clearance on a NARTEL HF frequency (North Atlantic enroute HF RTF Network) at least 40 minutes before the ETA for the Oceanic Boundary and thereafter maintain a SELCAL watch for receipt of the Oceanic Clearance. While in communication with Shanwick for Oceanic Clearance, aircraft must also maintain communication with the ATC authority for the airspace within which they are operating. Aircraft unable to contact Shanwick on VHF or NARTEL HF should request the ATC Authority for the airspace in which they are operating to relay their request for Oceanic Clearance to Shanwick.

SPECIAL PROCEDURES FOR UNAUTHORIZED RADIO TRANSMISSIONS

General

The following procedures will apply within Spanish airspace to assure the authenticity of ATC clearances when unauthorized radio transmissions are suspected.

Types of Unauthorized Radio Transmissions

The following two types of unauthorized radio transmissions could affect ATC service:

–the person broadcasting assumes the role of the ATC controller, or;

–the person broadcasting assumes the role of the pilot in command.

Pilot Procedures

When the authenticity of a message is in question, the pilot will transmit the following message:

–control unit call sign;

–aircraft call sign;

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

SPAIN-4	AIR TRAFFIC CONTROL 28 AUG 09
	SPAIN - RULES AND PROCEDURES

–information about the unauthorized transmission, and

–request that the controller follow the previously described controller 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, 2009. ALL RIGHTS RESERVED.

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SWEDEN - RULES AND PROCEDURES
GENERAL	SPEED RESTRICTIONS

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 Sweden:

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

AIRPORT OPERATING MINIMUMS

Sweden does not publish State airport operating minimums.

Sweden publishes Obstacle Clearance Altitudes (Heights) [OCA(H)].

Speed adjustment is applied only when the maintaining of an orderly flow of air traffic is thereby considerably facilitated.

–speed adjustment is requested to even tenths of knots (IAS) only.

–Only the pilot-in-command, when asked, accepts this, an aircraft will be requested to maintain a lower speed than:

Enroute and Arrival

Departure

Jet 230KT, turboprop or prop 150KT.

ATS AIRSPACE CLASSIFICATIONS

Sweden has adopted the ICAO ATS airspace classification as listed in ATC-Chapter “ICAO ATS Airspace Classifications-Annex 11”. Within Swedish FIRs/UIRs, however, only the airspace classes “C”, “E” and “G” will be permanently used.

Within class “G” airspace two-way radio communication is required above 5000ft MSL or 3000ft GND, whichever is higher, for VFR flights during darkness and for IFR flights. Within class “E” airspace an air traffic control clearance and two-way radio communication is required also for VFR flights during darkness.

For differences from ICAO VMC specifications see relevant paragraph below.

SPECIAL REQUIREMENTS AND REGULATIONS

TRAFFIC INFORMATION AREAS (TIA) AND TRAFFIC INFORMATION ZONES (TIZ)

Irrespective of prevailing meteorological and daylight conditions a flight may be conducted within a TIA or TIZ only after prior report of position, level, route and intentions to the appropriate ATS unit. Two-way communication shall be maintained with the ATS unit at all times unless otherwise instructed or agreed.

NOTE: Unsuccessful attempts to establish radio communication with the appropriate ATS unit must not be interpreted to mean that the unit is not in operation.

CLIMB PROFILE IN COPENHAGEN FIR

Aircraft requesting cruising levels at or above FL260 after Alsie VOR or after Michaelsdorf VOR and departing from aerodromes within Copenhagen Area and the Malmo TMA are advised to arrange their climb such that the aircraft will be able to pass Alsie VOR or Michaelsdorf VOR at or above FL260.

© JEPPESEN, 1989, 2011. ALL RIGHTS RESERVED.

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SWEDEN - RULES AND PROCEDURES

FLIGHT PLANNING

Submission of flight plan

A flight plan shall be submitted prior to operating any flight:

–to be provided with air traffic control service;

–within or into designated areas, or along designated routes, when so required;

–outside controlled airspace above 5000ft AMSL or 3000ft AGL whichever is higher, in accordance with VFR during darkness or IFR;

–across Swedish borders;

–for which flight information, alerting and rescue service is requested;

–by a foreign state aircraft.

Time of submission

The flight plan shall be submitted no later than 60 minutes before the EOBT.

Exceptions:

–For a VFR flight to be operated between Swedish aerodromes and entirely within Sweden FIR/UIR, the flight plan may be submitted 30 minutes before the EOBT at the latest.

–For a flight subject to air traffic flow management (ATFM), the flight plan shall be submitted no later than 3 hours before the EOBT.

–For an urgent flight (e.g. a rescue mission, or an urgent hospital flight), as well as for a flight of a local nature, the flight plan may be submitted later. However, if practicable, the flight plan should be submitted at least 30 minutes before the EOBT.

Whenever a flight plan is filed during flight for entrance into controlled airspace, it shall be done at a time, which will ensure that an ATC clearance can be obtained, but not later than 10 minutes before the aircraft estimates entering a control-, or traffic information area, or a position for crossing an ATS route.

Place of submission

IFR: The flight plan should be submitted to IFPS in accordance with CFMU procedures. If it is not possible to submit the flight plan to IFPS, the operator shall submit the flight plan to the Flight Planning Centre (FPC). In case of a flight plan of a local nature, the flight plan may be submitted to the local ATS unit at the aerodrome of departure.

VFR: The flight plan shall be submitted to the Flight Planning Centre (FPC). For a flight of a local nature, the flight plan may be filed with the local ATS unit at the aerodrome of departure.

NOTE: “Flight of a local nature” is defined as follows: A flight that will be operated at an altitude not exceeding 5000 ft within the lateral limits of the TMA or, when no TMA established, within 25 NM from the aerodrome.

When operating VFR, the position and estimated elapsed time (EET) of crossing the Swedish territorial boundary shall be inserted in the flight plan under item 18.

Flight Planning Centre (FPC)

FPC
Tel:	[phone]
Fax:	[phone]
Internet:	www.aro.lfv.se

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

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

AIR TRAFFIC FLOW MANAGEMENT (ATFM)

The overall authority for the provision of Air Traffic Flow Management in Sweden FIR/UIR is delegated to Eurocontrol/CFMU. 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.

Further information and advice is obtainable from Flight Planning Center and Flow Management Positions (FMPs):

FMP Stockholm, LFV, ACC Stockholm

Address:	Stockholm-Arlanda
	190	45
Tel:	+46	(0)	8 797 6332
Fax:	+46 (0)		8 593 619 00
FMP Malmo, LFV, ACC Malmo
Address:	Box 54
	Malmo-Sturup
	230	32
Tel:	+46	(0)	40 613 27 01
Fax:	+46	(0)	40 50 02 54

ACAS II/TCAS II REQUIREMENTS

All civil fixed wing turbine-engine aircraft having a maximum take-off mass exceeding 5700kg, or a maximum approved passenger seating configuration of more than 19, shall, when flying in Swedish airspace be equipped with, and operate ACAS II.

ACAS II may temporarily be out of service during a period of maximum ten days.

STOCKHOLM TMA PRIOR NOTICE

Prior notice (PN) is required for the following flight activities within the Stockholm TMA.

–school and training flights comprising airwork, holding, and/or multiple instrument approaches;

–aerial photography;

–geological survey flights and the like; lifting of parachutists;

© JEPPESEN, 1989, 2011. ALL RIGHTS RESERVED.

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SWEDEN - RULES AND PROCEDURES

–non-urgent navaids and approach aids calibration flights.

Before submitting a flight plan, the operator shall give prior notice to the:

Stockholm ACC Watch Supervisor

Tel:

[phone]

FREE ROUTE AIRSPACE

Sweden will extend its ongoing trial of Free Route Airspace (FRA) in Sweden UIR, not only to affect overflights above FL285 but also, to embrace departures and arrivals from/to airports within Sweden FIR, or in its proximity, north of latitude 61° N with a planned trajectory above FL285.

The trial will continue for a period of maximum 2 years.

Below, Sweden UIR north of latitude 61° N is named FRAS North and Sweden UIR south of latitude 61° N FRAS South.

Available Entry and Exit points to/from Sweden UIR are listed in AIP Sweden.

Eligible Flights

Eligible flights are those over-flights that enter and exit Sweden UIR above FL285.

Additional eligible flights in this phase are those that depart or arrive from/to airports below FRAS North or in its proximity and fulfil the following requirements:

–A planned trajectory above FL285 during some part of the flight in FRAS North.

–Flights that have a planned trajectory below FL285 south of latitude 61° N shall flight plan via the published ATS Route Network south of latitude 61° N.

The ATS Route Network will be retained for those flights that are not eligible or do not want to flight plan direct routes.

Flight Planning

Over-flights that enter and exit Sweden UIR above FL285

Apart from exceptions mentioned below, flight plan direct from an optional Entry Point to an optional Exit point provided that these points are published as Entry/Exit points in AIP Sweden. One or several significant points may be added in between. Such an additional point can be either a published waypoint or entered as lat/long coordinates.

In the flight plan item 15, the route segment in Sweden UIR shall be entered as “Entry point – DCT – (additional point) – DCT – Exit point”. (i.e. “NEBET DCT NOGBO”).

–Departures from AD within Oslo or Farris TMA with Entry point AKIBA shall flight plan via AKIBA

–L996 – KELIN or via AKIBA – L996 – OSLOB

–L727IPKAL. After KELIN/IPKAL rules for flight planning Free Route apply.

–Departures from AD within Oslo or Farris TMA with Entry point SUTOK shall flight plan via SUTOK – P607 – MEGEN if planned Exit point is south of MEGEN. After MEGEN rules for flight

planning Free Route apply. If planned Exit point is north of MEGEN rules for flight planning Free Route apply after SUTOK.

–Departures from AD within Farris TMA with Entry point TIVOL shall flight plan via TIVOL – L617 – SABAK or TIVOL – Z35 – IPKAL. After SABAK/ IPKAL rules for flight planning Free Route apply.

–Arrivals to AD within Oslo or Farris TMA via Exit point REGMA shall flight plan via XENTA – L997

– REGMA. Until XENTA rules for flight planning Free Route apply.

–Arrivals to AD within Oslo or Farris TMA via Exit point SUMAK shall flight plan via PEPIL – N623 – SUMAK. Until PEPIL rules for flight planning Free Route apply.

–Arrivals to AD within Farris TMA via Exit point TIVOL shall flight plan via SABAK – L617 – TIVOL or via XENTA – Z35 – TIVOL. Until SABAK/XENTA rules for flight planning Free Route apply.

Operators shall flight plan via a compulsory waypoint between Entry and Exit point as follows:

–Traffic with Entry point LOBBI/MAKUR and Exit point DODAM or RIKUM shall flight plan LOBBI/ MAKUR – TUSNI – DODAM/RIKUM.

–Traffic with Entry point RUNGA and Exit point INVOL shall flight plan RUNGA – TUSNI – INVOL.

–Traffic with Entry point RUNGA/OGLOB/POKAS and Exit point KOPIM/KULUD/MISBI shall flight plan RUNGA/OGLOB/POKAS – NOSLI – KOPIM/ KULUD/MISBI.

–Traffic with Entry point MOSAT and Exit point ALAMI shall flight plan MOSAT – OLANU – ALAMI.

–Traffic with Entry point LEBDA shall flight plan LEBDA – N851 – MOSIN. After MOSIN rules for flight planning Free Route apply.

Flights that depart or arrive from/to airports below FRAS North or in its proximity.

Departing traffic from airports below FRAS North.

Flight plan from SID Final Waypoint, direct or via intermediate waypoint(s), to:

–Exit Point FRAS North/South if destination is outside Sweden FIR.

–A published waypoint in the ATS Route Network on latitude 61° N if the planned trajectory is below FL285 under FRAS South.

–STAR Initial Waypoint if destination is below FRAS North. If

If published SID/STAR is not suitable, flight plan as described direct from/to the airport.

Departing traffic from airports in the proximity of FRAS North

Flight plan from Entry point, direct or via intermediate waypoint(s), to:

–Exit Point FRAS North/South if destination is outside Sweden FIR.

–A published waypoint in the ATS Route Network on latitude 61° N if the planned trajectory is below FL285 under FRAS South.

© JEPPESEN, 1989, 2011. ALL RIGHTS RESERVED.

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SWEDEN - RULES AND PROCEDURES

–STAR Initial Waypoint if destination is below FRAS North.

If published STAR is not suitable, flight plan as described direct from/to the airport.

Arriving traffic to airports below FRAS North

Flight plan from Entry Point FRAS North/South, direct or via an intermediate waypoint(s), to STAR Initial Waypoint. If the planned trajectory is below FL285 under FRAS South, flight plan from a published waypoint on 61° N direct or via an intermediate waypoint(s) to STAR Initial Waypoint. If published STAR is not suitable, flight plan as described direct to destination.

Arriving traffic to airports in the proximity of FRAS North

Flight plan from Entry Point FRAS North/South, direct or via an intermediate waypoint(s), to Exit point FRAS North. If the planned trajectory is below FL285 under FRAS South, flight plan from a published waypoint on 61° N, direct or via an intermediate(s) waypoint, to Exit point FRAS North.

Flight plan via compulsory SIGNIFICANT points as follows

Since ESNS lacks SID and STAR, whenever reasonable, KETEL for departures and SOPLI for arrivals should be used in flight planning.

Overflying traffic with a planned flight level change from a flight level below FL285 to a flight level above FL285.

Flight plan from flight level change waypoint, according to rules for FRAS.

Military Training Areas

Traffic on an optional free route but outside any published available ATS-route that conflicts with one or several active military training areas will, during military exercise hours, normally be vectored around with a total route extension of maximum 20 NM.

In no case the total route distance (including possible route extension) will be longer than the distance via published ATS routes.

NOTE: Military air exercise hours: MON - THU: 07301500 (0630 - 1400), FRI: 0730 - 1100 (0630 - 1000) During the period 15 SEP - 1 APR: also TUE 1500 - 2100 (1400 - 2000) Swedish public holidays are excluded.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

3.2.3.3 Aircraft with anti-collision lights temporarily out of service might operate in Sweden during VMC in daylight.

3.2.5 Operation on and in the vicinity of an aerodrome:

–When AFIS is provided, right turns are accepted if they cause no hazard to others and if notified in advance to the AFIS unit.

–If equipped with radio and in the vicinity or on an uncontrolled aerodrome, the aircraft shall

a.when an AFIS unit is available; see ICAO Rules of the air - Annex2 para 4.9, 5.3.2, and 5.3.3;

b.if the ATS is closed; stand by on the ATS frequency and transmit blind the position and intention;

c.when ATS is provided at the aerodrome; standby on a published frequency or, if not published, on 123,450 MHz and transmit blind information of use for others, like position, level and intention.

–In a published VFR holding in a control zone, IAS is limited to max 140 knots. If not possible, ATS shall be advised. The holding pattern published shall be followed.

3.3.1.2 A flight plan shall also be submitted when flying in Sweden and

a.flying VFR during darkness or IFR in uncontrolled airspace above 5000ft AMSL or 3 000ft GND,and

b.for a flight which will affect a traffic information zone and/or a traffic information area.

3.3.3.1 A flight plan submitted prior to operating a flight across the Swedish territorial border shall contain information on the entire flight up to and including the aerodrome of first intended landing.

3.3.5.3 When there is a reason to believe that the arrival report will not reach the appropriate air traffic services unit within 30 minutes from the estimated time of arrival, notification shall be made in item 18 of the flight plan concerning the time when the arrival report may be expected.

4.2For special VFR flights the following applies:

a.Neither the flight visibility nor the ground visibility shall be less than 1.5km during daylight and 8km during darkness. Other values might be relevant to helicopters according to special regulations.

b.The ceiling must not be lower than to permit the flight to be conducted at the applicable minimum height, clear of clouds and with the ground/water in sight.

4.3VFR flights between sunset and sunrise over Swedish territory is allowed if the flight visibility is at least 8km and all flights in controlled airspace shall be conducted as controlled flights.

4.8VFR flights shall comply with the provision of para 3.6. Extended to include flights within Class E airspace during darkness. (Concerns only Ronne TMA/CTR (Danish territory within Swedish FIR)).

4.9Continuous air-ground voice communication watch and reports of position and intensions shall be done by aircraft intending to fly in traffic information zones and/or traffic information areas.

5.1.2 “High terrain” is defined as terrain higher than 6000ft (1850m) AMSL.

© JEPPESEN, 1989, 2011. ALL RIGHTS RESERVED.

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SWEDEN - RULES AND PROCEDURES

5.3.2Voice communication watch and two-way communication shall be established before entering and within traffic information zones and traffic information areas.

5.3.3Position reports and intentions shall be submitted before entering and within traffic information zones and traffic information areas.

© JEPPESEN, 1989, 2011. ALL RIGHTS RESERVED.

30 JUL 10 AIR TRAFFIC CONTROL

SWITZERLAND-1

SWITZERLAND - 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 Switzerland:

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

An approach-to-land as well as landing clearance will be issued regardless of weather conditions.

Instrument approach procedures for military aerodromes are based on Swiss Military procedure design criteria.

GPS OVERLAYS ON NON-PRECISION APPROACHES

If the aircraft installation is approved for GPS approaches in accordance with the FOCA-guide- lines, some specific IFR approach procedures may be flown as GPS overlay procedures.

An overlay approach is one which allows pilots to use GPS equipment to fly existing non-precision instrument approach procedures. For the time being, this is restricted to overlay of approaches based on VOR, VOR/DME, NDB or NDB/DME.

A non-precision overlay approach can be flown provided each of the following conditions are met and checked, as required during pre-flight planning:

–the questioned approach is authorized and published for use with GPS;

–the published approach procedure is referenced to WGS-84 coordinates;

–the navigation database contains current information on the non-precision approach to be flown (actual AIRAC cycle);

–the approach to be flown is retrievable from the database and defines the location of all navigation aids and all waypoints required for the approach;

–the information stored in the database is presented to the crew in the order shown on the published non-precision approach plate;

–the navigation database waypoints showing the non-precision approach cannot be changed by the flight crew;

–the approach is selectable from the navigation database. The coding of the database will need to support the officially published approach. Caution: Some navigation data bases may not contain all required flight path parameters to ensure compliance with the published procedure;

–the ground-based navaids and the associated airborne equipment required for the published approach procedure will need to be operational and remain the primary means of navigation.

Provided the conditions specified above are fulfilled, the following non-precision overlay approach procedures are applicable in Switzerland:

GENEVA	VOR Rwy 05
	VOR Rwy 23
BERN (Belp)	NDB Rwy 14
GRENCHEN	VOR Rwy 25
ZURICH	VOR Rwy 16
	VOR Rwy 28
	VOR Rwy 34

NOTE: On Jeppesen approach charts, the inclusion of the parenthetical "GPS" in the chart heading indicates GPS overlay information has been applied to the chart and the approach procedure is included in the Jeppesen’s NavData Service.

SPEED RESTRICTIONS

a.In order to prevent hazards to the safety of air navigation, civil flights below FL100 shall not exceed the maximum air speed of 250KT IAS.

b.Aircraft which according to performance specifications must fly at a greater speed for reasons of safety are exempted from this regulation. In such cases, the lowest possible speed according to flight status shall be maintained. In the case of IFR flights, the appropriate ATC unit shall be notified accordingly.

© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.

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

c.The Federal Office for Civil Aviation or the competent air traffic services unit can grant exceptions.

d.Flights of military aircraft below FL100 are subject to special speed regulations.

AIRPORT OPERATING MINIMUMS

Switzerland publishes OCA(H)s, sometimes visibilities and partly also DA/MDAs for landing. Visibilities are published for take-off.

Jeppesen charted minimums are not below State minimums.

ATS AIRSPACE CLASSIFICATIONS

Switzerland has adopted the ICAO ATS airspace classification as listed in ATC Chapter “ICAO ATS Airspace Classifications - Annex 11.

Airspace classes “A”, “B” and “F”, however, at present are not applied in Swiss airspace.

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

In class “G” airspace IFR flight is not allowed.

SPECIAL REQUIREMENTS AND REGULATIONS

FLIGHT PLANNING

Flight plan compulsory for all VFR flights entering airspace of Germany, Austria, France and Italy.

Geneva Airport

Pilot shall submit a VFR flight plan or a flight notification when departing from Geneva also in case of local flights at least 30 minutes before ETD.

Pilots whose destination is Geneva shall submit a VFR flight plan before departure or enroute so that it will reach the appropriate Geneva ATS unit 10 minutes at least prior to the estimated time of entry into the TMA or CTR.

ATFM Procedures

Airport slot allocation procedures

Receivers of Slot Allocation Messages (SAM) are required to comply with the issued departure slot (CTOT). Slot tolerances parameters are CTOT (Calculated Take-Off Time) -5 / +10 minutes. Request for amendments to SAM’s, when so required, are to be made using the ATFM message exchange mechanisms (SRR, SRM, SPA) published in the CFMU handbook. Aircraft operators, not equipped with the appropriate means to reach the CFMU (Central Flow Management Unit), shall contact the relevant position:

a.For Geneva CTA:

–Aircraft operators should be aware that CASA (computer assisted slot allocation) system will consider all flights in RFI (ready for improvement) status. If they want to change the status into the system, they have to contact the relevant position and ask for SWM (SIP wanted message) status. In they will be asked to accept or refuse any slot improvement.

ARO/Service Client Geneva

Tel: [phone] local aerodrome network extension: 43 44 or AMIE self-briefing terminal (direct dialling push-button 3).

b. For Zurich CTA:

FMP Zurich

Tel: [phone] or AMIE self-briefing terminal (direct dialling push-button 2).

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.

RATE OF CLIMB/DESCENT

Should a pilot for any reason not be able to comply with the rate of climb/descent cleared by ATC, he shall inform the controller immediately.

Depending on phase of flight, the procedures specified below are applicable to all aircraft whose performance data allow:

Level changes enroute

During descent, a rate between 1000-2500ft/min is expected and should be complied with (except within the last 1000ft to cleared flight level, rate should not exceed 1000ft/min) and similarly, aircraft climbing to the cleared flight level, the rate of climb within the last 1000ft should not exceed 1000ft/min either.

Level changes in holding patterns

A rate of descent of 1000ft/min or less is expected and should be complied with.

Descent on STARs

A rate between 1500-2500ft/min is expected and should be complied with.

Leaving IAF under radar vectors

Unless otherwise specified by ATC, the rate of descent is at pilot’s discretion.

NOTE: Any deviation from the above mentioned rates, if deemed necessary by the pilot, shall be communicated to ATC immediately.

POSITION REPORTING PROCEDURE

Radiotelephony procedures employed by pilots of IFR flights will be as follows:

© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.