AIR TRAFFIC CONTROL

15 OCT 10 AIR TRAFFIC CONTROL	SWITZERLAND-3
SWITZERLAND - RULES AND PROCEDURES

a.The initial call after a change of radio frequency shall contain only

–aircraft identification,

–actual flight level, indicating the cleared flight level for aircraft in climb or descent;

b.Any position report, if required subsequently, shall contain only

–aircraft identification,

–position,

–time over;

c.If assigned a speed requirement, the flight crew shall report this in the initial call.

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 be required to be equipped with ACAS II.

SPECIAL PROCEDURES FOR IFR FLIGHTS (Z AND Y) WITHIN FIR SWITZERLAND

General

When a Z-flight commences from a Swiss aerodrome with joining point within FIR Switzerland, this flight shall be notified immediately before take-off by telephone to:

– For flights joining within the Control area Zurich:

Zurich ACC
Tel:	[phone]

– For flights joining within the Control area Geneva:

Geneva ACC
Tel:	[phone]

Above mentioned services transmit transponder code which shall be operated at take-off as well as the frequency to call for ATC clearance.

ATC clearances will be given by telephone only in exceptional cases.

For local procedures contact the relevant aerodrome authority.

Procedures for flights (Z and Y) from and to aerodromes of Ticino

a.Departures

1.Departures will be coordinated with Lugano Tower by the departure aerodrome tower.

–After take-off pilots shall proceed VFR to LUGAN and hold, maintaining visual ground contact, until Lugano Tower issues the IFR clearance.

2.Flights with Destination North of Milan TMA

–If meteorological conditions permit such flights shall climb VFR north of CANNE. After take-off pilots shall contact Zurich Flight Information or Zurich Control respectively for IFR clearance before entering airspaces class “D” or “C”. South of CANNE they shall remain within Milan TMA, class “E”.

–If meteorological conditions are such that the aforesaid procedure cannot be applied, pilots shall proceed VFR after take-off, to LUGAN and hold, maintaining visual ground contact, until Lugano Tower issues the IFR clearance.

3.Departures at Night

Take-offs shall be coordinated between the respective aerodrome tower and Lugano Tower.

b.Arrivals

1.Point of reference Y in the flight plan shall be PINIK intersection.

2.After having cancelled IFR, proceed to destination aerodrome via route Mezzo or W-Luino.

3.If the flight cannot continue VFR, Lugano Tower will issue a clearance to permit the aircraft to land at Lugano airport.

LOCAL TRAFFIC REGULATIONS LSGG

Non-scheduled commercial air traffic and non-com- mercial air traffic (aeroplanes and helicopters) using LSGG concrete runway are subject to coordination requirement PPR.

–PPR availability on http://ppr.gva.ch

–PPR slot shall be requested via handling agent for non-scheduled commercial air traffic.

–PPR slot can be requested via PPR office for non-commercial air traffic using north apron only.

–PPR office opening hours: Monday to Sunday 0800 - 1800LT. Phone number [phone].

–PPR slot has to be requested before filing any flight plan.

–Permission number must figure on item 18 of FPL.

–FPL has to include DEP or ARR time based on allocated PPR time frame.

–Any modifications and/or cancellations must be immediately notified to handling agent or AIS office.

No subject to permission requirements are:

–Search and rescue, urgent medical and emergency flights.

–	Air traffic which has to divert to Geneva due
	to security, meteorological or technical reasons
	except during specific periods notified by NOTAM.
–	VFR helicopters

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

3.9 Reduced visibility and distance to clouds in airspace class “G” 2000ft (600m) AGL.

© JEPPESEN, 2005, 2010. ALL RIGHTS RESERVED.

13 FEB 09 AIR TRAFFIC CONTROL

SYRIA-1

SYRIA - 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 Syria:

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. Instrument approach procedures showing OCLs are in accordance with an earlier version of PANS-OPS, Document 8168, and are not yet converted to the new PANS-OPS standard.

AIRPORT OPERATING MINIMUMS

Syria does not publish State airport operating minimums. Syria publishes OCA(H)s or OCLs.

ATS AIRSPACE CLASSIFICATIONS

Syria has adopted the ICAO ATS airspace classification as listed in ATC-Chapter "ICAO ATS Airspace Classifications-Annex 11". Within Damascus FIR, however, only airspace classes “A” and “C” are used.

SPECIAL REQUIREMENTS AND REGULATIONS

START-UP PROCEDURES

Engines of departing aircraft shall not be started unless a clearance has been obtained from TWR. The request for a start-up clearance shall be made at least 5 minutes in advance and shall include the estimated time for starting engines.

REQUIRED NAVIGATION PERFORMANCE

Aircraft should be RNAV/RNP5 equipped when flying FL290 or above within Damascus FIR.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE ANNEX 2

3.3.1.2Flight plans are required for all flights.

3.3.1.4 Flight plans shall be submitted at least 30 minutes before EOBT.

4.4 IFR compulsory when operating:

–above FL150

–between sunset and sunrise

–more than 100NM seaward from the shoreline within controlled airspace

4.6 Except when necessary for take-off or landing a VFR flight shall not be flown:

a.over the congested areas of cities, or settlements or over an open-air assembly of persons at a height less than 300m (1000ft) above the highest obstacle within a radius of 600m from the aircraft.

b.elsewhere other than specified in para above, at a height less than 150m (500ft) above the ground or water.

PANS-ATM (Doc 4444)

4.4.2.1.1The flight plan submitted prior to departure shall be submitted for all aircraft to the ARO at the aerodrome of departure, at least 30 minutes prior to EOBT in person or teletypewriter.

4.4.2.1.2In the event of a delay of one hour in excess of the estimated off-block time for a flight for which a flight plan has been submitted, the flight plan shall be cancelled and a new flight plan shall be submitted. Damascus ARO will accept computerized flight plans received via AFTN 8 hours maximum before take-off, but it will not be considered valid unless the operator at the airport confirms receiving telephone call at least 30 minutes before take-off, beside any amendment or change to the FPL should be notified to the ARO at least 30 minutes before take-off.

© JEPPESEN, 1989, 2009. ALL RIGHTS RESERVED.

24 SEP 10 AIR TRAFFIC CONTROL

TUNISIA-1

TUNISIA - 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 Tunisia:

ATS AIRSPACE CLASSIFICATIONS

Tunisia has adopted the ICAO ATS AIRSPACE CLASSIFICATION as listed in ATC-Chapter “ICAO ATS Airspace Classifications-Annex 11”. Airspace classes “A,” “D,” “F,” and “G” are used.

Tunisia has not published any speed limitation for the airspace classes used.

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 are in accordance with an earlier version of PANS-OPS, Document 8168.

AIRPORT OPERATING MINIMUMS

Tunisia publishes OCA(H) together with DA(H)/ MDA(H) and visibility for landing and take-off. RVR for landing and take-off is available on request at Djerba (Zarzis), Monastir (Habib Bourguiba) and Tunis (Carthage). Ceiling and visibility for circling is also published except for Gafsa (visibility only).

Jeppesen charted minimums are not below State minimums.

SPECIAL REQUIREMENTS AND REGULATIONS

VFR FLIGHTS WITHIN CONTROLLED AIRSPACE

Only aircraft equipped with a serviceable very high frequency omnidirectional radio range receiver (VOR) and equipment enabling reliable and continuous two-way communication with the ATC units are allowed to proceed VFR within controlled airspace.

A VFR flight operating within or into controlled airspace, must maintain continuous air-ground voice communication watch on the appropriate communication channel of the ATC unit.

With the exception of control zones, no aircraft under VFR is allowed to enter controlled airspace without having received prior approval by the ATC unit.

Every change from IFR flight to VFR is subject to prior approval.

FLIGHT PLANNING

The filing of a flight plan is compulsory for all VFR flights. Flight plan must be submitted at least 30 minutes before the estimated time of departure for flights to take place outside of controlled airspace and at least one hour before the estimated time of departure for flights to take place within controlled airspace.

FLIGHT PLAN MESSAGE ADDRESSING

Users are reminded that IFPS (Integrated Flight Plan System) offers to Air Report Offices and to Operators the readdressing function to reach ATS units located outside IFPS zone.

NOTE: Aircraft Operators who do not have the facilities to file direct to IFPS may continue to use the services of the ATS Reporting Office serving the aerodrome of departure.

General information with respect to ATFM measures can be obtained from the ATS Reporting Office at the airport of departure.

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

ACAS II/TCAS II REQUIREMENTS

Within Tunis FIR/UIR, ACAS II carriage and use are mandatory for all civil fixed-wing, turbine-engined aircraft having a maximum take-off mass exceeding 5700kg or maximum approved passenger seating configuration of more than 19.

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.

TUNISIA-2	AIR TRAFFIC CONTROL 24 SEP 10
	TUNISIA - RULES AND PROCEDURES

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

5.1.2 IFR flights shall be executed at a height of at least 1500 feet (450m) above the highest obstacle located within a radius of 8Km of the estimated position of the aircraft in flight.

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.

13 AUG 10 AIR TRAFFIC CONTROL

TURKEY-1

TURKEY - 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 Turkey:

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

AIRPORT OPERATING MINIMUMS

Turkey publishes State minimum visibility values for non-precision approach procedures (straight-in as well as circle-to-land) for civil and military airports. State minimum take-off visibility values are published for several airports. Turkey publishes Obstacle Clearance Altitudes (Heights) [OCA(H)]. Jeppesen published minimums are not below State minimums.

SPECIAL REQUIREMENTS AND REGULATIONS

8.33 CHANNEL SPACING

All flights are exempted from the mandatory carriage within Ankara and Istanbul FIRs. But flights not equipped with 8.33 KHz Radio equipment are subject to descent below FL195 before transfer of control to adjacent EUR Region FIR/UIRs where no exemption has been published.

Pilots of non-equipped aircraft proceeding to FIR/UIRs where no exemption is published, shall transmit their equipment status at initial contact or as early as possible.

Non-equipped aircraft departing from Turkish airports and flight planned to enter FIR/UIRs where no exemption is published, shall normally remain a flight level below FL195.

COMMUNICATION

While in the Nicosia FIR, radio contact shall be established with Ankara ACC at least 10 minutes before crossing the Ankara FIR boundary.

FLIGHT TO BE PERFORMED WITHIN CONTROLLED AIRSPACE

All foreign aircraft flying within or through the airspace of the Republic of Turkey must remain within controlled airspace at all times. The appropriate authority may waive this requirement by prior arrangement.

RADAR SERVICE

Radar assistance service may be provided by Turkish Air Force and is available on frequency 123.10MHz, callsign ‘TUGRIT SERVICE’. Service is provided on an ‘as available’ basis.

START-UP PROCEDURES

Departing turbo-jet and turbo-prop aircraft shall request a clearance to start engines between 15 and 30 minutes prior to the planned departure time. In case of a delay of 15 minutes or less a clearance to start engines will be granted. When the delay is more than 15 minutes the pilot will be advised of the expected delay.

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

All FPL, DEP and ARR messages for IFR and VFR aircraft into or from Turkish airspace or being completed flight within Turkish airspace should be addressed to LTACYWYX.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

TURKEY-2	AIR TRAFFIC CONTROL 13 AUG 10
	TURKEY - RULES AND PROCEDURES

Flights conducted on airways G80, G802, R20, R32, R55, W81, W89, W91 and UL606 via Istanbul FIR for further south and east and vice versa shall add the addresses LTBJZAZX and LTBJZPZX in their flight plans.

Traffic routing between LARKI and Rodos VORDME and between KOPAR and Rodos VORDME of the airways G/UG18, L/UL609 and between KOPAR and Rodos VORDME of the airways R/UR19, L/UL995 shall submit their flight plans to the collective address LTBBOVFL and LTACYWYX. Non-complying traffic may be intercepted for identification.

Repetitive Flight Plans (RPL)

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

CFMU

RPL Section

Address: Rue de la Fusee 96 Brussels

B-1130

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

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.

AIR TRAFFIC FLOW MANAGEMENT (ATFM)

Slot Allocation

Because of the air traffic congestion and/or the limitations in the airport coordination and schedules facilitated (slots) are allocated as follows:

a.Airports concerned:

–Istanbul (Ataturk): coordination everyday for summer and winter timetable;

–Antalya: coordination everyday for summer timetable and schedules facilitated airport for winter timetable;

–Ankara (Esenboga); schedules facilitated airport for summer and winter timetable;

–Izmir (Adnan Menderes): schedules facilitated airport for summer and winter timetable;

–Kayseri (Erkilet): scheduled facilitated airport for summer and winter timetable;

–Mugla (Dalaman): scheduled facilitated airport for summer and winter timetable;

–Milas (Bodrum): scheduled facilitated airport for summer and winter timetable.

b.Flights requiring slots:

–scheduled flights;

–charter flights;

–additional flights;

–technical landings over two hours (for technical landings up to two hours, slot applications at airports with full coordination shall be filed on SCR format).

c.Exceptions:

–VIP flights (slot application on SCR format required at fully coordinated airports);

–ambulance flights;

–humanitarian flights;

–State flights (military, customs and security);

–non-scheduled flights of aircraft with 12 or less seats;

–aircraft carrying spare parts for technically disabled aircraft.

NOTE: At airports where full coordination is implemented, flights shall file applications for slots on SCR/SMA format. Hours applied for shall be granted.

d. Responsible Coordinator: DHMI Slot Coordination Centre

Tel:	[phone]
	[phone] ext. 1275
Fax:	[phone]
E-Mail:	[e-mail]
SITA:	ISTYXYA

Whereas the flight permissions granted are valid for 48 hours, in case an air carrier operates to an airport that is subject to Slot App, the Air Carrier is obliged to obtain the flight permission first and operated according to the allocated slot hours afterwards, which is to be acquired from the Slot Coordination Center.

ACAS II / TCAS II REQUIREMENTS

Civil fixed wing turbo-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.

Aeroplanes operated for the purpose of commercial air transportation, whose ACAS II is inoperative, may be dispatched only in accordance with the contents of their TCAS II MEL. Short term alleviations for inoperative TCAS II equipments, shown in the aircraft’s MEL, do not require an application for an ACAS II exemption.

RESTRICTION FOR VFR FLIGHTS

VFR flights are not authorized above the minimum enroute altitude (above FL90) within 60NM radius of Esenboga radar antenna (N400750 E330012) unless aircraft are equipped with an SSR transponder.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE ANNEX 2

3.3.1.2Flight plans are required for all flights.

3.3.1.4 Flight plans shall be submitted at least 30 minutes before departure.

4.2 For Helicopters, ground visibility shall not less than 2 Km outside of controlled airspace and not less than 3 Km within controlled airspace.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

	13 AUG 10 AIR TRAFFIC CONTROL	TURKEY-3
	TURKEY - RULES AND PROCEDURES
PANS-ATM (Doc 4444)
4.4.2.1.2	Any change in an EOBT of more

than 15 min for any IFR flight within the IFPS Zone shall be communicated to the IFPS.

Appendix 2, para 2 For all flights operating within Turkish airspace (departure, arrival and overflights) registration marks shall be specified in the flight plans item 18 submitted to related ATS units or IFPS.

© JEPPESEN, 1989, 2010. ALL RIGHTS RESERVED.

30 APR 10 AIR TRAFFIC CONTROL

UNITED KINGDOM-1

UNITED KINGDOM - RULES AND PROCEDURES

GENERAL

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

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

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, with the exception of London TMA.

Within London TMA the maximum holding speed up to and including FL140 is 220 KT IAS.

PROCEDURE LIMITATIONS AND OPTIONS

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

Surveillance Radar Approach (SRA) procedures designed to PANS-OPS criteria permit descent on final approach to the OCH subject to any specified Step Down Fix (“not below” height) limitations. Advisory heights given by the controller are provided as a guide to pilots wishing to maintain a constant nominal

descent path. Adherence to the nominal glide path defined by advisory heights will ensure compliance with Step Down Fix minimum height requirements.

The minimum sector altitude (MSA) for each sector is the highest calculated for that specific sector for every facility serving the aerodrome, regardless of the distance between the facilities.

The procedures are restricted to a maximum indicated airspeed of 185KT unless otherwise indicated except that circle-to-land maneuvers for CAT D aircraft are restricted to 205KT.

Missed approach turns are restricted to a maximum indicated airspeed of 185KT unless otherwise indicated.

A Surveillance Radar Approach (SRA) is normally terminated 2NM before touchdown which is the missed approach point. However, when it is operationally advantageous the missed approach point may be designated as 1NM. The radar termination point will remain at 2NM, and it is the pilot’s responsibility to determine when the missed approach point has been reached.

Radar Approach Procedures (SRA)

The policy regarding SRA has changed to standardize descent gradients to a true 3° (5.2%) gradient. This will allow harmonization of descent gradients of instrument approach procedures at individual aerodromes and ensure continuity with aerodrome visual aids.

Pilots flying an SRA requiring the alternative datum profile, will be passed advisory altitudes/heights based on the appropriate datum and rounded up to the nearest 10ft.

AIRPORT OPERATING MINIMUMS

United Kingdom State minimums are in accordance with JAR-OPS-1, Subparts D and E (AIR TRAFFIC CONTROL Chapter JOINT AVIATION AUTHORITIES (JAA) - AERODROME OPERATING MINIMUMS (AOM)).

Jeppesen published minimums are not below State minimums.

Approach Ban

For non-JAR-OPS operators and those exempt from JAR-OPS 1.405:

Under U.K. Legislation an aircraft, when making a descent to an aerodrome, shall not descend from a height of 1000ft or more above the aerodrome to a height less than 1000ft above the aerodrome if the relevant RVR at the aerodrome is at the time less than the specified minimum for landing, or

a.continue an “approach to landing” at any aerodrome by flying below the relevant specified DH, or

b.descend below the relevant specified MDH unless, in either case, from such height the specified visual reference for landing is established and is maintained.

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.

UNITED KINGDOM-2 AIR TRAFFIC CONTROL 30 APR 10

UNITED KINGDOM - RULES AND PROCEDURES

NOISE ABATEMENT PROCEDURES

Noise Abatement Approach Techniques

The use of Continuous Descent Approach (CDA) and Low Power/Low Drag Approach (LP/LD) techniques is required at designated airports, subject to compliance with ATC requirements. At other locations, although not required, these techniques are considered to be the “best practice” for the reduction of noise nuisance and emissions and should be adopted by pilots whenever operationally practicable, commensurate with the ATC clearance.

ATS AIRSPACE CLASSIFICATIONS

The United Kingdom has adopted the ICAO ATS airspace classification as listed in ATC-Chapter “ICAO ATS Airspace Classifications - Annex 11”. Class “B” airspace has not been allocated within UK airspace.

ATC clearance is required and ATC instructions are mandatory for IFR flights in class “F” airspace.

Aircraft receiving services from ATC units in class “G” airspace are expected to comply with clearances and instructions unless the pilot advises otherwise.

VFR flights in class C airspace above FL 195 shall only be authorized:

–in reserved airspace

–outside reserved airspace up to FL 285, and then only when authorized in accordance with the procedures detailed for Non-Standard Flights in Controlled Airspace.

For differences from ICAO VMC specifications see relevant paragraph below.

SPECIAL REQUIREMENTS AND REGULATIONS

MILITARY AERODROME TRAFFIC ZONES

a.Description:

The purpose of the MATZ is to provide a volume of airspace within which increased protection may be given to aircraft in the critical stages of circuit, approach and climb-out. Normally, these zones comprise:

1.The airspace within 5NM radius of the midpoint of the longest Runway from the surface to 3000ft AAL.

2.The airspace within a "stub" (or at some aerodromes 2 stubs), projected from the above airspace having length of 5NM along its centerline, aligned with a selected final approach path, and a width of 4NM (2NM either side of the centerline), from 1000ft AAL to 3000ft AAL.

b.Penetration procedures for civil aircraft:

Pilots wishing to penetrate a MATZ are requested to observe following procedures:

1.when 15NM or 5 minutes from the zone boundary, whichever is the greater, establish radio contact on the appropriate frequency using the phraseology:

“...(controlling aerodrome), this is ...(aircraft call sign), request MATZ penetration”.

2.when the call is acknowledged and when asked to “pass your message”, the pilot should pass the following:

–call sign;

–type of aircraft;

–position;

–heading;

–altitude;

–intentions (e.g. destination).

3.comply with controller’s instructions;

4.maintain listening watch on the allocated frequency until clear of the MATZ;

5.advise the controller when clear of the MATZ.

NOTE: Flight conditions are not required unless requested by the controller. Terrain clearance will be the responsibility of the pilot. Since compliance is not compulsory for civil aircraft some aircraft within the MATZ may not be known to the controller. All pilots should therefore maintain a good look-out at all times.

The military ATSU providing the MATZ Penetration Service will normally continue with the service that the aircraft was previously receiving. In the interests of flight safety and good airmanship, it is strongly recommended that all pilots not previously receiving an ATS obtain a MATZ penetration ’approval’ from the MATZ operating authority prior to entering a MATZ. It is recognised that most MATZ crossing/penetration ’approvals’ will be obtained via RTF by pilots in receipt of an ATSOCAS; however, it should be possible for a pilot to request a MATZ crossing/penetration ’approval’ without the use of radio (ie by prior agreement via telephone). In accordance with Class G airspace classification and the rules of ATSOCAS, pilots are ultimately responsible for maintaining their own separation against other airspace users within the MATZ. Occasionally, a change in service may need to be negotiated in order to facilitate the MATZ crossing and the advisory information and/or instructions passed by the ATSU will accord with the service being provided. In the event of no radar being available, a non-radar Basic Service, and/or routing instructions, might be provided to aircraft penetrating the MATZ.

c.Availability of MATZ Penetration Service:

A MATZ Penetration Service will be available during the published hours of watch of the respective ATS units. Pilots should call for the penetration outside normal operation hours, if no reply is received after two consecutive calls, pilots are advised to proceed with caution. Information on the operation of aerodromes may be obtained by telephone from the appropriate Military Air Traffic Control Center:

1.North of N5400 - Scottish ATCC (Mil) 01292 - 692281

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.

19 NOV 10 AIR TRAFFIC CONTROL

UNITED KINGDOM-3

UNITED KINGDOM - RULES AND PROCEDURES

2.South of N5400 - London ATCC (Mil) 01489 - 612406

ACAS II/TCAS II REQUIREMENTS

Civil fixed wing turbine powered aircraft having a maximum take-off mass exceeding 5700kg, or which in accordance with the Certificate of Airworthiness in force can carry more than 19 passengers, will be required to be fitted with, and operate, ICAO SARPS compliant ACAS II equipment in the UK airspace.

The current TCAS II Minimum Equipment List permits TCAS II equipped aircraft to operate for up to 10 days with the equipment out of service. Any aeroplane with an unserviceable transponder as well as an unserviceable TCAS will not be permitted in UK airspace for which mandatory carriage of a transponder is required.

ALTIMETRY

When an aircraft is descended from a flight level to an altitude preparatory to commencing approach for landing, ATC will pass the appropriate QNH. On vacating the flight level, the pilot will change to the aerodrome QNH unless further flight level vacating reports have been requested by ATC, in which case, the aerodrome QNH will be set following the final flight level vacating report. Thereafter, the pilot will continue to fly on the aerodrome QNH until established on final approach. When requested by the pilot or local procedures require, the appropriate QFE and aerodrome or threshold elevation shall also be given. When carrying out a radar approach, ATC will assume that an aircraft is using QNH on final approach and will include a reminder of the appropriate QNH setting in the RTF phraseology. If the pilot requests to undertake the approach using QFE, then ATC will pass the appropriate QFE and “height” will be substituted for “altitude” in the RTF phraseology. It should also noted that the Obstacle Clearance Height is always given with reference to the aerodrome or threshold elevation.

In the event of a missed approach, pilots may continue to use the altimeter setting selected for the final approach, but reference to the vertical position of the aircraft exchanged in communication with ATC should be expressed in terms of altitude on aerodrome QNH, unless otherwise instructed by ATC.

Altimeter setting procedures at military aerodromes may vary from those detailed in this section.

NOTE: At USAF operated aerodromes QFE is not used. All procedures below the Transition Altitude will be based on aerodrome QNH, and all vertical displacements given as altitudes. Aerodrome QFE will be available on request.

Mode S Barometric Pressure Setting Data

London Terminal Control has the ability to downlink Mode S Barometric Pressure Setting (BPS) data. For London TMA arrivals that are cleared to descend below the Transition Altitude, the downlinked BPS will be automatically monitored.

If the downlinked pressure data is at variance with the BPS expected by Air Traffic Control, pilots can expect additional challenge. When ATC pass a reminder of

the appropriate BPS, it is anticipated that the aircrew will cross-check the altimeter settings and confirm set.

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 the:

CFMU
RPL Section
Address:	Rue de la Fusee 96
	Brussels
	B-1130
Tel:	+32	2 729 9847
Fax:	+32	2 729 9042
SITA:	BRUER7X

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

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

Jet aircraft with a total sector length exceeding 220NM

Where the total sector length (including any portion outside the London/Scottish UIR/FIR) exceeds 220NM operators are to file a requested flight level for the entire route at FL250 or above unless prior approval has been given by the UK FMP. Requests for such approval are to be made to the UK FMP on 00-44-(0) 1489-588150.

General ATFM enquiries should be addressed to: Head of Traffic Management Services

Address:	Box 23, London Area Control
	(Swanwick)
	Sopwith Way, Swanwick, Hampshire
	SO31 7AY
Tel:	[phone]
Fax:	[phone]
E-Mail:	[e-mail]
SITA:	SOUSCXH
AFTN:	EGTTZDZX

LEVEL RESTRICTIONS

For all stages of flight, clearances to climb or descend cancel any previous restrictions or levels, unless they are reiterated as part of the clearance.

© JEPPESEN, 1987, 2010. ALL RIGHTS RESERVED.