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NORWAY-2

EMERGENCY

31 JUL 09

NORWAY - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

DEPARTURE PROCEDURE FOR BERGEN (FLESLAND) RWY 17 AND 35

Maintain the last cleared and acknowledged level until passing 10 DME ‘FLS’, then climb to the cruising level stated in the current flight plan and proceed in accordance with the current flight plan.

ARRIVAL PROCEDURE FOR BODO RWY07 AND 25

Continue on STAR and start approach to runway-in- use without delay.

DEPARTURE PROCEDURE FOR BRONNOYSUND (BRONNOY) RWY 04 AND 22

Maintain the last cleared and acknowledged level until passing 15 DME or R-016 ‘BNN’ for ULV DEPs/R- 148 ‘BNN’ for SOMBA DEPs, whichever occurs first, then climb to the cruising level indicated in the current flight plan and proceed via the most direct route to the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

DEPARTURE PROCEDURE FOR

HAMMERFEST RWY 05 AND 23

Maintain the last cleared and acknowledged level until passing 25 DME ‘HMF’, then climb to the cruising level indicated in the current flight plan. After completion of the SID, proceed via the most direct route to join the cleared ATS route.

ARRIVAL PROCEDURE FOR HAUGESUND (KARMOY) RWY 14 AND 32

Continue on STAR and start approach without delay.

DEPARTURE PROCEDURE FOR KRISTIANSAND (KJEVIK) RWY 04 AND 22

Maintain the last cleared and acknowledged level until passing 20 DME ‘SVA’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

ARRIVAL PROCEDURE FOR KRISTIANSUND (KVERNBERGET) RWY 07 AND 25

Continue on STAR and start approach to runway-in- use without delay.

DEPARTURE PROCEDURE FOR KRISTIANSUND (KVERNBERGET) RWY 07 AND 25

Maintain the last cleared and acknowledged level until passing 15 DME ‘KVB’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

DEPARTURE PROCEDURE FOR LAKSELV ( BANAK) RWY 17 AND 35

Maintain the last cleared and acknowledged level until passing 15 DME ‘BNA’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

ARRIVAL PROCEDURE FOR MOLDE (ARO) RWY 07

Continue on STAR and start approach to runway 07 without delay.

DEPARTURE PROCEDURE FOR MOLDE (ARO) RWY 07 AND 25

Maintain the last cleared and acknowledged level until 4 minutes after take-off, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

DEPARTURE PROCEDURE FOR MOSS (RYGGE AB) RWY 12 AND 30

Maintain the last cleared and acknowledged level until passing 20 DME ‘RY’, then climb to the cruising level stated in the current flight plan.

DEPARTURE PROCEDURE FOR ORLAND RWY 15 AND 33

Maintain the last cleared and acknowledged level until passing 20 DME ‘OL’, then climb to the cruising level stated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

DEPARTURE PROCEDURE FOR OSLO (GARDERMOEN) RWY 01R/L AND 19R/L

Maintain the last cleared and acknowledged level until passing 25 DME ‘GRM’, then climb to the cruising level stated in the current flight plan.

31 JUL 09

EMERGENCY

NORWAY-3

NORWAY - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

DEPARTURE PROCEDURE FOR SANDEFJORD (TORP) RWY 18 AND 36

Maintain the last cleared and acknowledged level until passing 20 DME ‘TOR’, then climb to the cruising level stated in the current FPL.

DEPARTURE PROCEDURE FOR SANDNESSJOEN (STOKKA) RWY 03 AND 21

Maintain the last cleared and acknowledged level until passing 15 DME ‘STO’. For LR 3E/4F DEP the aircraft shall maintain the last cleared and acknowledged level until passing 15 DME ‘STO’ or R-190 ‘STO’, whichever occurs first. Then climb to the cruising level indicated in the current flight plan and proceed via the most direct route to the cleared ATS route.

ARRIVAL PROCEDURE FOR STAVANGER (SOLA) RWY 18, 36, 11 AND 29

Continue on STAR and start approach to runway-in- use without delay.

DEPARTURE PROCEDURE FOR STAVANGER (SOLA) RWY 18, 36, 11 AND 29

Maintain the last cleared and acknowledged level until passing 10 DME ‘ZOL’. Then climb to the cruising level stated in the current FPL.

ARRIVAL PROCEDURE FOR STORD (SORSTOKKEN) RWY 15 AND 33

Continue on STAR and start approach to runway-in- use without delay.

DEPARTURE PROCEDURE FOR STORD (SORSTOKKEN) RWY 15 AND 33

Maintain the last cleared and acknowledged level to 10 DME ‘STD’, then climb to cruising level as stated in the flight plan.

DEPARTURE PROCEDURE FOR TROMSO (LANGNES) RWY 01 AND 19

Maintain the last cleared and acknowledged level until passing 20 DME ‘TRO’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

ARRIVAL PROCEDURE FOR TRONDHEIM (VAERNES) RWY 09 AND 27

Continue on STAR and start approach to runway-in- use without delay.

DEPARTURE PROCEDURE FOR TRONDHEIM (VAERNES) RWY 09 AND 27

Maintain the last cleared and acknowledged level until passing 20 DME ‘TRM’, then climb to the cruising level stated in the current flight plan. After completion of the SID, proceed via the most direct route to join the cleared ATS route.

Eff	EMERGENCY	PORTUGAL-1
15 OCT 10

PORTUGAL - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

In VMC: ICAO Procedure

In IMC: ICAO Procedure, supplemented as follows:

COMMUNICATIONS FAILURE PROCEDURE - NAT OCEANIC AIRSPACE

The following procedures are intended to provide general guidance to North Atlantic (NAT) aircraft experiencing communications failure. The procedures are intended to complement and not supersede State procedures/regulations.

General

a.If so equipped, the pilot shall operate the SSR transponder on identify Mode A Code 7600 and Mode C.

b.The pilot shall also attempt to contact any ATC facility to inform of the difficulty and request relay of information to the ATC unit with whom communications are intended.

Communications Failure Prior to Entering NAT Oceanic Airspace

a.If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the cleared oceanic entry point, level and speed, and proceed in accordance with the oceanic clearance. Any level or speed changes required to comply with the oceanic clearance shall be completed within the vicinity of the oceanic entry point.

b.If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point, level and speed, as contained in the flight plan and proceed via the filed flight plan to landfall. That first oceanic level and speed shall be maintained to landfall.

Communications Failure Prior to Exiting NAT Oceanic Airspace

a.If cleared on filed flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance including level and speed, to the last specified oceanic route point, normally landfall, then continue on the filed flight plan route. Maintain the last assigned oceanic level and speed to landfall. After passing the last specified oceanic route point, conform with the relevant State procedures/regulations.

b.If cleared on other than flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance, including level and speed to the last specified oceanic route point, normally landfall. After passing this point, conform with the relevant State procedures/regulations and rejoin the filed flight plan route by proceeding, via the published ATS route structure where possible to the next

significant point ahead as contained in the filed flight plan. After passing this point conform with relevant State procedures/regulations.

FARO AIRPORT

FMS RNAV Arrival Procedures

Fly at/to the last assigned level to ’VFA’ VORDME and, over holding pattern, at ETA according CPL or EAT (when received and acknowledged), start descend to initial approach altitude to carry out a standard IFR approach according to IAC.

For aircraft equipped with onboard telephone, dial +351 289 89 41 63.

Departure Procedures/FMS RNAV Departure Procedure

a.fly at/to the last assigned and acknowledged level or to the level of the SID if it is higher than the last assigned level until passing 30 DME ‘VFA’ VORDME;

b.thereafter adjust level and speed in accordance with the filed flight plan;

c.if being radar vectored or proceeding offset, when passing 30 DME ‘VFA’ VORDME, rejoin the current flight plan route and proceed in accordance with para b) above.

d.If cleared direct to... fly at/to the assigned and acknowledged level or to FL60, whichever is higher, until passing 30 DME ‘VFA’ VORDME, maintain the current flight plan and proceed in accordance with para b) above.

MADEIRA AIRPORT

Arrival Procedures/FMS RNAV Arrival Procedures

a.above FL270:

proceed to XINGA and descent in holding pattern to FL140, then proceed to ABUSU; over ABUSU holding at FL140 comply with the procedure mentioned under c) below.

b.at or below FL270:

proceed to ABUSU and comply with the procedure mentioned under c) below.

c.over ABUSU at ETA according to current flight plan or at EAT (when received and acknowledged), start descend to initial approach altitude to carry out a standard instrument approach.

Departure Procedures/FMS RNAV Departure

Procedures

a.fly at/to the last assigned and acknowledged level or to the level of the SID if it is higher than the last assigned level until passing 30 DME ‘FUN’ VORDME,

b.thereafter adjust level and speed in accordance with the filed flight plan;

c.if under radar vectoring or proceeding offset, when passing 30 DME ‘FUN’ VORDME rejoin the current flight plan route and proceed in accordance with para b) above.

PORTUGAL-2	EMERGENCY	Ef
		15 OCT 10

PORTUGAL - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

d.If cleared direct to... fly at/to assigned and acknowledged flight level or to FL60, whichever is higher, until passing 30 DME ‘FUN’ VORDME, maintain the current flight plan route and proceed in accordance with para b) above.

PORTO (FRANCISCO SA CARNEIRO) AIRPORT

Arrival Procedures/FMS RNAV Arrival Procedures

a.Rwy 17:

proceed to/at the last assigned level to ‘POR’ NDB holding pattern, and at the ETA according to the current flight plan or at EAT (when received and acknowledged), start descend to the initial approach altitude and carry out the standard instrument approach.

b.Rwy 35, above FL120:

proceed to ‘POR’ NDB, and descend in holding pattern to FL80, then proceed to ‘PG’ Lctr/ XAPIM, via ‘PRT’ VORDME, and proceed as below.

c.Rwy 35, at or below FL120:

proceed to ‘PG’ Lctr/XAPIM and at ETA according to current flight plan or at EAT (when received and acknowledged) start descend to initial approach altitude and carry out the standard instrument approach.

Departure Procedures/FMS RNAV Departure

Procedures

Departure Procedures/FMS RNAV Departure

Procedures

a.fly at/to the last assigned and acknowledged level or to the level of the SID if it is higher than the last assigned level until passing 30 DME ‘SNT’ VORDME,

b.thereafter adjust level and speed in accordance with the filed flight plan;

c.if under radar vectoring or proceeding offset, when passing 30 DME ‘SNT’ VORDME, rejoin the current flight plan route, and proceed in accordance with b) above.

d.If cleared direct to... fly at/to assigned and acknowledged flight level or to FL60, whichever is higher, until passing 30 DME ‘SNT’ VORDME, maintain the current flight plan route and proceed in accordance with para b) above.

a.proceed at/to the last assigned and acknowledged level or to the level of the SID if it is higher than the last assigned level until passing 30 DME ‘PRT’ VORDME.

b.thereafter adjust level and speed in accordance with the filed flight plan;

c.if being radar vectored or proceeding offset, when passing 30 DME ‘PRT’ VORDME, rejoin the current flight plan route and proceed in accordance with b) above.

d.if cleared direct to..., fly at/to the assigned and acknowledged level or to FL70, whichever is higher, until passing 30 DME ‘PRT’ VOR, maintain the current flight plan route and proceed in accordance with para b) above.

PORTO SANTO AIRPORT

Arrival Procedures/FMS RNAV Arrival Procedures a. above FL140:

proceed to XINGA and descent in holding pattern to FL140, then proceed to MAVEX or ADAGO according the runway-in-use; over MAVEX or ADAGO holding at FL140 comply with the procedure below.

b.at or below FL140:

proceed to MAVEX or ADAGO holding and at ETA according to current flight plan or at EAT (when received and acknowledged), start descend to initial approach altitude to carry out a standard instrument approach.

30 JAN 09

EMERGENCY

SERBIA-1

SERBIA - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

GENERAL

COMMUNICATIONS FAILURE

See RADIO COMMUNICATION PROCEDURES EUROPE.

INTERCEPTION PROCEDURES

SERBIA-2

EMERGENCY

30 JAN 09

SERBIA - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

27 MAR 09

EMERGENCY

SLOVENIA-1

SLOVENIA - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

GENERAL

COMMUNICATIONS FAILURE

See RADIO COMMUNICATION PROCEDURES EUROPE.

Eff	EMERGENCY	SPAIN-1
17 SEP 10

SPAIN - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

GENERAL

COMMUNICATIONS FAILURE

See RADIO COMMUNICATION FAILURE PROCEDURES EUROPE, and supplemented as follows:

BARCELONA AIRPORT

Arrival Procedure

a.If communication failure occurs during a STAR before the IAF, proceed to the assigned IAF for the authorized STAR maintaining the last approved level or altitude acknowledged and begin holding. Initiate the descent after completing a holding pattern, or the EAT, when received, whichever is later, to accomplish a published IFR approach to the runway in service for arrival, in order to land within the next 30 minutes.

b.If communication failure occurs on a radar vector before the IAF, proceed to the STAR in the most direct way continuing up to the IAF, and then comply with para a) above.

c.If communication failure occurs on a radar vector after the IAF, maintain the last acknowledged authorized altitude and proceed to the final approach path to accomplish a landing. If unable to land, follow the missed approach procedure with communication failure.

Missed Approach

If communication failure occurs during the missed approach, do not initiate the missed approach before the MAPT. Intercept the “MISSED APCH WITH LOST COMM” procedure on the corresponding approach chart and execute at least one holding at:

–’SLL’ for RWYs 07L, 25R and 02;

–VIBIM for RWY 07R;

–RULOS for RWY 25L

and accomplish a new approach and land.

Departure Procedure

a.If communication failure occurs during a SID, follow the SID up to the TMA exit point, climbing to the last approved flight level acknowledged or the minimum security altitude, whichever is higher. Maintain such level or altitude for 7 minutes, to continue the climb complying in any case with the maximum FL120 specified for aircraft with communications failure in the appropriate departure chart, and then continue flight in accordance with the updated FPL.

b.If communication failure occurs during a departure with radar vector, intercept, in the most direct way, the last SID procedure given by ATC and continue the failure communications procedure during the SID.

If SID clearance has not been received, proceed to intercept the appropriate SID up to the TMA exit point and then proceed in accordance with the type of navigation expressed in the updated FPL.

MADRID (BARAJAS) AIRPORT

Whenever an aircraft experiences a communications failure, pilots will proceed as follows depending on their position as well as they select the mode 7600 of the transponder:

–Before or at the Clearance Limit: proceed to Clearance Limit of their STAR, fly two holding pattern and complete the ILS approach to land on the nearest available runway.

–Passed the Clearance Limit: complete the ILS approach to land on the nearest available runway.

MADRID (GETAFE) AIRPORT

Aircraft experiencing radio communication failure shall enter the traffic circuit Rwy 05/23 3000ft via the North-West quadrant with an angle of 045° to the runway and overfly the Tower parallel to Rwy 05/23 keeping always to the left of taxiway and between the twy and the tower and the taxiway to check the runway-in-use.

MADRID (TORREJON) AIRPORT

VFR or IFR under VMC conditions

–Regardless of the flight rules (VFR or IFR) that apply, whenever the meteorological conditions allow it and uninterrupted visual contact with the ground is maintained, aircraft will recover in visual.

–Jet aircraft will proceed through the published visual corridor and overfly the apron at 500ft AGL while rolling its wing and maintaining a heading of 230°. When over the Tower, aircraft must break to the left and enter the traffic pattern down-wind leg while waiting for light signals from Tower.

–Conventional aircraft will proceed through the published visual corridor at 500ft AGL. Aircraft will fly “Abeam” down-wind and head for Tower while rolling its wings and waiting for light signals from Tower.

NOTE: Neither the runway or its centerline extension will be overflown in any case.

VFR flights (Change in the meteorological conditions from VMC to IMC)

When the meteorological conditions suffer such a progressive deterioration which does not allow to maintain interrupted visual contact with the ground, aircraft will climb to the last cleared level acknowledged or to the minimum safety altitude, whichever is higher, and must maintain this level until reaching one of the entry points (STARs) and head to DUKKE (IAF). On this point, the holding pattern at 6000ft must be abandoned and a descent started in order to shoot one of the published IFR approaches to the RWY in use. In the case RWY05 is in use, the procedure will be carried out in the same way. When the airfield is in sight, a “circling” manoeuvre must be completed in order to land on RWY05.

SPAIN-2	EMERGENCY	Ef
		17 SEP 10

SPAIN - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

IFR flights under IMC conditions

Arrival Procedures

a.If communications failure occurs during a STAR before the IAF, proceed to the designated IAF (DUKKE) from the cleared STAR (according to the FPL), maintaining the last assigned level or altitude acknowledged; if not so, maintain the flight level (or altitude) stated in the FPL, and enter the holding pattern. Initiate a descent after completing a holding pattern (leaving at 6000ft) or the EAT (if it has been received), whichever is later, and accomplish a published IFR approach to the runway-in-use for arrival in order to land within the next 30 minutes.

b.If communication failure occurs on a radar vector before the IAF, proceed to the STAR in the most direct way continuing up to the IAF and then comply with para a) above.

c.If communication failure occurs on a radar vector after the IAF, maintain the last acknowledged authorized altitude and proceed to the final approach path and accomplish a landing. If unable to land, follow the missed approach procedure with communication failure.

Missed Approach

If communication failure occurs during a missed approach, continue to the MAPT and then initiate the corresponding published missed approach procedure with communications failure in accordance with the corresponding IAC for approach. Execute at least one holding at the holding fix to accomplish the approach and landing.

Departure Procedure

a.If communication failure occurs during a SID, follow the SID up to the TMA exit point, climbing to the last assigned and acknowledged flight level or the minimum security altitude, whichever is higher. Maintain such level for 7 minutes, complying with the maximum communication failure flight levels on the SID, and then continue flight according to the filed FPL or return to the Departure aerodrome according to procedures above.

b.If communication failure occurs during a departure with radar vectors, join the last assigned SID by the most direct way, climbing to the last assigned and acknowledged flight level or the minimum security altitude, whichever is higher, complying with the maximum communication failure flight levels on the SID, and then continue flight according to the filed FPL or return to the Departure aerodrome according to procedures above.

REUS AIR BASE

Arrival Procedure

published IFR approach to the runway in service for arrival, in order to land within the next

30 minutes.

b.If communication failure occurs on a radar vector before the IAF, proceed to the STAR in the most direct way continuing up to the IAF, and then comply with para a) above.

Missed Approach

If communication failure occurs during the missed approach, do not initiate the missed approach before the MAPT. Intercept the missed approach procedure in accordance with the corresponding approach chart and execute at least one holding at the holding fix to accomplish the approach and landing.

Departure Procedure

a.If communication failure occurs during a SID, follow the SID up to the TMA exit point, climbing to the last approved flight level acknowledged or the minimum security altitude, whichever is higher. Maintain such level for 3 minutes, complying with the maximum communication failure flight levels on the SID, and then continue flight according to the updated FPL.

b.If communication failure occurs during a departure with radar vectors, join the last assigned SID by the most direct way, climbing to the last approved flight level acknowledged or the minimum security altitude, whichever is higher, complying with the maximum communication failure flight levels on the SID, and then continue flight according to the updated FPL.

Eff	EMERGENCY	SWEDEN-1
4 APR 08

SWEDEN - ICAO DIFFERENCES OR STATE SPECIAL PROCEDURES

GENERAL

In general, the Emergency, Unlawful Interference, Communication Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

INTERCEPT AND ESCORT

The Swedish procedure regarding signals for use in the event of interception is supplemented as follows:

If the signal in series 1 is not acknowledged by the intercepted aircraft, it will be followed by:

–DAY: Rocking wings several times (10 - 20);

–NIGHT: Same and, in addition, flashing navigational lights at irregular intervals during an extended period.

Both signals have the meaning: Follow my instructions, otherwise your safety cannot be guaranteed.

COMMUNICATIONS FAILURE

See RADIO COMMUNICATION FAILURE PROCEDURES EUROPE, supplemented as follows:

SPECIAL PROCEDURE

GOTEBORG TMA

Goteborg (Landvetter)

INBOUND CLEARANCE RECEIVED AND ACKNOWLEDGED

a.Clearance limit for the inbound clearance issued by ACC is normally the runway-in-use. In this case the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to Landvetter Locator ‘SL’ (runway 03), or Locator ‘NL’ (runway 21) and procced in accordance with item e) below.

b.If the clearance limit for the inbound clearance is other than the runway-in-use, the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to this limit and then proceed direct to Landvetter Locator ‘SL’ (runway 03) or Locator ‘NL’ (runway21), thereafter in accordance with item e) below.

c.If an EAT has been received and acknowledged, join holding on arrival at the clearance limit as under a) and b) above. On EAT leave holding and continue in accordance with item e) below.

d.Aircraft executing a radar approach shall, maintaining the level last received and acknowledged, proceed direct to Landvetter Locator ‘SL’ (runway 03) or Locator ‘NL’ (runway 21), thereafter in accordance with item e) below.

e.On arrival over Landvetter Locator ‘SL’ or Locator ‘NL’ descent, if required, shall be made in a standard holding pattern (inbound track of the holding: Landvetter Locator ‘SL’ 027°, Locator ‘NL’ 207°). Thereafter a normal instrument approach shall be carried out.

NO INBOUND CLEARANCE RECEIVED AND/OR ACKNOWLEDGED

The aircraft shall, maintaining the level last received and acknowledged, proceed via the relevant TMA entry point to Backa VORDME ’BAK’ and thereafter direct to Landvetter Locator ‘SL’ or Locator ‘NL’.

On arrival over Landvetter Locator ‘SL’ or Locator ‘NL’ descent, if required, shall be made in a standard holding pattern (inbound track of the holding: Landvetter Locator ‘SL’ 027°, Locator ‘NL’ 207°). Thereafter a normal instrument approach shall be carried out.

MISSED APPROACH

RWY03 — Climb straight ahead to 1500ft MSL, turn left to Backa VORDME ’BAK’ climbing to 3000ft. At ’BAK’/3000ft whichever occur first, turn left to Landvetter Locator ‘SL’ for a new instrument approach.

RWY21 — Climb straight ahead to 1500ft MSL, turn right to Backa VORDME ’BAK’ climbing to 3000ft. At ’BAK’/3000ft whichever occur first, turn right to Landvetter Locator ‘NL for a new instrument approach.

Goteborg (Save)

INBOUND CLEARANCE RECEIVED AND ACKNOWLEDGED

a.Clearance limit for the inbound clearance issued by ACC is normally the runway-in-use. In this case the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to Save Locator ‘AV’ (runway 01), or Locator ‘OS’ (runway 19).

b.If the clearance limit for the inbound clearance issued by ACC is other than the runway-in-use, the aircraft shall, maintaining the level last received and acknowledged, follow the specified route to this limit and then proceed direct to Locator ‘AV’ or Locator ‘OS’.

c.If an EAT has been received and acknowledged, join holding on arrival at the clearance limit as under a) and b) above. On EAT leave holding and continue in accordance with item e) below.

d.Aircraft executing a radar approach shall, maintaining the level last received and acknowledged, proceed direct to Save Locator ‘AV’ (runway 01) or Locator ‘OS’ (runway 19).

e.On arrival over Save Locator ‘AV’ or Locator ‘OS’ descent, if required, shall be made in a standard holding pattern (inbound track of the holding: Save Locator ‘AV’ 005°, Locator ‘OS’ 188°). Thereafter a normal instrument approach shall be carried out.

NO INBOUND CLEARANCE RECEIVED AND/OR ACKNOWLEDGED

The aircraft shall, maintaining the level last received and acknowledged, proceed via the relevant TMA entry point to Backa VORDME ’BAK’ and thereafter direct to Save Locator ‘AV’ or Locator ‘OS’. On arrival over Save Locator ‘AV’ or Locator ‘OS’ descent, if required, shall be made in a standard holding pattern (inbound track of the holding: Save Locator ‘AV’ 005°, Locator ‘OS’ 188°). Thereafter a normal instrument approach shall be carried out.

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