ENROUTE

20 MAR 09

ENROUTE

E-5

ADIZ FLIGHTS PROCEDURES

PROCEDURES FOR FINLAND

ADIZ FLIGHTS

a.For non-scheduled flights intended to be operated in the ADIZ along the Finnish border over land and sea, a flight plan shall be submitted so as to reach the appropriate ACC not later than one hour before entering the ADIZ or first take-off within the ADIZ. This time restriction is, however, not applicable to

–flights along ATS routes published by Finavia

–flights for which the appropriate ATS unit separately approves a shorter time limit.

b.Flight Plans submitted for non-scheduled flights entering Finnish territory via Swedish or Norwegian FIR outside the designated ATS routes, shall be submitted so that they reach the appropriate ACC at least two hours before the estimated crossing of the state border over land and water.

© JEPPESEN, 1999, 2009. ALL RIGHTS RESERVED.

24 APR 09

ENROUTE

E-17

SECONDARY SURVEILLANCE RADAR - SSR

RADAR BEACON ASSIGNMENT TO MODE 3/A CODED BEACON TRANSPONDER EQUIPPED AIRCRAFT

STANDARD OPERATING PROCEDURES

a.Aircraft equipped with Mode C shall squawk altimeter when operating transponder on Mode 3/A.

b.After selection of the Mode/Code specified by ATC, the transponder should be adjusted on the “ON” (or normal operating) position as late as practicable prior to take-off and to “OFF” or “STANDBY” as soon as practicable after completing the landing roll.

c.Select or reselect Modes/Codes only as directed by ATC, except in case of:

–unlawful interference (hijacked) — squawk 7500

–communication failure — squawk 7600

–emergency — squawk 7700

CAUTION: Squawking of 75.., 76.., 77.. plus any third or fourth figures will activate alarm system at some ground stations.

d.Squawk 2000 when entering a FIR/UIR from an adjacent region where operating a transponder has not been required or assigned.

e.Squawk 7007 is allocated to aircraft engaged on airborne observation flights under the terms of the Treaty on Open Skies. Flight Priority Category B status has been granted for such flights and details will be published by NOTAM.

STANDARD TRANSPONDER FAILURE PROCEDURE

After Departure

a.ATC Units will endeavour to provide for flight to continue in accordance with flight plan.

b.After landing pilot shall make every effort to have transponder restored to normal operation.

Before Intended Departure

If transponder cannot be restored:

a.Inform ATC, preferably before filing flight plan.

b.Plan to fly by most direct route to nearest suitable airport where repair can be effected, and

c.Insert appropriate code in item 10 of ICAO flight plan.

General compliance with and additions to the above standard operating procedures or standard transponder failure procedures are as listed below.

ALBANIA	Standard operating procedures.
	Standard transponder failure procedures.
ALGERIA	Standard operating procedures.
	Standard transponder failure procedures.
AUSTRIA	Standard operating procedures.
	Squawk 7000 as a VFR flight and when changing from IFR to VFR if previously
	another code had been assigned.
BELGIUM	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as an VFR flight within Brussels FIR/UIR unless otherwise instructed
	by ATC.
BOSNIA &	No published standard operating procedures.
HERZEGOVINA
CANARY ISLANDS	Standard operating procedures.
	Squawk 7000 as an uncontrolled flight unless otherwise instructed by ATC.
CROATIA	No published standard operating procedures.
CYPRUS	Standard operating procedures.
DENMARK	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as a VFR flight within Copenhagen FIR unless otherwise instructed
	by ATC.
	Squawk 0040 as a Helicopter flight engaged in off-shore operations unless otherwise
	instructed by ATC.
EGYPT	Standard operating procedures.
FINLAND	Standard operating procedures.
FRANCE	Standard operating procedures.
	Standard transponder failure procedures.

© JEPPESEN, 1981, 2009. ALL RIGHTS RESERVED.

E-18	ENROUTE	24 APR 09
	SECONDARY SURVEILLANCE RADAR - SSR
GERMANY	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as a VFR flight above 5000ft MSL or 3500ft GND, whichever is higher
	(except in class “C” airspace).
	Squawk 7000 as a VFR flight at/below 5000ft MSL in the Transponder Mandatory
	Zones (TMZ) Friedrichshafen, Paderborn, Karlsruhe, Hahn and Nurnberg.
GREECE	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as a VFR flight unless flying below FL60 or below the Minimum Flight
	Altitude of the airways.
ICELAND	Standard operating procedures.
	Standard transponder failure procedures.
IRELAND	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as an uncontrolled flight within Shannon FIR/UIR unless otherwise
	instructed.
ISRAEL	Standard operating procedures.
	Squawk 6400 for all flights who have not received transponder setting instructions
	before entering Tel Aviv FIR.
ITALY	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as a VFR flight within class “C”, “D” and “E” airspace unless otherwise
	instructed by ATC.
JORDAN	Standard operating procedures.
	Squawk 2000 when overflying Amman FIR and call AMMAN CONTROL on 128.50 at
	least 10 minutes before entering FIR.
	Squawk 7000 as an uncontrolled VFR flight.
LEBANON	Standard operating procedures.
	Squawk 2000 as a controlled flight, if a specific code has not been assigned.
	Squawk 0000 as an uncontrolled flight.
LIBYA, S.P.A.J.	Standard operating procedures.
LUXEMBOURG	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as an uncontrolled flight within Brussels FIR/UIR unless otherwise
	instructed by ATC.
MACEDONIA, FYR	Standard operating procedures.
	Squawk 7000 as a VFR flight and when changing from IFR to VFR unless otherwise
	instructed by ATC.
MALTA	Standard operating procedures.
	Squawk 2000 within uncontrolled airspace.
	Squawk 1200 as a VFR flight within the Malta CTR and within Gozo area prior to
	departure, unless otherwise instructed.
MOROCCO	Standard operating procedures.
	Standard transponder failure procedures.
NETHERLANDS	Standard operating procedures.
	Standard transponder failure procedures.
	VFR flights in the Amsterdam FIR shall activate their mode S transponder and select
	mode A code 7000 unless otherwise instructed by ATC.
	Squawk 0040 as a helicopter flight engaged in off-shore operations unless otherwise
	instructed by ATC.
	Within a Transponder Mandatory Zone (TMZ) an operational SSR Transponder is
	mandatory for all aircraft.
NORWAY	Standard operating procedures.
	Squawk 7000 as an uncontrolled VFR flight, unless otherwise instructed by ATC.

© JEPPESEN, 1981, 2009. ALL RIGHTS RESERVED.

	24 APR 09	ENROUTE	E-19
	SECONDARY SURVEILLANCE RADAR - SSR
PORTUGAL	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as a VFR flight outside controlled airspace.
SERBIA -	Standard operating procedures.
MONTENEGRO	Standard transponder failure procedures.
SLOVENIA	Standard operating procedures.
	Squawk 7000 as an uncontrolled VFR flight unless otherwise instructed by ATC.
SPAIN	Standard operating procedures.
	Squawk 7000 as an uncontrolled flight unless otherwise instructed by ATC.
SWEDEN	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 unless otherwise instructed by ATC.
SWITZERLAND	Standard operating procedures.
	Standard transponder failure procedures.
SYRIA	Standard operating procedures.
TUNISIA	Standard operating procedures.
	Squawk 7000 within uncontrolled airspace.
TURKEY	Standard operating procedures.
UNITED KINGDOM	Standard operating procedures.
	Standard transponder failure procedures.
	Squawk 7000 as an uncontrolled flight unless otherwise instructed.

© JEPPESEN, 1981, 2009. ALL RIGHTS RESERVED.

21 MAY 10

ENROUTE

E-23

DANGER AREA CROSSING SERVICE AND ACTIVITY INFORMATION SERVICE - U.K.

DANGER AREA CROSSING SERVICE (DACS)

A Danger Area Crossing Service is available for Areas indicated in the following table.

DANGER AREA ACTIVITY INFORMATION SERVICE (DAAIS)

The purpose of the DAAIS is to enable civil pilots to obtain, via a Nominated Service Unit (NSU), an airborne update of the activity status of a Danger Area which is participating in the DAAIS and whose position is relevant to the flight of their aircraft. Such an update will assist a pilot in deciding whether it would be safe to penetrade the area. It is strongly emphasized that information obtained from NSU only concerns the ACTIVITY STATUS and the NSU does not have the authority to issue a clearance to cross a Danger Area, whether it is active or not. The DAAIS does not absolve the pilot from the responsibility of obtaining as much information as possible by existing methods of notification as part of normal pre-flight briefing procedures. These Danger Areas are also indicated in the following table.

To obtain a DAAIS, pilots should call the appropriate NSU on the relevant frequency using the following phraseology:

Pilot: ’(NSU callsign), (aircraft callsign), request DAAIS for Danger Area (number)’.

The reply from the NSU will depend upon

–the notified activity status of the Danger Area

–the actual state of activity at the time of call. Generally the reply will be:

NSU: ’(Aircraft callsign), (NSU callsign), Danger Area (number) active/not active’

If no reply from a NSU, pilots should assume that the relevant Danger Area is active and remain outside.

DAAIS is not available to aircraft

–operating on Airways and Upper Air Routes, or;

–that have flight planned to operate IFR on Advisory Routes;

where such airways and routes cross Danger Areas.

Plymouth Mil (124.15)

© JEPPESEN, 1985, 2010. ALL RIGHTS RESERVED.

E-24

ENROUTE

21 MAY 10

DANGER AREA CROSSING SERVICE AND ACTIVITY INFORMATION SERVICE - U.K.

© JEPPESEN, 1985, 2010. ALL RIGHTS RESERVED.

14 MAY 10

ENROUTE

E-27

ALTIMETER SETTING REGIONS

ALTIMETER SETTING REGIONS

GENERAL

Pressure information will be made available in the form of lowest forecast QNH values for each of the altimeter setting regions shown on this chart. Use forecast QNH values to select and maintain flight levels appropriate to the terrain clearance required

DENMARK

Within DANAREA EAST use Esbjerg QNH (Billund QNH outside Esbjerg hours of operation.) Within DANAREA WEST use Tyra East QNH. For other areas use the nearest QNH-station.

NETHERLANDS

ATS will provide QNH for the areas shown on chart and shall be used at 3000’ and below for IFR and 3500’ and below for VFR flights.

NORWAY

ATS will provide QNH for the areas shown on chart and shall be used at 3000’ and below.

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

E-28

ENROUTE

14 MAY 10

ALTIMETER SETTING REGIONS

UNITED KINGDOM

The QNH values are available hourly for the period H + 1 to H + 2 and may be obtained from all aerodromes having ATC and from the London AC (Swanwick) and Scottish AC (Prestwick). Airspace within all CTRs, and within and below all TMAs and CTAs (except airways & Daventry and Worthing CTAs) do not form part of the ASR Regional Pressure Setting system.

Pilots operating north of 6130N when not receiving a service from Sumburgh Radar are advised to set the Puffin Regional Pressure Setting as the pressure datum whilst flying at or below 3000 ft.

© JEPPESEN, 1992, 2010. ALL RIGHTS RESERVED.

26 NOV 10

ENROUTE

E-33

COVERAGE LOWER AIRSPACE RADAR SERVICE (LARS) – UK

COVERAGE LOWER AIRSPACE RADAR SERVICE (LARS) – UK

AVAILABILITY OF SERVICE

The service is available to all aircraft outside controlled airspace up to and including FL100, within the limits of radar/radio cover. The service will be provided within approximately 30 NM of each participating ATS unit.

Unless a participating ATS unit is H24, the service will normally be available between 0800 and 1700LT (winter) and 0700 and 1600LT (summer), Mon-Fri.

Some participating Units may remain open to serve evening, night or weekend flying, pilots are recommended to call for this service irrespective of the published hours of ATS.

If no reply is received after three consecutive calls, it should be assumed that the service is not available.

LARS will not normally be available from non-H24 Units at weekends and during public holidays.

Pilots intending to operate above FL100 may be advised to contact an appropriate ATCRU and request a Deconfliction Service or a Traffic Service. As VHF frequencies at Military ATCRUs are not continuously monitored, unless in use, civil pilots may ask controllers to arrange a frequency on which to call the appropriate Unit.

PROCEDURE

Pilots intending to use LARS should note the participating ATS Units close to their intended track and comply with the following procedures:

a.When within approx 40 NM of a participating ATS Unit, establish two-way RTF communication on the appropriate frequency using the phraseology:

“....(Participating ATS Unit), this is....(Aircraft callsign), request Lower Airspace Radar Service”,

b.The controller may be engaged on another frequency: pilots may, therefore, be asked to “stand-by for controller”. When asked to go ahead, give:

–Callsign and type of aircraft

–Position and heading

–Flight level or altitude

–Intentions

–Request for Deconfliction Service or Traffic Service

c.Maintain listening watch. Advise controller if unable to comply or when the service is no longer required.

Aircraft will be identified and pilots so informed before radar service is given.

Whenever possible, aircraft will be handed over from controller to controller in an area of overlapping radar cover and pilots told to ’Contact’ the next Unit. When this cannot be effected, pilots will be informed of their position and advised which Unit to call for further service.

If a pilot wishes to enter regulated airspace, even though he may be in receipt of a LARS beforehand, he remains responsible for obtaining the required clearances before entry. LARS Controllers may assist in obtaining clearance, if workload permits, but pilots must be prepared to carry out this task independently.

TERRAIN CLEARANCE

The pilot remains responsible for terrain clearance.

ADVICE TO PILOTS

Due to periodic traffic congestion and high ATC workload, only a limited radar service may be available from Farnborough and Boscombe Down ATS Units.

© JEPPESEN, 2001, 2010. ALL RIGHTS RESERVED.