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FLIGHT INFORMATION HANDBOOKINTERNATIONAL

Effective: 16 OCT 14

Next Issue: 30 APR 15

Consult AIPAB and NOTAM for latest information

AIPAB AMENDED SIGNED

16 OCT 14

13 NOV 14

11 DEC 14

05 FEB 15

05 MAR 15

02 APR 15

WARNING

AUSTRALIAN DEFENCE FORCEFLIGHT INFORMATION PUBLICATION

(EN ROUTE)

FIHI

01 - FIHI.book Tuesday, September 9, 2014 3:26 PM

© Commonwealth of Australia 2014

This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without

prior written permission from the Commonwealth. Requests and inquiries concerning reproduction and rights should be addressed to the

Commonwealth Copyright Administration, Attorney General’s Department, National Circuit, Barton ACT 2600 or posted at http://www.ag.gov.au/cca. Alternatively, contact the Department of Defence, RAAF AIS, VBM-M-2,

Victoria Barracks, St Kilda Road, Southbank VIC 3006.


ADVICE OF ERROR - ADF AIP

IMPORTANT: This facsimile remains the property of the Defence Organisation and is subject to thejurisdiction of section 70 of the Crimes Act 1914. If you have received the facsimile in error, you arerequested to immediately contact the sender by telephone so that arrangements can be made for the returnof the document to the sender.

Note: Complete the required information in the space below, including as muchdetail as possible. Additional pages may be used as required. This form may besubmitted by facsimile or post.

To Quality ManagerRAAF AISVBM-M-2, Victoria BarracksSt Kilda Road, Southbank, Victoria 3006, Australia

Facsimile +61 3 9282 6695

From

Facsimile

Telephone


FIHI 16 OCT 14 1

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0GEN 0.1 PREFACE

1. PUBLISHING AUTHORITY1.1 FIHI is issued by RAAF AIS under the authority of Chief of Air Force.

2. APPLICABLE DOCUMENTS2.1 FIHI is prepared in accordance with:

a. the minimum agreed standards of the Air and Space Interoperability Councilstandards, and

b. the Standards and Recommended Practices of the following ICAOdocuments:1) Facilitation - Annex 92) Aerodromes - Annex 143) Aeronautical Information Services - Annex 154) Aeronautical Information Services Manual (Doc 8126-AN/872)5) Aeronautical Charts - Annex 4 and6) Aeronautical Chart Manual (Doc 8697-AN/889/2)

3. ADF AIP - DOCUMENTS INVOLVED3.1 ADF AIP is designed to be used as a complete package and component

documents (including FIHI) and charts should not be used without reference to otherapplicable components of the package.

3.2 Refer to CAT or Aeronautical Information Order Booklet (AIOB) for acomplete listing of ADF AIP components.

4. LAYOUT 4.1 Purpose. The purpose of FIHI is to consolidate important procedures and

regulatory information of a lasting nature, relevant to ADF flying operations, foraircrew and support personnel. As a component of ADF AIP, FIHI contains thatinformation which differs from the Australian procedures contained in FIHA andwhich aircrew will require during flight planning or in flight. It is produced in a boundA5 format.

4.2 Refer to the diagram shown on the back cover for details of the area ofcoverage of ADF FLIP.

D4.3 The rules of the air and air traffic control procedures are, to the extent

practicable, incorporated into the main text of FIHI in plain language.

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4.4 Throughout FIHI, the term “should” implies that all users are encouraged toconform with the applicable procedure. The terms “must” and “shall” aresynonymous and mean that the applicable procedure is mandatory and supported byregulations or orders.

4.5 Various requirements of FIHI may be over ridden by appropriately authorisedorders and instructions from commanders.

5. LANGUAGE5.1 FIHI is published only in the English language.

6. PROCUREMENT AND DISTRIBUTION6.1 FIHI is available from RAAF AIS.

7. ORDERING PUBLICATIONS AND AMENDMENT SERVICES7.1 Publications and amendment services can be obtained via Unit AIO/PUBSO/

NAVO through the following (preferred order of contact):a. On-line - using the on-line Product Order Form on either the Intranet

(http://intranet.defence.gov.au/raafais) or Internet (http://raafais.gov.au/)b. Email - orders can be placed to [email protected]. Facsimile* - orders can be placed to +61 3 9282 6695d. Mail Order* - by writing to:

Distribution CoordinatorRAAF AISVBM-M-2Victoria BarracksSt Kilda RoadSOUTHBANK VIC 3006

e. Telephone - orders will be accepted under exceptional circumstances only,to: +61 3 9256 4026

Note*.- All orders submitted by FAX or mail should be via the Product Order Formlocated in the Aeronautical Information Order Booklet (AIOB). AIOB is available fromRAAF AIS or via the Intranet (http://intranet.defence.gov.au/raafais) or the Internet(http://raafais.gov.au/).

7.2 Requests for amendments to procedures contained in ADF AIP are to beforwarded to the RAAF AIS Product Development Officer through the originator'sWing Safety and Standards Officer (WSSO) or equivalent. The originating authorityof military specific material to be included within ADF AIP must ensure that it isthoroughly checked before it is submitted to RAAF AIS. This ensures that allnecessary information has been included and is correct in detail before distribution.


FIHI 16 OCT 14 3

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07.3 Credit Card Facilities7.3.1 This section deleted.

7.4 Customer Change of Address7.4.1 All customers shall promptly advise RAAF AIS of any change of address.

7.4.2 Mail returned “Address Unknown” suspends the address record of thesubscriber and no further mail will be forwarded until advice is received of anaddress change.

8. AMENDMENTS8.1 Product is amended by AIPAB and NOTAM, and is produced in accordance

with the RAAF AIS Production Schedule available on the Defence Intranet (http://intranet.defence.gov.au/raafais)/Internet (raafais.gov.au).

8.2 Any rescheduling of the above will be notified via the AIPAB and/or, in certaincircumstances, by NOTAM.

8.3 Significant changes are indicated by a vertical black line (change bar) anddeletions have a “D” added to the vertical line. Amendments to Table of Contents arenot identified by change bars.

9. PACKAGES9.1 This section deleted.

10. QUERIES ABOUT DOCUMENTATION10.1 Contact with RAAF AIS is generally to be via Unit AIO/PUBSO/NAVO during

working hours (0800 - 1630h AEST, MON-FRI), to the following appointments:

a. Distribution Distribution Coordinator +61 3 9256 4026

b. Technical advice Customer Liaison Officer +61 3 9282 5426/5750MOB +61 412 814 225

c. Feedback Customer Liaison Officer +61 3 9282 5426/5750MOB +61 412 814 225

10.2 Written feedback may be submitted using the Feedback Form on either the Intranet (http://intranet.defence.gov.au/raafais) or Internet (http://www.raafais.gov.au/).

10.3 All FAX requests are to be forwarded to +61 3 9282 6695 and marked for theattention of the relevant appointment.

10.4 All e-mail requests are to be forwarded to [email protected] andmarked for the attention of the relevant appointment.


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10.5 All mail requests are to be forwarded to the following address and markedfor the attention of the relevant appointment:

RAAF AISVBM-M-2Victoria BarracksSt Kilda RoadSOUTHBANK VIC 3006

10.6 All urgent after-hours requests are to be directed to +61 3 9282 5750. Thecall will be redirected to the duty officer who will address the request. As RAAF AISdoes not maintain a formal after-hours capability, the majority of requests will bedealt with on the next working day. Urgent operational matters will be dealt with in astimely a manner as possible.

11. NON CATALOGUED PRODUCT REQUESTS11.1 All requests for non-catalogued products are to be submitted to the RAAF

AIS Customer Liaison Officer through the originator's CO and WSSO (or equivalent)using the Non Catalogued Product Form (PF20). Requests may be mailed or faxedto RAAF AIS. Form PF20 is available on the RAAF AIS website.

GEN 0.2 RECORD OF AMENDMENTS1. FIHI consists only of a complete book, therefore no record of amendments is

required.

GEN 0.3 RECORD OF AIP SUPPLEMENTS1. FIHI is amended by AIPAB and NOTAM. ADF users can also refer to the RAAF

AIS Intranet site (http://intranet.defence.gov.au/raafais) to access information oncurrent International AIP Supplements within the RAAF AIS area of coverage.

GEN 0.4 CHECKLIST OF PAGES1. FIHI consists only of a complete book, therefore no checklist of pages is

required.

GEN 0.5 LIST OF HAND AMENDMENTS 1. The list of hand amendments to FIHI can be found in AIPAB. AIPAB is

published every 4 weeks and is available directly from RAAF AIS, the Intranet(http://intranet.defence.gov.au/raafais) or the Internet (http://raafais.gov.au/).


FIHI 16 OCT 14 5

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0GEN 0.6 TABLE OF CONTENTSGEN 0.1 PREFACE ............................................................................................ 1

PUBLISHING AUTHORITY .............................................................................. 1APPLICABLE DOCUMENTS............................................................................ 1ADF AIP - DOCUMENTS INVOLVED .............................................................. 1LAYOUT............................................................................................................ 1LANGUAGE...................................................................................................... 2PROCUREMENT AND DISTRIBUTION........................................................... 2ORDERING PUBLICATIONS AND AMENDMENT SERVICES ....................... 2AMENDMENTS ................................................................................................ 3PACKAGES ...................................................................................................... 3QUERIES ABOUT DOCUMENTATION............................................................ 3NON CATALOGUED PRODUCT REQUESTS................................................. 4

GEN 0.2 RECORD OF AMENDMENTS............................................................. 4GEN 0.3 RECORD OF AIP SUPPLEMENTS..................................................... 4GEN 0.4 CHECKLIST OF PAGES ..................................................................... 4GEN 0.5 LIST OF HAND AMENDMENTS.......................................................... 4GEN 0.6 TABLE OF CONTENTS....................................................................... 5

COOK ISLANDS .................................................................................................... 18ENR 1 GENERAL RULES AND PROCEDURES ................................................ 18

ENR 1.1 GENERAL RULES ............................................................................. 18OPERATIONS IN THE COOK SECTOR, AUCKLAND OCEANIC FIR ......... 18RAROTONGA VISUAL APPROACH.............................................................. 18RAROTONGA STANDARD TERMINAL ARRIVAL ROUTES (STAR) ........... 19

ENR 1.7 ALTIMETER SETTING PROCEDURES ............................................ 19BASIC ALTIMETER SETTING PROCEDURES ............................................ 19DESCRIPTION OF QNH ZONES ................................................................... 20TABLE OF CRUISING LEVELS ..................................................................... 20

AD 1 AERODROMES/HELIPORTS - INTRODUCTION...................................... 21AD 1.1 AERODROMES/HELIPORTS AVAILABILITY...................................... 21

LOCAL TRAFFIC REGULATIONS ................................................................ 21EAST TIMOR ......................................................................................................... 22

ENR 1. GENERAL RULES AND PROCEDURES ............................................... 22ENR 1.1 GENERAL RULES ............................................................................. 22

GENERAL...................................................................................................... 22AIR TRAFFIC CONTROL CLEARANCE ........................................................ 22VISUAL APPROACHES ................................................................................. 23ENGINE START UP PROCEDURE ............................................................... 23SEPARATION................................................................................................. 23ESSENTIAL TRAFFIC INFORMATION.......................................................... 24RADIO COMMUNICATION FAILURE PROCEDURES.................................. 24TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA) ................... 24COMMUNICATION LIMITATIONS ................................................................. 24

ENR 1.2 VISUAL FLIGHT RULES AND SPECIAL VFR FLIGHTS .................. 25GENERAL...................................................................................................... 25SPECIAL VFR FLIGHTS ................................................................................ 25


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ENR 1.3 INSTRUMENT FLIGHT RULES (IFR)................................................ 26COMPLIANCE ............................................................................................... 26MINIMUM LEVELS ......................................................................................... 26OUTSIDE CONTROLLED AIRSPACE ........................................................... 26

ENR 1.4 ATS AIRSPACE CLASSIFICATION .................................................. 27CLASSIFICATION OF AIRSPACE ................................................................ 27

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES. ......... 28GENERAL...................................................................................................... 28ARRIVING FLIGHTS ...................................................................................... 28

ENR 1.7 ALTIMETER SETTING PROCEDURES ............................................ 29BASIC ALTIMETER SETTING PROCEDURE .............................................. 29TABLE OF CRUISING LEVELS ..................................................................... 30

ENR 1.10 FLIGHT PLANNING ......................................................................... 31SUBMISSION OF FLIGHT PLANS................................................................ 31CHANGES TO FLIGHT PLAN........................................................................ 31FLIGHT PLANNING BETWEEN EAST TIMOR AND AUSTRALIA ................ 31FLIGHT PLANNING BETWEEN EAST TIMOR AND OECUSSI .................... 32

ENR 2. AIR TRAFFIC SERVICES ....................................................................... 33GENERAL...................................................................................................... 33

ENR 3. ATS ROUTES ......................................................................................... 33GENERAL...................................................................................................... 33

ENR 3.4 HELICOPTER ROUTES .................................................................... 33TRACKING REQUIREMENTS ...................................................................... 33

ENR 5. NAVIGATION WARNINGS ..................................................................... 34ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS ...................... 34

AD 1. AERODROMES/HELIPORTS – INTRODUCTION .................................... 35AD 1.1 AERODROME/HELIPORT AVAILABILITY........................................... 35

GENERAL CONDITIONS OF AVAILABILTY AND USE................................ 35NIGHT OPERATIONS .................................................................................... 36PARKING SPACE........................................................................................... 37

FIJI ......................................................................................................................... 38ENR 1. GENERAL RULES AND PROCEDURES............................................... 38

ENR 1.1 GENERAL RULES ............................................................................. 38OCEANIC PROCEDURES ............................................................................ 38

ENR 1.2 VISUAL FLIGHT RULES.................................................................... 41VFR METEOROLOGICAL MINIMA ............................................................... 41

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES .......... 43IFR ALTERNATE AERODROME MIMIMA .................................................... 43

ENR 1.7 ALTIMETER SETTING PROCEDURES ............................................ 45TRANSITION ALTITUDE/LEVEL................................................................... 45ALTIMETER SETTING PROCEDURES - NADI FIR ...................................... 45

NADI FIR TABLE OF CRUISING LEVELS..................................................... 46ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES ............................. 47

RNP AND RVSM PROCEDURES ................................................................. 47ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT............................................... 48

TRAFFIC HOLDING FUEL ADVISORY......................................................... 48


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0ENR 1.10 FLIGHT PLANNING ......................................................................... 48SUBMITTING FLIGHT PLAN......................................................................... 48ATS FLIGHT NOTIFICATION - USER GUIDE ............................................... 48

ENR 2. AIR TRAFFIC SERVICES ....................................................................... 48AIRSPACE..................................................................................................... 48AIR TRAFFIC SERVICES PROCEDURES .................................................... 48

ENR 3. ATS ROUTES ......................................................................................... 49ENR 4. RADIO NAVIGATION AIDS/SYSTEMS .................................................. 50

ENR 4.1 RADIO NAVIGATION AIDS - EN ROUTE ......................................... 50GENERAL...................................................................................................... 50

ENR 5. NAVIGATION WARNINGS ..................................................................... 50ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS ...................... 50

SPECIAL USE AIRSPACE ............................................................................ 50ENR 5.2 MILITARY EXERCISE AND TRAINING AREAS ............................... 51

MILITARY OPERATIONAL AREAS............................................................... 51ENR 5.3 OTHER HAZARDOUS AIRSPACE.................................................... 51

PARACHUTE DROP ZONES ........................................................................ 51PARASAILING ACTIVITY............................................................................... 52LOW FLYING AREAS..................................................................................... 52VOLCANIC HAZARD AREAS (VHA).............................................................. 53MANDATORY BROADCAST ZONES (MBZ) ................................................. 54VFR SPECIAL PROCEDURES AREAS (SPA) .............................................. 55

ENR 5.5 AERIAL SPORTING AND RECREATIONAL ACTIVITIES ................ 57GENERAL AVIATION AREAS (GAA)............................................................ 57VFR TRANSIT LANES.................................................................................... 59

ENR 5.6 BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA ............ 61AREAS WITH SENSITIVE FAUNA................................................................ 61

AD 1. AERODROME/HELIPORT AVAILABILITY ............................................... 61AERODROME AVAILABILITY....................................................................... 61

INDONESIA ........................................................................................................... 62ENR 1. GENERAL RULES AND PROCEDURES ............................................... 62

ENR 1.1 GENERAL RULES ............................................................................. 62INTRODUCTION ........................................................................................... 62FLIGHTS WITHIN CONTROLLED AIRSPACE .............................................. 62ESSENTIAL TRAFFIC INFORMATION.......................................................... 62AERODROME AND APPROACH CONTROL SERVICE ............................... 63

ENR 1.2 VISUAL FLIGHT RULES.................................................................... 64BASIC VFR MINIMA ...................................................................................... 64GROUND VISIBILITY ..................................................................................... 65SPECIAL VFR WEATHER MINIMA IN CONTROL ZONES ........................... 65

ENR 1.3 INSTRUMENT FLIGHT RULES......................................................... 65ALL IFR FLIGHT............................................................................................ 65IFR CRUISING ALTITUDE OR FLIGHT LEVELS .......................................... 66

ENR 1.4 ATS AIRSPACE CLASSIFICATION .................................................. 66CLASSIFICATION OF AIRSPACE ................................................................ 66


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ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES .......... 68GENERAL...................................................................................................... 68ARRIVING....................................................................................................... 68DEPARTING................................................................................................... 68RADAR PROCEDURES ................................................................................. 69

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES.................. 69RADAR SERVICES ....................................................................................... 69EN ROUTE RADAR SERVICE ....................................................................... 70

ENR 1.7 ALTIMETER SETTING PROCEDURES ............................................ 71GENERAL...................................................................................................... 71TRANSITION ALTITUDE/LEVEL.................................................................... 71CRUISING LEVELS WITHIN INDONESIAN AIRSPACE .............................. 72

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES ............................. 73REDUCED VERTICAL SEPARATION MINIMUM (RVSM) .......................... 73IMPLEMENTATION OF GNSS IN JAKARTA FIR AND UJUNG PANDANG FIR ................................................................................ 74

IMPLEMENTATION OF ACAS II VERSION 7.0 WITHIN JAKARTA FIR AND UJUNG PANDANG FIR....................................................................... 74

NO PRE-DEPARTURE CO-ORDINATION (NO-PDC) PROCEDURES ........ 74ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT............................................... 76

AIR TRAFFIC FLOW MANAGEMENT PROCEDURES - BAY OF BENGAL, SOUTH ASIA AND PAKISTAN AIRSPACE THROUGH KABUL FIR. ......... 76

ENR 1.10 FLIGHT PLANNING ......................................................................... 81ENR 2. AIR TRAFFIC SERVICES AIRSPACE ................................................... 81ENR 3. ATS ROUTES ......................................................................................... 81

ENR 3.3 AREA NAVIGATION ROUTES .......................................................... 81RNP 10 DESIGNATED ROUTES .................................................................. 81RNAV 10 DESIGNATED ROUTES................................................................. 82AREA NAVIGATION ROUTE CONDITIONS.................................................. 83

ENR 4. NAVIGATION AIDS ................................................................................ 83ENR 5. NAVIGATION WARNINGS ..................................................................... 83

ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS ...................... 83PROHIBITED AREAS.................................................................................... 83RESTRICTED AREAS.................................................................................... 83DANGER AREAS ........................................................................................... 85TRAINING AREAS.......................................................................................... 85

KIRIBATI ................................................................................................................ 86AD 1. AERODROME/HELIPORT AVAILABILITY ............................................... 86

UNATTENDED AERODROMES ................................................................... 86INSTRUMENT APPROACH CRITERIA ......................................................... 86NIGHT OPERATIONS .................................................................................... 86AERODROME BEARING STRENGTH LIMITATIONS................................... 86FUEL AVAILABILITY ...................................................................................... 86AERODROME FIRE AND RESCUE FACILITIES .......................................... 86


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0MALAYSIA ............................................................................................................. 87ENR 1. GENERAL RULES AND PROCEDURES ............................................... 87

ENR 1.1 GENERAL RULES ............................................................................. 87INTRODUCTION ........................................................................................... 87FLIGHT IN CONTROLLED AIRSPACE.......................................................... 87FLIGHTS ON AIRWAYS (AREA CONTROL) ................................................. 88AIR TRAFFIC ADVISORY SERVICE ............................................................. 89FLIGHT INFORMATION SERVICE ................................................................ 92AERODROME/APPROACH CONTROL SERVICE........................................ 93

ENR 1.2 VISUAL FLIGHT RULES.................................................................... 98GENERAL...................................................................................................... 98SPECIAL VFR WEATHER MINIMA................................................................ 98

ENR 1.3 INSTRUMENT FLIGHT RULES......................................................... 99GENERAL...................................................................................................... 99MINIMUM LEVELS ......................................................................................... 99

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 100ATS AIRSPACE CLASSIFICATION IN KUALA LUMPUR AND KOTA KINABALU FIR................................................................................ 100

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES ........ 101GENERAL.................................................................................................... 101CONTINUOUS DESCENT APPROACH (CDA) .......................................... 102STANDARD INSTRUMENT DEPARTURE (SID) CLEARANCE AND PROCEDURES .................................................................................. 102

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES................ 103PRIMARY RADAR....................................................................................... 103SECONDARY SURVEILLANCE RADAR (SSR) .......................................... 108ADVANCED SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEMS........................................................................ 110

ENR 1.7 ALTIMETER SETTING PROCEDURES ........................................... 111INTRODUCTION .......................................................................................... 111BASIC ALTIMETER SETTING PROCEDURES ........................................... 111PROCEDURES APPLICABLE TO OPERATORS AND PILOTS.................. 114TABLE OF CRUISING LEVELS ................................................................... 115

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES ........................... 118NO PRE-DEPARTURE CO-ORDINATION (NO-PDC) PROCEDURES...... 118

ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT (ATFM)................................ 121FLOW MANAGEMENT................................................................................ 121AIR TRAFFIC CONTROL PROCEDURES................................................... 121SPEED CONTROL (ARRIVING AIRCRAFT) ............................................... 122UNI-DIRECTIONAL ROUTING SYSTEM ALONG THE WESTERN PORTION OF PENINSULA MALAYSIA................................... 124

UNI-DIRECTIONAL RNAV ROUTES IN KUALA LUMPUR FIR ................... 130REDUCED VERTICAL SEPARATION MINIMUM (RVSM) .......................... 132DEPARTURE KUALA LUMPUR AND SINGAPORE.................................... 136


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AIR TRAFFIC FLOW MANAGEMENT PROCEDURES - BAY OF BENGAL, SOUTH ASIA AND PAKISTAN AIRSPACE THROUGH KABUL FIR. ........ 136

ENR 1.10 FLIGHT PLANNING ....................................................................... 142PROCEDURES FOR SUBMISSION OF A FLIGHT PLAN .......................... 142CLOSING A FLIGHT PLAN .......................................................................... 143ADHERENCE TO FLIGHT PLAN ................................................................. 144INADVERTENT CHANGES.......................................................................... 144INTENDED CHANGES................................................................................. 145WEATHER DETERIORATION BELOW THE VMC ...................................... 145TERMINATION OF CONTROL..................................................................... 145

ENR 2 AIR TRAFFIC SERVICES AIRSPACE .................................................. 146ENR 2.2 OTHER REGULATED AIRSPACE .................................................. 146

OPERATIONS IN OCEANIC CONTROLLED AIRSPACE........................... 146ENR 3. ATS ROUTES ....................................................................................... 146

ENR 3.1 LOWER and upper ATS ROUTES................................................... 146ENR 3.3 AREA NAVIGATION ROUTES ........................................................ 147

RNP 10 OPERATIONS................................................................................ 147AREA NAVIGATION ROUTE REQUIREMENTS ......................................... 149

ENR 4. NAVIGATION AIDS .............................................................................. 154ENR 5. NAVIGATION WARNINGS ................................................................... 154

ENR 5.5 AERIAL SPORT AND RECREATIONAL ACTIVITY ........................ 154GLIDER OPERATIONS ............................................................................... 154

AD 1.1 AERODROMES/HELIPORTS AVAILABILITY ....................................... 154KUALA LUMPUR/SEPANG AIRPORT (WMKK) ......................................... 154

NAURU ................................................................................................................ 156ENR 1. GENERAL RULES AND PROCEDURES ............................................. 156

ENR 1.1 GENERAL RULES ........................................................................... 156PROCEDURES AND STANDARDS............................................................ 156PROVISION OF SERVICES......................................................................... 156COMMUNICATIONS AND FREQUENCY MANAGEMENT ......................... 156SEARCH AND RESCUE ALERTING ........................................................... 157

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 157AIRSPACE DESCRIPTION ......................................................................... 157

ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 157TRANSITION ALTITUDE............................................................................. 157

ENR 1.10 FLIGHT PLANNING ....................................................................... 157FLIGHT NOTIFICATION.............................................................................. 157

NEW CALEDONIA ............................................................................................... 158ENR 1. GENERAL RULES AND PROCEDURES ............................................. 158

ENR 1.1 GENERAL RULES ........................................................................... 158GENERAL.................................................................................................... 158AIR TRAFFIC CONTROL SERVICES .......................................................... 158FLIGHT INFORMATION SERVICE .............................................................. 158


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0ENR 1.2 VISUAL FLIGHT RULES.................................................................. 158SPEED LIMITATION.................................................................................... 158SPECIAL VFR FLIGHTS .............................................................................. 158

ENR 1.3 INSTRUMENT FLIGHT RULES....................................................... 159MINIMUM LEVEL......................................................................................... 159VMC CLEARANCE....................................................................................... 159

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................. 160CLASSIFICATION OF AIRSPACE .............................................................. 160

ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 161SETTING PROCEDURE ............................................................................. 161

ENR 2 AIRSPACE STRUCTURE...................................................................... 162OCA ............................................................................................................. 162TMA .............................................................................................................. 162

NIUE ..................................................................................................................... 163NIUE IS LOCATED IN THE TONGA SECTOR, AUCKLAND OCEANIC FIR........................................................................ 163

PAPUA NEW GUINEA ......................................................................................... 164ENR 1. GENERAL RULES AND PROCEDURES ............................................. 164

ENR 1.1 GENERAL RULES ........................................................................... 164RULES APPLICABLE TO ALL AIRCRAFT.................................................. 164FLIGHTS WITHIN CONTROLLED AIRSPACE ............................................ 168TRAFFIC INFORMATION - OUTSIDE CONTROLLED AIRSPACE............. 171REDUCED VERTICAL SEPARATION MINIMUM (RVSM) .......................... 1721NM AND 2NM LATERAL OFFSETS OCEANIC AIRSPACE ...................... 172

ENR 1.2 VISUAL FLIGHT RULES.................................................................. 172GENERAL.................................................................................................... 172 VFR METEOROLOGICAL MINIMA ............................................................. 172SPECIAL VFR WEATHER MINIMA.............................................................. 174FLIGHTS BETWEEN AUSTRALIA ANDPAPUA NEW GUINEA................................................................................ 174

ENR 1.3 INSTRUMENT FLIGHT RULES....................................................... 175GENERAL.................................................................................................... 175MINIMUM LEVELS ....................................................................................... 175

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 177PNG AIRSPACE CLASSIFICATIONS ........................................................ 177

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES ........ 177ENTRY AND HOLDING PROCEDURES .................................................... 177ARRIVING FLIGHTS .................................................................................... 178

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES................ 187DESCRIPTION ............................................................................................ 187SECONDARY SURVEILLANCE RADAR (SSR) .......................................... 190RADAR TERRAIN CLEARANCE CHART (RTCC)....................................... 191

ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 191TRANSITION LAYER, ALTITUDE AND LEVEL ........................................... 191CRUISING LEVELS...................................................................................... 192


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ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES ........................... 192ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT............................................. 193

MACH NUMBER TECHNIQUE (MNT) and area navigation (RNAV) .......... 193PERFORMANCE BASED NAVIGATION (PBN) .......................................... 193TURBO JET ROUTING IN PORT MORESBY (AYPY) FIR .......................... 194

ENR 1.10 FLIGHT PLANNING ....................................................................... 195FLIGHT NOTIFICATION - SUMMARY OF REQUIREMENTS .................... 195

ENR 2. AIR TRAFFIC SERVICES AIRSPACE ................................................. 195ENR 3. ATS ROUTES ....................................................................................... 195ENR 4. NAVIGATION AIDS .............................................................................. 195ENR 5. NAVIGATION WARNINGS ................................................................... 196

ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS (PRD) ......... 196DANGER AREA DESCRIPTION AND OPERATING PROCEDURES ........ 196

ENR 5.3 OTHER POTENTIAL HAZARDS ..................................................... 199VOLCANIC ACTIVITY ................................................................................. 199MINING ACTIVITY ....................................................................................... 199

AD 1. AERODROME/HELIPORT AVAILABILITY ............................................. 200CLASSIFICATION OF AERODROMES ...................................................... 200PAVEMENT CONCESSIONS....................................................................... 201PRE-OPERATIONAL STRIP REPORTS...................................................... 201

AD 2. AERODROMES ....................................................................................... 201SPECIAL PROCEDURES ........................................................................... 201NOISE ABATEMENT PROCEDURES ......................................................... 201

AD 3. AIRFIELD LIGHTING AND SIGNS .......................................................... 201PILOT ACTIVATED LIGHTING ................................................................... 201

SAMOA ................................................................................................................ 202ENR 1. GENERAL RULES AND PROCEDURES ............................................. 202

ENR 1.2 VISUAL FLIGHT RULES.................................................................. 202LIMITATIONS .............................................................................................. 202CLEARANCE FROM CLOUD AND VISIBILITY ........................................... 202SPECIAL VFR............................................................................................... 203

ENR 1.3 INSTRUMENT FLIGHT RULES ...................................................... 204PROVISION OF TRAFFIC INFORMATION TO IFR FLIGHTS OUTSIDE CONTROLLED AIRSPACE...................................................... 204

PROCEDURES AT UNATTENDED AERODROMES ................................. 205ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 205

SAMOA SECTOR AIR TRAFFIC MANAGEMENT ...................................... 205ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES ........ 206

ARRIVING FLIGHTS ................................................................................... 206DEPARTING FLIGHTS................................................................................. 206

ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 207TABLES OF CRUISING LEVELS ................................................................ 207


FIHI 16 OCT 14 13

GEN

0SINGAPORE ........................................................................................................ 208ENR 1. GENERAL RULES AND PROCEDURES ............................................. 208

ENR 1.1 GENERAL RULES ........................................................................... 208INTRODUCTION ......................................................................................... 208FLIGHTS ON AIRWAYS (AREA CONTROL) ............................................... 208FLIGHT INFORMATION SERVICE .............................................................. 211AERODROME/APPROACH CONTROL SERVICE...................................... 212DATA LINK SERVICES IN THE SINGAPORE FIR ...................................... 213

ENR 1.2 VISUAL FLIGHT RULES.................................................................. 214OPERATIONS UNDER VFR ....................................................................... 214

ENR 1.3 INSTRUMENT FLIGHT RULES....................................................... 214 OPERATIONS UNDER IFR........................................................................ 214

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 214GENERAL.................................................................................................... 214

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES ........ 216GENERAL.................................................................................................... 216HOLDING PROCEDURES ........................................................................... 216ARRIVING FLIGHTS .................................................................................... 216DEPARTING FLIGHTS................................................................................. 216NOISE ABATEMENT PROCEDURES ......................................................... 216CONTINUOUS DESCENT OPERATION (CDO) FOR ARRIVALS CHANGI AIRPORT................................................................... 217

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES................ 221PRIMARY RADAR....................................................................................... 221SECONDARY SURVEILLANCE RADAR (SSR) .......................................... 224

ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 224INTRODUCTION ......................................................................................... 224AREA QNH SETTING PROCEDURES ........................................................ 224TABLES OF CRUISING LEVELS ................................................................. 225

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES ........................... 227MACH NUMBER TECHNIQUE AND AREA NAVIGATION (RNAV)............ 227MACH NUMBER IN A FLIGHT PLAN........................................................... 227RNP 10 NAVIGATION REQUIREMENTS .................................................... 228NO PRE-DEPARTURE CO-ORDINATION (NO-PDC) PROCEDURES....... 230STRATEGIC LATERAL OFFSETS IN OCEANIC AIRSPACE...................... 233SINGAPORE/CHANGI FLOW MANAGEMENT PROCEDURES ................. 234RVSM PROCEDURES IN THE SINGAPORE FIR ....................................... 236ADS-B (OUT) EXCLUSIVE AIRSPACE WITHIN THE SINGAPORE FIR .... 240

ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT (ATFM)................................ 242SLOT ALLOCATION PROCEDURE (SINGAPORE/CHANGI) ................... 242AIR TRAFFIC FLOW MANAGEMENT PROCEDURES - BAY OF BENGAL, SOUTH ASIA AND PAKISTAN AIRSPACE THROUGH KABUL FIR. ........ 243

ENR 1.10 FLIGHT PLANNING ....................................................................... 248PROCEDURES FOR THE SUBMISSION OF A FLIGHT PLAN.................. 248

ENR 2. AIR TRAFFIC SERVICES AIRSPACE ................................................. 251


14 16 OCT 14 FIHI

GEN

0

ENR 3. ATS ROUTES ....................................................................................... 252ENR 3.1 LOWER ATS ROUTES .................................................................... 252ENR 3.3 AREA NAVIGATION (RNAV) ROUTES........................................... 254ENR 3.4 HELICOPTER ROUTES .................................................................. 257

HELICOPTER OPERATIONS IN SINGAPORE .......................................... 257ENR 3.5 OTHER ROUTES............................................................................. 260

SINJON (SJ) VMC CROSSING BY MILITARY AIRCRAFT......................... 260TRANSIT CHANNEL .................................................................................... 261

ENR 5. NAVIGATION WARNINGS ................................................................... 263ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS .................... 263ENR 5.2 MILITARY EXERCISE AND TRAINING AREAS ............................. 270ENR 5.3 OTHER ACTIVITIES OF A DANGEROUS NATURE....................... 271

WEATHER BALLOONS............................................................................... 271ENR 5.5 AERIAL SPORTING AND RECREATIONAL ACTIVITIES .............. 272

GLIDER FLYING.......................................................................................... 272AERO MODELLING AND KITE FLYING ...................................................... 272

ENR 5.6 BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA .......... 273GENERAL.................................................................................................... 273REPORTING OF WILDLIFE STRIKES......................................................... 273

AD 1. AERODROMES - INTRODUCTION ........................................................ 274LANDINGS MADE ELSEWHERE THAN AT ALTERNATE AIRPORTS...... 274

AD 2. AERODROMES ....................................................................................... 274SINGAPORE/CHANGI AERODROME ........................................................ 274SINGAPORE/SELETAR AERODROME....................................................... 277BATAM AERODROME................................................................................. 280

SOLOMON ISLANDS .......................................................................................... 281ENR 1. GENERAL RULES AND PROCEDURES ............................................. 281

ENR 1.1 GENERAL RULES ........................................................................... 281OPERATION AT NON-CONTROLLED OR UNATTENDED AERODROME............................................................................................ 281

ENR 1.2 VISUAL FLIGHT RULES.................................................................. 283THE VISUAL FLIGHT RULES (VFR)........................................................... 283

ENR 1.3 INSTRUMENT FLIGHT RULES....................................................... 284AUTHORISATION OF FLIGHT.................................................................... 284

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 284 GENERAL................................................................................................... 284

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES................ 284ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 284

GENERAL.................................................................................................... 284BASIC PROCEDURES................................................................................. 285

ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT............................................. 286ENR 1.10 FLIGHT PLANNING ....................................................................... 286

FLIGHT PLANNING..................................................................................... 286ENR 2. AIR TRAFFIC SERVICES AIRSPACE ................................................. 286

OPERATIONS IN OCEANIC CONTROLLED AIRSPACE........................... 286REQUIRED NAVIGATION PERFORMANCE (RNP).................................... 286


FIHI 16 OCT 14 15

GEN

0ENR 3. ATS ROUTES ....................................................................................... 286ENR 3.3 AREA NAVIGATION (RNAV) ROUTES........................................... 286ENR 3.4 HELICOPTER ROUTES .................................................................. 286

ENR 5. NAVIGATION WARNINGS ................................................................... 287ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS .................... 287

GENERAL.................................................................................................... 287RESTRICTED AREAS.................................................................................. 287

ENR 5.6 BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA .......... 288EAST RENNELL WORLD HERITAGE AREA ............................................. 288

AD 1. AERODROMES/HELIPORTS - INTRODUCTION ................................... 288AD 1.4 GROUPING OF AERODROMES/HELIPORTS.................................. 288

INTERNATIONAL AND DOMESTIC AERODROMES................................. 288THAILAND ........................................................................................................... 289

ENR 1. GENERAL RULES AND PROCEDURES ............................................. 289ENR 1.1 GENERAL RULES ........................................................................... 289

GENERAL.................................................................................................... 289PRE-DEPARTURE CLEARANCE (PDC) DELIVERY VIA DATA LINK AT BANGKOK/SUVARNABHUMI AIRPORT.................................................... 289

ENR 1.2 VISUAL FLIGHT RULES.................................................................. 291VFR FLIGHT IN CONTROLLED AIRSPACE............................................... 291VFR FLIGHT OUTSIDE CONTROLLED AIRSPACE ................................... 291VFR FLIGHTS OPERATING AT UNCONTROLLED AERODROMES ........ 291AERODROME TRAFFIC CIRCUIT OPERATING HEIGHTS ....................... 291VFR CRUISING ALTITUDE OR FLIGHT LEVEL ......................................... 292FLIGHTS WITHIN CONTROLLED AIRSPACE ............................................ 292

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 293CLASSIFICATION OF AIRSPACE .............................................................. 293WIDTH OF AIRWAYS................................................................................... 293AIRSPACE FEATURES................................................................................ 294

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES ........ 295GENERAL.................................................................................................... 295ARRIVING..................................................................................................... 295DEPARTING................................................................................................. 296CONTINUOUS DESCENT OPERATIONS (CDO) FOR ARRIVALS INTO CHIANG MAI AND HAT YAI INTERNATIONAL AIRPORTS............. 296

ENR 1.6 RADAR SERVICE AND PROCEDURES......................................... 301INTRODUCTION ......................................................................................... 301ATC FACILITIES........................................................................................... 301AIRCRAFT TRANSPONDER REQUIREMENTS ......................................... 301

ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 302TRANSITION ALTITUDE AND TRANSITION LEVEL BANGKOK FIR........ 302TABLE OF CRUISING LEVELS ................................................................... 303

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES ........................... 304GENERAL.................................................................................................... 304RNP 10 OPERATIONS................................................................................. 304


16 16 OCT 14 FIHI

GEN

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ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT (ATFM)................................ 305REDUCED VERTICAL SEPARATION MINIMUM (RVSM) ......................... 305FLIGHT LEVEL ALLOCATION SCHEME (FLAS) FOR THE SOUTH CHINA SEA AREA ................................................................ 305

AIR TRAFFIC FLOW MANAGEMENT PROCEDURES - BAY OF BENGAL, SOUTH ASIA AND PAKISTAN AIRSPACE THROUGH KABUL FIR. ........ 306

FLIGHTS TRANSITING BANGKOK FIR TO VIENTIANE FIR...................... 310NO-PRE-DEPARTURE COORDINATION PROCEDURES (NO-PDC)........ 311

ENR 1.10 FLIGHT PLANNING ....................................................................... 312GENERAL.................................................................................................... 312IFR FLIGHT PLANNING REQUIREMENTS TO/FROM BANGKOK............. 312SUGGESTED FLIGHT PLANNING USING ATS ROUTES Y8 TO Y12 ...... 313MILITARY EXERCISE AREA VTD58 ACTIVATION..................................... 314

ENR 2. AIR TRAFFIC SERVICES AIRSPACE ................................................. 314ENR 3. ATS ROUTES ....................................................................................... 315

ENR 3.1 LOWER ATS ROUTES .................................................................... 315ATS ROUTE A1 ........................................................................................... 315

ENR 3.3 AREA NAVIGATION (RNAV) ROUTES ........................................... 315CONDITIONAL ATS/RNAV ROUTE M770.................................................. 315RNP 10 OPERATIONS FOR ATS ROUTES JOINING ATS ROUTE P762.. 315ATS ROUTE M502 ....................................................................................... 315ATS ROUTE M904 ...................................................................................... 315ATS "Y" ROUTES ......................................................................................... 316

ENR 4. NAVIGATION AIDS .............................................................................. 317ENR 5. NAVIGATION WARNINGS ................................................................... 317

TONGA ................................................................................................................ 318ENR 1. GENERAL RULES AND PROCEDURES ............................................. 318

ENR 1.1 GENERAL RULES ........................................................................... 318INTRODUCTION ......................................................................................... 318ATC SEPARATION....................................................................................... 318

ENR 1.2 VISUAL FLIGHT RULES.................................................................. 318PARACHUTE OPERATIONS ...................................................................... 318

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 319TONGA SECTOR OF THE AUCKLAND FIR............................................... 319

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES ...... 319ARRIVING FLIGHTS ................................................................................... 319DEPARTING FLIGHTS................................................................................. 320IFR ALTERNATE AERODROME MINIMA ................................................... 320

ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 321BASIC ALTIMETER SETTING PROCEDURES .......................................... 321FLIGHT PLANNING REQUIREMENTS........................................................ 321QNH ZONES................................................................................................. 321TABLES OF CRUISING LEVELS ................................................................. 322


FIHI 16 OCT 14 17

GEN

0ENR 1.10 FLIGHT PLANNING ....................................................................... 322GENERAL.................................................................................................... 322FILING A FLIGHT PLAN............................................................................... 322

ENR 1.14 AIR TRAFFIC INCIDENTS............................................................. 323AVIATION SAFETY REPORT ..................................................................... 323

ENR 2. AIR TRAFFIC SERVICES AIRSPACE.................................................. 324ENR 2.1 CTR, TMA, CTA ............................................................................... 324ENR 2.2 OTHER REGULATED AIRSPACE .................................................. 325

OTHER AIRSPACE ..................................................................................... 325TUVALU ............................................................................................................... 326VANUATU ............................................................................................................ 327

ENR 1. GENERAL RULES AND PROCEDURES ............................................. 327ENR 1.1 GENERAL RULES ........................................................................... 327

GENERAL.................................................................................................... 327COMMUNICATION REQUIREMENTS......................................................... 327POSITION REPORTING IN PORT VILA SECTOR OF THE NADI FIR ....... 327POSITION REPORTING AT UNATTENDED AERODROMES .................... 327ACKNOWLEDGEMENT OF TRAFFIC INFORMATION ............................... 328ATC SEPARATION....................................................................................... 328

ENR 1.2 VISUAL FLIGHT RULES.................................................................. 331MINIMUM ALTITUDES ................................................................................. 331

ENR 1.4 ATS AIRSPACE CLASSIFICATION ................................................ 331GENERAL.................................................................................................... 331CLASSIFICATION OF AIRSPACE IN THE PORT VILA VANUATU SECTOR ............................................................... 331

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES ...... 332HOLDING PROCEDURES .......................................................................... 332MISSED APPROACH PROCEDURE ........................................................... 332PROTECTION OF THE MISSED APPROACH ............................................ 333STRAIGHT-IN LANDING WITH CIRCLING MINIMA.................................... 333

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES................ 333GENERAL.................................................................................................... 333

ENR 1.7 ALTIMETER SETTING PROCEDURES .......................................... 334QNH............................................................................................................. 334MAGNETIC TRACK ALTITUDE REQUIREMENTS ..................................... 334TABLES OF CRUISING LEVELS ................................................................. 335

ENR 1.10 FLIGHT PLANNING ....................................................................... 336PROCEDURES FOR THE SUBMISSION OF A FLIGHT PLAN.................. 336

ENR 5. NAVIGATION WARNINGS ................................................................... 338ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS .................... 338

GENERAL.................................................................................................... 338


Cook Islands

18 16 OCT 14 FIHI

COOK ISLANDS

ENR 1 GENERAL RULES AND PROCEDURES

ENR 1.1 GENERAL RULES

1. OPERATIONS IN THE COOK SECTOR, AUCKLAND OCEANIC FIR

1.1 Services provided1.1.1 The Rarotonga ATS unit is responsible for provision of ATS. Outside the

hours of service of that unit, FIS and SAR alerting are provided by Auckland OceanicArea Control Centre (OAC). The Rarotonga TMA and CTR are only active duringhours of service of Rarotonga ATC.

1.2 Flight Procedures1.2.1 Pursuant to the provision of Cook Islands Civil Aviation Regulation 99(1)(e),

all flights between islands of the Cook Islands group are to be conducted under IFR,with the exception of those flights approved otherwise.

1.2.2 Except in emergency or in accordance with prior ATC clearance, no aircraftmay enter or operate within the Rarotonga TMA or CTR unless it is equipped withradio and the pilot in command establishes and maintains two-way communicationwith Rarotonga Tower. All aircraft operating within the Rarotonga TMA and CTRmust advise Rarotonga Tower of their intentions and obtain an ATC clearance.

2. RAROTONGA VISUAL APPROACH2.1 IFR flights in controlled airspace may be cleared to execute visual

approaches provided the pilot has the aerodrome in sight, can maintain visualreference and;

a. If the reported ceiling is not below the approved initial approach level for theaircraft so cleared; or

b. If the pilot reports at the initial approach level or at any time during theinstrument approach procedure that the visibility will permit a visualapproach and the pilot has reasonable assurance that the landing can beaccomplished.

2.2 Aerodrome or Approach control will provide separation between an aircraftmaking a visual approach and other controlled flights.

2.3 If visual reference to terrain is established before completion of an instrumentapproach procedure, the entire procedure must nevertheless be executed unless thepilot requests and is cleared for a visual approach.

2.4 For a visual approach at night, it is essential that the pilot has the runwaylights in sight. Sighting only of the aerodrome beacon, REIL or approach lights isinsufficient.


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FIHI 16 OCT 14 19

2.5 Visual Reference. Pilots carrying out an instrument approach, onestablishing visual reference may continue for a straight-in or circling approachprovided the flight conditions are in accordance with the minima specified for theinstrument approach.

3. RAROTONGA STANDARD TERMINAL ARRIVAL ROUTES (STAR) 3.1 Clearance for a STAR procedure does not constitute clearance for the

instrument approach. Clearance to carry out the instrument approach shall be issuedprior to the aircraft commencing final approach.

ENR 1.7 ALTIMETER SETTING PROCEDURES

1. BASIC ALTIMETER SETTING PROCEDURES

1.1 Altimetry Cook Islands Sector

1.1.1 The transition altitude in Cook Islands is 13,000 FT, and the transition levelis FL150.

1.1.2 Within the Cook Islands Sector of the Auckland Oceanic FIR, the transitionlayer between 13,000 FT and FL150, can only be used for ascending anddescending, or for cruising provided the aircraft has ATS approval.

1.1.3 The transition layer between the transition altitude of 13,000FT and thetransition level of FL150 provides separation between aircraft using a zone QNHsetting and aircraft operating on the standard pressure value (1013.2 hPa) when theQNH is above 980 hPa.

1.1.4 Altimeter setting procedures within the Auckland Oceanic FIR are standardICAO.

1.2 QNH Altimeter Settings1.2.1 Within the Cook Islands Sector of the Auckland Oceanic FIR, aircraft

operating at or below the transition altitude must maintain vertical position byreference to the appropriate Zone QNH, except that aircraft taking off or operatingwithin a CTR must use the appropriate aerodrome QNH.

1.3 Take-off and Climb

1.3.1 Aircraft departing from an aerodrome where no QNH value is available arerequired to set the aerodrome elevation on the altimeter prior to departure and obtainthe appropriate altimeter setting as soon as possible, and in any case, beforeentering instrument meteorological conditions.

1.4 Approach and Landing1.4.1 A QNH altimeter setting is made available to inbound flights in arrival

information by the unit providing approach control service. A QNH altimeter setting isalso made available in any clearance to enter the traffic circuit.


Cook Islands

20 16 OCT 14 FIHI

2. DESCRIPTION OF QNH ZONES2.1 The Rarotonga Zone QNH applies throughout the Cook sector of the

Auckland Oceanic FIR.

3. TABLE OF CRUISING LEVELS3.1 Unless authorised by ATC during flight within controlled airspace, cruising

levels within Cook Islands must be in accordance with the following table:

Note 1: The levels between 13,000 FT and FL150 are not available when theArea QNH is 980 hpa or less.

Note 2: FL150 must not be used as a cruising level when the area QNH is 980 hpa or less.

000° – 179° 180° – 359°

IFR VFR IFR VFR

ALTITUDE

1,000 2,000

3,000 3,500 4,000 4,500

5,000 5,500 6,000 6,500

7,000 7,500 8,000 8,500

9,000 9,500 10,000 10,500

11,000 11,500 12,000 12,500

13,000

FLIGHT LEVEL

NUMBER

150 155 160 165

170 175 180 185

etc. etc. etc. etc.

up to 235 up to 240

270

NA

280

NA290 300

up to 410 up to 400

then 450, 490 etc. the 430, 470 etc.


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FIHI 16 OCT 14 21

AD 1 AERODROMES/HELIPORTS - INTRODUCTION

AD 1.1 AERODROMES/HELIPORTS AVAILABILITY

1. LOCAL TRAFFIC REGULATIONS

1.1 Aerodrome Procedures1.1.1 Pilots are to maintain a continuous listening watch on the nominated

frequency for the aerodrome, or on 118.1 MHz if there is no nominated frequency.

1.2 Position Reporting on Departure1.2.1 Pilots are required to make a departure report as soon as practicable after

take-off on the nominated HF frequencies to Rarotonga Tower or Rarotonga FlightService.


22 16 OCT 14 FIHI

East Timor

EAST TIMOR

ENR 1. GENERAL RULES AND PROCEDURES


1. GENERAL1.1 The rules and procedures applicable for the management of air traffic in East

Timor generally conform to the provisions of ICAO Annexes 2 and 11 and, PANS-OPS Doc 4444.

1.2 Aircraft in flight or operating in the movement area of an aerodrome shallcomply with the General Rules as defined in Annex 2. Additionally, aircraft in flightshall comply with the Instrument Flight Rules (IFR) or Visual Flight Rules (VFR).Aircraft operating between the hours of sunset and sunrise shall comply with IFRunless specifically authorised by CAD to conduct the flight under VFR.

1.3 All flights intending to operate into East Timor airspace/airports require CADapproval except operators who have CAD authorisation to operate regularcommercial flights.

1.4 Requests for flight approval should be made using the Flight ApprovalRequest Form, which can be downloaded from the website http://www.timor-leste.gov.tl/CAA/flightrequest.pdf or contact RAAF AIS. Prior to operation a flight plan must be submitted.

2. AIR TRAFFIC CONTROL CLEARANCE2.1 ATC clearances authorise flight in the manner specified to the first point at

which the flight would leave controlled airspace and, in the case of arriving aircraft,from the first point at which the flight enters controlled airspace.

2.2 Procedures permitting, ATS units will clear departing international IFR flightsfor the entire route to the aerodrome of first intended landing.

2.3 When prior coordination with Australian and Indonesian ATS units is notpossible, ATS units will clear departing international flights to a level not aboveFL240 and will request aircraft to establish HF communications with Brisbane Radioor Ujung Pandang FIS on the frequencies stated below and, forward departure timeand estimates for the designated reported points and, obtain clearance.

Brisbane Radio: 3470, 6556, 11396, 13318, 17907Ujung Pandang FIS: 3470, 6556, 11396


FIHI 16 OCT 14 23

East

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3. VISUAL APPROACHES3.1 The captain of an IFR flight may request clearance to execute a visual

approach provided the following conditions can be met:

a. the prevailing weather conditions will enable the captain to maintaincontinuous visual reference to terrain;

b. the reported ceiling at the aerodrome is at or above the approved initialapproach level for the facility; and

c. the captain has reasonable assurance that the visual approach and landingcan be completed.

3.2 Visual approaches are subject to ATC approval and ATS units may issue levelrestrictions to aircraft making visual approaches for the purpose of separation withother arriving and departing aircraft.

4. ENGINE START UP PROCEDURE4.1 Captains shall request approval from ATS units prior to starting engines to

enable the ATS units to coordinate ATC clearance with neighbouring ATS units or tobe advised of delay.

5. SEPARATION5.1 Separation of aircraft operating within controlled airspace is applied in

accordance with the minima specified in ICAO PANS-RAC Doc 4444.

5.2 Separation between aircraft operating in the vicinity of an aerodrome may bereduced by ATS units under the following circumstances:

a. the controller has the aircraft concerned in sight and can ensure adequateseparation; or

b. aircraft concerned are continuously visible to the captains concerned and thecaptains report that they can maintain their own separation; or

c. the captain of a following aircraft reports that he/she can keep the precedingaircraft continuously in sight and can maintain his/her own separation withthe preceding aircraft.

5.3 Separation of aircraft is based on:

a. captains’ estimated or actual times over designated reporting points;b. DME distance readings; andc. visual sightings.

5.4 Captains shall notify ATS units of revisions of three (3) minutes or more toestimates.


24 16 OCT 14 FIHI

East Timor

6. ESSENTIAL TRAFFIC INFORMATION6.1 Essential traffic is that controlled traffic to which the provision of separation by

an ATS unit is applicable, but which, in relation to a particular flight is not, or will notbe separated from other controlled flight by the appropriate separation minimum.

6.2 When passing essential traffic information ATC will provide details of theaircraft concerned including:

a. flight direction and cruising level;b. estimated or actual position;c. relative bearing in terms of the 12 hour clock; andd. if relevant, the wake turbulence category.

7. RADIO COMMUNICATION FAILURE PROCEDURES7.1 Captains shall adopt the ICAO communication failure procedure and shall

take note of circuit procedures established at the airports.

7.2 No signalling lamps are installed in aerodrome control towers. Clearance toland will be indicated by the switching on of the runway lights where installed.

8. TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA)8.1 Pilots operating in Class G airspace are required to monitor the following

frequencies and make traffic information broadcasts (TIBA) in accordance with ICAOprocedures to maintain flight safety. Frequency monitoring and broadcasts shall beconducted as follows:

9. COMMUNICATION LIMITATIONS9.1 VHF coverage over the East Timor landmass is limited at low levels due to

terrain and this is likely to affect two-way radio communications between ATC andaircraft. Pilots are encouraged to transmit blind position reports and intentions toATC when two-way communications cannot be established.

9.2 The terrain also limits the operational coverage of the radio navigationfacilities.

At and above 10,000FT Timor Common High on 123.45 MHZ

Below 10,000FT Timor Common Low on 127.1 MHZ


FIHI 16 OCT 14 25

East

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ENR 1.2 VISUAL FLIGHT RULES AND SPECIAL VFR FLIGHTS

1. GENERAL1.1 VFR flights shall not be conducted above FL200 in all airspace or at transonic

and supersonic speeds unless approved by CAD.

1.2 VFR flights between sunset and sunrise are not permitted in all airspaceunless specifically approved by CAD.

1.3 Captains of VFR flights flight planned to operate at a specific height aboveground level (example 500FT AGL) shall, before operating in controlled airspace,request clearance to maintain a specific altitude for that portion of the flight that willbe conducted within controlled airspace to enable ATC to ensure separation with IFRaircraft unless authorised by ATC to operate otherwise.

1.4 ATC will suspend VFR operations within an ATZ/CTR when visibility fallsbelow 5KM or the reported cloud ceiling is below 1500FT.

1.5 The captain of an aircraft operating under VFR in controlled airspace shall notenter IMC without first obtaining ATC clearance to:

a. operate as a Special VFR flight if operating within a control zone; orb. change to comply with instrument flight rules provided the captain holds a

current instrument rating and the aircraft is appropriately equipped.

1.6 Until such time clearance is given the captain in paragraph 1.5 above mustremain in visual meteorological conditions. If change to IFR is approved the captainshall communicate changes to the current flight plan and proceed in accordance withair traffic control clearance.

1.7 VFR flights shall comply with the provisions of ICAO Annex 2 when:

a. operated within Class C airspace;b. forming part of the aerodrome traffic at controlled aerodromes; orc. operated as Special VFR flights.

2. SPECIAL VFR FLIGHTS2.1 By day when VMC does not exist, ATC may upon pilot request authorise

Special VFR flights to enter, leave or operate within a CTR provided suchauthorisation does not unduly delay an IFR flight.

2.2 Special VFR is not permitted for fixed wing aircraft when visibility falls below5KM and for helicopters when visibility falls below 2KM.

2.3 Special VFR flights will be provided with separation with IFR flights and withother Special VFR flights. ATC will normally approve one Special VFR flight at anyone time.


26 16 OCT 14 FIHI

East Timor

2.4 Special VFR flights where authorised will not normally be assigned a specificaltitude and will be instructed to remain clear of cloud and in sight of the surface. Forseparation purposes however ATC may instruct a Special VFR flight to operate notabove a specified altitude.

2.5 Before requesting clearance to operate under Special VFR clearance thecaptain shall take into consideration prevailing weather conditions including visibility,terrain and any restrictions of his/her license.

2.6 A pilot authorised to fly under a Special VFR clearance shall remain clear ofcloud and in sight of the surface at all times.

ENR 1.3 INSTRUMENT FLIGHT RULES (IFR)

1. COMPLIANCE1.1 IFR flights shall be conducted in compliance with the provisions of ICAO

Annex 2.

2. MINIMUM LEVELS2.1 Aerodrome operating minima are not established at airports. Minimum Sector

Altitudes (MSA) are established within 25NM radius of a radio navigation aid servingan airport. No minimum IFR altitudes/levels are established for the Lower ATSroutes.

2.2 Except when necessary for takeoff or landing or except by permission fromthe CAD, an IFR flight shall not be flown below the minimum flight altitude whereestablished, or where no such minimum flight altitude has been established:

a. at a level which is at least 2,000FT above the highest obstacle within aradius of 8KM of the estimated position of the aircraft over high terrain or inmountainous areas;

b. at a level which is at least 1,000FT above the highest obstacle located within8KM of the estimated position of the aircraft.

3. OUTSIDE CONTROLLED AIRSPACE3.1 When operating outside of controlled airspace but within or into designated

areas or along designated air routes, IFR flights shall establish and maintain alistening watch on the appropriate radio frequency to facilitate the provision of flightinformation, alerting and search and rescue services and, shall report position asspecified in ICAO Annex 2.


FIHI 16 OCT 14 27

East

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ENR 1.4 ATS AIRSPACE CLASSIFICATION

1. CLASSIFICATION OF AIRSPACE1.1 The ICAO ATS airspace classification system is adopted. East Timor airspace

is classified and designated as follows:Class CIFR and VFR flights are permitted. All flights are subject to air traffic control

service and are separated from each other.Class GIFR and VFR flights are permitted and receive flight information service.

1.2 Airspace Class C is designated as controlled airspace. Controlled airspace isdefined as airspace of defined dimensions within which air traffic control service isprovided. The Dili CTR is designated Class C airspace.

1.3 The remaining East Timor airspace is designated Class G airspace and isuncontrolled airspace. In Class G airspace flight information service may be providedsubject to communications limitations.

1.4 The requirements for each class of airspace are shown in the following table.

Class Type of flight

Separation provided

Service provided Speed limitation

Radio COM requirements

ATC clearance

C

IFRIFR from IFRIFR from VFR

ATC service N/A Continuoustwo-way Yes

VFR VFR from IFR

1. ATC service for separation from IFR.2. VFR/VFR traffic information (and traffic avoidance advice on request)

250KTS IAS below 10,000FT

AMSL Continuoustwo-way Yes

G IFR/VFR Nil FIS

250KTS IAS below 10,000FT

AMSL

Yes No


28 16 OCT 14 FIHI

East Timor

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES.

1. GENERAL1.1 Instrument Holding and Approach procedures for radio navigation aids are

designed and published in accordance with the provisions of ICAO Doc 8168.

1.2 No SIDs or STARs are published.

1.3 Captains operating flights under IFR into airports shall conduct instrumentapproaches in accordance with the published procedures for that aid(s) serving theairport. Captains shall not use “user-defined” GPS procedures in place of publishedprocedures to conduct instrument approaches.

1.4 Instrument approaches shall not be conducted when local QNH is notavailable. Approach and landing shall be conducted only under VMC when localQNH is not available.

2. ARRIVING FLIGHTS2.1 ATC will normally clear an arriving IFR flight to the radio navigational aid

associated with the destination aerodrome upon first contact. This will be theclearance limit. When the aid is unavailable the clearance limit will be theaerodrome.

2.2 An arriving IFR flight making an approach into an aerodrome and conformingto a published instrument procedure shall not descend below the MSA publishedwithin 25NM and 10NM for the facility until it has arrived over the facility except whencomplying with the requirements for a visual approach.

2.3 The MSAs published within 25NM and 10NM provide 1,000FT obstacleclearance. Aircraft within 25NM and 10NM may use the applicable MSA. Pilots shallhowever take note that some sector MSAs are lower than the 10NM MSA.

2.4 Aircraft intending to conduct an abbreviated VOR/DME arc procedure mustjoin the procedure at or before the IAF at an altitude not below the published MSAprovided cleared to do so by ATC.


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1. BASIC ALTIMETER SETTING PROCEDURE

1.1 General1.1.1 The Transition Altitude is 11,000ft and the Transition Level is FL130

throughout East Timor.

1.1.2 Vertical displacement of aircraft based on QNH datum is expressed in feet,e.g. “Three Thousand”. Vertical displacement based on 1013.2 hPa (29.92 in) datumshall be expressed as “Flight Level”.

1.1.3 Vertical position of aircraft shall be expressed in terms of altitudes at orbelow the Transition Altitude and in terms of flight levels at or above the TransitionLevel. While passing through the Transition Layer vertical position shall beexpressed in terms of flight levels when climbing and in altitudes when descending.

1.1.4 ATC will provide QNH whenever a change is observed. No Area QNH isavailable.

1.2 Take-off and Climb1.2.1 ATC provides QNH altimeter setting at engine start up or with taxi clearance

to departing aircraft.

1.3 Vertical Separation - En Route1.3.1 Vertical separation during en route flight is expressed at all times in terms of

flight levels.

1.4 Approach and Landing1.4.1 ATC provides QNH altimeter setting upon initial contact to arriving aircraft.

QFE is not provided.

1.5 Missed Approach1.5.1 The relevant portions of paragraph 1.1.3, sub-section 1.2 and sub-section

1.4 shall be applied in the event of a missed approach.


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2. TABLE OF CRUISING LEVELS2.1 Cruising altitudes and levels for IFR and VFR flights shall be selected in

accordance with the Table below whether operating within controlled or outsidecontrolled airspace.

2.2 The use of flight levels 115, 120 and 125, which are within the TransitionLayer, is not permitted.

2.3 Cruising or holding within the Transition Layer is not permitted.

IFR AND VFR CRUISING LEVELSTrack from 000° to 179°Altitude or Flight Level

Track from 180° to 359°Altitude or Flight Level

IFR VFR IFR VFR

1000300050007000900011000FL130FL150FL170FL190FL210FL230FL250FL270FL290FL330FL370FL410FL450FL490

-3500550075009500FL115FL135FL155FL175FL195FL215FL235

2000400060008000

10000FL120FL140FL160FL180FL200FL220FL240FL260FL280FL310FL350FL390FL430FL470FL510

-450065008500

10500FL125FL145FL165FL185FL205FL225


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ENR 1.10 FLIGHT PLANNING

1. SUBMISSION OF FLIGHT PLANS1.1 IFR and VFR flights intending to operate in East Timor airspace shall submit

to the appropriate ATS unit a flight plan in accordance with ICAO Annex 2 andDoc 4444 prior to operating unless specifically exempted by CAD from submittingflight plans.

1.2 A flight plan may be filed up to 120 hours (5 days) prior to the Estimated OffBlock Time (EOBT) at the earliest, but no later than 60 minutes prior to EOBT.

1.3 It is the responsibility of the aircraft captain to ensure prior to commencementof flight, that he/she has all the necessary information appropriate for the intendedoperation including the condition of the departure, destination and alternateaerodrome(s) and, availability of facilities and services to ensure that the flight canbe conducted in a safe manner.

2. CHANGES TO FLIGHT PLAN2.1 Changes to a flight plan that has been submitted including a delay of 30

minutes or more to the ETD, shall be notified to the ATS unit concerned.

2.2 When a flight is cancelled, the appropriate ATS unit shall be informedimmediately.

3. FLIGHT PLANNING BETWEEN EAST TIMOR AND AUSTRALIA3.1 To facilitate flights between Australia and East Timor ATS routes Z10, Z69

and Z86 have been established and, W33 extended from BACAU to ELBIS belowFL245. These are detailed in ERCI.

3.2 Flights between Australian airports and East Timor shall route via DarwinVOR in accordance with table below. Captains shall take note of the one-wayroutings within East Timor airspace and shall not flight plan in the opposite direction.Routings other than that specified herein is subject to specific approval of Australianand East Timor ATS units.


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3.3 Notwithstanding that segments of these Lower ATS routes are in uncontrolledairspace, aircraft entering/leaving East Timor airspace shall flight plan along theseroutes only for separation and safety purposes.

4. FLIGHT PLANNING BETWEEN EAST TIMOR AND OECUSSI4.1 A two way coastal route as defined below for UNMISET flights operating

between East Timor and the Oecussi enclave has been established:Route: DIL-OTORA-ABM Batugade-ABM Wini-OecussiFlight rules: VFROperating height: SFC to 7,000FT

4.2 Flights planned to operate between Suai aerodrome and Oecussi aerodromeshall join/leave the above route at OTORA.

4.3 Aircraft operating between East Timor and the Oecussi enclave shallestablish and maintain communications with Kupang FIS on HF 8882 while transitingIndonesian airspace.

Sector Planned FL Routing Remarks

East Timor to Darwin

WPDL-YPDN Above FL240 DIL-W33-BACAU One-way DIL to ELBIS

WPDL-YPDN At or below FL240 DIL, LIZZA, Z10, ALEXA One-way DIL, LIZZA to ALEXA

WPEC-YPDN All levels BACAU, W33, ELBIS, B583

Nil

WPDB-YPDN All levels KIKEM, IKUMA, J61 Nil

Darwin to East Timor

YPDN-WPDL Above FL240 J61, IKUMA, Z86, DIL One-way IKUMA to DIL

YPDN-WPDL At or below FL240 JULIE, Z69, SELVA, DIL One-way SELVA to DIL

YPDN-WPDB All levels J61, IKUMA, KIKEM Nil

YPDN-WPEC All levels B583, ELBIS, W33, BACAU

Nil


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ENR 2. AIR TRAFFIC SERVICES

1. GENERAL1.1 For East Timor airspace lateral and vertical limits consult ERCI.

ENR 3. ATS ROUTES

1. GENERAL1.1 Consult ERCI for current operational information on ATS routes.

ENR 3.4 HELICOPTER ROUTES

1. TRACKING REQUIREMENTS1.1 No specific routes are established. However, helicopters from/to Dili

International airport/Heliport shall track via the following reporting points:a. Departing westbound via WHISKEY (S08 33.4’ E125 25.8’)b. Departing eastbound via JULIET (S08 31.2’ E125 36.5’)c. Arriving from west via HOTEL (S08 35.2’ E125 29.3’)d. Arriving from east via TANGO (S08 34.1’ E125 37.5’)e. Departing/arriving to/from south via SIERRA (S08 35.7’ E125 31.8’) or ZULU

(S08 36.0’ E125 35.5’) as appropriate.


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ENR 5. NAVIGATION WARNINGS

ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS1.1 Each Restricted Area is assigned a reference identifier, e.g. WPR 01.

1.2 The lateral and vertical limits, the type of activity, controlling authority andcontact details are given in the table below.

1.3 Pilots should take note that because of communications limitations anddifficulties ATC may not be able to issue warnings to an aircraft that is reported by acontrolling authority as having strayed into a Restricted Area.

1.4 No Danger or Prohibited Areas are established in East Timor.

Table 1.1: RESTRICTED AREAS

Identification, Name and Lateral Limits

Upper Limit Activity Period Activity type & Controlling AuthorityLower Limit

1 2 3 4WPR 01 ‘TACITOLO’Area bounded by a circle radius 1NM centred on S08 34.0E125 29.0

1,500 AMSLSFC

Daily H24 Area active with small arms firing. Controlling authority UNMIT

WPR 15 ‘HERA’Area bounded by:S08 30.4 E125 38.6, S08 30.4 E125 39.4, S08 31.6 E125 39.4, S08 31.6 E125 38.6

1,000 AGLSFC

Daily 2300-0830 Small arms firing. Controlling authority UNMIT


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AD 1. AERODROMES/HELIPORTS – INTRODUCTION

AD 1.1 AERODROME/HELIPORT AVAILABILITY

1. GENERAL CONDITIONS OF AVAILABILITY AND USE

1.1 General1.1.1 The East Timor government owns all aerodromes including in the Oecussi

enclave and the Dili Heliport. Aerodromes/heliport operating hours are restricted todaylight hours as published.

1.1.2 The CAD operates Dili International/Presidente Nicolau Lobato airport.

1.1.3 Dili International/Presidente Nicolau Lobato is designated as aninternational airport. However, Dili International/Presidente Nicolau Lobato presentlyis the only airport authorised by CAD for regular commercial operations on a charterbasis.

1.1.4 Operators intending to operate international flights to Baucau airport,including flights in support of UNMIT or others, must obtain prior approval from theCAD, which will consider requests on a case-by-case basis. Operators must conductoperations in accordance with the approved slot time and, are responsible to maketheir own arrangements with and obtain prior approval of the relevant East Timorborder control agencies.

1.1.5 A number of airstrips and helicopter landing sites exist throughout EastTimor but these have not been assessed as suitable for civil aircraft operations.

1.1.6 Due to lack of taxiways at the airports pilots after landing are required tobacktrack and taxi on the runway to proceed to aprons and, likewise to position fortakeoff.

1.1.7 No visual signals are available at the airports.

1.1.8 No friction measuring devices are available for measuring runway surfacefriction.

1.1.9 East Timor has high and rugged terrain. High terrain and obstructions existclose to the airports. Most obstructions are unmarked or unlit. Captains mustexercise caution especially when conducting circling approaches or operating in lowvisibility conditions.

1.1.10 Aerodrome operating minima are not established. Operators shallestablish aerodrome operating minima for each of the aerodromes to which theyoperate into in accordance with the provisions of ICAO Annex 6, Part 1.


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1.2 Landings Made at Other Than Dili Aerodrome1.2.1 If a landing is made at other than Dili aerodrome or a designated alternate

aerodrome, the aircraft captain shall report the landing as soon as practicable to theimmigration, customs and health authorities. This notification may be through anyavailable communication facility.

1.2.2 The aircraft captain shall ensure that:

a. if pratique has not been granted to the aircraft at the previous landing,contact between passengers/crew and other persons is avoided;

b. cargo, baggage and mail are not removed from the aircraft.

2. NIGHT OPERATIONS

2.1 General2.1.1 Night operations generally are not permitted at the aerodromes. However,

the CAD may permit night operations for emergency purposes only, such as forurgent medical evacuation or mercy flights, and training flights at Dili International/Presidente Nicolau Lobato.

2.1.2 Night operations where permitted are undertaken at the sole discretion ofthe operator and the CAD shall not be held liable for any incident or accident arisingfrom such operations.

2.2 Emergency/Mercy Flights2.2.1 Operators intending to conduct emergency night operations should give as

much prior notification as possible to CAD of their intentions including stating anyrequirement for air traffic control and aerodrome services and, obtain approval.

2.2.2 When circumstances do not permit prior notification to CAD, operators shallnotify Dili aerodrome authority the following day of any emergency flight operationsincluding positioning flights conducted the previous night.

2.2.3 Pilots shall comply with the following requirements as appropriate withrespect to airways clearance for departing international flights when arrangementshave not been made for local Air Traffic Services:

a. Contact Brisbane Radio on HF before departure providing flight details andobtain airways clearance; or

b. Contact Ujung Pandang ATSU on +62 411 553082 or +62 411 553083before departure for airways clearance to enter Ujung Pandang FIR.


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2.2.4 Pilots shall comply as appropriate with the regulations of the State of theOperator when conducting emergency night operations at Dili aerodrome. Theaircraft captain should preferably have previous experience in daytime operationsinto Dili aerodrome and be familiar with the routes and terrain conditions.Additionally, the following must be complied with:

a. flights shall be flown under IFR;b. ICAO requirements for lowest safe altitudes;c. adequate fuel for diversion purposes;d. runway inspection prior to take-off and landing; ande. arrangements with the border control agencies for approval.

2.2.5 Aircraft captain are responsible to assess and ensure that each emergencynight operation can be conducted in a safe manner.

2.3 Night Training2.3.1 CAD may approve night training flights in the Dili CTR/aerodrome to enable

flight crew to maintain their proficiency. Operators wishing to conduct night trainingshall make a request to CAD and comply with all conditions stated in the approval.

3. PARKING SPACE3.1 Aircraft parking space at the airports is limited. Overnight parking at Dili

International/Presidente Nicolau Lobato is subject to specific approval from CAD.Requests for overnight parking shall be included in the request for flight approval.


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FIJIENR 1. GENERAL RULES AND PROCEDURES


1. OCEANIC PROCEDURES

1.1 Nadi FIR Air to Air Frequency1.1.1 Frequency 123.45 MHZ is the approved air to air VHF channel. This

frequency is to be used for flights operating over remote and oceanic areas out ofrange of VHF ground stations to exchange necessary operational information and tofacilitate the resolution of operational problems.

1.2 Special Procedures for In-Flight Contingencies1.2.1 These procedures, applicable within the ICAO PAC Region, are intended

for guidance. Although all possible contingencies cannot be covered, the followingprocedures, applicable to subsonic aircraft, provide for situations such as inability tomaintain assigned level due to weather, aircraft performance or pressurisationfailure. They are applicable when rapid descent, turnback, or both are required. Thepilot's judgement shall determine the sequence of actions taken, having regard to thespecific circumstances.

1.3 General Procedures1.3.1 If an aircraft is unable to continue flight in accordance with its ATC

clearance, a revised clearance must, whenever possible, be obtained prior toinitiating any action, using the radiotelephony distress or urgency signal asappropriate.

1.3.2 If prior clearance cannot be obtained, an ATC clearance shall be obtainedat the earliest possible time and, until a revised clearance is received, the pilot shall:

a. if possible, deviate away from an organised track or route system;b. establish communications with and alert nearby aircraft by broadcasting, at

suitable intervals: flight identification, flight level, aircraft position, (includingthe ATS route designator or the track code) and intentions on the frequencyin use, as well as on frequency 121.5 MHZ (or, as back-up, the VHF inter-pilot air to air frequency 123.45);

c. watch for conflicting traffic both visually and by reference to AirborneCollision Avoidance System (ACAS) (if equipped); and

d. turn on all aircraft exterior lights (commensurate with appropriate operatinglimitations).


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1.4 Special Procedure1.4.1 If unable to comply with the provisions of paragraph 1.3.1 the aircraft should

leave its assigned route or track by turning 90° to the right or left whenever this ispossible. The direction of turn should have regard to the need to maintain adequatelateral spacing from adjacent routes.

1.5 Subsequent Action1.5.1 An aircraft able to maintain its assigned level should, nevertheless, climb or

descend 500FT while turning to establish and maintain a track laterally separated by25NM from its assigned route or track. An aircraft not able to maintain its assignedlevel should start descent while turning to establish and maintain a track laterallyseparated by 25NM from its assigned route or track. For subsequent level flight, alevel should be selected which differs by 500FT from those normally used.

1.6 RVSM Airspace1.6.1 Reduced Vertical Separation Minima (RVSM) has been implemented in the

Nadi FIR between FL290 and FL410 inclusive. RVSM is the separation of aircraft by1000FT vertically above FL290. Non RVSM-approved aircraft will be required toflight plan outside the RVSM airspace. Approval to operate in RVSM airspace will besubject to controller discretion with the objective of affording RVSM-approved aircraftpriority in RVSM airspace.

1.7 Vertical Separation Minimum (VSM)1.7.1 For the purpose of the Table of Cruising Levels:

a. VSM of 1000FT shall be applied below FL290;b. VSM of 1000FT shall be applied between FL290 and FL410 inclusive only to

approved RVSM aircraft. Non-RVSM aircraft may be permitted to operatebetween FL290 and FL410 subject to ATC approval and a VSM of 2000FT;

c. VSM of 2000FT shall be applied above FL410.

1.8 State Aircraft1.8.1 Operators of State aircraft (e.g. Military) may flight plan within Nadi FIR

RVSM airspace in accordance with the requirements of paragraph 1.8.2 (on page40). If transiting the Nadi FIR, notify the Nadi ACC of intentions prior to departure.

Note: Filing of the flight plan is not appropriate notification.


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Fiji

1.8.2 Operators requesting approval for non-RVSM approved aircraft shall:

a. if departing within the Nadi FIR, obtain approval from the Nadi ACC bytelephone, normally not more than 12 hours and not less than four hoursprior to the intended departure time; or

b. if transiting the Nadi FIR, notify the Nadi ACC after approval is received fromthe first affected centre and obtain approval from Nadi ACC prior todeparture. Filing of the flight plan is not appropriate notification; and

c. include the remarks ‘approved non-RVSM’ in field 18 of the ICAO FlightPlan.

1.8.3 Contact details for approval request or notification is as follows:

+679 672 5777 Ext 4801 FAX+679 672 4600 (Attn.: Duty Coordinator)

1.9 Position Reporting1.9.1 Charted ATS Routes. The AIREP form of report shall be used. Aircraft

must transmit Sections 1 and 3 of the AIREP at designated MET reporting points andSection 1 at other designated reporting points. Additional reports must betransmitted if so requested by ATC. For reporting points over a navigation aid, andfor those reporting points located over water 150NM or less from the terminal,aircraft shall report at the point if immediately over it. If not directly over the point, theposition report must be either in terms of true bearing and distance from the pointwhen abeam it, or, if a terminal VOR and DME can be utilised, as a distance andradial from that aid.

1.9.2 MET offices may exempt aircraft from reporting Section 3 of the AIREP ifdeparting on the same route and within two hours of a previous reporting aircraft,unless there is a special need for such reports.

1.9.3 Uncharted Routes. The AIREP form of report must be used. Flights whosetracks are predominantly east - west must transmit Section 1 of the AIREP at each5° or 10° meridian extending east or west of the 180° meridian. Flights whose tracksare predominantly north - south must transmit Section 1 of the AIREP at each 5° or10° parallel of latitude extending north or south of the equator. In either case 10°may be used if the aircraft will traverse 10° in 80 minutes or less. When so requestedby ATC, slow-flying aircraft must report position at intermediate meridians orparallels of latitude spaced at intervals of 2.5°.

1.10 Adherence to ATC approval Routes and Assigned En route Flight Levels

1.10.1 If an aircraft on a long over-water flight has inadvertently deviated from theroute specified in its ATC clearance, immediate action must be taken to regain theroute. Action must not be delayed in anticipation of obtaining a re-clearance. Even ifa level change en route is shown on a submitted fight plan, aircraft must not changecruising level without a specific ATC clearance.


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1.10.2 Pilots intending to change level while en route should request clearancefor such as far in advance of the desired time as possible, using the phrase:

“REQUEST CLIMB/DESCENT TO.... (level) AT.... (time)”.

This is particularly important when an aircraft is changing from one oceanic CTA toanother in order to provide sufficient time for coordination between the Oceanic AreaControl Centres concerned and for the ATC clearance to be issued before therequested time. Pilots must report when reaching and leaving assigned levels, andat other times when so requested by ATC.

ENR 1.2 VISUAL FLIGHT RULES

1. VFR METEOROLOGICAL MINIMA

1.1 General Meteorological Minima1.1.1 The general meteorological minima for flight visibility and distance from

cloud for VFR flight are summarised in the following table:

1.2 Exceptions to VFR Meteorological Minima1.2.1 Notwithstanding the VFR meteorological minima summarised in the table

above, a pilot of a helicopter may operate in Class G airspace with a visibility of lessthan 1,500M if operated at a speed that will give adequate opportunity to observeother traffic or any obstructions in order to avoid collisions.

Class of Airspace Distance from cloud

Flight visibility

Class D 1,500M horizontally1,000FT vertically

At or above 10,000FT AMSL 8KM.Below 10,000FT 5KM.

Class G Above 3,000FT AMSL or 1,000FT above terrain which ever is the higher

1,500M horizontally 1,000FT vertically

At or above 10,000FT AMSL 8KMBelow 10,000FT 5KM

At or below 3,000FT or 1,000FT above the terrain, whichever is the higher

Clear of cloud and in sight of surface

5KM - except as provided in the following paragraphs


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1.3 Aerodrome VFR Meteorological Minima1.3.1 Except for flight under Special VFR, a pilot is not permitted to take-off or

land an aircraft, or fly in the vicinity of an aerodrome under VFR when the flightvisibility, or the cloud ceiling, is less than the following meteorological minima:

1.4 Special VFR (SVFR) Meteorological Minima1.4.1 The pilot of an aircraft may perform a VFR operation within a control zone in

weather conditions below those prescribed for Aerodrome VFR MeteorologicalMinima, provided the operation is performed:

a. in compliance with an ATC clearance and ATC instructions; andb. clear of clouds in sight of surface; andc. only by day; andd. with the ceiling and flight visibility equal to or greater than that detailed in the

table below, except that by day helicopters may be permitted to operate inless than 1500M flight visibility if manoeuvred at a speed that will giveadequate opportunity to observe other traffic or any obstacles in time toavoid collision; and

e. in an aircraft equipped with two-way radio capable of communicating withATC on the appropriate frequency.

1.4.2 A Special VFR flight shall not be authorised when it will cause any delay toa flight operating under Instrument Flight Rules.

1.4.3 Special VFR Meteorological Minima:

1.4.4 Requests for authorisation to enter or transit a control zone as a SVFR flightmay be by radio or telephone. All requests must specify the ETA for the selectedentry point and must be made five to ten minutes before that time. Authorisation tooperate as a SVFR flight does not absolve the pilot from compliance with regulationsregarding minimum heights for VFR flight.

Ceiling Flight Visibility

All Aircraft Day 1,500FT 5KM

Ceiling Flight Visibility

All aircraft Day 600FT 1,500M


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ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

1. IFR ALTERNATE AERODROME MINIMA1.1 An aerodrome shall not be listed as an alternate aerodrome unless the

weather forecast at the time of submitting the flight plan indicates that, at theestimated time of arrival, the ceiling and visibility at that aerodrome will be at orabove the following weather minima:

a. If an instrument approach procedure with an alternate minima has beenprescribed for that aerodrome, the specified alternate aerodrome minima forthat instrument approach procedure; or

b. If an instrument approach procedure without alternate minima has beenprescribed, the following minima:1) for a precision approach procedure, ceiling of 600ft and visibility of

3000m, or 1000m more than the prescribed minimum, whichever is thegreater; and

2) for a non-precision approach procedure, ceiling of 800ft or 200ft aboveMDA, whichever is the higher, and visibility of 4000m or 1500m morethan the prescribed minimum, whichever is the greater.


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IFR Alternate Aerodrome Minima

Approach ILS Non Precision

Aircraft Category

All Categories A B C D

Labasa

VOR/DME or VOR RWY 13

NA

Matei

NDB RWY 11 NA

Nadi

ILS RWY 02 600 - 3000

TWIN NDB RWY 02 800 - 4000 800 - 5000 1000 - 6000

1100 - 7000

NDB RWY 02 NA

RNAV (GNSS) RWY 02 NA


12N VOR/DME ARC NA

Nausori

VOR/DME RWY 10 800 - 5000 1200 - 6000

NA

VOR/DME or VOR RWY 28

800 - 5000 1200 - 6000

NA

NDB/DME RWY 10 800 - 5000 1200 - 6000

NA

TWIN NDB RWY 10 800 - 5000 1200 - 6000

NA

NDB/DME or NDB RWY 28

800 - 5000 1200 - 6000

NA



Rotuma

NDB RWY 25 NA



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1. TRANSITION ALTITUDE/LEVEL1.1 The transition layer between the Transition Altitude of 11000FT and the

Transition Level of FL130 provides adequate separation between aircraft operatingon the different pressure values when the QNH is above 980hPa. However, whenthe Zone QNH is 980hPa or less, the minimum usable Flight Level above the Zoneinvolved must be FL140.

2. ALTIMETER SETTING PROCEDURES - NADI FIR2.1 Aircraft entering the Fiji domestic airspace (Vanua Sector) are required to

remain on 1013.2 hPa to the CTA boundary and then comply with normal altimetersetting procedures.

2.2 Aircraft entering the Nadi FIR from Fiji domestic airspace (Vanua Sector),must, if on QNH, change to 1013.2 hPa at the CTA boundary.


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Nadi FIR Table of Cruising Levels

Track from 000° to 179° MAGAltitude or Flight Level

Track from 180° to 359° MAGAltitude or Flight Level

IFR VFR IFR VFR

FL530 53,000 ft - - FL510 51,000 ft - -

FL490 49,000 ft - - FL470 47,000 ft - -

FL450 45,000 ft - - FL430 43,000 ft - -

Then at 4,000 ft intervals Then at 4,000 ft intervals

FL410 41,000 ft - - - -

FL390 39,000 ft - - FL400 40,000 ft - -

FL370 37,000 ft - - FL380 38,000 ft - -

FL350 35,000 ft - - FL360 36,000 ft - -

FL330 33,000 ft - - FL340 34,000 ft - -

FL310 31,000 ft - - FL320 32,000 ft - -

FL290 29,000 ft - - FL300 30,000 ft - -

FL270 27,000 ft - - FL280 28,000 ft - -

FL250 25,000 ft - - FL260 26,000 ft - -

FL230 23,000 ft - - FL240 24,000 ft - -

FL210 21,000 ft - - FL220 22,000 ft - -

FL190 19,000 ft FL195 19,500 ft FL200 20,000 ft - -

FL170 17,000 ft FL175 17,500 ft FL180 18,000 ft FL185 18,500 ft



- 11,000 ft FL115 11,500 ft FL120 12,000 ft FL125 12,500 ft

- 9,000 ft - - - 10,000 ft - 10,500 ft

- 7,000 ft - - - 8,000 ft - 8,500 ft

- 5,000 ft - - - 6,000 ft - 6,500 ft

- 3,000 ft - - - 4,000 ft - 4,500 ft

- 1,000 ft - - - 2,000 ft - -

Note 1: The levels between 11,000 ft and FL130 are not available for level flight, unless authorised byATC for flights within controlled airspace. Flights operating outside controlled airspace and under IFR mayuse any level between 11,000 ft and FL130 provided they are unable to operate outside that range, haveestablished that there is no conflict with other aircraft, and have given prior notification of the altitude to beflown to an ATS unit.

Note 2: FL130 and FL135 must not be used as cruising levels when the Zone QNH is 980 hPa or less.

Note 3: RNP strata from FL280-FL600.

Note 4: RVSM strata from FL290-FL410.


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ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES

1. RNP AND RVSM PROCEDURES

1.1 General1.1.1 Fiji has designated:

a. RNP airspace in the Nadi FIR; Lower limit FL280 Upper limit FL600; andb. RVSM airspace in the Nadi FIR; Lower limit FL290 Upper limit FL410.

1.1.2 In accordance with ICAO procedures, Fiji has implemented the 30NMlateral and 30NM longitudinal separation minima (“30/30”) in the Nadi FIR OceanicAirspace.

1.2 Approval1.2.1 RNP. RNP approval is provided by the State of Registry or State of the

Operator, as appropriate.

1.2.2 To be eligible for the application of RNP separation, aircraft must be:

a. RNP4 or RNP10 operationally approved; andb. equipped with FANS-1/A; andc. the crew trained in the use of ADS-C and CPDLC.

1.2.3 RVSM. The pilot must notify ATC whenever the aircraft no longer has therequired serviceable equipment when within, and up to 30 minutes prior to entry into,airspace where RVSM may be applied.

1.3 Flight Planning1.3.1 RNP. RNP compliance is indicated by inclusion of the letter “R” in field 10

(Equipment) of the ICAO flight plan when any portion of the flight planned routepasses through an active RNP designated airspace.

1.3.2 Operators wishing to access 30/30 separation minima must annotate:

a. “J”, “R” and “Z” in Item 10, Equipment: andb. “D” in Item 10, Surveillance Equipment; andc. “NAV/RNP4” in Item 18.

1.3.3 This information allows automated ATC systems to determine aircraftnavigational capability.

1.3.4 RVSM. RVSM approval is required for aircraft to operate within RVSMairspace; however, non-RVSM aircraft (including VFR) may request entry in-flight onan ad hoc basis. The operator must determine that the appropriate State Authorityhas approved the aircraft and that it will meet the RVSM requirements for the filedroute of flight and any planned alternate routes. The letter “W” must be inserted infield 10 (Equipment) of the ICAO flight plan to indicate RVSM approved aircraft.


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Fiji

ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT

1. TRAFFIC HOLDING FUEL ADVISORY1.1 Traffic congestion is occurring within some of Fiji’s airspace, particularly

within Nadi CTA/A, CTA/D and CTR/D. Flow control, start up delays and in flightholding may be required to allow effective air traffic management at any time, butparticularly during periods of peak demand.

1.2 Delays of 10 minutes or more may occur for arriving aircraft whenmeteorological conditions are below circling minima for the highest approachcategory aircraft.


1. SUBMITTING FLIGHT PLAN1.1 All operators are hereby notified that Filed Flight Plan Message (FPL)

submitted by FAX is not accepted by ATS until acceptance is confirmed by returnFAX. This is to guard against receipt of unreadable faxes. All FPLs submitted byFAX must include an originator’s FAX number. If no return acknowledgement isreceived within five minutes of submitting the plan by FAX, the pilot in command isrequired to ring the ATS unit to submit the FPL by other means.

2. ATS FLIGHT NOTIFICATION - USER GUIDE2.1 Flights operating in the Fiji Domestic airspace or to transit the Nadi FIR shall

include its ICAO 24 BIT address code in field 18 of its Flight Plan. If SSR Mode Sequipped include the aircraft Mode S address e.g. CODE/A519D9.

ENR 2. AIR TRAFFIC SERVICES

1. AIRSPACE1.1 For a complete description of designated airspace in this region for exercise

planning purposes, contact RAAF AIS prior to deployment for current information.

2. AIR TRAFFIC SERVICES PROCEDURES

2.1 Communication and Transfer of Responsibility Point2.1.1 All traffic entering Class G airspace from the Nadi Control Zone or Nadi

TMA and Nausori Control Zone shall change to 126.7 MHZ at the Control Zone/TMAboundary.

2.1.2 All traffic entering Class G airspace from the Nadi Control Area (CTA) shallchange to 126.7 MHZ at the CTA boundary, (E 178 10’00”).

2.1.3 All traffic vacating Class G airspace and entering a Control Zone (Class D)shall change to the appropriate approach frequency, five minutes prior to its ETA atthe zone boundary.


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Fiji

2.1.4 All traffic entering Nadi Control Area (CTA) (Class D) from Class G airspaceshall change to the Nadi Approach Control frequency, 119.1 MHZ five minutes priorto ETA at the CTA boundary (E 178 10’00”).

Note: Refer to ERCI.

2.2 Operation in the Natewa Sector2.2.1 Inbound traffic (GPS or Non GPS-equipped flight) into the Natewa Sector

shall change to 122.9 MHZ at the Natewa Sector boundary or when passing A055 ondescent, and establish contact with destination Flight Service.

2.2.2 Departing traffic (GPS or Non GPS-equipped flight) leaving the NatewaSector shall change to 126.7 MHZ at the Natewa Sector boundary or passing A055on climb.

2.2.3 All traffic operating within the Natewa Sector shall maintain primary guardon 122.9 MHZ.

2.3 Operation in Labasa Airport Traffic Zone2.3.1 Inbound traffic into Labasa shall change to 123.6 MHZ at the Airport Traffic

Zone boundary and broadcast intentions (routing/level/estimate/type of approach/etc.).

2.3.2 Departing traffic from Labasa shall notify intentions (departure procedure,etc.) to Flight Service prior to departure and broadcast any changes to intentions assoon as airborne. Flights shall change to 122.9 MHZ if operating within NatewaSector below A055, or otherwise change to 126.7 MHZ at the Natewa Sectorboundary if leaving the Sector.

2.4 En route to Vanua Levu Island2.4.1 All aircraft en route to Vanua Levu destinations from the south shall change

to 122.9 MHZ and contact the appropriate flight service unit at the Natewa Sectorboundary. Refer to sub heading 2.2 for operations within the Natewa Sector.

ENR 3. ATS ROUTES3.1 Consult ERCI for current operational information on ATS routes. For a

complete description of regional ATS routes for exercise planning purposes, contactRAAF AIS prior to exercise for current information.


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ENR 4. RADIO NAVIGATION AIDS/SYSTEMS

ENR 4.1 RADIO NAVIGATION AIDS - EN ROUTE

1. GENERAL1.1 Consult ERSR and ERSIE for current operational information on regional

navigation aids. For a complete description of regional navigation aids for exerciseplanning purposes, contact RAAF AIS for current information.


ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS

1. SPECIAL USE AIRSPACE

1.1 Prohibited Area1.1.1 Prohibited Areas are depicted on charts with a prefix FJ, designation P

(followed by a number).

1.1.2 No aircraft shall be flown within a Prohibited Area at any time.

1.1.3 The Fiji Prohibited Areas are listed in the following table:

1.2 Restricted Areas1.2.1 Restricted Areas when established are depicted on charts with the prefix

FJ, designation R (followed by a number).

1.2.2 There is no permanent restricted areas in Fiji. Temporary restricted areasare notified by NOTAM.

1.3 Danger Areas1.3.1 Danger areas are depicted on charts with the prefix FJ, designation D

(followed by a number).

Prohibited Areas

Code Name, Location

Horizontal Limits Vertical Limits

Active Controlling Authority

FJP 1 Government House

S18 08 46 E178 25 37, S18 08 49 E178 25 59,S18 09 16 E178 26 04, S18 09 12 E178 25 37, S18 08 46 E178 25 37

Surface to 2,500FT

Permanent Ministry of Home Affairs


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ENR 5.2 MILITARY EXERCISE AND TRAINING AREAS

1. MILITARY OPERATIONAL AREAS1.1 Military operational areas (MOA) may from time to time, be established to

encompass intensive military operations, including live firing. Within any portion of anactive MOA within Fiji territory, an entry clearance is required prior to entry from thedesignated controlling authority (either an ATC facility or a military agency) in thesame manner as a restricted area.

1.2 A MOA is a mandatory identification area requiring identification to thedesignated controlling authority by way of radio, datalink, telephone or another formof acceptable communication.

1.3 Military operational areas are depicted on charts with the prefix FJ,designation M (followed by a number).

ENR 5.3 OTHER HAZARDOUS AIRSPACE

1. PARACHUTE DROP ZONES1.1 Parachute drop zones are depicted on charts with the prefix FJ, designation

PDZ (followed by a number).

1.2 The Fiji Parachute Drop Zones are listed in the following table:

Parachute Drop Zones

Code Name, Location

Horizontal Limits

Vertical Limits

Frequency (MHZ)

Remarks

FJPDZ 1 Malololailai 2 NM centred on Malololailai S17 46 41 E177 11 48

Surface to 14,000FT

119.1 1 hour notification to ATS is required on duration and upper limit

FJPDZ 2 Denarau Island

1 NM centred on Denarau Island Golf Course S17 46 33 E177 22 22

Surface to 14,000FT

119.1 1 hour notification to ATS is required on duration and upper limit


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Fiji

2. PARASAILING ACTIVITY2.1 Pilots are advised that parasailing activities may take place at any hotel resort

which has suitable water areas for towing boats to operate. Vertical limits: Surface to200FT AGL.

3. LOW FLYING AREAS3.1 Low flying areas (LFA) are established to allow low level flight training by

designated agencies (normally training organisations). Pilots not associated with thedesignated agency are required to obtain a briefing and comply with any conditionsthat may be applicable to the LFA, as a result of the agreement between thedesignated agency and the landowner or lessee. A LFA is active only during daylighthours when it is being used.

3.2 LFA are depicted on charts with the prefix FJ, designation L (followed by anumber).

3.3 The Fiji Low Flying Areas are listed in the following table and depicted inFigure 1.1:

Low Flying Areas

Code Name, location


ATS unit and Frequency (MHZ)

FJL 1 Nailaga S17 29 00 E177 36 00 clockwise to S17 27 00 E177 37 00 to S17 26 00 E177 39 18 to S17 29 27 E177 39 18, thence following the tramline to S17 29 00 E177 36 00

Surface to500FT

118.5(No ATS monitoring)

Aircraft shall provide a Nadi APP a SARTIME before changing to 118.5


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4. VOLCANIC HAZARD AREAS (VHA)

4.1 General4.1.1 VHA are established to provide increased protection to aircraft in an area

where volcanic activity may be present. Operation within a VHA requires pilots tooperate in VMC by day, in order to be able to observe any volcanic ejecta or ashplume.

4.1.2 The only known Volcanic Hazard Area within Nadi FIR is an area overSanto Pekoa Island in the Vanuatu group of islands.

4.2 VHA Alert Levels4.2.1 VHA provide protection when the volcano source is at Alert Level One.

During an increase in volcanic activity permanent VHA may be increased in size withthe full extent of ash cloud being advised by SIGMET. The lateral and upper verticallimits will be amended in accordance with the following table and notification of anychange in dimensions will be via NOTAM.

4.3 Volcanic Activity Events - ATS Procedures4.3.1 All instrument flight procedures take into account the lateral and vertical

dimensions of the volcanic hazard areas at Alert Level One.

4.3.2 Following the issue of a NOTAM redefining the dimensions of a volcanichazard area, an additional NOTAM will be issued advising which ATS routes andinstrument procedures infringe the VHA. A SIGMET will be issued to advise theextent of the ash cloud at issue time and an indication of the drift trend of the ashduring the period of the SIGMET.

4.3.3 ATC will not clear an aircraft to operate on any route or procedure thatinfringes the VHA, at level 2 or above unless specifically requested by the pilot.Pilots and operators should amend flight plans as necessary.

4.3.4 Volcanic activity reports received by ATS units will be passed on to themeteorological service, accessible aircraft operators, and aircraft that may beaffected by the activity. ATC will not separate aircraft from the extent of the ashcloud, as advised by SIGMET or reported by pilots, as it is the responsibility of thepilot to evaluate the information and request an alternative route.

VHA Alert Level Dimensions

Alert Level Radius from Vent (NM) Upper LimitTwo 8 FL150

Three 16 FL330

Four 27 FL480

Five 50 FL660


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5. MANDATORY BROADCAST ZONES (MBZ)5.1 MBZ are established to provide increased protection to aircraft in areas of

uncontrolled airspace where high density or special operations may occur.

5.2 A pilot is required to transmit position and intention reports on specifiedfrequency at entry, exit and at least every 5 minutes (unless varied) while operatingwithin the MBZ. As an extra safety measure landing lights or anti-collision lights mustbe used when fitted.

5.3 Non-radio aircraft must not enter a MBZ unless they have another station,such as an ATS unit or an aircraft, broadcasting the required reports on their behalf.

5.4 The Fiji Mandatory Broadcast Zones are listed in the following table:

Mandatory Broadcast Zones

Name, Location


Frequency, Broadcast Intervals

Remarks

Natewa Sector

All that airspace bounded by: an arc 15NM radius LB VOR (S16 25 06 E179 18 54), an arc 15NM radius MT NDB (S16 41 18 W179 52 50), an arc 15NM radius Savusavu Aerodrome Reference Point (S16 47 59 E179 20 20), all joined by their common outer tangents

Surface to 5,500FT

122.9MHZ, 5 minutes

Pilots of aircraft en route to a Vanualevu destination from the South shall change to frequency 122.9MHZ and contact the appropriate Flight Service Station at the boundary


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6. VFR SPECIAL PROCEDURES AREAS (SPA)6.1 SPA have been established in some areas to encourage pilots operating

under VFR to establish communications and monitor a single VFR frequency.

6.2 SPA are not mandatory and are advisory in nature.

6.3 The Fiji VFR Special Procedures Areas are listed in the following table anddepicted in Figure 1.1:

VFR Special Procedures Area

Code Name, Location


Frequency (MHZ)

FJS 1 Mamanuca Sector

All that airspace bounded by: Nadi CTR boundary at positionS17 37 00 E177 25 00,S17 25 00 E177 25 00,S17 25 00 E177 00 00, S17 55 00 E177 00 00, S17 55 00 E177 13 30,thence North via the Coral Route Transit Lane to the Nadi CTR boundary; thence via the western side of the Nadi CTR toS17 37 00 E177 25 00

Surface to 1,200FT

118.5


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Figure 1.1: Nadi Airspace Divisions


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ENR 5.5 AERIAL SPORTING AND RECREATIONAL ACTIVITIES

1. GENERAL AVIATION AREAS (GAA)

1.1 Description1.1.1 GAA are part of a CTR or a CTA released as Class G airspace during

daylight hours to facilitate VFR operations, including glider and powered VFRactivity. Pilots are reminded that VFR training or glider flying activity is not confinedto GAA.

1.1.2 Within an active GAA pilots are not required to conform to the VFR cruisinglevels.

1.1.3 General Aviation Areas are depicted on charts with the prefix FJ,designation G (followed by a number).

1.2 Entry and Exit from GAA1.2.1 It is the responsibility of the person or organisation requesting activation of

a GAA to ensure that ATC has a contact telephone number for the requester. Pilotsof other VFR aircraft (who are not part of the organisation originally requestingactivation) wishing to utilise the GAA must seek confirmation from the appropriateATC unit that the GAA has been activated. They should also make entry and exitreports and maintain a listening watch on the applicable ATS frequency unless theGAA has been activated for a specific period for glider, hang-glider, or paraglider orany other operations.


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1.2.2 The Fiji General Aviation Areas are listed in the following table and FJG 1 isdepicted in Figure 1.1:

General Aviation Areas

Code GAA Name


ATS unit, Frequency (MHZ)

FJG 1 Tiliva S17 33 00 E177 28 18,S17 30 18 E177 30 00,S17 27 00 E177 37 00,S17 26 00 E177 39 18,S17 29 27 E177 39 18,S17 35 00 E177 33 00,S17 36 00 E177 28 18 thence to S17 33 00 E177 28 18

500FT to 4,000FT

118.5(No ATS monitoring)

Aircraft shall provide a SARTIME to Nadi APP before changing to 118.5

FJG 2 Namuka S18 07 36 E178 25 06 (NA VOR R225/DME10), S18 15 36 E178 11 18 (NA VOR R225/DME25), S18 15 30 E178 00 18 (GALOA VILLAGE),S18 08 12 E178 08 12 (NA VOR R245/DME25), S18 04 42 E178 23 54 (NA VOR R245/DME10), S18 07 36 E178 25 06 (NA VOR R225/DME10)

Surface to 3,000FT

Nausori Tower119.7


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2. VFR TRANSIT LANES

2.1 General2.1.1 A VFR transit lane is part of a Control Zone released as Class G

(uncontrolled) airspace, during daylight hours only, to allow VFR aircraft to transitthrough airspace not normally used by IFR aircraft.

2.1.2 When a VFR transit lane is active, aircraft operating under VFR may enterand operate within the lane without a clearance or reference to ATC.

2.1.3 VFR transit lanes are depicted on charts with the prefix FJ, designation V(followed by a number).

2.1.4 The Fiji VFR Transit Lanes are listed in the following table and depicted inFigure 1.1:

VFR Transit Lanes

Code Name, Location


Remarks

FJV 1 Turtle S17 45 41 E177 26 06 thence a straight line 0.5NM south of, and parallel to the extended centre line of RWY 27 to S17 44 07 E177 19 19,S17 40 10 E177 17 36 on the CTR boundary, thence along the CTR boundary to Nabila (S17 52 15 E177 16 30), Yakuilau (S17 45 30 E177 21 45), thence to S17 46 00 E177 23 00 (Nadi River Mouth), thence along the coast line to the Turtle Airways Base, thence S17 45 41 E177 26 06

Surface to 500FT

FJV 2 Victor A lane 0.5NM in width from Nadi Airport to Lololomo Beach to Tomuka

500FT to 1,500FT

To facilitate VFR training flights entry and exit from the Tiliva Training Area


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FJV 4 Kadavulailai Helicopter Lane

250 metres either side of straight linesS17 45 18 E177 27 12 (Heliport) toS17 44 09 E177 27 09 (The Bridge) to S17 43 43 E177 25 24 (abeam Labone Island) toS17 40 02 E177 18 22 (Kadavulailai Island) thence extending to and terminating at the Nadi CTR boundary

Surface to 500FT

Lanes are not available when RWY 20 is in use for landing; and RWY 02 is in use for take-off

FJV5 Tivua Helicopter Lane

250 metres either side of straight lines S17 45 18 E177 27 12 (Heliport) toS17 44 09 E177 27 09 (The Bridge) to S17 43 43 E177 25 24 (abeam Labone Island) to S17 41 37 E177 24 33 (abeam Viseisei village) toS17 41 10 E177 23 17 (abeam Vuda Marina) to S17 36 49 E177 20 51 (Tivua Island)

Surface to 500FT

Helicopters are required to pass under Victor 1 VFR Lane not above 200FT

VFR Transit Lanes

Code Name, Location


Remarks


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ENR 5.6 BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA

1. AREAS WITH SENSITIVE FAUNA

1.1 Yadua Taba World Heritage Area1.1.1 The Yadua Taba World Heritage Area (WHA) is located at approximately

200M from Yadua Island, which is off the west coast of Bua on Vanua Levu. Thearea is renowned for the Crested Iguana. Yadua Taba is declared a wildlifesanctuary and is a National Heritage Site.

1.1.2 To minimise any damage or stress to the unique wildlife in the area, pilotsare requested to avoid conducting direct flights over the WHA. Consequently, anyflights to be conducted over the WHA shall remain at least 1NM off-shore and notbelow 2,000FT.

AD 1. AERODROME/HELIPORT AVAILABILITY

1. AERODROME AVAILABILITY1.1 When operating into remote aerodromes, pilots should be cognisant of

communication difficulties, non-flight service status and that transient conditions(e.g. soft surfaces, poor braking action, long grass etc.) may not have been notifiedvia NOTAM. Pilots should carry out assessment of strip surfaces when overhead theairfield and be alert to animal incursions onto the airstrip.

1.2 The validity/expiry dates of Airport Licences issued by the Civil AviationAuthority of Fiji are available from the CAAF website: www.caaf.org.fj.


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INDONESIA



1. INTRODUCTION1.1 Aircraft in flight shall comply with the Instrument Flight Rules (IFR) or the

Visual Flight Rules (VFR).1.2 An aircraft operating between the hours of sunset and sunrise, irrespective of

weather conditions, shall comply with IFR requirements.

2. FLIGHTS WITHIN CONTROLLED AIRSPACE

2.1 Introduction

2.1.1 Separation is based on:

a. estimated or actual times over position reporting points;

b. reports of maintaining a certain radial/leaving a certain navigational aid;

c. reports of visual sighting; and

d. radar identification, position information.

2.1.2 Position reports are most commonly used to provide separation and shouldbe revised and notified to the ATC unit concerned if more than three minutes in error.

2.2 Communications and Radio Navigation

2.2.1 Standard ICAO.

3. ESSENTIAL TRAFFIC INFORMATION3.1 Essential traffic information shall be issued to controlled flights concerned

whenever they constitute essential traffic to each other. 3.2 Essential traffic information shall include:

a. the direction of flight of aircraft concerned,

b. the type of aircraft concerned, and

c. the level(s) of the aircraft concerned and estimated time of passing or if thisis not available, the estimated time of arrival for the reporting point nearest towhere they will be crossed.


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4. AERODROME AND APPROACH CONTROL SERVICE

4.1 Procedures

4.1.1 Aircraft which plan to enter, cross or operate within an Aerodrome TrafficZone, Control Zone, or Terminal Control Area shall:

a. call the aerodrome/approach control approximately 15 minutes prior to therelevant boundary,

b. report the aircraft position, level and track,

c. report the estimated time of crossing the boundary,

d. maintain a continuous listening watch on that frequency while the aircraft iswithin the zone or area,

e. navigate in accordance with the flight plan and ATC clearance, and

f. carry out any instructions received from aerodrome/approach control.

4.1.2 Aircraft operating under IFR in CTR may be cleared for a visual approach ifweather conditions permit and it is during daylight hours.

4.2 Start up Procedures

4.2.1 When ready to start engines and the aircraft doors are closed, the aircraftcaptain shall call the aerodrome control tower or Surface Movement Control andrequest start-up clearance. However, to ascertain that the flight plan level is availablethe pilot is advised to call five minutes before start-up.

4.2.2 A start-up clearance will be issued immediately if there is no delay, butwhen a delay is expected, ATC will advise the pilot of the earliest time for departureto enable the pilot to re-arrange his start-up accordingly.

4.2.3 If the parking stand number is available, the aircraft captain shall transmitthe stand number when requesting a clearance to start-up or push-back.

4.2.4 ATC may impose a clearance expiry time due to possible conflicting aircraftmovements. If the aircraft is unable to commence push-back within the specifiedtime, the clearance obtained will be invalid unless extended by ATC.


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1. BASIC VFR MINIMA

1.1 Distance from Clouds

1.1.1 Except as provided in ENR 1.7, Table of Cruising Levels in IndonesianAirspace, no person may operate an aircraft under VFR:

a. Within the Indonesia FIRs at or above 6000FT at a distance less than1000FT vertically and one statute mile horizontally from any cloud formation;

b. Below 6000FT, but not below 3000FT at a distance less than 500FT below or1000FT above and 2000FT horizontally from any cloud formation;

c. Within a Control Zone, beneath the ceiling when the ceiling is less than1500FT;

d. Outside controlled airspace above FL200 and within controlled airspaceabove FL150;

e. Between sunset and sunrise, or such other period between sunset andsunrise, as may be prescribed by the Director;

f. Outside controlled airspace at an altitude less than 3000FT above thesurface, unless the aircraft is clear of clouds.

1.2 Flight Visibility

1.2.1 Except as provided in ENR 1.7, Table of Cruising Levels in IndonesianAirspace, no person may operate an aircraft under VFR:

a. At an altitude 6000FT or above, but outside controlled airspace not aboveFL200 and within controlled airspace not above FL150, unless flight visibilityis at least five (5) statute miles.

b. At an altitude below 6000FT, but not below 3000FT above the surface unlessflight visibility is at least three (3) statute miles;

c. Outside controlled airspace below 3000FT above the surface, unless flightvisibility is at least one (1) statute mile.

However, sub-heading "1.2 Flight Visibility" does not apply to the operation of ahelicopter below 3000FT above the surface at a speed that allows the pilot adequateopportunity to see any air traffic or other obstruction in time to avoid collision.


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2. GROUND VISIBILITY2.1 Except as provided in sub-heading "3. SPECIAL VFR WEATHER MINIMA IN

CONTROL ZONES", no person may take-off or land an aircraft, or enter the trafficpattern of an aerodrome, under VFR unless ground visibility is at least three (3)statute miles.

3. SPECIAL VFR WEATHER MINIMA IN CONTROL ZONES3.1 The special minima in this paragraph apply to the operation of an aircraft

within a control zone, provided an appropriate clearance is obtained from ATC:

a. No person may operate an aircraft in a control zone under special VFRexcept clear of clouds.

b. No person may operate an aircraft (other than a helicopter) in a control zoneunder special VFR unless flight visibility is at least one (1) statute mile.

c. No person may take-off or land aircraft (other than a helicopter) in a controlzone under special VFR unless ground visibility is at least one statute mile.

ENR 1.3 INSTRUMENT FLIGHT RULES

1. ALL IFR FLIGHT

1.1 Minimum Levels

1.1.1 Except when necessary for take-off and landing, or unless otherwiseauthorised by the Director, no person may operate an aircraft under IFR below:

a. In the case of operations over an area designated as a mountainous area,an altitude of 2000FT above the highest obstacle within a horizontal distanceof five statute miles from the course to be flown; or

b. In any other case, an altitude of 1000FT above the highest obstacle within ahorizontal distance of five statute miles from the course to be flown.

1.1.2 If both the Minimum En Route Altitude (MEA) and a Minimum ObstacleClearance Altitude (MOCA) are prescribed for a particular route segment, a personmay operate an aircraft below the MEA but not below the MOCA, when within 25statute miles of the VOR concerned (based on the pilot’s reasonable estimate of thatdistance).

1.1.3 Climb to a higher minimum IFR altitude shall begin immediately afterpassing the point beyond which that minimum altitude applies, except that, whenground obstructions intervene, the point beyond which the higher minimum altitudeapplies shall be crossed at or above the applicable Minimum Crossing Altitude(MCR).


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2. IFR CRUISING ALTITUDE OR FLIGHT LEVELS

2.1 In Controlled Airspace

2.1.1 In controlled airspace aircraft under IFR shall maintain the altitude or flightlevel assigned to that aircraft by ATC. However, if ATC clearance assigns “VFRconditions on top” the aircraft should maintain an appropriate quadrantal altitude asper the cruising levels applicable to VFR flight.


1. CLASSIFICATION OF AIRSPACE1.1 ATS airspace is classified and designated in accordance with the following:

a. Class A. IFR flights only are permitted, all flights are provided with an airtraffic control service and are separated from each other.

b. Class B. IFR and VFR flights are permitted, all flights are provided with anair traffic control service and are separated from each other.

c. Class C. IFR and VFR flights are permitted, all flights are provided with anair traffic control service; IFR flights are separated from other IFR flights andfrom VFR flights. VFR flights are separated from IFR flights and receivetraffic information in respect of other VFR flights.

d. Class D. IFR and VFR flights are permitted and all flights are provided withan air traffic control service; IFR flights are separated from other IFR flightsand receive traffic information in respect of VFR flights. VFR flights receivetraffic information in respect of all other flights.

e. Class E. IFR and VFR flights are permitted, IFR flights are provided with anair traffic control service and are separated from other IFR flights. All flightsreceive traffic information as far as is practical. Class E shall not be used forcontrol zones.

f. Class F. IFR and VFR flights are permitted, all participating IFR flightsreceive an air traffic advisory service and all flights receive a flightinformation service if requested.

g. Class G. IFR and VFR flights are permitted and receive flight informationservice if requested.


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1.2 The following table details the services and requirements for the variousclasses of airspace used in the Indonesian FIRs:

ATS AIRSPACE CLASSES - SERVICES PROVIDED AND FLIGHT REQUIREMENTS

Class Type of Flight

Separation Provided

Service Provided Speed Limitation Radio Communication Requirements

Subject to ATC Clearance

A IFR only All aircraft ATC Service Not applicable Continuous two-way

Yes

B

IFR All aircraft ATC Service Not applicable Continuoustwo-way

Yes

VFR All aircraft ATC Service Not applicable Continuous two-way

Yes

C

IFR IFR from IFRIFR from VFR

ATC Service Not applicable Continuous two-way

Yes

VFR VFR from VFR

1. ATC Service for separation from IFR;2. VFR/VFR traffic information (and traffic avoidance advice on request)

250 kt IAS below 10,000 ft(3050 m) AMSL

Continuous two-way

Yes

D

IFR IFR from IFR

ATC Service, traffic information about VFR flights (and traffic avoidance advice on request)

250 kt IAS below 10,000 ft (3050 m) AMSL

Continuous two-way

Yes

VFR NIL IFR to VFR and VFR to VFR traffic information (and traffic avoidance advice on request)


Continuous two-way

Yes

E

IFR IFR from IFR

ATC Service and, as far as practical, traffic information about VFR flights

250 kt IAS below 10,000 ft (3050) AMSL

Continuous two-way

No

VFR Nil Traffic Information as far as practical


No No

F

IFR IFR from IFR as far as practical

ATC Traffic Advisory Service; Flight Information Service


Continuous two-way

No

VFR Nil Flight Information Service


No No


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1. GENERAL1.1 The holding, approach and departure procedures in use are based on those

contained in ICAO Doc 8168 - Procedures for Air Navigation Services - AircraftOperations.

2. ARRIVING2.1 IFR flights entering and landing within a terminal control area will be cleared

to a specified holding point and instructed to contact approach control at a specifiedtime, level or position. The terms of this clearance shall be adhered to until furtherinstructions are received from approach control. If the clearance limit is reachedbefore further instructions have been received, holding procedure shall be carriedout at the level last authorised.

2.2 It is important that the approaches to the patterns and the holding proceduresare carried out as exactly as possible. Pilots are strongly requested to inform ATC iffor any reason the approach and/or holding cannot be performed as required.

3. DEPARTING3.1 IFR flights departing from controlled aerodromes will receive initial ATC

clearance from the local aerodrome control tower. The clearance limit will normallybe the aerodrome of destination. Detailed instructions will be issued with regard toroutes, turns, etc. after take-off.

G

IFR Nil Flight Information Service


Continuous wo-way

No

VFR Nil Flight Information Service


No No

Note: When the height of the transition altitude is lower than 10,000 ft (3050 m) AMSL, FL100 should be used in lieu of 10,000 ft

ATS AIRSPACE CLASSES - SERVICES PROVIDED AND FLIGHT REQUIREMENTS

Class Type of Flight

Separation Provided

Service Provided Speed Limitation Radio Communication Requirements

Subject to ATC Clearance


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4. RADAR PROCEDURES

4.1 Radar Vectoring and Sequencing

4.1.1 Normally, aircraft will be vectored and sequenced from reporting points tothe approach final approach track (ILS, VOR/DME), so as to ensure an expeditiousflow of traffic. Radar vectors and flight levels/altitudes will be issued, as required, forspacing and separating the aircraft so that correct landing intervals are maintained,taking into account aircraft characteristics.

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES

1. RADAR SERVICES

1.1 Supplementary Services

1.1.1 A pilot will know whenever radar services are being provided because theradar controller will use the following call-signs:

a. Aircraft under Area Control - “Radar”

b. Aircraft under Approach Control - “Director”

1.2 Application of Radar Services

1.2.1 A pilot shall be advised when radar service is discontinued or wheneverradar identification is lost.

1.2.2 Radar control will be exercised outside controlled airspace only in respectof aircraft which are intending to enter or cross controlled airspace.

1.2.3 Radar assistance will be provided to aircraft flying outside controlledairspace at the request of the pilot. The extent to which this assistance can beprovided will be determined by the radar controller, and it should be borne in mindthat the sudden appearance of unknown aircraft on the radar display, and theinability of the radar controller to predict changes of flight paths of these aircraft mayprevent, or neutralise avoiding action. This assistance therefore cannot alwaysguarantee to provide positive separation from unknown aircraft.

1.2.4 Controlled aircraft should not be vectored into uncontrolled airspace exceptin the case of an emergency or in order to circumnavigate severe weather (in whichcase the pilot should be informed) or at the specific request of the pilot.


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1.3 Radar Separation

1.3.1 Within the coverage of primary radar in Terminal Control Areas (TMA) andControl Zones (CTR) the radar separation is 5NM.

1.3.2 Beyond the coverage of primary radar, but within the airspace covered bySecondary Surveillance Radar (SSR), radar separation is 5NM.

1.3.3 Radar separation will not be applied between aircraft holding over the samenavigational aid.

2. EN ROUTE RADAR SERVICE

2.1 Availability

2.1.1 An en route radar service is available within some areas of the Jakarta FIRand Ujung Pandang FIR.

2.2 Aircraft Transponder Failure Procedures

2.2.1 When an aircraft experiences transponder failure after departure and isoperating or expected to operate in an area where the carriage of a functioningtransponder with specified capabilities (Mode C) is mandatory, the ATS unitconcerned should endeavour to provide for continuation of the flight to theaerodrome of first intended landing in accordance with the flight plan. However, incertain traffic situations, while en-route, continuation of the flight may not bepossible, particularly when failure is detected shortly after take-off, and the aircraftmay then be required to return to the departure aerodrome or to land at the nearestsuitable aerodrome acceptable to the operator and to ATC.

2.2.2 In situations where the transponder failure is detected before departurefrom an aerodrome where it is not practical to effect a repair, the pilot shall:

a. inform ATS as soon as possible, preferably before submission of a flightplan;

b. comply with any published procedures for seeking exemption from therequirements for carriage of a functioning SSR transponder, and

c. if so required by the appropriate ATS authority, plan to proceed, as directlyas possible, to the nearest suitable aerodrome where a repair can beeffected.


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1. GENERAL1.1 The altimeter setting procedures in use generally conform to those published

in ICAO Doc 8168.

2. TRANSITION ALTITUDE/LEVEL2.1 Within Indonesia the transition altitude/level is determined by reference to

Longitude 135°E East.

2.2 Flights operating at flight levels close to the Transition Level, when the AreaQNH is below 1013.2 HPA, may in effect be operating at a height AMSL that is belowthe Minimum Safe Altitude. To ensure safety, the Minimum Safe Altitude should beconverted to a Minimum Safe Flight Level.

2.3 To convert a Minimum Safe Altitude to a Minimum Safe Flight Level, add theappropriate number of feet specified below, according to the current Area QNH:

2.4 For example, if the published Minimum Safe Altitude is 17,500FT, and theArea QNH is 960 HPA, then the Minimum Safe Flight Level would be (17,500FT + 2,000FT = 19,500FT) = FL195.

West of Longitude 135°E East of Longitude 135°EAT OR ABOVE 13,000FT

1013.2 HPA

AT OR ABOVE 18,000FT

1013.2 HPA

BELOW 11,000FT

QNH

BELOW 18,000FT

QNH

Current Altimeter Setting (HPA)

Current Altimeter Setting

(Inches of Mercury)

Adjustment Factor (Feet)

1013.2 (or higher) 29.92 (or higher) None

1012 through 997 29.91 through 29.42 500

996 through 980 29.41 through 28.92 1,000

979 through 963 28.91 through 28.42 1,500

962 through 946 28.41 through 27.92 2,000

945 through 929 27.91 through 27.42 2,500

928 through 912 27.41 through 26.92 3,000


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3. CRUISING LEVELS WITHIN INDONESIAN AIRSPACE

Note 1: Outside controlled airspace VFR is not permitted above FL200

Note 2: Within controlled airspace VFR is not permitted above FL150

TABLE OF CRUISING LEVELS

MAGNETIC TRACK

From 000 to 179 Degrees From 180 to 359 Degrees

IFR Flight VFR Flight IFR Flight VFR Flight

FL Feet FL Feet FL Feet FL Feet

10 1 000 - - 20 2 000 - -

30 3 000 35 3 500 40 4 000 45 4 500

50 5 000 55 5 500 60 6 000 65 6 500

70 7 000 75 7 500 80 8 000 85 8 500

90 9 000 95 9 500 100 10 000 105 10 500

110 11 000 115 11 500 120 12 000 125 12 500

130 13 000 135 13 500 140 14 000 145 14 500

150 15 000 155 15 500 160 16 000 165 16 500

170 17 000 175 17 500 180 18 000 185 18 500

190 19 000 195 19 500 200 20 000 N/A N/A

210 21 000 N/A N/A 220 22 000 N/A N/A

230 23 000 N/A N/A 240 24 000 N/A N/A

250 25 000 N/A N/A 260 26 000 N/A N/A

270 27 000 N/A N/A 280 28 000 N/A N/A

290 29 000 N/A N/A 300 30 000 N/A N/A

310 31 000 N/A N/A 320 32 000 N/A N/A

330 33 000 N/A N/A 340 34 000 N/A N/A

350 35 000 N/A N/A 360 36 000 N/A N/A

370 37 000 N/A N/A 380 38 000 N/A N/A

390 39 000 N/A N/A 400 40 000 N/A N/A

410 41 000 N/A N/A 430 43 000 N/A N/A

450 45 000 N/A N/A 470 47 000 N/A N/A

490 49 000 N/A N/A 510 51 000 N/A N/A


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1. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

1.1 RVSM Airspace

1.1.1 RVSM applies within the Jakarta FIR and Ujung Pandang FIR betweenFL290 and FL410 inclusive.

1.2 Non-RVSM Compliant Aircraft in RVSM Airspace

1.2.1 Non-RVSM compliant aircraft may not flight plan between FL290 andFL410 (inclusive) within RVSM controlled airspace, except for following situations:

a. The aircraft is being initially delivered to the State of Registry or Operator; or

b. The aircraft was formally RVSM approved but has experienced anequipment failure and is being flown to a maintenance facility for repair inorder to meet RVSM requirements and/or obtain approval; or

c. The aircraft is transporting a spare engine mounted under the wing; or

d. The aircraft is being utilized for mercy or humanitarian purposes; or

e. State aircraft (those aircraft used in military, custom and police services shallbe deemed state aircraft).

1.2.2 The assignment of cruising levels to non-RVSM compliant aircraft listed inparagraph 1.2.1 shall be subject to an ATC clearance. Aircraft operators shall include"STS/NON-RVSM COMPLIANT" in Field 18 of the ICAO flight plan.

1.2.3 Where necessary, RVSM matters may be clarified by contacting IndonesianAir Traffic Control on the following numbers:

a. Jakarta Area Control Centre+62 21 550 6182/6187/2590/6176

FAX +62 21 5506182

b. Ujung Pandang Area Control Centre+62 411 553082/553083/550123

FAX +62 411 553183

c. Directorate of Aviation Safety - DGCA Indonesia+62 21 3507569

FAX +62 21 3507569


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2. IMPLEMENTATION OF GNSS IN JAKARTA FIR AND UJUNG PANDANG FIR2.1 Indonesia will implement GNSS within the Jakarta FIR and Ujung Pandang

FIR as:

a. a primary means of navigation for en-route flight; and

b. a secondary means of navigation for terminal airspace and non-precisionapproaches.

3. IMPLEMENTATION OF ACAS II VERSION 7.0 WITHIN JAKARTA FIR AND UJUNG PANDANG FIR

3.1 All turbine engine aircraft of a maximum certified take-off mass in excess of5700 KG, or authorised to carry more than 19 passengers shall be equipped withACAS II (TCAS II version 7.0) when operating within Jakarta FIR and UjungPandang FIR.

4. NO PRE-DEPARTURE CO-ORDINATION (NO-PDC) PROCEDURES

4.1 Introduction

4.1.1 No Pre-Departure Co-ordination (No-PDC) procedures apply to flightsdeparting from airports within the Bali, Bangkok, Hanoi, Ho Chi Minh, Hong Kong,Jakarta, Kota Kinabalu (including Brunei), Kuala Lumpur, Manila, Phnom Penh,Sanya, Singapore, Taipei and Vientiane FIRs operating on RNAV and ATS routesover the South China Sea and Bay of Bengal.

Phraseology Related to RVSM Operations

Circumstance Phraseology*Denotes pilot transmission

In response to the phrase: (call-sign) CONFIRM RVSM APPROVED

For the pilot of a non-RVSM approved State aircraft to report non-RVSM approval status

*NEGATIVE RVSM STATE AIRCRAFT


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4.2 NO-PDC WESTERN PACIFIC AND SOUTH CHINA SEA

4.2.1 Flights participating in the No-PDC arrangement will be allocated specificflight levels depending on the flight planned routes as indicated in the table below:

4.2.2 The flight levels indicated in the table above are intended to facilitate initialdeparture only. Flight level allocation once airborne is still subject to normal ATCrequirements.

Route Allocated No-PDC Flight Levels Remarks

A339,A450

FL310, FL350, FL390 For east bound traffic

FL320, FL360, FL400 For west bound traffic

A461,B462,B472,B473

FL290, FL330, FL370, FL410 For east bound traffic


G578 FL350, FL390 For east bound traffic


L644 FL330, FL410 For south bound traffic

M522 FL310, FL350, FL390 For north-east bound traffic

FL320, FL360, FL400 For south-west bound traffic

M768 FL290, FL330, FL370, FL410 For east bound traffic


M772 FL300, FL340 until ANIPU, FL380 For north bound traffic

P648 FL310, FL350, FL390 For north-east bound traffic

FL320, FL360, FL380, FL400 For south-west bound traffic

R223 FL310, FL350, FL390 For north-east bound traffic


R590 FL290, FL330, FL370, FL410 For east bound traffic



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4.3 Unidirectional ATS Route Level Assignment - Singapore/Jakarta Sector

4.3.1 The following level assignments for aircraft operating in the Singapore/Jakarta sector on the unidirectional ATS Routes B470 and G579 will be adopted bySingapore ACC and Jakarta ACC.

4.3.2 On ATS Route G579 Jakarta ACC shall assign:a. All even flight levels plus 500FT above the minimum en route level up to and

including FL185.b. Above FL185, starting at FL220 all even flight levels up to and including

FL280.c. Above FL280, all flight levels at 1,000FT intervals starting at FL290 and up to

FL410 (inclusive), except for flights beyond Singapore where only even flightlevels shall be assigned.

4.3.3 On ATS Route B470 Singapore ACC shall assign:a. All odd flight levels plus 500FT above the minimum en route level up to and

including FL195.b. Above FL195, starting at FL210 all odd flight levels up to and including


FL410 (inclusive), except for flights beyond Jakarta where only odd flightlevels shall be assigned.


1. AIR TRAFFIC FLOW MANAGEMENT PROCEDURES - BAY OF BENGAL, SOUTH ASIA AND PAKISTAN AIRSPACE THROUGH KABUL FIR.

1.1 ATFM Objectives

1.1.1 An automated Air Traffic Flow Management (ATFM) service has beenimplemented by the States of the ICAO Asia/Pacific Region within the Bay of Bengal,South Asia and Pakistan airspace to process and regulate westbound flightsintending to transit the Kabul FIR.

1.1.2 The objectives of the ATFM service are to:a. reduce ground and en-route delays;b. maximise capacity and optimise the flow of air traffic within the area;c. provide an informed choice of routing and flight level selection;d. alleviate unplanned in-flight re-routing and technical stops; ande. assist Regional Air Navigation Service Providers (ANSP) in planning for and

managing future workload in the light of forecast increased traffic flows withinthe area.


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1.1.3 ATFM services are provided from the Bangkok Air Traffic FlowManagement Unit (ATFMU) at Bangkok ACC. The ATFMU operates H24 and utilisesthe automated web based Bay of Bengal Cooperative ATFM system (BOBCAT) tomeet its ATFM responsibilities. These responsibilities will be managed incoordination with aircraft operators and Indonesian ATC in the Jakarta FIR andUjung Pandang FIR.

1.1.4 ATFM services will be limited to the calculation, promulgation andmanagement of mandatory Allocated Wheels Up Time (AWUT) and the nominationof a Kabul FIR entry fix time, ATS Route and flight level.

1.2 ATFM ATS Routes, Flight Levels and Activity Times

1.2.1 All westbound flights intending to enter the Kabul FIR between 2000UTCand 2359UTC daily on the following routes and flight levels must obtain a specificATFM slot allocation for entry to the Kabul FIR:

1.2.2 Flights planning to enter Kabul FIR without an AWUT and entry slot(comprising flight level, ATS route and entry fix time) will be accommodated onlyafter flights with slots have been processed. Such flights should expect delayedpushback and start clearances, non-preferred routes and/or flight levels, enrouteholding and/or diversion around Kabul FIR.

1.2.3 In order to ensure availability of slots for westbound departures fromdesignated airports in northern India and Pakistan, departures from these airportsare given priority for FL280 in the slot allocation. This does not preclude these flightsfrom requesting higher flight levels with the initial slot request.

1.3 Flights Exempted from BOBCAT ATFM

1.3.1 The following flights are exempted from the ATFM procedures:

a. Humanitarian or medical flights;

b. State aircraft with Head of State on board.

1.3.2 Flights exempted from ATFM procedures shall indicate the exemption intheir flight plan as follows: Field 18 - STS/BOB ATFM EXMP.

ATS ROUTE FLIGHT LEVELS (inclusive)

A466 FL280 - FL390

L750 FL280 - FL390

N644 FL280 - FL390

G792/V390 FL310 - FL390


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1.4 BOBCAT Operating Procedures

1.4.1 All affected flights are required to submit their slot requests to the BOBCATsystem by logging onto https://www.bobcat.aero between 0001UTC and 1200UTCon the day of flight and completing the electronic templates.

1.4.2 Affected aircraft operators who do not have dedicated BOBCAT username/password access should request an application form from the ATFMU (listed inparagraph 1.10) and return it as soon as possible.

1.4.3 Affected flights shall obtain the mandatory AWUT, Kabul FIR entry time,flight level and ATS route from the BOBCAT system. The AWUT and Kabul slotallocation will enable ANSPs to tactically control westbound flights transiting theKabul FIR at specified times by assigning minimum spacing requirements atestablished gateway fix points in the vicinity of the eastern boundary of the KabulFIR.

1.4.4 The application, calculation and distribution of AWUT and Kabul FIR entryfix slot allocations will be managed via internet access to the BOBCAT system.

1.5 Slot Allocation Process

1.5.1 The slot allocation process is divided into 3 phases, namely the slot requestsubmission, initial slot allocation and finally the slot distribution to aircraft operatorsand ANSPs.

1.5.2 Slot request submission:

a. Slot requests including preferred ATS route, flight level and MaximumAcceptable Delay (MAD) should be lodged between 0001UTC and 1200UTCon the day of flight. Slot requests may subsequently be amended prior to1200UTC, which is the cut-off time. Aircraft operators are encouraged tosubmit additional slot request options in case their first choice is notavailable. This may include variations to ATS route, flight level and MAD.

b. Slot requests shall be for flight parameters that are able to be met by theflight. For example, flights requesting a slot at FL390 must be able to transitKabul FIR at FL390. Flights subsequently unable to meet slot parameters(flight level, ATS route or entry fix time) should expect non-preferred routesand/or flight levels, enroute holding and/or diversion around Kabul FIR.

c. Flights that were not allocated a slot in the initial slot allocation, are notsatisfied with the allocated slot or did not submit a slot request should selectslots from the listing of remaining unallocated slots available immediatelyafter slot distribution has been completed.


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1.5.3 Slot allocation and distribution:

a. Slot allocation will commence at the cut-off time at 1200UTC. BOBCAT willprocess and generate the slot allocation based on the information submittedin the slot requests. Notification of slot allocation will be made not later than1230UTC via the ATFMU website. Alternative arrangements for notificationof slot distribution (e.g. email, fax, telephone) should be coordinated with theATFMU.

b. After the slot allocation has been published at https://www.bobcat.aero,aircraft operators can:(1) Use the slot allocation result for ATS flight planning purposes;(2) Cancel the allocated slot; and/or(3) Change slot allocation to another available slot in the published list of

unallocated slots.

1.6 Submission of ATS Flight Plan

1.6.1 Once aircraft operators are in receipt of the slot allocation, they shall submitthe ATS flight plan using the time, ATS route and flight level parameters of theBOBCAT allocated slot.

1.7 Aircraft Captain and Operator Responsibilities

1.7.1 It is the responsibility of the aircraft captain and the aircraft operator toensure that the aircraft is ready to taxi in time to meet any required departure time.The aircraft captain shall be kept informed by their aircraft operator of the AWUT,Kabul FIR entry fix times and flight parameters (route/level) nominated by BOBCAT.

1.7.2 The aircraft captain, in collaboration with ATC, shall arrange take-off asclose as possible to the AWUT in order to meet Kabul FIR slot time.

1.7.3 The AWUT shall be included in the initial ATC clearance request.

1.7.4 The aircraft captain shall adjust cruise flight to comply with slot parametersat the Kabul FIR entry fix by requesting appropriate ATC clearances including speedvariations in accordance with published AIP requirements.

1.7.5 Prior to departure, in circumstances where it becomes obvious that theKabul slot time will not be met, a new slot allocation should be obtained as soon aspossible and via the most expeditious means. Early advice that the Kabul slot timewill be missed also enables the slots so vacated to be efficiently reassigned to otherflights.


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1.7.6 A missed slot results in dramatically increased coordination workload forATC and the pilot-in-command and should be avoided. To minimise coordinationworkload in obtaining a revised slot allocation, the following procedures arerecommended:

a. If the flight is still at the gate, coordination should take place via aircraftoperators/flight despatchers to ATFMU;

b. If the flight has left the gate, coordination to ATFMU may also take place viathe ATS unit presently communicating with the flight.

1.8 ATFM Users Handbook

1.8.1 Detailed information in respect of the ATFM operations described aboveand other pertinent information has been included in the Bay of Bengal and SouthAsia ATFM Handbook (the “ATFM Users Handbook”), available at https://www.bobcat.aero.

1.9 Contingency Procedures

1.9.1 In the event of an inability to access the ATFMU website, the ATFMU shallbe contacted via the alternative means (telephone or fax) listed in paragraph 1.10.

1.9.2 Contingency procedures for submission of slot request, including activationof Contingency Slot Request Templates (CSRT), are included in the ATFM UsersHandbook.

1.9.3 In the event of system failure of BOBCAT, ATFMU shall notify all partiesconcerned and advise that ATFM slot allocation procedures are suspended. It thisevent, all parties concerned will revert to the existing ATM procedures as applicableoutside the daily period of ATFM metering.

1.10 ATFMU contact details

1.10.1 The ATFMU may be contacted as follows:Unit Name: Bangkok ATFMU

: +66 2 287 8024/8025FAX: +66 2 287 8027

/Fax: +66 2 287 8026E-mail: [email protected]: https://www.bobcat.aero


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ENR 1.10 FLIGHT PLANNINGNo relevant data.

ENR 2. AIR TRAFFIC SERVICES AIRSPACENo relevant data.

ENR 3. ATS ROUTES

ENR 3.3 AREA NAVIGATION ROUTES

1. RNP 10 DESIGNATED ROUTES

1.1 Introduction

1.1.1 ATC apply the 60NM lateral separation minima to aircraft that are approvedfor RNP 10 operations, on the following ATS route segments within the Jakarta FIR:

1.1.2 ATC will apply 50NM longitudinal separation minima between suitablyequipped aircraft which are approved for RNP 10 operations on the following routesegments within the Jakarta FIR:

1.2 Operations by Aircraft Not Meeting RNP 10 Requirements

1.2.1 An aircraft that is unable to meet the minimum navigation requirements forRNP 10 operations must flight plan at FL280 or below. Operations above FL280 forthese aircraft will be subject to ATC approval.

L511 PKP - SBR - TARUN

L644 KIKOR - TPN - ABASA - DKI

L764 PKP - LAMOB

L895 PKP - SAPDA

N646 ATMAL - PKU

N752 ATMAL - PLB

M300 TOPIN - BULVA - OKABU - PEKDO - SALAX

N563 MEMAX - MDN - AMVIL - SALAX

P570 NIXUL - MABIX - DOLEM - KAGAS - BIRAS - PKU

P574 ANSAX - PUGER


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1.2.2 The pilot of an aircraft, not RNP 10 approved, but wishing to operate at orabove FL290 on the ATS routes specified above must indicate their levelrequirements at Item 18 of the ICAO Flight Plan as RMK/REQ FL(insert level).Approval to operate at the preferred level will be subject to ATC co-ordination andclearance. Flights that are not approved will be required to operate at FL280 orbelow or via alternative routes.

1.2.3 ATC units receiving a request for a non-RNP 10 approved aircraft tooperate on ATS routes listed in paragraph 1.1.1, at or above FL290, will coordinatewith adjacent ATC units affected by the flight. In deciding whether or not to approvethe flight, each ATC unit will take into consideration:

a. Traffic density;

b. Communications, including the non availability of normal communicationsfacilities;

c. Weather conditions en-route; and

d. Any other factors pertinent at the time.

2. RNAV 10 DESIGNATED ROUTES2.1 The following RNAV routes are designated as RNAV 10 as specified in the

ICAO Performance Based Navigation (PBN) Manual (DOC 9613):

2.2 A lateral separation minima of 50NM may only be applied between aircraft onATS routes M635 and M774 provided the aircraft are equipped in accordance withRNAV 10 navigation requirements.

2.3 A longitudinal separation of 50NM RNAV may be applied between aircraft onATS routes M635 and M774 provided the aircraft are equipped in accordance withRNAV 10 navigation requirements. In cases where distance based longitudinalseparation of 50NM could not be applied due to speed variance of succeedingaircraft, time based separation using Mach Number Technique (MNT) may beapplied between aircraft.

L504 BAVUS - PNK VOR/DME - OMEGA - ROTAN - NUGRO - AGUSI - SURIG - ARITO - MWB VOR/DME

M635 SURGA - RUSMA - SAMSU - MASRI - RAFIS - TAVIP - SUMDI - RAMPY - UDONO - BLI VOR/DME - ATMAP

M774 KADAR - YUANA - WIDIA - LAWIB - TRIBO - TANUR - PKN VOR/DME - LAMUD - KEVOK - KEONG - KIKEM


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3. AREA NAVIGATION ROUTE CONDITIONS

3.1 ATS Route M772

3.1.1 ATS Route M772 only available for traffic from Jakarta to Hong Kong ordestinations beyond Hong Kong.

ENR 4. NAVIGATION AIDSRefer to ERSR and/or TAGR.



1. PROHIBITED AREAS

2. RESTRICTED AREAS

IDENT NAME LOWER LIMITUPPER LIMIT HOURS REMARKS

WAP7 SURABAYA NAVAL BASE

SFC - FL300 H24 NAVY TRAINING AREA

WAP23 BALIKPAPAN FLARE SFC - 2,000FT H24 OIL PRODUCTION

BY PERTAMINA


WAR1 MADIUN TRAINING AREA

SFC - FL500 H24 AIR FORCE

WIR2 BUDIARTO TRAINING AREA

SFC - 6,000FT(except the area

above WID10 lower limit 3,000FT)

H24 CIVIL FLYING SCHOOL

WIR3 BATUJAJAR SFC - 7,000FT H24 AIR FORCE GUN FIRING

WIR4 ATANG SANJAYA TRAINING AREA

SFC - 6,000FT H24 AIR FORCE


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WAR6 ADISUMARMO WIRYOKUSUMO TRAINING AREA

SFC - 6000FT JO0000-1000

AIR FORCE

WAR8 ADISUTJIPTO TRAINING AREA

SFC - FL300(except the area

above WAR6 lower limit 6,000FT)

H24 AIR FORCE

WAR11 MALANG TRAINING AREA

SFC - FL200 H24 AIR FORCE

WIR13 HUSEIN TEST AREA 5,500FT - 10,000FT

H24 AIR FORCE TEST AREA

WIR14 HUSEIN TRAINING AREA

4,500FT - 10,000FT

H24 AIR FORCE

WIR15 CIBUBUR TRAINING AREA

SFC - 1,500FT MON-FRI0800-1100SAT-SUN2300-1100

WIR16 CIBUBUR TRAINING AREA

SFC - 1,500FT MON-FRI0800-1100SAT-SUN2300-1100

WAR19 UJUNG PANDANG NOTAM NOTAM AIR FORCE AND ARMY

FLYING TRAINING



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3. DANGER AREAS

4. TRAINING AREAS


WID10 TANJUNG KAIT SAR TRAINING

SFC - 3,000FT FRI 0100-0500

SAT0100-0700

SAR TRAINING

WID12 AIR DEFENCE IDENTIFICATION

ZONE

SFC - UNL H24 AIR FORCE

WID21 SIABU TRAINING AREA

SFC - FL240 JO 0100-0700

AIR FORCE

WID22 AMBAL SFC - FL300 H24 MILITARY MISSILE, GUN OR ROCKET

FIRING

IDENT NAME LOWER LEVELUPPER LEVEL HOURS REMARKS

JUANDA 1

JUANDA 1 TRAINING AREA

SFC - 3,000FT WS JUANDA FLYING

SCHOOL

JUANDA 2



SCHOOL

JUANDA 3



SCHOOL

JUANDA 4



SCHOOL


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KIRIBATI


1. UNATTENDED AERODROMES1.1 Unattended aerodromes are inspected periodically, but not necessarily prior

to an aircraft movement. Pilots must satisfy themselves that the manoeuvring areasare safe and clear, before take-off and landing. Before landing at an aerodromewhich has been notified as having work in progress on the manoeuvring areas,commanders of aircraft are to fly over the runway in use at a height of between 500to 1000FT above aerodrome level, in order to draw the attention of constructionworkers to the presence of their aircraft.

2. INSTRUMENT APPROACH CRITERIA2.1 Abemama, Butaritari and Tabiteuea North aerodrome strip width, approach

slopes and transitional slopes of these three aerodromes do not conform toinstrument approach criteria. The permitted approach height should not be less thanthe aerodrome circling minimum.

3. NIGHT OPERATIONS3.1 Night flying facilities are not available in Kiribati. Pilots must plan their flights

so as to land at their destination before the end of civil twilight, allowing sufficienttime to divert to their selected alternate, to arrive there before the end of civil twilight.

4. AERODROME BEARING STRENGTH LIMITATIONS4.1 LCNs where stated, are estimate only. Infrequent movements by heavier

aircraft may be authorised, and application for such movements should be made tothe administering authority.

5. FUEL AVAILABILITY5.1 Aircraft operators are advised that fuel stocks at aerodromes are limited, and

are based on average known consumption. Request for information regarding theavailability of fuel stocks should be made to:

a. The ManagerBP South West Pacific LtdBikenibeu, TarawaKiribati.

6. AERODROME FIRE AND RESCUE FACILITIES6.1 Limited facilities are available at international airports only. These facilities

are manned for scheduled air services by passenger carrying aircraft, when themaximum permitted all up weight of such aircraft is more than 12500 pounds.


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MALAYSIA



1. INTRODUCTION

1.1 In VMC all aircraft flying in a Control Zone (CTR), Aerodrome Traffic Zone (ATZ)and all traffic on the manoeuvring area of the aerodrome (with the exception of themarshalling area) come under Aerodrome Control. This does not, however, relievethe aircraft captain from the responsibility for avoiding collision. All flights within aCTR, between sunset and sunrise or in IMC, shall be conducted in accordance withIFR or special authorisation by ATC.

1.2 ATC clearance is an authorisation by ATC for an aircraft to proceed underspecified conditions within controlled airspaces. If for any reason an ATC clearanceis not acceptable, the aircraft captain may request an alternative clearance.

2. FLIGHT IN CONTROLLED AIRSPACE

2.1 Standard Separation in accordance with PANS-RAC DOC 4444-RAC/501/13shall be provided to all flights operating in controlled airspace, except when:

a. Aircraft are cleared to operate VMC below FL150 en route, holding, climbingor descending, during the hours of daylight;

b. Positive identification by radar of an aircraft's position is available to theappropriate ATC unit;

c. Within all TMA/CTR, and Airways, reports received from opposite directionaircraft indicate they have definitely passed each other;

d. Within the Kuala Lumpur TMA/CTR, Johor TMA/CTR and Airways for samedirection, arriving, departing and en route traffic, a succeeding aircraft cancontinuously keep a preceding aircraft in sight from the time they are1000FT vertically apart until level change is completed and verticalseparation restored; and

e. In the vicinity of an aerodrome:(1) two or more aircraft are continuously visible to an aerodrome controller

who can take positive action to ensure separation; or(2) all aircraft are continuously visible to one another and the pilots indicate

that they can maintain their own separation.


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2.2 When operating in VMC, on an IFR flight plan, the aircraft captain shall keep alookout for other aircraft to avoid collision hazard.

2.3 All aircraft operating under IFR or VFR on airways shall be equipped withappropriate two-way radio communications, suitable instruments and radionavigation apparatus appropriate to the route to be flown and the pilot shall hold aninstrument rating.

3. FLIGHTS ON AIRWAYS (AREA CONTROL)

3.1 Introduction

3.1.1 Separation is based on:

a. estimated or actual times over position reporting points; or

b. reports of visual sighting; or

c. radar identification; or

d. distance reports.

3.1.2 Position reports are most commonly used to provide separation and should berevised and notified to the ATC unit concerned if more than three minutes in error.

3.2 Communications and radio navigation requirements


3.3 Air Traffic Clearance

3.3.1 Aircraft on a flight plan specifying that the first portion of the flight will besubject to air traffic control, and that the subsequent portion will be uncontrolled,shall normally be cleared to the point at which the controlled flight terminates.

3.4 Route and Level Assignment

3.4.1 Cruise climb techniques are not permitted on all routes within the KualaLumpur and Kota Kinabalu FIRs.

3.5 Temporary Danger Areas on Airways

3.5.1 Military operations, both air and ground frequently take place within the KualaLumpur and Kota Kinabalu FIRs. Danger areas will be promulgated by NOTAM,giving the reference point, vertical extent, radius and duration of the operation.

3.5.2 Where danger areas infringe controlled airspace, the areas will not beavailable for use by civil aircraft at the levels affected.


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3.6 Aerodromes located below Airways - Special Requirements

3.6.1 Airways traffic using aerodromes located beneath an airway shall callAerodrome Control when within VHF range and, after obtaining all necessaryinformation, shall contact the ACC for descent clearance, leaving the airway asinstructed. On leaving the airway, or when clear of other airways traffic, the aircraftwill be transferred to aerodrome control for further instructions.

3.6.2 Upon request the aircraft will be cleared to remain on the airway andcommence descent from the NAVAID serving the destination aerodrome.

3.6.3 Aircraft departing from an unmanned aerodrome beneath an airway shallobtain an air traffic clearance by notifying the ACC of ETD, route and desired level asearly as possible. If the clearance is not received when ready for departure, theaircraft captain may take off but shall repeat his request and shall maintain VFRoutside the airway and obtain ATC clearance prior to entering airways.

4. AIR TRAFFIC ADVISORY SERVICE

4.1 Introduction

4.1.1 Air Traffic Advisory Service is provided in areas or airspace where it isdesirable to make information on collision hazards more effective than FIS provides,but facilities for the introduction of positive control are inadequate, or positive controlcannot be applied for some reason; for example, inability to resolve airspaceutilisation problems with other authorities concerned.

Note: Air Traffic Advisory Service is normally implemented as a temporarymeasure pending the implementation of positive control.

4.1.2 In addition to the provision of information on known traffic, Advisory Serviceoffers suggestions and advice to assist the aircraft captain to avoid collision withother aircraft.

4.1.3 Air Traffic Advisory Service does not provide for terrain clearance which is theresponsibility of the aircraft captain.

4.1.4 There is no obligation on the part of the aircraft captain to make use of thisservice and it does not therefore afford the same degree of safety and cannotassume the same responsibilities as ATC service since there may be unknown orunreported traffic operating in the advisory area or airspace.

4.1.5 The words ‘Advise’ or ‘Suggest’ will be used in advisory messages passed tothe aircraft captain by ATC. The aircraft captain shall then indicate whether heintends to comply with the advice or suggestion.


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4.2 Procedures

4.2.1 In electing to use the Air Traffic Advisory Service within specified advisoryareas and airspace, the aircraft captain shall comply with the procedures applicableto flights within controlled airspace.

4.2.2 If operating IFR in an advisory area or airspace but not electing to use the AirTraffic Advisory Service, the aircraft captain should maintain a listening watch on theappropriate frequency and notify ATC of:

a. position, true airspeed, cruising level and route, at hourly intervals; and

b. any intended change in route or cruising levels.

4.2.3 The clearance limit of a flight will be the point at which the aircraft leaves theadvisory area or airspace. Where the destination airfield is situated in an advisoryarea or airspace in the Kuala Lumpur or Kota Kinabalu FIRs the clearance limit willbe the destination airfield.

4.3 Traffic Information Broadcasts by Aircraft (TIBA) in Kota Kinabalu FIR Class G Airspace

4.3.1 TIBA procedures in Kota Kinabalu FIR are intended to assist collisionavoidance in Class G airspace. Aircraft Captains are permitted to make broadcastsof an advisory nature for the information of other pilots in the vicinity.

4.3.2 The VHF RTF frequency 133.3 MHZ is designated as the TIBA frequency tobe used for broadcasts. Where VHF is used for air-ground communications with ATSand an aircraft has two serviceable VHF sets, one should be tuned to the appropriateATS frequency and the other to the TIBA frequency.

4.3.3 A listening watch shall be maintained on the TIBA frequency 3 minutes beforeentering Class G airspace until leaving this airspace. For an aircraft taking off fromany location within Class G airspace, listening watch shall start as soon asappropriate before take-off and be maintained until leaving the airspace.

4.3.4 A broadcast shall be made:

a. 3 minutes before take-off for an aircraft taking off from any location withinClass G airspace;

b. 3 minutes before entering Class G airspace;

c. 3 minutes prior to crossing any non-ATC manned aerodrome;

d. 3 minutes before a change in flight level;

e. at the time of a change in flight level;

f. as soon as practicable after take-off; and


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g. at any other time considered necessary by the pilot.

4.3.5 The broadcast should commence with "All Stations" and follow the Australian"All Stations" broadcast.

4.3.6 Cruising Level Changes. Cruising level changes should not be made withinthe Class G airspace, unless considered necessary by pilots to avoid traffic conflicts,for weather avoidance or for other valid operational reasons.

4.3.7 When cruising level changes are unavoidable, all available aircraft lightingwhich would improve the visual detection of the aircraft should be displayed whilechanging levels.

4.3.8 Collision Avoidance. If, on receipt of a traffic information broadcast fromanother aircraft, a pilot decides that immediate action is necessary to avoid animminent collision risk, and this cannot be achieved in accordance with the right-of-way provisions of Annex 2 (to the convention on international civil aviation), the pilotshould:

a. unless an alternative manoeuvre appears more appropriate, immediatelydescend or climb 500 FT;

b. display all available aircraft lighting which would improve the visual detectionof the aircraft;

c. as soon as possible, reply to the broadcast advising action being taken;

d. notify the action taken on the appropriate ATS frequency; and

e. as soon as practicable, resume normal flight level, notifying the action on theappropriate ATS frequency.

4.3.9 Normal position reporting procedures should be continued at all times,regardless of any action taken to initiate or acknowledge a traffic informationbroadcast.


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5. FLIGHT INFORMATION SERVICE

5.1 Under this service the following information is provided to pilots by the FlightInformation Centre (FIC) or at the request of the pilot:

a. SIGMET information concerning tropical revolving storms, activethunderstorm areas, severe line squalls, heavy hail, severe turbulence,severe icing and marked mountain waves.

b. Special AIREP as available.

c. Landing Forecast (Trend Type) for Kuala Lumpur International/Sepang andSultan Abdul Aziz Shah, Subang (H24). These landing forecasts areprovided to turbine operations when approximately one hour from theaerodrome of intended landing.

d. Aerodrome Forecasts and Amended Aerodrome Forecasts are readilyavailable on request from Singapore for Kuala Lumpur (H24), Singapore(H24), and Jakarta/Soekarno Hatta (H24).

Note: Aerodrome forecasts and amended aerodrome forecasts for otheraerodromes are also provided on request but are not readily available.

e. Special deterioration and improvement reports are available for KualaLumpur International/Sepang, Sultan Abdul Aziz Shah/Subang, Penang,Kota Kinabalu and Kuching. These reports for other aerodromes are alsoprovided on request but are not readily available.

f. MET reports (routine reports for aviation) are readily available on request forKuala Lumpur International/Sepang, Kuala Lumpur/Sultan Abdul Aziz Shah/Subang, Jakarta/Soekarno Hatta, Singapore/Changi International andBangkok/Bangkok International (H24).

Note: MET reports for other aerodromes are also provided on request but are notreadily available.

g. Upper-air information - forecasts of upper winds and temperatures in theKuala Lumpur and Kota Kinabalu FIRs (dawn to dusk only) are readilyavailable on request from Kuala Lumpur and Kota Kinabalu.

h. Any other MET information - in addition, pilots may request any other METinformation they require. Every effort will be made to provide the requiredinformation with the least possible delay.

i. The state of serviceability of navigational aids.

j. The state of aerodromes and associated facilities.


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k. Any other information which might affect the safety of an aircraft, includinginformation to IFR flights and of collision risks with other known traffic,unmanned balloons and release of radioactive and toxic materials into theatmosphere.

l. Reports of pre-eruptive volcanic activity, volcanic eruption and volcanic ashclouds.

5.2 In addition, the FIC may arrange diversions of aircraft in consultation with theappropriate operating company representative.

Note: As traffic information may be based on data of doubtful accuracy andcompleteness and as it may be subject to communication delay, the FIC cannotassume any responsibility by issuing information or professing advice to aircraft in anendeavour to resolve an apparent hazardous traffic situation.

5.3 No information on positions of surface vessels is provided by the Kuala Lumpurand Kota Kinabalu Air Traffic Control Centres.

6. AERODROME/APPROACH CONTROL SERVICE

6.1 Introduction

6.1.1 Aerodrome/Approach Control issue ATC clearances, instructions andinformation to aircraft to ensure the safe, orderly and expeditious flow of air traffic.

6.1.2 In VMC all aircraft flying in a Control Zone (CTR), Aerodrome Traffic Zone(ATZ) and all traffic on the manoeuvring area of the aerodrome (with the exception ofthe marshalling area) come under Aerodrome Control. This does not, however,relieve the aircraft captain from the responsibility for avoiding collision.

6.1.3 In IMC, control of traffic on the runway in use and in the air is shared betweenAerodrome Control and Approach Control. Normally, departing aircraft aretransferred to Approach Control when airborne, whilst arriving aircraft are transferredto Aerodrome Control when properly sequenced for approach to land. The actualpoint of transfer depends on traffic conditions and is arranged between the two unitsaccordingly. Control of traffic on other parts of the manoeuvring area, with theexception of the marshalling area, is the responsibility of Aerodrome Control.


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6.2 Procedures

6.2.1 Aircraft shall call Aerodrome/Approach Control on VHF approximately 10minutes before ETA at the Zone boundary (or 20 minutes, where communicationsare on HF).

6.2.2 When an aircraft under IFR or VFR is about to enter, cross or operate within aCTR or ATZ, the aircraft captain shall:

a. Notify Aerodrome/Approach Control on the appropriate frequency of theaircraft's position, level and track;

b. Estimate time of crossing the zone boundary;c. Maintain a continuous listening watch on that frequency while the aircraft is

within the Zone;d. Navigate in accordance with the flight plan and ATC clearance;e. Carry out any instructions received from Aerodrome/Approach Control.

6.2.3 All flights within a CTR, by night or in IMC, shall be conducted in accordancewith IFR or special authorisation by ATC. However, at any time, in order to expeditetraffic, ATC may authorise flights to execute visual approaches if the pilot canmaintain visual reference to the terrain and:

a. The reported cloud ceiling is at or above the approved initial approach levelfor the aircraft so cleared; or

b. The pilot reports at the initial approach level or at any time during theinstrument approach procedure that the MET conditions are such that avisual approach and landing can be accomplished with reasonableassurance.

6.2.4 VFR flights within a CTR may be specially authorised by ATC when weatherconditions fall below the minima for VFR flights. Such flights when so authorised,shall be flown clear of cloud and in sight of the ground or water.

6.2.5 Separation shall be effected between all specially authorised flights andbetween such flights and all IFR flights.

6.3 Separation Standards

6.3.1 Vertical or horizontal separation shall be provided between:a. all aircraft operating in Class A and B airspace;b. IFR flights in Class C airspace;c. IFR flights and VFR flights in Class C airspace;d. IFR flights and special VFR flights;e. Special VFR flights.


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6.3.2 Wake turbulence separation standards will be applied as follows:

6.3.3 Aircraft captains of departing aircraft may choose to commence take-offwithout the applicable wake turbulence standard being applied. In this event thefollowing conditions shall apply:

a. The aircraft captain shall expressly initiate the request for waiver.

b. Waiver on the wake turbulence standard shall apply in VMC by day.

c. The waiver shall not apply to a LIGHT or MEDIUM aircraft taking off behind aHEAVY aircraft take-off, if the take-off by the LIGHT or MEDIUM aircraft iscommenced from a point more than 150 metres along the runway in thedirection of take-off, from the commencement point of the HEAVY aircrafttake-off.

6.3.4 When an aircraft captain accepts responsibility for wake turbulence separationfrom another aircraft, the pilot acknowledges that ATC will no longer be responsiblefor the application of wake turbulence separation standards to that specific flightoperation.

LEAD AIRCRAFT

FOLLOWING AIRCRAFT

DEPARTURE ARRIVAL DISPLACED LANDING THRESHOLD

OPPOSITE DIRECTION RUNWAY

RADAR

FULL LENGTH

INTER-MEDIATE

(Note 1) (Note 1) TIME TIME TIME TIME TIME DISTANCE (Note 2)

HEAVY HEAVYMEDIUMLIGHT

-22

-33

-23

-22

-22

456

MEDIUM HEAVYMEDIUMLIGHT

--2

--3

--3

--2

--2

--5

Note 1: For the application of wake turbulence separation, aircraft are grouped into three categories, asfollows:

a. HEAVY - aircraft types of 136,000 kg or more;

b. MEDIUM - aircraft types less than 136,000 kg but more than 7,000 kg: and

c. LIGHT - aircraft types of 7,000 kg or less.

Note 2: The minimum radar standard or the applicable wake turbulence standard, which ever is thegreater, will be applied.


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6.4 Closure of Aerodromes

6.4.1 Aircraft will not be refused permission to land or take-off from aerodromes inthe Kuala Lumpur and Kota Kinabalu FIRs solely because of adverse weatherconditions. The aircraft captain shall be responsible for operation in accordance withapplicable weather minima.

6.4.2 Aerodromes will be closed:

a. When the surface of the landing area is unfit (e.g., soft surface or dangerousobstruction on the manoeuvring area); or

b. At such other times and in conditions specified by NOTAM.

6.4.3 In an emergency an aircraft will be permitted to land regardless of thecondition of the aerodrome and aerodrome facilities, but the pilot will be advised ofthese conditions.

6.5 Air Traffic Clearances

6.5.1 All flights within a CTR, irrespective of weather conditions, require an air trafficclearance.

6.5.2 The aircraft captain of an aircraft departing from a CTR shall obtain an ATCclearance prior to departure.

6.5.3 A clearance to enter or cross a CTR will include the following information:

a. A clearance limit and holding instructions, if necessary;

b. The route to be flown; and

c. The altitude or Flight Level.

6.6 Suspension of VFR Flights

6.6.1 VFR flights shall not be permitted to take-off or land at an aerodrome within aCTR or enter the traffic pattern:

a. When the reported cloud ceiling is below 1500FT, or

b. When the ground visibility is less than 5KM.


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6.7 Start-up Procedure - General

6.7.1 The aircraft captain shall listen out on the appropriate aerodrome control/surface movement frequency as early as possible prior to starting engines inanticipation of an instruction or a message that may come from ATC. When ready tostart, ATC must be immediately advised so that there would be sufficient time for theissue of an airways clearance to the aircraft.

6.7.2 An aircraft captain intending to depart IFR from airports at which anAerodrome Control Services and/or Surface Movement Control Services areprovided shall:

a. Obtain ATC clearance from Surface Movement Control frequency/ClearanceDelivery frequency prior to starting engines;

b. On receipt of ATC clearance, obtain clearance for start up and/or pushbackback clearance from Surface Movement Control frequency within 5 minutes;

c. Obtain taxi instructions and maintain a listening watch on the prescribedSurface Movement Control frequency while taxiing;

d. Change to Aerodrome Control frequency when instructed.

6.7.3 An ATC clearance for a VFR departure may be obtained prior to the aircraftcommencing to taxi.

6.8 Start-up Procedure - South China Sea Traffic

6.8.1 To optimise traffic flow over the South China Sea routes, eastbounddepartures from Kuala Lumpur International (Sepang) flight planned along thefollowing ATS route segments will only be issued ATC clearance by Lumpur Deliverywhen the aircraft is ready for pushback and start:• R208• VPK M758• VPK M761• PADLI Y335 M758• PADLI Y336 M761

6.8.2 Flights on other routes shall obtain their ATC clearances 5 minutes prior topushback and start.


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1. GENERAL

1.1 The flight visibility and clearance from cloud criteria requirements for VFRaircraft operations in the Kuala Lumpur and Kota Kinabalu FIRs and outsidecontrolled airspace is as per Australian requirements with the following addition:

a. Class B airspace, 8KM at and above 10,000FT AMSL, 5KM below 10,000FTAMSL, clear of cloud.

2. SPECIAL VFR WEATHER MINIMA

2.1 A special VFR flight provides flexibility during Instrument MeteorologicalConditions (IMC) or between the hours of sunset and sunrise in a CTR, to a pilot whois unable to comply with Instrument Flight Rules. Special VFR flights may beauthorised to enter a CTR for the purpose of landing or to take-off and depart directlyfrom a CTR.

2.2 Special VFR flights may be authorised only when the ground visibility is not lessthan 1500 metres.

2.3 Special VFR flights must not be allowed to hinder or interfere with IFR flights andmust therefore be regarded as a concession which will be granted when trafficconditions permit. IFR flights take precedence over Special VFR flights.Authorization for Special VFR flights will depend upon traffic conditions, the extent ofthe proposed flight and whether or not air/ground communications can bemaintained.

2.4 A Special VFR clearance shall be issued only when specifically requested by apilot.

2.5 Standard separation shall be provided:

a. between IFR flights and Special VFR flights;

b. between flights operating on Special VFR clearance.

2.6 The pilot of a special VFR flight shall:

a. submit a Flight Plan or a flight notification;

b. comply with ATC instructions;

c. be responsible for ensuring that he/she flies within the limitations of his/herlicence;

d. be responsible for ensuring that he/her is able to remain clear of cloud, insight of the surface and keep clear of obstructions;

e. be responsible for maintaining the minimum safe altitude/low flyingrestrictions.


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1. GENERAL

1.1 In IMC pilots shall operate in accordance with the instrument flight rules exceptthat within a CTR, a special VFR flight may be authorised.

1.2 Flights shall be conducted in accordance with the Instrument Flight Rules (evenwhen not operating in IMC) when operated:

a. in Class A airspace;

b. above FL150 in controlled airspace;

c. above FL250 in uncontrolled airspace, except as approved by the DirectorGeneral of Civil Aviation;

d. between the hours of sunset and sunrise; or

e. within controlled airspace, more than 100NM seaward from the shoreline.

1.3 When operating in VMC, on an IFR flight plan, the aircraft captain shall keep alookout for other aircraft to avoid collision hazard.

2. Minimum Levels

2.1 Except when necessary for take-off or landing, or except when specificallyauthorised by the appropriate authority, an IFR flight shall be flown at a level which isnot below the minimum flight altitude established by the State whose territory isoverflown, or, where no such minimum flight altitude has been established:

a. over high terrain or in mountainous areas, at a level which is at least 600M(2000FT) above the highest obstacle located within 8KM of the estimatedposition of the aircraft.


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1. ATS AIRSPACE CLASSIFICATION IN KUALA LUMPUR AND KOTA KINABALU FIR

1.1 Airspace classifications have been applied in conformity with ICAO Standardsand Recommended Practices, except two-way communications is required also foraircraft in Class G airspace.

1.2 ATS airspace is classified and designated in accordance with the following:

a. Class A. IFR flights only are permitted, all flights are subject to ATC and areseparated from each other.

b. Class B. IFR and VFR flights are permitted, all flights are subject to ATC andare separated from each other.

c. Class C. IFR and VFR flights are permitted, all flights are subject to ATC andIFR flights are separated from other IFR flights and from VFR flights. VFRflights are separated from IFR flights and receive traffic information inrespect of other VFR flights. VFR speed limitation is 250 KIAS below10000FT AMSL.

d. Class G. IFR and VFR flights are permitted and receive Flight InformationService if requested. IFR and VFR speed limitation is 250 KIAS below10000FT AMSL.

Note: Where ATS airspace adjoin vertically, i.e. one above the other, flight at acommon level would comply with requirements of, and be given services applicableto, the less restrictive class of airspace. e.g. Class B airspace shall be consideredless restrictive than Class A airspace.

Airspace Levels Classification

FIR (including ATS routes) FL460FL250

A

ATS routes and TMAs FL250FL150

A

FL15010000FT

B

10000FTLower limit

C

CTRs and ATZs Upper LimitGND/SEA

C

Uncontrolled Airspace Below FL250 G


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1. GENERAL

1.1 The Standard Arrival Routes, Standard Departure Routes, Holding, InstrumentApproach, Landing and Missed Approach procedures in use throughout the KualaLumpur and Kota Kinabalu FIRs conform substantially with those contained in ICAODoc 8168-Procedures For Air Navigation Services - Aircraft Operations (PANS-OPS). Where differences exist they will be indicated on either the appropriate chartor in the Special Procedure section of the text.

1.2 An aircraft approaching an aerodrome under IFR for the purpose of making alanding, shall conform to the holding and instrument approach procedures for theNAVAIDS employed as prescribed in Terminal charts. Where procedures have notbeen prescribed, operators will submit holding and/or instrument approachprocedures to the Director General of Civil Aviation. Operators must accept fullresponsibility for such procedures and for the accuracy of any charts on which theyare portrayed.

1.3 Aircraft which enter holding patterns at altitudes in excess of the altitudeprescribed for the commencement of the instrument approach procedure may loseexcess altitude by descending in the holding pattern. Descent may be continuedduring turns.

1.4 At controlled aerodromes, when an expected approach time (EAT) is specified,the pilot may shorten his holding in order to leave the holding fix at that time. If theEAT is such that prolonged holding is anticipated, the aircraft captain may requestthat the length of the holding pattern be increased or may absorb time by otherapproved means. Where traffic permits, such requests will be granted subject tosuch conditions as may be specified due to prevailing conditions.

1.5 In uncontrolled airspace the aircraft captain may increase the length of theholding pattern if he informs the FIC of his intentions and is able to ensure obstacleclearance to approved standards.

1.6 When an aircraft making an instrument approach by day establishes continuousvisual reference with the ground or water above the minimum altitude, it maydiscontinue instrument approach. The aircraft captain shall be solely responsible forensuring obstacle clearance from the time visual flight is assumed. In all cases ATCapproval shall be obtained.


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2. CONTINUOUS DESCENT APPROACH (CDA)

2.1 Pilots are encouraged to plan their descent in a manner that will permit a CDAinto all airports in Malaysia. ATC will assist by providing timely descent clearancesconsistent with separation requirements to achieve CDA.

2.2 Aircraft shall normally be cleared via a STAR. For track shortening orlengthening for sequencing purposes, an aircraft may be radar vectored off theSTAR and subsequently be re-cleared to a point along the STAR or vectored tointercept the final approach track. When radar vectors are issued, ATC shall providean estimate of distance to touchdown. If practicable, further distance information willbe given prior to final approach.Example: "(aircraft callsign) FOR SPACING, FLY HEADING (number), (number)TRACK MILES TO TOUCHDOWN."

2.3 Pilots shall adhere to the vertical restrictions depicted on the STAR. If the aircraftis vectored off the STAR and subsequently re-cleared to a point along the STAR, theaircraft need not observe the vertical restrictions of points that the aircraft will betracking abeam of. The aircraft shall, however, adhere to the vertical restriction of thepoint that the aircraft is tracking for. These vertical restrictions can only be ignoredwhen instructed by ATC.Example: "(aircraft callsign) DESCEND TO (altitude), ALTITUDE RESTRICTIONSON THE STAR CANCELLED."Example: "(aircraft callsign) DESCEND TO (altitude), ALTITUDE RESTRICTION AT(point) CANCELLED."

2.4 Speed restrictions are to be flown as accurately as possible. Aircraft unable toconform to these speeds should inform ATC and state what speeds will be used.Traffic permitting, these speed restrictions will be lifted by ATC.Example: "(aircraft call-sign) NO ATC SPEED RESTRICTIONS."

3. STANDARD INSTRUMENT DEPARTURE (SID) CLEARANCE AND PROCEDURES

3.1 An amended SID may be issued by ATC any time up until an aircraftcommences pushback. After taxi, a SID may be cancelled but not amended exceptfor extenuating circumstances. In the case of an amended SID being issued aftertaxi, a pilot is entitled to refuse the new SID and request alternative departureinstructions. Alternative instructions could include a radar departure, trackinstructions or a visual departure onto track in VMC by day.


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1. PRIMARY RADAR

1.1 Radar Services Provided by ATC Radar Units.

Location Callsign Services provided

Peninsular Malaysia

Butterworth (RMAF)

Butterworth Approach

1. Control Service (Approach)2. Advisory Service3. Flight Information Service4. Weather Surveillance & Avoidance Service5. Final Approach Service (PAR)

Kuala Lumpur ATCC

Lumpur Control/Lumpur Director/Lumpur Approach North/Lumpur Approach South

1. Control Service (Area/Approach)2. Advisory Service3. Flight Information Service

Kuantan (RMAF)

Kuantan Approach 1. Control Service (Approach)2. Advisory Service3. Flight Information Service4. Final Approach Service (SRA & PAR RWY 36 only)5. Weather Surveillance & Avoidance Service

Langkawi Langkawi Approach

1. Control Service (Approach)2. Advisory Service3. Flight Information Service

Sabah

Kota Kinabalu ATCC

Kinabalu Radar/Kinabalu Director


Labuan (RMAF)

Labuan Tower 1. Control Service (Approach)2. Advisory Service3. Flight Information Service4. Weather Surveillance & Avoidance Service5. Final Approach Service (PAR RWY 32 only)

Sarawak

Kuching ATCC

Kuching Radar/Kuching Director



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1.2 The Application of Radar Control Service

1.2.1 Radar control service is provided to all identified aircraft operating in airspaceclassification A, B and C within the coverage of the appropriate radar sensor. Itinvolves monitoring the navigation of, or issuance of heading instructions to aircraftto ensure that positive radar separation is maintained.

1.2.2 Radar advisory service is provided to identified aircraft operating in airspaceclassification G. It involves the provision of position information to assist in itsnavigation, essential traffic information and assistance to aircraft in emergency.Aircraft receiving such service are not obliged to follow the advice given.

1.2.3 Radar Flight Information Service is provided to identified aircraft in all airspacewithin radar coverage and involves provision of flight information necessary to thesafe and efficient conduct of flights.

1.3 Weather Avoidance Advice

1.3.1 ATC may provide advice to aircraft for weather avoidance. Aircraft receivingsuch service are not obliged to follow the advice given.

1.3.2 Should an aircraft need to change heading for weather avoidance, the pilotshall obtain an ATC Clearance.

1.3.3 Should an aircraft leave controlled airspace due to weather avoidance, thepilot shall obtain an ATC clearance to re-enter controlled airspace.

1.4 Radar Separation

1.4.1 The horizontal radar separation minima shall be:Within the Kuala Lumpur FIR:

a. 3NM - (1) Within CTR and/or TMA but not more than 40NM from the radar head; and (2) Both PSR and SSR are operating.

b. 5NM - Other than the situation as specified in sub-paragraph a. above.

Within the Kota Kinabalu FIR - 5NM.

1.4.2 It is not always possible to specify a separation minima between identified andunknown aircraft considered to constitute a hazard due to unpredictable manoeuvresof the latter. However, whenever practicable, the minimum radar separation will beapplied.


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1.4.3 When radar separation is being applied, aircraft shall not deviate from track/heading without prior approval from the ATC radar unit.

1.4.4 When instructed to “RESUME OWN NAVIGATION FOR... (reporting point orwaypoint)”, the pilot should intercept the published track at an angle between 30 and40 degrees, unless a clearance to “TRACK DIRECT TO... (reporting point orwaypoint)” has been included.

1.5 Unidentified Aircraft

1.5.1 ATC will provide to identified aircraft traffic, information on the movement ofunknown aircraft deemed to constitute a collision hazard. Avoiding action may besuggested if considered necessary, or on request by the pilot. The decision tocomply with the ATC suggestion rests with the pilot.

1.6 Terrain Clearance

1.6.1 Radar control service shall include terrain clearance monitoring for arrivingand departing aircraft. During the en route phase, levels given by ATC shall not bebelow the minimum IFR altitude for the route.

1.6.2 The onus of terrain clearance may be given to the pilot of an arriving aircraft,by daylight only, when the pilot reports that he/she is visual with terrain, and thereported cloud ceiling is not below the minimum for the initial approach of that route.

1.6.3 Minimum Safe Altitude Warning (MSAW) system is fitted to the TerminalApproach Radars serving the Kuala Lumpur TMA, Kota Kinabalu TMA and KuchingTMA. It provides the controller with an alert in the SSR label when the Mode C(altitude) of the transponder indicates a minimum of 300FT below the defined safealtitude within the MSAW areas. Controllers will advise pilots “.... (call-sign) MSAWALERT, CLIMB IMMEDIATELY TO (level)...” It will be the pilots responsibilitywhether to continue the flight at that level, or climb to a higher level. He shouldinform ATC of his intentions. This warning will only be given during radar monitoreddescents, not for visual contact descents.


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1.7 Speed Control

1.7.1 Speed control shall be used to reduce the need for radar vectoring in theestablishment of an approach sequence or to facilitate radar control. ATC mayinstruct aircraft to adjust their speed. All speeds are minimum IAS.

1.7.2 Pilots unable to comply with the speed restriction shall inform ATCimmediately for alternative instructions. When a speed restriction is no longerrequired, ATC shall instruct the pilot to resume desired speed.

1.7.3 Above FL240 indicated airspeed values shall not be used for speed control asthis provides inaccurate values. Instead, speed control shall be based on groundspeed or Mach number.

1.7.4 Speed control shall automatically terminate upon clearance for final or visualapproach.

1.8 Radar Services to VFR Aircraft

1.8.1 Within controlled airspace, radar services provided to VFR aircraft shall besimilar to that provided to IFR aircraft. Radar vectoring service may be providedwhen requested by the pilot, or with pilot concurrence when suggested by ATC.

1.8.2 As the radar controller will not know if flight into IMC will result from his/herinstructions, pilots shall inform the radar controller accordingly before entering IMCtogether with their intentions.

Aircraft TypeArrivals/Sector Approach

>70NM 70-40NM 40-15NM 15NM-Final

B747/MD10/MD11/A300/B777/B767/B757/B737/L1011

280 250 180 160

F28/HS1000 250 210 180 170

F27/F50/C130 170 160 140 120

Military Fighter Jets 350 300 220 160

Twin/Single Prop 180/150 130 100 80


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1.9 Radar Failure

1.9.1 ATC procedures for total radar failure. The following procedure will apply:

a. ATC will advise aircraft captains of the radar failure via the appropriate air-ground channels.

b. All departures may be suspended until aircraft in flight have been providedwith standard separation based on a procedural control environment or havelanded.

c. As an emergency measure, the use of flight levels spaced by half theapplicable vertical separation minimum may be resorted to temporarily ifstandard non-radar separation cannot be provided immediately.

d. Inbound aircraft may be held en-route and clearance to leave the holdingareas for an approach to land will be subject to the disposition of thepreceding aircraft.

e. Departing aircraft may be continued to be regulated according to the flightplan or SIDs with the appropriate ‘Slot Time’. To assist ATC in providingseparation, aircraft captains of aircraft departing on SlDs shall reportestablished on the flight plan ATS routes as soon as possible.

f. When radar services are re-established, ATC shall notify pilots via the air-ground channels and the ATIS. ATC will also take action to re-establishaircraft identification before providing radar services.

1.9.2 Pilots shall take note that extended delays to operations may result dependingon the traffic and weather conditions. ATC will attempt to notify pilots of inboundaircraft of the extent of the delay to enable pilots to hold or decide whether to divertwithout delay.

1.9.3 The ATIS will include the message: "RADAR FAILURE RECOVERYPROCEDURES ARE IN OPERATION, ALL AIRCRAFT ARE TO ADHERESTRICTLY TO ATC INSTRUCTIONS".


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2. SECONDARY SURVEILLANCE RADAR (SSR)

2.1 Emergency Codes

2.1.1 One of the following codes shall be set by pilots of aircraft experiencing therelevant emergency situation:

a. Emergency Code 7700

b. Radio Failure Code 7600

c. Unlawful Interference Code 7500

2.2 SSR Code Allocation Procedures

2.2.1 All aircraft flying within controlled airspace in the Kuala Lumpur and KotaKinabalu FIRs shall be equipped with SSR transponders complying with ICAOstandards and having both Mode 3A and Mode C automatic pressure altitudereporting capabilities. They shall operate their SSR transponders on Mode 3A andMode C simultaneously.

2.2.2 Special dispensation may be granted to aircraft without a serviceabletransponder. This will be treated on an individual basis and subject to any conditionsthat may be imposed. Approval for such dispensation should be made throughnearest ATCC unit. Such approval will depend on the traffic movements in theairspace concerned.

2.3 SSR Code Assignment

2.3.1 Discrete Mode A codes in the following blocks will be assigned on a routinebasis to all flights:

a. Kuala Lumpur FIR:International Departures:2100-21772600-26775400-5477

Domestic Flights:0300-03773000-30773400-34774000-40775100-5177


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b. Kota Kinabalu FIR:International Departures:0400-04772001-2077

Domestic Flights:0500-05773100-31775200-5277

c. Brunei:7300-7377

2.3.2 Aircraft transiting the FIRs shall retain their assigned code. If a discrete codehas not been assigned, pilots shall set their transponders to A2000 and contact ATCas soon as possible for a discrete code assignment.

2.3.3 The codes 0577 and 0757 will not be assigned to aircraft as they arepermanently assigned to the SSR site monitor (parrot) to check the accuracy of thesystem.

2.4 SSR Operations

2.4.1 The following procedures shall be adopted by all departures and arrivals:

a. Departing aircraft on first contact with Approach Radar unit shall report:(1) departure clearance,(2) level passing to the nearest 100FT, and(3) level climbing to.

b. Arriving aircraft on first contact with Approach Radar unit shall report:(1) level passing to the nearest 100FT, and(2) level descending to.


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3. ADVANCED SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEMS

3.1 Kuala Lumpur International Airport (KLIA)

3.1.1 An advanced surface movement guidance and control system that includes amultilateration surveillance system (MSS) has been installed at Kuala LumpurInternational airport. The Mode S MSS provides the controller with surveillance andidentification of all aircraft and transponder equipped vehicles on the airport surface.

3.2 Pilot procedures

3.2.1 Pre-Pushback/Taxi. The aircraft captain will be assigned a SSR Mode A codewhen contacting ATC for the START-UP clearance. The code will be either adiscrete code or a non-discrete code e.g. 1000. The aircraft captain shall ensure thatthe transponder is operating (i.e. XPNDR or equivalent, or AUTO if available, notOFF or SDBY). The assigned Mode A code is selected from the request forpushback or taxi, whichever is earlier.

3.2.2 Whenever the aircraft is capable of reporting aircraft identification, theidentification should be entered through the FMS or Transponder Control Panel.Flight crew must use the 3-letter ICAO designator of the operator, followed by theflight identification number e.g. ASY010. The identification should be entered fromthe request for pushback or taxi, whichever is earlier.

3.2.3 After landing. The aircraft captain shall ensure that the transponder isoperating (i.e. XPNDR or equivalent, or AUTO if available, not OFF or SDBY) afterlanding, until the aircraft is fully parked on the stand.


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1. INTRODUCTION

1.1 The altimeter setting procedures in the Kuala Lumpur and Kota Kinabalu FIRsgenerally conform to ICAO practices.

2. BASIC ALTIMETER SETTING PROCEDURES

2.1 General

2.1.1 In coordination with the ATS authorities of Malaysia, Singapore and Brunei, acommon transition altitude of 11000FT and transition level of FL130 has beenestablished in the Kuala Lumpur, Kota Kinabalu and Singapore FIRs, except for anarea of 10NM centred on Mount Kinabalu (in the Kota Kinabalu FIR) where thelowest safe altitude is 15000FT and the lowest safe level is FL170.

2.1.2 The maximum variation in QNH values in the Kuala Lumpur, Kota Kinabaluand Singapore FIRs is not more than 10 hPa either side of 1013.2 hPa, thereforechange of altimeter setting from QNH to 1013.2 represents an indicated change ofnot more than 300FT on the altimeter. To simplify ATC procedures, a uniformtransition level of FL130 is established, thus providing a transition layer of 2000FT,and ensuring at all times a 1000FT vertical separation between aircraft.

2.1.3 Aircraft shall not flight plan to cruise at Flight Levels 115, 120 and 125 whenoperating in Kuala Lumpur and Kota Kinabalu FIRs.

2.1.4 Flight level zero is located at the atmospheric pressure level of 1013.2 hPa(29.92 in). Consecutive Flight Levels are separated by a pressure levelcorresponding to 500FT in the Standard Atmosphere.

2.2 Area QNH Zones (AQZ)

2.2.1 A common Area QNH will be issued for all the Area QNH Zones definedbelow:

a. Kuala Lumpur AQZ - Within the airspace in the Kuala Lumpur FIR.

b. Kota Kinabalu AQZ - Within the airspace in the Kota Kinabalu FIR.

c. Singapore AQZ - Within the airspace in the Singapore FIR.

2.2.2 Area QNH. Area QNH is the forecast value of the lowest mean sea levelpressure within the AQZ, valid for a period of six hours. Amendments are issued byMET when the mean sea level pressure at any location in the AQZ is expected to fallbelow the current Area QNH by more than 2 hPa, and units responsible for theairspace in which the aircraft could be operating on Area QNH shall broadcast theamended value on all air/ground frequencies in use.


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2.2.3 For flight at or below the transition altitude, the altimeter reference will be LocalQNH/Area QNH. Flight will therefore be conducted in altitudes.

2.2.4 Change from Local QNH (set for departure) to the Area QNH will be made onleaving the TMA/CTR/ATZ after take-off.

2.2.5 Change from Area QNH to Local QNH will be made on entry at TMA/CTR/ATZor on commencement of final approach to land.

2.2.6 Aircraft transiting through TMA/CTR/ATZ at or below the transition altitude willchange to the local QNH on entering the TMA/CTR/ATZ boundaries and to AreaQNH on leaving the boundaries.

2.2.7 Vertical displacement of aircraft climbing through the transition layer isexpressed in terms of Flight Levels and when descending through the transitionlayer is expressed in terms of altitudes.

2.2.8 For flight at and above the transition level, the standard altimeter setting of1013.2 hPa will be used.

2.2.9 Change from Local QNH/Area QNH to 1013.2 hPa will be made on climbingthrough the transition altitude.

2.2.10 Change from 1013.2 hPa to Local QNH/Area QNH will be made ondescending through the transition level.

2.2.11 Cruising within the transition layer is not permitted unless specifically clearedby the Area Control Centre (ACC) of that FIR.

2.3 Special Procedures for the Kuala Lumpur Terminal Area (TMA)

2.3.1 Aircraft arriving at Kuala Lumpur International/Sepang and Sultan Abdul AzizShah/Subang or aircraft transiting the Kuala Lumpur TMA will be given a commonQNH setting when cleared to descend, or to transit the TMA below the transitionlevel which is FL130. The common QNH setting will be the QNH for the KualaLumpur International/Sepang.

2.3.2 Aircraft landing at Sultan Abdul Aziz Shah/Subang will be provided with theSubang QNH by Lumpur Director/Approach when they have been cleared to finalapproach.

2.3.3 Aircraft departing Kuala Lumpur International/Sepang and Sultan Abdul AzizShah/Subang will be provided with a common QNH that will be the QNH for theKuala Lumpur International/Sepang.

Note: The QNH difference between the two aerodromes will be negligible.


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2.4 Take-off and Climb

2.4.1 Where ATIS is not available a Local QNH altimeter setting shall be madeavailable together with the Area QNH to aircraft by Approach/Aerodrome Control inthe routine take-off and climb instructions.

2.4.2 A QFE altimeter setting will be made available on request but reports to ATCshall be made in altitudes.

2.5 Vertical Separation - En Route

2.5.1 It is the pilot’s responsibility to select a Flight Level/altitude which will giveadequate terrain clearance using forecast pressure information.

2.5.2 For the purposes of en route vertical separation, IFR and VFR flights withincontrolled airspace and flights in uncontrolled airspace of the Kuala Lumpur andKota Kinabalu FIRs, reference should be made to Paragraph 4 Tables of CruisingLevels.

2.6 Approach and Landing

2.6.1 Where ATIS is not available a Local QNH altimeter setting shall be madeavailable in the routine approach and landing instructions.

2.6.2 A QFE altimeter setting will be made available on request but reports to ATCare to be made in altitudes.

2.6.3 Vertical displacement of aircraft during approach is effected by reference toFlight Levels until reaching the transition level below which vertical displacement iscontrolled by reference to altitude.

2.6.4 Change from Area QNH to Local QNH will be made on entry at TMA/CTR/ATZor on commencement of final approach to land.


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3. PROCEDURES APPLICABLE TO OPERATORS AND PILOTS

3.1 Flight Planning. The level(s) at which a flight is to be conducted shall bespecified in a flight plan:

a. In terms of Flight Levels if the flight is to be conducted at or above thetransition level.

b. In terms of altitudes if the flight is to be conducted in the vicinity of anaerodrome and at or below the transition altitude or en route aircrafttransiting at or below the transition altitude in the Kuala Lumpur and KotaKinabalu FIRs.

Note 1: Short flights in the vicinity of an aerodrome may often be conducted onlyat altitudes at or below the transition altitude.

Note 2: Flight Levels are specified in a plan by a number, and not in terms of feetas is the case of altitudes.

Note 3: No aircraft shall flight plan to cruise at Flight Levels 115, 120 and 125when operating in the Kuala Lumpur and Kota Kinabalu FIRs.


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4. TABLE OF CRUISING LEVELS

4.1 IFR Flights - Cruising Levels within the Kuala Lumpur FIR and Kota Kinabalu FIR

4.1.1 The aircraft captain of an IFR flight at or above 3000FT within controlledairspace and above FL250 in uncontrolled airspace shall select a levelcorresponding to the appropriate magnetic track as indicated in the table below. TheQuadrantal Height Rule will continue to be used for all flights below FL250 inuncontrolled airspace of the Kuala Lumpur and Kota Kinabalu FIRs.

4.1.2 FL250 in uncontrolled airspace will be held vacant to serve as a buffer.

Note 1: Flight Levels 115, 120 and 125 are not available, as cruising within thetransition layer is not permitted. * FL250 in uncontrolled airspace will be held vacantto serve as a buffer.

Note 2: To maintain a buffer of 1000FT between aircraft operating within andoutside of controlled airspace, aircraft shall not operate closer than 500FT verticallyfrom the lower limit of controlled airspace.

Magnetic track

From 000° through east to 179°

From 180° through west to 359°

Cruising Altitudes (FT) (Local QNH/ Area QNH)

300050007000900011000

40006000800010000

CruisingFlight Levels (1013.2 HPa)

130150170190210230250 *270290310330350370390410450

140160180200220240260280300320340360380400430


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4.2 VFR Flights - Cruising Levels up to FL150 Within Controlled Airspace

4.2.1 The aircraft captain of a VFR flight up to FL150 within Controlled Airspaceshall select a level corresponding to the appropriate magnetic track as indicated inthe table below. VFR flights shall, however, be conducted subject to ATC approvaland shall not be operated by day above FL150 in all Controlled Airspace andAdvisory Areas.

Note 1: Flight Levels 115, 120 and 125 are not available, as cruising within thetransition layer is not permitted.


4.2.2 VFR flights shall NOT be operated by day above FL150 within controlledairspace and advisory areas. Flights in uncontrolled airspace above FL150 may beconducted under VFR.

Magnetic track From 000° through east to 179°

From 180° through west to 359°

Cruising Altitudes (FT)(Local QNH/Area QNH)

15003500550075009500

2500450065008500

10500

Cruising Flight Levels(1013.2 hPa)

135 145


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4.3 Quadrantal Cruising Levels in Uncontrolled Airspace of Kuala Lumpur/Kota Kinabalu FIRs Below FL250

4.3.1 The aircraft captain of a VFR or IFR flight at or above 3000FT outsidecontrolled airspace and below FL250 shall select a level corresponding to theappropriate magnetic track as indicated in the following table.

Note 1: Flight Levels 115, 120 and 125 are not available, as cruising within thetransition layer is not permitted.


4.3.2 If compliance with VFR cannot be maintained at quadrantal cruising level, theaircraft shall be flown at another quadrantal level where it is possible to comply withVFR.

4.3.3 The aircraft captain shall ensure that the cruising level selected for IFR flight isnot below the lowest safe Flight Level applicable for the route to be flown.

4.3.4 Except when taking-off or landing, or with the approval of the appropriateauthority, aircraft shall be flown at least 1000FT above the highest obstacle within5NM of the estimated position of the aircraft in flight.

Magnetic Tracks 000° to 089° 090° to 170° 180° to 269° 270° to 359°

Cruising Altitudes (FT) (Local QNH/Area QNH)

300050007000900011000

3500550075009500

400060008000

10000

450065008500

10500

Cruising Flight Levels (1013.2 HPa)

130150170190210230

135155175195215235

140160180200220240

145165185205225245


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1.1 Introduction

1.1.1 No Pre-Departure (No-PDC) procedures apply to flights departing fromairports within the Bali, Bangkok, Hanoi, Ho Chi Minh, Hong Kong, Jakarta, KotaKinabalu (including Brunei), Kuala Lumpur, Manila, Phnom Penh, Sanya, Singapore,Taibei and Vientiane FIRs, operating on RNAV and ATS routes over the South ChinaSea.

1.2 No-PDC Flight Level Allocation in Kuala Lumpur FIR

1.2.1 Flights participating in the No-PDC arrangement will be allocated specific flightlevels depending on the flight planned route as indicated in the table below:

Route Allocated No-PDC flight levels RemarksA464 FL290 For south bound traffic up to ATVIX

A576 FL290 For south bound traffic up to AKTOD

B470 FL290 For south bound traffic up to ANITO


FL260, FL280 For west bound traffic

L625 FL310, FL320, FL350, FL360, FL390, FL410

Uni-directional east bound

L642 FL310, FL320, FL350, FL360, FL390, FL410

Uni-directional west bound

L759 FL280 Aircraft requesting FL280 and FL300 will be cleared to FL280.

M751 All flight levels For flights to/from airports within Bangkok FIR

M758 FL270, FL290, FL330 For east bound traffic




M765 FL290, FL370 For east bound traffic



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M770 FL280 Aircraft requesting FL280 and FL300 will be cleared to FL280.

M771 FL310, FL320, FL350, FL360, FL390, FL410


N571,N571/N877

FL280 Aircraft requesting FL280 and FL300 will be cleared to FL280.

N884 FL310, FL320, FL350, FL360, FL390, FL410


N891 FL330 For south bound traffic

FL260, FL300, FL380 For north bound traffic

N892 FL310, FL320, FL350, FL360, FL390, FL410

Uni-directional west bound

P574 FL280, FL300 For westbound traffic

P628 FL280 Aircraft requesting FL280 and FL300 will be cleared to FL280.

Route Allocated No-PDC flight levels Remarks


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1.3 No-PDC Flight Level Allocation in Kota Kinabalu FIR

1.3.1 Flights participating in the No-PDC arrangement will be allocated specific flightlevels depending on the flight planned route as indicated in the table below:


Route Allocated No-PDC flight levels RemarksA341 FL310, FL370 For east bound traffic




G580(VKG - ATETI)M646(BRU - KAMIN)M761(VKG - AGOBA)

FL270, FL290, FL330 For east bound traffic


L517 FL280, FL300, FL340 For west bound traffic

M522/R223 FL310, FL350, FL390 For north-east bound traffic


M646(BRU -VJN - OSANU)

FL310, FL350, FL390 For north-east bound traffic


M754/M522 FL300, FL340, FL380 For north-east bound traffic


M758/M759 FL270, FL290, FL330 For east bound traffic


M768 FL290, FL330, FL370, FL410 For east bound traffic


M772 FL300, FL380 For north bound traffic

P648 FL310, FL350, FL390 For north-east bound traffic



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ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT (ATFM)

1. FLOW MANAGEMENT

1.1 Flow management is used to regulate traffic destined for:

a. Arrivals for Kuala Lumpur International/Sepang;

b. Arrivals for Sultan Abdul Aziz Shah/Subang; and

c. Aircraft transiting into Kuala Lumpur FIR and departures from airports withinPeninsular Malaysia flight planned over the Bay of Bengal.

2. AIR TRAFFIC CONTROL PROCEDURES

2.1 A flow management unit is established at the Kuala Lumpur ATSC at Subang.The unit is responsible for planning the traffic flow to achieve optimum use of theavailable airspace and runway capacity at the aerodrome(s). Generally, arrivingaircraft are sequenced in landing order and any significant delay absorbed beforethe aircraft enter TMA airspace.

2.2 Flow control sequencing actions may include:

a. Speed control. This may require aircraft to maintain as high a speed aspossible or reduced speed, consistent with aircraft performance profiles.

b. Radar vectoring. This may involve track shortening or lengthening throughradar vectoring by ATC.

c. Holding. Aircraft may expect to be held at an outer holding pattern whennecessary.

2.3 Pilots of aircraft subject to holding action by ATC, will be provided with a time toleave the holding pattern.

2.4 When runway or airspace congestion is expected or occurs, traffic may beregulated by the imposition of slot times for departures and/or arrivals. Slot times areonly applied to aircraft departing from aerodromes within the Kuala Lumpur FIR foreither Subang or for Sepang.

2.5 When slot times are to be applied, pilots will be informed by ATC at thedeparture aerodrome, prior to start up clearance, that traffic delays can be expectedat Subang or Sepang and will be offered a slot time for departure.


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2.6 This slot time will be based on a flow management planned Expected LandingTime (ELT) for Subang or Sepang, as applicable.

2.7 When a slot time is provided, it is a joint pilot/ATC responsibility to ensure thatthe aircraft is able to depart within (a parameter) minutes of the slot time in order tomake good the ELT at Subang or Sepang.

2.8 Once a slot time has been applied, under normal circumstances there should beno holding; however, there may be a need for limited application of speed control.

3. SPEED CONTROL (ARRIVING AIRCRAFT)

3.1 General

3.1.1 Speed control is used to reduce the need for radar vectoring in theestablishment of an approach sequence.

3.1.2 ATC may instruct aircraft to adjust their speed in accordance with the table inENR 1.6 Section 1.7. All speeds are minimum IAS.

3.1.3 Above FL240 speed control will be based on Ground Speed or Mach number.

3.1.4 A pilot will be advised to resume desired speed when a specific speed controlinstruction is no longer necessary.

3.1.5 Unless otherwise stated, a speed control instruction applies until the aircraftreaches the point in the descent profile where the speed would normally be reducedbelow that assigned by ATC.

3.1.6 Unless otherwise specified, a clearance for final approach or for a visualapproach terminates speed control.

3.1.7 Pilots may request an alternative sequencing action when the speed controlinstruction is unacceptable on operational grounds.


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3.2 Aircraft Destined Kuala Lumpur International Airport (Sepang)

3.2.1 To better regulate the flow of IFR traffic inbound Kuala Lumpur Internationalairport (Sepang), a speed restriction of 250 KIAS below 10000FT is applicableunless ATC issue the instruction “MAINTAIN HIGH SPEED”.

3.2.2 Pilots can expect the following instructions from ATC prior to top of descent.

3.2.3 Pilots wishing to descend at speeds that differ from those issued by ATC shallnotify ATC. These flights may lose their slots in the flow sequence.

ATC instruction PILOT action

DESCEND AT (number) KNOTS Descend at (number) KIAS, reduce speed to 250 KIAS on passing 10000FT and thereafter follow speeds depicted on the STAR.

MAINTAIN HIGH SPEED Maintain as high a speed as possible consistent with aircraft performance profiles/airline SOPs. (Speed restriction of 250 KIAS below 10000FT does not apply).

HOLD AT (waypoint, facility or fix), LEAVE AT (time)

Hold at (waypoint, facility or fix), leave at (time or up to a minute before) at 250 KIAS and thereafter follow speeds depicted on the STAR.

RESUME NORMAL SPEED If below 300 KIAS above 10000FT, increase speed to 300 KIAS, reduce speed to 250 KIAS on passing 10000FT and thereafter follow speeds depicted on the STAR.

NO SPEED INSTRUCTIONS ISSUED

Descend at 270 KIAS, reduce speed to 250 KIAS on passing 10,000FT and thereafter follow speeds depicted on the STAR.


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4. UNI-DIRECTIONAL ROUTING SYSTEM ALONG THE WESTERN PORTION OF PENINSULA MALAYSIA

4.1 Northbound

a. Flights Departing and Landing at Airports Within Kuala Lumpur FIR

From To FPL Route

WMKJ

WMKM A457 GUPTA W535 VMK

WMKK A457 VKL

WMSA A457 VKL A464 VBA

WMKI VJB Y342 AROSO Y339 GEMAS B466 SUKAT A457 TEPUS W532 VIH

WMKP VJB Y342 AROSO Y339 GEMAS B466 SUKAT A457 VPG

WMKL VJB Y342 AROSO Y339 GEMAS B466 SUKAT A457 VPG W525 VPL

WMKA VJB Y342 AROSO Y339 GEMAS B466 SUKAT A457 VAS

WMKM

WMKK A457 VKL

WMSA A457 VKL A464 VBA

WMKI B466 SUKAT A457 TEPUS W532 VIH

WMKP B466 SUKAT A457 VPG

WMKL B466 SUKAT A457 VPG W525 VPL

WMKA B466 SUKAT A457 VAS

WMKK

WMSA DCT VBA

WMKI A457 TEPUS W532 VIH

WMKP A457 VPG

WMKL A457 VPG W525 VPL

WMKA A457 VPG VAS

WMSA

WMKI VBA SUKAT A457 TEPUS W532 VIH

WMKP VBA SUKAT A457 VPG

WMKL VBA SUKAT A457 VPG W525 VPL

WMKA VBA SUKAT A457 VPG VAS


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b. Flights to Destinations Outside Kuala Lumpur FIR

WMKIWMKP W532 TEPUS A457 VPG

WMKL W532 TEPUS A457 VPG W525 VPL

WMKA W532 TEPUS A457 VPG VAS

WMKPWMKL VPG W525 VPL

WMKA VPG A457 VAS

From Entering Adjacent FIR

Joining Airways or Waypoints

FPL Route

Airports south of Malacca (WMKM)

Jakarta FIR

N563, M300 VJB A457 GUPTA Y340 SALAX

P574 Y339 GEMAS B466 VBA G582 PUGER P574

Chennai FIR

N571/N877 Y339 GEMAS B466 GUNIP N571/N877

B466 Y339 GEMAS B466

P628 Y339 GEMAS B466 SUKAT A457 VPG B579 VPL P628

Note: Between 1500 - 2030 UTC, airline operators are to file flight plan via: Y339 GEMAS B466 SUKAT A457 VPG Y337 GIVAL P628

Bangkok FIR

L759, L515/M770 Y339 GEMAS B466 SUKAT A457 VPG B579 PUT

M770 Note: Between 1500 - 2030 UTC, airline operators are encouraged to file flight plans via: Y339 GEMAS B466 SUKAT A457 VAS TAMOS HTY

A457 Y339 GEMAS B466 SUKAT A457 VAS TAMOS HTY

From To FPL Route


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WMKK

Jakarta FIRP574 VKL R461 PUGER P574

G582 VKL R461 G582 MDN

Chennai FIR

N571 VKL R467 GUNIP N571

B466 VKL R467 B466

P628 VKL A457 VPG B579 VPL P628

Note: Between 1500 - 2030 UTC, airline operators are to file flight plan via: VKL A457 VPG Y337 GIVAL P628

Bangkok FIR

L759, L515/M770 VKL A457 VPG B579 PUT

M770 Note: Between 1500 - 2030 UTC airline operators are encouraged to file flight plans via: VKL A457 VAS TAMOS HTY

A457 VKL A457 VAS TAMOS HTY

WMSA Bangkok FIR

L759, L515/M770 VBA B466 SUKAT A457 VPG B579 PUT

A457 VBA B466 SUKAT A457 TAMOS HTY

WMKP Bangkok FIRL759 VPG B579 PUT

A457 VPG A457 HTY

WMKL Bangkok FIRL759 VPL B579 PUT

A457 VPL DCT VAS A457

From Entering Adjacent FIR

Joining Airways or Waypoints

FPL Route


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4.2 Southbound

a. Flights Departing and Landing at Airports Within Kuala Lumpur FIR andFlights Proceding Beyond Kuala Lumpur FIR

From To FPL RouteWMKA WMKP VAS A457 VPG

WMKI VAS R325 VIH

WMSA VAS R325 VIH A464 VBA

WMKK VAS R325 VIH A464 VKL

WMKM VAS R325 VIH A464 DUMOK W535 VMK

WMKJ VAS R325 VIH A464 TOPOR W534 VJB

WSSS VAS R325 VIH A464 SJ

WMKL WMKP VPL W525 VPG

WMKI VPL W531 VIH

WMSA VPL W531 VIH A464 VBA

WMKK VPL W531 VIH A464 VKL

WMKM VPL W531 VIH A464 DUMOK W535 VMK

WMKJ VPL W531 VIH A464 TOPOR W534 VJB

WSSS VPL W531 VIH A464 SJ

WMKP WMKI VPG W530 VIH

WMSA VPG W530 VIH A464 VBA

WMKK VPG W530 VIH A464 VKL

WMKM VPG W530 VIH A464 DUMOK VMK

WMKJ VPG W530 VIH A464 TOPOR W534 VJB

WSSS VPG W530 VIH A464 SJ

WMSA WMKK VBA A464 VKL

WMKM VBA A464 DUMOK VMK

WMKJ VBA A464 TOPOR W534 VJB

WSSS VBA A464 SJ

WMKK WMKM VKL A464 DUMOK VMK

WMKJ VKL A464 TOPOR W534 VJB

WSSS VKL A464 SJ

WMKM WMKJ VMK OGAKO A464 TOPOR W534 VJB

WSSS VMK A464 SJ


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b. Flights Entering Kuala Lumpur FIR from Adjacent FIR

To From Adjacent FIR

From Airways or Waypoints

FPL Route

WMKLBangkok FIR L759 and L515 B579 VPL

Chennai FIR L510/P628 L510 GIVAL P628 VPL

WMKP

Bangkok FIRL759 and L515 B579 VPL W525 VPG

A464 VAS W650 VPG

Chennai FIR

B466/G468 B466 GUNIP VPG

L510/P628 L510 GIVAL P628 VPL W525 VPG

N571/G468 N571 GUNIP VPG

WMKI Bangkok FIRR325 DUBAX R325 VIH

A464 KARMI A464 VIH

WMSA

Bangkok FIRR325 DUBAX R325 VIH A464 VBA

A464 KARMI A464 VBA

Chennai FIR

B466 B466 VBA

L510/P628 L510 GIVAL P628 VPL W531 VIH A464 VBA

N571/B466 N571 GUNIP B466 VBA

WMKK

Bangkok FIR

L759 and L515 DUBAX R325 VIH A464 VKL

R325 DUBAX R325 VIH A464 VKL

A464 KARMI A464 VKL

Chennai FIR

B466/R467 B466 GUNIP R467 VKL

L510/P628 L510 GIVAL P628 VPL W531 VIH A464 VKL

N571/R467 N571 GUNIP R467 VKL


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WMKJ

Bangkok FIR

L759 and L515 DUBAX R325 VIH A464 TOPOR W534 VJB

A464 A464 KARMI A464 TOPOR W534 VJB

Chennai FIR

L510/P628 L510 GIVAL P628 VPL W531 VIH A464 TOPOR W534 VJB

B466 B466 VBA A464 TOPOR W534 VJB

N571 N571 GUNIP R467 VKL TOPOR W534 VJB

Jakarta FIR

P574/R461 P574 PUGER R461 VKL A464 TOPOR W534 VJB

R461 R461 PUGER VKL A464 TOPOR W534 VJB

Airport within the Singapore (WSSS) FIR

Bangkok FIRL759 and L515 DUBAX R325 VIH A464 VKL A464

SJ

A464 A464 KARMI A464 SJ

Chennai FIRL510/P628 L510 GIVAL P628 VPL W531 VIH

A464 SJ

N571 N571 GUNIP R467 VKL A464 SJ

Jakarta FIR

P574/R461 P574 PUGER R461 VKL A464 SJ

R461/G582 R461 PUGER VKL A464 SJ

N563, M300 SALAX Y340 BATAR A464 SJ

Airport beyond the Singapore (WSSS) FIR

Bangkok FIR L759 and L515 DUBAX R325 VIH A464 VKL Y341 MITOS M630

A464 A464 KARMI A464 VKL Y341 MITOS M630

Chennai FIR L510/P628 L510 GIVAL P628 VPL W531 VIH A464 VKL Y341 MITOS M630

N571 N571 GUNIP M630

Jakarta FIR P574/R461 P574 PUGER R461 VKL Y341 MITOS M630

R461/G582 R461 PUGER VKL Y341 MITOS M630

N563, M300 SALAX A576 MITOS M630

To From Adjacent FIR

From Airways or Waypoints

FPL Route


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5. UNI-DIRECTIONAL RNAV ROUTES IN KUALA LUMPUR FIR

5.1 Flight Planning via Uni-Directional Y RNAV Routes

5.1.1 Uni-directional routes are established to regulate traffic over the VPK DVOR/DME and to segregate departure and arrival routing from/to Kuala LumpurInternational Airport (Kuala Lumpur/Sepang - WMKK), this is achieved byestablishing an anchor point (PADLI) to the South of VPK DVOR/DME. Segregationof departure and arrival routes shall be achieved by designating PADLI as the “gate-in” and VPK DVOR/DME as the “gate-out” regardless of the runway-in-use atWMKK.

5.1.2 Eastbound flights from WMKK to Airports within the Kuala Lumpur FIR

5.1.3 Westbound flights from airports within Kuala Lumpur FIR to WMKK

5.1.4 Eastbound flights from WMKK to airports outside the Kuala Lumpur FIR

Destination FPL RouteWMKC R208 MATSU Y345 GUGIT M751 VKB

WMKN R208 VKR

WMKE W533 VKP

WMKD W533 VKN

Departure FPL RouteWMKC G466 VKL

WMKN Y346 PULIP G466 VKL

WMKE W533 VKN DCT PADLI Y343 SAROX G334 VKL

WMKD DCT PADLI Y343 SAROX G334 VKL

Exit Waypoint FPL RoutePASVA, KADAX, GOLUX, ABTOK, VENLI R208 MATSU Y345 GUGIT M751

VKB...

IKUKO R208

BUVAL, IDSEL, KETOD W533 KIMAT Y344 VPK...


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5.1.5 Westbound flights entering Kuala Lumpur FIR bound for WMKK

5.1.6 Westbound flights to Airports outside the Kuala Lumpur FIR

5.1.7 Eastbound flights entering Kuala Lumpur FIR bound for WMKK

5.1.8 Arrivals and departures to and from Kuala Lumpur/Subang (WMSA) are notbound by the uni-directional routes.

5.1.9 Assignment of STAR/runway for arrivals into Kuala Lumpur InternationalAirport (WMKK) shall normally be based on the parking terminal used by the aircraft.For Example:

Entry Waypoint FPL RoutePASVA, KADAX, GOLUX, ABTOK, VENLI ...VKB G466 VKL

IKUKO R208 VKR Y346 PULIP G466 VKL

TAXUL Y349 PULIP G466 VKL

DOVOL, IDSEL, KETOD ...PADLI Y343 SAROX G334 VKL

Exit Waypoint FPL RouteTASEK R467 GUNIP B466

IGOGU R467 GUNIP N571

PUGER R467 GOBAS G582

Entry Waypoint FPL RouteTASEK or IGOGU ...GUNIP Y347 DAKUS A464 VKL (If

parking at airport terminal KLIA1)....GUNIP Y348 INTOT R461 VKL (If parking at airport terminal KLIA2).

PUGER R461 VKL

Parking Bay ATS Route STAR ExpectationPARKING at WMKK TERMINAL 1

...GUNIP Y347 DAKUS OLBON 1B when RWY 14L is assigned

...IGARI R208 VKR Y346 PULIP KIDOT 1P or KIDOT 1D when RWY 32L is assigned


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Note: Other runways may be assigned for arrivals when operational needsdictate.

6. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

6.1 Identification of RVSM Airspace in Kuala Lumpur FIR

6.1.1 RVSM airspace is prescribed within the Kuala Lumpur FIR within controlledairspace between FL290 and FL410 (inclusive). RVSM levels will be assigned toRVSM approved aircraft operating on ATS/RNAV routes stated below:

a. P574, N571 and P628 would be assigned the westbound levels FL300,FL340, FL360 (FL360 is subject to coordination), FL380 and FL400. Alleastbound levels would be available except FL290.

b. P627 and L645 would be assigned the westbound levels FL320 and FL360(FL360 is subject to coordination). All eastbound levels would be availablesubject to coordination with FL290 as No-PDC.

c. M751 would be assigned the westbound levels FL300, FL320, FL340,FL360, FL380 and FL400. All eastbound levels would be available exceptFL310 and FL390.

...TAXUL Y349 PULIP

...DOVOL/IDSEL/KETOD Y334 PADLI Y343 SAROX

LENKI 1B when RWY 14L is assignedBOBIS 1P or PONOX 1B when RWY 32L is assigned

PARKING at WMKK TERMINAL 2

...GUNIP Y348 GOKAD BENRI 1B when RWY 15 is assigned

...GUNIP Y348 INTOT EKUDA 1B when RWY 33 is assigned

...IGARI R208 VKR Y346 PULIP

...TAXUL Y349 PULIP

BENRI 1B when RWY 15 is assignedEKUDA 1B when RWY 33 is assigned

DOVOL/IDSEL/KETOD Y334 PADLI Y343 SAROX

MENIK 1B when RWY 15 is assignedNOBEK 1B when RWY 33 is assigned.

Parking Bay ATS Route STAR Expectation


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d. In all other ATS/RNAV routes other than mentioned above, assignment ofcruising levels are in accordance with the table "IFR Flights - Cruising Levelswithin the Kuala Lumpur FIR and Kota Kinabalu FIR" on page 115.

6.2 Identification of RVSM Airspace in Kota Kinabalu FIR

6.2.1 RVSM airspace is prescribed within controlled airspace in the Kota KinabaluFIR between FL290 and FL410 (inclusive). Refer to ERCI.

6.2.2 RVSM cruising levels:

a. RVSM approved aircraft eastbound on ATS routes G460 (VKG-VSI-VBU-BRU) and G580 (VKG-VMI-BRU) shall be assigned FL290, FL310, FL330,FL350, FL370, FL390 and FL410.

b. RVSM approved aircraft westbound on ATS routes G460 (BRU-VBU-VSI-VKG) and G580 (BRU-VMI-VKG) shall be assigned FL300, FL320, FL340,FL360, FL380 and FL400.

c. RVSM approved aircraft eastbound on ATS route M768 shall be assignedFL290, FL330, FL370 and FL410.

d. RVSM approved aircraft westbound on ATS route M768 shall be assignedFL300, FL340 and FL380.

e. RVSM approved aircraft eastbound on ATS routes R223, P648, M522 andM646 (BRU-VJN-OSANU) shall be assigned FL310, FL350 and FL390.

f. RVSM approved aircraft westbound on P648 shall be assigned FL320,FL360, FL380 and FL400.

g. RVSM approved aircraft westbound on ATS routes M522, A341, R223 andM646 (OSANU-VJN-BRU) shall be assigned FL320, FL360 and FL400.

h. RVSM approved aircraft eastbound on ATS route A341 shall be assignedFL310 and FL370.

i. RVSM approved aircraft eastbound on ATS route M754 shall be assignedFL300, FL340 and FL380.

j. RVSM approved aircraft westbound on ATS route M754 shall be assignedFL290, FL330, FL370 and FL410.

k. Deleted.

l. Deleted.

m. RVSM approved aircraft eastbound on ATS routes M758, M759, M761,M646 (KAMIN-BRU) and G580 (ATETI-VKG) shall be assigned FL290,FL330, FL370 and FL410.


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n. RVSM approved aircraft westbound on ATS routes M758, M759, M761,M646 (BRU-KAMIN) and G580 (VKG-ATETI) shall be assigned FL300,FL340 and FL380.

o. RVSM approved aircraft eastbound on ATS route M772 shall be assignedFL300 and FL380.

Note: Other levels are available subject to prior coordination between the partiesconcerned.

6.3 Strategic Lateral Offset Procedures to mitigate the effects of Wake Turbulence of Preceding Aircraft in Non-Radar Oceanic Airspace within

the Kuala Lumpur FIR

6.3.1 These offsets are only applicable in the non-radar oceanic airspace within theKuala Lumpur FIR along the following route segments:

a. P628 between GIVAL and IGREX

b. L510 between GIVAL and EMRAN

c. N571 between VAMPI and IGOGU

d. P574 between ANSAX and NOPEK

e. P627 between RUSET and POVUS

6.3.2 The offset procedures are applied by aircraft with automatic offset trackingcapability.

6.3.3 The following requirements apply to the use of the offset:

a. The decision to apply a strategic lateral offset is the responsibility of thecrew.

b. The offset shall be established at a distance of one or two nautical miles tothe right of the centre line relative to the direction of flight.

c. The strategic lateral offset procedure has been designed to include offsets tomitigate the effects of wake turbulence of preceding aircraft. If waketurbulence needs to be avoided, one of the three available options(centreline, 1NM or 2NM right offset) shall be used.

d. In airspace where the use of lateral offsets has been authorised, pilots arenot required to inform air traffic control (ATC) that an offset is being applied.

e. Aircraft transiting through airspace other than that in "No-PDC Flight LevelAllocation in Kuala Lumpur FIR" on page 118, the offset tracking is permittedonce ATC clearance is obtained from the ATS unit.


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6.4 Flight Level Orientation Scheme - Transition Area

6.4.1 The adoption of two Flight Level Orientation Scheme (FLOS) has effected theneed for transition areas to facilitate flights overflying Kuala Lumpur FIR from theWestern Pacific/South China Sea area utilising the Modified Single Alternate FLOSto the Bay of Bengal Area and beyond where Single Alternate FLOS will be utilisedand vice versa.

6.4.2 Two transition areas have been established on the following routes as shownbelow:

6.5 Transition Procedures

6.5.1 KL ATCC will issue level change instructions, if required, when the aircraft iswithin the transition area as shown in tables Westbound and Eastbound:

6.5.2 Westbound:

ROUTE TRANSITION AREA

DIRECTION

M765/VKB/B219/VPG/G468/BOB Area VKB/B219/VPG WESTBOUND

BOB Area/G468/VPG/B219/VKB/M765 VPG/B219/VKB EASTBOUND

SCS Area/VPK/G582/VBA/BOB Area VPK/G582/VBA WESTBOUND

BOB Area/VBA/G582/VPK/SCS Area VBA/G582/VPK EASTBOUND

Note: BOB - Bay of Bengal, SCS - South China Sea

ROUTE SCS Area Flight Level Allocation

BOB Area Flight Level Allocation

M765/VKB/B219/VPG/G468/BOB Area

310/350/390 320/340/360*/380/400

L642 or N894 joining VPK/G582/VBA/BOB Area

300/320/340/360/380/400

320/340/360*/380/400

M758 or M761 joining VPK/G582/VBA/BOB Area

310/350/390 320/340/360*/380/400

* FL300 is NOT AVAILABLE on RNAV Routes P574, N571, N571/LAGOG/N877, P628, L759, L515/M770, P570, M300 and N563.*FL360 is available subject to prior coordination.



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6.5.3 Eastbound:

6.6 Flights Landing at Airports within Kuala Lumpur FIR

6.6.1 Arriving flights transiting through South China Sea Area on entering the KualaLumpur FIR will not require any level change to conform to the Single AlternateFLOS.

7. DEPARTURE KUALA LUMPUR AND SINGAPORE

7.1 Departure flight from Kuala Lumpur and Singapore requesting FL280 and FL380on N571, N571/N877, P628, L759 and L515/M770 will be cleared as follows:

a. Aircraft departing Kuala Lumpur and Singapore will be cleared to FL280.

b. Succeeding aircraft on the same route will be cleared to FL280 with 10minutes longitudinal separation provided there is no closing speed with thepreceding aircraft.

c. Additional longitudinal separation as appropriate shall be provided by ATCfor the faster aircraft following a slower aircraft on the same route.

d. The first aircraft from either Singapore or Kuala Lumpur to be over “GUNIP”on N571/N877, “VPL” on P628 or the Kuala Lumpur/Bangkok FIR boundaryon L759/L515/M770 can expect its requested flight level.

8. AIR TRAFFIC FLOW MANAGEMENT PROCEDURES - BAY OF BENGAL, SOUTH ASIA and PAKISTAN AIRSPACE THROUGH KABUL FIR.

8.1 Introduction

8.1.1 An automated Air Traffic Flow Management (ATFM) service has beenimplemented by the States of the ICAO Asia/Pacific Region within the Bay of Bengal,South Asia and Pakistan airspace to process and regulate westbound flightsentering the Kabul FIR at specified times, flight levels and ATS routes.

ROUTE SCS Area Flight Level Allocation

BOB Area Flight Level Allocation

BOB Area/ G468/VPG/B219/VKB/M765 310/330/350/370/390/410

290/330/370/410

BOB Area/VBA/G582/VPK joining M758 or M761

310/330/350/370/390/410

290/330/370/410

BOB Area/VBA/G582/VPK joining M771, L625 or N884

310/330/350/370/390/410

300/320/340/360/380/400



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8.1.2 The objectives of the ATFM service are to:

a. reduce ground and en-route delays;

b. maximise capacity and optimise the flow of air traffic within the area;

c. provide an informed choice of routing and flight level selection;

d. alleviate unplanned in-flight re-routing and technical stops; and

e. assist Regional Air Navigation Service Providers (ANSP) in planning for andmanaging future workload in the light of forecast increased traffic flows withinthe area.

8.1.3 ATFM services are provided from the Bangkok Air Traffic Flow ManagementUnit (ATFMU) at Bangkok ACC. The ATFMU operates H24 and utilises theautomated web based Bay of Bengal Cooperative ATFM system (BOBCAT) to meetits ATFM responsibilities. These responsibilities will be managed in coordination withaircraft operators and ATC within the Bay of Bengal, South Asia and Pakistanairspace.


8.2 ATFM Affected ATS Routes, Flight Levels and Applicable Hours

8.2.1 All westbound flights intending to enter the Kabul FIR between 2000UTC and2359UTC daily on the following routes and flight levels must obtain a specific ATFMslot allocation for entry to the Kabul FIR:

Note: There are no ATFM requirements or flight planning restrictions for flights viaN571/N877 entering Kabul FIR at SERKA then UL333 to SOKAM. However, to avoidconflictions with flights that are subjected to ATFM procedures, flights shall not flightplan via N571/N877 to enter Kabul FIR at SERKA then B466 to PAROD.

8.2.2 Flights planning to enter Kabul FIR without an AWUT and entry slot(comprising flight level, ATS route and entry fix time) will be accommodated onlyafter flights with slots have been processed. Such flights should expect delayed

ATS ROUTE FLIGHT LEVELS (inclusive)A466 FL280 - FL390

B466 (between SERKA and PAROD)

FL310 - FL390

L750 FL280 - FL390

N644 FL280 - FL390

G792/V390 FL310 - FL390


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pushback and start clearances, non-preferred routes and/or flight levels, en routeholding and/or diversion around Kabul FIR.






8.3.2 Flights exempted from ATFM procedures shall indicate the exemption in theirflight plan as follows: Field 18 - STS/BOB ATFM EXMP.


8.4.1 All affected flights are required to submit slot requests to the BOBCAT systemby logging onto https://www.bobcat.aero between 0001UTC and 1200UTC on theday of flight and completing the electronic templates provided.

8.4.2 Affected aircraft operators who do not have dedicated BOBCAT username/password access should request an application form from the ATFMU (specified inparagraph 8.10) and return it as soon as possible.

8.4.3 Affected flights shall obtain the mandatory AWUT, Kabul FIR entry time, flightlevel and ATS route from the BOBCAT system. The AWUT and Kabul slot allocationwill enable ANSPs to tactically control westbound flights transiting the Kabul FIR atspecified times by assigning minimum spacing requirements at established gatewayfix points in the vicinity of the eastern boundary of the Kabul FIR.

8.4.4 The application, calculation and distribution of AWUT and Kabul FIR entry fixslot allocations will be managed via internet access to the BOBCAT system.




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b. Slot requests shall be for flight parameters that are able to be met by theflight. For example, flights requesting a slot at FL390 must be able to transitKabul FIR at FL390. Flights subsequently unable to meet slot parameters(flight level, ATS route or entry fix time) should expect non-preferred routesand/or flight levels, en route holding and/or diversion around Kabul FIR.





unallocated slots.




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8.7.1 It is the responsibility of the aircraft captain and the aircraft operator to ensurethat the aircraft is ready to taxi in time to meet any required departure time. Theaircraft captain shall be kept informed by their aircraft operator of the AWUT, KabulFIR entry fix times and flight parameters (route/level) nominated by BOBCAT.

8.7.2 The aircraft captain, in collaboration with ATC, shall arrange take-off as closeas possible to the AWUT in order to meet Kabul FIR slot time.


8.7.4 The aircraft captain shall adjust cruise flight to comply with slot parameters atthe Kabul FIR entry fix by requesting appropriate ATC clearances including speedvariations in accordance with published AIP requirements.

8.7.5 Prior to departure, in circumstances where it becomes obvious that the Kabulslot time will not be met, a new slot allocation should be obtained as soon aspossible and via the most expeditious means. Early advice that the Kabul slot timewill be missed also enables the slots so vacated to be efficiently reassigned to otherflights.

8.7.6 A missed slot results in dramatically increased coordination workload for ATCand the pilot-in-command and should be avoided. To minimise coordinationworkload in obtaining a revised slot allocation, the following procedures arerecommended:




8.8.1 Detailed information in respect of the ATFM operations described above andother pertinent information has been included in the Bay of Bengal and South Asia ATFM Handbook (the “ATFM Users Handbook”), available at https://www.bobcat.aero.


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8.9.1 In the event of an inability to access the ATFMU website, the ATFMU shall becontacted via the alternative means (telephone or fax) specified in paragraph 8.10.

8.9.2 Contingency procedures for submission of slot request, including activation ofContingency Slot Request Templates (CSRT), are included in the ATFM UsersHandbook.


8.10 ATFMU Contact Details


+66 2 287 8024/8025FAX +66 2 287 8027

/Fax +66 2 287 8026E-mail [email protected] https://www.bobcat.aero


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1. PROCEDURES FOR SUBMISSION OF A FLIGHT PLAN

1.1 A flight plan shall be submitted to ATC prior to operating:

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

b. any IFR flight within advisory airspace;

c. any flight within or into designated areas, or along designated routes, whenso required by the appropriate ATS authority to facilitate the provision offlight information, alerting and search and rescue services;

d. any flight within or into designated areas, or along designated routes, whenso required by the appropriate ATS authority to facilitate coordination withappropriate military units or with air traffic services units in adjacent States inorder to avoid the possible need for interception for the purpose ofidentification

e. any flight across international borders.

1.2 The aircraft captain or the operator shall use the ICAO flight plan form.

1.3 The flight plan shall be submitted by the operator or aircraft captain to thenearest ATC unit:

a. At least 60 minutes prior to ETD for the following:(1) Flights departing Malaysian aerodromes whose destinations are

outside Malaysia.(2) Flights departing Peninsular Malaysia aerodromes for Sabah / Sarawak

and vice versa.

b. At least 30 minutes prior to ETD for the following:(1) Flights operating within Peninsular Malaysia.(2) Flights operating within Sabah / Sarawak.

1.4 In the event of a proposed delay of 30 minutes or more to the departure time fora flight when a flight plan has been previously filed, the aircraft captain or hisrepresentative will be required to notify ATC of the revised ETD. Where applicablethe flight plan should be amended or a new flight plan submitted by the aircraftcaptain and the old flight plan cancelled.

1.5 The aircraft captain or his representative is required to state the total number ofPersons On Board (POB) in the flight plan. In addition, prior to departure, pilots arerequired to pass the total POB to surface movement/aerodrome control whenrequesting engine start-up/taxi clearance. Pilots of arriving flights are required topass the POB to approach/aerodrome control on first contact.


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1.6 A flight plan submitted in flight on HF shall be submitted at least 20 minutes (or ifon VHF at least 10 minutes) prior to the intended point of entry into a CTR, CTA,advisory area or advisory route.

1.7 An aircraft captain may change from an IFR flight plan to a VFR flight plan byreporting “CANCELLING MY IFR FLIGHT” when weather conditions indicate that theremainder of the flight can be conducted under VFR.

1.8 ATC will acknowledge:“IFR FLIGHT CANCELLED AT......... (time)” or if information available which indicates the likelihood of IMC prevailing along theroute, will notify these conditions as follows:“INSTRUMENT MET CONDITIONS REPORTED (or FORECAST) IN THE VICINITYOF...............”

Note: The fact that a pilot reports flying in VMC does not of itself constitutecancellation of an IFR flight plan.

2. CLOSING A FLIGHT PLAN

2.1 Unless otherwise prescribed by the appropriate ATS authority, a report of arrivalshall be made in person, by radiotelephony or via data link at the earliest possiblemoment after landing, to the appropriate air traffic services unit at the arrivalaerodrome, by any flight for which a flight plan has been submitted covering theentire flight or the remaining portion of a flight to the destination aerodrome.

2.1.1 When a flight plan has been submitted only in respect of a portion of a flight,other than the remaining portion of a flight to destination, it shall, when required, beclosed by an appropriate report to the relevant air traffic services unit.

2.1.2 When no air traffic services unit exists at the arrival aerodrome, the arrivalreport, when required, shall be made as soon as practicable after landing and by thequickest means available to the nearest air traffic services unit.

2.1.3 When communication facilities at the arrival aerodrome are known to beinadequate and alternate arrangements for the handlings of arrival reports on theground are not available, the following action shall be taken. Immediately prior tolanding the aircraft shall, if practicable, transmit to the appropriate air traffic servicesunit, a message comparable to an arrival report, where such a report is required.Normally, this transmission shall be made to the aeronautical station serving the airtraffic services unit in charge of the flight information region in which the aircraft isoperated.

Note: The intent of this provision is to facilitate a reclearance to a reviseddestination, normally beyond the filed destination aerodrome.


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3. ADHERENCE TO FLIGHT PLAN

3.1 Except as provided for in 1.11 and 1.13, an aircraft shall adhere to the currentflight plan or the applicable portion of a current flight plan submitted for controlledflight unless a request for a change has been made and clearance obtained from theappropriate air traffic control unit, or unless an emergency situation arises whichnecessitates immediate action by the aircraft, in which event as soon ascircumstances permit, after such emergency authority is exercised, the appropriateair traffic services unit shall be notified of the action taken and that this action hasbeen taken under emergency authority.

3.2 Unless otherwise authorised or directed by the appropriate air traffic control unit,controlled flights shall, in so far as practicable:

a. when on an established ATS route, operate along the defined centre line ofthat route; or

b. when on any other route, operate directly between the navigation facilitiesand/or points defining that route.

3.3 Subject to the overriding requirement in 1.10.2, an aircraft operating along anATS route segment defined by reference to very high frequency omnidirectionalradio ranges shall change over for its primary navigation guidance from the facilitybehind the aircraft to that ahead of it at, or as close as operationally feasible to, thechange over point, where established.

3.4 Deviation from the requirements in 1.10.2 shall be notified to the appropriate airtraffic services unit.

4. INADVERTENT CHANGES

4.1 In the event that a controlled flight inadvertently deviates from its current flightplan, the following action shall be taken;

a. Deviation from track: if the aircraft is off track, action shall be taken forthwithto adjust the heading of the aircraft to regain track as soon as practicable.

b. Variation in true airspeed: if the average true airspeed at cruising levelbetween reporting points varies or is expected to vary by plus or minus 5percent of the true airspeed, from that given in the flight plan, the appropriateair traffic services unit shall be so informed.

c. Change in time estimate: if the time estimate for the next applicable reportingpoint, flight information region boundary or destination aerodrome,whichever comes first, is found to be in error in excess of three minutes fromthat notified to air traffic services, or such other period of time as isprescribed by the appropriate ATS authority or on the basis of air navigationregional agreements, a revised estimated time shall be notified as soon aspossible to the appropriate air traffic services unit.


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5. INTENDED CHANGES

5.1 Requests for flight plan changes shall include information as indicatedhereunder:

a. Change of cruising level: aircraft identification; requested new cruising leveland cruising speed at this level, revised time estimates (when applicable) atsubsequent flight information region boundaries.

b. Change of route:(1) Destination unchanged: aircraft identification; flight rules; description of

new route of flight including related flight plan data beginning with theposition from which requested change of route is to commence; revisedtime estimates; any other pertinent information.

(2) Destination changed: aircraft identification; flight rules; description ofrevised route of flight to revised destination aerodrome including relatedflight plan data, beginning with the position from which requestedchange of route is to commence; revised time estimates; alternateaerodrome(s); any other pertinent information.

6. WEATHER DETERIORATION BELOW THE VMC

6.1 When it becomes evident that flight in VMC in accordance with its current flightplan will not be practicable, a VFR flight operated as a controlled flight shall:

a. request an amended clearance enabling the aircraft to continue in VMC todestination or to an alternative aerodrome, or to leave the airspace withinwhich an ATC clearance is required; or

b. if no clearance in accordance with a. can be obtained, continue to operate inVMC and notify the appropriate ATC unit of the action being taken either toleave the airspace concerned or to land at the nearest suitable aerodrome;or

c. if operated within a control zone, request authorisation to operate as aspecial VFR flight; or

d. request clearance to operate in accordance with the instrument flight rules.

7. TERMINATION OF CONTROL

7.1 A controlled flight shall, except when landing at a controlled aerodrome, advisethe appropriate ATC unit as soon as it ceases to be subject to air traffic controlservice.


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ENR 2 AIR TRAFFIC SERVICES AIRSPACE

ENR 2.2 OTHER REGULATED AIRSPACE

1. OPERATIONS IN OCEANIC CONTROLLED AIRSPACE

1.1 Special Procedures for In-flight Contingencies

1.1.1 Standard regional procedures relating to in-flight contingencies and weatherdeviations in oceanic airspace, including the application of a 15 NM lateral offset,have been implemented in Malaysian airspace.

ENR 3. ATS ROUTES

ENR 3.1 LOWER AND UPPER ATS ROUTES

ATS ROUTE REMARKSCONTROLLING UNIT

FREQUENCY

A457 1). Bi-Directional between TAMOS and VPG2). Kuala Lumpur ACC FREQ VJR - VKL: PRI 123.75 MHZ SEC 132.75 MHZ3). Kuala Lumpur ACC FREQ VKL - TAMOS: PRI 132.8 MHZ SEC 133.55 MHZ (withinButterworth TMA - Butterworth Approach: PRI 125.8 MHZ SEC 128.5 MHZ).

B466 1). Longitudinal separation of 10 MIN.2). Eastbound flight planning VBA - GEMAS - VJB is not permitted.3). Kuala Lumpur ACC FREQ VJR - ABM VKL: PRI 123.75 MHZ SEC 132.75 MHZ (belowFL190 within Kuala Lumpur TMA - Lumpur Approach North 124.2 MHZ).4). Kuala Lumpur ACC FREQ ABM VKL - GUNIP: PRI 132.8 MHZ SEC 133.55 MHZ.5). Kuala Lumpur ACC FREQ GUNIP - ANOKO: PRI 133.4 MHZ SEC 132.55 MHZ.

B469 1). FIR boundary approximately 0.5 NM north of PU.

G582 1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying MachNumber Technique.2). Restriction: Eastbound flight on G582 to reach FL250 or above by 78 DME VBA.3). No Pre Departure Coordination (No PDC) arrangement: Flights departing fromPeninsular Malaysia to Kota Kinabalu on G582 joining M758 or M761 will be cleared toFL270, FL290 or FL330. Succeeding aircraft may be cleared to the same level, provided10 MIN longitudinal separation using MNT exists with no closing speed. Additionallongitudinal separation shall be provided by ATC for faster aircraft behind.4). Kuala Lumpur ACC FREQ PUGER - VBA: PRI 132.8 MHZ SEC 133.55 MHZ.5). Kuala Lumpur ACC FREQ VBA - VPK: PRI 132.6 MHZ SEC 133.65 MHZ. (WithinKuala Lumpur TMA - Lumpur Approach North - 124.2 MHZ). (Within Kuantan TMAKuantan Approach - 119.7 MHZ)


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ENR 3.3 AREA NAVIGATION ROUTES

1. RNP 10 OPERATIONS

1.1 50NM Longitudinal Separation Minima

1.1.1 ATC will apply 50 NM longitudinal separation minima between suitablyequipped aircraft which are approved for RNP 10 operations and FANS 1/Acompatible aircraft (which are compliant to RCTA DO-258A or ED EUROCAE 100A)on the following ATS routes within the Kuala Lumpur FIR:

1.1.2 Aircraft Captains are to advise ATC of any deterioration or failure of thenavigation system below the navigation requirements for RNP 10 or failure of thedata link airborne equipment. ATC shall where appropriate provide alternateseparation and/or alternative routing.

1.1.3 Aircraft Captains of aircraft meeting RNP 10 navigation requirements are toindicate ‘R’ in Item 10 of the ICAO Flight Plan.

R325 1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying MachNumber Technique. Other aircraft 15 MIN longitudinal separation.2). No Pre-Departure Coordination (No-PDC) arrangement: Flights departing from KualaLumpur/Subang (WMSA) or Kuala Lumpur INTL/Sepang (WMKK) via R325/B579 will becleared to FL280.3). R325 - no flight planning for westbound traffic operating above FL200.4). Kuala Lumpur ACC FREQ DUBAX - ANSOM: PRI 132.8 MHZ SEC 133.55 MHZ.5). Kuala Lumpur ACC FREQ ANSOM - ABM VBA: PRI 134.25 MHZ SEC 129.75 MHZ.6). Kuala Lumpur ACC FREQ ABM VBA - LATUK: PRI 132.6 MHZ SEC 133.65 MHZ.7). Kuala Lumpur ACC FREQ LATUK - VJR: 123.75 MHZ (within Butterworth TMA -Butterworth Approach FREQ: PRI 125.8 MHZ SEC 128.5 MHZ (within Johor Bahru TMA -Johor Approach 124.7 MHZ).

R467 1). Flight planning from Singapore/Johor Bahru - ATS route A457, thence R467 thenceB466.2). Kuala Lumpur ACC FREQ: PRI 132.8 MHZ SEC 133.55 MHZ (within Kuala LumpurTMA - Lumpur Approach South FREQ: 119.45 MHZ).

W543 1). Activation by NOTAM and/or AIP Supplement during airspace closure which affects aportion of airways A457, B466 and R325 for a major air exercise within Kuala Lumpur FIRand Singapore FIR.2). Uni-directional north-west bound.3). Upper limit FL240.4). Kuala Lumpur ACC FREQ: 123.75 MHZ.

L510 EMRAN - GIVAL

N571 IGOGU - VAMPI

P574 NOPEK - ANSAX

P628 IGREX - GIVAL


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1.2 Longitudinal Separation Minima

1.2.1 10 minutes time based separation based on Mach Number Technique (MNT)shall be applied between RNP 10 equipped aircraft.

1.2.2 50 NM longitudinal separation will be applied only between RNP 10 approvedaircraft equipped with FANS 1/A which are able to successfully LOGON to KualaLumpur CPDLC (WMFC) when outside VHF coverage or where a direct controllerpilot communication (DCPC) exists.

1.2.3 Differential Mach Number Technique (MNT) separation minima shall not beapplied for RNAV distance based 80/50 NM.

1.2.4 The mixed mode of 10 minutes time based separation based on Mach NumberTechnique (MNT) and 50 NM RNAV distance based longitudinal separation minimafor approved aircraft shall be in practice until such time the DCPC requirements arefully met in the area under consideration.

1.2.5 A 15 minute time based separation shall be applicable between aircraft oncrossing tracks.

1.3 OPERATIONS BY AIRCRAFT NOT MEETING RNP 10 REQUIREMENTS

1.3.1 An aircraft that is unable to meet the minimum navigational requirements forRNP 10 must file flight plan at or below the minimum flight level of the route.However operations of these aircraft above the minimum level will be subject to ATCapproval, and in accordance with the provisions specified in paragraph 1.3.2, and ifnot approved, will be required to file a flight plan to operate via an alternate route.

1.3.2 ATC units receiving a request for a non-RNP 10 approved aircraft to operateon ATS routes specified in paragraph 1.1.1 at or above FL280, will coordinate withadjacent ATC units affected by the flight. In deciding whether or not to approve theflight, each ATC unit will take into consideration:

a. Traffic density;

b. Communications, including non-availability of normal communicationfacilities;

c. Weather conditions en-route;

d. Restrictions notified from time to time for the route;

e. Other factors pertinent at that time.


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2. AREA NAVIGATION ROUTE REQUIREMENTS

ATS ROUTE REMARKSCONTROLLING UNIT

FREQUENCY

L510(RNP10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying Mach Number Technique.2). Unidirectional Eastbound.3). When successive ATFM westbound flights flight planned on P628 arriving GIVALbetween 1500UTC and 1900UTC and flights planned on N571/N877 arriving VAMPIbetween 1530UTC and 1930UTC do not meet the required longitudinal separationrequirements, some of these flights may be re-routed onto L510 to allow the allocation ofmore optimal flight levels.4). Kuala Lumpur ACC FREQ: PRI 133.4 MHZ SEC 132.55 MHZ.

L517 1). No PDC arrangements FL280, FL300 and FL340.2). Miri Approach FREQ: 129.9 MHZ and Kota Kinabalu ACC FREQ:128.3 MHZ.

L629(RNP10)L635(RNP10)L642(RNP10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft.

L645(RNP10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying Mach Number Technique.2). Kuala Lumpur ACC FREQ: PRI 133.4 MHZ SEC 132.55 MHZ.

M522 1). No Pre-Departure Coordination (No-PDC) arrangement: Flights departing fromaerodromes within Kota Kinabalu FIR via RNAV route M754 will be cleared to FL270.Succeeding aircraft may be cleared to same level provided 10 MIN longitudinal separationusing Mach Number Technique exists with no closing speed.2). Kinabalu ACC FREQ: 126.1 MHZ.

M626(RNP10)

1). Kuala Lumpur ACC FREQ: PRI 134.25 MHZ SEC 129.75 MHZ (Below FL150 within Kota Bharu TMA - Kota Bharu Approach PRI 120.85 MHZ SEC 130.3 MHZ.)

M630(RNAV 5)

1). Westbound FPL not permitted.2). Kuala Lumpur ACC FREQ GUNIP - RUMON - SADON: PRI 132.8 MHZ SEC 133.55 MHZ.3). Kuala Lumpur ACC FREQ SADON - MITOS - SUKRI: PRI 123.75 MHZ SEC 132.75 MHZ.

M644 1). Kuala Lumpur ACC FREQ: PRI 134.25 MHZ SEC 129.75 MHZ.

M646(RNP10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying Mach Number Technique.2). Kota Kinabalu ACC FREQ OSANU - BRU DVOR/DME: 126.1 MHZ, BRU DVOR/DME - DARMU: 128.3 MHZ.3). Kuching Control FREQ DARMU - KAMIN: 134.5 MHZ.4). Brunei Approach FREQ within the Brunei TMA: 127.1 MHZ.


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M751 1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying MachNumber Technique.2). Reporting Procedures: Pilots operating on M751 and destined for Kuantan, must reporton RTF to Kuantan ATC before entering Kuantan TMA.All aircraft on M751 deviating east of track when area WMR 102B is active and otheraircraft intending to enter these areas, shall contact Kuantan Approach or Lumpur Controlas appropriate and obtain traffic information. Pilots are warned that these areas areintensively used by military aircraft.3). No Pre Departure Coordination (No PDC) arrangement: Flights departing fromSingapore to airports in Thailand will be cleared to all flight levels. Succeeding aircraft maybe cleared to same level provided 10 MIN longitudinal separation using MNT exist with noclosing speed.4). Kuala Lumpur ACC FREQ GOLUD - ABM VKN: PRI 134.25 MHZ SEC 129.75 MHZ5). Kuala Lumpur ACC FREQ ABM VKN - VPK: PRI 132.6 MHZ SEC 133.65 MHZ


M758 1). Longitudinal separation of 10 MIN between RNAV equipped aircraft.2). No Pre-Departure Coordination (No-PDC) arrangement: Flights departing fromPeninsular Malaysia to Kota Kinabalu via RNAV route M758 will be cleared to FL270,FL290 or FL330. Succeeding aircraft may be cleared to the same level provided 10 MINlongitudinal separation using Mach Number Technique exists with no closing speed.3). Flights departing from aerodromes within Kota Kinabalu FIR via RNAV route M758 willbe cleared to FL300, FL340 or FL380. Succeeding aircraft may be cleared to same levelprovided 10 MIN longitudinal separation using Mach Number Technique exists with noclosing speed.4). Kinabalu ACC FREQ:126.1 MHZ.

M759 1). No Pre-Departure Coordination (No-PDC) arrangement: Flights departing fromaerodromes within Kota Kinabalu FIR via RNAV route M759/M758 will be cleared toFL310. Succeeding aircraft may be cleared to same level provided 10 MIN longitudinalseparation using Mach Number Technique exists with no closing speed.2). Kinabalu ACC FREQ: 126.1 MHZ.

M761 1). Longitudinal separation of 10 MIN between RNAV equipped aircraft.2). No Pre-Departure Coordination (No-PDC) arrangement: Flights departing fromPeninsular Malaysia to Kota Kinabalu FIR via RNAV route M761 will be cleared to FL270,FL290 or FL330. Succeeding aircraft may be cleared to same level provided 10 MINlongitudinal separation using Mach Number Technique exists with no closing speed.3). Flights departing from aerodromes within Kota Kinabalu FIR via RNAV route M761 willbe cleared to FL280. Succeeding aircraft may be cleared to same level provided 10 MINlongitudinal separation using Mach Number Technique exists with no closing speed.4). Kuching ACC FREQ:134.5 MHZ.

M763 DM765 1). Longitudinal separation of 10 MIN between RNAV equipped aircraft.

2). Portion of M765 within Singapore FIR from VENLI to IGARI delegated to Lumpur ACCfor provision of ATS.3). No Pre-Departure Coordination (No-PDC) arrangement: Flights departing north-eastfrom Peninsular Malaysia will be cleared to FL270/FL370 up to PANDI. Northeast boundtraffic after PANDI will be cleared to FL290/FL370.4). Kuala Lumpur ACC FREQ: PRI 134.25 MHZ SEC 129.75 MHZ.


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M771 1). Longitudinal separation of 10 MIN between RNAV equipped aircraft.

M772 1). No Pre Departure Coordination (No PDC) arrangement: Unidirectional routing for flightsbetween city pair of Jakarta and Hong Kong and restricted to FL300 and FL380 only.2). Kuching ACC FREQ: 134.5 MHZ ANIPU - DARMU; Kinabalu ACC FREQ: 128.3 MHZ DARMU - ANIRU; Kinabalu ACC FREQ: 126.1 MHZ ANIRU - ASISU.

N571(RNP 10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying Mach Number Technique. 2). No Pre-Departure coordination (No-PDC) arrangement: Flights departing from KualaLumpur/Subang (WMSA), Kuala Lumpur INTL/Sepang (WMKK) and Singapore/Changi(WSSS) will be cleared to FL280 or FL300. Succeeding aircraft cleared to same cruisinglevel shall be provided at least 10 MIN longitudinal separation with no closing speed.Additional longitudinal separation shall be provided by ATC for faster aircraft following theslower aircraft on the same route.

Note: There are no ATFM requirements or flight planning restrictions for flights viaN571/N877 entering Kabul FIR at SERKA then UL333 to SOKAM. However, to avoidconflictions with flights that are subjected to ATFM procedures, flights shall not flight planvia N571/N877 to enter Kabul FIR at SERKA then B466 to PAROD.3). Kuala Lumpur ACC FREQ: PRI 133.4 MHZ SEC 132.55 MHZ.

N633(RNP10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying MachNumber Technique.2). Kuala Lumpur ACC FREQ: PRI 123.75 MHZ SEC 132.75 MHZ (Below FL190 withinKuala Lumpur TMA - Lumpur Approach South 119.45 MHZ).

N884(RNP10)N891(RNP10)N892(RNP10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft.

P501(RNP10)

1). Kuala Lumpur ACC FREQ: PRI 133.4 MHZ SEC 132.55 MHZ. Singapore ACC FREQ: PRI 133.25 MHZ SEC 135.8 MHZ.

P574(RNP10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying Mach Number Technique.2). No Pre-Departure Coordination (No-PDC) arrangement: Flights departing from KualaLumpur/Subang (WMSA), Kuala Lumpur INTL/Sepang (WMKK) or Singapore/Changi(WSSS) will be cleared to FL280 or FL300. Succeeding aircraft cleared to same cruisinglevel shall be provided at least 10 MIN longitudinal separation with no closing speed.Additional longitudinal separation shall be provided by ATC for faster aircraft following theslower aircraft on the same route.3). Kuala Lumpur ACC FREQ: PRI 133.4 MHZ SEC 132.55 MHZ.

P627(RNP10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying MachNumber Technique.2). Kuala Lumpur ACC FREQ: PRI 133.4 MHZ SEC 132.55 MHZ.


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P628(RNP 10)

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft applying Mach Number Technique. 2). Unidirectional Westbound between GIVAL and IGREX.3). Bi-directional between VPL and GIVAL.4). All westbound flights on P628 which are not subject to ATFM measures when transitingthrough Kuala Lumpur FIR to destinations in South Asia, Middle East and Europe arerequired to flight plan as follows: FL360 or above for flights estimating IGREX between 1600UTC and 1930UTC. Flights which are unable to comply during this period are advised to use an alternate route.5). Kuala Lumpur ACC FREQ: PRI 133.4 MHZ SEC 132.55 MHZ.

P648 1). Kinabalu ACC FREQ VJN DVOR/DME to 80 DME VJN: 126.1 MHZ.2). Kinabalu ACC FREQ 80 DME VJN to OKADA: 128.3 MHZ.3). Brunei Approach FREQ within Brunei TMA: 127.1 MHZ.

Y331 DY332 DY333 1). Outbound only - Departure RWY 14 Kuala Lumpur (WMKK) joining L629/M771

2). Kuala Lumpur ACC FREQ: PRI 132.6 MHZ SEC 133.65 MHZ. 3). Singapore ACC FREQ: 133.8 MHZ.

Y334 1). Arrival RWY 32 Kuala Lumpur (WMKK) from N892/L635.2). Kuala Lumpur ACC FREQ: PRI 132.6 MHZ SEC 133.65 MHZ.3). Singapore ACC FREQ: 133.8 MHZ.

Y335 1). Arrival RWY 32 Kuala Lumpur (WMKK) from M7582). Departure RWY 14 Kuala Lumpur (WMKK) joining M7583). Kuala Lumpur ACC FREQ: PRI 132.6 MHZ SEC 133.65 MHZ.4). Singapore ACC FREQ: 133.8 MHZ.

Y336 1). Arrival RWY 32 Kuala Lumpur (WMKK) from M761.2). Departure RWY 14 Kuala Lumpur (WMKK) joining M761.3). Kuala Lumpur ACC FREQ: PRI 132.6 MHZ SEC 133.65 MHZ4). Singapore ACC FREQ: 133.8 MHZ.

Y337 1). Y337 is only available Westbound and only between 1500 - 2030 UTC2). Kuala Lumpur ACC FREQ VPG - ABM VPL: PRI 132.8 MHZ SEC 133.55 MHZ, ABM VPL - GIVAL PRI 133.4 MHZ SEC 132.55 MHZ.

Y338 1). Unidirectional westbound between 1530UTC and 1930UTC at position VAMPI.2). When successive ATFM westbound flights flight planned on N571/N877 arriving VAMPIbetween 1530UTC and 1930UTC do not meet the required longitudinal separationrequirements, some of these flights may be re-routed onto L510 via Y338 to allow theallocation of more optimal flight levels.3). Kuala Lumpur ACC - 133.4 MHZ.

Y339(RNAV 5)

1). Flights shall not FPL on Y339 at FL220 and below.2). Eastbound flight planning not permitted.3). Kuala Lumpur ACC FREQ: PRI 123.75 MHZ SEC 132.75 MHZ.

Y340(RNAV 5)

1). Kuala Lumpur ACC FREQ: PRI 123.75 MHZ SEC 132.75 MHZ.

Y341(RNAV 5)



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Y342(RNAV 5)


Y343(RNAV 5)


Y344(RNAV 5)

1). No Pre Departure Coordination (No PDC) arrangement: Flights departing fromPeninsular Malaysia to Kota Kinabalu on Y344 joining M758 or M761 will be cleared toFL270, FL290 or FL330. Succeeding aircraft may be cleared to the same level, provided10 MIN longitudinal separation using MNT exists with no closing speed. Additionallongitudinal separation shall be provided by ATC for faster aircraft behind.2). Kuala Lumpur ACC FREQ: PRI 132.6 MHZ SEC 133.65 MHZ.

Y345(RNAV 5)


Y346(RNAV 5)


Y347(RNAV 5)


Y348(RNAV 5)


Y349(RNAV 5)


Y445 1). Kinabalu ACC.

Y446Y447

1). Longitudinal separation of 10 MIN between RNAV equipped aircraft.2). No Pre Departure Coordination (No PDC) arrangement: Flights departing fromaerodromes within Kota Kinabalu FIR via RNAV route Y446 joining M768 and Y447 joiningM758 will be cleared to FL300. Succeeding aircraft may be cleared to same level provided10 minutes longitudinal separation using Mach Number Technique exists with no closingspeed.3). Y447 is a diversionary route for RNAV route M758 between OLKIT and VJN DVORavoiding a Danger Area which is activated by NOTAM.4). Kinabalu ACC - 126.1 MHZ.


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ENR 4. NAVIGATION AIDS Refer to ADF FLIP


ENR 5.5 AERIAL SPORT AND RECREATIONAL ACTIVITY

1. GLIDER OPERATIONS

1.1 Subject to local Air Traffic Control requirements, glider operations are permittedat all manned and unmanned aerodromes except in the following aerodromes:

a. Kuala Lumpur/Sultan Abdul Aziz Shah/Subang (WMSA)

b. Kuala Lumpur International/Sepang (WMKK)

c. Penang International (WMKP)

d. Kota Kinabalu (WBKK)

e. Kuching/Kuching International (WBGG)

PART 3 - AERODROMES

AD 1.1 AERODROMES/HELIPORTS AVAILABILITY

1. KUALA LUMPUR/SEPANG AIRPORT (WMKK)

1.1 LOW VISIBILITY OPERATING PROCEDURES

1.1.1 There are 3 visibility conditions under which the airport may be required tooperate:

a. Visibility Condition 1:

Horizontal visibility sufficient for pilot to taxi and to avoid collision with othertraffic on the taxiways and at intersections by visual reference, and forpersonnel of air traffic control units to exercise control over all traffic on thebasis of visual surveillance; and

The visibility shall not be less than 800M or 550M RVR.

b. Visibility Condition 2:

Horizontal visibility sufficient for pilot to taxi and to avoid collision with othertraffic on the taxiways and at intersections by visual reference, butinsufficient for personnel of air traffic control units to exercise control over alltraffic on the basis of visual surveillance; and

The visibility shall not be less than 400M RVR.


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c. Visibility Condition 3:

Horizontal visibility less than 400M RVR.

1.2 Visibility Condition 2 and 3

1.2.1 Regulation of aircraft and vehicles shall be as follows:

a. Air traffic control shall be responsible for the regulation of aircraft andvehicles with respect to other aircraft and the provision of essential trafficinformation on aircraft to aircraft captains and drivers of vehicles to facilitateseparation;

b. Aircraft captains shall be responsible for maintaining separation with otheraircraft on the manoeuvring area, other than the runways;

c. Drivers of vehicles shall be responsible for separation with aircraft and othervehicles.

1.2.2 When low visibility operating procedures are in operation, air traffic control will:

a. Broadcast on the ATIS that low visibility operating procedures are inoperation;

b. Ensure all vehicles and personnel are clear of the manoeuvring area;

c. Provide runway landing intervals of 6NM or more;

d. Provide landing clearances no later than 2NM from touchdown;

e. Provide the aircraft captain of every departing and landing aircraft with:(1) The current RVR reading for the relevant runway if RVR values are

below 1500M;(2) Unserviceability of any component parts of the CAT II facilities not

previously broadcast on the ATIS.


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Nauru

NAURU



1. PROCEDURES AND STANDARDS1.1 Airspace procedures or standards as outlined in ICAO Regional

Supplementary Procedures, Pacific Operations Manual and the Australian Manual ofAir Traffic Services will be applied in the Nauru FIR.

2. PROVISION OF SERVICES2.1 Brisbane Centre provide the following services within Nauru FIR Class A

(FL245-FL600) airspace:

a. Area Control Service;b. Flight Information Service; andc. Alerting Service and In-flight Emergency Response Service (IFER)

2.2 Flights intending to operate within Nauru Class A airspace must obtain aclearance prior to entry.

2.3 In the event that Nauru FIS is unable to contact Brisbane Centre to obtain anairways clearance, the aircraft shall contact Brisbane Radio after departure for aclearance to enter CTA/A FL245-FL600.

3. COMMUNICATIONS AND FREQUENCY MANAGEMENT

3.1 HF RADIO VOICE COMMUNICATION3.1.1 Brisbane Radio provides HF radio guard and a 3rd party HF communication

for Brisbane Centre on SEA-3 HF frequencies: 3470, 6556, 11396, 13318 and17907.

3.1.2 All flights operating within Nauru FIR Class A airspace must monitor anddirect communications to Brisbane Radio in the first instance for ATS with BrisbaneCentre.

3.2 CPDLC/ADS COMMUNICATION3.2.1 Controller Pilot Data Link Communications and Automatic Dependent

Surveillance equipped flights are required to log-on to YBBB and communicatedirectly with Brisbane Centre.

3.2.2 Pilots must retain HF communication availability with Brisbane Radio to off-set CPDLC/ADS equipment failure events.


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4. SEARCH AND RESCUE ALERTING4.1 Brisbane Centre will provide Search and Rescue (SAR) alerting and in-flight

emergency response services to traffic operating in Nauru Class A airspace.Information relevant to SAR alerting and in-flight emergency responses will benotified to the appropriate Nauru authority for SAR action.


1. AIRSPACE DESCRIPTION1.1 ATS in Class G airspace (below FL245) is provided by Republic of Nauru

Civil Aviation.

1.2 The Republic of Nauru has delegated AirServices Australia’s Brisbane Centreto provide ATS in Class A airspace in the Nauru FIR.


1. TRANSITION ALTITUDE1.1 The Transition Altitude in the Nauru FIR is 11000FT.


1. FLIGHT NOTIFICATION1.1 All flights intending to operate within the Republic of Nauru Class A airspace

must submit an IFR flight plan to Airservices Australia Brisbane Centre and BrisbaneRadio, in addition to other flight planning and address requirements.

Class of Airspace Description Operations

Services

ATC Service Separation Communication

Class A Oceanic Control Area (OCA) FL245-FL600

IFR only YesATC clearance required

All aircraft Continuous two-way


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Caledonia

NEW CALEDONIA



1. GENERAL1.1 French air traffic regulations conform with the recommended standards and

practices specified in Appendices 2 and 11 of the Chicago Convention.

2. AIR TRAFFIC CONTROL SERVICES2.1 VFR flights manoeuvring within New Caledonia FIR are not provided with an

air traffic control service. Flight information and alert services are provided whereverpossible.

2.2 Permanent frequency monitoring is required for all IFR flights manoeuvringwithin the New Caledonia FIR.

3. FLIGHT INFORMATION SERVICE3.1 The flight information service provides pilots in command with information

concerning weather conditions, infrastructure and known traffic.


1. SPEED LIMITATION1.1 Unless a contrary clearance is give within class D airspace, an IFR or VFR

flight is limited to 250KT below 10000FT.

2. SPECIAL VFR FLIGHTS2.1 A special VFR clearance is necessary to enter or manoeuvre in an

aerodrome control zone, when indicated ground visibility is less than 5KM or ceilingis below 450M (1500FT).


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1. MINIMUM LEVEL1.1 IFR flights outside controlled airspace, where no minimum level is specified,

must operate at a level 300M (1000FT) above the highest obstacle located within aradius of 8 KM around the estimated position of the aircraft. This value is set to 600M(2000FT) in hilly or mountainous areas.

2. VMC CLEARANCE2.1 On request, an aircraft in IFR flight manoeuvring at day time in VMC may

obtain an additional clearance “VMC clearance.

2.2 Such a clearance allows it to continue its flight in VMC, freed from statutoryspacing, while visually ensuring its own spacing with regard to all other aircraft in IFRflight.

2.3 It can also relieve it from preset routes.

2.4 A VMC clearance:

a. is valid only for a predetermined part of the flight;b. can be issued only within class D or E controlled airspace;c. cannot be issued to an aircraft to perform an approach procedure.

2.5 When an aircraft has obtained a VMC clearance, it must:

a. warn the appropriate air traffic control organisation as soon as it observesdegradations in meteorological conditions likely to prevent continuation offlight in VMC;

b. obtain an additional clearance prior to IMC flight.

2.6 When provided with a VMC clearance, the pilot must manoeuvre in order toavoid any incident due to trailing vortex:

a. generated due to own trailing vortex;b. by considering the trailing vortex of other aircraft.


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1. CLASSIFICATION OF AIRSPACE

Airspace Class

Authorised flights

Services provided by ATS units:ATC FIS SAR

Alerting

Radio contactmandatory

Subject to ATC clearance

Speed limitation (1)

A IFR SeparationIFR/IFR

Yes Yes Yes Yes 250 kt

C IFR SeparationIFR/IFRIFR/VFR


VFR SeparationVFR/IFRTraffic InformationVFR/VFR


VFR (night) SeparationVFR (night)/IFRTraffic InformationVFR (night)/VFR (night)


Special VFR(CTR)

SeparationSpecial VFR/IFRTraffic InformationSpecial VFR/Special VFR


D IFR SeparationIFR/IFRTraffic InformationIFR/VFR


VFR Traffic InformationVFR/IFRVFR/VFR


VFR (night) SeparationVFR (night)/IFRTraffic InformationVFR (night)/VFR (night)


Special VFR (CTR)

SeparationSpecial VFR/IFRTraffic InformationSpecial VFR/Special VFR


E IFR SeparationIFR/IFRIFR/VFR (night)Traffic InformationIFR/VFR


VFR Traffic InformationVFR/IFR (where practicable)

Yes Yes No No 250 kt


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Note 1: Below FL100 (or 10,000 ft if the Transition Altitude is greater than 10,000 ft AMSL.


1. SETTING PROCEDURE1.1 Within the New Caledonia QNH area, at 11000FT and below, aircraft must

express their vertical position in reference to Tontouta QNH, except for aircraft takingoff, landing or manoeuvring within an aerodrome control area where the aerodromelocal QNH is to be used.

1.2 The transition layer between 11000FT and FL130 can only be used for climbor descent operations. When crossing the transition layer, during descent, thevertical position of the aircraft is expressed in altitude (QNH setting).

1.3 Within the New Caledonia QNH area, if the altimeter setting cannot beobtained prior to departure, the pilot in command must set the altimeter with regardto the aerodrome altitude and request communication of the altimeter setting asearly as possible and in any case before entering IMC conditions.

VFR (night) Separation VFR (night)/IFRTraffic InformationVFR (night)/VFR (night)


G IFR No Yes Yes Yes No 250 kt

VFR No Yes Yes No No 250 kt

Airspace Class

Authorised flights

Services provided by ATS units:ATC FIS SAR

Alerting

Radio contactmandatory

Subject to ATC clearance

Speed limitation (1)


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TABLE OF CRUISING LEVELS WITHIN THE NEW CALEDONIA SECTOR

1) Cruising altitudes higher than 9,000FT are usable within the NoumeaTerminal Control Area up to 11,000FT. 11,000FT will only be assignedwhen FL130 is not occupied.

2) FL130 cannot be used if QNH < 980hPa.

ENR 2 AIRSPACE STRUCTURE

1. OCA1.1 The New Caledonia OCA Class D airspace extends from 9500FT to FL195.

Class A airspace extends from FL195 to FL245. Nadi OCA Class A airspaceoverlays the New Caledonia Sector up to FL600.

2. TMA2.1 The structure of the New Caledonia TMA covering Noumea, Noumea

magenta, Lifou and Ile des Pines CTR’s is depicted in Terminal Charts.

MAGNETIC TRACKS

000o - 179o 180o - 359o

IFR VFR IFR VFR

ALT (FT) ALT (FT) ALT (FT) ALT (FT)

3500 4000 4500

5000 5500 6000 6500

7000 7500 8000 8500

9000 9500 10000 (1) 10500 (1)

11000 (1)

Transition layer within New Caledonia sector: 11000FT - FL130

FL FL FL FL

130 (2) 135 140 145

150 155 160 165

170 175 180 185

190 200

210 220

230 240


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eNIUE1. NIUE IS LOCATED IN THE TONGA SECTOR, AUCKLAND OCEANIC FIR. 1.1 Refer to the Tonga section.


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PAPUA NEW GUINEA



1. RULES APPLICABLE TO ALL AIRCRAFT

1.1 Visual Approach1.1.1 Each aircraft captain may, subject to ATC authorisation in controlled

airspace, conduct a visual approach under IFR, provided that:

a. if the visual approach is to be commenced en route, the aircraft is within30NM from the aerodrome of intended landing; and

b. the visibility is at least 5 km; andc. the approach can be conducted with continuous visual reference to the

surface; andd. at night, the aircraft is-

i within the circling area; orii aligned with the runway centreline at a distance of 7 nm if

conducting an ILS approach otherwise at a distance of 5 nm; ande. at night, the runway approach or runway lighting is in sight throughout the

approach; andf. until the aircraft is continuously in a position from which a descent to a

landing on the intended runway can be made at a normal rate of descentusing normal manoeuvres that will allow touchdown to occur within thetouchdown zone of the runway of intended landing, the visual approach isnot conducted below the minimum heights—

i prescribed for ENR 1.2 Section 2; andii where applicable, for noise abatement procedures prescribed in

TERMRW and ERSR/TAGR.

1.2 Departing Flights1.2.1 Unless otherwise instructed, the aircraft captain shall establish flight on the

departure track as soon as practicable after takeoff and at no further distance fromthe aerodrome than five miles.

1.2.2 After making a frequency change, the aircraft captain shall advise level andintentions.


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1.3 Step Climb1.3.1 Vertical separation may be provided between two climbing aircraft, not

otherwise separated, by means of progressively assigning to the lower aircraft levelswhich provide vertical separation with the higher aircraft. To facilitate the applicationof this procedure which is known as a 'STEP CLIMB', aircraft captains, on receipt ofadvice that they are subject to a 'STEP CLIMB', shall adopt the following procedure:

a. The aircraft captain of the lower aircraft shall report approaching eachassigned level in the sequence;

b. The aircraft captain of the higher aircraft, on hearing the lower aircraft reportapproaching each assigned level, shall report his last vacated level, thusproviding the next level for assignment to the lower aircraft.

1.3.2 Step descents may also be applied by reversing the above procedure.

1.3.3 When climbing or descending in controlled airspace, a rate of climb ordescent may be specified to ensure the provision of vertical separation. When such arate is not specified, the change of level shall be made at a rate in accordance withnormal operating practice for the aircraft type.

1.3.4 The phrase 'STANDARD RATE', when included in a clearance (e.g.,'DESCEND TO SIX THOUSAND - STANDARD RATE), is a specification for a rate ofclimb or descent of not less than 500 FPM, except that the last 1000FT of levelchange to an assigned level shall be made at 500 FPM. A controller may specify arate of climb or descent applicable to a single clearance or, in the case of a stepclimb or step descent, applicable to all level clearances issued in the course of thestep-climb or descent. In the latter case, the requirement will be advised by theinclusion in the initial clearance of the phrase '...STEP CLIMB (or STEP DESCENT)- STANDARD RATE (or AT..... FEET PER MINUTE)'. The aircraft captain shallcomply with this rate of change of level in respect of each level assignment withoutfurther specification of the rate until cruising level is reached or, when on descent,until cleared to MAKE VISUAL APPROACH or MAKE DME ARRIVAL or until on thatpart of an instrument approach procedure below the lowest holding altitude.

1.3.5 If unable to comply with a prescribed rate, the aircraft captain shall adviseand request an alternative rate. Such advice may be particularly appropriate ifoperating in close proximity vertically to the control area lower limit or whendescending VISUAL or VFR to an assigned level and maintaining clearance fromterrain or cloud. Every endeavour will be made to avoid specifying a rate if it isbelieved such circumstances could apply.

1.3.6 In controlled airspace, the aircraft captain shall commence a change of levelas soon as possible but not later than one minute after he has received an instructionto do so, unless that instruction specifies a later time or place.


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1.3.7 When significant, it will be stipulated that an assigned level must be reachedby a specific time, distance or place. If the aircraft captain doubts that he can meetthis stipulation, he shall advise ATC immediately.

1.3.8 A requirement only to report at a time or place given in the same clearanceas a descent/climb instruction does not require the new level to be reached by thespecified time or place.

1.3.9 The aircraft captain of an aircraft operating in controlled airspace shallreport:

a. when he has left a level which has been maintained - where 'maintained'means a level at which flight has been conducted in the course of climb,cruise or descent; and

b. when he has left any other levels for which he has been requested to report.

1.3.10 Outside controlled airspace, the aircraft captain shall report his intentionprior to making any change of level. The notification of intention to change levelshould be made sufficiently early to enable reassessment of the traffic situation andadvise of any confliction.

1.4 En Route Traffic1.4.1 Traffic information to en route IFR category flights, en route RPT aircraft and

all aircraft operating in an Aerodrome Flight Information Zone (AFIZ), will beprovided, when possible conflict exists with any other known aircraft in the followingsituations, or on request:

a. the planned tracks of two aircraft with less than 1000FT vertical separationwill cross;

b. opposite and same direction aircraft overtaking or passing on the same orreciprocal planned tracks with less than 1000FT vertical separation;

c. opposite or same direction aircraft climbing or descending on the same orreciprocal planned tracks;

d. climbing or descending aircraft passing through the levels of cruising aircraft;e. more than one aircraft arriving at, departing from or circling, the one

aerodrome.

1.4.2 Having regard to sub-paragraphs a. and b. above, in areas where severeturbulence is forecast or has been reported and in respect of aircraft operating at orabove FL290, traffic information will be provided when aircraft have less than2000FT separation.

1.4.3 An aircraft which is not fitted with a serviceable auto pilot height lock,cruising between FL210 and FL290, will be provided with traffic information whenless than 2000FT vertical separation exists between aircraft.


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1.4.4 In any of these circumstances, traffic information supplied will comprise therelevant components of such of the following factors as are known:

a. the identification of the conflicting aircraft;b. the aircraft type;c. the route of the aircraft;d. the last position report received from the aircraft;e. intentions of the pilot, and, as required;f. the aircraft's take-off direction, initial departure track and intended cruising

level;g. the direction of intended landing.

1.5 Alternate Aerodromes

1.5.1 Meteorological Conditions – VFR Flight

1.5.1.1 The pilot-in-command shall not commence a flight under VFR unless, ifavailable, current meteorological reports, or a combination of current reports andforecasts, indicate VFR minima prescribed in ENR 1.2 Section 2 can be compliedwith along the route, or that part of the route to be flown under VFR.

1.5.1.2 A pilot-in-command shall not carry out an air operation under VFR abovemore than broken cloud unless:

a. the aeroplane meets the requirements for IFR flight and the requiredminimum flight crew for IFR operation, holding current instrument ratingqualifications, is at the controls; and

b. the instruments and equipment, including radio navigation equipment,required for IFR flight are operative; and

c. the aeroplane is capable, with one engine inoperative, of maintaining a netflight path that has a positive slope at 1000 feet above the cloud; and

d. the aeroplane carries radio navigation equipment enabling it to be navigatedby IFR to an aerodrome where an instrument approach procedure may becarried out for landing; and

e. if the pilot-in-command cannot determine that the meteorological conditionsat the destination aerodrome are suitable for an approach and landing underVFR, the aeroplane carries sufficient fuel and fuel reserves to proceed byIFR to an aerodrome where an instrument approach procedure may becarried out for landing.


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1.5.2 Meteorological Conditions and Alternate Aerodromes – IFR Flight

1.5.2.1 The pilot-in-command shall not commence a flight under IFR unlesscurrent meteorological reports, or a combination of current reports and forecasts, ifavailable, indicate that conditions will, at the estimated time of arrival, or at theestimated time of commencing an instrument approach, taking any “INTER” or“TEMPO” meteorological conditions into account at the applicable destinationaerodrome, be at or above the minimum prescribed for the instrument approachprocedure likely to be used at that aerodrome; and

1.5.2.2 Each person performing ETOPS shall ensure that before the aeroplane isfurther than one hour from an adequate aerodrome each aerodrome designated asan en-route alternate aerodrome will, at the possible time of use, be at or above theapproved weather minima specified in the certificate holder’s exposition.

1.5.2.3 The time of one hour specified in paragraph 1.5.2.6 shall be at the one-engine inoperative cruising speed under standard conditions in still air.


2.1 Communications and Radio Navigation Requirements2.1.1 Standard ICAO.

2.1.2 In controlled airspace traffic information is provided:

a. to the aircraft captain having responsibility for separation, to enable him todetermine visually the position of another aircraft and to take action to avoidcollision;

b. when through emergency or other cause, aircraft are operating with lessthan the prescribed separation minima;

Note: Aircraft may operate with less than the prescribed minima when subject tovisual control by ATC.

c. when an RPT or IFR category aircraft will be leaving the CTR for flight innon-controlled airspace and it is known that other traffic is operating inproximity to the boundary and the intended path of the aircraft;

d. when an RPT or IFR category aircraft will be descending into non-controlledaerodromes below CTA, and it is known that other aircraft are operatingbelow or outside the CTA in close proximity to the boundary and intendedpath of the aircraft;

e. when requested by the captain of an aircraft.

2.1.3 Essential traffic which will be made the subject of traffic information oralerting is that traffic which is a collision hazard or which may develop into a collisionhazard if action is not taken to maintain separation.


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2.2 Air Traffic Control Clearance2.2.1 The aircraft captain, in other than an emergency, must operate the aircraft in

controlled airspace in accordance with an air traffic clearance, except in anAerodrome Traffic Zone (ATZ). Aircraft must not enter controlled airspace without aclearance. The aircraft captain is responsible for obtaining a clearance, and onceobtained must not deviate from the cleared track, or change level without obtainingATC approval. The aircraft captain of a radio-equipped aircraft must maintaincontinuous radio communications with ATC. When communication facilities permit,clearances will be passed to pilots direct by ATC.

2.2.2 The clearance authorises flight in the specified manner to the first point atwhich the flight leaves controlled airspace, or, if completely in controlled airspace, tothe first landing place.

2.2.3 Departure instructions may be issued which vary the initial departure track.

2.2.4 An ATC clearance does not relieve the aircraft captain from complying withstatutory requirements nor from the responsibility for ultimate safety of the aircraft.

2.2.5 If considered necessary, the aircraft captain should request a differentclearance from that issued. In an emergency, the aircraft captain may act without aclearance but should immediately advise ATC. The aircraft captain must advise ATCif issued a clearance which requires the use of navigation aids not available to theaircraft, or the pilot is not qualified to use.

2.2.6 Air traffic clearances are designed to keep an aircraft in controlled airspace,both laterally and vertically, if the aircraft captain has so planned. If a significantdelay is likely, ATC may offer an alternative route outside controlled airspace.

2.2.7 If the aircraft captain is in doubt that the clearance will keep the aircraft incontrolled airspace, ATC should be advised and an alternative clearance may berequested. The aircraft captain, desiring to retain control area protection, shouldmaintain at least 1000FT above the lower limit of the CTA steps.

2.2.8 A control instruction issued after a clearance amends the appropriate item inthe clearance. When there is any change in the clearance limit and/or route specifiedin the initial clearance or assigned cruising level, a complete new clearance will beissued.

2.2.9 Whenever a restriction or requirement has been imposed and,subsequently, a further restriction/requirement is imposed, the subsequentinstruction will cancel all previous restrictions/requirements unless:

a. all restrictions/requirements are restated; orb. the subsequent instruction is prefixed ‘FURTHER REQUIREMENT’.


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2.2.10 At a controlled aerodrome, clearance for operation in an adjoining controlarea is given before departure.

2.2.11 If proposing to fly into a control area from an aerodrome so close to theentry point that a full position report before entry is not practicable, a clearanceshould be requested:

a. at a convenient time before entering the runway for take-off at an aerodromewhere communication can be easily established before take-off; or

b. after take-off, if not available or obtainable before take-off, provided theaircraft does not enter controlled airspace until cleared.

2.2.12 If landing at such an aerodrome with the intention of departing for a controlarea shortly after landing, any revision of notified details relevant to the clearanceshould be advised. If paragraph 2.2.11 a. or b. would not be practicable, clearanceshould be requested before landing.

2.2.13 Details required for flight in controlled airspace shall be submitted at least30 minutes before the expected time of entry into controlled airspace.

2.2.14 Flights that will enter Port Moresby FIR on ATS route B589 on Honolulu -Port Moresby route at TASAK should call Moresby Radio on HF 20 minutes beforeentry for en route clearance.

2.2.15 The aircraft captain must request an airways clearance:

a. on the clearance delivery frequency, or other frequency nominated for thatpurpose, before starting engines; or

b. where a clearance delivery frequency is not available, before entering thedeparture runway; and

c. before entering controlled airspace.

2.2.16 An airways clearance normally contains the following items:

a. aircraft identification;b. destination, area of operation, position or clearance limit;c. route of flight;d. assigned level;e. for IFR flights, departure instructions;f. SSR code; andg. any additional instructions.


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2.2.17 The aircraft captain must read back the following items of an ATCclearance:

a. any SID, SRD, or SDC identifier;b. an assigned level/altitude;c. any ATS route name or number;d. any tracking points;e. assigned SSR code;f. any item notified in the clearance as ‘AMENDED’;g. cancellation of a clearance, ‘CANCEL SID’;h. a level/altitude requirement or temporary restriction;i. any clearance limit imposed;j. the word ‘VISUAL’ when appended to level, heading or turn instructions.

2.2.18 This requirement recognises the need for a check on certain items of aclearance. If the clearance issued by ATC contains items different from the flight planand not prefixed 'AMENDED', the aircraft captain shall request a verification of theseitems.

2.2.19 At night, or in IMC by day, the departure instruction for an IFR flight froman aerodrome within a CTR will be in the form of a SID, SRD or SDC. Where theseare not published, or where aircraft or ground based navigation aid(s) areunavailable, tracking instructions will be notified by ATC.

2.2.20 If an aircraft is cleared only to an intermediate point, and flight beyond thatpoint will be in controlled airspace, the aircraft captain must obtain a furtherclearance before proceeding beyond the intermediate clearance point.

2.2.21 When an aircraft leaves controlled airspace, a further clearance must beobtained for any subsequent flight in controlled airspace.

3. TRAFFIC INFORMATION - OUTSIDE CONTROLLED AIRSPACE3.1 Discrete VHF air to air communication frequency 128.95 MHZ has been

allocated for exclusive use as an inter-pilot frequency for exchange of necessaryinformation in the interest of improvement of safety. This should be used inconjunction with existing area frequency which should remain the primary frequencyutilised for the broadcast of traffic information on approach or departure fromunmanned aerodromes.


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4. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)4.1 RVSM Airspace

4.1.1 RVSM airspace is prescribed within the Port Moresby FIR within controlledairspace between FL290 and FL410 inclusive.

4.1.2 Refer to FAA website http://www.faa.gov/ats/ato/rvsm1.htm for RVSMOperational Policy and Procedures.

5. 1NM AND 2NM LATERAL OFFSETS OCEANIC AIRSPACE5.1 Aircraft operating in oceanic airspace in the Port Moresby FIR are authorized

to use lateral offsets in accordance with the requirements detailed in para 5.2.

5.2 The following requirements apply to the use of the lateral offset:a. The offset shall only be applied by aircraft with automatic offset tracking

capability;b. When an offset is applied, the offset must be established at a distance of

1NM or 2NM to the RIGHT of track relative to the direction of flight;c. The offset must only be applied during the en-route phase of flight;d. The offset must not be used in addition to diversions or other offsets;

e.g. weather or wake turbulence.e. The offset must not be applied at levels where obstacle clearance would be

affected;f. Identified aircraft;

1) may continue on offset; and2) must advise ATC prior to initiating or changing an offset.

5.3 The decision to apply a lateral offset is the responsibility of the pilot incommand. Other than when an identified aircraft initiates or changes a lateral offset,pilots are not required to notify ATC that a lateral offset is being applied.

ENR 1.2 VISUAL FLIGHT RULES1. GENERAL

1.1 All VFR operations in Port Moresby FIR are to be conducted at or below20000FT, unless otherwise authorised by ATC.

2. VFR METEOROLOGICAL MINIMA2.1 An aircraft captain shall not operate an aircraft under VFR:a. When the flight visibility is less than that prescribed for the corresponding

class of airspace in ENR 1.2 Section 2.3 Table 1; orb. at a distance from clouds that is less than that prescribed for the

corresponding class of airspace ENR 1.2 Section 2.3 Table 1; orc. more than 5NM from the aerodrome of departure at night.


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2.2 An aircraft captain shall not take-off or land an aircraft, or fly in the vicinity ofan aerodrome, under VFR when the flight visibility, or the cloud ceiling, is less than:

a. at aerodromes within a control zone that prescribed in ENR 1.2 Section 2.3Table 2; and

b. at aerodromes within an aerodrome traffic zone or in uncontrolled airspace,that prescribed in ENR 1.2 Section 2.3 Table 3.

2.3 VFR Meteorological Minima Tables.Table 1: Airspace VFR Meteorological Minima

Note 1: An aircraft may operate in Class F airspace over areas with terrain risingto more than 5000FT AMSL clear of cloud and in sight of the surface and with a flightvisibility of not less than 5KM.

Note 2: A helicopter may operate in Class F airspace with a visibility of less than5KM if manoeuvred at a speed that will give adequate opportunity to observe othertraffic or any obstructions in order to avoid collisions.

Note 3: Aircrew should be aware that aircraft performing agricultural operations,may operate in Class F airspace with a flight visibility of less than 5KM but not lessthan 1500M.

Class of Airspace Distance from Cloud Flight Visibility

C

2KM horizontally

1000FT vertically outside a control zone

500FT vertically within a control zone

8KM at or above 10000FT AMSL

5KM below 10000FT AMSL

F

Above 3000FT AMSL or 1000FT

above terrain whichever is

higher

2KM horizontally

1000FT vertically

At or below 3000FT AMSL or

1000FT above terrain

whichever is higher

Clear of cloud and in sight of the surface 5KM


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Table 2: VFR Minima at Aerodromes within a Control Zone

Table 3: VFR Minima at Aerodromes within an Aerodrome Traffic Zoneor in uncontrolled airspace

3. SPECIAL VFR WEATHER MINIMA3.1 An aircraft captain may perform a VFR operation within a control zone below

the conditions prescribed in para 2.1:

a. in compliance with an ATC clearance and ATC instructions; andb. by day only; andc. clear of clouds; andd. with a ceiling and visibility of:

i at least 600FT and at least 1500M respectively; orii for helicopters - if the helicopter is operated at a speed that will give

adequate opportunity to observe other traffic or any obstructions inorder to avoid collisions, less than 600FT and less than 1500M; and

e. in an aircraft equipped with two-way radio capable of communicating withATC on the appropriate frequency.

4. FLIGHTS BETWEEN AUSTRALIA ANDPAPUA NEW GUINEA

4.1 Refer ERSA GEN - SPECIAL PROCEDURES.

4.2 Flights between Australia and Papua New Guinea are classified asinternational flights.

Ceiling Visibility

All Aircraft Day and Night 1500FT 5KM

Ceiling Visibility

All Aircraft Day 600FT 5KM

All Aircraft Night 1500FT 8KM


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1. GENERAL1.1 The aircraft captain shall comply with the Instrument Flight Rules (IFR) when

he is conducting a flight under any of the following conditions:a. in weather conditions other than those specified for Visual Meteorological

Conditions (VMC);b. above FL210;c. by night;d. over the sea at a distance of more than 10NM from land for more than one

hour; ore. in any other conditions which do not permit compliance with VFR.

2. MINIMUM LEVELS2.1 Lowest Safe Altitude

2.1.1 The Lowest safe altitude will provide a minimum clearance of:1) 2000 feet above the highest obstacle on an en-route segment over

terrain with a height in excess of 10 000 feet; or2) 1500 feet above the highest obstacle on an en-route segment over

terrain with a height in excess of 5000 feet; or3) 1000 feet above the highest obstacle on an en-route segment over

terrain with a height of 5000 feet or less.

2.1.2 An aircraft shall not be flown under IFR flight procedure lower than thepublished lowest safe altitude or the lowest safe altitude calculated in accordancewith paragraph 2.1.2, the minimum altitude for a published DME arrival, DMEdeparture, instrument approach or holding procedure, except when necessary duringclimb after departure from an aerodrome. In this latter case, the aircraft captain shallensure that adequate terrain clearance is achieved during climb to the lowest safealtitude.

Note: The departure tracks from many aerodromes in Papua New Guinea involve flightover high terrain in relatively close proximity to the aerodrome. If a multi-engine aircraft hasan engine failure during or shortly after take-off, it may not have sufficient climb performanceto safely clear the terrain on track whilst climbing to the lowest safe altitude for the particularroute sector. It would be impracticable to specify the departure procedures for all theaerodromes involved to cater for this eventuality due to the infinite performance variations ofaircraft types, weights and temperatures, except to provide a procedure for the worstsituation by the lowest performance aeroplane. This would prove unduly restrictive in manyinstances. It is necessary, therefore, that the aircraft captain, particularly when departing inIMC should, before take-off, consider what action will be necessary if an engine failureoccurs during or after take-off and before reaching the lowest safe altitude. Thisconsideration should take into account the height of the terrain in the area in which theaircraft may fly, including any area required for the aircraft, if necessary, to turn back or orbit,related to the one engine inoperative performance of the aircraft under the prevailingconditions.


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2.2 Route IFR Operating Limitations2.2.1 Route IFR Operating Limitations are specified when navigation is based on

ground aids, and do not attempt to cover all the conditions likely to be met inoperations on specific routes, but are designed to assist pilots in meeting positionfixing requirements. The operating limitations shown in this section assume that ALLradio navigation aids are operating at each end of the route segment on which routelimitations are imposed. Should any of these aids not be serviceable, the aircraftcaptain is responsible to ensure the planned flight can be conducted in accordancewith the position fixing requirements. The minimum levels required ensure receptionof navigation aids appropriate to the route, and pilots must ensure they can conformwith terrain clearance requirements.

Route Section Limitation or Requirement

Buka-Girua-Buka Minimum ALT 5000FT and Minimum GS 160KT

Cairns-Port Moresby-Cairns Minimum GS 240KT or 'CS' and 'PY' DME operating and Minimum ALT 8000FT

Honiara-Port Moresby-Honiara 'GNY' DMEA operating Minimum ALT 16000FT Minimum GS 220KT

Rockhampton-Port Moresby-Rockhampton

Minimum ALT 16000FT and Minimum GS 300KT

Port Moresby-Townsville Minimum GS 275KT or 'CS' VOR/DME or NDB/DME operating and Minimum ALT 9500FT

Tokua-Wewak-Tokua Minimum ALT 6000FT andMinimum GS 175KT

Townsville-Port Moresby Minimum GS 275KT or 'CS' VOR/DME or NDB/DME operating and Minimum ALT 8500FT

Vanimo-Mount Hagen-Vanimo Minimum ALT is the appropriate LSALT for the segment and 'MH' and 'VNO' DME operating.


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1. PNG AIRSPACE CLASSIFICATIONS

1.1 Airspace within the Port Moresby FIR is classified and is designated asfollows:• CLASS A. All controlled airspace above Flight Level (FL) 245. IFR flights only

are permitted. All flights are provided with air traffic control service and are separated from each other.

• CLASS C. All controlled airspace at and below FL245. IFR and VFR flights arepermitted. All flights are provided with air traffic control services and IFR flightsare separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect to other VFR flights, and traffic avoidance advice if requested.

• CLASS F. All uncontrolled airspace including Aerodrome Traffic Zones in whicha runway separation and circuit regulation service is provided. IFR and VFRflights are permitted. Only IFR flights receive air traffic advisory services and allflights receive flight information service if requested.


1. ENTRY AND HOLDING PROCEDURES1.1 Unless otherwise specified, entry and holding procedures are subject to the

following limitations:a. the indicated airspeed shall not exceed:

1) 210KT up to and including 6000FT;2) 220KT above 6000FT up to and including 14000FT; and3) 240KT above 14000FT.

Note: Above the highest Minimum Sector Altitude (MSA) in turbulent conditions,speeds may be increased to the lesser of 280KT or M0.8 subject to ATC approval inCTA.

b. the outbound leg must be no longer than:1) up to and including 14000FT, one minute or the time or distance limit

specified on the chart;2) above 14000FT, one and a half minutes or the time or distance limit

specified on the chart.


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1.2 All turns in nil wind should be made at a bank angle of 25° or rate one,whichever requires the lesser bank. Outbound timing begins over or abeam the fix,whichever comes later. If the abeam position cannot be determined, start timing oncompletion of the outbound turn. Allowance should be made in heading and timing tocompensate for the effects of wind to ensure the inbound track is regained beforepassing the holding fix inbound. Full use should be made of indications availablefrom the aid and estimated or known winds. The DME limit where prescribed forholding patterns is the DME distance at which the outbound leg is terminated and theturn to the inbound leg commenced.

2. ARRIVING FLIGHTS

2.1 Instrument Approach Procedures2.1.1 The provisions of the following paragraphs shall apply, unless otherwise

approved by the Director, to aircraft operating under IFR.

2.1.2 Papua New Guinea CAA has approved ADF aircraft to use DME homingand descent procedures under the provisions of the military instrument rating testingand recency requirements.

2.1.3 Except when complying with the requirements for a visual approach,conforming to a published DME Arrival Procedure, or when under radar control, anaircraft approaching an aerodrome shall not descend below the applicable safetyaltitude until it has arrived over the Initial Approach Fix (IAF) or facility.

2.1.4 Having arrived over the IAF or facility, and except as provided in paragraph2.2.5, further descent shall be made in accordance with the entry and holdingprocedures to the specified altitude for commencing the initial approach andsubsequently in accordance with the approved instrument approach procedure.

2.1.5 Except in an emergency, an aircraft must not land or continue an approachbelow the DA, MDA or RH at any aerodrome when any element constituting the METminima is continuously less than that prescribed for that aerodrome and theparticular operation.


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2.1.6 When visual reference has been established within the circling area at orabove the MDA, further descent below the MDA may occur provided that:

a. the aircraft is maintained within the circling area;b. visual reference can be maintained;c. the approach threshold or approach lights or other markings identifiable with

the approach end of the runway to be used are visible during the subsequentvisual flight; and

d. obstacle clearance of at least 300FT (CAT A/B), 400FT (CAT C/D) or 500FT (CAT E) is maintained along the flight path until the aircraft is aligned with the runway, strip or landing direction to be used.

Note: For the purposes of this paragraph, “visual reference” means clear of cloud,in sight of ground or water along the flight path, and with a flight visibility not lessthan the minimum specified for circling.

2.1.7 A missed approach shall be executed if:

a. visual reference is not established at or before reaching the MAPT (nonprecision) or DH/RH (precision) from which the missed approach procedurecommences; or

b. an aircraft which is conducting an instrument approach procedure andestablishes visual reference should subsequently lose visual reference whileat or below the DA, MDA or RH;

c. a landing cannot be effected from a runway approach, unless weatherconditions are equal to or better than those specified for circling; or

d. for an instrument approach and below the MSA (as specified on the IALchart), the performance of the radio navigation aid becomes suspect or theradio navigation aid fails.

Note 1: For the purposes of this paragraph, “visual reference” means theapproach threshold or approach lights or other markings identifiable with theapproach end of the runway clearly visible to the pilot, and either:

a. for circling approaches, clear of cloud, in sight of ground or water, and with aflight visibility not less than the minimum specified for circling; or

b. for runway approaches, a flight visibility not less than that specified for theprocedure

Note 2: In IAL procedures, the missed approach is designed to provide aminimum obstacle clearance of 100FT to an aircraft climbing along the missedapproach path at a gradient of 2.5% (152FT/NM) from the MAPT (non precision) orDH/RH (precision) from which the missed approach procedure commences. If thismissed approach climb gradient cannot be achieved the DA, MDA or RH should beincreased, or other action taken to achieve the required obstacle clearance along thespecified missed approach flight path.


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2.1.8 When an instrument approach procedure specifies a visual segment fromthe point where the minimum altitude is reached to the circling area of theaerodrome, a missed approach shall be executed unless the visual segment can beflown clear of cloud and in sight of the ground or water in accordance with thealtitude and visibility specified for circling.

2.2 Minimum Sector Altitude2.2.1 The MSA provides at least 1000FT obstacle clearance to an aircraft within

25NM of the designated facility. Deviation from the track being flown is permittedwhen at or above the MSA.

2.2.2 The 25NM MSA may be divided into sectors to minimise the effect ofobstacles. Sector boundaries are identified by tracks to the designated facility. Theboundary tolerances applied in Papua New Guinea are the same as for en routeprotection, i.e. +/- 12° of the nominated track plus 5NM.

2.2.3 A 10NM MSA is also incorporated on IAL charts inside the 25NM MSAdepiction. The area within the 10NM MSA is not divide into sectors due to spaceavailability on the chart.

2.2.4 Where a 10NM MSA is higher than any 25NM sector MSA in the samedepiction, the lower MSA may be used within 10NM of the designated facilityprovided that the aircraft is maintained within the boundaries of the 25NM sector.

2.2.5 An aircraft which is not required to hold or lose height in a holding patternmay commence the approach without entering the holding pattern if:

a. in controlled airspace, ATC has cleared the aircraft to do so; andb. in any airspace:

1) standard reversal procedure entry requirements are satisfied; or2) the DME arc entry requirements of paragraph 2.2.6 are satisfied; or3) for other procedures, if the en route track to the procedure’s

commencement fix or facility is within 30° either side of the first track ofthe procedure.

Note: Within 25NM of the approach facility an aircraft whose initial approach trackis outside the 60° sector may diverge to intercept a track within the 60° sector,providing the aircraft is at or above the appropriate safety altitude and, if withincontrolled airspace, ATC clearance is obtained.


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2.2.6 DME arcs may be joined anywhere on the arc before or after an IAF and notbelow the relevant MSA, or an appropriate sector DME arrival step. Joining the arcafter the IAF is permitted only if holding is not required and the manoeuvre shall becompleted before passing any other fix, facility or segment, or a lead bearing/radialassociated with the particular procedure.

Note: Times shown on outbound legs of holding and approach proceduresprovide for optimum manoeuvring in zero wind. These times may be adjusted only tothe extent that allows for known or estimated wind component.

2.3 Visual Approaches2.3.1 Subject to the requirements of paragraphs 2.1.6, 2.1.7 and 2.1.8, a pilot

need not commence or may discontinue the approved instrument approachprocedure to the aerodrome when:

a. By Day. Within 30NM of that aerodrome at an altitude not below the safetyaltitude for the route segment, the appropriate step of the DME ArrivalProcedure, or the MDA for the procedure being flown, the aircraft isestablished:1) clear of cloud;2) in sight of ground or water;3) with a flight visibility not less than 5000M; and4) subsequently can maintain 1), 2) and 3) at an altitude not less than the

minimum prescribed for VFR flight, to within the circling area.b. By Night. At an altitude not below the safety altitude for the route segment,

appropriate step of the DME Arrival Procedure or the MDA for the procedurebeing flown, the aircraft is established:1) clear of cloud;2) in sight of ground or water;3) with a flight visibility not less than 5000M; and4) within the circling area; or5) within 5NM (7NM for a runway equipped with an ILS) of that aerodrome,

aligned with the runway centreline and on the VASIS; or6) established on the ILS glide path, at or within 10NM of the aerodrome,

with less than full scale azimuth deflection.


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2.4 DME Arrival Procedures2.4.1 The DME Arrival procedure is an instrument approach that facilitates

transition from en route flight to a runway or aerodrome approach procedure, ordirectly to the visual circling area of an aerodrome. It provides descent guidancefrom either a CTA step, in controlled airspace, or an en route safety altitude inuncontrolled airspace. Azimuth guidance is required from radio navigation aidsspecified in the arrival procedure.

2.4.2 DME Arrival steps are designed as a series of descending steps onparticular tracks and/or within a particular sector. Descent is not permitted until theaircraft is established within the appropriate sector or on the specified inbound track.

2.4.3 If manoeuvring within a sector, the pilot must ensure that the aircraft iscontained within the sector and the appropriate DME step. Manoeuvring within asector after passing the final approach fix is prohibited.

2.4.4 DME Arrival procedures are designed either to standards consistent withPANS-OPS 86 or an earlier standard. The criteria for which speed and circlingrestrictions apply will be listed on all procedure charts. For procedures that aredesigned consistent to PANS-OPS 86, the following differences apply:

a. Circling restrictions are depicted;b. The procedure depiction format uses seven (7) columns;c. Initial and Final fixes are identified for procedures that use IAL design

tolerances;d. The MAPT is always identified in the procedure.e. Missed approach instructions are shown beneath columns 1 to 7, for each

individual procedure.

2.4.5 DME steps do not imply a requirement to adopt a stepped descent profile.Descents may be conducted at any suitable rate, unless a rate of descent isspecified by ATC. In no circumstances shall this lead to descent below the limitingaltitude specified in the table of DME steps.

2.4.6 For procedures that do not show minimum flight visibility, the standard valueto use is that applicable to VMC flight below 5000FT AMSL. That is, 5KM.

2.4.7 Circling restrictions, as depicted on IAL charts apply to DME Arrivalprocedures in conditions less than VMC. Any such restrictions will appear at the topof each page of DME Arrival procedures.


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2.4.8 Notes on DME Arrival Specifications:

a. Column 1. Shows the name of the specific procedure and identification ofthe inbound track or sector.

b. Column 2. Used to show the LSALT applicable to the route or sector within a specified distance of the DME station.

c. Column 3 onwards (procedures designed in accordance with PANS-OPS86). Depicts the descent step as a figure (DME distance) above adownwards pointing arrow, to the minimum altitude for that step, e.g.:

Using this example, at 22 DME, an aircraft may commence (or continue) descentto 5000FT AMSL. The aircraft must not descend below 5000FT until 14 DME, whereit may continue descent to 2000FT

d. Column 7 (procedures designed in accordance with PANS-OPS 86). Showsthe lowest descent step for particular procedure. It includes reference tominimum flight visibility for procedures that terminate below the lowestholding altitude as follows:

Using this example, at 5 DME, an aircraft in category A or B may descend to600FT AMSL. Minimum flight visibility for this category is 2900M. Similar conceptsapply for aircraft in category C and D.

e. Column 5 onwards (procedures designed in accordance with PANS-OPS71). Depicts the descent step as a figure (DME distance) above adownwards pointing arrow, to the minimum altitude for that step. Forprocedures that do not show minimum flight visibility for the final step, thestandard value is that applicable to VMC flight below 5000FT AMSL. That is,5KM.

22 14

↓ ↓5000 2000

5

↓A/B: 600-2900M

C: 700-4200M

D: 800-5400M


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2.4.9 Operations in controlled Airspace. An instruction to “MAKE DMEARRIVAL” constitutes a clearance for final approach and authorises an aircraft todescend to the minimum altitude specified in the appropriate DME Arrival procedure.ATC is not permitted to impose any altitude restriction on such a clearance.

2.4.10 When cleared to “MAKE DME ARRIVAL”, an aircraft must not orbit, enter aholding pattern or use holding pattern entry procedures. ATC will not issue aclearance for any DME Arrival which involves the use of a holding pattern entryprocedure.

2.4.11 When ATC cannot issue a clearance for unrestricted DME Arrival, thephrase “DESCEND TO..... NOT BELOW THE DME STEPS” may be used. Such aninstruction authorises descent in accordance with the DME steps only to thespecified altitude.

2.4.12 ATC may clear an aircraft to intercept the final approach segment ofanother instrument approach procedure. When clearing an aircraft for such aprocedure, ATC will use the phrase “DESCEND TO.... NOT BELOW DME STEPS”and will provide further instructions prior to the aircraft reaching the cleared level.

2.4.13 Nothing in these instructions absolves the aircraft captain from his/herresponsibilities to maintain the aircraft on the authorised track, or within the definedsector.

Note 1: ATC will only use the phrase “MAKE DME ARRIVAL” when the procedureterminates below the lowest holding altitude.

Note 2: Where the track being flown is not aligned with the landing runway,clearance to “MAKE DME ARRIVAL” includes a clearance to join the circuit in thenormal manner and to position the aircraft on final approach for landing.

Note 3: DME Arrival steps are designed to contain the aircraft within controlledairspace, with adequate separation from the CTA lower limit.

2.4.14 Operations Outside Controlled Airspace. An arriving aircraft mayexecute a DME Arrival procedure to position for a visual approach or to join an IALprocedure. Separation from other traffic is the responsibility of the aircraft captain.


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2.5 DME Homing and Descent Procedures2.5.1 The following information relates to the use of DME to conduct an

instrument approach to an aerodrome without additional guidance from an azimuthaid. Design criteria for these procedures is not provided in PANS OPS. Wherepossible, PANS OPS design criteria has been incorporated in the criteria for theseprocedures.

2.5.2 In all cases where these procedures are provided, they may only be used byPapua New Guinea licensed operators whose pilots meet the licensing and recencyrequirements imposed by Papua New Guinea Civil Aviation Orders. Australianmilitary aircraft may use DME Homing and Descent Procedures published in PapuaNew Guinea under the provisions of the Military instrument rating testing andrecency requirements.

2.5.3 DME Descent procedures are instrument approach procedures that areexecuted after the aircraft is positioned over the DME facility by 'homing'. An aircraftis considered to be over the NAVAID when the indicated distance is 2NM or less.

2.5.4 During the approach, pilots are expected to apply heading corrections thattake into account the effect of known or estimated wind. The same concept appliesto the missed approach procedure. Return to the DME is achieved by 'homing' oncethe aircraft has reached a suitable safety height in the missed approach procedure.

2.5.5 MSA information in the procedure is arranged as a series of 'rings' that areintended to facilitate descent during the homing. Homing may be commencedbeyond 25NM from the DME with the aircraft maintained at or above the highestapplicable area minimum altitude.

2.5.6 Plan and profile views use the same concepts that apply to all of the moreusual types of procedures. The various symbols used in these views have the samemeaning in these procedures as in all others.

2.6 DME Departure Procedures2.6.1 The DME Departure is an instrument departure procedure which provides

guidance for climb after take-off. It should not be confused with any other type ofdeparture, such as a SID, due to the method of design. The criteria for this type ofprocedure will not be found in PANS-OPS, however many aspects of PANS-OPSare incorporated in the design of the procedure.

2.6.2 The departure is designed as series of ascending steps on particular tracks,or within a specific sector. The procedure provides clearance from all obstacleswithin the en route tracking tolerance of the particular track or sector. For departurefrom aerodromes within controlled airspace, the procedure also ensurescontainment within controlled airspace. The procedure does not guarantee obstacleclearance within 5NM of the radio navigation aids upon which the procedure isbased.


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2.6.3 Procedure depiction style is currently undergoing change. Both the formerand new depictions use a columnar format. The new depictions will, however besimilar in most other aspects to the DME Arrival format that uses fewer columns. Inthe new format, the columns will be wider and therefore easier to read. They will alsodepict 25NM MSA information.

2.6.4 The steps provided in a DME departure procedure are not designed to meeta specific climb gradient. In most cases, climb steps will be quite steep and it isconceivable that many aircraft will not have sufficient climb performance to meet allsteps directly. Pilots are required to plan, prior to take-off, any manoeuvring that maybe required before setting course, so that the aircraft will achieve each required step.

2.6.5 Notes on DME Departure Specifications:

a. Column 1. Shows the procedure name and identifies the outbound track orsector

b. Column 2. Shows the lowest safe altitude for the route or sector within aspecified distance of the DME station.

c. Column 3 onwards. Shows an altitude that must be reached by a DMEdistance e.g.:

Using this example, an aircraft must reach an altitude of 3000FT AMSL by 8DME. It must then be able to use the distance between 8 DME and 15 DME tocontinue climb to 5000FT AMSL.

2.6.6 Operations in Controlled Airspace. Climb steps are contained withincontrolled airspace at least until the route LSALT, or sector MSA is reached.However if the lower limit of CTA is higher than this, the steps will provide for climb toclear that level.

2.6.7 Provision has been made for the issue of DME departure procedures thatonly provide for terrain clearance. Where such procedures are issued, they willclearly state that climb is not contained within controlled airspace. Such a procedurewill only be provided when there is clear justification from aircraft operators and noobjections are raised by ATC.

2.6.8 DME Departure procedures are taken into account by ATC in “step climb”procedures when radar is not available. Pilots involved in such a procedure shall usethe DME departure that contains climb within controlled airspace for the duration ofATC involvement.

2.6.9 Operations Outside Controlled Airspace. Pilots executing a DMEDeparture procedure must ensure their own separation from any conflicting traffic.

3000 5000 HIGHER

by by by

8 15 23


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1. DESCRIPTION

1.1 Radar Control Service1.1.1 Radar control involves the use of radar derived information for the provision

of an ATC service and includes:

a. monitoring to ensure that radar separation is maintained when non-radar(procedural) separation does not exist; and to provide information on theprogress of the flight, particularly in terms of significant deviation from therequired track;

b. assistance to aircraft in emergency; andc. vectoring:

1) to establish and/or maintain radar separation or for collision avoidanceor terrain avoidance;

2) for a visual approach or onto an instrument approach procedure; or3) to expedite traffic.

1.1.2 Radar Flight Information. A radar flight information service involves theuse of radar derived information to assist the provision of an in-flight FIS service andmay include:

a. traffic information, including traffic avoidance advice; andb. navigation assistance.

Note: The use of radar in the provision of a FIS does not relieve the aircraftcaptain of any responsibilities, including the final decision regarding any suggestedalteration of the flight plan or flight path.

1.2 Provision of Radar Services1.2.1 Radar services based on secondary surveillance radar (SSR) are available

within 200NM of Port Moresby/Jacksons aerodrome. Within this airspace carriage ofa serviceable transponder is mandatory and the equipment is to be switched on at alltimes.

1.2.2 Aircraft northbound on ATS Routes B333, B220, B462, R346, R210 andA216 operating above FL245 are to contact Moresby Centre 123.4 MHZ outsideMoresby Radar hours of coverage.


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1.2.3 Level and Priority of Service. Within radar coverage and prescribed hours,ATC may provide the following radar services:

a. to identified aircraft within controlled airspace and in direct communicationwith the radar controller - Radar Control Service; and

b. to identified aircraft as far as is practicable - Radar Flight InformationService.

Note: The provision of a radar control service will be given priority over a radarflight information service.

1.2.4 Service Details. Radar services will be provided as follows:

Note 1: When a radar approach service is not available within the Jacksons TMA,a procedural approach service will be provided and identified by the call-sign"Jacksons Approach".

Note 2: When an En-route radar service is not available within 200NM from PortMoresby, a procedural Area Control service will be provided and identified by thecall-sign "Moresby Centre".

Note 3: When it is not practicable to provide a radar service during publishedhours, pilots will be notified and the information will be included on the ATIS. If thenon-availability is to be for an extended period a NOTAM will be issued.

1.3 Radar Services Provided from Towers1.3.1 Radar services will be provided, as far as is practicable, at locations where

the Tower assumes responsibility for the provision of Approach Control Services.When available at Jacksons the call-sign will be ‘Jacksons Radar’.

1.3.2 Interruption or termination of radar service. An aircraft receiving a radarservice will be advised immediately when, for any reason, the radar service isinterrupted or terminated. ATC will use the phrase - ‘RADAR SERVICETERMINATED’.

Service Call-sign Location Hours of Coverage

Approach Control

Jacksons Radar

Jacksons TMA (controlled airspace within 50NM of Jacksons at and below A150)

1900 - 0900

En-route (Area Radar)

Moresby Radar

From 50NM Jacksons TMA to 200NM within Port Moresby FIR from A150 to FL460

1900 - 0900


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1.4 Speed Control1.4.1 The following maximum speed restrictions apply to aircraft under radar

control:

a. 250 KIAS at or below 10000FT;b. in the case of VOR or VOR/DME approaches, from commencing the turn to

intercept the ILS/LOC or the appropriate VOR radial - 210 KIAS; and aftercompleting the intercept turn - 180 KIAS;

c. in the case of straight in approaches, from a distance of 12NM to the runwaythreshold - 210 KIAS and inside 9NM - 180 KIAS; then

d. from 5NM to the runway threshold - 160 KIAS.

1.4.2 Pilot requests for higher speeds may be approved depending on the trafficsituation.

1.4.3 In order to maintain separation or to reduce the need for excessive radarvectoring in the establishment of approach and departure sequences, pilots mayexpect further speed control. When the application of speed control can be foreseen,ATC will advise future intentions.

1.4.4 Unless otherwise stated, a speed control instruction applies until the aircraftreaches a point in the descent profile where the speed would normally be reducedbelow that assigned by ATC.

1.4.5 Speed adjustments required during intermediate or final approach will belimited to plus/minus 20KT and will not be applied under any circumstances within4NM to touchdown.

1.4.6 Unless otherwise specified, a clearance for final approach (except DMEArrival) or a clearance for a visual approach terminates speed control.

1.4.7 When a speed control instruction is unacceptable on operational grounds,the pilot must request an alternative.

1.4.8 When a speed control instruction is no longer necessary, pilots will beadvised to resume desired speed.


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2.1 Radio Communication Failure and Unlawful Interference Procedures2.1.1 In general, the radio communication and unlawful interference procedures

conform to ICAO standards.

2.1.2 Radio Communication Failure Procedure

2.1.2.1 Refer EMERG section of ERSR and/or TAGR.

2.2 Operation of Aircraft Transponder2.2.1 When an aircraft carries a serviceable transponder, the pilot shall operate

the transponder at all times during flight, regardless of whether the aircraft is withinor outside airspace where SSR is used for ATS purposes.

2.2.2 Except in an emergency the pilot shall operate the transponder and selectcodes as follows. At all times, use the assigned permanent or temporary discretecode, otherwise:

a. civil flights in CTA 3000b. civil IFR flights OCTA 2000c. civil VFR flights OCTA 1200d. military flights in controlled airspace 5000

2.2.3 A pilot must not operate the identifications function unless requested byATC.

2.2.4 A pilot departing from PORT MORESBY/Jacksons International aerodromemust leave the transponder selected to STANDBY until entering the departurerunway, and on arrival select STANDBY or OFF as soon as practicable after turningoff the runway.

Note 1: Activation of transponder OCTA is required to enhance the capabilities ofTraffic Alert and Collision Avoidance System (TCAS) equipped aircraft.

Note 2: The authority for approval of non-transponder equipped flights withintransponder mandatory airspace rests with the Senior Duty Radar Controller orSupervisor Air Traffic Services (SATS) Jacksons.


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3. RADAR TERRAIN CLEARANCE CHART (RTCC)3.1 The RTCC is a chart based on the Aerodrome Reference Point (ARP) at an

aerodrome served by ATC radar facilities. It provides terrain clearance withinboundaries defined by bearings and distance from the ARP. Altitudes shown arebased on the highest terrain within each portion of the RTCC, including a minimumof 1000FT for terrain clearance, the final value being rounded up to the next whole100FT. Boundary buffers and altitude calculations conform to ICAO document 8168-OPS/611 (PANS-OPS).

3.2 The minimum altitudes shown do not guarantee that an aircraft will remainwithin VHF, NAVAID or radar coverage or within controlled airspace.

3.3 The RTCC serves as the basis for design and production of vectoring chartsand procedures by or on behalf of ATC. The boundaries exist for the benefit ofposition fixing by radar so that ATC can authorise climb or descent as necessaryduring vectoring. Note that radar control will assign altitude in accordance with thealtitude depicted on the RTCC, or 1000FT above the relevant step in controlledairspace, whichever is higher.


1. TRANSITION LAYER, ALTITUDE AND LEVEL1.1 The system of altimetry used in Papua New Guinea makes use of transition

layer to separate aircraft using QNH or Area QNH from those using 1013.2 hPa.

1.2 The transition layer in the Port Moresby FIR is between transition altitude of20000FT and transition level of FL210.

1.3 For cruising at or below the transition altitude, reference will be Area QNH.Cruising will therefore be conducted at altitudes. The change from local QNH (set ondeparture) will be made at the commencement of cruise. At the commencement ofdescent (prior to landing), the local QNH of the destination will be set.

1.4 For cruising at or above the transition level, the Standard Pressure altimetersetting of 1013.2 hPa will be used. The change from the local QNH (set ondeparture) to 1013.2 hPa will be made on climbing through the transition altitude.During descent, prior to landing, the change from 1013.2 hPa to the local QNH of thedestination, will be made at the transition level. The transition layer will vary inthickness in proportion to the difference between 1013.2 hPa and the Area QNH.When the Area QNH is 1013.2 hPa the transition layer will be 1000FT thick.


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2. CRUISING LEVELS2.1 All flights irrespective of flight category and/or flight procedure shall operate

at a level in accordance with the table of cruising levels below.

2.2 The aircraft captain shall, at all times, read back an assigned level.

2.3 When the aircraft captain encounters any condition which prevents him fromcomplying with the requirements of the table of cruising levels, he shall notify theATS Unit.

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURESNil.

Magnetic Track From 000° thru East to 179° From 180° thru West to 359°

Cruising Altitudes (Area QNH)

10003000500070009000

1100013000150001700019000

2000400060008000

10000

1200014000160001800020000

Cruising Flight Levels(1013 hPa)

210230*250270290310

330350370390410

220*240260280300

320340360380400

Cruising Flight Levels(Above FL410)

Odd flight levels, at 400 foot intervals beginning at FL430

Odd flight levels, at 400 foot intervals beginning at FL450

Note 1: An aircraft captain shall not maintain cruising flight below:a. 220 when the area QNH is less than 1013 hectopascals; andb. 230 when the area QNH is less than 980 hectopascals.


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1. MACH NUMBER TECHNIQUE (MNT) AND AREA NAVIGATION (RNAV)1.1 MNT may be used by ATC in the application of longitudinal separation

standards between aircraft equipped with appropriate RNAV equipment. AdditionallyMNT may also be applied between aircraft conforming to the Australian Manual ofOperating Standards (AUSEP) or a mixture of these.

1.2 Separation standards involving the use of RNAV systems may be applied byATC:

a. between appropriately approved aircraft on air routes within the PortMoresby FIR; and

b. between a combination of aircraft equipped with RNAV approved systemsand DME.

2. PERFORMANCE BASED NAVIGATION (PBN) 2.1 Performance Based Navigation (PBN) is implemented throughout the Port

Moresby FIR. At this time, only RNP4 and RNP10 (RNAV10) approvals arerecognised.

2.2 At this time, only RNP10 separation standards will be applied to aircraft withRNP4 or RNP10 approval.

2.3 RNP4 or RNP10 approved aircraft may be afforded priority over aircraft notmeeting such criteria, subject to traffic disposition.


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3. TURBO JET ROUTING IN PORT MORESBY (AYPY) FIR3.1 Turbo jet aircraft departing and arriving Port Moresby/Jacksons International

will be affected. Turbo jet aircraft departing for, and arriving from the followingaerodromes shall plan in accordance with prescribed route shown:

a. Turbo jet aircraft departing Port Moresby/Jacksons International for:

b. Turbo jet aircraft departing the following aerodromes for Port Moresby/Jacksons International:

Note: Turbo jet aircraft not permitted to track inbound to Port Moresby/JacksonsInternational via the 343 radial. This is to enhance safety and separation assurance.Turbo jet aircraft planning outbound via the ‘PY’ 298 radial, when departing Runway14, can expect to depart via standard departure clearance (SDC) 61 for trafficmanagement.

Destination Planned route

Nadzab (AYNZ) PY - LAE - NZ

Goroka (AYGA) PY - NZ - GA

Madang (AYMD) PY - NZ - MD

Wewak (AYWK) PY - NZ - MD - WK

Momote (AYMO) PY - NZ - MOE

Departure point Planned route

Nadzab (AYNZ) NZ - WATUT - KUB - PY

Goroka (AYGA) GA - KUB - PY

Mount Hagen (AYMH) MH - YBA - KUB - PY

Madang (AYMD) MD - GA - KUB - PY

Wewak (AYWK) WK - GA - KUB - PY

Momote (AYMO) MOE - NZ - WATUT - KUB - PY


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1. FLIGHT NOTIFICATION - SUMMARY OF REQUIREMENTS1.1 Flight notification shall be submitted via one of the following means:

a. NAIPS Internet Service (NIS) through personal or company accounts. Theservice is available via the link: http://naips.pngairservices.com.pgor via AirServices Australia briefing home page:http://www.airservicesaustralia.com/brief/.

b. In person or via Fax/phone to the Briefing OfficeMadang

: +675 422 2232: +675 7190 5482 (mobile)

Fax: +675 422 2679Port Moresby

: +675 312 1513/1514 or : +675 7117 6426 (mobile)

Fax: +675 323 9885.c. Via radio before, or as soon as possible after departure. Information shall be

limited to Destination, EET (or ETA), no more than two way points, alternateaerodrome (where applicable), planned level, POB, name of pilot-in-command and endurance. This method shall only be used where notificationvia NIS, Briefing or Fax/phone cannot be made either personally or through acompany representative. It is expected that operators will submit informationto populate all other fields in advance.

1.2 Flight plans may be submitted up to 120 hours prior to Estimated Off BlockTime (EOBT) and any subsequent changes must refer to the flight plan’s Date OfFlight (DOF) to ensure the correct flight plan is changed.

ENR 2. AIR TRAFFIC SERVICES AIRSPACE2.1 Consult ERCI for current operational information on designated airspace

including RVSM implementation in this region.

ENR 3. ATS ROUTES3.1 Consult ERCI for current operational information on ATS routes.

ENR 4. NAVIGATION AIDS4.1 Consult ERSR for current operational information on regional navigation aids.


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ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS (PRD)

1. DANGER AREA DESCRIPTION AND OPERATING PROCEDURES

1.1 Danger Areas AY/D904A and AY/D904B

1.1.1 AY/D904A and AY/D904B are described as follows:

a. Purpose: AY/D904A and AY/D904B established for rotary aircraft engagedin oil exploration support activities.

b. Lateral Limits: Straight lines joining S06 12 E143 34 (Mt. Waga) to S06 10E143 01, S06 21 E142 55, S06 22 E142 58 thence along the Hegigio river toS06 48 E143 30 thence straight lines joining S07 19 E144 11 (Kopi), S07 00E144 20, S06 40 E144 03 thence S06 12 E143 34 (Mt. Waga).

c. The boundary line dividing the two areas is from S06 22 E143 44 to S06 52 E143 36. A discrete VHF frequency has been allocated to each areaas follows:1) AY/D904A is the North West sector based on Moro, frequency 132.9

MHZ.2) AY/D904B is the South East sector based on Gobe, frequency 133.9

MHZ.d. All aircraft operating within 10NM of Kikori aerodrome shall broadcast

"All Stations" position reports on FIS VHF 120.9 MHZ.e. Vertical Dimensions: SFC to 8,000FT AMSL.f. Operating Hours: Daylight hoursg. Aerodromes within AY/D904A and AY/D904B:

AY/D904A: Batri, Kafa, Moro, Pimaga, Sugu and Waro. AY/D904B: Baina, Erave, Gobe and Samberigi.

1.1.2 Operating Procedures AY/D904A and AY/D904B:

a. Rotary aircraft engaged in Oil Exploration support activities within AY/D904may operate in accordance with the following:1) Full Reporting on HF to Port Moresby FIS or Madang FIS;2) SARTIME of up to four hours duration with Port Moresby or Madang

FIS. Pilot or Agent is required to give flight notification and advise areview or cancellation of SARWATCH.


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b. No directed Traffic Information Service will be provided by Port Moresby orMadang FIS to aircraft operating in or transiting AY/D904 on other trafficoperating therein.

c. All aircraft operating in or transiting AY/D904 shall listen out and broadcast"All Stations" position reports on the appropriate discrete VHF frequency inlieu of FIS HF frequencies. 1) Transiting aircraft shall maintain full reporting on HF with ATS within

AY/D904A and AY/D904B, however listening watch "All Stations"position reports shall be broadcast on the appropriate discrete VHFfrequency.

2) Aircraft arriving at, or departing from, airstrips within the Danger Areaare required to maintain a continuous listening watch on the appropriatediscrete VHF frequency, whilst maintaining communications on the ATSfrequency.

d. All aircraft operating within 10NM of Kikori aerodrome shall broadcast "AllStations" position reports on FIS VHF 120.9 MHZ.

1.1.3 Flight Notification Requirements:

a. Aircraft departing AY/D904 for other destinations are required to file a flightplan prior to departure from the Danger Area.

b. Helicopters lodging flight notification for operations within the Danger Areaare encouraged to specify any proposed area of operations to ATS.

1.1.4 Aerodromes within AY/D904A and AY/D904B: AY/D904A: Batri, Kafa, Moro, Pimaga, Sugu and Waro. AY/D904B: Baina, Erave, Gobe and Samberigi.

1.2 Danger Areas AY/D908 and AY/D9091.2.1 AY/D908 is described as follows:

a. Purpose: Danger Area AY/D908 established for aircraft involved in seismicexploration activities.

b. Lateral Limits: A circle of 1NM radius centred on coordinates S06 00 14.46E142 49 03.6 (5NM NW of New Komo (AYXM) airport).

c. Vertical Dimensions: SFC to 6,800FT AMSL.d. Discrete Frequencies within AY/D908: VHF 134.5MHZ, HF 9025KHZ.e. Activated by NOTAM.


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1.2.2 AY/D909 is described as follows:

a. Purpose: Danger Area AY/D909 established for aircraft involved in seismicexploration activities.

b. Lateral Limits: A circle of 1NM radius centred on coordinates S05 55 46.75 E142 42 53.82 (12.6NM NW of New Komo (AYXM) airport).

c. Vertical Dimensions: Activity SFC to 9,500FT AMSL.d. Discrete Frequencies within AY/D909: VHF 134.5MHZ, HF 9025KHZ.e. Activated by NOTAM.

1.2.3 Operating Procedures AY/D908 and AY/D909:

a. Helicopters engaged in seismic exploration activities within the designatedDanger Areas shall operate in accordance with the following:1) Full reporting on HF to Madang FIS when departing a designated

Danger Area or when cancelling SAR at an aerodrome within thedesignated Danger Area;

2) SARTIME of up to four (4) hours with Madang FIS when operatingwithin the designated Danger Areas.

b. No directed Traffic Information Service will be provided by Madang FIS toaircraft operating in or transiting the Designated Danger Areas on othertraffic operating therein.

c. All aircraft operating in, or transiting the Danger Areas shall listen out andbroadcast “All Stations” position reports on the appropriate discreet VHFfrequency. Transiting aircraft shall maintain full reporting on HF with ATS,however listening watch "All Stations" position reports shall be broadcast onthe appropriate discreet VHF frequency.

d. All helicopters arriving or departing from heliports within the designatedDanger Areas are required to maintain a continuous listening watch on theappropriate discreet VHF frequency.

1.2.4 Flight Notification Requirements:

a. Helicopters lodging flight notification for operations within the designatedDanger Areas are required to specify the duration of operations andnominate a SARTIME.


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ENR 5.3 OTHER POTENTIAL HAZARDS

1. VOLCANIC ACTIVITY

1.1 General1.1.1 Aircraft operating in the vicinity of a volcanic ash cloud should avoid

abnormally coloured cloud, in particular yellow/brown or grey layers. The ashparticles are similar in density to talcum powder and can cause engine damagewithin a matter of hours due to ash contamination of engine oil.

1.2 Active Volcanoes Port Moresby FIR1.2.1 Papua New Guinea has the following active volcanoes:

a. Tavurvur volcano (S04 13.5 E152 13.0) emitting volcanic ash cloud up to20000FT AMSL.

b. Mount Langila (S05 32 E148 25) emitting volcanic ash cloud up to 20000FTAMSL.

c. Manam Island (S04 07 E145 03) emitting volcanic ash cloud up to 10000FTAMSL.

1.2.2 Pilots are advised to exercise caution and to report any increased activityincluding change in height and movement of the volcanic ash cloud.

2. MINING ACTIVITY

2.1 Blasting Activities2.1.1 The following blasting areas have been identified and are in addition to the

restricted and danger areas depicted in ERCI:

a. 3NM radius Mount Tawisakale (S05 28 E143 05). A temporary restrictedarea active from Surface to 12000FT AMSL established to accommodateblasting operations within the Porgera mine site.

b. Lihir mine site. A temporary danger area established for random blastingfrom Surface to 2000FT AGL. The area is active 0200-0730 UTC daily andbounded by the following coordinates: S03 08 E152 36, S03 08 E152 40,S03 07 E152 40, S03 07 E152 38, S03 03.4 E152 38.3, S03 03.4 E152 36,thence S03 08 E152 36. The temporary danger area boundary is within 5NM(SSW) of Kunaye aerodrome.

c. Freida Strip (S04 37.0 E141 57.5). Random blasting operations within10NM west of Freida Strip, from Surface to 1000FT AGL.


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1. CLASSIFICATION OF AERODROMES1.1 Aerodromes in Papua New Guinea are classified as either:

a. major aerodromes in accordance with ICAO Annex 14; orb. X,Y, and Z class.

Physical requirements of X,Y and Z aerodrome

ItemAerodrome

Classification

X Y Z

Minimum Strip Length - - 600Minimum RWY Width(if RWY provided (M))

23 18 15

Prepared Strip Width (M) 60 45 30Total Strip Width (includingsupplementary areas (M))

90 60 45

LongitudinalSlope of RWYor strip for 2way OPS

Maximum overall 2% 2% 2%Maximum any Section 2% 2% 3%

Longitudinalslope of RWYor strip for 1way OPS

Maximum overall N/A 8.5% 10%Maximumany Section

N/A 12% 12%

Maximum rate of change ofLongitudinal Slope per 30M

0.5% 0.5% 1%

Maximum transverse slope of strip 2.5% 2.5% 3%Approach Areas Width Inner Edge (M) 90 60 45

Divergence (splay) 10% 10% 5%Length (M) 1500 900 600Gradient 3.3% 3.35% 5%

Take-off Areas Width Inner Edge (M) 90 60 45Divergence (splay) 10% 10% 5%Length (M) 1500 900 600Maximum Gradient 2.5% 3.3% 5%Gradient Desirable 2.5% 3.3% 5%


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2. PAVEMENT CONCESSIONS

2.1 Pavement Concession Requests2.1.1 Requests for pavement concessions in Papua New Guinea for Aerodromes

Class X, Y or Z should be made to the Secretary of Civil Aviation (Attention:Assistant Secretary Aerodromes).

3. PRE-OPERATIONAL STRIP REPORTS3.1 When aircraft operations are governed by the necessity for a pre-operational

strip report the appropriate ATC Unit receives daily strip reports describing theconditions of the aerodrome and this information is available to pilots on request.

AD 2. AERODROMES

1. SPECIAL PROCEDURES1.1 Refer to aerodrome entries in ERSR or TAGR.

2. NOISE ABATEMENT PROCEDURES2.1 Refer to ERSR, TAGR or TERMRW.

AD 3. AIRFIELD LIGHTING AND SIGNS

1. PILOT ACTIVATED LIGHTING1.1 Remote VHF switching of aerodrome lighting (i.e. Pilot Activated Lighting -

PAL), T-VASIS and PAPI facilities is available at many aerodromes throughoutPapua New Guinea. All lighting facilities respond to VHF activation when the aircraftis within 30NM of the aerodrome and within ‘line of sight’ range.

1.2 The appropriate frequency is published in TERMRW, ERSR and TAGR.

1.3 Where the aerodrome lighting does not include PAPI systems, the method ofactivation is to transmit continuously for at least 10 seconds. Where lighting includesa PAPI system, the activation method differs: 3 transmissions of at least 3 secondsduration within 25 seconds is required.

Note: The facility is not provided with backup or fail-safe equipment.


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SAMOA



1. LIMITATIONS1.1 Unless authorised by the appropriate ATS authority, VFR flights shall not be

operated:

a. above FL240;b. at transonic and supersonic speeds.

2. CLEARANCE FROM CLOUD AND VISIBILITY2.1 Except when operating as a Special VFR flight, VFR flights shall be

conducted so that the aircraft is flown in conditions of visibility and distance fromclouds equal to or greater than those specified in the table below.

2.2 Except that helicopters may operate with a flight visibility below 1500M clearof clouds and in sight of the ground or water, if manoeuvred at a speed that will giveadequate opportunity to observe other traffic or any obstructions in time to avoidcollision.

2.3 Except where otherwise indicated in air traffic control clearances or specifiedby the appropriate ATS authority, VFR flights in level cruising flight when operatedabove 3000FT from the ground or water, or a higher datum as specified by theappropriate ATS authority, shall be conducted at an altitude or flight level appropriateto the track as specified in the tables of cruising levels.

AIRSPACE CLASS

D G

Above at or below

3000FT AMSL or 1000FT above terrain, whichever is higher

FLIGHT VISIBILITY 8KM at or above 10000FT AMSL5KM below 10000FT AMSL

2KM

DISTANCE FROM CLOUD Clear of clouds

and in sight of ground or waterA) Horizontal 2KM 2KM

B) Vertical 1000FT 1000FT


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2.4 Except when a clearance is obtained from an ATC unit to operate as a specialVFR flight, VFR flights shall not take-off or land at an aerodrome within a controlzone, or enter the aerodrome traffic zone or traffic circuit:

a. when the ceiling is less than 1500FT; orb. when the ground visibility is less than 5KM.

2.5 VFR flights between Evening Civil Twilight (ECT) and Morning Civil Twilight(MCT) shall be conducted so that the aircraft is flown in conditions of ground visibilityand distance from cloud equal to or greater than 16KM and 3000FT respectively;except that an ATC unit may authorise night training operations by radio equippedaircraft within the aerodrome traffic circuit to approved minima which shall not beless than ground visibility 5KM and ceiling 1500FT.

3. SPECIAL VFR

3.1 Aerodrome Meteorological Minima3.1.1. Meteorological minima for SVFR are:

3.2 General3.2.1. When traffic permits, an ATC unit may authorise an aircraft to operate in a

CTR Class D as a SVFR flight provided that the flight is conducted clear of cloud,beneath a ceiling of 600FT, with a flight visibility of not less than 1500M by day and inaccordance with the ATC clearance.

3.3 The captain of an aircraft authorised to operate as a SVFR flight shall complywith instructions issued by the ATC unit.

3.4 Authorisation to operate as a SVFR flight does not absolve the pilot fromcompliance with the Civil Aviation Rules regarding minimum safe heights.

BY DAYCeiling at least 600FT

Visibility 1500M

Distance from cloud Clear of cloud and in sight of ground or water


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1. PROVISION OF TRAFFIC INFORMATION TO IFR FLIGHTS OUTSIDE CONTROLLED AIRSPACE

1.1 General1.1.1. When a flight is being conducted under IFR outside controlled airspace, the

aircraft captain is responsible for maintaining separation from other traffic.

1.1.2. To assist pilots in providing their own separation from other traffic, theappropriate ATS unit will, in addition to passing collision hazard information as part ofa FIS, on request from the pilot pass information on the movement of other IFRflights in the area:

a. prior to departure;b. prior to level change;c. prior to vacating controlled airspace;d. en-route as required;e. prior to commencing an instrument approach.

1.1.3. The phrase "NO REPORTED IFR TRAFFIC" will be used when no IFRflights are known to be in the area.

1.1.4. Pilots departing from unattended aerodromes may obtain traffic informationfrom Faleolo ATS.

1.1.5. Information on the movement of other IFR flights will include information onIFR flights operating in the vicinity of the track of the aircraft concerned at the samelevel or at a level through which the aircraft will pass.

1.2 Flights operating to/from Pago Pago1.2.1. Procedures for flights departing Pago Pago:

a. Contact Faleolo Approach on 118.1 MHZ for traffic information and to adviseintentions;

b. ATC will issue a clearance to enter controlled airspace.c. When multiple departures occur, entry into the CTA will be regulated.

Succeeding departing aircraft will be instructed to remain outside controlledairspace until a minimum separation standard is achieved.

d. All aircraft shall monitor and broadcast intentions on 122.9 MHZ (Pago PagoCTAF).


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1.2.2. Procedures for flights arriving Pago Pago:

a. Faleolo Approach will not issue an IFR approach clearance as the CTA/Doverlying Pago Pago has a lower level of 3,500FT.

b. If requested a flight may be cleared directly to initial and intermediateapproach fixes and issued descent clearance to 4,000FT AMSL. Aircraft willbe issued clearance to leave the CTA at this point and given known aircraftmovements in uncontrolled airspace.

c. In the event of successive arrivals, Faleolo may require aircraft to hold at orabove 5,000FT AMSL at a DME distance from Pago Pago until such time asa preceding aircraft has completed its approach and is assured of effecting anormal landing.

d. All aircraft shall monitor and broadcast intentions on 122.9 MHZ (Pago PagoCTAF).

2. PROCEDURES AT UNATTENDED AERODROMES 2.1 In Samoa an IFR flight must change to VFR prior to entering an uncontrolled

aerodrome traffic circuit.


1. SAMOA SECTOR AIR TRAFFIC MANAGEMENT1.1 Samoa Sector:

Upper Limit: FL245Lower limit: Surface.

1.2 Auckland Oceanic is responsible for the airspace above FL245.

1.3 For Pago Pago and Faleolo controlled airspace refer to ERCI.


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1. ARRIVING FLIGHTS1.1 Traffic above FL245 entering the Samoa Sector of the Auckland Oceanic FIR

arriving at Faleolo can expect descent clearance when traffic permits to FL250 fromAuckland Oceanic on HF/VHF. Contact instructions will be passed on HF prior toFL250.

1.2 Traffic below FL245 entering the Samoa Sector of the Auckland Oceanic FIRfrom adjacent airspace, will be advised by ATS on HF contact instructions prior tothe boundary. Faleolo will provide air traffic services below FL245 outside controlledairspace within the Samoa Sector of the Auckland Oceanic FIR during hours ofwatch. Auckland Oceanic will be responsible for the provision of air traffic services atanytime when Faleolo Tower is off watch.

1.3 To facilitate the provision of procedurally conflict-free flight paths,precautionary holding instructions may be issued to en route and arriving flights.

1.4 The precautionary hold instruction may be cancelled prior to the aircraftreaching the designated holding point; however, cancellation must not be anticipatedand normal preparatory action to join the holding pattern must be taken. If notcancelled, the aircraft must join the designated holding pattern with an expectedonward clearance time of ATA over the REP plus 5 minutes.

1.5 Onward clearance will be given within 5 minutes of ATA over the REP or anew onward clearance time will be issued.

1.6 ATC will advise the pilot of an IFR flight the ATC preferred type of approach.

1.7 Pilots should advise ATC as soon as possible if the nominated approach isnot acceptable and advise their intentions.

2. DEPARTING FLIGHTS2.1 Aircraft departing from Faleolo for levels above FL245 can expect their ATC

clearance via Faleolo Tower prior to start. HF contact instructions will be passed onby Faleolo Tower after departure. During hours of watch Faleolo will provide airtraffic services below FL245 outside controlled airspace within the Samoa Sector ofthe Auckland Oceanic FIR.

2.2 Detailed instructions with regard to routes, turns, etc. may be issued prior toor after take-off.


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1. TABLES OF CRUISING LEVELS1.1 The transition altitude in Samoa is 13000FT, and the transition level is FL150.

1.2 Unless authorised by ATC during flight within controlled airspace, cruisinglevels within Samoa must be as follows:

1.3 The levels between 13,000FT and FL150 are not available for level flight.

1.4 FL150 must not be used as a cruising level when the area QNH is 980hPa orless.

000° - 179° 180° - 359°

IFR VFR IFR VFR

Altitude

1000 2000

3000 3500 4000 4500

5000 5500 6000 6500

7000 7500 8000 8500

9000 9500 10000 10500

11000 11500 12000 12500

13000

Flight Level

FL150 FL155 FL160 FL165

FL170 FL175 FL180 FL185

etc. etc. etc. etc.

up to FL235 etc. up to FL240

FL270

NA

FL280

NAFL290 FL300

up to FL410 up to FL400

then FL450, FL490, etc.

then FL430, FL470, etc.


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1. INTRODUCTION

1.1 Aircraft in flight or operating on the manoeuvring area of an aerodrome shallcomply with the general flight rules applicable to the operation of aircraft (Annex 2).Additionally, aircraft in flight shall comply with the Instrument Flight Rules (IFR) or theVisual Flight Rules (VFR). An aircraft operating between the hours of sunset andsunrise, irrespective of weather conditions, shall comply with IFR requirements or, ifin a CTR during these hours, shall require special authorisation from ATC. Aircraftoperating in controlled airspace shall comply with any instruction, clearance orrequest issued by ATC, or shall immediately advise ATC if unable to comply. Aircraftoperating on ATS routes are to maintain track centreline.

2. FLIGHTS ON AIRWAYS (AREA CONTROL)

2.1 Introduction

2.1.1 Position reports are most commonly used to provide separation and shouldbe revised and modified to the ACC concerned if more than three minutes in error.

2.2 Communications and Radio Navigation Requirements


2.3 Air traffic Control Clearance

2.3.1 An ATC clearance is an authorisation by ATC for an aircraft to proceedunder specified traffic conditions within controlled airspaces. If for any reason anATC clearance is not acceptable to the aircraft captain, he may request analternative clearance.

2.3.2 The aircraft captain shall obtain an ATC clearance prior to operating in acontrolled airspace.

2.3.3 An ATC clearance will contain the following items:a. Aircraft identification.b. Clearance limit and route instruction.c. Level assignment.d. Departure instruction when necessary.e. Approach instruction when necessary.f. Clearance expiry time when necessary, andg. Any special instructions and information.


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2.3.4 If an amended clearance is requested at a time a position report is made,the information contained in that report shall be given on the assumption that theaircraft is proceeding in accordance with the current clearance, and not with thatwhich is being requested.

2.3.5 The contents of an ATC clearance or any revisions thereto shall apply onlyto those portions of the flight conducted within controlled airspaces.

2.3.6 An ATC clearance may be issued direct to an aircraft by an ACC or throughan aerodrome control unit or an air/ground HF communications unit.

2.3.7 Phrases used in air traffic clearances will have the following meanings:a. 'CLEARANCE EXPIRES AT.......... (time)'. If the aircraft is not airborne by the

time stated, a fresh clearance shall be obtained.b. 'DEPART NOT BEFORE........ (time)'. An aircraft will not be cleared for

departure until the time specified.c. 'UNABLE TO APPROVE.................... (flight planned level)'. When ATC is

unable to approve the flight planned level, an alternative level will be offeredwhenever possible, to avoid or reduce delay.

2.3.8 The aircraft captain operating under VFR in controlled airspaces shall notenter IMC without first obtaining an ATC clearance in accordance with the procedurelaid down for flights joining airways. Until such clearance is received, the aircraftmust remain in VMC.

2.3.9 Where a flight plan specifies IFR for the first portion of a flight and VFR forthe latter portion, the aircraft will normally be cleared to the point where IFRterminates. (Clearance is not necessary beyond that point unless within theSingapore/Johor Airspace Complex and CTR.)

2.3.10 If an ATC clearance stipulates VFR climb or descent and it becomesevident to the aircraft captain that VMC cannot be maintained, he shall hold in VMCand request an alternative clearance.

2.3.11 The aircraft captain having acknowledged an ATC clearance shall notdeviate from the provisions of the clearance unless an amended clearance has beenobtained.

2.3.12 A flight shall normally be cleared to the aerodrome of first intendedlanding, the point of leaving controlled airspace or, in the case of a flight where priorcoordination with an adjacent unit cannot be established, the FIR boundary. This isknown as the clearance limit.

2.3.13 An aircraft which has been cleared to an intermediate point en route toawait further ATC clearance will whenever possible, be issued the required ATCclearance at least five minutes before the aircraft arrives at the clearance limit,unless the pilot is instructed to hold over the intermediate holding point until aspecified time.


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2.3.14 In the event of an aircraft at the clearance limit without having received afurther clearance, the aircraft captain shall immediately request a further clearanceand hold in accordance with the specified holding pattern where one is establishedor otherwise the standard holding pattern, maintaining the last assigned cruisinglevel until further clearance is received. Where no direct ATC coordination facilitiesbetween Regional Area Control Centres (ACC) exist, pilots on such routes mustendeavour, when airborne, to contact the ACC of the next FIR which the aircraft isentering and obtain clearance to enter its CTA before reaching the transfer point ofthe two ACCs.

2.3.15 When a flight operates successively in a CTA and subsequently along theadvisory route or area, the clearance issued for the flight or any revisions thereto willonly apply to those portions of the flight conducted within controlled airspaces.

2.4 Weather Information2.4.1 Weather information will be passed to inbound aircraft on request.

However, pilots should tune to ATIS frequency 128.6 MHZ for the weather.2.4.2 The term CAVOK will be used in place of visibility, weather and cloud when

the following conditions occur simultaneously:a. Visibility 10KM or more.b. No precipitation or thunderstorms.c. No cloud below 1500M (5000FT).2.4.3 Deterioration and improvement weather reports and significant weather

information, e.g. severe turbulence, thunderstorms, icing conditions etc. will bepassed to all aircraft concerned.

2.5 Aircraft Joining or Crossing Airways2.5.1 Captains of aircraft joining or crossing an airway will:a. When flying under VFR outside the Singapore/Johor Airspace Complex and

CTRs notify the appropriate authority; orb. When flying under IFR, or when joining or crossing the Singapore/Johor

Airspace Complex and CTRs request clearance from the appropriateauthority not later than 10 minutes on VHF or 20 minutes on HF beforejoining or crossing.

2.5.2 The selected crossing or joining point should, where possible, beassociated with a radio facility to assist accurate navigation.

2.5.3 VFR flights intending to cross airways outside the Singapore/JohorAirspace Complex shall only cross them at various levels plus 500FT at an angle of90° to the direction of the airway, or as close as possible to this angle. Conditions foroperation of VFR flights are given in ENR 1.2. In an emergency, where neither aradar nor a procedural crossing can be obtained, an airway may be crossed atvarious levels plus 500FT. The various levels referred to are Flight Levels of wholethousands in feet.


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2.6 Singapore/Johor Airspace Complex Special Requirements

2.6.1 All flights IFR and VFR, conducted within the Singapore/Johor AirspaceComplex are subject to an ATC clearance and are regulated in accordance with IFRseparation standards.

2.7 IFR Flights Outside Singapore/Johor Airspace Complex in VMC

2.7.1 The aircraft captain of an aircraft operating under IFR within 100NM fromSINGAPORE/Changi below FL150 may request a VFR clearance for any portion ofthe flight. In the absence of such a request, ATC will issue a full IFR clearanceregardless of weather conditions.

2.7.2 Outside the Singapore/Johor Airspace Complex, within 100NM fromSINGAPORE/Changi, when necessary to expedite traffic, ATC may request theaircraft captain operating under IFR below FL150 to conduct a portion of the flightunder VFR. An alternative clearance will be issued if the aircraft captain has anydoubt as to his ability to maintain VFR.

3. FLIGHT INFORMATION SERVICE

3.1 Flight Information Service is provided to all flights.

3.2 Under this service the following information is provided to pilots by the FIC orat the request of the pilot:

a. SIGMET information concerning tropical revolving storm, activethunderstorm areas, severe line squall, heavy hail, severe turbulence,severe icing and marked mountain waves, is provided;

b. Special air-reports are provided as available;c. Landing Forecast (Trend Type) for Singapore is provided to turbine

operations when approximately one hour from landing;d. Aerodrome Forecasts are readily available on request for Singapore, Kuala

Lumpur and JAKARTA/Soekarno Hatta;Note: Aerodrome forecasts for other aerodromes are also provided on request but

are not readily available.e. Amended Aerodrome Forecasts for local as well as foreign aerodromes are

provided as available;f. Special MET Reports (aviation selected special weather reports) are

provided for Singapore and Kuala Lumpur;g. MET Reports (aviation routine weather reports (half-hourly)) are readily

available on request for Singapore, Kuala Lumpur and JAKARTA/Soekarno Hatta;

Note: MET Reports for other aerodromes are also provided on request but are notreadily available.

h. Upper-air Information - Forecast of en route upper winds and temperaturesare available on request.


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4. AERODROME/APPROACH CONTROL SERVICE

4.1 Special VFR

4.1.1 Special VFR flights may be authorised to enter a CTR for the purpose oflanding or to take-off and depart directly from a CTR when the ground visibility is lessthan 1.5KM (one mile). The pilot of an aircraft on a special VFR flight:

a. Must comply with ATC instructions;b. Is responsible for ensuring that his/her flight conditions enable him/her to

remain clear of cloud, determine his/her flight path with reference to thesurface and keep clear of obstructions;

c. Is responsible for ensuring that he/she flies within the limitations of his/herlicence. Controllers are not responsible for checking pilots qualifications.

4.1.2 A Special VFR clearance shall be issued only when specifically requestedby a pilot.

4.1.3 Before clearing a Special VFR flight a controller must consider theprevailing traffic conditions, the extent of the proposed flight and the availability ofair/ground communications. IFR flights take precedence over Special VFR flights.Standard separation shall be provided:

a. Between IFR flights and Special VFR flights.b. Between flights operating on Special VFR clearances except where a

reduction is specifically authorised by CAAS.

4.1.4 Aircraft on Special VFR clearances are not normally given a specific heightto fly but for the purpose of ensuring vertical separation from other aircraft flyingabove, the Special VFR flight may be required to fly not above a specified level.

4.2 Closure of Aerodromes

4.2.1 Aircraft will not be refused permission to land or take-off from aerodromesin the Singapore FIR solely because of adverse weather conditions. The aircraftcaptain of a public transport aircraft shall be responsible for operation in accordancewith applicable company weather minima.

4.2.2 Aerodromes will be closed:

a. When the surface of the landing area is unfit (e.g. soft surface or dangerousobstruction on the manoeuvring area); or

b. At such other times and in conditions specified by NOTAM.

4.2.3 In an emergency an aircraft will be permitted to land regardless of theconditions of the aerodrome and aerodrome facilities, but the pilot will be advised ofthese conditions.


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4.3 Speed Control Procedures for Arrivals into Airports in Singapore

4.3.1 Speed control procedures are in force unless notified otherwise by ATC oron ATIS.

4.3.2 All arriving turbo-propeller and turbo-jet aircraft are to fly at not faster thanIAS 250KT when within 40NM from Singapore Changi Airport or when at or below10000FT, except all arriving aircraft into Singapore Changi Airport shall comply withthe speed restrictions depicted on the transitions and RNAV STARs. Further speedreductions will be regulated by ATC as necessary.

4.3.3 Pilots who may not be able to comply with the speed limits specified abovefor reasons of flight safety and/or weather should inform ATC and state the speed(s)acceptable.

5. DATA LINK SERVICES IN THE SINGAPORE FIR

5.1 Introduction

5.1.1 Data link services are available to FANS 1/A compatible aircraft (which arecompliant to RTCA DO-258A or ED EUROCAE 100A) on Airways: G334, L625,L642, L644, M753, M758, M761, M767, M768, M771, M772, N875, N884, N891 andN892 in the Singapore FIR on a 24-hour basis.

5.2 LOGON Procedures

5.2.1 The AFN LOGON address for the Singapore FIR is WSJC.

5.2.2 To avoid automatic rejection of the LOGON, the flight identification numberused by the pilot in the LOGON process must be identical to the flight identificationnumber filed in the flight plan.

5.2.3 A LOGON must be received from the aircraft before any data linkconnections can be initiated by the ground system. This is achieved via the ATSfacility notification (AFN) LOGON process to be initiated by the pilot in accordancewith company procedures.

5.2.4 Aircraft requesting data link services inbound to Singapore FIR are requiredto manually LOGON onto WSJC at least 10 minutes prior to the estimated time forentering Singapore FIR. Data link equipped aircraft departing from aerodromeswithin the Singapore FIR and requesting data link may LOGON to WSJC prior todeparture. Pilots who are unable to establish a data link connection are to informATC on VHF or HF RTF.

5.2.5 Pilots are reminded to provide the flight level on first contact with HF,including when established on data link.


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1. OPERATIONS UNDER VFR

1.1 An aircraft intending to operate under VFR within the Singapore FIR must becapable of maintaining a flight visibility of at least 8KM and of maintaining at least1.5KM horizontally and 1000FT vertically clear from cloud in the following areas:

a. Within controlled airspace; andb. Outside controlled airspace above 3000FT.

1.2 An aircraft flying at speeds of 140 KIAS or less may operate under VFR at orbelow 3000FT outside controlled airspace with a flight visibility of 1.5KM. An aircraftflying at speeds above 140 KIAS may operate under VFR with a flight visibility of5KM. In both cases pilots must remain clear of cloud and in sight of ground or water.

1.3 Helicopters may operate with a flight visibility below 1.5KM if manoeuvred ata speed that will give adequate opportunity to observe other traffic or anyobstructions in time to avoid collision.

1.4 Navigation shall be accomplished by visual reference to landmarks at leastevery 110KM (60NM).


1. OPERATIONS UNDER IFR

1.1 In instrument meteorological conditions pilots shall operate in accordancewith the Instrument Flight Rules except that within a CTR, a special VFR flight maybe authorized.

1.2 Flights shall be conducted in accordance with the Instrument Flight Rules(even when not operating in IMC) when operated:

a. More than 185KM (100NM) seaward from the shoreline within controlledairspace; or

b. During the hours between sunset and sunrise; or

c. Above FL200.


1. GENERAL

1.1 The airspace in the Singapore FIR has been classified in accordance withAppendix 4 of ICAO Annex 11.


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1.2 Within the Singapore FIR the airspace is divided into five classes as shown inthe table below:

Airspace Levels Classification

Controlled Airspace FL150 to FL460 ASFC to FL150 B

Controlled Airspace more than 100NM seaward from the shoreline

Lower Limit to FL460

A

Control Zones (CTRs)

Changi CTR SFC to Upper Limit CPaya Lebar CTR DSeletar CTR C

ATZs SFC to Upper Limit DUncontrolled Airspace G


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1. GENERAL

1.1 Pilots will be expected to know the correct holding, approach and departureprocedures.

Note: Due to military operations above, below and adjacent to controlledairspaces within the Singapore/Johor Airspace Complex, pilots unable to remainwithin 500FT of the vertical limits, or within the lateral limits of the controlledairspaces are required to advise ATC immediately.

2. HOLDING PROCEDURES

2.1 Refer to Preface section of Terminal International West (TERMIW) underSTATE REQUIREMENTS/EXCEPTIONS.

3. ARRIVING FLIGHTS

3.1 Refer to TERMIW and ERSIW for specific instrument approach procedures.

4. DEPARTING FLIGHTS

4.1 Introduction

4.1.1 The instrument Departure Procedures are only applicable for aircraft with allengines operating.

4.1.2 The specific routes to be followed are depicted in the SID charts inTERMIW. Altitude restrictions at fixes and/or DME specify ATC/airspacerequirements. Minimum net climb gradient specifies obstacle clearancerequirements.

4.2 Climb gradients at Singapore/Changi

4.2.1 Minimum crossing heights and revised net climb gradients are specified inTERMIW and ERSIW.

5. NOISE ABATEMENT PROCEDURES

5.1 General

5.1.1 With effect from 1 April 2003, a subsonic jet aircraft, unless otherwiseexempted, is not permitted to operate in Singapore unless it possesses a noisecertificate stating that it meets the noise standards of ICAO Annex 16, Volume 1,Chapter 3, or equivalent. The noise certificate may also take the form of a suitablestatement contained in another document approved by the State of Registry of theaircraft.


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6. CONTINUOUS DESCENT OPERATION (CDO) FOR ARRIVALS CHANGI AIRPORT

6.1 General

6.1.1 CDO is an aircraft operating technique which enables the aircraft captain toexecute an optimised arrival descent profile utilising the onboard capability of theaircraft. CDO is facilitated by appropriate instrument flight procedure design and airtraffic control (ATC) procedures.

6.1.2 The vertical profile of CDO takes the form of a continuously descendingpath with minimum level flight segments to enable smooth aircraft deceleration andconfiguration prior to an ILS approach.

6.2 Conditions for Conducting CDO

6.2.1 In addition to the instructions depicted on the CDO RNAV STAR and theconditions for ILS procedures into Singapore/Changi, the following conditions mustalso be met:

a. Changi Runway 02L/20R is open for landing;b. ILS for the intended runway of landing is in operation;c. Visibility equal to or greater than 800 metres;d. RVR equal to or greater than 550 metres for runway-in-use; ande. No other system degradation that may affect a GNSS or ILS operation.

6.3 Requirements for Individual Flights

6.3.1 Flights that fulfill the following requirements can be allowed to conduct aCDO subject to ATC and real-time traffic conditions:

a. Flight enters Singapore FIR via one of the following waypoints and ATS routes:

Waypoint ATS Route Waypoint ATS RouteATETI G580 MELAS N892

BAVUS L504 PARDI G579

ESPOB L642 TAROS R469

IGARI N891 TEGID M767

IPRIX M753 SURGA M635

KADAR M774 VPK B469

KAMIN B348


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b. RNAV-equipped aircraft with Flight Management Computer capable of:(1) LNAV and VNAV;(2) flying Changi RNAV STARs and to abide by all speed and altitude

restrictions depicted on the charts;(3) continuing on planned vertical path from RNAV STAR onto ILS of

intended runway of landing.

6.4 Preparing for a CDO Procedure

6.4.1 To ensure that the CDO procedures can be effectively carried out, aircraftcaptains are advised to abide by the following:

a. Check if conditions for conducting the CDO are met;b. Check if the flight meets the requirement for executing a CDO; andc. Plan the lateral route in the Flight Management Computer based on the

relevant FIR entry point and landing runway-in-use in accordance with thetable below. The runway-in-use is available from D-ATIS frequency 128.6 MHZ.

FIR Entry Point RWY STAR Transition

ESPOB, IPRIX,IGARI

02L PASPU 1KVEPLI

20R PASPU 1L

MELAS02L PASPU 1K

MABAL20R PASPU 1L

VPK02L PASPU 1K

BIKTA20R PASPU 1L

TEGID, KAMIN,ATETI

02L LAVAX 1KTOMAN

20R LAVAX 1L

KADAR, BAVUS 02L LAVAX 1KOBDOS

20R LAVAX 1L

SURGA 02L LAVAX 1KSURGA

20R LAVAX 1L

PARDI 02L REMES 1K-

20R REMES 1L

TAROS 02L BOBAG 1K-

20R BOBAG 1L


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6.5 CDO Phraseology

6.5.1 On first contact with Singapore Radar, use the following phraseology whenrequesting a CDO:

"REQUEST C-D-O (read as See-Dee-Oh)".

• Depending on the situation, Singapore ATC will make an early assessment to approve / disapprove your request accordingly.

6.5.2 If CDO is approved, Singapore ATC shall reply using the followingphraseology:

"(flight call-sign), EXPECT C-D-O (read as See-Dee-Oh) AND CLEAREDTO SINGAPORE VIA (STAR) ARRIVAL, [transition, if any] TRANSITION,RUNWAY (runway-in-use), MAINTAIN (cruising altitude), REPORTREADY FOR DESCENT".

• On receipt of this clearance from Singapore ATC, the aircraft captain shall plan the arrival route using FMC and to report estimated time/distance for Top-of-Descent (TOD) once the information is available. CDO RNAV STARs have been designed for arrivals into Runway 02L or Runway 20R and linking up to the ILS of these respective runways. As such, please refrain from requesting a change in landing runway (i.e. 02C or 20C).

6.5.3 Prior to reaching TOD, the aircraft captain shall make another call torequest CDO execution:

"REQUEST DESCENT".

• Once cleared for descent:

a. Start descent at the calculated FMC TOD based on the planned lateral andvertical path;

b. Use lateral and vertical navigation functions of the FMC throughout CDOexecution.

6.5.4 When transferred to another ATC sector/frequency, on first contact alwaysinform the next sector that flight is on CDO:

"SINGAPORE (ATC sector transferred to), (flight call-sign), ON C-D-O (read as See-Dee-Oh) TO (last cleared altitude by ATC), RUNWAY(runway-in-use)".


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6.5.5 Once in contact with Singapore Arrival, ATC shall issue onward clearanceto facilitate final phase of the CDO flight. Clearance would be in the following form:

"(flight call-sign), DESCEND TO (altitude), CLEARED ILS APPROACHRUNWAY (runway-in-use)".

• With this clearance, the aircraft captain may proceed on remaining route of CDO flight procedure to intercept on the appropriate ILS.

Note 1: During CDO, standard ATC procedures continue to apply. ATC may attimes clear you to an intermediate level which would still facilitate a CDO profile. Indoing so, ATC shall endeavour to issue further descent clearance prior to the CDOflight reaching 3000 ft from last assigned altitude so as to prevent leveling off.

Note 2: If CDO flight has commenced and in the course of the CDO execution,Changi changes direction of its runway-in-use, i.e. RWY02 to RWY20 or vice versa,ATC shall advise if the CDO flight can resume and issue the necessary re-clearance.The aircraft captain shall then re-plan arrival route to the revised landing runway andadvise ATC if the flight would still be able to meet all the required speed/altituderestrictions.

6.5.6 Deviation from lateral or vertical path - At times, it may be necessary forATC to take you off track temporarily or stop descent at an intermediate level due toa change in traffic situation. When instructed, the aircraft captain shall comply withATC instructions until such a time when informed that the CDO flight can resume.

6.5.7 Termination of a CDO - In the event that traffic complexity reaches a stagewhere cancellation of the CDO flight becomes necessary, ATC shall issue aclearance to terminate the CDO flight. In doing so, ATC shall use the followingphrase to terminate the CDO flight:

"(call-sign), (reason for CDO termination), C-D-O (read as See-Dee-Oh) ISNOW TERMINATED. [other ATC instructions that may follow]"

6.5.8 Radio Communication Failure - In the event of a radio communicationfailure, the CDO flight is to be terminated immediately and the aircraft captain is tofollow the Singapore radio communication failure procedures.


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6.6 CDO Flight Procedures

6.6.1 The CDO flight shall track along the CDO RNAV STAR up to theintermediate segment and ILS procedure for the final and missed approach for therespective runway. The CDO RNAV STARs have been designed as closedapproaches into Changi, special provisions have been made herein to facilitate theCDO flight joining the ILS Approach from the RNAV STAR.

6.6.2 In the event that airborne RNAV equipment fails, the aircraft captain shallinform ATC as soon as practicable. ATC shall then terminate the CDO operation andresume with radar vectors to aid the aircraft captain in landing at Changi.

6.6.3 For each set of RNAV STAR, information on distance to threshold has beenadded to aid the pilot in CDO planning and execution and to reduce radio voicetransmissions between the pilot and ATC. Altitude restrictions depicted on the chartshall have the following meaning:


1. PRIMARY RADAR

1.1 Description of Primary Radar Services and Procedures

1.1.1 Radar control service is provided to identified aircraft operating in controlledairspace. Positive traffic separation service is provided. This involves monitoring thenavigation of, or issuing instructions for, the navigation of an aircraft, to ensure thatradar separation standards are maintained between identified aircraft and otheraircraft in controlled airspace.

1.1.2 Radar advisory service is provided to aircraft operating outside controlledairspace. This service may be provided to identified aircraft subject to radarcoverage and workload and involves the provision of position information to aircraftto assist in its navigation, warnings of other aircraft operating in its proximity andassistance to aircraft in an emergency. Advice and/or suggestion to pilots will begiven. Aircraft receiving radar advisory service are not obliged to follow instructionsgiven by ATC.

1.1.3 Radar control will be exercised outside controlled airspace only in respectof aircraft which are intending to enter or cross controlled airspace.

Indication on Chart Meaning

FL140 At or above FL140

4,000 At or above 4,000 ft

8,0004,000

A flight window, i.e. at or above4,000 ft and at or below 8,000 ft


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1.1.4 Singapore Radar Units will use the following call-signs when providingradar service:

a. Aircraft under Area Control (ACC) -(1) Singapore Radar

b. Aircraft under Approach Control (ACR) -(1) Singapore Radar (within 40NM from SINGAPORE/Changi);(2) Singapore Arrival (within 20NM from SINGAPORE/Changi).

1.1.5 The minimum horizontal radar separation are:

a. 7NM beyond 150NM from SINGAPORE/Changi;b. 5NM up to 150NM from SINGAPORE/Changi.

1.1.6 Whenever SSR is used without its associated primary radar the separationminimum in a. and b. above are increased to 15NM and 10NM respectively.

1.1.7 Radar separation may be reduced to 3NM provided the following conditionsexist:

a. Aircraft are under the Terminal Approach Control Radar Unit;b. Aircraft are below FL245; andc. Aircraft are within 40NM of SINGAPORE/Changi.

1.2 Identification Procedures

1.2.1 Before providing a radar service aircraft will be identified by one of thefollowing methods:

a. By a pilot report over a prescribed position display on the radar map orplotted on the radar map outlay;

b. By issuing instructions to a pilot to carry out a turn or turns or by observing aturn or turns reported by a pilot;

c. By observing and correlating the radar echo of a departing aircraft to aknown airborne time;

d. By the use of SSR.


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1.3 Navigational Information

1.3.1 Whether or not radar control is being applied, navigation along theauthorised flight routes is normally the responsibility of the aircraft captain but, for anumber of reasons, primarily the separation and expedition of traffic, the radarcontroller may require to establish positive control. Pilots will be advised when radarnavigation of the aircraft is terminated whereupon pilots will resume their ownnavigation.

1.3.2 Position information will be given as follows:a. A well-known geographical position;b. Bearing and distance (using compass points) from a known position;c. Magnetic heading and distance from the appropriate reporting point or en

route navigational facility;d. A distance to the runway touchdown point (as “track miles” to run).

1.4 Weather Avoidance and Storm Warning Radar

1.4.1 Modern ATC radar equipment is normally designed to suppress weatherclutter and the radar controller may not always be aware of its presence. If, however,weather is observed the radar controller may pass this information to the pilot, if itappears likely to affect his flight.

1.4.2 When this service is provided to aircraft within controlled airspace, the pilotwill be advised by the radar controller if the action will result in the aircraft leavingcontrolled airspace. The pilot will be responsible for deciding whether to accept adetour into uncontrolled airspace.

1.4.3 If an aircraft is equipped with storm warning radar and the pilot intends todetour around a storm centre observed on his radar display, he should, whenoperating within controlled airspace, obtain clearance from the radar controller for hisproposed action and, if leaving controlled airspace, request permission to rejoin. Thepilot may request navigational assistance as necessary.

1.5 Radar Failure

1.5.1 In the event of radar failure or loss of radar contact, instructions will beissued by the radar controller to restore standard longitudinal, lateral or verticalseparation between those aircraft operating with radar separation. Instructions mayalso be given to aircraft to communicate on another ATC frequency.

1.6 Military Radar Units Authorised To Provide Radar Crossing Service

1.6.1 The Military Units authorised to provide radar crossings of controlled areas(airways) by military aircraft are:

a. RSAF 210 Squadron (air Defence Radar Unit-ADRU); andb. RSAF 203 Squadron (Singapore Air Traffic Control Centre).


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2.1 System of SSR code assignment

2.1.1 Aircraft operating in the Singapore FIR will be assigned codes as followsexcept for those aircraft already assigned codes by adjacent FIRs:


1. INTRODUCTION

1.1 A common transition altitude of 11000FT has been established in theSingapore FIR. This will ensure uniformity in the transition altitudes for aerodromeswithin the territories of Brunei, Malaysia and Singapore, except for an area of radius10NM centred on Mount Kinabalu where the lowest safe altitude will be 15000FTand the lowest usable Flight Level will be FL170.

1.2 The maximum variation in QNH values in the Singapore FIR does not exceed10 hPa either side of the standard setting of 1013.2 hPa, representing a change ofabout 300FT on the altimeter. To simplify ATC procedures, a transition level of FL130has been established, providing a transition layer of 2000FT and ensuring at alltimes the 1000FT vertical separation between aircraft.

1.3 No aircraft should plan to cruise at Flight Levels 115, 120 and 125 whenoperating in the Singapore FIR.

2. AREA QNH SETTING PROCEDURES

2.1 General

2.1.1 Change from LOCAL QNH (set for departure) to AREA QNH will be madeon leaving the Singapore/Johor Airspace Complex or Air Traffic Zone (ATZ) aftertake-off.

2.1.2 Change from AREA QNH to LOCAL QNH will be made on enteringTerminal Control Area or ATZ or on commencement of final approach to land.

INTERNATIONAL DOMESTIC

0100 - 0177 0001 - 0077

2200 - 2277 4200 - 4277

4300 - 4377

4600 - 4677


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3. TABLES OF CRUISING LEVELS

3.1 IFR Flights at or Above 3000FT Within CTA and Above FL250 OCTA

Up to FL290

At and above FL290

3.2 VFR Flights Within CTA

Note: VFR Flights within the Singapore FIR are permitted to operate only up toFL150.

3.3 All flights below FL250 in Uncontrolled Airspace

Note: VFR Flights within the Singapore FIR are permitted to operate only up toFL150.

Magnetic Track (°) Altitude / Level

000 - 179 Odd Flight Levels180 - 359 Even Flight Levels


000 - 179 4000ft intervals from and including FL290

180 - 359 4000ft intervals from and including FL310


000 - 179 Odd thousands plus 500FT

180 - 359 Even thousands plus 500FT


000 - 089 Odd thousands

090 - 179 Odd thousands plus 500FT

180 - 269 Even thousands

270 - 359 Even thousands plus 500FT


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3.4 Transition To/From Quadrantal Cruising Levels

3.4.1 Quadrantal to Semi-Circular

3.4.2 Semi-Circular to Quadrantal

3.5 Unidirectional ATS Route Level Assignment - Singapore/Jakarta Sector

3.5.1 The following level assignments for aircraft operating in the Singapore/Jakarta sector on the unidirectional ATS Routes B470 and G579 will be adopted bySingapore ACC and Jakarta ACC.

3.5.2 On ATS Route G579 Jakarta ACC shall assign:a. All even flight levels plus 500FT above the minimum en route level up to and

including FL185.b. Above FL185, starting at FL220 all even flight levels up to and including


FL410 (inclusive), except for flights beyond Singapore where only even flightlevels shall be assigned.

3.5.3 On ATS Route B470 Singapore ACC shall assign:a. All odd flight levels plus 500FT above the minimum en route level up to and

including FL195.b. Above FL195, starting at FL210 all odd flight levels up to and including


FL410 (inclusive), except for flights beyond Jakarta where only odd flightlevels shall be assigned.

Magnetic Track (°) VFR IFR

000-089 Climb to next ODD+500FT level Maintain ODD level

090-179 Maintain ODD+500FT level Descend to ODD level

180-269 Climb to next EVEN+500FT level Maintain EVEN level

270-359 Maintain EVEN+500FT level Descend to next EVEN level

Magnetic Track(°) VFR IFR

000-089 Descend to next ODD level Maintain ODD level

090-179 Maintain ODD+500FT level Climb to next ODD+500FT level

180-269 Descend to next EVEN level Maintain EVEN level

270-359 Maintain EVEN +500FT level Climb to next EVEN level


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1. MACH NUMBER TECHNIQUE AND AREA NAVIGATION (RNAV)

1.1 Only aircraft equipped with RNAV systems would be able to operate on theRNAV routes in the revised South China Sea ATS route structure which forms part ofSingapore FIR. Aircraft that are not RNAV compliant will only be cleared to operateon non-RNAV routes.

1.2 Minimum longitudinal separation of 10 minutes between RNAV equippedaircraft based on Mach Number Technique is applied on ATS routes A464, A576,B348, B470, G334, L625, L642, L644, M751, M753, M758, M761, M767, M768,M771, M772, M774, N875, N884, N891 and N892 in accordance with ICAO DOC7030/4. North Atlantic Minimum Performance Specifications (MNPS) criteria is notrequired. If item 10 of the flight plan does not include any of the following equipmentdesignators “G”, “I” or “R”, operators shall insert “NAV/NON-RNAV” in item 18 of theflight plan.

1.3 Operators of aircraft to which the Mach Number Technique and RNAVprocedures will be applied must ensure that the equipment carried on their aircrafthas been calibrated in accordance with the applicable airworthiness practices.

1.4 An 80NM RNAV distance-based longitudinal separation minima, with MachNumber Technique being applied, is permanently implemented on ATS routes withinthe oceanic portion of the Singapore FIR.

2. MACH NUMBER IN A FLIGHT PLAN

2.1 Aircraft are required to include their true Mach Number in item 15 of the ICAOflight plan as follows:

a. True airspeed and level preceding the entry pointb. True Mach Number and level at entry point

Example: Field 15 of a flight plan for a flight from Kuala Lumpur to Kota Kinabalu:0460F330 M758 VPK/M072F330 M758

2.2 Westbound departures from Singapore/Changi airport proceeding beyondIndonesia, Malaysia and Thailand shall include Mach Number in item 18 of the flightplan.


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3. RNP 10 NAVIGATION REQUIREMENTS

3.1 Introduction

3.1.1 ATC will apply 50NM lateral separation minima to aircraft which areapproved for RNP 10 operations on RNAV routes:

3.1.2 ATC will apply 60NM lateral separation minima to aircraft which areapproved for RNP 10 operations on RAV routes:

3.1.3 Pilots shall inform ATC of any deterioration or failure of the navigationsystems below the navigation requirements for RNP 10. ATC shall then providealternative separation and/or alternative routing.

3.1.4 Pilots of aircraft meeting RNP 10 navigation requirements must indicate ‘R’at Item 10 of the ICAO Flight Plan.

3.2 Operations by Aircraft Not Meeting RNP 10 Requirements

3.2.1 An aircraft that is unable to meet the minimum navigational requirementsfor RNP 10 must file flight plan at FL280 or below. Operations above FL280 for theseaircraft will be subject to ATC approval, in accordance with the provisions ofparagraph 3.2.3.

3.2.2 Pilots of such aircraft wishing to operate on ATS routes see paragraph3.1.1, at or above FL290, must indicate their level requirements at Item 18 of theICAO Flight Plan as RMK/REQ FL (insert level). Approval to operate at the preferredlevel will be subject to ATC coordination and clearance. Flights that are not approvedwill be required to operate at FL280 or below, or via alternative routes.

L625 between TOMAN and MEVIN

L642 between CHEUNG CHAU and MERSING

M767 between JOMALIG and TOMAN

M771 between MERSING and CHEUNG CHAU

N884 between MERSING and MANILA

N892 between HENGCHUN and MERSING

L644 between DUDIS and KIKOR

M772 between ASISU and LAXOR


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3.2.3 ATC units receiving a request for a non-RNP 10 approved aircraft tooperate on ATS routes see paragraph 3.1.1, at or above FL290, will coordinate withadjacent ATC units affected by the flight. In deciding whether or not to approve theflight, each ATC unit will take into consideration:

a. traffic density;b. communications, including the non-availability of normal communications

facilities;c. weather conditions en route; andd. any other factors pertinent at the time.

3.3 Safety Assessment Criteria

3.3.1 The safety criteria associated with the introduction of the reduced lateralseparation minima of 60NM will be in accordance with the requirements for RNP 10navigation performance, i.e. aircraft navigation performance shall be such that thestandard deviation of lateral track errors shall be less than 8.7KM (4.7NM).

3.4 Monitoring of Aircraft Navigation Performance

3.4.1 Monitoring of aircraft navigation performance is a joint responsibilitybetween operators, States of Registry or States of Operators (as applicable),regulatory authorities and the ATS providers. The detection and reporting of non-conformance with the navigation requirements against the following parameters willrely primarily on radar monitoring by ATC units:

a. Lateral deviations(1) a deviation of 15NM or more from track centreline based on radar

observations;b. Longitudinal deviations

(1) where time separation is applied by ATC - when the reported separationbased on ATC verified pilot estimates varies by 3 minutes or more fromthe expected separation at the reporting point; or

(2) where a distance based standard is applied by ATC based on ADS,radar observation or RNAV distance reports - when the distance variesby 10NM or more from the expected distance.

3.4.2 ATC will advise the aircraft captain when such deviations are observed andimplement the required investigation procedures.

3.4.3 The ATC authority will investigate the causes of such deviations inconjunction with the aircraft operator and the State of Registry, or the State of theOperator, as applicable.


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3.5 Separation Minima

3.5.1 Lateral separation minima:

a. A lateral separation minima of 60NM will be applied between aircraftequipped in accordance with RNP 10 navigation requirements, operating atFL290 or above, on the ATS routes L644 and M772 (see paragraph 3.1.2). A50NM lateral separation minima will be applied between aircraft which areapproved for RNP 10 operations on ATS routes L625, L642, M767, M771,N884 and N892 (see paragraph 3.1.1).

b. When an aircraft not meeting the RNP 10 navigation requirements isapproved to operate at or above FL290, on the ATS routes shown inparagraph 3.1.1 and 3.1.2, vertical separation shall be applied with aircraftoperating on adjacent routes.

3.6 Longitudinal separation. 80NM RNAV or 10 minutes (or less) Mach Number Technique (MNT) separation minima may be applied between aircraft. 3.6.1 50NMlongitudinal separation may be applied between RNP 10 approved aircraft on ATSroutes L642 and M771 which either LOGON to CPDLC or are within VHF radiorange.

3.7 Vertical separation. A vertical separation minima of 2,000FT, including the use of non-standard levels, will be applied between aircraft operating at FL290 or above, on the ATS routes listed in paragraph 3.1.1.


4.1 Introduction

4.1.1 No Pre-Departure Co-ordination (No-PDC) procedures apply to flightsdeparting from airports within the Bali, Bangkok, Hanoi, Ho Chi Minh, Hong Kong,Jakarta, Kota Kinabalu (including Brunei), Kuala Lumpur, Manila, Phnom Penh,Sanya, Singapore, Taipei and Vientiane FIRs operating on RNAV and ATS routesover the South China Sea.

4.1.2 No Pre-Departure Co-ordination (No PDC) levels and FPL route shall beomitted in content of ATC clearance for departures from Singapore Changi Airport onATS routes A457, B466 and B469/M751 to destinations in Peninsular Malaysia andThailand, as well as to Medan/Polonia.


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4.2 No-PDC Flight Level Allocation4.2.1 Flight Level Allocation Scheme (FLAS) for Western Pacific / South China

Sea Area:

ATS Route

No-PDC Flight Levels(Other levels available with prior approval) Remarks



G580 FL270, FL290, FL330 For east bound traffic


L517 FL280, FL300, FL340 Uni-directional

L625 FL310, FL320, FL350, FL360, FL390, FL400 Uni-directional

L642 FL310, FL320, FL350, FL360, FL390, FL400 Uni-directional

L644 FL330, FL410 For south bound traffic

L759 Aircraft requesting FL280, FL300 and FL320 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 MIN longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.

The first aircraft from either Singapore or Kuala Lumpur to be over GUNIP on N571 or N571/N877, the Kuala Lumpur/Bangkok FIR boundary on M770 or L759 and VPL on P628, can expect its requested flight level.

B469/M751

FL280, FL300, FL320, FL340, FL360, FL380, FL400

For flights to/from airports within Bangkok FIR

M753 FL260, FL300, FL380 For north bound traffic

FL270, FL330 For south bound traffic

M754 FL300, FL340, FL380 For north bound traffic

FL290, FL330, FL370, FL410 For south bound traffic





M767 FL310, FL320, FL350, FL360, FL390, FL400 Uni-directional




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M770 Aircraft requesting FL280, FL300 and FL320 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 MIN longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.


M771 FL310, FL320, FL350, FL360, FL390, FL400 Uni-directional

M772 FL300, FL380 For north bound traffic

N571/N877

Aircraft requesting FL280, FL300 and FL320 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 MIN longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.


N875 FL290, FL330, FL370 For east bound traffic


N884 FL310, FL320, FL350, FL360, FL390, FL400 Uni-directional

N891 FL260, FL300, FL380 For north bound traffic

FL330 For south bound traffic

N892 FL310, FL320, FL350, FL360, FL390, FL400 Uni-directional

P628 Aircraft requesting FL280, FL300 and FL320 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 MIN longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.


ATS Route

No-PDC Flight Levels(Other levels available with prior approval) Remarks


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4.3 No-PDC during large scale weather deviations

4.3.1 Flight Level Allocation Scheme (FLAS) for Large Scale Weather Deviations(LSWD) in Western Pacific/South China Sea Area as applicable to Singapore ACC:

Flight level allocation during large scale weather deviations

5. STRATEGIC LATERAL OFFSETS IN OCEANIC AIRSPACE

5.1 Offsets may be applied outside radar cover in oceanic airspace withinSingapore FIR.

5.2 Offsets may only applied by aircraft with automatic offset tracking capability.

Flight Level Allocation(LSWD)

ATS Route and Direction of Flight

L642 M771 N892 L625 N884 M767

SW NE SW NE NE SW

410

400 400 400 400

390 390 390 390

380

370

360 360 360 360

350 350 350 350

340

330

320 320 320 320

310 310 310 310

300

290


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6. SINGAPORE/CHANGI FLOW MANAGEMENT PROCEDURES

6.1 Introduction

6.1.1 The objectives of the procedures are to improve the efficiency ofSingapore’s air traffic service by minimising radar vectoring as well as improvingairspace capacity.

6.1.2 The procedures require the holding of Changi arrivals over establishedholding areas.

6.2 Entry Gates

6.2.1 ‘Entry Gates’ are established to ensure segregation between arriving anddeparting aircraft operating at Singapore/Changi Airport. These gates (waypoints)are incorporated in the RNAV STARs which have been implemented to support theflow management procedures. The ‘entry’ gates are shown below:

6.3 Arriving Aircraft to Singapore/Changi Airport

6.3.1 Standard Instrument Arrival (STAR). IFR flights should expect a StandardInstrument Arrival (STAR). Changi arrivals via ATS route A464 shall flight planBOBAG 1 Alpha or BOBAG 1 Bravo as STAR route. BOBAG 1 Kilo, BOBAG 1 Limaand LELIB 2 Bravo STAR would be issued to pilots when traffic permits.

6.3.2 Entry Gate Time. To regulate the flow of traffic into the Approach airspace,ATC will issue, when necessary, a time restriction at an entry gate associated withthe inbound route of the flight into Singapore/Changi Airport.

6.3.3 Descent Profile. Pilots shall plan their descent profile in accordance to thepublished STAR procedures.

6.3.4 Speed Control. Speed control restrictions are incorporated into the STARsto enhance predictability and planning of air traffic in the Approach airspace. Pilotsshall adhere to the speed control restrictions published in the STAR proceduresunless otherwise advised. ATC may issue further speed adjustment during thedifferent phases of the flight if traffic situation warrants.

Entry Gate CoordinatesBOBAG 010230N 1032954EPASPU 015915N 1040618EREMES 004342N 1035735ELAVAX 010950N 1042714E


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6.4 Approach Airspace Holding Procedures

6.4.1 Entry Procedure. The entry into the holding patterns shall be inaccordance with the three-sector entry procedure as prescribed in ICAO Doc 8168 - OPS/611 Edition 1993.

6.4.2 Rate of Turn. All turns are to be made at a bank angle of 25° or at a rate of 3° per second, whichever requires the lesser bank.

6.4.3 Descent Procedure. When instructed to join a holding pattern, pilots shallreach their assigned altitudes prior to arriving at the holding point. This will allowappropriate traffic sequencing and the reduction of step-descents in the holdingpattern.

6.4.4 Details of Approach Airspace Holding Areas.

6.4.5 Alternate Holding Areas. In the event of inclement weather or capacityconstraints rendering a specific holding area unusable, arrivals may be cleared to analternate holding area for re-sequencing. To ensure smooth transition to alternateholding area, all arrivals bound for Changi Airport shall have their FMS programmedwith all the four promulgated holding areas (see paragraph 6.4.4).

Holding Fix/ID/Co-ordinates

Inbound Track °M

Direction of Turn

MAX HLDG Speed (IAS)

Time (MIN)

MNM-MAX HLDG Level

Controlling Unit and Frequency

NYLON013656N 1042714E

203° Left 220 knots 1 FL1406000ft

Singapore Approach124.05MHz (PRI)132.15MHz (SRY)

LAVAX010950N 1042714E

269° Left 220 knots 1 FL1406000ft


REMES004342N 1035735E

348° Right 220 knots 1 FL1406000ft


BOBAG010203N 1032954E

083° Right 220 knots 1 FL1406000ft



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6.5 Expected Time to Leave Holding Area

6.5.1 If arrival delay is processed by means of holding, pilots will be informed ofthe expected time to leave the respective holding area.

6.5.2 The expected time to leave is issued to serve as an early notification of theprobable holding duration as well as for unforeseen circumstance such as radiofailure (refer ERSIW Emergency Procedures - Singapore). Subsequently, a specifiedtime to leave the holding area will be issued to pilots to resume the flight according tothe assigned RNAV STARs.

6.6 Departing Aircraft from Singapore/Changi Airport

6.6.1 Departure Speed Control. Departing aircraft shall fly at 220KT IAS or lessbelow 4000 feet or at the waypoints specified in the SID and thereafter 250KT IAS orless below 10,000 feet AMSL. Pilots shall also comply with speed control restrictionsaccording to published SIDs.

7. RVSM PROCEDURES IN THE SINGAPORE FIR

7.1 General

7.1.1 RVSM procedures apply in the Singapore FIR between FL290 and FL410(inclusive).

7.1.2 Non RVSM-approved aircraft shall fly below RVSM airspace unless priorapproval has been obtained from the ACC concerned for such aircraft to operate inRVSM airspace. In the assignment of cruising level in RVSM airspace, RVSM- approved aircraft shall be given priority over non RVSM-approved aircraft.

7.1.3 When an RVSM-approved aircraft reports that is no longer RVSM-compliant before the transfer of control point, the transferring ACC shallimmediately notify the receiving ACC of this fact and provide conventional verticalseparation of 2,000FT between this aircraft and the other aircraft.


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7.2 Procedures for Operation of Non RVSM-Compliant Aircraft in RVSM Airspace

7.2.1 Non RVSM-compliant aircraft may not flight plan between FL290 andFL410 inclusive within RVSM airspace. After special coordination, the following nonRVSM aircraft may be approved to flight plan at RVSM flight levels in RVSMairspace:

a. a delivery flight to the State of Registry or Operator (see paragraph 7.3.1 foradditional details); or

b. an aircraft formally RVSM approved but has experienced an equipmentfailure and is being flown to a maintenance facility for repair, in order to meetRVSM requirements and/or obtain approval; or

c. an aircraft transporting a spare engine mounted under the wing; or d. mercy or humanitarian flights; ore. a State aircraft (those aircraft used in military, customs and police services

shall be deemed State aircraft).

7.2.2 The assignment of cruising levels to non-RVSM compliant aircraft seeparagraph 7.2.1 (a) to (e) shall be subject to an ATC clearance. ADF operators shallinclude: "STS/CATEGORY MILITARY/NON-RVSM COMPLIANT" in field 18 of theICAO flight plan.

7.2.3 Contact details for approval requests are as follows:Watch ManagerSingapore Air Traffic Control Centre

: +65 6541 2668FAX: +65 6545 7526

7.2.4 This approval process is intended exclusively for the purposes indicatedabove and not as a means to circumvent the normal RVSM approval process.

7.3 Delivery Flights for Aircraft that are RVSM-Compliant on Delivery

7.3.1 An aircraft that is RVSM compliant on delivery may operate in RVSMairspace provided that the crew is trained on RVSM policies and proceduresapplicable in the airspace and the responsible State issues the operator a letter ofauthorisation approving the operation. State notification to the Asia Pacific ApprovalsRegistry and Monitoring Organisation (APARMO) should be in the form of a letter, e-mail or facsimile documenting the one-time flight. The planned date of the flight, flightidentification, registration number and aircraft type/series should be included.


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7.4 Implementation of Revised Flight Level Orientation Scheme (FLOS) and Flight Level Allocation Scheme (FLAS)

in the Western Pacific/South China Sea Area

7.4.1 In order to minimise flight level transition requirements for flights enteringand leaving the Western Pacific/South China Sea area, the following flight levelarrangements will be implemented simultaneously and permanently:

a. a single alternate FLOS (i.e. ‘east odd flight levels, west even flight levels’) incompliance with the Table "RVSM-FEET" of Appendix 3 of ICAO Annex 2and in accordance with the FLOS in surrounding areas;

b. special high capacity arrangements for six unidirectional parallel routes(L642, M771, N892, L625, N884 and M767) that involve managed use of oddand even flight levels in the same direction of flight; and

c. an associated FLAS agreed between affected ACCs to facilitate ATC ‘No-PDC’ operations.

7.5 Flight Level Assignment on Nominated ATS Routes

7.5.1 Aircraft will be assigned specific RVSM levels on the following ATS routes:

ATS Routes Flight Level Assignment

A464 southbound FL290, FL310, FL330, FL350, FL370, FL390, FL410

A576 southbound FL290, FL310, FL330, FL350, FL370, FL390, FL410

B470 FL290, FL300, FL310, FL320, FL330, FL340, FL350, FL360, FL370, FL380, FL390, FL400 and FL410 except for flights beyond Jakarta where only odd levels shall be assigned.

B469 southbound FL290, FL310, FL330, FL350, FL370, FL390, FL410

N875/G464 southbound

FL290, FL330, FL370 and FL410

W36 southbound FL290, FL330, FL370 and FL410

L644 southbound FL290, FL330, FL370 and FL410

R469 westbound FL300, FL320, FL340, FL360, FL380 and FL400

W22 westbound FL300, FL320, FL340, FL360, FL380 and FL400


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7.6 RVSM Controller / Pilot Phraseology

Phrase*Denotes pilot transmission

Purpose

(call-sign) CONFIRM RVSM APPROVED

Used by the controller to ascertain the RVSM approval status of an aircraft

NEGATIVE RVSM* Used by the pilot to report non-RVSM approval status:

a. On the initial call on anyfrequency within the RVSMairspace (controllers shallprovide a readback with thissame phrase); and

b. In all requests for flight levelchanges pertaining to flightlevels within the RVSM airspace;and

c. In all readback of flight levelclearances pertaining to flightlevels within the RVSM airspace.

Additionally, except for State aircraft,pilots shall include this RTF phrase toread back flight level clearancesinvolving the vertical transit throughFL290 or FL410.

AFFIRM RVSM* Used by the pilot to report RVSM approval status

NEGATIVE RVSM STATE AIRCRAFT* Used by the pilot of a non-RVSM approved State aircraft to report non-RVSM approval status in response to the RTF phrase (call-sign) CONFIRM RVSM APPROVED

(call-sign) UNABLE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB TO] FLIGHT LEVEL (number)

Used to deny ATC clearance into the RVSM airspace

UNABLE RVSM DUE TURBULENCE* Used by the pilot to report when severe turbulence affects the aircraft’s capability to maintain the height-keeping requirements for RVSM


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8. ADS-B (OUT) EXCLUSIVE AIRSPACE WITHIN THE SINGAPORE FIR

8.1 ADS-B (OUT) Airspace Description

8.1.1 Aircraft that operate on ATS Routes L642, L644, M753, M771, N891 andN892 within airspace bounded by 073605N 1090045E, 040713N 1063543E,041717N 1061247E (MABLI), 044841N 1052247E (DOLIX), 045223N 1041442E(ENREP), 045000N 1034400E, thence north along the Singapore FIR boundary to070000N 1080000E at or above FL290 must comply with the following:

a. Aircraft must carry serviceable ADS-B transmitting equipment that has beencertified as meeting EASA AMC 20-24, or meets the equipment configurationstandards in Appendix XI of Civil Aviation Order 20.18 of the Civil AviationSafety Authority of Australia; and

b. the aircraft operator must have the relevant operational approval from theState of Registry.

UNABLE RVSM DUE EQUIPMENT* Used by the pilot to report that the aircraft’s equipment has degraded below the MASPS (Minimum Aircraft Systems Performance Specification) required for flight within the RVSM airspace

READY TO RESUME RVSM* Used by the pilot to report the ability to resume operations within the RVSM airspace after an equipment or weather-related contingency

REPORT ABLE TO RESUME RVSM Used by the controller to confirm that an aircraft has regained its RVSM approval status or to confirm that the pilot is ready to resume RVSM operations

Phrase*Denotes pilot transmission

Purpose


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ADS-B (OUT) EXCLUSIVE AIRSPACE WITHIN THE SINGAPORE FIR

8.1.2 Aircraft that do not comply with the requirements stipulated in paragraph8.1.1 a. and b. will not be accorded priority in the delineated airspace and flight levelassignments will be subject to air traffic control constraints.

8.1.3 If an aircraft carries ADS-B transmitting equipment but does not complywith the requirements stipulated in paragraph 8.1.1 a. and b. then the aircraft mustnot fly in the delineated airspace unless the equipment is:

a. deactivated; orb. set to transmit only a value of zero for the Navigation Uncertainty Category

(NUCp) or Navigation Integrity Category (NIC).

8.1.4 Flights originating in the delineated airspace are to contact SingaporeRadar on 134.35MHz (primary frequency) and 133.6MHz (secondary frequency).

8.2 Flight Planning Requirements

8.2.1 Aircraft operators complying with the requirements stipulated in paragraph8.1.1 a. and b. are to indicate the appropriate ADS-B designator in Item 10 of theICAO flight plan:

• B1 - ADS-B with dedicated 1090 MHz ADS-B "out" capability

• B2 - ADS-B with dedicated 1090 MHz ADS-B "out" and "in" capability.

L642

M771

M7

53N

891

L644

N892

MABLI

DOLOXENREP

AT OR ABOVE FL290

SINGAPORE FIR

KUALALUMPUR

FIR

KOTA KINABALU FIR

HO CHI MINH FIR

BANGKOK FIR

UJUJ


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8.2.2 Aircraft operators are to include the aircraft address (24 Bit Code) inhexadecimal format in Item 18 of the ICAO flight plan as per the following example:• CODE/7C432B.

8.3 State Aircraft Requirements

8.3.1 All the ADS-B conditions stipulated above apply to STATE aircraft intendingto operate within the delineated airspace.


1. SLOT ALLOCATION PROCEDURE (SINGAPORE/CHANGI)

1.1 Singapore Changi Airport is a slot coordinated airport.

1.2 Notwithstanding the above, the following types of flights may operate to/fromSingapore Changi Airport without obtaining a slot time:

a. Emergency landings, e.g. diversions or quick returns after takeoff, oil spillresponse operations;

b. Flights operating under diplomatic cover;c. Flights operated by the military, including those carrying supplies but

excluding those chartered on a commercial basis by the military;d. Humanitarian flights including those responding to medical emergencies

where the safety of human life is concerned or involved in search & rescueoperations;

e. Technical flights including radar and NAVAID calibration/check flights.


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2.1 Introduction

2.1.1 An automated Air Traffic Flow Management (ATFM) service has beenimplemented by the States of the ICAO Asia/Pacific Region within the Bay of Bengal,South Asia and Pakistan airspace to process and regulate westbound flightsintending to transit the Kabul FIR.

2.1.2 The objectives of the ATFM service are to:

a. reduce ground and en-route delays;b. maximise capacity and optimise the flow of air traffic within the area;c. provide an informed choice of routing and flight level selection;d. alleviate unplanned in-flight re-routing and technical stops; ande. assist Regional Air Navigation Service Providers (ANSP) in planning for and


2.1.3 ATFM services are provided from the Bangkok Air Traffic FlowManagement Unit (ATFMU) at Bangkok ACC. The ATFMU operates H24 and utilisesthe automated web based Bay of Bengal Cooperative ATFM system (BOBCAT) tomeet its ATFM responsibilities. These responsibilities will be managed incoordination with aircraft operators and ATC within the Bay of Bengal, South Asiaand Pakistan airspace.



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2.2.2 Flights planning to enter Kabul FIR without an AWUT and entry slot(comprising flight level, ATS route and entry fix time) will be accommodated onlyafter flights with slots have been processed. Such flights should expect delayedpushback and start clearances, non-preferred routes and/or flight levels, en routeholding and/or diversion around Kabul FIR.




a. Humanitarian or medical flights;b. State aircraft with Head of State on board.



B466(between SERKA and PAROD)

FL310 - FL390

L750 FL280 - FL390

N644 FL280 - FL390

G792 FL310 - FL390

V390 FL310 - FL390


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2.4.1 All affected flights are required to submit their slot requests to the BOBCATsystem by logging onto https://www.bobcat.aero between 0001UTC and 1200UTCon the day of flight and completing the electronic templates.

2.4.2 Affected aircraft operators who do not have dedicated BOBCAT username/password access should request an application form from the ATFMU (see paragraph 2.10) and return it as soon as possible.

2.4.3 Affected flights shall obtain the mandatory AWUT, Kabul FIR entry time,flight level and ATS route from the BOBCAT system. The AWUT and Kabul slotallocation will enable ANSPs to tactically control westbound flights transiting theKabul FIR at specified times by assigning minimum spacing requirements atestablished gateway fix points in the vicinity of the eastern boundary of the Kabul FIR.









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unallocated slots.




2.7.1 It is the responsibility of the aircraft captain and the aircraft operator toensure that the aircraft is ready to taxi in time to meet any required departure time.The aircraft captain shall be kept informed by their aircraft operator of the AWUT,Kabul FIR entry fix times and flight parameters (route/level) nominated by BOBCAT.



2.7.4 The aircraft captain shall adjust cruise flight to comply with slot parametersat the Kabul FIR entry fix by requesting appropriate ATC clearances including speedvariations in accordance with published AIP requirements.

2.7.5 Prior to departure, in circumstances where it becomes obvious that theKabul slot time will not be met, a new slot allocation should be obtained as soon aspossible and via the most expeditious means. Early advice that the Kabul slot timewill be missed also enables the slots so vacated to be efficiently reassigned to otherflights.


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2.7.6 A missed slot results in dramatically increased coordination workload forATC and the pilot-in-command and should be avoided. To minimise coordinationworkload in obtaining a revised slot allocation, the following procedures arerecommended:






2.9.1 In the event of an inability to access the ATFMU website, the ATFMU shallbe contacted via the alternative means (telephone or fax) see paragraph 2.10.



2.10 ATFMU Contact Details


: +66 2 287 8024/8025FAX: +66 2 287 8027



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1. PROCEDURES FOR THE SUBMISSION OF A FLIGHT PLAN

1.1 Requirements for Submission of a Flight Plan

1.1.1 The aircraft captain shall submit a flight plan to ATC in respect of thefollowing flights by using the automated Aeronautical Information Management (AIM-SG) System at the Changi AIS office or via the Internet:

a. Flights on Airways, associated holding areas and all other controlledairspaces whether IFR or VFR;

b. Any flight or portion thereof to be provided with ATC service;c. Any flight within or into designated areas, or along designated routes to

facilitate coordination with appropriate military units or with ATS units inadjacent States in order to avoid the possible need for interception for thepurpose of identification;

d. Any flight across international borders.

1.1.2 The aircraft captain or the operator shall use the ICAO flight plan formexcept where a flight is planned to be conducted in the Seletar aerodrome circuit ordeparting Seletar Aerodrome for Light Aircraft Training Areas A, B and C. Details ofthe flight shall be submitted by electronic mail using a standard format andsubmission procedure can be found in the following webpage: http://www.caas.gov.sg/caasWeb2010/export/sites/caas/en/eServices_Forms/Aeronautical_Information_Services.html?_locale=en

1.1.3 For a flight that will be operating within Singapore only (except for flightsmentioned in paragraph 1.1.2), the aircraft captain or the operator shall submit theICAO flight plan using the automated AIM-SG system. If for any reason the flightplan is not approved, the aircraft captain shall contact RSAF AOC at +65 6768 3702for clarification.

1.1.4 The aircraft captain or the operator of an IFR flight operating out of Seletaris required to file via Kong Kong NDB (KK).

1.1.5 A flight plan shall be filed 120 hours, or five days, at the earliest but no laterthan 60 minutes prior to departure (the estimated off-block time).

1.1.6 In the event of a delay of 30 minutes in excess of the estimated off-blocktime, the flight plan should be amended or a new flight plan submitted and the oldflight plan cancelled, whichever is applicable.


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1.1.7 The old flight plan shall be cancelled and a new flight plan shall besubmitted when changes are made to any one of the following fields:

a. Aircraft Identification (Item 7);b. Route (Item 15); and/orc. Destination Aerodrome (Item 16).

Route (Item 15) and/or Destination Aerodrome (Item 16).

1.1.8 A flight plan submitted in flight on HF shall be submitted at least 20 minutes(or if on VHF at least 10 minutes) prior to the intended point of entry into a CTR,CTA, advisory area or advisory route.

1.1.9 The aircraft captain may change from an IFR flight plan to a VFR flight planby reporting 'CANCELLING MY IFR FLIGHT' when weather conditions indicate thatthe remainder of the flight can be conducted under VFR. [However, withinSingapore, all flights whether IFR or VFR shall be regulated in accordance withinstrument flight rules.] (See Note 2).

1.1.10 ATC will acknowledge:`IFR FLIGHT CANCELLED AT.............. (time)' or(if information is available which indicates the likelihood of IMC prevailing along theroute, will notify these conditions as follows:`INSTRUMENT MET CONDITIONS REPORTED (or forecast) IN THE VICINITYOF.................'

Note 1: The fact that a pilot reports flying in VMC does not of itself constitutecancellation of an IFR flight plan.

Note 2: Within the Singapore/Johor Airspace Complex and Control Zones allflights are regulated in accordance with IFR separation standards.

1.1.11 The aircraft captain or his representative is required to state the totalnumber of Persons On Board (POB - i.e. passengers plus crew) in the flight plan.


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1.2 RNAV Approved Aircraft

1.2.1 Aircraft flying on the following RNAV routes must be RNAV equipped(see page 227 - Mach Number Technique and Area Navigation):

1.2.2 Aircraft flying on the following RNAV routes must be RNP 10 approved(see page 228 - RNP 10 Navigation Requirements):

1.2.3 Operators of aircraft unable to meet the RNP 10 requirements and wishingto operate at or above FL290 on RNAV routes specified in paragraph 1.2.2 shallannotate their flight plan as follows:

Item 18 - insert “RMK/REQ FL (insert level)” (where FL = the preferred flight level).

ATS Route ATS Route ATS RouteA464 L644 M771

A576 M751 M772

B348 M753 M774

B470 M758 N875

G334 M761 N884

L625 M767 N891

L642 M768 N892

ATS ROUTE ROUTE SEGMENTL462 CHEUNG CHAU - MERSING

L625 LUSMO - MEVIN

L644 DUDIS - KIKOR

M767 JOMALIG - TOMAN

M771 MERSING - CHEUNG CHAU

M772 ASISU - LAXOR

N884 MERSING - MANILA

N892 HENGCHUN - MERSING


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1.3 RVSM and NON-RVSM Approved Aircraft

1.3.1 Operators of RVSM approved or non-RVSM approved aircraft operating inRVSM airspace (see page 237 - Non-RVSM compliant aircraft procedures) shallannotate their flight plan as follows:

ENR 2. AIR TRAFFIC SERVICES AIRSPACE

1.1 For a complete description of designated airspace in this region, for exerciseplanning purposes, contact RAAF AIS prior to deployment for current information.

Flight Plan Data Item 10 Item 18RVSM approved aircraft W -

Non-RVSM approved aircraft - STS/NONRVSM


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ENR 3. ATS ROUTES

ENR 3.1 LOWER ATS ROUTESATS

ROUTESREMARKS

CONTROLLING UNITFREQUENCY

A224 1). No remarks.A457 1). Northbound flights landing at Kuala Lumpur/Sepang and

Kuala Lumpur/Subang are to flight plan via A457.2). Tolerances of Airway infringe WMD222 ASAHAN (activated by NOTAM) - Military activities.

A464 1). All southbound flights from the west landing at Singapore Changi are torequest for STAR only from Singapore ATC on PRI 133.25 MHZ or SEC 135.8MHZ when RWY20 in use and within 120 DME SJ (Sinjon). Flights shall remainunder the control of Kuala Lumpur ATC.2). Changi arrivals via ATS Route A464 shall flight plan BOBAG 1A or BOBAG 1B as STAR Route. When traffic permits, BOBAG 1K, BOBAG 1L or LELIB 2B STAR would be issued to pilots.3). Within 5NM either side of track ARAMA to SJ (Sinjon) DVOR/DME. Singapore ACC FREQ: PRI 133.25 MHZ or SEC 135.8 MHZ. 4). Within the lateral limits of the OCA SJ to TPG (Tanjung Pinang DVOR/DME), 15 MIN longitudinal separation minima will apply in OCA A464/A576.5). Eastbound aircraft to reach 6000FT when 25NM SE of SJ (Sinjon) DVOR/DME.6). TPG to SJ DVOR/DME, Singapore ACC FREQ: PRI 134.4 MHZ or SEC 128.1 MHZ.

A576 1). Available for southbound flight only between PIMOK and SJ (Sinjon) DVOR/DME2). All southbound flights from the west landing at Singapore/Changi are torequest STAR only from Singapore ATC on PRI 133.25 MHZ or SEC 135.8 MHZwhen RWY20 in use and within 120 DME SJ (Sinjon). Flight shall remain undercontrol of Kuala Lumpur ATC.3). Singapore ACC FREQ: PRI 133.25 MHZ, SEC 135.8 MHZ (westbound) and PRI 134.4 MHZ, SEC 128.1 MHZ (southbound).

B338 1). Kuala Lumpur/Singapore FIR boundary approximately 1.2NM north of VTK (Tekong) DVOR.

DB466 1). Flight planning not permitted between VJB (Johore Bahru DVOR/DME) and

GEMAS.B469 1). VPK (Pekan) position report:

Eastbound flight - report FL and flight condition over north CTR boundary.Westbound flight - report FL and flight condition over VPK.2). Kuala Lumpur/Singapore FIR boundary approximately 0.5NM north of PU (Papa Uniform) DVOR/DME.3). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.


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B470 1). One way routing Singapore/Soekarno Hatta and to destinations beyond.2). Two way routing Singapore/Pangkal Pinang for flight below FL200.3). Reduced separation minima will be applied on B470 south of ANITO betweenRNAV-equipped aircraft using Mach Number Technique.4). Singapore ACC FREQ: PRI 134.4 MHZ and SEC 128.1 MHZ.

G219 1). Singapore/Kuala Lumpur FIR boundary approximately 1.2NM north of VTK (TEKONG) DVOR/DME (N01 24’ 55” E104 01’ 20”).2). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

G334 1). 10 MIN longitudinal separation between RNAV-equipped aircraft applyingMach Number Technique.2). 15 MIN longitudinal separation between other aircraft.3). Tolerances of Airway infringe WMD222 ASAHAN (activated by NOTAM) - Military activities.4). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

G579 1). Unidirectional route (Northbound) for flights from Jakarta FIR to Singapore FIR and beyond.2). Bi-directional route between Palembang and Singapore below FL200.3). All flights between SJ (Sinjon) and JB (Jaybee) are to avoid at all times WSR38 which overlaps the eastern edge of the Airway.4). Kuala Lumpur/Singapore FIR boundary is approximately 2NM south of JB (Jaybee) NDB.

G580 1). 10 MIN longitudinal separation based on the availability of navigational aidswhich permit frequent determination of position and speed.2). Portion of G580 within Singapore FIR between ATETI and 108E has beendelegated to Kuching ACC for provision of ATS. Kuching ACC FREQ: 134.5 MHZ3). Singapore ACC FREQ: PRI 134.2 MHZ and SEC 133.35 MHZ.

R208 1). Portion of R208 within the Singapore FIR to be released to Lumpur ACC dailysubject to coordination between Singapore ACC and Lumpur ACC.2). 15 MIN longitudinal separation.3). Singapore ACC FREQ: PRI 127.3 MHZ and SEC 123.7 MHZ.4). Lumpur ACC FREQ: PRI 132.6 MHZ.

R325 1). Flight planning not permitted for northbound flights departing from Singaporeto airports beyond Kuala Lumpur operating above FL200.

R469 1). 15 MIN longitudinal separation between aircraft.2). Singapore ACC FREQ: PRI 133.25 MHZ and SEC 135.8 MHZ.

W401 1). Controlling Authority: Singapore ACC.2). Airspace below Airway controlled by Johor Approach.


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ENR 3.3 AREA NAVIGATION (RNAV) ROUTES

ATS ROUTES

REMARKSCONTROLLING UNIT

FREQUENCY

L504(RNAV)

1). Singapore ACC FREQ: PRI 134.4 MHZ and SEC 128.1 MHZ.

L625(RNP10)

1). Lateral Limits: 10 NM either side of line joining TOMAN to LUSMO and 25 NMeither side of the line joining LUSMO to AKMON.2). Uni-directional for north-east bound flights from TOMAN to AKMON. No PreDeparture Coordination (No PDC) arrangement: FL310, FL320, FL350, FL360,FL390, FL400, other levels available with prior approval.3). Singapore ACC FREQ TOMAN to VERIN: PRI 134.2 MHZ and SEC 133.35 MHZ.4). Singapore ACC FREQ VERIN to AKMON: PRI 123.7 MHZ and SEC 127.3 MHZ.

L629 1). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

L635 1). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

L642(RNP10)

1). Lateral Limits: 10 NM either side of line joining VMR DVOR/DME to EGOLOand 25 NM either side of line joining EGOLO to ESPOB.2). Bi-directional between ENREP and VMR (MERSING).3). Uni-directional for south bound flights from ESPOB and ENREP. No PreDeparture Coordination (No PDC) arrangement: FL310, FL320, FL350, FL360,FL390, FL400, other levels available with prior approval. 4). ADS-B required at or above FL290 between Singapore FIR boundary (ESPOB)and ENREP. Within the ADS-B exclusive airspace contact Singapore Radar PRI134.35 MHZ and SEC 133.6 MHZ. 5). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

L644(RNP10)

1). ADS-B required at or above FL290 between Singapore FIR boundary (DUDIS)and MABLI. Within the ADS-B exclusive airspace contact Singapore Radar PRI134.35 MHZ and SEC 133.6 MHZ. 2). Singapore ACC FREQ MABLI to OMBAP: PRI 123.7 MHZ and SEC 127.3 MHZ.3). Singapore ACC FREQ OMBAP to OBGET: PRI 134.2 MHZ and SEC 133.35 MHZ.4). Singapore ACC FREQ OBGET to KIKOR: PRI 134.4 MHZ and SEC 128.1 MHZ.

M522 1). A portion of M522 within Singapore FIR has been delegated to Kota KinabaluACC for provision of ATS.2). Kinabalu ACC FREQ: 126.1 MHZ.

M630(RNAV5)

1). Southbound flight planning permitted for flights departing from or overflyingKuala Lumpur proceeding to destinations beyond Singapore. 2). Flights landing at Singapore Changi airport to flight plan on A464 and A576.3). Singapore ACC FREQ: 133.25 MHZ and SEC 135.8 MHZ.


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M635(RNAV10)

1). Kuala Lumpur/Singapore FIR boundary approximately 1.2NM north of VTK(TEKONG) DVOR/DME.2). Singapore ACC FREQ: PRI 134.4 MHZ and SEC 128.1 MHZ.

M753 1). ADS-B required at or above FL290 between Singapore FIR boundary (IPRIX)and ENREP. Within the ADS-B exclusive airspace contact Singapore Radar PRI134.35 MHZ and SEC 133.6 MHZ.

M754 1). A portion of M754 within the Singapore FIR has been delegated to Kinabalu ACC for provision of ATS.2). Kinabalu ACC FREQ: 126.1 MHZ.

M758 1). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

M761 1). Portion of M761 within Singapore FIR between AGOBA and 108E has beendelegated to Kuching ACC for provision of ATS. Kuching ACC FREQ: 134.5 MHZ.2). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

M763 1). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

M765 1). A portion of M765 within the Singapore FIR has been delegated to Lumpur ACC for provision of ATS.2). Lumpur ACC FREQ: 132.6 MHZ.

M767(RNP 10)

1). Lateral Limits: 25 NM either side of line joining TOMAN to TEGID2). Uni-directional for south-west bound flights from TEGID to TOMAN. No PreDeparture Coordination (No PDC) arrangement: FL310, FL320, FL350, FL360,FL390, FL400, other levels available with prior approval. 3). Singapore ACC FREQ: PRI 134.2 MHZ and SEC 133.35 MHZ.

M768 1). Singapore ACC FREQ: PRI 123.7 MHZ SEC 127.3 MHZ.

M771(RNP 10)

1). lateral limits 10 NM either side of line joining VMR DVOR/DME to RAXIM and25 NM either side of line joining RAXIM to DUDIS.2). Uni-directional for north-east bound flights from VMR to DUDIS. No PreDeparture Coordination (No PDC) arrangement: FL310, FL320, FL350, FL360,FL390, FL400, other levels available with prior approval. 3). ADS-B required at or above FL290 between Singapore FIR boundary (DUDIS)and DOLOX. Within the ADS-B exclusive airspace contact Singapore Radar FREQPRI 134.35 MHZ and SEC 133.6 MHZ.4). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

M772(RNP 10)

1). Lateral Limits: 25 NM either side of line joining ASISU to LAXOR.2). Available only for flights departing from Jakarta to Hong Kong or to destinationsbeyond Hong Kong.

M774(RNAV)

1). Route between OBDOS to KADAR is RNAV10.2). Singapore ACC FREQ: PRI 134.4 MHZ and SEC 128.1 MHZ

M904 1). Singapore Radar FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

N502 1). Singapore ACC FREQ: PRI 134.4 MHZ and SEC 128.1 MHZ.

N875 1). Singapore ACC FREQ: PRI 134.4 MHZ and SEC 128.1 MHZ.


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N884(RNP 10)

1). Lateral Limits: 5 NM either side of line joining VMR DVOR/DME to LUSMOfunnelling out at an angle of 5° from VMR to 25 NM of either side of track. It thencontinues at this width until LAXOR.2). Uni-directional for east bound flights from VMR to LAXOR. No Pre DepartureCoordination (No PDC) arrangement: FL310, FL320, FL350, FL360, FL390,FL400, other levels available with prior approval.3). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

N891 1). WSJC/WMFC FIR boundary approximately 0.4NM north of PU (PAPA UNIFORM) DVOR/DME.2). ADS-B required at or above FL290 between Singapore FIR boundary (near IGARI) and ENREP. Within the ADS-B exclusive airspace contact Singapore Radar PRI 134.35 MHZ and SEC 133.6 MHZ. 3). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

N892(RNP 10)

1). Lateral Limits: 10 NM either side of line joining VMR DVOR/DME to KIBOL and25 NM either side of line joining KIBOL to MELAS.2). Uni-directional for south-west bound flights from MELAS to VMR. No PreDeparture Coordination (No PDC) arrangement: FL310, FL320, FL350, FL360,FL390, FL400, other levels available with prior approval.3). ADS-B required at or above FL290 between Singapore FIR boundary (MELAS)and MABLI. Within the ADS-B exclusive airspace contact Singapore Radar PRI 134.35 MHZ and SEC 133.6 MHZ. 4). Singapore ACC FREQ: PRI 123.7 MHZ and SEC 127.3 MHZ.

P501 1). Singapore ACC FREQ ARAMA to BOBAG: PRI 133.25 MHZ and SEC 135.8 MHZ.2). Singapore ACC FREQ BOBAG to ANITO: PRI 134.4 MHZ and SEC 128.1 MHZ.

Y332 1). Singapore ACC FREQ: PRI 133.8 MHZ.





Y339(RNAV5)

1). Flight planning permitted for flights departing from or overflying Singapore todestinations north of Kuala Lumpur/Sepang and Kuala Lumpur/Subang airports. 2). Flights planning to operate at FL220 and below to flight plan on A457.3). Singapore ACC FREQ: PRI 133.25 MHZ and SEC 135.8 MHZ.

Y342(RNAV5)

1). No remarks.


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ENR 3.4 HELICOPTER ROUTES

1. HELICOPTER OPERATIONS IN SINGAPORE

1.1 Introduction

1.1.1 The rapid building development in many parts of Singapore has made itnecessary for helicopter operations to be more stringently regulated in order toenhance safety. All helicopter operators are required to adhere strictly to theprocedures listed in this section.

1.2 Restricted Area for Single Engine Helicopters

1.2.1 Single engine helicopters are restricted from operating over and within thecity area enclosed in the triangle bounded by the following locations:

a. South of Rochor River/Kallang River (01 18’17”N 103 52’11”E)b. Shenton Way/Keppel Road (01 16’23”N 103 50’45”E)c. Scotts Road/Orchard Road (01 18’18”N 103 49’54”E)

Part of this triangle lies within the existing Restricted Area WSR38.

1.3 Helicopter Routing

1.3.1 All helicopters must fly over water or use routes approved by the CAAS.There are two over-water and one over-land helicopter routes. These routes couldeither be flown separately or in combination (refer to Figure 3.2).

1.4 Over-water Routes

1.4.1 One of the two over water routes is to the North of Singapore Island forhelicopter flights into and out of Seletar aerodrome. The other route is along thesouthern shore of Singapore. They are described as follows:

a. Heli-route A: From Johor Causeway eastbound over water along SelatJohor, following the coastline of Singapore Island via the northern contour ofPulau Ubin, down to Bedok NDB and vice versa.(1) Height: Minimum 200FT AMSL or as specified by the appropriate ATC

authority.b. Heli-route B: Originates from Bedok NDB over water, following the coastline

of Singapore Island via the southern tip and contour of Sentosa towardsTuas and vice versa.(1) Height: Minimum 200FT AMSL or as specified by the appropriate ATC

authority.


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1.5 Over-land Route

1.5.1 The over land transit route established to facilitate helicopter movementsacross Singapore Island is as follows:

a. Heli-route C: Originates from Johor Causeway, southbound to Bukit Timahalong western side of Bukit Timah Expressway. From Bukit Timah to PandanReservoir and vice versa.(1) Height: 1000FT AMSL or as specified by appropriate ATC authority.

1.6 Conditions Governing Use

1.6.1 The over land route is established based on evidence of ground featuresand are therefore subject to CAAS's review. Approval to use this route is given withthe following conditions:

a. The Operator is fully satisfied that the route can be flown within the flightcapability of the helicopter and that there are adequate suitable emergencylanding sites along the route when in use. It remains the responsibility of theoperator to ensure that his pilots are familiar with the route and theconditions governing it.

b. The route is to be flown in VMC and in daylight hours.c. Prior ATC clearance from the appropriate controlling authority must be

obtained.

1.7 Flights Operating Outside the Established Routings

1.7.1 For helicopter operation which has to be conducted in an area overland, notalong any of the above established routes or designated aircraft training areas(Training Areas A and B), an application in writing should be made to the DirectorGeneral of Civil Aviation, CAAS. To give sufficient time to process the application,the operator should write to CAAS at least five weeks in advance. If necessary,CAAS may ask for a flight inspection of the proposed route and/or areas ofoperation. The applicant shall provide the means and bear the cost of the flightinspection. Each case would be considered on its own merits and unless CAAS issatisfied that there are very good justifications, approval would normally not begiven.

1.8 Flight Plan Requirements

1.8.1 Although the requirement for written flight plans has been waived, flightdetails (especially the routing and first point of landing) must be submitted bytelephone to the appropriate ATC authority at least 60 minutes prior to the estimatedtime of departure. Only approved helipads or landing points and heli-routes may beused.


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Figure 3.2: Helicopter Routes in VMC


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ENR 3.5 OTHER ROUTES

1. SINJON (SJ) VMC CROSSING BY MILITARY AIRCRAFT

1.1 In order to facilitate the movement of various types of military traffic operatingthrough the Changi CTR without impeding the flow of procedural traffic operating intoand out of the Zone, the following procedures have been established (ref Figure 3.3).

1.2 VMC Crossings by Slow-moving Military Aircraft (Slow-lane Crossing)

1.2.1 Under VMC within the operating hours below, all slow-moving militaryaircraft are permitted to cross the Changi CTR 8.1NM and 6.7NM south of theextended centreline of RWY 02L and RWY 02C respectively. EASTBOUND flightsare to operate at 1,000FT AMSL and WESTBOUND at 500FT AMSL withoutreference to Singapore Tower or Singapore Approach.

1.2.2 The EASTBOUND is from Pulau Ayer Merbau (01 16 00N 103 43 34E) on atrack of 110°MAG to the northern tip of Lazarus Island (SJ). Thereafter, the track is089°MAG to Point 'E1' (10 DME SJ) and then direct to HOSBA [34 DME SJ R-079(24 DME VTK R-103)] (01 19 47.8N 104 24 17.5E).

1.2.3 The WESTBOUND is from HOSBA direct to Point 'E1'. Thereafter, the trackis 269°MAG to the northern tip of Lazarus Island (SJ) and then 290°MAG untilentering Tengah ATZ.

1.3 VMC Crossings by Fast-moving Military Aircraft (Fast-lane Crossings)

1.3.1 Under VMC during crossing operating hours, all fast-moving military aircraftare permitted to cross the Changi CTR 9.4NM and 8NM south of the extendedcentreline of RWY 02L and RWY 02C respectively. EASTBOUND flights operate at1,000FT AMSL and WESTBOUND flights at 500FT AMSL without reference toSingapore Tower or Singapore Approach.

1.3.2 The EASTBOUND is from Pulau Sakra (01 15 45N 103 41 54E) on a trackof 115°MAG to Pulau Bukom Kechil and then track 110°MAG to 1NM south of thesouthern tip of Lazarus Island (SJ). Thereafter the track is 089°MAG to Point 'E' (0112 21N 104 01 21E) and then direct to HOSBA.

1.3.3 The WESTBOUND is from Point 'E' on the reciprocal of the eastbound trackto Pulau Sakra.

1.4 Westbound Sinjon VMC Crossings at 1,500FT

1.4.1 A Westbound low level track of 1,500FT crossing the Changi CTR 10.9NMand 9.3NM south of the extended centreline(s) of RWY 02L and RWY 02Crespectively, is to be used under VMC during crossing operating hours. TheWestbound low level track is established from HOSBA to SJ DVOR via Point "E",and a point 0.5NM north of Pulau Sambu (01 10 45N 103 53 50E).


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1.5 Operating Hours of Sinjon VMC Crossings

1.5.1 The operating hours of all Sinjon VMC crossings are from 2301 to 1100UTC. Outside these hours all Sinjon Crossings will require a clearance fromSingapore Tower/Singapore Approach.

1.6 Suspension of Unrestricted Military Crossings

1.6.1 Military crossings shall be suspended when IMC prevails. All crossings ofthe zone shall then be subject to an ATC clearance in the normal manner.

1.6.2 In view of military traffic crossing the Changi CTR to the south, whenever itis known or has been made known that procedural or civil training traffic are unablefor reasons of load or performance, etc. to effect a normal climb on RWY 20R/20C,the unrestricted crossings shall be suspended and the RSAF FIS Controller beinformed immediately.

1.6.3 Between 2301-1100UTC all aircraft departing on RWY 20R/20C on SID arerequired to cross 8 DME VTK at or above 2,000FT. If the height restriction cannot becomplied with, the aircraft captain of an aircraft departing on RWY 20R/20C shallinform ATC during the time when the aircraft commences taxiing to the holding pointfor departure.

1.7 Altimeter Setting

1.7.1 The Singapore QNH setting shall be used by military aircraft crossing theChangi CTR under the above procedures.

1.8 Emergency

1.8.1 In the event of an emergency occurring to a procedural aircraft in the area(e.g. an engine failure on take-off or landing etc.) all unrestricted military crossingsunder these procedures shall be forthwith suspended.

2. TRANSIT CHANNEL

2.1 Introduction

2.1.1 To ensure safety of aircraft operations and minimize interruptions to aircraftoperating in Light Aircraft Training Area A, a transit channel is established for militarytraffic. The Transit Channel will be all the airspace within Area A North of MandaiRoad, as depicted on ERCI TO-2.

2.2 Activation

2.2.1 The Transit Channel will be activated only when there is a military aircraftcrossing. Activation will be initiated by Paya Lebar Approach. All aircraft operatingwithin the area are advised to vacate the channel on receipt of the activation. Suchaircraft shall report their intentions to Paya Lebar Approach. To ensure safety ofoperation, all aircraft operating within the lateral and vertical limits of the channelshall notify Paya Lebar Approach.


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Figure 3.3: VMC Crossing by Military Aircraft


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Upper LimitLower Limit

Remarks (time of activity, type of restriction, nature of hazard, risk of interception).

PROHIBITED AREASWSP3A circle, 0.8NM radius centred at 012136N 1034746E

750FTGND

Active: Permanent.Under no circumstances shall a forced landing be permitted within the area. Rotary wing aircraft shall avoid overflying the area.

WSP24Area within two circles, 150M radius, centred at Mt.Faber (011615N 1034909E) and Sentosa Island (011519N 1034858E) and the tangential lines joining these circles.

800FT ALTGND/WATER

Active: Permanent.

WSP36A circle, 231.5M radius, centred at 012430N 1035324E

1,000FT ALTGND

Active: Permanent.

WSP49012025N 1034236E, 012028N 1034239E,012027N 1034249E, 012018N 1034249E,012018N 1034236E.

300FT ALTGND

Active: Permanent.

WMP228 Bukit SereneArea within 2NM centred at 012845N 1034334E with the southern border of the Prohibited Area coinciding with the coastline of South Johor.

5,000FT ALTGND

Sultan’s PalaceActive: Permanent.


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RESTRICTED AREASWSR2 Tengah CorridorArea within two circles, 2NM radius, centred at Tengah and 4NM radius, centred at 011000N 1033324E and the tangents joining these circles but excluding WSD11 (Pasir Laba Range) when notified as active.

FL3003,000FT AMSL

Jet Let-Down SectorActive: 2300-1100UTC Mon to Fri and between 2300-0500UTC Sat.

Controlling Authority: Tengah APP on 130.0 or 263.4 MHZ during AD operating hours and SATCC (RSAF element) on 123.4 MHZ and 288.2 MHZ after AD operating hours.

WSR31012000N 1041400E,012000N 1042000E,013000N 1042300E,013000N 1044000E,011800N 1044000E,011500N 1042000E.

10,000FT ALT3,500FT AMSL

Training AreaActive daily during daylight hours in VMC only when radar unit in operation.

WSR38A circle, 1NM radius centred at 011807N 1035031E.

10,000FT ALTGND

Istana Active: Permanent.All flights between SJ/JB on Airway G579 are to avoid at all times the area which overlaps the eastern edge of G579.

WMR104032859N 1030254E, 023959N 1023454E, 022300N 1025954E, 022300N 1034554E, 032059N 1032054E, 031859N 1031554E, 032559N 1031254E, 032859N 1030254E.

10,000FT ALT3,000FT ALT

TrainingActive: 2230-1030UTC Mon to Sat.


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WMR223 Kangar KahangA circle, 5NM radius, centred at 021500N 1033354E.

10,000FT ALTGND

Parachute DroppingActive: by NOTAM.Controlling Authority: Kluang Tower 128.3 MHZ/122.4 MHZ.

WMR 225 North-KluangAn arc of a circle, radius 20NM, centred at 020230N 1031824E (Kluang Control Tower) from 020000N 1025839E to 021830N 1032954E; then an arc of a circle, radius 6NM, centred at 020230N 1031824E (Kluang Control Tower) from 020200N 1031224E to 020730N 1032154E; then straight lines joining 020000N 1025839E to 020200N 1031224E and 021830N 1032954E to 020730N 1032224E.

3,500FT ALTGND

Army Airwing Helicopter Training AreaActive: 2330-1030UTC Mon to Thu; 2330-0500UTC & 0600-1030UTC Fri; 2330-0430UTC Sat; Sun and PH closed.

Controlling Authority:Kluang Tower 128.3 MHZ and 122.4 MHZ.PPR for all non-Malaysian Army aircraft. During operating hours request permission through Kluang Army Airwing Ops. (48 hours prior notice).

WMR226 West-KluangAn arc of a circle, radius 20NM, centred at 020230N 1031824E (Kluang Control tower) from 020000N 1025839E to 014630N 1030554E; then an arc of a circle radius 6NM, centred at 020230N 1031824E (Kluang Control Tower) from 020200N 1031224E to 015650N 1031709E.

2,000FT ALTGND

Army Airwing Helicopter Training AreaActive: 2330-1030UTC Mon to Thu; 2330-0500UTC & 0600-1030UTC Fri; 2330-0430UTC Sat; Sun and PH closed.

Controlling Authority:Kluang Tower 128.3 MHZ and 122.4 MHZ.PPR for all non-Malaysian Army aircraft. During operating hours request permission through Kluang Army Airwing Ops. (48 hours prior notice).




RESTRICTED AREAS


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WMR229a circle, 1NM radius, centred at 013730N 1034952E.

1,500FT ALTGND

Helicopter OperationsActive: 0100-0830UTC Mon-Fri.Visiting military aircraft are required to give advance notice of movements to Jungle Warfare School.



Remarks(time of activity, type of restriction, nature of hazard, risk of interception).

DANGER AREASWSD1 Maju CampA circle, 80M radius, centred at 011945N 1034624E.

500FT ALTGND

Rifle RangeActive: Permanent.

WSD4 Southern Islands Live Firing RangeAn arc, 3.5NM radius, centred at 011230N 1034354E with eastern extremity at 011230N 1034724E and western extremity at 011459N 1034125E.

FL160GND/WATER

Air to Ground and Ground to Ground Firing Range.Active: 2300-1100UTC Mon to Sat exc PH. Activity outside these hours will be notified by NOTAM.

WSD5 Mandai CampA circle, radius 175M, centred at 012412N 1034636E.

500FT ALTGND


WMD8 China Sea North RangeBetween Latitude 013000N 020000N and Longitude 1042000E 1043500E.

FL550WATER

Naval Air to Air Firing Range.Active: 72 hours prior notice by NOTAM.




RESTRICTED AREAS


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WSD11 Pasir Laba012550N 1034024E, 012333N 1033904E, 012303N 1033909E, 012058N 1033759E, 011933N 1034009E, 012142N 1034104E, 012245N 1034104E, 012440N 1034124E.(General Area)

1,300FT ALTGND

Small Arms FiringActive: Permanent.

WSD11A Pasir Laba012550N 1034024E, 012333N 1033904E, 012303N 1033909E, 012240N 1034016E, 012245N 1034104E, 012440N 1034124E.(Northern Area within the General Area)

FL125GND

Artillery FiringAt least 7 days advance notice by NOTAM.

WSD11B Pasir Laba012303N 1033909E,012240N 1034016E,012245N 1034104E,012142N 1034104E,011933N 1034009E,012058N 1033759E.(Southern Area within the General Area)

FL125GND

Artillery FiringAt least 7 days advance notice by NOTAM.

WMD12 Area JulietBetween: Latitudes 020000N - 023000N and Longitudes 1041700E - 1043600E.

FL550WATER

Naval Anti-Aircraft Firing72 hours notice by NOTAM.




DANGER AREAS


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WSD13 Area KiloBetween: Latitudes020000N - 023000N andLongitudes1043600E - 1045500E.

FL550WATER

Naval Anti-Aircraft Firing72 hours notice by NOTAM.

WSD14 Area LimaBetween: Latitudes013000N - 020000N andLongitudes1043600E and 1405500E.

FL550WATER

Naval Anti-Aircraft Firing and Live Air to Air Firing. 72 hours notice by NOTAM.

WSD15 Area MikeBetween Latitudes013000N - 020000N and Longitudes1045500E - 1053000E.

FL550WATER

Naval Carrier Operating Area72 hours notice by NOTAM.

WSD20 Area HotelBetween Latitudes023000N - 030000N and Longitudes1043600E - 1045500E.

2,000FT ALTWATER

Naval Exercise Area72 hours notice by NOTAM.

WMD21 Area GolfBetween Latitudes023000N - 030000N and Longitudes1043600E - 1041700E.

2,000FT ALTWATER

Naval Exercise Area72 hours notice by NOTAM.

WSD33 Bukit TimahA circle within 175M radius of 012053N 1034652E.

500FT ALTGND


WSD34 Pulau Tekong012409N 1040208E, 012419N 1040332E, 012349N 1040240E, 012351N 1040200E.

500FT ALTGND





DANGER AREAS


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WSD35 Nee Soon/SeletarA circle, 1NM radius, centred at 012310N 1034809E.

900FT ALTGND


WSD44 Between Latitudes020000N - 023000N andLongitudes1045500E - 1051230E

FL550WATER

Naval Exercise AreaActive: 72 hours prior notice by NOTAM.

WSD45Between Latitudes020000N - 023000N andLongitudes1051230E - 1053000E

FL550WATER

Naval Exercise AreaActive: 72 hours prior notice by NOTAM.

WMD224 Malaysian Naval Exercise Area012500N 1025954E, 013000N 1025954E, 012700N 1030954E, 012200N 1030954E.

12,000FT ALTSEA

Firing RangeActive: 48 hours prior notice by NOTAM. Two exercises per month.

WMD227 Pulau YuBetween Latitudes020900N - 020600N and Longitudes1041624E - 1041324E.

10,000FT ALTSEA

Radar Bombing RangeActive: 72 hours prior notice by NOTAM, in VMC during daylight hours only. Area will be confirmed ‘clear’ by participating aircraft prior to commencing live attacks.

WMD230 Ulu Tiram (South)013720N 1035324E, 013840N 1035135E, 013704N 1034954E, 013530N 1035140E.

2,000FT ALT #GND

Artillery Firing Range.Active: Permanent# When activity necessitates raising upper limit to 9,500FT ALT, 48 hours notification will be given by NOTAM.




DANGER AREAS


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ENR 5.2 MILITARY EXERCISE AND TRAINING AREAS

WMD231 Ulu Tiram (North)013815N 1034950E,013927N 1035028E,014238N 1034929E,014239N 1034822E,014133N 1034627E,013840N 1034627E,013858N 1034840E.

2,000FT ALT *GND

Artillery Firing Range.Active: Permanent*When activity necessitates raising upper limit to 9,500FT ALT, 48 hours prior notification will be given by NOTAM.



Remarks(time of activity, type of restriction, nature of hazard, risk of interception)

LOW FLYING OPERATIONSHelicopter OperationsExtensive low flying operations mainly by helicopters during daylight hours within the Natuna/Anambas Groups of Islands in the area of the South China Sea Corridor between the longitude 105oE and 110oE and the Indonesian Mainland.

5,000FT ALTGND/SEA

All aircraft intending to operate within this area are to contact Natuna Radio on 9025 KHz, 122.1 MHZ or 118.1 MHZ for traffic information.




DANGER AREAS


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ENR 5.3 OTHER ACTIVITIES OF A DANGEROUS NATURE

1. WEATHER BALLOONS

1.1 Balloons will be released for MET observation at:

a. Upper Air Observatory (N01 20.0 E103 53.0), bearing 244°MAG anddistance 1.5NM from southern end of Paya Lebar RWY 02; and

b. Changi Met Station (N01 22.0 E103 59.0), bearing 014°MAG and distance1.1NM from southern end of RWY 02L.

1.2 At the Upper Air Observatory, balloons will be released on the followingoccasions:

a. daily a balloon will be released at 2330 and 1040 plus or minus 30 minutes.

The balloon lifts radiosonde equipment and parachute. The radiosondeequipment has the following dimensions: 22 x 8 x 7.5 cm and weighs 330 g(including parachute). The balloon will burst 1.5 to 2 hours after release andradiosonde equipment will descend within 60NM radius.

b. on the second Thursday of every month a balloon will be released between0230 - 0300.

The balloon lifts ozonesonde/radiosonde equipment and parachute. Theozonesonde/radiosonde equipment has the following dimensions: 19 x 19 x 25 cmand weighs 950 g. The balloon will burst 1.5 to 2 hours after release.

Balloon rate of ascent 320 m per minute

Balloon maximum height 110,000 FT (33,500 m)

Balloon colour uncoloured

Diameter of balloon 156 cm


Balloon maximum height 115,000 FT (35,000 m)

Balloon colour uncoloured



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1.3 At Changi MET Station balloons will be released daily at 0530 and 1800 plusor minus 15 minutes.

At night a small lantern is attached and illuminated by a candle. The balloon willburst 1 to 1.5 hours after release.

1.4 Balloon release shall be delayed until cessation of precipitation e.g. showersor rain at the station until 0830 (for 0600 pilot report) and 2030 (for 1800 pilot report).If adverse conditions persist beyond these times there will be no balloon release.

ENR 5.5 AERIAL SPORTING AND RECREATIONAL ACTIVITIES

1. GLIDER FLYING

1.1 Tengah ATZ

1.1.1 Glider flying will take place within Tengah ATZ between 0100/1000 onSunday and Public Holidays.

1.1.2 Vertical Limits: 0 - 3000FT.

1.1.3 During above activity no ATC will be provided.

2. AERO MODELLING AND KITE FLYING

2.1 General Warning

2.1.1 Pilots flying at low altitudes should watch out for possible hazards such asmodel aircraft and kites, especially when flying near parks and open ground.

2.1.2 According to the Singapore Air Navigation Order, kite flying and aero modelflying are not permitted above 200FT or within 5KM of an aerodrome. However,pilots are advised to look out for such hazards at all times as members of the publicmay inadvertently fly kites or aero models above the height of 200FT or within 5KMof an aerodrome.

2.2 Aero Modelling at Sembawang ATZ

2.2.1 Aero modelling may take place within Sembawang ATZ between 0200 and0700 on Sundays and Public Holidays.

2.2.2 During the above activity, Sembawang ATZ will be closed to all aircraft.


Balloon maximum height about 40,000 FT (12,200 m)

Balloon colour Red



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1. GENERAL

1.1 Bird migrations generally occur between September and April. Migratorybirds come from as far away as North and Central Asia. Most birds fly in groups andflocks of migrating shorebirds can be seen along the coast of Singapore at altitudesof 500 feet to 5,000 feet.

2. REPORTING OF WILDLIFE STRIKES

2.1 To facilitate efforts to reduce wildlife hazards (including birds) at and aroundSingapore airports, pilots and aircraft engineers are requested to report all wildlifestrikes to Air Traffic Control.

2.2 To facilitate the reporting of wildlife strikes, pilots may report them at theearliest opportunity via radio to ATC. The phraseology should include the following:

a. Aircraft callsign;b. The phrase "WILDLIFE STRIKE REPORT";c. Altitude;d. Approximate geographical location;e. Time of incident;f. Effect on flight (e.g. state damage to fuselage, etc.)g. Number of wildlife (an estimate); andh. Size/type of wildlife (if possible).

2.3 To obtain a better perspective of the extent of wildlife hazards, the Authority isalso collecting data on ‘near misses’ with wildlife. A ‘near miss’ is defined as asituation in which wildlife including a flock of birds is within close proximity of anaircraft to cause alarm to the extent whereby pilots would have to take evasive actionhad such an action been possible. Pilots should report all ‘near misses’ via radio toATC.

2.4 The RTF phraseology should include the following:

a. - Aircraft Call-sign;b. - The phrase "WILDLIFE SIGHTING REPORT";c. - Altitude;d. - Approximate geographical location;e. - Time of incident;f. - Number of wildlife (an estimate); andg. - Size/Type of wildlife (if possible).


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AD 1. AERODROMES - INTRODUCTION

1. LANDINGS MADE ELSEWHERE THAN AT ALTERNATE AIRPORTS

1.1 If a landing is made elsewhere than at an international airport or a designatedalternate airport, the aircraft captain shall report the landing as soon as practicable toHealth, Customs and Immigration authorities at the international airport at which thelanding was scheduled to take place. This notification may be made through anyavailable communication link.

1.2 The aircraft captain shall be responsible for ensuring that:

a. if pratique has not been granted to the aircraft at the previous landing,contact between other persons on the one hand and the passengers andcrew on the other is avoided.

b. cargo, baggage and mail are not removed from the aircraft except asprovided below:(1) Any foodstuffs of overseas origin, any plant material, is not removed

from the aircraft except where local food is unobtainable. All food refuseincluding peelings, cores, stones of fruit, etc., must be collected andreturned to the galley refuse container, the contents of which should notbe removed from the aircraft except for hygiene reasons, in which casethey must be destroyed by burning or deep burial.

AD 2. AERODROMES

1. SINGAPORE/CHANGI AERODROME1.1 Runway Utilisation

1.1.1 The runway-in-use (Departure/Arrival) is selected by Aerodrome Control asthe optimum for general purposes and to maximise runway utilisation. If the assignedrunway is unsuitable for a particular operation, the pilot can obtain permission fromATC to use another runway but should anticipate delay.

1.2 Departure Procedures

1.2.1 When instructed to enter the runway, pilots are required to commence themanoeuvre without delay. Pilots are required to commence take-off roll as soon astake-off clearance is issued by ATC.

1.2.2 Clearance for Immediate Take-Off. A pilot receiving the ATC instruction‘cleared for immediate take-off’ is required to act as follows:

a. if waiting clear of the runway, immediately enter the runway and begin thetake-off run without stopping the aircraft;

b. if already lined up on the runway, take-off without delay;c. if unable to comply with the instruction, inform ATC immediately.


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1.3 Arrival Procedures

1.3.1 Upon landing, pilots are reminded that it is imperative to vacate the runwayas quickly as practicable to enable ATC to apply minimum spacing on final approachto maximise runway utilisation and minimise the occurrence of "go-arounds".

1.3.2 To ensure minimum runway occupancy time, each runway has multipleRapid Exit Taxiways (RET). Pilots should vacate via the first available RETcorresponding to operational requirements, or as instructed by ATC.

1.3.3 Aircraft vacating the runway-in-use should not stop on the exit taxiway untilthe entire aircraft has passed the runway holding point.

1.4 Land-after Procedures

1.4.1 Normally, only one aircraft is permitted to land or take-off on the runway-in-use at any one time. However, when the traffic sequence is two successive landingaircraft, the second aircraft may be allowed to land before the first aircraft hascleared the runway-in-use provided:

a. the runway is long enough;b. during daylight hours;c. the second aircraft will be able to see the first aircraft clearly and

continuously until it is clear of the runway;d. the second aircraft has been warned.

1.4.2 Responsibility for ensuring adequate separation between the two aircraftrests with the pilot of the second aircraft. The landing clearance will include awarning, as see paragraph 1.6.1.

1.5 Special Landing Procedures

1.5.1 Special landing procedures may be in force at Singapore/Changi Airport inthe following conditions:

a. When the runway-in-use is temporarily occupied by other traffic, landingclearance may be issued to an arriving aircraft provided that at the time theaircraft crosses the threshold of the runway-in-use the following separationdistances will exist:(1) Landing following landing - The preceding landing aircraft will be clear

of the runway-in-use or will be at least 2,500M from the threshold of therunway-in-use.

(2) Landing following departure - The departing aircraft will be airborne andat least 2,500M from the threshold of the runway-in-use, or if notairborne, will be at least 2,500M from the threshold of the runway-in-use.


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1.5.2 These procedures will be used only under the following conditions:

a. during daylight hours;b. visibility of at least 5KM;c. cloud ceiling of 1,500FT in the departure/missed approach area;d. ATC is satisfied that the pilot of the next arriving aircraft will be able to

observe continuously the relevant traffic;e. no unfavourable surface wind conditions (including significant tailwind, wind

shear, turbulence, etc.);f. the runway is dry and free of all precipitants such that there is no evidence

that the braking action may be adversely affected.

1.6 Phraseology

1.6.1 When issuing a landing clearance following the application of theseprocedures, ATC will issue the second aircraft with the following instructions:

"(call-sign) AFTER THE LANDING (or DEPARTING) (aircraft type)RUNWAY (designator) CLEARED TO LAND".

1.7 Gate Hold Procedures for Departing Aircraft

1.7.1 Whenever there are about five to seven departing aircraft at the RWYholding point, subsequent pushbacks of departures will be regulated such that theGround Movement Planner (GMP) on VHF frequency 121.65 MHZ will start to issuepilots with Expected Pushback Time (EPT). The determination of EPT will take intoaccount an aircraft’s parking stand as well as taxi time to the RWY-in-use holdingpoint.

1.7.2 When an EPT is issued, pilots will be instructed to either remain on GMPfrequency or to monitor Singapore Ground Control (frequencies 124.3 MHZ or121.725 MHZ). It should be noted that when instructed to monitor Singapore Groundfrequencies, pilots shall not establish contact with the Singapore Ground Control,rather, pilots shall maintain a listening watch on the assigned Singapore GroundControl frequency and wait for pushback instruction. This is to prevent unnecessaryfrequency congestion.

1.7.3 A flight issued with an EPT but chooses to commence pushback before theassigned time will be allowed to do so. However, the flight should not expect anearlier departure time as the planned departure sequences will be maintained.

1.7.4 In a situation when a departing aircraft is occupying a gate that has beenassigned to an arriving aircraft, the departing aircraft will be instructed by the GMP tocontact Singapore Ground for pushback for the purpose of better gate utilization.

1.7.5 To maximize runway utilization, departure sequence will be planned on thebasis of increasing runway throughput so as to enhance overall efficiency.


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2. SINGAPORE/SELETAR AERODROME

2.1 General Procedures for Arrivals into Seletar Aerodrome

2.1.1 Aircraft on IFR flight plan, routing via JB or KK to Seletar shall be vectoredunder radar for a visual approach. Paya Lebar Approach shall provide the radarservice. When Paya Lebar Approach is closed, Singapore Approach shall providethe service. Unless authorised by ATC, pilots shall follow the joining procedures asdescribed paragraph 2.4 and 2.4.

2.1.2 Contact RAAF AIS for illustrated joining procedures (VFR Flight from JB,IFR Flights from JB and KK runway 03 and IFR Flights from JB and KK runway 21)and Visual Approach charts (WSSL AD2-21, -23, -25 and -27).

2.1.3 When within 5KM of the aerodrome reference point, aircraft are to fly; at amanoeuvring speed of not more than 170KT unless otherwise authorised by ATC. Allaircraft are required to keep clear of Sembawang ATZ and Paya Lebar CTR.

2.1.4 Circuit traffic already downwind shall have priority. Arriving aircraft shallposition and sequence itself accordingly, unless directed otherwise by ATC.

2.1.5 Pilots shall not fly east of the runway. This is due to tall buildings up to90M (296FT) AMSL to the east of Seletar CTR.

2.2 Joining Procedures for VFR Flights from JB

2.2.1 Aircraft on VFR flight plan joining Seletar CTR from JB are to descend toaltitude cleared by ATC. From JB descend in VMC to altitude cleared by ATC andproceed to POINT ‘X’ (PSN 01 28’30”N 103 49’54”E or radial 297/7DME from PUDVOR/DME) keeping clear of WMP228, Safety Height 6000FT and thence direct tooverhead the airfield.

2.2.2 When overhead the airfield, the joining aircraft shall make a turn to theeastern side of the runway and after passing abeam the Control Tower, commencedescent as cleared to cross the upwind end of the runway at 1500FT. Passing overthe end of the runway, descend to circuit altitude as cleared by ATC. Pilot shallensure to keep clear of Sembawang ATZ and Paya Lebar CTR and not to fly east ofthe runway.

2.2.3 Traffic permitting and in good visibility, joining aircraft may be cleared to joindirectly for right base when landing on RWY 21 or turn downwind for RWY 03 fromPosition ‘A’.


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2.3 Joining Procedures for IFR Flights from KK or JB - Runway 03

2.3.1 From KK. Cross KK at or above 3000FT. On passing KK descend in VMCto 2000FT or altitude cleared by ATC and join downwind Runway 03.

i Straight-in ApproachJoin downwind RWY 03 at 2000FT (keeping clear of SembawangATZ). When downwind descend from 2000FT for visual approachRWY 03, or as cleared by ATC. Pilots should have the runway insight.

ii Circling ApproachJoin downwind RWY 03 at 2000FT (keeping clear of SembawangATZ). At end of downwind turn left and overfly the runway. Whenpassing over Position ‘A’ (the north end of the runway), descendfrom 2000FT to 1500FT and turn left for downwind RWY 03. Atdownwind descend for visual approach RWY 03 or as cleared byATC. Pilots should have the runway in sight.

2.3.2 From JB. Cross JB at or above 6000FT en route to Point ALFA. On passingPoint ALFA, descend in VMC to 2000FT or altitude cleared by ATC.(Point ALFA is at position 01 30’33”N 103 49’42”E or Radial 296 VTK)

i Straight-in ApproachOn passing Point ALFA, turn right for downwind RWY 03 (keepingclear of Sembawang ATZ). At downwind descend from 2000FT forvisual approach RWY 03, or as cleared by ATC. Pilots should havethe runway in sight.

ii Circling ApproachOn passing Point ALFA, turn right for downwind RWY 03 (keepingclear of Sembawang ATZ). At end of downwind, turn left and overflythe runway. Passing over Position ‘A’ (the north end of the runway),descend 2000ft to 1500FT and turn left for downwind RWY 03. Atdownwind descend for visual approach RWY 03 or as cleared byATC. Pilots should have the runway in sight. (Illustrated charts available from RAAF AIS).


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2.4 Joining Procedures for IFR Flights from KK or JB - Runway 21

2.4.1 From KK. Cross KK at or above 3000FT. On passing KK descend in VMCto 2000FT or altitude cleared by ATC.

i Straight-in ApproachJoin direct for a straight-in visual approach RWY 21 descendingfrom 2000FT, or as cleared by ATC. Pilots should have the runwayin sight.

ii Circling ApproachOverfly the runway at 2000FT or as cleared by ATC. Passing overPosition ‘A’ (the south end of the runway), descend from 2000FT to1500FT and turn right for downwind RWY 21 (keeping clear of LightAircraft Training Area A and Sembawang ATZ). At downwinddescend for a visual approach RWY 21 or as cleared by ATC. Pilotsshould have the runway in sight.

2.4.2 From JB. Cross JB at or above 6000FT en route to Point ALFA. On passingPoint ALFA, descend in VMC to 2000FT or altitude cleared by ATC.(Point ALFA is at position 01 30’33”N 103 49’42”E or Radial 296 VTK)

i Straight-in ApproachOn passing Point ALFA, join direct for straight-in visual approachRWY 21 descending from 2000FT, or as cleared by ATC (keepingclear of Sembawang ATZ).

ii Circling ApproachOn passing Point ALFA, overfly the runway 2000FT. When passingover Position ‘A’ (the south end of the runway) descend from2000FT to 1500FT and turn right for downwind RWY 21 (keepingclear of Light Aircraft Training Area A and Sembawang ATZ). Atdownwind descend for a visual approach RWY 21 or as cleared byATC. Pilots should have the runway in sight. (Illustrated charts available from RAAF AIS).


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2.5 Approaches to Seletar Aerodrome

2.5.1 A deep-water shipping channel approximately 1525M from the northernthreshold cuts across extended centreline of Seletar RWY 21.

2.5.2 Information on the mast heights of tall vessels is relayed to ATC byMaritime and Port Authority of Singapore. ATC shall inform pilots of landing anddeparting aircraft of such information if the reported mast height of the vessel isabove 30M.

2.5.3 At night ATC shall not permit landing on RWY 21 when vessels of mastheight above 30M are reported.

2.5.4 Aircraft making approaches into Seletar are required to keep clear ofSembawang ATZ.

2.5.5 Aircraft are restricted from overflying built up residential areas aroundSeletar Airport at an altitude of below 1500FT. Aircraft types which are unable tosafely manoeuvre clear of the built up residential areas are not allowed to operate atSeletar Airport.

2.6 Departure from Seletar Aerodrome

2.6.1 Aircraft departing Seletar on RWY 21 are required to keep clear ofSembawang ATZ.

3. BATAM AERODROME

3.1 Air Traffic Services

3.1.1 Hang Nadim Aerodrome Control Tower will be responsible for providingAerodrome Control Service to aircraft operating within the Batam ATZ except thoseaircraft which have been released to Singapore Approach. Pilots shall request forstart up clearance from Hang Nadim Tower to avoid unnecessary delay on theground. Prior permission required outside operating hours.

3.1.2 Singapore Approach is responsible for flights through Batam ATZ outsidethe operating hours of Hang Nadim Tower and when Batam Airport has closeddown.

3.1.3 Missed Approach Procedures:

a. RWY 04: to climb straight ahead to 1000ft, then turn right and climb to 3000ftto join the BTM DVOR/DME Holding Area and await further instructions fromHang Nadim Tower.

b. RWY 22: to climb straight ahead to 2500ft, then turn left to join the BTM DVOR/DME Holding Area and await further instructions from Hang Nadim Tower.


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SOLOMON ISLANDS



1. OPERATION AT NON-CONTROLLED OR UNATTENDED AERODROME

1.1 TAKE-OFF INFORMATION1.1.1 At Honiara/Henderson and Munda, where an Aerodrome Flight Information

Service (AFIS) is provided, known information required for take-off purposes, suchas wind velocity, cloud base, visibility, temperature, known hazards, state of landingarea, etc., will be passed to the aircraft captain.

1.2 SELECTION OF CIRCUIT DIRECTION1.2.1 Left hand circuits are normally made unless otherwise specified in ERSR/

TAGR. Right hand circuits are normal for RWY 24 at Henderson Airport; however, inVMC a left hand circuit may be made provided prior notice is given to FIS.

1.2.2 Notwithstanding paragraph 1.2.1, an aircraft is permitted to execute a rightturn after takeoff if:

a. it has climbed straight ahead to 1500FT above aerodrome level; andb. it is at least three (3) miles from the aerodrome; orc. it is operating on an agreed terrain clearance departure and the pilot advises

Honiara FIS accordingly.

1.3 DEPARTURE INFORMATION1.3.1 Before departing from any unattended aerodrome in the Solomon Islands,

all aircraft must report, when taxiing, to the Honiara FIC at Honiara/Henderson. Pilotsof aircraft departing Munda must report to Munda Information when taxiing. Advice ofdestination or intentions and runway to be used must be given. Duration of flight, ifon local flying, must also be given.

1.3.2 Except at Honiara INTL/Henderson and Munda, aircraft which are unable toestablish communication with the Honiara FIC prior to takeoff may commence theflight but must report before proceeding:

a. higher than 1500FT above the aerodrome elevation;b. beyond 5 miles from the aerodrome; orc. in cloud.

1.3.3 At Honiara/Henderson and Munda, an aircraft taxiing for departure must notenter the runway until traffic information on other aircraft in the vicinity has beenreceived.


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1.3.4 An aircraft captain must establish flight on the departure track as soon aspracticable after takeoff, and not later than five (5) miles from the aerodrome. Theaircraft captain must then report departure time to Honiara FIS or MundaInformation, as appropriate, giving the name of the departure aerodrome. Thefollowing information must also be provided:

a. outbound track in degrees magnetic;b. air route on which operating, if applicable;c. intended cruising altitude or flight level;d. destination;e. endurance; andf. persons on board.

1.4 LANDING MANOEUVRES1.4.1 In VMC, an aircraft approaching a non-controlled aerodrome in the

Solomon Islands FIR for the purpose of landing, is not required to overfly or conductthree legs of a circuit before landing. However, overflying all provincial aerodromesin order to alert personnel on the ground is highly recommended.

1.4.2 An aircraft should confirm with the pattern of traffic already established.

1.4.3 When an aircraft is holding over an aerodrome, where weather conditionsare below the prescribed landing minima, FIC will nominate schedule reporting timesnot exceed an interval of 30 minutes, but not less than 15 minutes from the time ofarrival over the navigational aid being used as the holding reference.

1.5 ARRIVAL INFORMATION1.5.1 When arriving at an unattended aerodrome located within the Solomon

Islands, all aircraft must report to Honiara FIS or Munda Information, as appropriate,with the following information:

a. position, level and intentions when approximately 30 miles from theaerodrome, and

b. circuit area and runway to be used. (This report is also to be made in the final circuit by aircraft which have been on

local flying)


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1.6 SEPARATION MINIMA FOR LANDING1.6.1 An aircraft must not continue its approach to land beyond the threshold of

the runway or landing path until:

a. a preceding departing aircraft using the same runway or path is airborne,and, if of more than 13,600KG MTOW, is at least 1800 metres ahead of thelanding area threshold, or has commenced a turn;

b. a preceding landing aircraft using the same runway or path has vacated itand is taxiing away from the runway or path; or

c. a preceding landing aircraft using another runway or path has either crossedor stopped short of the landing aircraft's runway or path.

Note 1: Pilots should be aware that the turbulence generated by landing ordeparting aircraft does not readily dissipate on a calm day and additional separationto the minima specified may be necessary behind heavy aircraft in calm condition toavoid encountering this hazardous turbulence while landing.

Note 2: Due to the paucity and the position of taxiways at all aerodromes inSolomon Islands, pilots should make allowance for the fact that a preceding landingaircraft may have to backtrack after landing to vacate the runway. At Honiara/Henderson, an aircraft holding in the turning nodes adjacent to the runwaythresholds either after landing or before take-off is not considered to be clear of therunway.

1.7 HOLDING1.7.1 When an aircraft is holding over an aerodrome or at a holding point serving

a destination aerodrome, Honiara ATS Unit will nominate scheduled reporting timesfor “OPERATIONS NORMAL” reports. These schedules will normally be at 15minutes intervals.


1. THE VISUAL FLIGHT RULES (VFR)1.1 VFR flight may only be conducted as follows:

a. in VMC by day;b. in Class G airspace; andc. by reference to the ground or water, at a height of, or less than, 2000FT

above ground or water.

1.2 A VFR flight must not depart from an aerodrome before first light or after lastlight, or when the ETA at the destination aerodrome is less than 10 minutes beforelast light allowing for any required holding.


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1. AUTHORISATION OF FLIGHT1.1 When any MET condition is observed to be less than the minima prescribed,

an IFR flight will not take-off, descend on approach below the lowest holding altitudeprescribed, or, if final approach has been commenced, land.


1. GENERAL1.1 Controlled airspace is defined as “airspace of defined dimensions within

which air traffic control services are provided to IFR flights and to VFR flights inaccordance with the airspace classification”.

1.2 Controlled airspace is a generic term which, in Solomon Islands, cover ATSairspace class A only.

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES1.0.1 Radar service is not provided within the Honiara FIR.


1. GENERAL1.1 A common Transition Altitude of 11000FT exists over the whole airspace of

Solomon Islands. This is shown on instrument and visual approach charts.

1.2 A Transition Level is established, being the lowest Flight Level available forflight above the Transition Altitude. The Transition Level is based on the area QNH,as set below:

a. QNH 1013 hPa or above FL120b. QNH 1013 - 998 hPa FL125c. QNH 997 - 981 hPa FL130d. QNH 980 - 963 hPa FL135e. QNH less than 963 hPa FL140

Class of Airspace Application

Class A

Controlled airspace between FL245 and FL600 within the Honiara FIR.

Operations and ServicesIFR flights only are permitted. All flights are subject to air traffic control service and are separated from each other.


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1.3 QNH reports, based on Honiara/Henderson, Munda and Santa Cruz/Graciosa Bay aerodromes are available on request from the Honiara FIC. QNHvalues are given in whole Hectopascals. Area QNH reports are made at 1900, 2200,0108, 0400 and 0700 UTC and are valid for the succeeding three hour period.

1.4 Honiara FIR is divided into three QNH Zones. The lines of division run North/South along the 159E and 163E meridians. The zones are designated, from thewest, as the Western Honiara and Temotu Area QNH Zones.

2. BASIC PROCEDURES

2.1 Vertical Separation En Route2.1.1 All aircraft must fly, where possible, to the semi-circular table of levels (see

below).

2.1.2 The aircraft captain must advise FIS of the level of cruise if unable toconform to the table of levels.

2.1.3 VFR aircraft cruising at or below 3000FT need not cruise at any specificlevel, or advise FIS of change to the cruising level.

2.1.4 Cruising within the transition layer is not permitted.

2.1.5 Turbo-jet aircraft operating above the Transition layer may, whendescending through the Transition layer, set QNH upon departing cruising levelprovided that no level flight above the Transition Layer is expected.

IFREVEN

Thousands

to

FL 400 then

FL 430

FL 470

etc

ODD

Thousands

to

FL 410 then

FL 450

FL 490

etc

IFR

EVEN

Thousands

PLUS 500

to FL 185

ODD

Thousands

PLUS 500

to FL 195

VFR VFR

VFR FLIGHT NOT

PERMITTED IN

CLASS A

AIRSPACE

00

1790

1790

00

1800

1800

3590

3590

IFR CRUISING LEVELS VFR CRUISING LEVELS

Cruising Level above 3000FT


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ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT2.1 There are no air traffic flow management procedures applicable to the

Solomon Islands.


1. FLIGHT PLANNING1.1 Flight plans are required for all international flights. Where such flights will

enter controlled airspace in adjacent territories, an ATC clearance must be obtained.Honiara FIC will normally obtain such a clearance from the ATS unit concerned andwill relay it to the aircraft. However, the aircraft captain is responsible for obtaining aclearance before entering any controlled airspace.

Note: An international flight is defined as one which will enter an adjacent FIR orproceed to a destination in any other territory.

1.2 Solomon Islands and adjacent waters are areas in which SAR operations aredifficult. Pilots must, therefore, submit a domestic flight plan to Honiara FIC beforecommencing a flight. Pilots departing from locations other than Honiara/Hendersonor Munda may submit details by +677 36 326 (Honiara) or by radio.

1.3 International Flights. Flight plans for international flights must be submitted onthe ICAO Flight Plan Form.


1. OPERATIONS IN OCEANIC CONTROLLED AIRSPACE 1.1 Procedures are the same as those published in Flight Information Handbook

Australia (FIHA) ENR 2.2.

2. REQUIRED NAVIGATION PERFORMANCE (RNP)2.1 RNP are the same as those published in Flight Information Handbook

Australia (FIHA) ENR 2.2.

ENR 3. ATS ROUTES

ENR 3.3 AREA NAVIGATION (RNAV) ROUTES1. There are no RNAV routes in Solomon Islands.

ENR 3.4 HELICOPTER ROUTES1. There are no helicopter routes in the Honiara FIR.


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1. GENERAL1.1 No prohibited areas are at present established within the Solomon Islands.

2. RESTRICTED AREAS2.1 AGR-3 Koli Point Small Arms Rifle Range.

A restricted area is established at Koli Point beach for firing small arms weapons bythe Regional Assistance Mission to Solomon Islands (RAMSI). Koli Point is locatedapproximately 6NM ENE of Honiara aerodrome.

2.1.1 AGR-3 is described as follows:

a. Geographical Coordinates: S09 24.6 E160 10.4; S09 24.5 E160 10.8; S0923.8 E160 11.3; S09 23.4 E160 11.3; thence an arc 1.5 NM radius centredon S09 24.4 E160 10.3 to S09 23.3 E160 09.3; S09 23.7 E160 09.2; S0924.5 E160 09.8; S09 24.6 E160 10.2.

b. Activity height: SFC - 2000FT.c. Activated by NOTAM with 48 hours prior notice of activation.

2.2 AGR-4 Hells Point. A restricted area, known as "Hells Point", is established for the demolition ofexplosives (bombs) by the Royal Solomon Islands Police Force. The firing of eachserial is coordinated with Honiara FIS.

2.2.1 AGR-4 is described as follows:

a. Geographical Coordinates: A circle radius 1,770M centred on S09 26 05.7E160 04 24.8 (APRX 1,600M BRG 137DEG (T) FM THR RWY24.

b. Activity height: SFC - 5782FT.c. Activated by NOTAM.


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1. EAST RENNELL WORLD HERITAGE AREA1.1 East Rennell World Heritage Area (WHA) is located approximately 128NM

South of Honiara. This area is renowned for its unique biological diversity and isbeing developed for eco-tourism by the Solomon Islands Government and thePolynesian Solomon Islanders who own the World Heritage site.

1.2 To minimise any damage or stress to the unique wildlife in the area, theaviation community has been requested to avoid conducting any direct flights overthe WHA. Consequently, any flights to be conducted in the WHA should remain atleast 1 NM off-shore and be conducted not below 2,000FT AMSL.

AD 1. AERODROMES/HELIPORTS - INTRODUCTION

AD 1.4 GROUPING OF AERODROMES/HELIPORTS

1. INTERNATIONAL AND DOMESTIC AERODROMES1.1 Solomon Islands aerodromes are grouped according to their capacity to

accommodate customs, immigration, health and quarantine clearance facilities.Honiara/Henderson International Airport is the only airport with these facilitiesestablished on a permanent basis. SANTA CRUZ/Graciosa Bay, Gizo, Munda andBallalae can provide these facilities given reasonable notice (at least 24 hours) andmay be used as International alternates to Honiara/Henderson if required.

1.2 All other airports in Solomon Islands must be used for domestic operationsonly.


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THAILAND



1. GENERAL1.1 The air traffic rules and procedures applicable to air traffic in the Thailand

territory conform to Annexes 2 and 11 to the Convention on International CivilAviation and to those portions of the Procedures for Air Navigation Services - Rulesof the Air and Air Traffic Services applicable to aircraft and of the RegionalSupplementary Procedures applicable to the SEA Region.

1.2 An aircraft operating between the hours of sunset and sunrise, irrespective ofweather conditions shall comply with IFR requirement.

1.3 When operating above FL200, flight shall be conducted in accordance withInstrument Flight Rules, even when not operating in instrument meteorologicalconditions.

2. PRE-DEPARTURE CLEARANCE (PDC) DELIVERY VIA DATA LINK AT BANGKOK/SUVARNABHUMI AIRPORT

2.1 Bangkok Area Control Centre (BACC) has implemented the delivery of aPre-Departure Clearance (PDC) over Data Link service at Bangkok/SuvarnabhumiAirport.

2.2 The PDC data link procedure will be applied to flights departing fromSuvarnabhumi Airport on the following ATS Routes:

a. Southbound: A464 / M751 / W19 / G458;

b. Eastbound: A1 / A202 / W1;

c. Eastbound: G474 / R468 / N891 RYN M644 OR N891 RYN R334except routing N891 RYN N891 BENSA;

d. Northbound: A464 / R474 / W9 / W21 / B346.

2.3 The PDC data link will be applied under the following principles:

a. Under normal circumstances, initial level of FL160 shall be assigned;

b. First airborne, first flight level selection principle;

c. No on-ground flight level negotiation and reservations;

d. Final cruising level shall be assigned by Bangkok Control after airborne;

e. Flight requesting a level lower than FL160 shall be cleared accordingly.


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2.4 The PDC process commences when the aircraft captain initiates a data linkrequest for departure clearance. After satisfactory verification of the request, theBACC PDC system will respond with the departure clearance message. PDC Message Format

Note: 1. Fields in Bold will be generated by the PDC system or manually input byATC controller.

Note: 2. Each line is ended by CR LF ASCII characters.

2.5 Aircraft equipped with Aircraft Communications Addressing and ReportingSystem (ACARS) equipment and compliant with AEEC623 may utilize the PDC overdata link.

2.6 The aircraft captain should initiate a PDC request within 20 minutes prior toaircraft being ready for departure (all doors closed) using appropriate ICAO call signand departure airport (“VTBS”).

2.7 The aircraft captain will receive a message (“RCD RECEIVED, REQUESTBEING PROCESSED, STANDBY”) to inform that PDC uplink message (CLD) will bedelivered shortly. The following is a sample CLD message format:

PDC 001THA281 CLRD TO VTSM OFF 19L VIA SEESA1C REGOS TRANSITION W32FL160SQUAWK 72112.8 Within 5 minutes after receiving the PDC uplink message (CLD), the aircraft

captain shall select the “ACCEPT” function on the flight deck to acknowledge theclearance over data link.

2.9 Upon reception of clearance acceptance, the aircraft captain will receive aconfirmation message (“CDA RECEIVED CLEARANCE CONFIRMED”) completingen route clearance, waiving the requirement in AIP Thailand that “the aircraft mustbe pushed back within 5 minutes from the time ATC clearance is received otherwisethe ATC clearance will be cancelled”.

2.10 When flight formalities have been completed and the aircraft is ready fordeparture (all doors are closed), the aircraft captain shall call the relevant GroundControl frequency for push back and start up.

Line Number Message Format

1 "PDC”, ClearanceNumber

2 FlightID “CLRD TO” DestinationAirport “OFF” Runway “VIA” SID Transition “TRANSITION” Route FlightLevel

3 “SQUAWK” SSR Code


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2.11 Contingency Procedure. If there is any problem with the data linkexchanges, the aircraft captain shall request the clearance via voice using thefollowing frequencies:


1. VFR FLIGHT IN CONTROLLED AIRSPACE1.1 VFR flight shall maintain two-way communications with appropriate ATC unit.

VFR flight shall be granted by appropriate ATC unit prior to entering controlledairspace and transponders are to be activated if carried.

2. VFR FLIGHT OUTSIDE CONTROLLED AIRSPACE2.1 All VFR flights outside controlled airspace must contact authorities concerned

on frequency 127.0 MHZ or 331.3 MHZ and prepare to standby.

3. VFR FLIGHTS OPERATING AT UNCONTROLLED AERODROMES 3.1 When operating at an uncontrolled aerodrome the aircraft captain should

broadcast on the appropriate frequency to provide advisory traffic information toother aircraft. This includes an aerodrome where the control tower has ceasedoperation for the day.

3.2 The mandatory broadcasts generally accord with the Australian broadcastrequirements at uncontrolled aerodromes. The AIP Thailand includes two extrabroadcasts that must be made by an aircraft intending to depart an aerodrome:

(1) An aircraft captain should broadcast position and intentions whilstoccupying the runway prior to takeoff, and

(2) An aircraft captain should broadcast position and intentions leaving theaerodrome traffic pattern.

4. AERODROME TRAFFIC CIRCUIT OPERATING HEIGHTS4.1 Height:a. Jet and Prop-jet 1,500 feetb. Conventional 1,000 feetc. Light aircraft 600 feetd. Helicopter 500 feetNote: If true airspeed is less than 130 knots, aircraft is considered a light aircraft.

Frequency Direction ATS Route

120.8 MHZ Southbound A464 / M751 / W19 / G458

133.8 MHZ Eastbound A1 / A202 / W1

135.8 MHZ Eastbound G474 / R468 / N891

128.7 MHZ Northbound A464 / R474 / W9 / W21 / B346


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5. VFR CRUISING ALTITUDE OR FLIGHT LEVEL5.1 Except while holding in a holding pattern of two minutes or less, or while

turning, each person operating an aircraft under VFR in level cruising flight, at orabove 3000FT AGL, shall maintain the appropriate altitude or flight level asprescribed below:

Note 1: Outside CTA VFR is not permitted above FL200.Note 2: IN CTA VFR is not permitted above FL150.


6.1 Types of Services

6.1.1 The following types of services are provided:a. Flight Information Services (FIS) and Alerting Service (ALRS);b. Area Control (ACC); andc. Radar.

6.1.2 With the exception of services provided at military bases, the followingtypes of services are provided at aerodromes:a. Aerodrome Control (TWR);b. Aerodrome Flight Information Services (AFIS); andc. Automatic Terminal Information Service (ATIS), at certain aerodromes.

Magnetic track

From 000 to 179 Degrees From 180 to 359 Degrees

FL Feet FL Feet

35 3 500 45 4 500

55 5 500 65 6 500

75 7 500 85 8 500

95 9 500 105 10 500

115 11 500 125 12 500

135 13 500 145 14 500

155 15 500 165 16 500

175 17 500 185 18 500

195 19 500 - -


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6.2 Communications and Radio Navigation


6.3 Special Communication Procedure

6.3.1 In order to ensure appropriate separation planning by Bangkok AreaControl Centre, all eastbound traffic into Bangkok via airways B463, G463, andR468 are to contact Bangkok Control 128.1 MHZ at least 15 minutes prior toentering Bangkok FIR.


1. CLASSIFICATION OF AIRSPACE1.1 The airspace divided into five classifications A, B, C, D and G which equate

with those recommended by ICAO. Airspace classified A, B, C and D is controlledairspace. Airspace classified G is uncontrolled airspace.

a. Class A airspace comprises:Airways within the Bangkok FIR from FL290 and above

b. Class B airspace comprises:Airways within the Bangkok FIR from FL280 and below.

c. Class C airspace comprises:Terminal Control Area (TMA) and Aerodrome Traffic Zone (ATZ).

d. Class D airspace comprises:Terminal Control Area (TMA) and Aerodrome Traffic Zone (ATZ).

e. Class G airspace comprises:The area outside control airspace (outside airways TMA and CTR), butwithin Bangkok FIR.

2. WIDTH OF AIRWAYS2.1 The lateral limits of airways commences from 5NM either side of the centre

line at the facility funnelling out on a 5 degrees (VOR) or 7.5 degrees (NDB)tolerance to a maximum width of 10NM either side of the centre line.


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3. AIRSPACE FEATURES3.1 Classes of airspace - services and requirements.

Airspace feature Class A Class B Class C Class D Class G

Type of flight

IFR only IFR and VFR

IFR and VFR IFR and VFR

IFR and VFR

Separation All ACFT All ACFT IFR from IFRIFR from VFR

IFR from IFR

IFR from VFR

Not provided

Air Traffic Service

Air Traffic Control Service

Air Traffic Control Service

Air Traffic Control

Service for IFR and VFR

Flight Information Service for

VFR

Air Traffic Control

Service for IFR

Flight Information Service for

VFR

Flight Information

Carriage for radio

Yes Yes Yes Yes Yes

Two wayradio COM

Yes with ATC

Yes with ATC

Yes with ATC

Yes with ATC

Yes for IFR to ATC

VMC minima

N/A Applicable for VFR

flight

Applicable for VFR flight

Applicable for VFR

flight

Applicable for VFR

flight

Speed Limitation

N/A N/A Applicablefor VFR

250KTS IAS below

10000FT

Applicablefor IFR &

IFR, 250KTS IAS

below 10000FT

Applicablefor IFR &

VFR, 250KTS IAS

below 10000FT

ATC clearance

Required Required Required Required Not required


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1. GENERAL1.1 The holding, approach and departure procedures in use are based on those

contained in ICAO Doc 8168 - Procedures for Air Navigation Services - AircraftOperations.

1.2 Airspeeds listed are the maximum IAS applicable at the designated holdingaltitudes and for the aircraft types listed. Pilots are expected to hold at/or less thanthe specified airspeed when practicable.

(1) The levels tabulated represent “altitudes” or corresponding “flightlevels” depending upon the altimeter setting in use.

(2) For holding limited to category A and B aircraft only.

(3) When the holding procedure is followed by the initial segment of aninstrument approach procedure promulgated at a speed higher than230 knots, the higher speed should be used wherever possible.

(4) Where possible, 280 knots should be used for the holding proceduresassociated with airway route structures.

2. ARRIVING2.1 IFR flights entering and landing within a terminal control area will be cleared

to a specified holding point and instructed to contact approach control at a specifiedtime, level or position. The terms of this clearance shall be adhered to until furtherinstructions are received from approach control. If the clearance limit is reachedbefore further instructions have been received, holding procedure shall be carriedout at the level last authorised.

2.2 Due to the limited airspace available, it is important that the approaches tothe patterns and the holding procedures are carried out as exactly as possible. Pilotsare strongly requested to inform ATC if for any reason the approach and/or holdingcan not be performed as required.

LEVEL (1) Normal Conditions Turbulent Conditions

Up to 14,000 ft 170 kt (2)230 kt (3)

170 kt (2)280 kt

14,000 to 20,000 ft 240 kt (4) 280 kt or 0.8M

20,000 to 34,000 ft 265 kt (4) 280 kt or 0.8M

Above 34,000 ft 0.83M 0.83M


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3. DEPARTING3.1 IFR flights departing from controlled aerodromes will receive initial ATC

clearance from the local aerodrome control tower. The clearance limit will normallybe the aerodrome of destination. IFR flights departing from non-controlledaerodromes will not take-off without prior arrangement with Bangkok Area ControlCentre.

4. CONTINUOUS DESCENT OPERATIONS (CDO) FOR ARRIVALS INTO CHIANG MAI AND HAT YAI INTERNATIONAL AIRPORTS

4.1 CDO is an operation, enabled by airspace design, procedure design and ATCfacilitation, in which an aircraft descends continuously, to the greatest possibleextent, by employing minimum engine thrust, ideally in a low drag configuration, priorto Final Approach Fix / Final Approach Point.

4.2 Conditions for Conducting a CDO:

a. CDO application must be in an ATS surveillance environment.

b. A CDO can be a pilot request or initiated by ATC. Pilots should request CDOat least 5 minutes prior to reaching Top of Descent (TOD).

Note 1: There is limited benefit if a CDO clearance is received at an altitude lowerthan 10,000 ft.

Note 2: Where a CDO procedure proves to be impractical due to an emergency,weather condition, traffic situation or any other reasons, an alternate instruction willbe issued by ATC, or requested by the pilot.

4.3 ATC Procedures. When conducting a CDO, standard ATC procedurescontinue to apply. ATC may issue a clearance to an intermediate approach levelwhile facilitating a CDO profile. In doing so, ATC shall endeavor to issue furtherdescent clearance prior to the CDO flight reaching the last assigned altitude so as toprevent the aircraft from levelling off.

4.4 Change of Runway-In-Use. Where a change of Runway-in-Use occurs priorto the aircraft reaching the Final Approach Fix, the CDO procedure shall becancelled. The pilot should then re-plan the arrival route to the revised landingrunway and inform ATC if the flight will still be able to meet all required speed/altituderestrictions.

4.5 A CDO procedure is applicable to any RNAV-capable aircraft.


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4.6 CDO procedures are available on the following ATS Routes:

a. Chiang Mai inbound - A464 and Y6.

Note: ATS Route Y6 available Friday 1701 UTC till Sunday 2100 UTC (refer FIHI ENR 3.3).

b. Hat Yai inbound - A464 (Radial 003).

4.7 CDO procedures are available to the following runways:

a. Chiang Mai - RWY 36.

b. Hat Yai - RWY 26.

4.8 Available instrument approaches:

a. Chiang Mai - ILS or LOC RWY36; RNAV (GNSS) RWY36.

b. Hat Yai - ILS or LOC RWY 26; RNAV (GNSS) RWY 26.

4.9 Speed. When traffic permits, aircraft will operate at an optimum speedcalculated by FMS, depending on aircraft type. The following speed guidance isapplicable where there is high traffic volume.

4.10 Minimum Flight Altitude. Outside the TMA, aircraft shall comply withaltitude constraints of the CDO procedure. During a CDO the minimum safetyaltitudes are identical to those in the requested Instrument Approach Procedure.

4.11 Airlines are expected to define a strategy to be adopted to drag-generatingparts extension to stabilize the aircraft in landing configuration at an altitude incompliance with flight safety, taking into account a glide path at 3° in Final Approach.

4.12 CDO Procedure. Before the aircraft reaches TOD (approximately 150 NMfrom the airport), either the pilot or ATC can initiate a CDO using phraseologiesdescribed in paragraph 4.16.

4.12.1 When all the requirements for a CDO are met and the situation permits,CDO will commence. A pilot shall operate the aircraft FMS to plan the optimaldescent profile and report CDO execution upon commencing descent.

4.12.2 The aircraft should descend continuously on the normal arrival route to the TMA.

4.12.3 Longitudinal separation required will be at least 3 minutes between CDO traffic to Chiang Mai and at least 5 minutes between CDO traffic to Hat Yai.

Flight Status Speed RangeAbove 10,000 FT 250 - 320 IAS

Below 10,000 FT 220 - 250 IAS

Final Segment (up to 4 NM) 160 - 180 IAS


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4.13 Operations without Vectoring.

4.13.1 Chiang Mai - ILS or LOC RWY36 procedure - aircraft arriving on A464:

a. After passing KEDOB (38NM from CMA DVOR, altitude not lower than 9,000 FT) then proceed to TOONY (IAF) and follow the ILS or LOC RWY36procedure, or

b. After passing KEDOB (38NM from CMA DVOR, altitude not lower than 9,000 FT), the pilot may request permission to fly direct to the IF, however,this will be subject to ATC approval, depending on traffic conditions. Ifapproved the pilot shall fly directly to IF altitude 3,500FT and cross 25NM notlower than 6,000FT, following the ILS or LOC RWY36 procedure.

4.13.2 Chiang Mai - ILS or LOC RWY36 procedure - aircraft arriving on Y6:

a. After passing MARNI (38NM from CMA DVOR, altitude not lower than9,000FT), then direct IF altitude 3,500FT and cross 25NM not lower than6,000FT, following the ILS or LOC RWY36.

4.13.3 Chiang Mai - RNAV (GNSS) RWY36 procedure - aircraft arriving on A464:

a. After passing KEDOB (38NM from CMA DVOR, altitude not lower than 9,000FT), then proceed to TOONY (IAF) and follow the RNAV(GNSS)RWY36 procedure, or

b. After passing KEDOB (38NM from CMA DVOR, altitude not lower than 9,000 FT), the pilot may request permission to fly directly to MAKOK (IF);however, this will be subject to ATC approval, depending on trafficconditions. If approved the pilot shall fly directly to MAKOK (IF) altitude5,600FT and cross 25NM not lower than 6,600FT, following the RNAV(GNSS) RWY36 procedure.

4.13.4 Chiang Mai - RNAV (GNSS) RWY36 - aircraft arriving on Y6:

a. After passing MARNI (38 NM from CMA DVOR, altitude not lower than 9,000FT), then direct MAKOK (IF) altitude 5,600FT and cross 25NM notlower than 6,600FT, following the RNAV (GNSS) RWY36 procedure.

4.13.5 Hat Yai - ILS or LOC RWY26 procedure:

a. When crossing 35NM from HTY DVOR, altitude not lower than 8,000FT,then direct to IF, altitude not lower than 3,000FT, and follow the ILS or LOCRWY26 procedure.

4.13.6 Hat Yai - RNAV (GNSS) RWY26 procedure:

a. When crossing 35NM from HTY DVOR, altitude not lower than 8,000FT,then direct to BINLA, altitude not lower than 4,500FT, and follow RNAV(GNSS) RWY26 procedure.


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4.14 Operations under Vectoring. Pilots should receive CDO clearance at analtitude not lower than 10,000FT. ATC shall provide vectoring guidance and distanceto go for the pilot.

4.15 Radio Communications Failure:a. In the event of radio communication failure, CDO flight will be terminated

immediately.

b. The pilot is to apply radio failure procedure stated in ERSIW - EMERGPROC - Thailand (Radio Failure - whilst under radar control).

4.16 CDO Phraseology

Circumstances Phraseologies*Denotes pilot transmission

ATC initiated CDO a. (aircraft call-sign), (ATC unit), CDO AVAILABLE, DO YOU ACCEPT?

Pilot response to ATC-initiated CDO a. *(aircraft call-sign), ACCEPT CDO

b. *(aircraft call-sign), NEGATIVE CDO

Pilot-requested CDO a. *(ATC Unit), (aircraft call-sign), REQUEST CDO (type of approach) APPROACH RWY(number)"

Approval by Bangkok Area Control Centre

(aircraft call sign), CLEARED DIRECT TO (point), CDO DESCEND [(level) or (altitude), QNH (number)]

Clearance Not Available from Bangkok Area Control Centre

a. (aircraft call-sign), NEGATIVE CDO, DUE TO (reason)

b. (aircraft call-sign), EXPECT CDO FROM (station identification) APPROACH


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Approval by (station identification) Approach Control Unit

a. (aircraft-call sign), DIRECT TO (point), DESCEND [(level) or (altitude), QNH (number)], CLEARED CDO (type of approach) APPROACH RWY(number), REPORT ESTABLISHED

b. (aircraft call-sign), DESCEND INITIALLY [(level) or (altitude), QNH (number)], CDO APPROVED

When vectoring for CDO a. (aircraft call-sign), VECTORING FOR CDO, FLY HEADING (number), DESCEND [(level) or (altitude), QNH (number)], TRACK MILE (number)

CDO Cancellation a. (aircraft call-sign), CANCEL CDO DUE TO (reason), (STOP) DESCEND [(level) or (altitude), QNH (number)]

b. (aircraft call-sign), DUE TO (reason), CDO IS NOW TERMINATED

Resuming CDO a. (aircraft call-sign), RESUME CDO, DCT (point), DESCEND [(level) or (altitude), QNH (number)], CLEARED (type of approach) APPROACH RWY (number)

Pilot report leaving level a. *(aircraft call-sign), CDO LEAVING (level)

Warning of aircraft below CDO profile a. (aircraft call sign), BELOW CDO PROFILE, ALTITUDE SHOULD BE (altitude) OR ABOVE

Circumstances Phraseologies*Denotes pilot transmission


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ENR 1.6 RADAR SERVICE AND PROCEDURES

1. INTRODUCTION1.1 Air traffic control radar is the predominant means of control at Bangkok Area

Control Centre and Approach Control Units at Bangkok/Don Mueang, Bangkok/Suvarnabhumi, Chiang Mai, Hat Yai, Phuket, U-Tapao Pattaya International,Phitsanulok, Hua Hin and Krabi airports.

2. ATC FACILITIES

3. AIRCRAFT TRANSPONDER REQUIREMENTS3.1 Aircraft operating in the Bangkok FIR Class A, B or C airspace shall carry and

operate a SSR transponder capable of reporting pressure altitude.

3.2 The captain of an aircraft about to enter Bangkok FIR, and not in receipt ofspecific instructions from ATC concerning the setting of the transponder, shalloperate the transponder on mode A/3 code 33 (or 3300) before entry and maintainthat code setting until otherwise instructed.

3.3 VFR flights departing from an aerodrome without a SSR code being assignedshall use Mode A code 2000 until a specific code is assigned by an ATS unit.

Station Service Callsign

Bangkok Area Control Centre Procedural and radar Bangkok Control

Bangkok Approach Control Unit Procedural and radar Bangkok Approach

Chiang Mai Approach Control Unit Procedural and radar Chiang Mai Approach

Hat Yai Approach Control Unit Procedural and radar Hat Yai Approach

Phuket Approach Control Unit Procedural and radar Phuket Approach

U-Tapao Approach Control Unit Procedural and radar U-Tapao Approach

Phitsanulok Approach Control Unit Procedural and radar Phitsanulok Approach

Hua Hin Approach Control Unit Procedural and radar Hua Hin Approach


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D

1. TRANSITION ALTITUDE AND TRANSITION LEVEL BANGKOK FIR1.1 Within the Bangkok FIR the Transition Altitude is 11,000FT and the Transition

Level is Flight Level 130 (FL130).1.2 Cruising within the transition layer is not permitted unless specifically cleared

by the ATS unit providing control services for that portion of airspace.1.3 While operating in the transition layer, vertical position shall be expressed in

terms of flight levels or altitudes as advised by ATC.1.4 Flights operating at or below the transition altitude outside controlled airspace

shall set an altimeter to the currently reported QNH of the nearest station along theroute of flight.


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2. TABLE OF CRUISING LEVELS2.1 Aircraft en-route in the Bangkok FIR shall comply with the table of cruising

levels listed below, including VFR flights operating above 3,000FT.

Track from 000° to 179° Track from 180° to 359°

IFR VFR IFR VFR

FL Feet Metres FL Feet Metres FL Feet Metres FL Feet Metres

1,000 300 2,000 600

3,000 900 3,500 1,050 4,000 1,200 4,500 1,350

5,000 1,500 5,500 1,700 6,000 1,850 6,500 2,000

7,000 2,150 7,500 2,300 8,000 2,450 8,500 2,600

9,000 2,750 9,500 2,900 10,000 3,050 10,500 3,200

11,000 3,350 115 11,500 3,500 120 12,000 3,650 125 12,500 3,800

130 13,000 3,950 135 13,500 4,100 140 14,000 4,250 145 14,500 4,400

150 15,000 4,550 155 15,500 4,700 160 16,000 4,900 165 16,500 5,050

170 17,000 5,200 175 17,500 5,350 180 18,000 5,500 185 18,500 5,650

190 19,000 5,800 195 19,500 5,950 200 20,000 6,100 205 20,500 6,250

210 21,000 6,400 215 21,500 6,550 220 22,000 6,700 225 22,500 6,850

230 23,000 7,000 235 23,500 7,150 240 24, 000 7,300 245 24,500 7,450

250 25,000 7,600 255 25,500 7,750 260 26,000 7,900 265 26,500 8,100

270 27,000 8,250 275 27,500 8,400 280 28,000 8,550 285 28,500 8,700

290 29,000 8,850 300 30,000 9,150

310 31,000 9,450 320 32,000 9,750

330 33,000 10,050 340 34,000 10,350

350 35,000 10,650 360 36,000 10,950

370 37,000 11,300 380 38,000 11,600

390 39,000 11,900 400 40,000 12,200

410 41,000 12,500 430 43,000 13,100

450 45,000 13,700 470 47,000 14,350

490 49,000 14,950 510 51,000 15,550

etc. etc. etc. etc. etc. etc.


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1. GENERALThe Bangkok FIR, Melbourne FIR and Brisbane FIR are all part of the ICAO

Middle East/Asia (MID/ASIA) region for Regional Supplementary Procedures. Thesignificant Regional Supplementary Procedures have been incorporated in the FIHAand GPA books.

2. RNP 10 OPERATIONS 2.1 RNP 10 based 50NM longitudinal separation may be applied to aircraft which

are approved for RNP 10 operations on the following ATS route segments within theBangkok FIR:

2.2 Operating restrictions applicable to Bangkok FIR include:

a. Controller-Pilot Data Link Communications (CPDLC) is the primary means ofcommunications for RNP 10 operations in the Bangkok FIR. CPDLC is alsorequired for those flights intending to transit the Yangon FIR.

b. Non-RNP 10 approved aircraft must file a flight plan at FL270 or below.Operations above FL270 for these aircraft will be subject to ATC approval.

L301 between BKK and TANEK

L507 between BKK and LIMLA

L515 between PUT and IKULA

L759 between PUT and TAVUN

M626 between VKB and EKAVO

M770 between GOLUD and PADET

P646 between BKK and BETNO


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1. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)1.1 RVSM has been implemented within the Thailand FIR between FL290 and

FL410 inclusive. Refer to ERCI for RVSM routes within the Thailand FIR.

1.2 Refer to FAA website http://www.faa.gov/ats/ato/rvsm1.htm for RVSMOperational Policy and Procedures.

2. FLIGHT LEVEL ALLOCATION SCHEME (FLAS) FOR THE SOUTH CHINA SEA AREA

2.1 Flights participating in the No-PDC arrangement will be allocated specificflight levels depending on the flight planned routes as indicated in the table below:

ATS Route No-Pre-Departure Coordination(No-PDC) Flight Levels

A1 Eastbound - FL290, FL330, FL370, FL390, FL410Westbound - FL280, FL300, FL340, FL380, FL400

A202 Eastbound - FL290, FL330, FL370, FL390, FL410Westbound - FL280, FL300, FL340, FL380, FL400

G474 / L628B202 / L628

Eastbound - FL330, FL370, FL410Westbound - FL280, FL340

N891 Southbound - FL330Northbound - FL260, FL300, FL380

R468 / M768 Eastbound - FL270, FL330, FL410Westbound - FL300, FL380


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3.1 Introduction

3.1.1 An automated Air Traffic Flow Management (ATFM) service has beenimplemented by the States of the ICAO Asia/Pacific Region within the Bay ofBengal, South Asia and Pakistan airspace to process and regulate westboundflights intending to transit the Kabul FIR.

3.1.2 The objectives of the ATFM service are to:a. reduce ground and en-route delays;b. maximise capacity and optimise the flow of air traffic within the area;c. provide an informed choice of routing and flight level selection;d. alleviate unplanned in-flight re-routing and technical stops; ande. assist Regional Air Navigation Service Providers (ANSP) in planning for and


3.1.3 ATFM services are provided from the Bangkok Air Traffic FlowManagement Unit (ATFMU) at Bangkok ACC. The ATFMU operates H24 andutilises the automated web based Bay of Bengal Cooperative ATFM system(BOBCAT) to meet its ATFM responsibilities. These responsibilities will bemanaged in coordination with aircraft operators and ATC within the Bay ofBengal, South Asia and Pakistan airspace.

3.1.4 ATFM services will be limited to the calculation, promulgation andmanagement of mandatory Allocated Wheels Up Time (AWUT) and thenomination of a Kabul FIR entry fix time, ATS Route and flight level.




B466(between SERKA and PAROD)

FL310 - FL390

L750 FL280 - FL390

N644 FL280 - FL390

G792 FL310 - FL390

V390 FL310 - FL390


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3.2.2 Flights planning to enter Kabul FIR without an AWUT and entry slot(comprising flight level, ATS route and entry fix time) will be accommodated onlyafter flights with slots have been processed. Such flights should expect delayedpushback and start clearances, non-preferred routes and/or flight levels, en routeholding and/or diversion around Kabul FIR.

3.2.3 In order to ensure availability of slots for westbound departures fromdesignated airports in northern India and Pakistan, departures from these airportsare given priority for FL280 in the slot allocation. This does not preclude theseflights from requesting higher flight levels with the initial slot request.







3.4.1 All affected flights are required to submit their slot requests to the BOBCATsystem by logging onto https://www.bobcat.aero between 0001UTC and1200UTC on the day of flight and completing the electronic templates.

3.4.2 Affected aircraft operators who do not have dedicated BOBCAT username/password access should request an application form from the ATFMU (describedin paragraph 3.10) and return it as soon as possible.

3.4.3 Affected flights shall obtain the mandatory AWUT, Kabul FIR entry time,flight level and ATS route from the BOBCAT system. The AWUT and Kabul slotallocation will enable ANSPs to tactically control westbound flights transiting theKabul FIR at specified times by assigning minimum spacing requirements atestablished gateway fix points in the vicinity of the eastern boundary of the KabulFIR.



3.5.1 The slot allocation process is divided into 3 phases, namely the slot requestsubmission, initial slot allocation and finally the slot distribution to aircraftoperators and ANSPs.


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3.5.2 Slot request submission:a. Slot requests including preferred ATS route, flight level and Maximum

Acceptable Delay (MAD) should be lodged between 0001UTC and 1200UTCon the day of flight. Slot requests may subsequently be amended prior to1200UTC, which is the cut-off time. Aircraft operators are encouraged tosubmit additional slot request options in case their first choice is notavailable. This may include variations to ATS route, flight level and MAD.



3.5.3 Slot allocation and distribution:a. Slot allocation will commence at the cut-off time at 1200UTC. BOBCAT will

process and generate the slot allocation based on the information submittedin the slot requests. Notification of slot allocation will be made not later than1230UTC via the ATFMU website. Alternative arrangements for notificationof slot distribution (e.g. email, fax, telephone) should be coordinated with theATFMU.


unallocated slots.




3.7.1 It is the responsibility of the aircraft captain and the aircraft operator toensure that the aircraft is ready to taxi in time to meet any required departuretime. The aircraft captain shall be kept informed by their aircraft operator of theAWUT, Kabul FIR entry fix times and flight parameters (route/level) nominated byBOBCAT.


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3.7.4 The aircraft captain shall adjust cruise flight to comply with slot parametersat the Kabul FIR entry fix by requesting appropriate ATC clearances includingspeed variations in accordance with published AIP requirements.

3.7.5 Prior to departure, in circumstances where it becomes obvious that theKabul slot time will not be met, a new slot allocation should be obtained as soonas possible and via the most expeditious means. Early advice that the Kabul slottime will be missed also enables the slots so vacated to be efficiently reassignedto other flights.

3.7.6 A missed slot results in dramatically increased coordination workload forATC and the pilot-in-command and should be avoided. To minimise coordinationworkload in obtaining a revised slot allocation, the following procedures arerecommended:a. If the flight is still at the gate, coordination should take place via aircraft

operators/flight despatchers to ATFMU;b. If the flight has left the gate, coordination to ATFMU may also take place via

the ATS unit presently communicating with the flight.




3.9.1 In the event of an inability to access the ATFMU website, the ATFMU shallbe contacted via the alternative means (telephone or fax) described in paragraph3.10.


3.9.3 In the event of system failure of BOBCAT, ATFMU shall notify all partiesconcerned and advise that ATFM slot allocation procedures are suspended. It thisevent, all parties concerned will revert to the existing ATM procedures asapplicable outside the daily period of ATFM metering.


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3.10 ATFMU contact details


: +66 2 287 8024/8025FAX: +66 2 287 8027


4. FLIGHTS TRANSITING BANGKOK FIR TO VIENTIANE FIR

4.1 Flights Operating on ATS Routes A202, W21 / R474, B346 and R215.

4.1.1 Flight planning for traffic transiting from Bangkok FIR into Vientiane FIRshould be as follows:a. Flights intending to operate on ATS route B218 within Vientiane FIR should

flight plan via B346 or R215;b. Flights intending to operate on ATS route R474 between 0100-1000 UTC

Monday to Friday should flight plan via W21 CMP R474 (or vice versa).

4.1.2 R474 is available as follows:a. Monday to Friday between 1001-0059 UTC;b. H24 for Saturday, Sunday and Public holidays.

4.1.3 Flight level assignment will be as follows:

a. B346:

All odd flight levels (RVSM table)Pre-Departure Coordination (PDC): FL270, FL310, FL330

b. R215:

NO-PDC FL310

c. R474 and W21 - CMP - R474:

All odd flight level (RVSM table)Pre-Departure Coordination (PDC): FL270, FL330

d. A202:

NO-PDC: FL290, FL330, FL370, FL390, FL410, FL450

4.1.4 - To facilitate Air Traffic Flow Management on A1, A202 and W1 overflyingaircraft shall flight plan via BKK A1 SELKA DCT RAMEI A202.

4.1.5 - Aircraft flying ATS route G474 within Bangkok FIR (BKK-MENAM VV) areto contact Bangkok Control on 135.5 MHZ.


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5. NO-PRE-DEPARTURE COORDINATION PROCEDURES (NO-PDC)

5.1 - Flights Outbound from Bangkok FIR

5.1.1 Flights operating on RNAV/ATS routes outbound from Bangkok FIR andparticipating in the NO-PDC arrangement, will be cleared to specific levels asindicated below:

5.2 - Bay of Bengal ATS Route Network

5.2.1 NO-PDC arrangements will be applied for flights operating on the followingATS routes:

ATS ROUTE DESIGNATOR NO-PDC FLIGHT LEVELA202 FL290 or ABOVE

G474 / L628 FL290 and FL370

R468 / M768 FL290

N891 FL330 and FL410

Note 1: Departing aircraft will be cleared to the flight levels appropriate to the route.

Note 2: 10 minutes longitudinal separation will be applied, with monitoring, to succeeding aircraft on the same route and at the same flight level. Such longitudinal separation will be adjusted for faster or slower preceding aircraftas appropriate.

Note 3: Levels indicated above are intended to facilitate initial departure only.Level allocation once airborne is still subject to normal ATC requirements.

ATS ROUTE DESIGNATOR NO-PDC FLIGHT LEVELP646, L507 All Westbound levels available

R468 / P762, R468 / L301, P646 / N895, L645, A327

FL260, FL320

L759, L515 / M770 FL280, FL300, FL340

Note 1: Flight levels mentioned above are intended to facilitate traffic flow during departure phase only.

Note 2: Availability of flight levels shall subject to the traffic situation.

Note 3: FL360 and above is available based on coordination


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1. GENERAL1.1 A flight plan may be filed up to 120 hours (5 days) prior to the Estimated Off

Block Time (EOBT) at the earliest, but no later than 60 minutes prior to EOBT.

1.2 For flights into areas for which Air Traffic Flow Management (ATFM)measures have been established, flight plans shall be filed not later than 3 hoursprior to EOBT.

2. IFR FLIGHT PLANNING REQUIREMENTS TO/FROM BANGKOK

• VTBD - Bangkok/Don Mueang• VTBS - Bangkok/Suvarnabhumi• VTCC - Chiang Mai/Chiang Mai International

Departure DestinationFlying, or intending to fly ATS Route

Level Requirements Route Segments

VTBS A202 A1 SELKA DCT RAMEI A202

VTBD or VTBS M751 At or above FL290

N891 RYN M644

VTBD or VTBS M751 At or above FL290

M644 RYN N891

VTBD M904 After departure expect radar vector to intercept M904

VTBD M904 M904 TONIK M644 RYN N891 VTBD (after RYN N891 expect radar vector to VTBD)

VTBS M904 RWY01 - RNAV SID FIRNN1B/ FIRNN1C BUT TRANSITION M904RWY19 - RNAV SID COMET1B/ SEESA1C BUT TRANSITION M904

VTBS M904 M904 TONIK M644 RYN N891 VTBS

VTBS VTCC Y6 NESTA DCT TANGO Y6 MARNI or JEANS DCT TANGO Y6 MARNI

VTBD VTCC Y6 FRANK DCT TANGO Y6 MARNI orradar vector to intercept TANGO Y6 MARNI


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3. SUGGESTED FLIGHT PLANNING USING ATS ROUTES Y8 TO Y12

Departure Aerodrome

Destination Aerodrome Flight Planning Level

Allocation

VTBS/VTBD VTSP/VTSG/VTSR/VTSB/VTSE/VTST/orother destination beyond Bangkok FIR

DCT SABIS Y8 MENEX ...

Even Levels

Tracking via BKK VOR/DME

VTSP/VTSG/VTSR/VTSB/VTSE/VTST/orother destination beyond Bangkok FIR

... BKK G458 MOTNA Y8 MENEX ...

Even Levels

VTSP/VTSG/VTSR/VTSB/VTSE/VTST/orother departure place beyond Bangkok FIR

VTBS/VTBD/BKK ... ... MENEX G458 Odd Levels

VTBS/VTBD/ ... BKK VTSS Y10 Odd Levels

VTBS/VTBD/ ... BKK VTSM Y10 MABKO W33 Odd Levels

VTBS/VTBD/ ... BKK VTSF Y10 MABKO W33 UPNEP W35

Odd Levels

VTBS/VTBD/ ... BKK Kuala Lumpur FIR Y10 HTY ... Odd Levels

VTSS VTBS/VTBD/BKK ... Y9 Even Levels

VTSM VTBS/VTBD/BKK ... W32 GOKEX Y9 Even Levels

VTSF VTBS/VTBD/BKK ... W35 PINUN Y9 Even Levels

Kuala Lumpur FIR VTBS/VTBD/BKK ... ... HTY Y9 Even Levels

VTBS/VTBD Singapore FIR/Jakarta FIR (via VKB)

DCT KIGOB Y11 GOLUD VKB

Odd Levels

Singapore FIR/Jakarta FIR (via VKB)

VTBS/VTBD M644 ALUMO Y12 Even Levels


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4. MILITARY EXERCISE AREA VTD58 ACTIVATION4.1 When the military exercise area VTD58 is activated the following ATS Routes

will be unavailable:

4.2 The following conditional ATS Routes (RNAV 5) are available when militaryexercise area VTD58 is activated:

4.3 Danger Areas VTD59, VTD60 and VTD61 will be deactivated when militaryexercise area VTD58 is activated.

ENR 2. AIR TRAFFIC SERVICES AIRSPACERefer to ERCI

ATS Route Route Segment

G458 MENEX - PUT

W34 MENEX - PUT

W17 RAN - STN

G331 PADET - PUT

RNAV 5 Routes Route Segments

Y3 MENEX - DORNA - TEDOS - PUT

Y4 MENEX - SMU - RECNO - KBI


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ENR 3. ATS ROUTES

ENR 3.1 LOWER ATS ROUTES

1. ATS ROUTE A11.1 ATS route A1 is operated as a one-way route for eastbound traffic from

Bangkok DVOR/DME to Ubon DVOR/DME. Westbound traffic must flight plan viaATS Route W1 after Ubon. ATS route A1 may be available to westbound trafficsubject to prior ATC approval.

ENR 3.3 AREA NAVIGATION (RNAV) ROUTES

1. CONDITIONAL ATS/RNAV ROUTE M7701.1 During the following hours, ATS/RNAV route M770 between GOLUD and

RANONG DVOR/DME (RAN) is available for westbound flight only:

a. 0000 - 2300 UTC, for Saturday and Sunday

b. 1630 - 2300 UTC, daily from Monday to Friday

2. RNP 10 OPERATIONS FOR ATS ROUTES JOINING ATS ROUTE P762 2.1 RNP 10 operations (50NM longitudinal separation) are implemented on the

following route segments joining ATS Route P762:

a. BKK L301 DWI P762; and

b. BKK M502 LALIT P762.

2.2 Controller-Pilot Data Link Communication (CPDLC) is the primary means ofcommunication for RNP 10 operations on ATS Route P762. CPDLC is also requiredto operate on the route segments listed in paragraph 2.1. It is recommended that theCPDLC capability be noted in Item 18 of the flight notification.

2.3 Aircraft not meeting RNP 10 requirements but intending to operate via L301or M502 en route to P762 must flight plan at FL270 or below. These aircraft will besubject to ATC approval for operations above FL270.

3. ATS ROUTE M5023.1 ATS route M502 between BKK and AKATO is activated as follows:

a. 1500 - 2300 UTC, Monday to Friday; and

b. H24, Saturday and Sunday.

4. ATS ROUTE M904 4.1 ATS Route M904 is not available for flight planning when Thailand Danger

Area (VT D71) is activated. The Danger Area lies between waypoints DIPUN andSIRAT on ATS Route M904.


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5. ATS "Y" ROUTES

ATS ROUTE & PBN SPECIFICATIONS

REMARKSCONTROLLING UNIT

FREQUENCYY1 1). Uni-directional Southbound

1). 1000 - 2300 UTC, Monday to Friday 2). H24 Saturday and Sunday3). Expect an ATC clearance to transition to the STAR

Y2 1). Uni-directional Southbound1). 1000 - 2300 UTC, Monday to Friday2). H24 Saturday and Sunday3). Expect an ATC clearance to transition to the STAR

Y3RNAV 5

1). Uni-directional Southbound1). Available when military exercise area VTD58 is activated2). Aircraft shall keep within lateral limits of the route and asclose as possible to the centreline of the route to avoidentering VTD58

Y4RNAV 5

1). Uni-directional Northbound1). Available when military exercise area VTD58 is activated2). Aircraft shall keep within lateral limits of the route and asclose as possible to the centreline of the route to avoidentering VTD58

Y5RNAV 5

1). Uni-directional Northbound1). Available Monday to Thursday 1701 - 2200 UTC andFriday 1701 UTC till Sunday 2200 UTC.2). Other times the route available by NOTAM

Y6RNAV 5

1). Uni-directional Northbound

Y7RNAV 5

1). Uni-directional Southbound

Y8RNAV 5


Y9RNAV 5

1). Uni-directional Northbound

Y10RNAV 5



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ENR 4. NAVIGATION AIDSRefer to ERSI

ENR 5. NAVIGATION WARNINGSRefer to ERCI

Y11RNAV 5

1). Uni-directional Southbound2). Between KIGOB and BUT aircraft shall fly on thecentreline of the route as much as possible to avoid enteringPRD area VT P7.3). When VT D71 is activated, Y11 is not available for flightplanning.

Y12RNAV 5

1). Uni-directional Northbound2). When PRD area VT R13 is activated, Y12 is notavailable for flight planning


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TONGA



1. INTRODUCTION1.1 The air traffic rules and procedures to air traffic in Tonga territory conform to

Annexes 2 and 11 to the Convention on International Civil Aviation and to thoseportions of the Procedures for Air Navigation Services - Rules of the Air and AirTraffic Services applicable to aircraft and of the Regional Supplementary Proceduresapplicable to the Pacific region.

2. ATC SEPARATION

2.1 Airspace Classification2.1.1 The airspace classifications in use in the Tonga FIR are classes A and C in

controlled airspace and class G in uncontrolled airspace.

2.2 Vertical Separation2.2.1 Vertical separation is achieved as follows:

a. Below FL290. 1000ft, except that within CTR when the lower flight is VFR orSVFR, a minimum of 500ft may be applied, providing both aircraft aremedium or lightweight category aircraft.

b. At or above FL290. 2000ft. Reduced vertical separation minima (RVSM)applies between FL290 and FL410 in the Auckland Oceanic FIR. Refer toNew Zealand AIP ENR 1.1 - 23.

2.3 Geographical Separation2.3.1 Geographical separation is achieved by requiring aircraft below 6500FT

AMSL, which are operating by visual reference, to follow tracks identified byprominent geographical features or landmarks which have been determined asbeing geographically separated from other tracks or procedures.


1. PARACHUTE OPERATIONS1.1 Parachute operations within Tonga must be approved by:c. Chief Executive Officer

Tonga Airports LimitedFua’amotu International Airport

+676 22 608FAX: +676 27 942


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1. TONGA SECTOR OF THE AUCKLAND FIR1.1 Tonga Sector:

Upper Limit: FL245Lower limit: Surface.

1.2 Refer to ERCI for Fua’amotu controlled airspace.

1.3 Auckland Oceanic is responsible for the airspace above FL245.


1. ARRIVING FLIGHTS1.1 Traffic above FL245 entering the Tonga Sector of the Auckland Oceanic FIR

arriving at Fua’amotu can expect descent clearance when traffic permits to FL250from Auckland oceanic on HF or VHF. Contact instructions will be passed on HF priorto FL250.

1.2 Traffic below FL245 entering the Tonga Sector of the Auckland Oceanic FIRfrom adjacent airspace, will be advised by ATS on HF contact instructions prior to theboundary. Fua’amotu will provide air traffic services below FL245 outside controlledairspace within the Tonga Sector of the Auckland Oceanic FIR during hours of watch.Auckland Oceanic will be responsible for the provision of air traffic services at anytime when Fua’amotu Tower is off watch.

1.3 To facilitate the provision of procedurally conflict-free flight paths,precautionary holding instructions may be issued to en route and arriving flights.

1.4 The precautionary hold instruction may be cancelled prior to the aircraftreaching the designated holding point; however, cancellation must not be anticipatedand normal preparatory action to join the holding pattern must be taken. If notcancelled, the aircraft must join the designated holding pattern with an expectedonward clearance time of Actual Time of Arrival (ATA) over the REP plus 5 minutes.

1.5 Onward clearance will be given within 5 minutes of ATA over the REP or anew onward clearance time will be issued.

1.6 ATC will advise the pilot of an IFR flight the ATC preferred type of approach.

1.7 Pilots should advise ATC as soon as possible if the nominated approach isnot acceptable and advise their intentions.


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2. DEPARTING FLIGHTS2.1 Aircraft departing from Fua’amotu for levels above FL245 can expect their

ATC clearance via Fua’amotu Tower prior to start. HF contact instructions will bepassed on by Fua’amotu Tower after departure. During hours of watch Fua’amotuwill provide air traffic services below FL245 outside controlled airspace within theTonga Sector of the Auckland Oceanic FIR.

2.2 Detailed instructions with regard to routes, turns etc. may be issued prior to orafter take-off.

2.3 Departing flights that require ATC clearance prior to taxi shall notify Tower 10minutes prior to start-up.

3. IFR ALTERNATE AERODROME MINIMA3.1 An aerodrome shall not be listed as an alternate aerodrome unless the

weather forecast at the time of submitting the flight plan indicates that, at theestimated time of arrival, the ceiling and visibility at that aerodrome will be at orabove the following weather minima:

a. If an instrument approach procedure with alternate minima has beenprescribed for the aerodrome, the specified alternate aerodrome minima forthat instrument approach procedure as listed in the table below.

b. If an instrument approach procedure without alternate minima has beenprescribed, the following minima:1) for a precision approach procedure, ceiling of 600ft, or 200ft above DA/

DH, whichever is the higher, and visibility of 3000m, or 1000m morethan the prescribed minimum, whichever is the greater; and

2) for a non-precision approach procedure, ceiling of 800ft or 200ft aboveMDA, whichever is the higher, and visibility of 4000m or 1500m morethan the prescribed minimum, whichever is the greater.

IFR ALTERNATE AERODROME MINIMA

AERODROME APPROACH AIRCRAFT CATEGORY

A B C D

Fua’amotu Non Precision

800 -4000 900 -6000

Ha’apai Non Precision

(Day only)800 -4000

(Day only)800 -5000

NA

Vava’u Non Precision

(Day only)1000 -4000

(Day only)1000 -5000

(Day only)1100 -6000

NA


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1. BASIC ALTIMETER SETTING PROCEDURES1.1 The transition altitude in Tonga is 13,000FT, and the transition level is FL150.

When a zone QNH is 980hPa or lower, the lowest usable flight level above the QNHzone shall be FL160.

2. FLIGHT PLANNING REQUIREMENTS2.1 The levels at which a flight is to be conducted shall be specified in

a flight plan:

a. in terms of flight levels if the flight is to be conducted at or above thetransition level, or at any level over the high seas;

b. in terms of altitudes if the flight is to be conducted within the Tonga QNHzones; or

c. as "VFR" if the flight is to be conducted in accordance with the visual flightrules.

3. QNH ZONES3.1 The TONGA QNH Zone is coincident with the Tonga Sector of the Auckland

Oceanic FIR, Surface to 13,000FT (use Fua’amotu QNH).


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4. TABLES OF CRUISING LEVELS4.1 Unless authorised by ATC during flight within controlled airspace, cruising

levels within Tonga must be as follows:

Note 1: The levels between 13,000FT and FL150 are not available for level flight.Note 2: FL150 must not be used as a cruising level when the area QNH is

980 hPa or less.


1. GENERAL1.1 A flight plan shall be submitted prior to operating:a. any IFR flight;b. any VFR flight (including special VFR and controlled VFR flights) in the

Tonga Sector;c. any flight within an aerodrome traffic circuit when an ATC service is being

provided.

2. FILING A FLIGHT PLAN2.1 Flight plans shall be submitted at the AIS Briefing Office at Fua’amotu

International Airport or to the ATS unit at the aerodrome of departure. At otherlocations and subject to workload, flight plans may be submitted by radio.

000° - 179° 180° - 359°

IFR VFR IFR VFR

Altitude

1000 2000

3000 3500 4000 4500

5000 5500 6000 6500

7000 7500 8000 8500

9000 9500 10000 10500

11000 11500 12000 12500

13000

Flight Level FL150 FL160

FL170 up to FL195 FL180 up to FL185

etc. etc.

up to FL230 up to FL240


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ENR 1.14 AIR TRAFFIC INCIDENTS

1. AVIATION SAFETY REPORT

1.1 General1.1.1 Whenever possible an initial report of an air safety incident of major

significance occurring during flight must be transmitted to the ATS unit or to the air-ground control radio station with which the aircraft is in communication at the time.Such reports are to contain the following information as applicable:

a. type of incident, i.e. near collision/procedures;b. radio call-sign of aircraft making the report;c. position, heading or route, true airspeed or Mach number;d. flight level, altitude or height and aircraft attitude;e. IMC or VMC;f. time of incident;g. description of other aircraft if applicable;h. brief details of incident including, when appropriate, sighting distance and

miss distance.

1.1.2 The pilot-in-command must, if involved in an incident, submit a completedaviation safety report to the nearest ATS unit, as soon as possible but not later than24 hours after landing to:

a. confirm an initial report made by radio; orb. make an initial report on an incident if it had not been possible to report it by

radio.

1.1.3 The ATS unit receiving the report is responsible for advising other ATS unitsand/or pilots involved.

1.1.4 The purpose of the air safety incident report is to provide investigatoryauthorities with as much information on an air safety incident as is possible and toenable them to report back with the least possible delay to the pilot or operatorconcerned, the result of the investigation of the incident and, if appropriate, theremedial action taken.


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ENR 2.1 CTR, TMA, CTA

1.1 Air Traffic Control (ATC)1.1.1 Air traffic control service comprises:

a. Area control service provided by Auckland Oceanic during the hours ofwatch of Fua’amotu ATS Unit.

b. Approach control service provided by Fua’amotu Control Tower during validpublished hours of watch.

c. Aerodrome control service provided by Fua’amotu Control Tower duringvalid published hours of watch.

1.2 Flight Information Service (FIS)1.2.1 FIS will be provided whenever practicable to all aircraft known to be affected

by the information.

1.2.2 In the case of aircraft in flight, flight information is normally confined to theroute being flown.

Note 1: FIS does not diminish the responsibilities normally vested in the aircraftcaptain of an aircraft, including that for making a final decision regarding anysuggested alteration to flight plan.

Note 2: Where an ATC unit provides both FIS and ATC service, the provision ofATC service will take precedence over the provision of FIS whenever the provision ofATC service so requires.

1.2.3 FIS will include the provision of pertinent:

a. SIGMET information;b. information on changes in the serviceability of radio navigation aids;c. information on changes in conditions of aerodromes and associated

facilities, and any other information likely to affect safety;d. Traffic information in:

1) Class C airspace, to VFR flights with respect to other VFR flights.2) Class G airspace, to IFR flights with respect to other IFR flights, and as

far as practicable to VFR flights with respect to IFR and VFR flights.

Note: Traffic information may also be provided by ATS, when it is apparent frompilot reports or observations that aircraft may be in proximity to each other.

e. weather conditions reported or forecast at departure, destination, and enroute aerodromes.


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a

1.2.4 Traffic information comprises details of known aircraft which mightconstitute a collision hazard to the aircraft concerned and will sometimes beincomplete. ATS cannot accept responsibility for its issuance at all times or for itsaccuracy.

1.3 Aerodrome Flight Information Service (AFIS)1.3.1 AFIS is the provision of information useful to pilots for the safe and efficient

conduct of their flights. It differs from an ATC service in that pilots being providedwith AFIS have the responsibility of assessing a situation based on informationpassed to them by Flight Service, then advising their intentions. Other pilots in thevicinity hearing this exchange of RTF messages make their own decisions and, inturn, make known their own intentions.

1.3.2 Outside the hours of watch of Air Traffic Control and during the hours ofwatch of Flight Service, an Aerodrome Flight Information Service, Area FlightInformation Service and Alerting Service is provided by Fua’amotu Area FlightInformation Services.

ENR 2.2 OTHER REGULATED AIRSPACE

1. OTHER AIRSPACE

1.1 Mandatory Broadcast Zones1.1.1 MBZ are established to provide increased protection to aircraft in areas of

uncontrolled airspace where high density or special operations may occur.

1.1.2 A pilot is required to transmit position and intention reports on a specifiedfrequency at entry, exit and at least every 10 minutes (unless varied) while operatingwithin the MBZ. As an extra safety measure landing lights or anti-collision lights mustbe used when fitted.

1.1.3 Non-radio (NORDO) aircraft must not enter a MBZ unless they have anotherstation, such as an ATS unit or an aircraft, broadcasting the required reports on theirbehalf.


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TUVALU1. No data available at this stage.


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VANUATU


ENR 1.1 GENERAL RULES1. GENERAL

1.1 Aircraft operating within the Port Vila Sector of the Nadi Oceanic FIR arerequired to maintain a continuous listening watch with the appropriate Air/Groundradio station or ATC sector as advised. This can be achieved by the use of directspeech VHF RTF, HF voice, or Data Link. The requirement to maintain a continuouslistening watch using HF can be met by the use of SELCAL.

2. COMMUNICATION REQUIREMENTS2.1 Aircraft operating in the Port Vila Sector must be capable of communicating

with Port Vila/Bauerfield or Santo/Pekoa on HF frequencies 5484, 6553 and 8846KHz when beyond VHF range. Aircraft unable to communicate on HF may be deniedpermission to operate in the Port Vila Sector.

2.2 Nadi assumes responsibility for the Port Vila Sector outside ATS hours ofPort Vila/Bauerfield and Santo/Pekoa. Nadi Radio operate a HF communicationsnetwork on 3425, 6553, 8846 and 11339 KHz.

3. POSITION REPORTING IN PORT VILA SECTOR OF THE NADI FIR3.1 When on uncharted (random) routes, aircraft are to report position at intervals

of 5° or 10° of latitude or longitude (latitude if the track is predominantly north-south,longitude if east-west). If the aircraft traverses 10° in 1 hour and 20 minutes or less,10° is to be used. Aircraft on diagonal tracks are to report at intervals not exceeding1 hour and 20 minutes.

4. POSITION REPORTING AT UNATTENDED AERODROMES4.1 Unattended aerodromes include controlled or AFIS aerodromes outside the

hours of attendance.

4.2 The standard VHF frequency used within 10NM and below 3000FT AGL ofan unattended aerodrome is 119.10 MHZ. Pilots must make the mandatorybroadcasts for non-towered aerodromes.

4.3 When operating in the vicinity of Santo/Pekoa airport the frequency of 118.10MHZ shall be used to communicate with Santo Flight Service and other traffic.

4.4 As Norsup, Walaha and Redcliff aerodromes are in close proximity to Santo/Pekoa, 118.10 MHZ shall be used for departure and arrival calls at theseaerodromes.

4.5 For all other aerodromes in non-controlled areas 119.10 MHZ shall be used.


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4.6 Pilots departing unattended aerodromes may obtain traffic information fromPort Vila or Santo FIS as appropriate.

4.7 If unable to contact Port Vila or Santo on VHF, call on HF frequency 5484 KHz.

5. ACKNOWLEDGEMENT OF TRAFFIC INFORMATION5.1 Within Class D airspace traffic information is to be acknowledged by the

phrase "COPIED THE TRAFFIC (callsign)" or "TRAFFIC IN SIGHT (callsign)" asappropriate.

5.2 Traffic information passed to an IFR aircraft about another IFR aircraft inClass G airspace is to be acknowledged as follows:

a. where NO REPORTED TRAFFIC is passed the reply is "NIL TRAFFIC(callsign)"; and

b. where traffic information is passed the reply is "COPIED THE TRAFFIC(callsign)".

6. ATC SEPARATION6.1 Separation Rules

6.1.1 ATC separation is provided as follows:a. between IFR flights in Class D airspace, except that separation is not

provided during the hours of daylight when flights have been cleared to climbor descend subject to maintaining own separation and remaining in VMC;

b. between IFR and VFR flights in Class D airspace by night;c. between IFR flights and Special VFR flights;d. between Special VFR flights when the flight visibility is reported to be less

than 5 KM; ande. between all flights taking-off and/or landing at controlled aerodromes to

ensure runway and wake turbulence minima are achieved.

6.1.2 Separation is not provided:a. between IFR flights in Class G airspace;b. between IFR and VFR flights in class G airspace; or between IFR and VFR

flights in Class D airspace;c. between VFR flights, except at controlled aerodromes when defined runway

and wake turbulence separations are applicable. Within the circuit atcontrolled aerodromes, an aerodrome control service is provided in whichinstructions, clearances and information are issued to VFR flights to preventcollisions and to achieve defined runway and wake turbulence separation.

6.2 Essential Traffic6.2.1 Essential traffic is that controlled traffic to which the provision of separation

is applicable, but which, in relation to a particular controlled flight, is not separated bythe prescribed minima. Essential traffic includes flights which are maintaining ownseparation in VMC.


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6.2.2 Essential traffic information, of the aircraft concerned, will include:a. the words “ESSENTIAL TRAFFIC”;b. direction of flight;c. type of aircraft;d. altitude; ande. position information.

6.2.3 Following the passing of essential traffic, or traffic information in Class Dairspace, pilots may request traffic avoidance advice. The provision of trafficavoidance advice is intended to assist pilots but does not absolve them of theresponsibility to avoid collision with other aircraft.

6.3 Reduced Vertical Separation Minima (RVSM)6.3.1 RVSM applies between FL290 and FL410 in the Nadi FIR. For further

information on vertical separation within the Nadi FIR, refer to the Fiji entry.

6.4 Vertical Separation From Special Use Airspace6.4.1 Where vertical separation from Special Use Airspace is required, controlled

flights will be obliged to fly at levels which ensure the separation minima above orbelow the airspace. Where no minimum is specified aircraft will be kept clear of theairspace.

6.5 Geographical Separation6.5.1 Geographical separation is achieved by requiring one or more aircraft,

which are operating by visual reference, to follow tracks identified by prominentgeographical features or landmarks which have been determined as beinggeographically separated from other tracks or procedures. Geographical separationmay be applied within terminal control areas.

Table 1.1: Special Use Airspace - Vertical Separation Minima

Designated Airspace Airspace upper/lower limit

Below FL290 At or above FL290

Danger, Restricted or Military Operating Areas established for aircraft activity

500FT, or 1000FT when activity may be in IMC

1000FT, or 2000FT when activity may be in IMC

Danger, Restricted or Military Operating Areas established for projectile activity

500FT 1000FT

Danger or Restricted Areas NOT established for aircraft or projectile activity

No minimum No minimum


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6.6 Flights Maintaining Own Separation in VMC6.6.1 In Class D airspace, when requested by a pilot, an IFR flight being operated

in VMC during the hours of daylight may be cleared to fly subject to maintaining ownseparation and remaining in VMC.

6.6.2 When an IFR flight is so cleared, the following will apply:a. pilots of all flights which will be essential traffic must agree with the

application of the procedure;b. the flights concerned must be on the same ATC frequency;c. the clearance will be for a specified portion of the flight during climb or

descent to a clearly defined separation level, position or time;d. if there is a possibility that flight under VMC may become impracticable, an

IFR flight will be provided with alternative instructions to be complied with inthe event that flight in VMC cannot be maintained for the term of theclearance. If alternative instructions are not available this clearance will notbe issued;

e. on observing that conditions are deteriorating and considering that operationin VMC will become impossible, the pilot of an IFR flight must inform ATCand receive alternative instructions before entering IMC and then proceed inaccordance with the alternative instructions given;

f. essential traffic information will be passed to all affected flights.6.6.3 A clearance will be withheld where it is considered that other flights may be

adversely affected or an orderly flow of traffic prejudiced.6.7 Separation of IFR Flights Outside Controlled Airspace

6.7.1 When a flight is being conducted under IFR outside controlled airspace, thepilot is responsible for maintaining separation from other traffic.

6.7.2 To assist pilots in providing their own separation from other traffic, theappropriate ATS unit will, in addition to passing collision hazard information as partof a FIS, on request from the pilot pass information on the movement of other IFRflights in the area:

a. prior to departure;b. prior to level change;c. prior to vacating controlled airspace;d. en route as required; ande. prior to commencing an instrument approach.6.7.3 The phrase “NO REPORTED IFR TRAFFIC” will be used when no IFR

flights are known to be in the area.6.7.4 Pilots departing from unattended aerodromes are to obtain traffic

information either by telephone from the nearest ATS unit, or by RTF if it is knownthat two-way communication can be established with ATS prior to departure or priorto entering IMC.


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ENR 1.2 VISUAL FLIGHT RULES6.1 Vanuatu does not permit night VFR flights except for night circuits by IFR

rated pilots.

7. MINIMUM ALTITUDES7.1 Except when necessary for take-off or landing, or except by permission from

the appropriate authority, a VFR flight shall not be flown:a. over the congested areas of cities, towns or settlements or over an open air

assembly of persons at a height less than 1,000 ft above the highestobstacle within a radius of 600 m from the aircraft;

b. above active or normally active volcanoes at a height less than 2000 ft; orc. elsewhere other than as specified above, at a height less than 500 ft above

the ground or water.

ENR 1.4 ATS AIRSPACE CLASSIFICATION1. GENERAL

1.1 ATS airspace in the Port Vila Sector of Nadi FIR is classified and designatedas follows:

a. Class D. IFR and VFR flights are permitted and all flights are provided withan air traffic control service. Separation is provided between IFR flights, IFRand SVFR flights, IFR and VFR at night, and SVFR flights when the flightvisibility is reported to be less than 5 KM. Traffic information is provided toIFR flight about VFR flights, and to VFR flights about IFR flights and otherVFR flights. Traffic avoidance advice is provided to IFR and VFR flights onrequest.

b. Class G. IFR and VFR flights are permitted and receive flight informationservice if requested.

2. CLASSIFICATION OF AIRSPACE IN THE PORT VILA VANUATU SECTOR2.1 The Port Vila Sector of the Nadi FIR is divided into two classes of airspace:a. Class D (controlled airspace)

CTR, TMA and CTAIFR and VFR flights are permitted and all flights are subject to air traffic

control service, IFR flights are separated from other IFR flights and receivetraffic information in respect of VFR flights, VFR flights receive trafficinformation in respect of all other flights.

b. Class G (uncontrolled airspace)All airspace in the Port Vila Sector of the Nadi FIR except Class D airspace.

IFR and VFR flights are permitted and receive a Flight Information Serviceif requested.

2.2 Refer to ERCI for the Port Vila Sector airspace divisions. Nadi Oceanic isresponsible for the airspace above FL245.


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ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES1. HOLDING PROCEDURES

1.1 Onwards Clearance Time1.1.1 In the event that an aircraft is held en route or at a location other than the

initial approach fix, the aircraft will be given an onward clearance time from theholding location.

1.1.2 This time is the time an aircraft can expect to leave the holding location.

1.2 Expected Approach Time1.2.1 In the event that an aircraft is instructed to hold at an initial approach fix, if

the delay will exceed five minutes an expected approach time will be passed.

2. MISSED APPROACH PROCEDURE2.1 Alternative Missed Approach Instructions

2.1.1 Where a missed approach procedure is annotated “or as instructed”, ATCmay issue alternative missed approach instructions as follows:

a. prior to the commencement of the instrument approach, under the followingconditions:

i the alternative instructions are issued in sufficient time for the pilot(s)to brief on the procedure prior to commencing the approach; and

ii the procedure is acceptable to the pilot(s).b. after the missed approach has been initiated, under the following conditions:

i the aircraft has reached the minimum missed approach holdingaltitude.

2.2 Alternative Missed Approach Procedures - Instrument Training Aircraft

2.2.1 For traffic management purposes, ATC may instruct pilots of trainingaircraft who wish to carry out the published missed approach procedure to:

a. carry out a published departure procedure provided the clearance specifiesthat the departure commences over the runway; or,

b. carry out a visual departure onto a specified track or heading; orc. enter the circuit visually. This may be followed by either of the two

procedures listed in (a) and (b).2.2.2 The procedures in 2.2.1 are subject to the following conditions:a. by day only; andb. suitable MET conditions exist for the applicable procedure.2.2.3 Instructions will be issued in sufficient time for the pilot(s) to brief on the

procedure. If the clearance is unacceptable to the pilot for safety reasons, the pilotmust advise ATC.


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3. PROTECTION OF THE MISSED APPROACH3.1 ATC will at all times protect the missed approach.

3.2 Where actual meteorological conditions are at or above published circlingminima for the aircraft category and type of approach, ATC may protect the missedapproach by requiring an arriving aircraft to circle visually within the aerodrometraffic circuit, by day or night, provided circling is permitted for the aircraft categoryand type of approach, with the exception for Category C and D aircraft the METconditions must be equal to or better than a ceiling of 1500FT and visibility of 8KM,or the applicable circling minima, whichever is the higher.

3.3 Aircraft unable to carry out this procedure must advise ATC immediately.

4. STRAIGHT-IN LANDING WITH CIRCLING MINIMA4.1 Even though only circling minima may be specified for a particular instrument

approach procedure, a straight-in landing may be made if the pilot has the runway insight in sufficient time to make a normal approach and landing, and requests andreceives an appropriate clearance.


1. GENERAL

1.1 Services Provided1.1.1 There are no radar services or procedures in the Port Vila Sector of the

Nadi FIR.


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1. QNH

1.1 Zone Area QNH Altimeter Setting1.1.1 There are two QNH zones in Vanuatu:

2. MAGNETIC TRACK ALTITUDE REQUIREMENTS

2.1 Nadi Oceanic Airspace2.1.1 Unless otherwise authorised by ATC during flight within Class A airspace,

aircraft must be flown in the Nadi Oceanic Airspace at a cruising level appropriate totheir track selected from Table 1.3 ‘Table of Cruising Levels’.

2.1.2 Within Class A airspace, pilots requesting levels which are not inaccordance with that table must prefix the required level with "... NONSTANDARD...".

2.2 Port Vila Sector2.2.1 The pilot of any aircraft operating within the Port Vila Sector must fly at

prescribed altitudes or flight levels, set out below.

2.2.2 VFR Flights. The pilot of an aircraft, other than a glider or hang glider,operating under VFR in level cruising flight at more than 3000 ft AMSL or 1000 ftAGL (whichever is the higher) to fly at an altitude or FL appropriate to the track asspecified in Table 1.3 ‘Table of Cruising Levels’. The exceptions to this are:

a. when otherwise authorised by ATC during flight within, entering or leavingClass D airspace; or

b. when operating within controlled airspace, where ATC may assign IFR levelsto VFR aircraft.

2.2.3 IFR Flights. The pilot of an aircraft operating under IFR in level cruisingflight to fly at an altitude or FL appropriate to the track as specified in Table 1.3 ‘Tableof Cruising Levels’. The exception to this requirement is when otherwise authorisedby ATC during flight within, entering or leaving controlled airspace.

2.2.4 Pilots requesting levels which are not in accordance with the IFR table ofcruising levels must prefix the required level with "... NON STANDARD...".

Table 1.2: Vanuatu QNH Zones

Name Description

Santo All that portion of Port Vila Sector north of latitude S16°10'

Port Vila All that portion of Port Vila Sector south of latitude S16°10'


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3. TABLES OF CRUISING LEVELS3.1 General

3.1.1 International flights entering, leaving, or transiting the Port Vila Sector mayflight plan that portion of the flight within the Port Vila Sector at a level in accordancewith Table 1.3:

3.1.2 The transition layer, between 11000FT and FL130, can only be used forascending or descending, or for cruising provided the aircraft has ATS approval.

3.1.3 When a Zone Area QNH is 980hPa or less the minimum usable flight levelfor that zone increases to FL140.

3.1.4 The upper limit of the Port Vila Sector of the Nadi FIR is FL245. Foroperations above FL245, refer to the Fiji entry.

Table 1.3: Table of Cruising Levels

000o - 179o 180o - 359o

IFR VFR IFR VFR

Altitude

1000 2000

3000 3500 4000 4500

5000 5500 6000 6500

7000 7500 8000 8500

9000 9500 10000 10500

11000

Flight Level

130 135 140 145

150 155 160 165

etc. etc. etc. etc.

up to 235 up to 240

270

NA

280

NA290 300

up to 410 up to 400

then 450, 490, etc. then 430, 470 etc.


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1. PROCEDURES FOR THE SUBMISSION OF A FLIGHT PLAN

1.1 All flight plans should be submitted to the appropriate ATS unit using e-mail,telephone or fax. During hours of watch and subject to workload, local IFR and VFRflight plans that affect only one ATC unit may be filed direct with that unit.

1.2 Contact information for ATS at Port Vila/Bauerfield and Santo/Pekoa is listedbelow:

1.3 If necessary, a flight plan may be submitted during flight by RTF with the ATSunit serving the airspace within which the aircraft is being flown.

UNIT POSTAL ADDRESS TELEPHONE FAX E-mail

Port Vila ACCAirports Vanuatu Limited, PO Box 131Port VilaVANUATU

+678 24 740 +678 24 459 [email protected]

Port Vila APP

Port Vila FIS

Port Vila Radio

Port Vila TWR

Santo FIS Airports Vanuatu Limited, PO Box 100LuganvilleVANUATU

+678 37 709 +678 36 700


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1.4 Vila Tower and Santo Flight Service are solo-watch/single-operator positionsand dependent on workload delays could be experienced in accepting flight plans bytelephone. For the same reason receipt of flight plans by RTF may not be acceptedat all.

1.5 ATS may require personal submission of flight plans by the pilot, particularlywhen aircraft are not radio equipped (NORDO), so that an adequate briefing may begiven.

1.6 Pilots intending to operate into unattended aerodromes, including attendedaerodromes outside of ATS hours, must indicate in item 18 (OTHER INFO) of theICAO flight plan a contact number (and the name of a person if necessary) that ATScan use to contact the pilot.

1.7 A flight plan submitted by e-mail is not accepted by ATS until receipt isconfirmed by return e-mail.

1.8 A flight plan submitted by fax is not accepted by ATS until acceptance isconfirmed by return fax. This is to guard against receipt of unreadable faxes. All flightplans submitted by fax must include an originator’s fax number. If no returnacknowledgement is received within five minutes of submitting the plan by fax, thepilot is required to ring the appropriate ATS unit to submit the flight plan by othermeans.

1.9 IFR flight plans submitted during flight should, as far as practicable, betransmitted to the appropriate ATS unit at least 10 minutes flying time beforereaching the point of entry into controlled airspace or 20 minutes if onwardtransmission of the flight plan to other ATS units is required.


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1. GENERAL1.1 Prohibited, Restricted and Danger areas within the Port Vila Sector of the

Nadi FIR are as follows:

1.2 There are no designated Prohibited or Restricted Areas within the Port VilaSector of the Nadi FIR.

DANGER AREASIdentification,

Name,Lateral Limits


Type ofRestriction

Remarks

NVD1Ambrym

Circle 5NM radius centred on

S16 14 55 E168 07 41and Circle 5NM radius

centred on S16 15 34 E168 06 11

6,500ftSFC

Active volcanoes: Benbow and Marum

Occasional discharge of toxic fumes,

and/or lava

NVD2Lopevi

Circle 5NM radiuscentred on

S16 30 28 E168 20 32

7,000ftSFC

Active volcano: Vanei Vollohulu


and/or lava

NVD3Tanna


S19 31 44 E169 26 52

3,500ftSFC

Active volcano: Yasur


and/or lava

NVD4Ambae


S15 23 22 E167 49 44

7,000ftSFC

Active volcano: Lombenben


and/or lava

NVD5Gaua


S14 16 55 E167 30 59

5,000ftSFC

Active volcano: Gaua


and/or lava


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