International Standards and Recommended Practices

Annex 11 to the Convention on International Civil Aviation

Air Traffic Services

Air Traffic Control Service Flight Information Service Alerting Service

This edition incorporates all amendments adopted by the Council prior to 13 March 2001 and supersedes, on 1 November 2001, all previous editions of Annex 11.

For information regarding the applicability of the Standards and Recommended Practices, see Foreword.

© ICAO 2001 8/01, E/P1/6000 Thirteenth Edition Order No. AN 11 July 2001 Printed in ICAO

International Civil Aviation Organization AMENDMENTS

The issue of amendments is announced regularly in the ICAO Journal and in the monthly Supplement to the Catalogue of ICAO Publications and Audio-visual Training Aids, which holders of this publication should consult. The space below is provided to keep a record of such amendments.

RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENTS CORRIGENDA

Date Date Entered Date Date Entered No. applicable entered by No. of issue entered by

1-40 Incorporated in this edition 1 31/10/03 — ICAO

41 28/11/02 — ICAO

42 27/11/03 — ICAO

43 24/11/05 — ICAO

(ii) S@AKDNEBNMSDMSR

O`fd O`fd

E N Q DV N Q C --------------------------------- 'u hh( 1 -1 3 S hl dhm `hqsq`eehbrdqu hbdr-------------- 1 ,0/ 1 -1 4 Drs`a khrg l d m sn eqdp t hqdl dm sren q b`qqh`f d `m c n o dq`shn m n eo qdrrt qd,`kshst c d B G @O S DQ 0- C dehm hshn m r ---------------------- 0,0 qdo n qshm f sq`m ro n m c d qr ------------------ 1 ,00 1 -1 5 @S R r`edsx l `m `f d l dm s---------------- 1 ,00 1 -1 6 B n l l n m qd edqdm bdrx rsdl r ------------- 1 ,00 1 -1 7 K `m f t `f do qn ehbhdm bx ------------------ 1 ,01 B G @O S DQ 1 - F dm dq` k------------------------- 1 ,0 1 -1 8 B n m shm f dm b x `qq`m f dl d m sr -------------- 1 ,01

1 -0 Drs`a khrg l dm sn e`t sg n qhsx --------------- 1 ,0 1 -1 N a id bshu drn esg d`hqsq`eehbrdqu hbdr ------- 1 ,0 B G @O S DQ 2 - @hqsq`eehbb n m sqn krdqu hbd --------- 2 ,0 1 -2 C hu hrhn m rn esg d`hqsq`eehbrdqu hbdr-------- 1 ,1 1 -3 C dsdql hm `shn m n esg dm ddc en q`hq 2 -0 @o o khb`shn m -------------------------- 2 ,0 sq`eehbrd qu hb dr------------------------- 1 ,1 2 -1 O qn u hrhn m n e` hqsq`eehbb n m sqn krdqu hbd ----- 2 ,0 1 -4 C drhf m `shn m n esg do n qshn m rn esg d 2 -2 N o dq`shn m n e` hqsq`eehbbn m sqn krdqu hbd ----- 2 ,0 `hqro `bd`m c bn m sqn kkdc `dqn c qn l dr 2 -3 R do `q`shn m l hm hl ` --------------------- 2 ,1 v g d qd`hqsq`eehbrdqu hbdrv hkka d 2 -4 Q dro n m rha hkhsx en qbn m sqn k--------------- 2 ,1 o qn u hc dc ----------------------------- 1 ,1 2 -5 S q`m redqn eqd ro n m rha hkhsx en qbn m sqn k ------ 2 ,2 1 -5 B k`rrhehb `shn m n e`hqro `bdr --------------- 1 ,2 2 -6 @hqsq`eehbbn m sqn kbkd`q` m bdr ------------ 2 ,3 1 -6 Q dp t hqdc m `u hf `shn m o dqen ql `m bd'Q MO ( 2 -7 B n m sqn kn eo d qrn m r`m c u dg hbkd r`s en qdm ,qn t sdn o dq`shn m r ------------------ 1 ,2 `dqn c qn l dr--------------------------- 2 ,5 1 -7 Drs`a khrg l dm s`m c c drhf m `shn m n esg d 2 -8 O qn u hrhn m n eq`c ` q--------------------- 2 ,5 t m hsro qn u hc hm f `hqsq`eehbrd qu hb dr --------- 1 ,2 2 -0/ T rdn ert qe`bd l n u dl d m sq`c `q'R L Q ( ---- 2 ,5 1 -8 R o db hehb`shn m ren qekhf g shm en ql `shn m  qdf hn m r+bn m sqn k`qd` r`m c bn m sqn kyn m dr---- 1 ,3 1 -0/ Hc dm shehb`shn m n e`hqsq`eehb rdqu hbdrt m hsr B G @O S DQ 3 - E khf g shm en ql `shn m rdqu hbd --------- 3 ,0 `m c `hqro ` bdr -------------------------- 1 ,4 1 -00 Drs`a khrg l dm s`m c hc dm shehb`shn m n e 3 -0 @o o khb`shn m -------------------------- 3 ,0 @S R qn t sdr --------------------------- 1 ,4 3 -1 R bn o dn eekhf g shm en ql `shn m rdqu hbd ------- 3 ,0 1 -01 Drs`a khrg l dm sn ebg `m f d,n u dqo n hm sr ------- 1 ,4 3 -2 N o dq`shn m `kekhf g shm en ql `shn m rdqu hbd 1 -02 Drs`a khrg l dm s`m c hc dm shehb`shn m n e a qn `c b`rsr --------------------------- 3 ,0 rhf m hehb`m so n hm sr----------------------- 1 ,5 3 -3 U N K L DS a qn `c b`rsr`m c C ,U N K L DS 1 -03 Drs`a khrg l dm s`m c hc dm shehb`shn m n e rdqu hbd ------------------------------ 3 ,6 rs`m c `qc qn t sdren qs` w hhm f `hqbq`es--------- 1 ,5 1 -04 B n n qc hm `shn m a d sv ddm sg dn o dq`sn q`m c `hqsq`eehbrdqu hbdr ---------------------- 1 ,5 B G @O S DQ 4 - @kd qshm f rd qu hb d ----------------- 4 ,0 1 -05 B n n qc hm `shn m a d sv ddm l hkhs`qx ` t sg n qhshd r `m c `hqsq`eehbrdqu hbdr ------------------ 1 ,5 4 -0 @o o khb`shn m -------------------------- 4 ,0 1 -06 B n n qc hm `shn m n e`bshu hshdro n sdm sh`kkx 4 -1 Mn shehb`shn m n eqdrbt dbn n qc hm `shn m  g `y `qc n t rsn bhu hk`hqbq`es---------------- 1 ,5 bdm sqdr ------------------------------ 4 ,0 1 -07 @dqn m ` t shb`kc `s` ---------------------- 1 ,6 4 -2 T rdn ebn l l t m hb`shn m e`b hkhshdr ---------- 4 ,1 1 -08 B n n qc hm `shn m a d sv ddm l dsdn qn kn f hb `k 4 -3 O kn sshm f `hqbq`eshm ` rs`sdn edl dqf dm bx --- 4 ,1 `m c `hqsq`eehbrdqu hbdr`t sg n qhshdr --------- 1 ,7 4 -4 Hm en ql `shn m sn sg dn o dq`sn q -------------- 4 ,1 1 -1 / B n n qc hm `shn m a d sv ddm `dqn m `t shb`k 4 -5 Hm en ql `shn m sn `hqbq`esn o dq`shm f hm sg d hm en ql `shn m rdqu hbdr` m c `hqsq`eehb u hb hm hsx n e`m `hqbq`eshm `rs`sdn e rdqu hbdr`t sg n qhshdr --------------------- 1 ,7 dl dqf dm bx --------------------------- 4 ,1 1 -1 0 L hm hl t l ekhf g s`kshst c dr ---------------- 1 ,8 1 -1 1 R dqu hbdsn `hqbq`eshm sg ddu dm sn e`m dl d qf d m bx ---------------------------- 1 ,8 B G @O S DQ 5 - @hqsq`eehbrdqu hbdrqdp t hqdl d m sr 1 -1 2 Hm ,ekhf g sbn m shm f d m bhdr ------------------ 1 ,8 en qbn l l t m hb`shn m r --------------------------- 5 ,0

@MMDW00 'hhh( 1 3 .0 0 ./ 4 Mn -3 2 @ m m d w 0 0  @ hqS q` eehbR dquhbdr S ` a kd n eB n m sdm sr O`fd O`fd

5 -0 @dqn m ` t shb`kl n a hkdrdqu hbd'` hq,f qn t m c 1 - B n l o n rhshn m n ec d rhf m ` sn qr ----------- @O O 2 ,0 bn l l t m hb`shn m r(----------------------- 5 ,0 2 - @rrhf m l dm sn ec drhf m `sn qr ------------ @O O 2 ,1 5 -1 @dqn m ` t shb`kehw dc rdqu hbd'f qn t m c ,f qn t m c 3 - @rrhf m l dm sn eu `khc hsx hm c hb`sn qr ------- @O O 2 ,1 bn l l t m hb`shn m r(----------------------- 5 ,0 4 - Dw `l o kdrn eo k`hm k`m f t `f d `m c bn c dc 5 -2 R t qe`bdl n u dl dm sbn m sqn krdqu hbd --------- 5 ,3 c d rhf m ` sn qr ------------------------- @O O 2 ,1 5 -3 @dqn m ` t shb`kq`c hn m `u hf `shn m rdqu hbd ------ 5 ,3 5 - B n l o n rhshn m n ec d rhf m ` sn qren q L K R .Q M@U `o o qn `b g o qn bd c t qdr ------ @O O 2 ,1 6 - T rdn ec drhf m `sn qrhm bn l l t m hb`shn m r --- @O O 2 ,2 B G @O S DQ 6 - @hqsq`eehb rdqu hbdrqdp t hqdl dm sr 7 - C hro k`x n eqn t sdr`m c o qn bdc t qdrsn  en qhm en ql `shn m -------------------------------- 6 ,0 `hqsq`eehbbn m sqn k -------------------- @O O 2 ,2

6 -0 L dsdn qn kn f hb`khm en ql `shn m -------------- 6 ,0 @O O DMC HW3 - @S R `hqro `bdbk`rrdrB  6 -1 Hm en ql ` shn m n m `dqn c qn l dbn m c hshn m r rdqu hbdro qn u hc dc `m c ekhf g sqdp t hqdl dm sr -------- @O O 3 ,0 `m c sg dn o dq`shn m `krs`st rn e`rrn bh` sd c e`bhkhshdr ------------------------------ 6 ,1 6 -2 Hm en ql ` shn m n m sg dn o dq`shn m `krs`st rn e @O O DMC HW4 - @dqn m `t shb` kc `s`p t `khsx  m `u hf `shn m ` hc r ------------------------ 6 ,1 qdp t hqdl d m sr------------------------------- @O O 4 ,0 6 -3 Hm en ql ` shn m n m t m l `m m dc eqdda `kkn n m r ---- 6 ,2 6 -4 Hm en ql ` shn m bn m bdqm hm f u n kb`m hb`bshu hsx --- 6 ,2 6 -5 Hm en ql ` shn m bn m bdqm hm f q`c hn `bshu d l `sd qh`kr` m c sn w hb bg dl hb`k> bkn t c r? ----- 6 ,2 @SS@BG L DMSR

@S S @B G L DMS @- L `sdqh`kqdk` shm f sn ` @O O DMC HBDR l d sg n c n ed rs`a khrg hm f @S R qn t sdrc dehm dc  a x U N Q ----------------------------------- @S S @,0 @O O DMC HW0- O qhm bho kd rf n u dqm hm f sg d hc dm shehb` shn m n eQ MO sx o dr`m c sg dhc dm shehb`shn m  0- Hm sqn c t bshn m ------------------------ @S S @,0 n e@S R qn t sdrn sg dqsg `m rs` m c `qc c do `qst qd 1 - C dsdql hm `shn m n eU N Q rx rsdl  `m c `qqhu `kqn t sdr ---------------------------- @O O 0,0 o d qen ql `m bd u `kt d r------------------ @S S @,0 2 - C dsdql hm `shn m n eo qn sdbsdc `hqro `bd 0- C drhf m `sn qren q@S R qn t sdr`m c  `kn m f U N Q ,c dehm dc qn t sdr ------------ @S S @,0 Q MO sx o d r -------------------------- @O O 0,0 3 - R o ` bhm f n eo `q`kkdkqn t sdrc d ehm d c  1 - B n l o n rhshn m n ec d rhf m `sn q ------------- @O O 0,0 a x U N Q r -------------------------- @S S @,3 2 - @rrhf m l dm sn ea `rhb c drhf m `sn qr -------- @O O 0,1 4 - R o ` bhm f n e`c i`bdm sU N Q ,c dehm dc qn t sdr 3 - T rdn ec drhf m `sn qrhm bn l l t m hb`shn m r --- @O O 0,1 sg ` s`qdm n so `q`kkd k ------------------ @S S @,4 5 - B g `m f d ,n u dqo n hm sren qU N Q r --------- @S S @,4 @O O DMC HW1 - O qhm bho kd rf n u dqm hm f sg d 6 - B `kbt k` shn m n eq`c ht rn est qm ----------- @S S @,4 drs`a khrg l dm s` m c hc dm shehb`shn m n erhf m hehb`m s o n hm sr ------------------------------------- @O O 1 ,0 @S S @B G L DMS A - L dsg n c n edrs`a khrg hm f  @S R qn t sd ren qt rda x Q M@U ,dp t ho o dc `hqbq`es -- @S S A ,0 0- Drs`a khrg l dm sn erhf m hehb `m so n hm sr ------ @O O 1 ,0 1 - C drhf m `sn qren qrhf m hehb `m so n hm sr 0- Hm sqn c t bshn m ------------------------ @S S A ,0 l `qj dc a x sg drhsdn e`q`c hn  1 - N o dq`shn m `k`o o khb`shn m rn eQ M@U  m `u hf `shn m ` hc ----------------------- @O O 1 ,0 qn t sdra ` rdc n m Q MO 3 --------------- @S S A ,0 2 - C drhf m `sn qren qrhf m hehb `m so n hm sr 2 - R o ` bhm f a dsv ddm o `q`kkdksq`bj rn q m n sl `qj dc a x sg drhsd n e`q`c hn  a d sv ddm o `q`kkdkQ M@U qn t sdbdm sqd m `u hf `shn m ` hc ----------------------- @O O 1 ,0 khm d ra `rd c n m Q MO sx o d -------------- @S S A ,1 3 - T rdn ec drhf m `sn qrhm bn l l t m hb`shn m r --- @O O 1 ,1 4 - R hf m hehb`m so n hm srt rdc en qqdo n qshm f  o t qo n rdr --------------------------- @O O 1 ,1 @S S @B G L DMS B - S q`eehb hm en ql `shn m  a qn `c b`rsra x `hqbq`es'S HA @(`m c qd k`sdc  @O O DMC HW2 - O qhm bho kd rf n u dqm hm f sg d n o dq` shm f o qn bdc t qd r------------------------- @S S B ,0 hc dm shehb` shn m n ers`m c `qc c do `qst qd`m c `qqhu `k qn t sdr`m c `rrn bh`sdc o qn bdc t qdr --------------- @O O 2 ,0 0- Hm sqn c t bshn m `m c `o o khb`a hkhsx n e a qn `c b`rsr ------------------------- @S S B ,0 0- C drhf m `sn qren qrs`m c `qc c d o `qst qd `m c 1 - C ds`hkrn ea qn `c b` rsr ----------------- @S S B ,0 `qqhu `kqn t sdr`m c `rrn bh`sdc o qn bdc t qdr -- @O O 2 ,0 2 - Q dk`sdc n o dq`shm f o qn bdc t qdr ---------- @S S B ,1

1 3 .0 0 ./ 4 'hu( Mn -3 2 Table of Contents Annex 11 — Air Traffic Services PagePage Page

ATTACHMENT D. Material relating to contingency planning ...... ATT D-1

1. Introduction ...... ATT D-1 2. Status of contingency plans ...... ATT D-1 3. Responsibility for developing, promulgating and implementing contingency plans ...... ATT D-1 4. Preparatory action ...... ATT D-2 5. Coordination ...... ATT D-2 6. Development, promulgation and application of contingency plans ...... ATT D-3

(v) 27/11/03 No. 42 E N Q D V N Q C

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@MMDW00 'uhh( 01.630.00././024 M n - 3 12 Annex 11 — Air Traffic Services Foreword

Use of the text of the Annex in national regulations. The d) Tables and figures which add to or illustrate a Council, on 13 April 1948, adopted a resolution inviting the Standard or Recommended Practice and which are attention of Contracting States to the desirability of using in referred to therein, form part of the associated their own national regulations, as far as practicable, the precise Standard or Recommended Practice and have the language of those ICAO Standards that are of a regulatory same status. character and also of indicating departures from the Standards, including any additional national regulations that were import- 2. — Material approved by the Council for publication in ant for the safety or regularity of air navigation. Wherever association with the Standards and Recommended Practices: possible, the provisions of this Annex have been written in such a way as would facilitate incorporation, without major a) Forewords comprising historical and explanatory textual changes, into national legislation. material based on the action of the Council and including an explanation of the obligations of States with regard to the application of the Standards and Recommended Practices ensuing from the Conven- tion and the Resolution of Adoption. Status of Annex components b) Introductions comprising explanatory material intro- An Annex is made up of the following component parts, not duced at the beginning of parts, chapters or sections all of which, however, are necessarily found in every Annex; of the Annex to assist in the understanding of the they have the status indicated: application of the text.

1. — Material comprising the Annex proper: c) Notes included in the text, where appropriate, to give factual information or references bearing on the a) Standards and Recommended Practices adopted by Standards or Recommended Practices in question, the Council under the provisions of the Convention. but not constituting part of the Standards or They are defined as follows: Recommended Practices. d) Attachments comprising material supplementary to Standard. Any specification for physical character- the Standards and Recommended Practices, or istics, configuration, matériel, performance, personnel included as a guide to their application. or procedure, the uniform application of which is recognized as necessary for the safety or regularity of international air navigation and to which Contracting States will conform in accordance with the Conven- tion; in the event of impossibility of compliance, Selection of language notification to the Council is compulsory under Article 38. This Annex has been adopted in six languages — English, Arabic, Chinese, French, Russian and Spanish. Each Contract- Recommended Practice. Any specification for physical ing State is requested to select one of those texts for the characteristics, configuration, matériel, performance, purpose of national implementation and for other effects personnel or procedure, the uniform application of provided for in the Convention, either through direct use or which is recognized as desirable in the interests of through translation into its own national language, and to safety, regularity or efficiency of international air notify the Organization accordingly. navigation, and to which Contracting States will endeavour to conform in accordance with the Convention. Editorial practices b) Appendices comprising material grouped separately for convenience but forming part of the Standards The following practice has been adhered to in order to indicate and Recommended Practices adopted by the Council. at a glance the status of each statement: Standards have been printed in light face roman; Recommended Practices have c) Definitions of terms used in the Standards and been printed in light face italics, the status being indicated by Recommended Practices which are not self- the prefix Recommendation; Notes have been printed in light explanatory in that they do not have accepted face italics, the status being indicated by the prefix Note. dictionary meanings. A definition does not have an independent status but is an essential part of each It is to be noted that in the English text the following Standard and Recommended Practice in which the practice has been adhered to when writing the specifications: term is used, since a change in the meaning of the Standards employ the operative verb “shall”, while term would affect the specification. Recommended Practices employ the operative verb “should”.

1/11/0127/11/03 (viii) No. 42 Foreword Annex 11 — Air Traffic Services

The units of measurement used in this document are in changeable. It may, however, be inferred that an equivalent accordance with the International System of Units (SI) as level of safety is achieved when either set of units is used specified in Annex 5 to the Convention on International Civil exclusively. Aviation. Where Annex 5 permits the use of non-SI alternative units these are shown in parentheses following the Any reference to a portion of this document which is basic units. Where two sets of units are quoted it must not be identified by a number includes all subdivisions of that assumed that the pairs of values are equal and inter- portion.

Table A. Amendments to Annex 11

Adopted/approved Effective Amendment(s) Source(s) Subject(s) Applicable

1st Edition Rules of the Air and International Standards and Recommended Practices — Air Traffic 18 May 1950 Air Traffic Control (RAC) Services. 1 October 1950 Division, Third Session 1 June 1951 (1948)

1 to 6 Rules of the Air and Aerodrome traffic; transfer of control; contents of clearance; distress 27 November 1951 (2nd Edition) Air Traffic Control (RAC) phase; requirements for communications; upper flight information regions 1 April 1952 Division, Fourth and upper control areas; vertical separation. 1 September 1952 Session (1950)

7 Air Navigation Deletion of guidance material on the dissemination of information on ATS 22 February 1956 Commission facilities. — —

8 Second Air Navigation Definitions; establishment of authority; designations of airspace; 11 May 1956 (3rd Edition) Conference (1955) separation of aircraft; requirements for communications; requirements for 15 September 1956 meteorological information; determination and establishment of 1 December 1956 controlled airspaces; diagrams of communications.

9 Rules of the Air, Air Traffic Definitions; objectives of air traffic services; designations of airspace and 8 December 1959 (4th Edition) Services and Search and controlled aerodromes; specifications for airspace; air traffic control 1 May 1960 Rescue (RAC/SAR) service; alerting service; requirements for communications; determination 1 August 1960 Divisions (1958) and establishment of controlled airspaces, naming of reporting points; automation of air traffic control.

10 Panel for Coordinating SIGMET information; delegation and application of flight information 2 December 1960 Procedures Respecting the service; requirements for meteorological information. 1 April 1961 Supply of Information for 1 July 1961 Air Operations (1959)

11 Air Navigation Deletion of guidance material illustrating the depiction on charts of air 26 June 1961 Commission traffic services information. — —

12 Air Navigation Guidance material relating to the selection of designators for routes within 15 December 1961 Commission controlled airspace. — —

13 Air Navigation Notification of rescue coordination centres during uncertainty, alert and 13 April 1962 Commission distress phases. 1 August 1962 1 November 1962

14 Air Navigation Requirements for other aircraft in the vicinity of an aircraft in a state of 19 June 1964 Commission emergency to be informed of the nature of emergency. 1 November 1964 1 February 1965

(ix) 1/11/0127/11/03 No. 42 Annex 11 — Air Traffic Services Foreword

Adopted/approved Effective Amendment(s) Source(s) Subject(s) Applicable

15 Rules of the Air, Air Application of vertical separation for flights above FL 290; provision of 17 March 1965 (5th Edition) Traffic Services/ air traffic control service to VFR flights; delineation of airspace; vertical 29 March 1966 Operations (RAC/OPS) limits of flight information regions; ATS routes and reporting point 25 August 1966 Divisional Meeting designators; coordination with operators; methods of separation; (1963); Air Navigation requirements for communications; guidance material on the determination Commission and establishment of controlled airspace.

16 Air Traffic Control Transfer of responsibility for control; control of air traffic flow. 7 June 1967 Automation Panel 5 October 1967 (ATCAP), Fifth Meeting 8 February 1968 (1966)

17 Fifth Air Navigation Air traffic services reporting office and its communication requirements; 23 January 1969 Conference (1967) clearances and separation; scope of the flight information service; 23 May 1969 communications for control of vehicles at aerodromes; ATS requirements 18 September 1969 for meteorological information; information on aerodrome conditions and operational status of navigation aids.

18 Sixth Air Navigation Definitions; terminology for designating controlled airspace; vertical 25 May 1970 (6th Edition) Conference (1969); Air limits of ATS airspaces; minimum flight altitudes; establishment and 25 September 1970 Navigation Commission application of separation minima; clearances and separation; standard 4 February 1971 departure and arrival routes; establishment and identification of reporting points and reporting lines; provision of flight information service to IFR flights over water areas; establishment of air-ground communications for ATS purposes.

19 Air Navigation Authority over aircraft over the high seas; SIGMET information. 15 November 1972 Commission 15 March 1973 16 August 1973

20 Seventh Air Navigation Definitions; area navigation (RNAV); designators for ATS routes and 23 March 1973 Conference (1972) reporting points. 30 July 1973 23 May 1974

21 Council action in Practices to be followed by ATS units in the event that an aircraft is 7 December 1973 pursuance of Assembly subjected to unlawful interference. 7 April 1974 Resolutions A17-10 and 23 May 1974 A18-10

22 Technical Panel on Clearance for transonic acceleration and deceleration of supersonic 4 February 1975 Supersonic Transport flights; cooperation between military authorities and air traffic services 4 June 1975 Operations (SSTP), and requirements for communications. 9 October 1975 Fourth Meeting (1973); Air Navigation Commission

23 Air Navigation Use of SSR code 7500 in the event of unlawful interference; requirements 12 December 1975 Commission for communications between ATS units and meteorological offices. 12 April 1976 12 August 1976

24 Air Navigation Definitions; time-keeping accuracy. 7 April 1976 Commission 7 August 1976 30 December 1976

25 Ninth Air Navigation Definitions; VOR change-over points; identification of ATS routes; 7 December 1977 (7th Edition) Conference (1976) establishment and identification of significant points; flight information 7 April 1978 service; ATS requirements for information. 10 August 1978

1/11/0127/11/03 (x) No. 42 Foreword Annex 11 — Air Traffic Services

Adopted/approved Effective Amendment(s) Source(s) Subject(s) Applicable

26 Air Navigation Designation of standard departure and arrival routes. 3 December 1979 Commission 3 April 1980 27 November 1980

27 Air Navigation Coordination of activities constituting a potential hazard to flights of civil 4 March 1981 Commission aircraft; unmanned free balloons. 4 July 1981 26 November 1981

28 Air Navigation Requirements for communications between ATS units and military units. 1 April 1981 Commission 1 August 1981 26 November 1981

29 Operational Flight Provision of integrated AIS, ATS, MET and other pertinent operational 2 April 1982 Information Service information to aircraft in flight; composite separation; automatic 2 August 1982 (OFIS) Panel, Second recording of radar data; traffic information broadcasts by aircraft. 25 November 1982 Meeting (1980); Review of the General Concept of Separation Panel (RGCSP), Fourth Meeting (1980); Air Navigation Commission

30 ATS Data Acquisition, ATS requirements for communications; marking of surface wind 16 March 1983 Processing and Transfer indicators; surface movement guidance and control systems; units of 29 July 1983 (ADAPT) Panel, Third measurement; definitions. 24 November 1983 Meeting (1981); AGA Divisional Meeting (1981); Air Navigation Commission

31 Council; Air Navigation Civil-military coordination; in-flight contingencies involving strayed or 12 March 1986 Commission unidentified aircraft and/or interception of civil aircraft; requirements for 27 July 1986 communications; traffic information broadcasts by aircraft. 20 November 1986

32 Review of the General Definitions; Coordinated Universal Time (UTC); volcanic ash warnings; 18 March 1987 (8th Edition) Concept of Separation establishment of ATS routes defined by VOR; deletion of Attachments A, 27 July 1987 Panel (RGCSP), Fifth B, C, D, F and G. 19 November 1987 Meeting (1985); Air Navigation Commission

33 Secretariat; Visual Flight Operation of aircraft in mixed VFR/IFR; ATS requirements for NOTAM 12 March 1990 (9th Edition) Rules Operations Panel, action; surface movement guidance and control; and ATS responsibilities 30 July 1990 Third Meeting (1986); Air regarding acts of unlawful interference. 14 November 1991 Navigation Commission; amendments consequential to the adoption of amendments to Annex 6

34 Secondary Surveillance Definitions; provision of air traffic services irrespective of airborne 26 February 1993 Radar Improvements and collision avoidance system (ACAS) operation. 26 July 1993 Collision Avoidance 11 November 1993 Systems Panel, Fourth Meeting (SICASP/4) (1989)

(xi) 1/11/0127/11/03 No. 42 Annex 11 — Air Traffic Services Foreword

Adopted/approved Effective Amendment(s) Source(s) Subject(s) Applicable

35 Review of the General Definitions; reduced vertical separation minimum of 300 m (1 000 ft) 18 March 1994 (10th Edition) Concept of Separation vertical separation minimum above FL 290; integration of helicopter 25 July 1994 Panel (RGCSP), Sixth traffic with conventional aeroplane traffic; establishment of ATS routes 10 November 1994 Meeting (1988), Seventh defined by VOR and establishment of ATS routes for use by RNAV- Meeting (1990), Eighth equipped aircraft; required navigation performance; automatic dependent Meeting (1993); Automatic surveillance; provisions relating to the World Geodetic System — 1984 Dependent Surveillance (WGS-84) geodetic datum; transmission of information to aircraft on Panel (ADSP), Second radioactive material and toxic chemical “clouds”. Meeting (1992); Air Navigation Commission

36 Fourth Meeting of the Pressure-altitude reporting transponders; microwave landing system; 8 March 1996 Secondary Surveillance en-route obstacle clearance criteria. 15 July 1996 Radar Improvements 7 November 1996 and Collision Avoidance Systems Panel (SICASP/4); Thirteenth and Fourteenth Meetings of the All Weather Operations Panel (AWOP/13 and 14); Tenth Meeting of the Obstacle Clearance Panel (OCP/10)

37 Air Navigation Aeronautical databases; AIRMET information; wind shear. 20 March 1997 (11th Edition) Commission; 21 July 1997 Amendment 70 to 6 November 1997 Annex 3

38 Automatic Dependent Definitions; automatic dependent surveillance systems and procedures; 19 March 1998 (12th Edition) Surveillance Panel, Fourth data interchange between automated ATS systems; ATS applications for 20 July 1998 Meeting (1996); Review of air-ground data links; separation between aircraft; RNP and RNAV for en- 5 November 1998 the General Concept of route operations; requirements for the uplink of OPMET information to Separation Panel, Ninth aircraft in flight; volcanic ash advisories; Human Factors. Meeting (1996); Amendment 71 to Annex 3; Air Navigation Commission

39 Air Navigation ATS airspace classifications; visual meteorological conditions; and 10 March 1999 Commission minimum safe altitude warning. 19 July 1999 4 November 1999

40 Air Navigation Definitions; ATS safety management; ADS to indicate state of aircraft 12 March 2001 (13th Edition) Commission; Fifth emergency; flexible use of airspace; minimum flight altitudes; terrain 16 July 2001 Meeting of the Automatic clearance during radar vectoring; downstream clearance delivery service; 1 November 2001 Dependent Surveillance transfer of responsibility for control; read-back of clearances; air traffic Panel (ADSP/5); Thirty- flow management; automatic terminal information service; VOLMET and ninth Meeting of the D-VOLMET; equipment in ATS units and criteria for indicators(s) for European Air Navigation RVR values; editorial amendments. Planning Group (EANPG); Twelfth Meeting of the Obstacle Clearance Panel (OCP/12); Amendments 25, 20 and 7 to Annex 6, Parts I, II and III, respectively; Secretariat

1/11/0127/11/03 (xii) No. 42 Enqdvnqc @ m m dw 0 0 @ hq S q` eehb R dquhbdr

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'w hhh( 01.630.00././024 M n - 3 12 INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES

CHAPTER 1. DEFINITIONS

Note 1.— Throughout the text of this document the term except for engine failure or damage, when the “service” is used as an abstract noun to designate functions, damage is limited to the engine, its cowlings or or service rendered; the term “unit” is used to designate a accessories; or for damage limited to propellers, wing collective body performing a service. tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or Note 2.— The designation (RR) in these definitions indicates a definition which has been extracted from the Radio c) the aircraft is missing or is completely inaccessible. Regulations of the International Telecommunication Union (ITU) (see Handbook on Radio Frequency Spectrum Require- Note 1.— For statistical uniformity only, an injury resulting ments for Civil Aviation including statement of approved in death within thirty days of the date of the accident is ICAO policies (Doc 9718)). classified as a fatal injury by ICAO.

When the following terms are used in the Standards and Note 2.— An aircraft is considered to be missing when the Recommended Practices for Air Traffic Services, they have official search has been terminated and the wreckage has not the following meanings: been located.

Accepting unit. Air traffic control unit next to take control of Accuracy. A degree of conformance between the estimated or an aircraft. measured value and the true value.

Accident. An occurrence associated with the operation of an Note.— For measured positional data the accuracy is aircraft which takes place between the time any person normally expressed in terms of a distance from a stated boards the aircraft with the intention of flight until such position within which there is a defined confidence of the true time as all such persons have disembarked, in which: position falling.

a) a person is fatally or seriously injured as a result of: Advisory airspace. An airspace of defined dimensions, or designated route, within which air traffic advisory service — being in the aircraft, or is available. — direct contact with any part of the aircraft, including parts which have become detached from the aircraft, Advisory route. A designated route along which air traffic or advisory service is available.

— direct exposure to jet blast, Aerodrome. A defined area on land or water (including any buildings, installations and equipment) intended to be used except when the injuries are from natural causes, either wholly or in part for the arrival, departure and surface self-inflicted or inflicted by other persons, or when movement of aircraft. the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or Aerodrome control service. Air traffic control service for aerodrome traffic. b) the aircraft sustains damage or structural failure which: Aerodrome control tower. A unit established to provide air — adversely affects the structural strength, performance traffic control service to aerodrome traffic. or flight characteristics of the aircraft, and Aerodrome traffic. All traffic on the manoeuvring area of an — would normally require major repair or replacement aerodrome and all aircraft flying in the vicinity of of the affected component, an aerodrome.

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0,6 01.30.00././04 M n - 3 2 CHAPTER 2. GENERAL

2.1 Establishment of authority 2.1.3 When it has been determined that air traffic services will be provided, the States concerned shall designate the 2.1.1 Contracting States shall determine, in accordance authority responsible for providing such services. with the provisions of this Annex and for the territories over which they have jurisdiction, those portions of the airspace and Note 1.— The authority responsible for establishing and those aerodromes where air traffic services will be provided. providing the services may be a State or a suitable Agency. They shall thereafter arrange for such services to be established and provided in accordance with the provisions of Note 2.— Situations which arise in respect of the this Annex, except that, by mutual agreement, a State may establishment and provision of air traffic services to either delegate to another State the responsibility for establishing and part or whole of an international flight are as follows: providing air traffic services in flight information regions, control areas or control zones extending over the territories of Situation 1: A route, or portion of a route, contained within the former. airspace under the sovereignty of a State establishing and providing its own air traffic services. Note.— If one State delegates to another State the responsibility for the provision of air traffic services over its Situation 2: A route, or portion of a route, contained within territory, it does so without derogation of its national sover- airspace under the sovereignty of a State which has, by mutual eignty. Similarly, the providing State’s responsibility is limited agreement, delegated to another State, responsibility for the to technical and operational considerations and does not establishment and provision of air traffic services. extend beyond those pertaining to the safety and expedition of aircraft using the concerned airspace. Furthermore, the Situation 3: A portion of a route contained within airspace providing State in providing air traffic services within the over the high seas or in airspace of undetermined sovereignty territory of the delegating State will do so in accordance with for which a State has accepted the responsibility for the the requirements of the latter which is expected to establish establishment and provision of air traffic services. such facilities and services for the use of the providing State as are jointly agreed to be necessary. It is further expected For the purpose of this Annex, the State which designates the that the delegating State would not withdraw or modify such authority responsible for establishing and providing the air facilities and services without prior consultation with the traffic services is: providing State. Both the delegating and providing States may terminate the agreement between them at any time. in Situation 1: the State having sovereignty over the relevant portion of the airspace; 2.1.2 Those portions of the airspace over the high seas or in Situation 2: the State to whom responsibility for the in airspace of undetermined sovereignty where air traffic establishment and provision of air traffic services has been services will be provided shall be determined on the basis of delegated; regional air navigation agreements. A Contracting State having accepted the responsibility to provide air traffic services in in Situation 3: the State which has accepted the re- such portions of airspace shall thereafter arrange for the sponsibility for the establishment and provision of air traffic services to be established and provided in accordance with the services. provisions of this Annex. 2.1.4 Where air traffic services are established, infor- Note 1.— The phrase “regional air navigation agree- mation shall be published as necessary to permit the utilization ments” refers to the agreements approved by the Council of of such services. ICAO normally on the advice of Regional Air Navigation Meetings.

Note 2.— The Council, when approving the Foreword to 2.2 Objectives of this Annex, indicated that a Contracting State accepting the the air traffic services responsibility for providing air traffic services over the high seas or in airspace of undetermined sovereignty may apply the The objectives of the air traffic services shall be to: Standards and Recommended Practices in a manner consistent with that adopted for airspace under its jurisdiction. a) prevent collisions between aircraft;

ANNEX 11 2-1 1/11/01 Annex 11 — Air Traffic Services Chapter 2

b) prevent collisions between aircraft on the manoeuvring Note.— Due to the number of elements involved, it has not area and obstructions on that area; been possible to develop specific data to determine the need for air traffic services in a given area or at a given location. c) expedite and maintain an orderly flow of air traffic; For example:

d) provide advice and information useful for the safe and a) a mixture of different types of air traffic with aircraft of efficient conduct of flights; varying speeds (conventional jet, etc.) might necessitate the provision of air traffic services, whereas a relatively e) notify appropriate organizations regarding aircraft in need greater density of traffic where only one type of operation of search and rescue aid, and assist such organizations is involved would not; as required. b) meteorological conditions might have considerable effect in areas where there is a constant flow of air traffic (e.g. scheduled traffic), whereas similar or worse meteoro- 2.3 Divisions of the air traffic services logical conditions might be relatively unimportant in an area where air traffic would be discontinued in such The air traffic services shall comprise three services identified conditions (e.g. local VFR flights); as follows. c) open stretches of water, mountainous, uninhabited or 2.3.1 The air traffic control service, to accomplish desert areas might necessitate the provision of air traffic objectives a), b) and c) of 2.2, this service being divided in services even though the frequency of operations is three parts as follows: extremely low. a) Area control service: the provision of air traffic control 2.4.2 The carriage of airborne collision avoidance systems service for controlled flights, except for those parts of (ACAS) by aircraft in a given area shall not be a factor in such flights described in 2.3.1 b) and c), in order to determining the need for air traffic services in that area. accomplish objectives a) and c) of 2.2;

b) Approach control service: the provision of air traffic control service for those parts of controlled flights associated with arrival or departure, in order to 2.5 Designation of the portions of accomplish objectives a) and c) of 2.2; the airspace and controlled aerodromes where air traffic services will be provided c) Aerodrome control service: the provision of air traffic control service for aerodrome traffic, except for those 2.5.1 When it has been determined that air traffic services parts of flights described in 2.3.1 b), in order to will be provided in particular portions of the airspace or at accomplish objectives a), b) and c) of 2.2. particular aerodromes, then those portions of the airspace or those aerodromes shall be designated in relation to the air 2.3.2 The flight information service, to accomplish traffic services that are to be provided. objective d) of 2.2.

2.3.3 The alerting service, to accomplish objective e) of 2.5.2 The designation of the particular portions of the 2.2. airspace or the particular aerodromes shall be as follows:

2.5.2.1 Flight information regions. Those portions of the airspace where it is determined that flight information service 2.4 Determination of the need for and alerting service will be provided shall be designated as air traffic services flight information regions.

2.4.1 The need for the provision of air traffic services shall be determined by consideration of the following: 2.5.2.2 Control areas and control zones

a) the types of air traffic involved; 2.5.2.2.1 Those portions of the airspace where it is determined that air traffic control service will be provided to b) the density of air traffic; IFR flights shall be designated as control areas or control zones. c) the meteorological conditions; Note.— The distinction between control areas and control d) such other factors as may be relevant. zones is made in 2.9.

1/11/01 2-2 Chapter 2 Annex 11 — Air Traffic Services

2.5.2.2.1.1 Those portions of controlled airspace wherein 2.6.3 The requirements for flights within each class of it is determined that air traffic control service will also be airspace shall be as shown in the table in Appendix 4. provided to VFR flights shall be designated as Classes B, C, or D airspace. Note.— Where the ATS airspaces adjoin vertically, i.e. one above the other, flights at a common level would comply 2.5.2.2.2 Where designated within a flight information with requirements of, and be given services applicable to, region, control areas and control zones shall form part of that the less restrictive class of airspace. In applying these criteria, flight information region. Class B airspace is therefore considered less restrictive than Class A airspace; Class C airspace less restrictive than 2.5.2.3 Controlled aerodromes. Those aerodromes where Class B airspace, etc. it is determined that air traffic control service will be provided to aerodrome traffic shall be designated as controlled aerodromes. 2.7 Required navigation performance (RNP) for en-route operations

2.6 Classification of airspaces 2.7.1 RNP types shall be prescribed by States. When applicable, the RNP type(s) for designated areas, tracks or ATS 2.6.1 ATS airspaces shall be classified and designated in routes shall be prescribed on the basis of regional air accordance with the following: navigation agreements.

Class A. IFR flights only are permitted, all flights are 2.7.2 Recommendation.— For the en-route phase of provided with air traffic control service and are separated from flight, RNP types RNP 1, RNP 4, RNP 10, RNP 12.6 and each other. RNP 20 should be implemented as soon as practicable.

Class B. IFR and VFR flights are permitted, all flights are 2.7.3 The prescribed RNP type shall be appropriate to the provided with air traffic control service and are separated from level of communications, navigation and air traffic services each other. provided in the airspace concerned. Class C. IFR and VFR flights are permitted, all flights are Note.— Applicable RNP types and associated procedures provided with air traffic control service and IFR flights are are published in the Manual on Required Navigation separated from other IFR flights and from VFR flights. VFR Performance (RNP) (Doc 9613). flights are separated from IFR flights and receive traffic information in respect of other VFR flights.

Class D. IFR and VFR flights are permitted and all flights 2.8 Establishment and designation of the are provided with air traffic control service, IFR flights are units providing air traffic services separated from other IFR flights and receive traffic infor- mation in respect of VFR flights, VFR flights receive traffic The air traffic services shall be provided by units established information in respect of all other flights. and designated as follows: Class E. IFR and VFR flights are permitted, IFR flights are provided with air traffic control service and are separated from 2.8.1 Flight information centres shall be established to other IFR flights. All flights receive traffic information as far provide flight information service and alerting service within as is practical. Class E shall not be used for control zones. flight information regions, unless the responsibility of pro- viding such services within a flight information region is Class F. IFR and VFR flights are permitted, all participating assigned to an air traffic control unit having adequate facilities IFR flights receive an air traffic advisory service and all flights for the discharge of such responsibility. receive flight information service if requested. Note.— This does not preclude delegating to other units the Note.— Where air traffic advisory service is implemented, function of providing certain elements of the flight information this is considered normally as a temporary measure only until service. such time as it can be replaced by air traffic control. (See also PANS-ATM, Chapter 9.) 2.8.2 Air traffic control units shall be established to provide air traffic control service, flight information service Class G. IFR and VFR flights are permitted and receive and alerting service within control areas, control zones and at flight information service if requested. controlled aerodromes.

2.6.2 States shall select those airspace classes appropriate Note.— The services to be provided by various air traffic to their needs. control units are indicated in 3.2.

2-3 1/11/01 Annex 11 — Air Traffic Services Chapter 2

2.9 Specifications for flight information 2.9.3.2 A lower limit of a control area shall be established regions, control areas and control zones at a height above the ground or water of not less than 200 m (700 ft). 2.9.1 Recommendation.— The delineation of airspace, wherein air traffic services are to be provided, should be Note.— This does not imply that the lower limit has to be related to the nature of the route structure and the need for established uniformly in a given control area (see Figure A-5 efficient service rather than to national boundaries. of the Air Traffic Services Planning Manual (Doc 9426), Part I, Section 2, Chapter 3). Note 1.— Agreements to permit the delineation of airspace lying across national boundaries are advisable when such 2.9.3.2.1 Recommendation.— The lower limit of a action will facilitate the provision of air traffic services (see control area should, when practicable and desirable in order 2.1.1). Agreements which permit delineation of airspace to allow freedom of action for VFR flights below the control boundaries by straight lines will, for example, be most area, be established at a greater height than the minimum convenient where data processing techniques are used by air specified in 2.9.3.2. traffic services units. 2.9.3.2.2 Recommendation.— When the lower limit of a Note 2.— Where delineation of airspace is made by control area is above 900 m (3 000 ft) MSL it should coincide reference to national boundaries there is a need for suitably with a VFR cruising level of the tables in Appendix 3 to sited transfer points to be mutually agreed upon. Annex 2.

Note.— This implies that the selected VFR cruising level be 2.9.2 Flight information regions such that expected local atmospheric pressure variations do not result in a lowering of this limit to a height of less than 2.9.2.1 Flight information regions shall be delineated to 200 m (700 ft) above ground or water. cover the whole of the air route structure to be served by such regions. 2.9.3.3 An upper limit of a control area shall be established when either: 2.9.2.2 A flight information region shall include all airspace within its lateral limits, except as limited by an upper a) air traffic control service will not be provided above flight information region. such upper limit; or

2.9.2.3 Where a flight information region is limited by an b) the control area is situated below an upper control area, upper flight information region, the lower limit specified for in which case the upper limit shall coincide with the the upper flight information region shall constitute the upper lower limit of the upper control area. vertical limit of the flight information region and shall coincide with a VFR cruising level of the tables in Appendix 3 When established, such upper limit shall coincide with a VFR to Annex 2. cruising level of the tables in Appendix 3 to Annex 2.

Note.— In cases where an upper flight information region is established the procedures applicable therein need not be 2.9.4 Flight information regions or identical with those applicable in the underlying flight control areas in the upper airspace information region. Recommendation.— Where it is desirable to limit the number of flight information regions or control areas through which high flying aircraft would otherwise have to operate, a 2.9.3 Control areas flight information region or control area, as appropriate, should be delineated to include the upper airspace within the 2.9.3.1 Control areas including, inter alia, airways and lateral limits of a number of lower flight information regions terminal control areas shall be delineated so as to encompass or control areas. sufficient airspace to contain the flight paths of those IFR flights or portions thereof to which it is desired to provide the applicable parts of the air traffic control service, taking into 2.9.5 Control zones account the capabilities of the navigation aids normally used in that area. 2.9.5.1 The lateral limits of control zones shall encompass at least those portions of the airspace, which are not within Note.— In a control area other than one formed by a control areas, containing the paths of IFR flights arriving at system of airways, a system of routes may be established to and departing from aerodromes to be used under instrument facilitate the provision of air traffic control. meteorological conditions.

1/11/01 2-4 Chapter 2 Annex 11 — Air Traffic Services

Note.— Aircraft holding in the vicinity of aerodromes are 2.11.2 Recommendation.— When warranted by density, considered as arriving aircraft. complexity or nature of the traffic, special routes should be established for use by low-level traffic, including helicopters 2.9.5.2 The lateral limits of a control zone shall extend to operating to and from helidecks on the high seas. When at least 9.3 km (5 NM) from the centre of the aerodrome or determining the lateral spacing between such routes, account aerodromes concerned in the directions from which approaches should be taken of the navigational means available and the may be made. navigation equipment carried on board helicopters. Note.— A control zone may include two or more aerodromes 2.11.3 ATS routes shall be identified by designators. situated close together.

2.9.5.3 If a control zone is located within the lateral limits 2.11.4 Designators for ATS routes other than standard of a control area, it shall extend upwards from the surface of departure and arrival routes shall be selected in accordance the earth to at least the lower limit of the control area. with the principles set forth in Appendix 1.

Note.— An upper limit higher than the lower limit of the 2.11.5 Standard departure and arrival routes and associated overlying control area may be established when desired. procedures shall be identified in accordance with the principles set forth in Appendix 3. 2.9.5.4 Recommendation.— If a control zone is located outside of the lateral limits of a control area, an upper limit Note 1.— Guidance material relating to the establishment should be established. of ATS routes is contained in the Air Traffic Services Planning Manual (Doc 9426). 2.9.5.5 Recommendation.— If it is desired to establish the upper limit of a control zone at a level higher than the Note 2.— Guidance material relating to the establishment lower limit of the control area established above it, or if the of ATS routes defined by VOR is contained in Attachment A. control zone is located outside of the lateral limits of a control area, its upper limit should be established at a level which can easily be identified by pilots. When this limit is above 900 m Note 3.— The spacing between parallel tracks or between (3 000 ft) MSL it should coincide with a VFR cruising level of parallel ATS route centre lines for which an RNP type is the tables in Appendix 3 to Annex 2. required will be dependent upon the relevant RNP type specified. Guidance material relating to the establishment of Note.— This implies that, if used, the selected VFR cruising ATS routes for use by RNAV-equipped aircraft and to the level be such that expected local atmospheric pressure vari- spacing between routes based on RNP type is contained in ations do not result in a lowering of this limit to a height of Attachment B. less than 200 m (700 ft) above ground or water.

2.12 Establishment of 2.10 Identification of air traffic change-over points services units and airspaces 2.12.1 Recommendation.— Change-over points should 2.10.1 Recommendation.— An area control centre or be established on ATS route segments defined by reference to flight information centre should be identified by the name of a very high frequency omnidirectional radio ranges where this nearby town or city or geographic feature. will assist accurate navigation along the route segments. The establishment of change-over points should be limited to route 2.10.2 Recommendation.— An aerodrome control tower segments of 110 km (60 NM) or more, except where the or approach control unit should be identified by the name of complexity of ATS routes, the density of navigation aids or the aerodrome at which it is located. other technical and operational reasons warrant the estab- 2.10.3 Recommendation.— A control zone, control area lishment of change-over points on shorter route segments. or flight information region should be identified by the name of the unit having jurisdiction over such airspace. 2.12.2 Recommendation.— Unless otherwise established in relation to the performance of the navigation aids or frequency protection criteria, the change-over point on a route segment should be the mid-point between the facilities in the 2.11 Establishment and case of a straight route segment or the intersection of radials identification of ATS routes in the case of a route segment which changes direction between the facilities. 2.11.1 When ATS routes are established, a protected airspace along each ATS route and a safe spacing between Note.— Guidance on the establishment of change-over adjacent ATS routes shall be provided. points is contained in Attachment A.

2-5 1/11/01 Annex 11 — Air Traffic Services Chapter 2

2.13 Establishment and identification of 2.16.2 Coordination of activities potentially hazardous to significant points civil aircraft shall be effected in accordance with 2.17.

2.13.1 Significant points shall be established for the 2.16.3 Arrangements shall be made to permit information purpose of defining an ATS route and/or in relation to the relevant to the safe and expeditious conduct of flights of civil requirements of air traffic services for information regarding aircraft to be promptly exchanged between air traffic services the progress of aircraft in flight. units and appropriate military units.

2.13.2 Significant points shall be identified by designators. 2.16.3.1 Air traffic services units shall, either routinely or on request, in accordance with locally agreed procedures, 2.13.3 Significant points shall be established and provide appropriate military units with pertinent flight plan identified in accordance with the principles set forth in and other data concerning flights of civil aircraft. In order to Appendix 2. eliminate or reduce the need for interceptions, air traffic ser- vices authorities shall designate any areas or routes where the requirements of Annex 2 concerning flight plans, two-way communications and position reporting apply to all flights to 2.14 Establishment and identification of ensure that all pertinent data is available in appropriate air standard routes for taxiing aircraft traffic services units specifically for the purpose of facilitating identification of civil aircraft. 2.14.1 Recommendation.— Where necessary, standard routes for taxiing aircraft should be established on an aero- 2.16.3.2 Special procedures shall be established in order drome between runways, aprons and maintenance areas. Such to ensure that: routes should be direct, simple and where practicable, designed to avoid traffic conflicts. a) air traffic services units are notified if a military unit observes that an aircraft which is, or might be, a civil 2.14.2 Recommendation.— Standard routes for taxiing aircraft is approaching, or has entered, any area in which aircraft should be identified by designators distinctively interception might become necessary; different from those of the runways and ATS routes. b) all possible efforts are made to confirm the identity of the aircraft and to provide it with the navigational guidance necessary to avoid the need for interception. 2.15 Coordination between the operator and air traffic services

2.15.1 Air traffic services units, in carrying out their 2.17 Coordination of activities potentially objectives, shall have due regard for the requirements of the hazardous to civil aircraft operators consequent on their obligations as specified in Annex 6, and, if so required by the operators, shall make 2.17.1 The arrangements for activities potentially hazard- available to them or their designated representatives such ous to civil aircraft, whether over the territory of a State or information as may be available to enable them or their over the high seas, shall be coordinated with the appropriate designated representatives to carry out their responsibilities. air traffic services authorities. The coordination shall be effected early enough to permit timely promulgation of 2.15.2 When so requested by an operator, messages information regarding the activities in accordance with the (including position reports) received by air traffic services provisions of Annex 15. units and relating to the operation of the aircraft for which operational control service is provided by that operator shall, 2.17.1.1 Recommendation.— If the appropriate ATS so far as practicable, be made available immediately to the authority is not that of the State where the organization operator or a designated representative in accordance with planning the activities is located, initial coordination should locally agreed procedures. be effected through the ATS authority responsible for the airspace over the State where the organization is located.

2.17.2 The objective of the coordination shall be to 2.16 Coordination between military authorities achieve the best arrangements which will avoid hazards to and air traffic services civil aircraft and minimize interference with the normal operations of such aircraft. 2.16.1 Air traffic services authorities shall establish and maintain close cooperation with military authorities respon- 2.17.2.1 Recommendation.— In determining these sible for activities that may affect flights of civil aircraft. arrangements the following should be applied:

1/11/01 2-6 Chapter 2 Annex 11 — Air Traffic Services

a) the locations or areas, times and durations for the Note.— Specifications governing the quality system are activities should be selected to avoid closure or given in Annex 15, Chapter 3. realignment of established ATS routes, blocking of the most economic flight levels, or delays of scheduled 2.18.2 Contracting States shall ensure that integrity of aircraft operations, unless no other options exist; aeronautical data is maintained throughout the data process from survey/origin to the next intended user. Aeronautical data b) the size of the airspace designated for the conduct of the integrity requirements shall be based upon the potential risk activities should be kept as small as possible; resulting from the corruption of data and upon the use to which the data item is put. Consequently, the following c) direct communication between the appropriate ATS classifications and data integrity levels shall apply: authority or air traffic services unit and the organization or unit conducting the activities should be provided for a) critical data, integrity level 1 × 10-8: there is a high use in the event that civil aircraft emergencies or other probability when using corrupted critical data that the unforeseen circumstances require discontinuation of the continued safe flight and landing of an aircraft would be activities. severely at risk with the potential for catastrophe;

2.17.3 The appropriate ATS authorities shall be responsible b) essential data, integrity level 1 × 10-5: there is a low for initiating the promulgation of information regarding the probability when using corrupted essential data that the activities. continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; and 2.17.4 Recommendation.— If activities potentially hazardous to civil aircraft take place on a regular or continuing c) routine data, integrity level 1 × 10-3: there is a very low basis, special committees should be established as required to probability when using corrupted routine data that the ensure that the requirements of all parties concerned are continued safe flight and landing of an aircraft would be adequately coordinated. severely at risk with the potential for catastrophe.

2.17.5 Adequate steps shall be taken to prevent emission 2.18.3 Protection of electronic aeronautical data while of laser beams from adversely affecting flight operations. stored or in transit shall be totally monitored by the cyclic redundancy check (CRC). To achieve protection of the Note 1.— Guidance material regarding the hazardous effects integrity level of critical and essential aeronautical data as of laser emitters on flight operations is contained in the Manual classified in 2.18.2, a 32- or 24-bit CRC algorithm shall apply on Laser Emitters and Flight Safety (Doc 9815). respectively.

Note 2.— See also Annex 14 — Aerodromes, Volume I — 2.18.4 Recommendation.— To achieve protection of the Aerodrome Design and Operations, Chapter 5. integrity level of routine aeronautical data as classified in 2.18.2, a 16-bit CRC algorithm should apply. 2.17.6 Recommendation.— In order to provide added airspace capacity and to improve efficiency and flexibility of Note.— Guidance material on the aeronautical data quality aircraft operations, States should establish procedures pro- requirements (accuracy, resolution, integrity, protection and viding for a flexible use of airspace reserved for military or traceability) is contained in the World Geodetic System — other special activities. The procedures should permit all 1984 (WGS-84) Manual (Doc 9674). Supporting material in airspace users to have safe access to such reserved airspace. respect of the provisions of Appendix 5 related to accuracy and integrity of aeronautical data is contained in RTCA Docu- ment DO-201A and European Organization for Civil Aviation Equipment (EUROCAE) Document ED-77 — Industry 2.18 Aeronautical data Requirements for Aeronautical Information.

2.18.1 Determination and reporting of air traffic services- 2.18.5 Geographical coordinates indicating latitude and related aeronautical data shall be in accordance with the longitude shall be determined and reported to the aeronautical accuracy and integrity requirements set forth in Tables 1 to 5 information services authority in terms of the World Geodetic contained in Appendix 5 while taking into account the System — 1984 (WGS-84) geodetic reference datum, ident- established quality system procedures. Accuracy requirements ifying those geographical coordinates which have been for aeronautical data are based upon a 95 per cent confidence transformed into WGS-84 coordinates by mathematical means level, and in that respect three types of positional data shall be and whose accuracy of original field work does not meet the identified: surveyed points (e.g. navigation aids positions), requirements in Appendix 5, Table 1. calculated points (mathematical calculations from the known surveyed points of points in space/fixes) and declared points 2.18.6 The order of accuracy of the field work and (e.g. flight information region boundary points). determinations and calculations derived therefrom shall be

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b( sg d n bbt qqdm bd n e u n kb`m hb `bshu hsx n a rdqu dc a x ` hq sq`eehb rdqu hbdr o dqrn m m dk n q qd o n qsdc a x `hqbq`es: `m c 1-0 8 B n n qc hm ` shn m a dsv ddm l dsdn qn kn f hb` k ` m c ` hqsq` eehbrdqu hb dr` t sg n q hshdr c ( `m x n sg dq hm en ql `shn m bn m rhc d qdc sn a d n e n o dq`shn m `k rhf m hehb`m bd- 1-08 -0 S n dm rt qd sg `s `hqbq`es qdbdhu d sg d l n rs t o ,sn ,c `sd l dsd n qn kn f hb`k hm en ql `shn m en q `hqbq`es n o d q`shn m r+ ` qq`m f d , 1-1/ -1 A d en qd hm sqn c t bhm f bg `m f d r sn sg d `hq m `u hf `shn m l dm sr rg `kk a d l `c d+ v g dqd m dbdrr`qx + a dsv ddm l dsdn qn , rx rsdl + c t d `bb n t m s rg `kk a d s`j dm a x sg d rdqu hbdr qdro n m rha kd kn f hb`k `m c `hq sq`eehb rd qu hb dr `t sg n qhshdr en q `hq sq`eehb rdqu hbdr en q rt bg bg ` m f dr n e sg d shl d m ddc d c a x sg d ` dqn m `t shb`k hm en q, o dqrn m m dk9 l ` shn m rdqu hbd en q sg d o qdo `q`shn m + o qn c t bshn m `m c hrrt `m bd n e qdkdu `m s l `sdqh`k en q o qn l t kf ` shn m - S n dm rt qd shl dkx o qn u hrhn m `( hm `c c hshn m sn t rhm f hm c hb`shm f hm rsqt l dm sr+ sn qd o n qs+ he n e sg d hm en ql `shn m sn sg d `dqn m `t shb`k hm en ql `shn m rdqu hbd+ bkn rd n a rdqu dc a x `hq sq`eehb rdqu hbdr o dqrn m m dk n q bn l l t m h, bn n qc hm ` shn m a dsv d dm sg n rd rdqu hbdr bn m bdqm dc hr sg dqd en qd b`sdc a x `hqbq`es+ rt bg n sg dq l dsd n qn kn f hb`k dkdl dm sr `r qdp t hqdc - l `x a d `f qddc t o n m : 1-1/ -2 N e o `qshbt k`q hl o n qs`m bd `qd bg `m f dr sn ` dqn , a ( sn qdo n qs `r rn n m `r o n rrha kd sn sg d `rrn bh`sdc l dsdn qn , m ` t shb`k hm en ql `shn m sg `s `eedbs bg `qsr ` m c .n q bn l o t sdq,a ` rdc kn f hb`k n eehbd l dsdn qn kn f hb`k o g dm n l dm ` n e n o dq`shn m `k m ` u hf `shn m rx rsdl r v g hbg p t `khex sn a d m n shehd c a x sg d rhf m hehb`m bd+ he n a rdqu dc a x `hq sq`eehb rdqu hbdr o dqrn m m dk @ dqn m `t shb`k Hm en ql ` shn m Q df t k`shn m `m c B n m sqn k '@ HQ @ B ( n q b n l l t m hb`sd c a x `hqbq`es+ v g hbg g `u d m n s a ddm rx rsdl + `r ro dbhehdc hm @ m m d w 04 + B g `o sd q 5 `m c @ o o dm c hw 3 - hm bkt c dc hm sg d `dqn c qn l d l dsdn qn kn f hb`k qdo n qs: S g d o qdc dsdql hm dc + hm sdqm `shn m ` kkx `f qddc @ HQ @ B deedbshu d c ` sdr hm `c c hshn m sn 03 c `x r o n rs`f d shl d rg `kk a d n a rdqu dc a x b( sn qdo n qs `r rn n m `r o n rrha kd sn sg d `rrn bh`sdc sg d qdro n m rha kd ` hq sq`eehb rdqu hbdr v g dm rt a l hsshm f sg d q`v l dsdn qn kn f hb`k n eehbd o dqshm dm s hm en ql `shn m bn m bdqm hm f hm en ql `shn m .c `s` sn `dqn m `t shb` k hm en ql `shn m rdqu hbdr- o qd,dqt o shn m u n kb`m hb `bshu hsx + u n kb`m hb dqt o shn m r `m c 1-1/ -3 S g d `hq sq`eehb rdqu hbdr qdro n m rha kd en q sg d o qn u hrhn m hm en ql `shn m bn m bdqm hm f u n kb`m hb `rg bkn t c - Hm `c c hshn m + n e q`v `dqn m `t shb`k hm en ql `shn m .c `s` sn sg d `dqn m `t shb` k hm en q, `qd` bn m sqn k bdm sqdr `m c ekhf g s hm en ql `shn m bdm sqdr rg `kk l ` shn m rdqu hbdr rg `kk c n rn v g hkd s`j hm f hm sn `b bn t m s `bbt q`bx qdo n qs sg d hm en ql `shn m sn sg d `rrn bh`sdc l dsdn qn kn f hb`k `m c hm sdf qhsx qdp t hqdl dm sr en q `dqn m `t shb` k c `s` `r ro dbhehdc hm v `sbg n eehbd `m c u n kb`m hb `rg `c u hrn qx bdm sqdr 'U @ @ B r(- @ o o dm c hw 4 sn sg hr @ m m dw -

M n sd0 -% U @ @ B r`qdc drhf m `sdc a x qdf hn m `k`hqm `uhf `shn m M n sd 0 -%  R o db hehb `shn m r en q sg d hrrt d  n e ` M N S @ L + `f qddl dm srhm `bbn qc `m bdv hsg @ m m d w2 +B g `o sdq2 +2 -4 -0 - R M N V S @ L  `m c  @ R G S @ L  `qd  bn m s`hm dc  hm  @ m m d w 0 4 + B g `o sdq 4 - M n sd 1 -%  R dd 3 -1 -2  qdf `qc hm f  sq`m rl hrrhn m  n e ro dbh`k `hq,qdo n qsr- M n sd1 -% Q do n qsrn eu n kb`m hb`bshuhsxbn l o qhrdsg dhm en q, l `shn m c ds`hkd c hm @ m m d w2 +B g `o sdq3 - 1-08 -1 B kn rd b n n qc hm `shn m rg `kk a d l `hm s`hm dc a dsv ddm `qd` bn m sqn k b dm sqdr+ ekhf g s hm en ql `shn m bdm sqdr `m c `rrn bh`sdc M n sd 2 -%  @ HQ @ B  hm en ql `shn m  hr c hrsqha t sdc  a x sg d l dsd n qn kn f hb`k v `sbg n eehbdr sn dm rt qd sg `s hm en ql `shn m n m `d qn m `t shb `khm en ql `shn m rdquhbd`skd`rs3 1 c `x rhm `c u `m bd u n kb`m hb `rg hm bkt c dc hm M N S @ L `m c R HF L D S l drr`f dr hr n e sg d @ HQ @ B  deedbshud c `sdr v hsg  sg d n a idb shud n e qd`bg hm f bn m rhrsd m s- qdbho hd m sr`skd`rs1 7 c `xrhm `c u`m bdn esg dd eedbshudc `sd-

01.30.000..//04 1,7 M n -3 2 Bg`osdq1 @ m m dw 0 0  @ hqS q`eehbR dquhbdr

M n sd 3 -%  S g d rbg dc t kd n e sg d o qdc dsd ql hm dc + hm sdq, r`ed bn m c t bs n e sg d ekhf g s rg `kk bn m shm t d sn a d sq`m rl hssdc `m c m `shn m `kkx `f qddc @ HQ @ B b n l l n m deedbshudc `sdr`shm sdqu `kr m dbdrr`qx `bshn m rg `kk a d s`j dm sn dw o dc hsd sg d bn m c t bs n e `kk n e1 7 c `xr+hm b kt c hm f 5 M n udl a dq0 8 8 6 +`m c f t hc `m bden qsg d o g `rdr n e sg d ekhf g s+ dro dbh`kkx sg d r`ed k`m c hm f n e sg d `hqbq`es- @ HQ @ B  t rd `qd bn m s`hm dc  hm  sg d @ dqn m `t shb`k Hm en ql `shn m R dqu hbdr L `m t `k'C n b7 0 1 5 +B g `o sdq1 +1 -5 (-

1-12 Hm ,ekhf g sbn m shm f dm b hdr

1-10 L hm hl t l ekhf g s` kshst c dr 1-12-0 R sq`x dc n q t m hc dm shehdc `hqbq` es

L hm hl t l ekhf g s `kshst c dr rg `kk a d c dsdql hm dc `m c o qn l t kf `sdc M n sd0 -% S g dsdql rB rsq`xdc `hqbq`esC `m c B t m hc dm shehdc a x d `bg B n m sq`bshm f R s`sd en q d` bg @ S R qn t sd `m c bn m sqn k `qd` `hqbq`esC hm sg hro `q`f q`o g g `udsg den kkn v hm f l d`m hm f r9 n u dq hsr sdqqhsn qx - S g d l hm hl t l ekhf g s `kshst c dr c dsdql hm dc rg `kk o qn u hc d ` l hm hl t l bkd`q`m bd ` a n u d sg d bn m sqn kkhm f R sq`x dc `hqbq`es- @ m  `hqbq`es v g hbg  g `r c duh`sdc  rhf m heh, n a rs`bkd kn b`sd c v hsg hm sg d `qd `r bn m b dqm dc - b`m skxeqn l hsrhm sdm c dc sq`bjn qv g hbg qdo n qsrsg `shshrkn rs-

M n sd-%  S g d qdp t hqdl dm sr en q o t a khb`shn m  a x R s`sdr n e T m hc dm shehdc `hqbq`es- @ m `hqbq`esv g hbg g `ra ddm n a rdqudc l hm hl t l ekhf g s`kshst c dr`m c n esg dbqhsdqh`t rd c sn c dsdql hm d n qqdo n qsdc sn a dn o d q`shm f hm `f hu dm `qd`a t sv g n rdhc dm shsx sg dl `qdbn m s`hm d c hm @ m m dw 0 4 +@ o o dm c hwH-C ds`hkd c n a rs`bkd g `rm n sa ddm drs`a khrg dc - bkd`q`m b dbqhsdqh``qd bn m s`hm d c  hm  O @ M R ,N O R  'C n b 7 0 5 7 (+ U n kt l dH+O `qsU H`m c U n kt l d HH+O `qsHHH`m c O `qs U H- M n sd1 -% @ m `hqbq`esl `xa dbn m rhc dqdc +`ssg dr`l dshl d+ `r`B rsq`xdc `hqbq`esC a xn m dt m hs`m c `r`m B t m hc dm shehdc `hqbq`esC a x`m n sg dqt m hs-

1-11 R dqu hbdsn ` hqbq` eshm sg ddu dm s 1-12-0-0 @ r rn n m `r `m `hq sq`eehb rd qu hb dr t m hs a dbn l dr n e` m dl dqf dm bx `v `qd n e ` rsq` x dc `hqbq`es hs rg `kk s`j d `kk m dbd rr`qx rsdo r `r n t skhm d c hm 1-12-0-0-0 `m c 1-12-0-0-1 sn `rrhrs sg d ` hqbq`es `m c 1-11-0 @ m `hqbq`es j m n v m n q a d khdu dc sn a d hm ` rs`sd n e sn r`edf t `qc hsr ekhf g s- dl d qf d m bx + hm bkt c hm f a dhm f rt a idbsdc sn t m k`v et k hm sdq, edqdm bd+ rg `kk a d f hu dm l `w hl t l b n m rhc dq`shn m + `rrhrs`m bd `m c M n sd-% M `uhf `shn m `k`rrhrs`m bda x`m `hqsq`eehb rdquhbdr o qhn qhsx n u dq n sg dq `hqbq`es `r l `x a d m db drrhs`sdc a x sg d t m hshro `qshbt k`qkx hl o n qs`m shesg dt m hsa dbn l dr`v `qdn e`m bhqbt l rs`m bdr- `hqbq`esrsq`xhm f +n q`a n t ssn rsq`x+hm sn `m `qd`v g dqdsg dqd hr`qhrjn ehm sdqbdo shn m n qn sg dqg `y`qc sn hsrr`edsx- M n sd-% S n hm c hb`sdsg `shshrhm `rs`sdn edl dqf dm bx+`m `hqbq`esdp t ho o dc v hsg `m `o o qn o qh`sdc `s`khm jb`o `a hkhsx`m c . 1-12-0-0-0 He sg d `hqbq`esBr o n rhshn m hr m n s j m n v m + sg d ` hq n q `m  R R Q  sq`m ro n m c dq l hf g s n o dq`sd  sg d dp t ho l dm s `r sq`eehb rdqu hbdr t m hs rg `kk9 en kkn v r9 `( `ssdl o s sn d rs`a khrg sv n ,v `x bn l l t m hb`shn m v hsg sg d `hqbq`es+ t m kdrr rt b g bn l l t m hb`shn m `kqd`c x dw hrsr: `( n m L n c d@ +B n c d6 6 / / :n q a ( t rd `kk `u ` hk`a kd l d`m r sn c dsdql hm d hsr o n rhshn m : a ( n m L n c d@ +B n c d6 4 / / +sn hm c hb`sdro dbhehb`kkxsg `shshr a dhm f rt a idbsdc sn t m k`v et khm sdqedqdm b d:n q b( hm en ql n sg dq @ S R t m hsr hm sn v g n rd `qd` sg d `hqbq`es l `x g ` u d rsq`x dc n q l ` x rsq`x + s`j hm f hm sn `bbn t m s ` kk sg d b( `bshu `sd sg d  `o o qn o qh`sd dl dqf dm bx  `m c .n q t qf dm bx e`bsn qr v g hbg l ` x g `u d `eedbsdc sg d m ` u hf `shn m n e sg d b`o `a hkhsxn e@ C R :n q `hqbq`es hm sg d bhqbt l rs`m bdr:

c ( sq`m rl hssg d`o o qn o qh`sddl dqf dm bxl drr`f duh`B O C K B - c ( hm en ql + hm `bbn qc `m bd v hsg kn b`kkx `f qddc o qn bdc t qdr+ `o o qn o qh`sd l hkhs`qx t m hsr `m c o qn u hc d sg dl v hsg 1-11-0-0 Q dbn l l dm c ` shn m - Hm bn l l t m hb`shn m ra dsv ddm o d qshm d m s ekhf g s o k`m `m c n sg dq c `s` bn m b dqm hm f rsq`x dc @ S R t m hsr`m c `hqbq`eshm sg ddudm sn e`m dl dqf dm bx+G t l `m `hqbq`es: E `bsn qro qhm bho kdrrg n t kc a dn a rdqudc - d( qdp t d rs eqn l sg d t m hsr qdedqqdc sn hm b( `m c c ( `m c eqn l M n sd-% F t hc `m bdl `sdqh`kn m G t l `m E `bsn qro qhm bho kdrb`m n sg dq `hqbq`es hm ekhf g s du dqx `rrhrs`m bd hm drs`a khrg hm f a den t m c hm sg dG t l `m E `bsn qr S q`hm hm f L `m t `k 'C n b 8 5 7 2 (- bn l l t m hb`shn m v hsg sg d `hqbq`es `m c c dsd ql hm hm f hsr o n rhshn m - 1-11-1 V g dm `m n bbt qqdm bd n e t m k`v et k hm sdqedqdm bd v hsg `m `hqbq`es s`j dr o k`bd n q hr rt ro dbsdc + @ S R t m hsr rg `kk `ssdm c M n sd-% S g d qdp t hqdl dm srhm c (`m c d(`o o kx`krn sn @ S R o qn l o skx sn qdp t drsr a x sg d `hqbq`es- Hm en ql `shn m o dqshm dm s sn sg d t m hsrhm en ql dc hm `bbn qc `m bdv hsg b(-

1,8 01.30.0 0././04 M n -3 2 @ m m dw 0 0  @ hqS q`eehbR dquhbdr Bg`osdq1

1-12-0-0-1 V g d m sg d ` hqbq`esBr o n rhshn m hr drs` a khrg d c + sg d c ( qdk`x l drr`f d r a d sv ddm sg d hm sdqbd o shm f `hqbq`es n q sg d `hq sq`eehb rdqu hbdr t m hs rg ` kk9 hm sd qbdo s b n m sqn k t m hs `m c sg d hm sdqbdo sdc `hqbq`es+ `r m d bdrr`qx : `( `c u hrd sg d `hqbq`es n e hsr o n rhshn m `m c bn qqd bshu d `bshn m sn a d s`j dm : `m c d( hm bkn rd bn n qc hm `shn m v hsg sg d hm sdqbdo s bn m sqn k t m hs s`j d `kk m d bdrr`qx rsdo r sn dm rt qd sg d r`edsx n e sg d hm sdqb do sdc a ( o qn u hc d+ `r m db drr`qx + n sg dq @ S R t m hsr `m c `o o qn o qh`sd `hqbq`es: l hkhs`qx t m hsr v hsg qd kdu `m s hm en ql `shn m bn m bdqm hm f sg d rsq`x dc `hqbq`es `m c `m x `c u hbd f hu dm sn sg `s `hqb q`es- e( hm en ql @ S R t m hsr rdqu hm f ` c i`bdm s ekhf g s hm en ql `shn m qdf hn m r he hs `o o d`qr sg `s sg d `hqbq`es g `r rsq`x dc eqn l 1-12-0-1 @ r rn n m `r `m `hq sq`eehb rdqu hbd r t m hs a dbn l dr rt bg `c i`bd m s ekhf g s hm en ql `shn m qd f hn m r- `v `qd n e `m t m hc dm shehdc `hqbq`es hm hsr `qd`+ hs rg `kk d m c d`u n t q sn drs`a khrg sg d hc dm shsx n e sg d `hqbq`es v g dm du dq sg hr hr 1-12-1-1 @ r rn n m `r `m ` hq sq`eehb rdqu hbdr t m hs kd`qm r sg `s m db drr`qx en q sg d o qn u hrhn m n e `hq sq`eehb rdqu hbdr n q qdp t hqdc a x `m `hqbq`es hr a dhm f hm sdqb do sdc n t srhc d hsr `qd` n e qdro n m rh, sg d `o o qn o qh`sd l hkhs`qx `t sg n qhshdr hm `bb n qc `m bd v hsg kn b`kkx a hkhsx + hs rg ` kk s`j d rt bg n e sg d en kkn v hm f rsdo r `r `qd `f qddc o qn bdc t qdr- S n sg hr d m c + sg d `hq sq`eehb rdqu hbdr t m hs `o o qn o qh`sd hm sg d bhqbt l rs`m b dr9 rg `kk s`j d rt b g n e sg d en kkn v hm f rsdo r `r `qd `o o qn o qh`sd hm sg d bhqbt l rs`m bdr9 `( hm en ql sg d @ S R t m hs rdqu hm f sg d ` hqro `bd hm v g hbg sg d hm sd qbdo shn m hr s`j hm f o k`bd+ o qn u hc hm f sg hr t m hs v hsg `( `ssdl o s sn drs`a khrg sv n ,v `x bn l l t m hb`shn m v hsg sg d `u `hk`a kd hm en ql ` shn m sg `s v hkk `rrhrs hm hc dm shex hm f sg d `hqbq`es: `hqbq`es `m c qdp t drshm f hs sn s`j d `b shn m hm `bb n qc `m bd v hsg 1-12-1-0: a ( hm p t hqd n e n sg dq `hq sq` eehb rd qu hb dr t m hsr v hsg hm sg d ekhf g s hm en ql `shn m qd f hn m `a n t s sg d ekhf g s ` m c qdp t drs sg d hq a ( qdk`x l drr`f dr a dsv d dm sg d hm sdqbdo sdc `hqbq`es `m c sg d `rrhrs`m bd hm drs` a khrg hm f sv n ,v `x bn l l t m hb`shn m v hsg `o o qn o qh`sd @ S R t m hs+ sg d hm sdqbdo s bn m sqn k t m hs n q sg d sg d `hqbq`es: hm sd qbdo shm f ` hqbq`es-

b( hm p t hqd n e `hq sq` eehb rdqu hbdr t m hsr rdqu hm f sg d `c i`bdm s ekhf g s hm en ql `shn m qd f hn m r `a n t s sg d ekhf g s `m c qdp t drs sg dhq `rrhrs`m bd hm drs`a khrg hm f sv n ,v `x bn l l t m hb`shn m 1-13 S hl dhm ` hqsq` eehbrdqu hb dr v hsg sg d ` hqbq`es: 1-13 -0 @ hq sq` eehb rdqu hbdr t m hsr rg `kk t rd B n n qc hm `sdc c ( `ssdl o s sn n a s` hm hm en ql `shn m eqn l n sg dq `hqbq` es hm sg d T m hu dqr`k S hl d 'T S B ( `m c rg `kk d w o qdrr sg d shl d hm g n t qr `m c `qd`- l hm t sd r `m c + v g dm qdp t hqdc + rd bn m c r n e sg d 13 ,g n t q c `x a d f hm m hm f `s l hc m hf g s- 1-12-0-1-0 S g d `hq sq`eehb rdqu hbd r t m hs rg `kk+ `r m dbd rr`qx + hm en ql sg d `o o qn o qh` sd l hkhs`qx t m hs `r rn n m `r sg d hc dm shsx n e 1-13 -1 @ hq sq`eehb rdqu hbdr t m hsr rg `kk a d dp t ho o dc v hsg sg d `hqbq`es g `r a ddm drs`a khrg dc - bkn bj r hm c hb`shm f sg d shl d hm g n t qr+ l hm t sdr ` m c rdbn m c r+ bkd`qkx u hrha kd eqn l d`bg n o dq` shm f o n rhshn m hm sg d t m hs bn m bdqm dc - 1-12-1 Hm sdqb do shn m n e bhu hk `hqb q`es 1-13 -2 @ hq sq` eehb rdqu hbdr t m hs bkn bj r `m c n sg dq shl d , 1-12-1-0 @ r rn n m `r `m `hq sq`eehb rdqu hbdr t m hs kd `qm r sg `s qdbn qc hm f c d u hbdr rg `kk a d bg dbj dc `r m dbd rr`qx sn dm rt qd `m `hqbq`es hr a dhm f hm sdqbdo sdc hm hsr `qd` n e qdro n m rha hkhsx + hs bn qqdbs shl d sn v hsg hm o kt r n q l hm t r 2/ rdbn m c r n e T S B - rg `kk s`j d rt b g n e sg d en kkn v hm f rsdo r `r `qd `o o qn o qh`sd hm sg d V g dqdu dq c `s` khm j bn l l t m hb`shn m r `qd t shkhydc a x ` m ` hq bhqbt l rs`m bdr9 sq`eehb rdqu hbdr t m hs+ bkn bj r `m c n sg d q shl d,qdbn qc hm f c du hbdr rg `kk a d bg dbj dc `r m dbd rr`qx sn dm rt qd bn qqdbs shl d sn v hsg hm `( `ssdl o s sn drs`a khrg sv n ,v `x bn l l t m hb`shn m v hsg sg d 0 rdbn m c n e T S B - hm sdqbdo sdc `hqbq`es u h` `m x l d `m r `u `hk`a kd+ hm bkt c hm f sg d d l dqf dm bx q`c hn eqd p t dm bx 010-4 L G y+ t m kdrr rt bg 1-13 -3 S g d bn qqdb s shl d rg `kk a d n a s`hm d c eqn l ` rs`m c `qc bn l l t m hb`shn m `kqd`c x dw hrsr: shl d rs` shn m n q+ he m n s o n rrha kd + eqn l ` m n sg dq t m hs v g hbg g `r n a s`hm dc sg d bn qqdbs shl d eqn l rt bg rs`shn m - a ( hm en ql sg d o hkn s n e sg d hm sdqbdo sdc ` hqbq`es n e sg d hm sdqbdo shn m : 1-13 -4 @ dqn c qn l d bn m sqn k sn v dqr rg ` kk+ o qhn q sn `m `hqbq` es s`w hhm f en q s`j d,n ee+ o qn u hc d sg d o hkn s v hsg sg d bn qqdbs shl d+ b( drs`a khrg bn m s`bs v hsg sg d hm sdqb do s b n m sqn k t m hs t m kdrr `qq`m f dl dm sr g `u d a dd m l `c d en q sg d o hkn s sn n a s` hm hs l `hm s`hm hm f sv n ,v `x bn l l t m hb`shn m v hsg sg d hm sdq, eqn l n sg dq rn t qbdr- @ hq sq`eehb rdqu hbdr t m hsr rg `kk+ hm `c c hshn m + bdo shm f `hqbq` es `m c o qn u hc d hs v hsg `u `hk`a kd hm en ql `shn m o qn u hc d `hqbq`es v hsg sg d bn qqdbs shl d n m qdp t drs- S hl d bg d bj r bn m bdqm hm f sg d `hqbq`es: rg `kk a d f hu d m sn sg d m d`qdrs g `ke l hm t sd -

01.60.000..//02 1,0 / M n -3 1 Bg`osdq1 @ m m dw 0 0  @ hqS q`eehbR dquhbdr

1-14 D rs` a khrg l dm sn eqdp t hqdl dm sren qb` q qh` f d r`edsx v hkk a d l ds `m c t rdqr g `u d a ddm bn m rt ksdc - V g dm ` m c n o dq` shn m n eo qdrrt qd,` kshst c d `o o qn o qh`sd+ sg d qdro n m rha kd `t sg n qhsx rg `kk dm rt qd sg `s `c dp t `sd q do n qshm f sq` m ro n m c dqr o qn u hrhn m hr l `c d en q o n rs,hl o kdl dm s`shn m l n m hsn qhm f sn u dqhex sg `s sg d c dehm dc kdu dk n e r`edsx bn m shm t dr sn a d l ds- R s`sdr rg `kk drs`a khrg qdp t hqdl dm sr en q b`qqh`f d `m c n o dq`shn m n e o qdrrt qd,`kshst c d qdo n qshm f sq`m ro n m c dqr v hsg hm c dehm dc o n qshn m r M n sd 0 -%  V g dm + c t d sn  sg d m `st qd  n e sg d bg `m f d+ sg d n e `hqro `bd- `b bdo s`a kdkdudkn er`ed sxb`m m n sa dd wo qdrrdc hm p t `m shs`shud sdql r+sg dr`edsx`rrdrrl dm sl `xqdkxn m n o dq`shn m `kit c f dl dm s- M n sd-% S g hro qn uhrhn m hrhm sdm c dc sn hl o qn udsg ddeedbshud, m drr n e `hq sq`eehb rdquhbdr `r v dkk `r `hqa n qm d bn kkhrhn m M n sd1 -% @ ssdm shn m hrc q`v m sn f t hc `m bdl `sdqh`kbn m s`hm dc `un hc `m bdrxrsdl r- hm sg d @ hq S q`eehb R dqu hbdr O k`m m hm f L `m t `k 'C n b 8 3 1 5 (+ sg d L `m t `k n m @ hqro `bd O k`m m hm f L dsg n c n kn f x en q sg d C dsdql h, m `shn m n e R do `q`shn m L hm hl ` 'C n b 8 5 7 8 (+ sg d L `m t `k n m Hl o kdl dm s`shn m n e ` 2/ / l '0 / / / es( U dqshb`k R do `q`shn m 1-15 @ S R r` edsx l ` m ` f dl dm s L hm hl t l A dsv ddm E K 18 / `m c E K 3 0/ Hm bkt rhu d 'C n b8 4 6 3 ( `m c sg d L `m t `k n m Q dp t hqdc M `u hf `shn m O dqen ql `m bd 'Q M O ( 1-15 -0 R s`sdr rg ` kk hl o kdl dm s rx rsdl ` shb `m c `o o qn o qh`sd 'C n b8 5 0 2 (- @ S R r`edsx l `m `f d l dm s o qn f q`l l d r sn d m rt qd sg `s r`edsx hr l `hm s`hm dc hm sg d o qn u hrhn m n e @ S R v hsg hm `hqro `bdr `m c `s `dqn c qn l dr- 1-16 B n l l n m qdedqdm bdrx rsdl r 1-15 -1 S g d `bbdo s`a kd kdu dk n e r`edsx `m c r`edsx n a idbshu dr `o o khb`a kd sn sg d o qn u hrhn m n e @ S R v hsg hm `hqro `bdr `m c `s `dqn , c qn l dr rg `kk a d drs`a khrg dc a x sg d R s`sd n q R s`sdr bn m bdqm dc - 1-16-0 G n qhyn m s`k qdedqdm b d rx rsd l V g dm `o o khb`a kd+ r`edsx kdu dkr `m c r`edsx n a idbshu dr rg `kk a d drs`a khrg dc n m sg d a `rhr n e qdf hn m `k `hq m `u hf `shn m `f qddl dm sr- V n qkc F d n c dshb R x rsdl ( 08 7 3 'V F R ,7 3 ( rg `kk a d t rdc `r sg d g n qhyn m s` k 'f dn c dshb( qded qdm bd rx rsdl en q `hq m `u hf `shn m - M n sd-% S g d`bbdo s`a kdkdudkn er`ed sxl `xa dro dbhehdc hm Q do n qsdc `dqn m ` t shb`k f dn f q`o g hb`k bn n qc hm `sd r 'hm c hb`shm f p t `khs`shudn qp t `m shs`shu dsdql r-S g den kkn v hm f `qddw`l o kdr k`shst c d `m c kn m f hst c d( rg `kk a d dw o qdrrdc hm sd ql r n e sg d n e l d`rt qd r v g hbg bn t kc a d t rdc sn dwo qdrrsg d`bbdo s`a kd V F R ,7 3 f dn c dshb qdedqdm bd c `st l - kdudkn er`edsx 9 M n sd-%  B n l o qdg d m rhud f t hc `m b d l `sdqh`k bn m bd qm hm f `( `l `w hl t l o qn a `a hkhsxn e`m t m c drhq`a kddudm s+rt b g `r V F R ,7 3 hrb n m s`hm dc hm sg d V n qkc F dn c dshb R x rsdl ( 08 7 3 bn kkhrhn m +kn rrn erdo `q`shn m n qqt m v `xhm bt qrhn m : 'V F R ,7 3 ( L `m t `k 'C n b8 5 6 3 (-

a ( `l `whl t l m t l a dqn e`b bhc dm sro dqekhf g sg n t q: 1-16-1 U d qshb`k qdedqdm bd rx rsdl b( `l `whl t l m t l a dqn ehm bhc dm sro dq`hqbq`esl n udl dm s: L d`m rd` kd u dk 'L R K ( c `st l + v g hbg f hu dr sg d qdk`shn m rg ho n e c ( `l `whl t l m t l a dqn eu `khc rg n qs,sdql bn m ekhbs`kdqsr f q`u hsx ,qdk`sdc g d hf g s 'dkd u `shn m ( sn ` rt qe`bd j m n v m `r sg d 'R S B @ (o dq`hqbq`esl n udl dm s- f d n hc + rg `kk a d t rdc `r sg d u dqshb`k qdedqdm b d rx rsdl en q ` hq m ` u hf `shn m - 1-15 -2 @ m @ S R r`edsx l `m `f dl dm s o qn f q`l l d rg `kk+ hm sdq `kh`9 M n sd-%  S g d f dn hc  f kn a `kkx l n rs b kn rdkx `o o qn whl `sdr L R K -Hshrc dehm dc `rsg dd p t ho n sdm sh`krt qe`bdhm sg df q`uhsx `( hc dm shex ` bst `k `m c o n sdm sh`k g `y`qc r ` m c c dsdql hm d sg d ehdkc n esg dD `qsg v g hbg bn hm bhc d rv hsg sg dt m c hrst qa dc L R K m dd c en q qdl dc h` k `bshn m : dwsdm c dc bn m shm t n t rkxsg qn t f g sg dbn m shm dm sr-

a ( dm rt qd sg `s qdl dc h`k `b shn m m dbd rr`qx sn l `hm s`hm `m `bbdo s`a kd kdu dk n e r`edsx hr hl o kd l dm sdc : `m c 1-16-2 S dl o n q`k qd edqd m bd rx rsdl

b( o qn u hc d en q bn m shm t n t r l n m hsn qhm f `m c qdf t k`q `rrdrrl dm s 1-16-2-0 S g d F qdf n qh`m b`kdm c `q `m c B n n qc hm `sdc T m hu dq, n e sg d r` edsx kdu dk `bg hdu dc - r`k S hl d 'T S B ( rg `kk a d t rdc `r sg d sdl o n q` k qdedqdm bd rx rsdl en q `hq m ` u hf `shn m - 1-15 -3 @ m x rhf m hehb`m s r`edsx ,qdk`sdc bg `m f d sn sg d @ S B rx rsdl + hm bkt c hm f sg d hl o kdl dm s`shn m n e ` qdc t bdc rdo `q`shn m 1-16-2-1 V g dm ` c heed qdm s sdl o n q`k qdedqdm bd rx rsdl hr l hm hl t l n q ` m dv o qn bdc t qd+ rg `kk n m kx a d deedbsdc `esdq ` t rdc + sg hr rg `kk a d hm c hb`sdc hm F D M 1-0-1 n e sg d @ dqn m `t shb`k r`edsx `rrdrrl dm s g `r c dl n m rsq`sdc sg `s `m `bbdo s`a kd kdu dk n e Hm en ql `shn m O t a khb `shn m '@ HO (-

1,0 0 01.30.0 0././04 M n -3 2 @ m m dw 0 0  @ hqS q`eehbR dquhbdr Bg`osdq1

1-17 K ` m f t ` f do q n ehb hdm bx rt o o n qshm f rdqu hbdr hm sg d `hqro `bd en q v g hbg sg dx `qd qdro n m rha kd en q sg d o qn u hrhn m n e rt bg rdqu hbdr- R t bg bn m shm , 1-17 -0 @ m `hq sq`eehb rdqu hbdr o qn u hc dq rg `kk dm rt qd sg `s ` hq f d m bx o k`m r rg `kk a d c du dkn o dc v hsg sg d `rrhrs`m bd n e HB @ N `r sq`eehb bn m sqn kkdqr ro d `j `m c t m c dqrs`m c sg d k`m f t `f d'r( t rdc m d bdrr`qx + hm bkn rd bn n qc hm `shn m v hsg sg d ` hq sq`eehb rdqu hbdr en q q`c hn sdkdo g n m x bn l l t m hb`shn m r ` r ro d bhehdc hm @ m m dw 0- `t sg n qhshdr qdro n m rha kd en q sg d o qn u hrhn m n e rdqu hbdr hm ` c i`bdm s o n qshn m r n e ` hqro `bd `m c v hsg `hqro `bd t rdqr bn m bdqm dc - 1-17 -1 D w b do s v g dm bn l l t m hb`shn m r a dsv ddm `hq sq`eehb bn m sqn k t m hsr `qd bn m c t bsdc hm ` l t st `kkx ` f qd dc k`m f t `f d+ sg d M n sd0 -% F t hc `m b dl `sdqh`kqdk`shm f sn sg dc dudkn o l dm s+ D m f khrg k`m f t `f d rg `kk a d t rdc en q rt bg bn l l t m hb`shn m r- o qn l t kf `shn m  `m c  hl o kdl dm s`shn m  n e bn m shm f dm bx o k`m r hr bn m s`hm dc hm @ ss`bg l dm sC - 1-18 B n m shm f dm bx ` qq` m f dl dm sr M n sd1 -% B n m shm f dm bxo k`m rl `xbn m rshst sd`sd l o n q`qx @ hq sq`eehb rdqu hbd r `t sg n qhshd r rg `kk c du dkn o `m c o qn l t kf `sd c d uh`shn m  eqn l  sg d `o o qn udc  qdf hn m `k `hq m `uhf `shn m  o k`m r: bn m shm f dm bx o k`m r en q hl o kdl dm s`shn m hm sg d du dm s n e c hrqt o , rt bg c duh`shn m r`qd`o o qn u dc +`rm db drr`qx +a xsg dO qdrhc dm s shn m + n q o n sdm sh`k c hrqt o shn m + n e `hq sq`eehb rd qu hb dr `m c qdk`sdc n esg dHB @ N B n t m bhkn m a dg `ken esg dB n t m bhk-

01.30.000..//04 1,0 1 M n -3 2 CHAPTER 3. AIR TRAFFIC CONTROL SERVICE

3.1 Application a) be provided with information on the intended movement of each aircraft, or variations therefrom, and with Air traffic control service shall be provided: current information on the actual progress of each aircraft; a) to all IFR flights in airspace Classes A, B, C, D and E; b) determine from the information received, the relative b) to all VFR flights in airspace Classes B, C and D; positions of known aircraft to each other;

c) to all special VFR flights; c) issue clearances and information for the purpose of preventing collision between aircraft under its control and d) to all aerodrome traffic at controlled aerodromes. of expediting and maintaining an orderly flow of traffic;

d) coordinate clearances as necessary with other units: 3.2 Provision of air traffic control service 1) whenever an aircraft might otherwise conflict with traffic operated under the control of such other units; The parts of air traffic control service described in 2.3.1 shall be provided by the various units as follows: 2) before transferring control of an aircraft to such other units. a) Area control service: 3.3.2 Information on aircraft movements, together with a 1) by an area control centre; or record of air traffic control clearances issued to such aircraft, shall be so displayed as to permit ready analysis in order to 2) by the unit providing approach control service in a maintain an efficient flow of air traffic with adequate control zone or in a control area of limited extent separation between aircraft. which is designated primarily for the provision of approach control service and where no area control 3.3.3 Clearances issued by air traffic control units shall centre is established. provide separation: b) Approach control service: a) between all flights in airspace Classes A and B; 1) by an aerodrome control tower or area control centre b) between IFR flights in airspace Classes C, D and E; when it is necessary or desirable to combine under the responsibility of one unit the functions of the c) between IFR flights and VFR flights in airspace Class C; approach control service with those of the aerodrome control service or the area control service; d) between IFR flights and special VFR flights; 2) by an approach control unit when it is necessary or e) between special VFR flights when so prescribed by the desirable to establish a separate unit. appropriate ATS authority, c) Aerodrome control service: by an aerodrome control except that, when requested by an aircraft and if so prescribed tower. by the appropriate ATS authority for the cases listed under b) above in airspace Classes D and E, a flight may be cleared Note.— The task of providing specified services on the without separation being so provided in respect of a specific apron, e.g. apron management service, may be assigned to an portion of the flight conducted in visual meteorological aerodrome control tower or to a separate unit. conditions.

3.3.4 Separation by an air traffic control unit shall be 3.3 Operation of air traffic control service obtained by at least one of the following:

3.3.1 In order to provide air traffic control service, an air a) vertical separation, obtained by assigning different levels traffic control unit shall: selected from:

ANNEX 11 3-1 1/11/01 @mmdw00@hqSq`eehbRdquhbdr B g `o sdq2

0( sg d`o o qn o qh`sds`a kdn ebqt hrhm f kdu dkrhm @ o o dm c hw 2 2 -3 R do ` q ` shn m l hm hl ` n e@ m m dw 1 +n q 2 -3 -0 S g d rdkd bshn m  n e rdo `q`shn m  l hm hl ` en q ` o o khb`shn m 1 ( ` l n c hehdc  s` a kd n e bqt hrhm f  kdu dkr+ v g dm  rn  o qd , v hsg hm `f hu dm o n qshn m n e`hqro `bdrg `kka d`ren kkn v r9 rbqha dc  hm  `bbn qc `m bd v hsg @ o o dm c hw 2  n e @ m m dw 1 `( sg d  rd o `q`shn m  l hm hl `  rg `kk a d rdkdbsdc  eqn l  sg n rd en qekhf g s`a n u dE K 3 0/ + o qdrbqha dc a x sg do qn u hrhn m rn esg dO @ M R ,@ S L `m c sg d Q dfhnm`kR tookdldms`qxO qnbdctqdr`r`o o khb`a kdt m c d q dw bdo ssg `ssg dbn qqdk`shn m n ekdu dkrsn sq`bj `ro qdrbqha dc sg d o qdu ` hkhm f bhqb t l rs` m bdrd w bdo ssg `s+v g dqdsx o drn e sg dqdhm rg `kkm n s`o o kx v g dm du dqn sg dqv hrdhm c hb`sdc hm `hc r `qd t rdc  n q bhqb t l rs` m bdr o qdu `hk v g hbg  `qd  m n s `o o qn o qh`sd `dqn m `t shb`k hm en ql `shn m  o t a khb`shn m r n q `hq bn u dqdc  a x  b t qqdm s HB @ N  o qn u hrhn m r+ n sg dq rdo `q`shn m sq`eehbbn m sqn kbkd`q`m bdr: l hm hl ` rg `kka ddrs`a khrg dc `rm dbdrr`qx a x 9

a ( g n qhyn m s` krdo `q`shn m +n a s`hm dc a x o qn u hc hm f 9 0( sg d  `o o qn o qh`sd @ S R  `t sg n qhsx + en kkn v hm f  bn m rt k, s`shn m v hsg n o dq`sn qr+en qqn t sdrn qo n qshn m rn eqn t sdr 0( kn m f hst c hm `k rdo `q`shn m + a x  l `hm s`hm hm f  `m  hm sdqu `k bn m s`hm dc v hsg hm sg drn u dqdhf m `hqro `b dn e`R s`sd: a dsv ddm `hqbq`esn o dq`shm f `kn m f sg dr`l d+bn m u dqf hm f 1 ( qdf hn m `k `hq m `u hf `shn m  ` f qd dl dm sr en q qn t sdr n q n qqdbho qn b`ksq`bj r+dw o qdrrdc hm shl dn qc hrs`m bd:n q o n qshn m rn eqn t sdrbn m s`hm d c v hsg hm ` hqro `bd n u dqsg d g hf g rd `rn qn u dq`qd`rn et m c dsdql hm dc rn u dqd hf m sx - 1 ( k`sdq`krdo `q` shn m +a x l `hm s`hm hm f `hqbq`esn m c heedqdm s qn t sdrn qhm c heedqdm sf dn f q`o g hb`k`qd` r: Mnsd- C ds`hkr ne btqqdms rdo`q`shnm lhmhl` oqd, rbqha dc a x HB @ N  `qd bnms`hmdc hm sgd O @ MR ,@ S L b( bn l o n rhsd rdo `q`shn m + bn m rhrshm f  n e ` bn l a hm `shn m  n e 'C nb 3 3 3 3 ( `mc O `qs 0  ne sgd Q df hn m `k R t o o kdl dm s`qx u dqshb`krd o `q`shn m `m c n m dn esg dn sg dqen ql rn erd o `q, O qn bdc t qd r'C nb6 / 2 / (- `shn m  b n m s`hm dc  hm  a ( `a n u d+ t rhm f  l hm hl ` en q d`bg a ( sg d  rdkdbshn m  n e rdo `q`shn m  l hm hl ` rg `kk a d l `c d hm v g hb g l `x a dkn v dqsg `m +a t sm n skdrrsg `m g ` ken e+sg n rd bn m rt ks`shn m  a dsv ddm  sg d  `o o qn o qh`sd @ S R  `t sg n qhshdr t rdc  en q d`bg  n e sg d bn l a hm dc  dkdl dm sr v g dm  `o o khdc qdro n m rha kd en q sg d o qn u hrhn m  n e `hq sq` eehb rdqu hbdr hm hm c hu hc t ` kkx -B n l o n rhsdrdo `q`shn m rg `kkn m kx a d`o o khdc m d hf g a n t qhm f ` hqro `bdv g dm 9 n m sg da ` rhrn eqdf hn m `k`hqm `u hf `shn m `f qddl dm sr- 0( sq`eehb v hkk o `rr eqn l  n m d  hm sn  sg d n sg dq n e sg d Mnsd- Fthc`mbd l`sdqh`k qdk`shmf sn sgd hlokdldms`shnm m d hf g a n t qhm f ` hqro `bd r: nebnlonrhsdk`sdq`k.udqshb`krdo`q`shnmhrbnms`hmdchmsgd@ hq S q` eehbR dqu hbdrO k`m m hm f L `m t `k'C nb8 3 1 5 (- 1 ( qn t sdr `qd bkn rd q sn  sg d bn l l n m  a n t m c `qx  n e sg d m d hf g a n t qhm f  ` hqro `bd r sg `m  sg d rdo `q`shn m  l hm hl ` 2 -2 -3 -0 E n q ` kk `hqro ` bd v g dqd `  qdc t bd c  u dqshb`k rd o `q, `o o khb`a kdhm sg d bhqbt l rs`m bd r- `shn m l hm hl t l n e2 / / l '0/ / / es(hr`o o khd c a dsv dd m E K 1 8 / Mnsd- S gd otqonrd ne sghr oqnuhrhnm hr sn dmrtqd+ hm sgd `m c  E K  3 0/  hm bkt rhu d+ ` o qn f q`l l d rg `kk a d hm rshst sdc + n m  ` ehqrsb`rd+bnlo`sha hkhsx nma nsgrhcdrnesgdkhmdnesq`mredqne qdf hn m `ka `rhr+en ql n m hsn qhm f sg dg dhf g s,j ddo hm f o dqen ql `m bd sq`eehb+ `mc+ hm sgd nsgdq b`rd+ `cdp t`sd rdo`q`shnm a dsv ddm n e`hqbq`esn o d q`shm f `ssg drdkdu d kr+hm n qc d qsn dm rt qdsg ` ssg d `hqbq`esnodq`shmfnma nsgrhcdrnesgdbnllnma ntmc`qx- hl o kdl d m s`shn m  `m c  bn m shm t dc  `o o khb`shn m  n e sg hr u dqshb`k rdo `q`shn m l hm hl t l l d dsrsg dr`edsx n a idbshu dr-S g db n u dq`f d 2 -3 -1 C ds`hkr n e sg d rdkdb sdc  rdo `q`shn m  l hm hl ` `m c  n e n e sg d  g d hf g s,l n m hsn qhm f  e`bhkhshd r o qn u hc dc  t m c dq sg hr o qn , sg d hq`qd`rn e`o o khb `shn m rg `kka dm n shehd c 9 f q`l l drg `kka d`c dp t `sdsn o dql hsl n m hsn qhm f n esg dqd kdu `m s `hqbq`essx o drn e`kkn o dq` sn qrsg ` sn o dq`sdhm Q U R L `hqro `bd- `( sn sg d@ S R t m hsrbn m bd qm d c :`m c a ( sn o hkn sr`m c n o dq`sn qrsg qn t f g `dqn m `t shb`khm en ql `shn m Mnsd- S gd mtla dq ne rdo`q`sd lnmhsnqhmf oqnfq`lldr o t a khb `shn m r+ v g dqd rdo `q`shn m  hr a `rdc  n m  sg d t rd  a x rgntkc a d qdrsqhbsdc sn sgd lhmhltl mdbdrr`qx sn deedbshudkx `hqbq`esn ero dbhehdc m `u hf `shn m `hc rn qro dbhehdc m `u hf `shn m oqnuhcdsgdqdp thqdcrdquhbdrenqsgdqdfhnm- sdbg m hp t dr-

2 -2 -3 -1 @ qq`m f dl dm srrg `kka d o t shm o k`b d+sg qn t f g hm sdq, qdf hn m `k ` f qd dl dm s+ en q sg d  rg `qhm f  a dsv ddm  qdf hn m r n e c `s` 2 -4 Q d ro n m rha hkhsx en qbn m sqn k eqn l l n m hsn qhm f o qn f q`l l dr-

Mnsd- Fthc`mbd l`sdqh`k qdk`shmf sn udqshb`k rdo`q`shnm 2 -4 -0 Q dro n m rha hkhsx en qbn m sqn k `mclnmhsnqhmfnegdhfgs,jddohmfodqenql`mbdhrbnms`hmdchm n ehm c hu hc t `kekhf g sr sgdL `m t `kn m Hl o kdl d m s`shn m n e`2 / / l '0/ / / es(U dqshb`k R do ` q`shn m  L hm hl t l  A dsv ddm  E K  1 8 /  `m c  E K  3 0/  Hm bkt rhu d @ bn m sqn kkdc ekhf g srg `kk a dt m c dqsg d bn m sqn kn en m kx n m d` hq 'C n b8 4 6 3 (- sq`eehbbn m sqn kt m hs`s`m x f hu dm shl d-

01 .30.000..//04 2 ,1 M n -3 2 B g `o sdq2 @mmdw00@hqSq`eehbRdquhbdr

2 -4 -1 Q dro n m rha hkhsx en qbn m sqn kv hsg hm Mnsd- D u dm sgntfg sgdqd hr `m `ooqn`bg bnmsqnk tmhs+ `f hu d m a kn bj n e`hqro `bd bnmsqnknebdqs`hmekhfgsrl`xa dsq`mredqqdcchqdbskxeqnl`m `qd` bnmsqnk bdmsqd sn `m `dqncqnld bnmsqnk snv dq `mc uhbd Q dro n m rha hkhsx en qsg dbn m sqn kn e`kk`hqbq`esn o dq`shm f v hsg hm ` udqr`+a x oqhnq`qq`mfdldmsa dsv ddmsgdtmhsrbnmbdqmdcenq f hu dm  a kn bj  n e `hqro `b d rg ` kk a d u drsdc  hm  ` rhm f kd `hq sq`eehb sgdqdkdu`mso`qsne`ooqn`bgbnmsqnkrdquhbdsna doqnuhcdca x bn m sqn k t m hs- G n v du dq+ bn m sqn k n e `m  `hqbq`es n q f qn t o r n e sgd `qd` bnmsqnk bdmsqd nq sgd `dqncqnld bnmsqnk snv dq+ `r `hqbq`es l `x  a d c dkdf `sdc  sn  n sg dq `hq sq`eehb bn m sqn k t m hsr `ookhb`a kd- o qn u hc dc sg `sb n n qc hm `shn m a dsv dd m `kk`hqsq`eehbbn m sqn kt m hsr bn m bdqm dc hr`rrt qd c - 2 -5 -0-2 -1 C do`qshmf`hqbq`es-S g dqdro n m rha hkhsx en qbn m sqn k n e`c do `qshm f `hqbq`esrg `kka dsq`m redqqd c eqn l sg d`dqn c qn l d bn m sqn ksn v dqsn sg dt m hso qn u hc hm f `o o qn `bg bn m sqn krdqu hbd9

2 -5 S q` m redqn eqdro n m rha hkhsx en qbn m sqn k `( v gdm uhrt`k ldsdnqnknfhb`k bnmchshnmr oqdu`hk hm sgd uhbhmhsxnesgd`dqncqnld9

0( o qhn qsn sg d shl dsg d`hqbq`eskd`u drsg d u hb hm hsx n esg d 2 -5 -0 O k`b dn qshl dn esq`m redq `dqn c qn l d+n q S g d qdro n m rha hkhsx  en q sg d bn m sqn k n e `m  `hqbq` es rg `kk a d 1 ( o qhn q sn  sg d `hqbq`es dm sdqhm f  hm rsqt l dm s l dsdn qn , sq`m redqqdc  eqn l  n m d `hq sq`eehb bn m sqn k t m hs sn  `m n sg dq `r kn f hb`kbn m c hshn m r+n q en kkn v r9 2 ( `s`o qd rbqha dc o n hm sn qkdu dk+ 2 -5 -0-0 A dsv ddmsv ntmhsroqnuhchmf`qd`bnmsqnkrdquhbd- S g d qdro n m rha hkhsx  en q sg d bn m sqn k n e `m  `hqbq` es rg `kk a d `rro dbhehdc hm kdssdqrn e`f qddl dm sn q@ S R t m hshm rsqt bshn m r: sq`m redqqdc  eqn l  `  t m hs o qn u hc hm f  `qd` bn m sqn k rdqu hbd hm  ` bn m sqn k `qd` sn  sg d  t m hs o qn u hc hm f  `qd` bn m sqn k rdqu hbd hm  `m a ( v gdm hmrsqtldms ldsdnqnknfhb`k bnmchshnmr oqdu`hk `s `c i` bdm s bn m sqn k `qd` `s sg d shl d n e bqn rrhm f  sg d bn l l n m sgd`dqncqnld9 bn m sqn k`qd` a n t m c `qx `rdrshl ` sdc a x sg d`qd` bn m sqn kbdm sqd g `u hm f b n m sqn kn esg d`hqbq`esn q`srt bg n sg dqo n hm sn qshl d `r 0( hl l dc h`sdkx `esd qsg d`hqb q`eshr`hqa n qm d+n q g `ra d dm `f qddc a dsv ddm sg dsv n t m hsr- 1 ( `s`o qd rbqha dc o n hm sn qkdu dk+ 2 -5 -0-1 A dsv ddm`tmhsoqnuhchmf`qd`bnmsqnkrdquhbd`mc `tmhsoqnuhchmf`ooqn`bgbnmsqnkrdquhbd-S g dqdro n m rha hkhsx `rro dbhehdc hm kdssdqrn e`f qddl dm sn q@ S R t m hshm rsqt bshn m r- en q sg d  b n m sqn k n e `m  `hqbq`es rg `kk a d sq`m redqqdc  eqn l  ` t m hs o qn u hc hm f  `qd` bn m sqn k rdqu hbd sn  ` t m hs o qn u hc hm f  `o o qn `bg Mnsd-R ddMnsdenkknv hmf2 -5 -0 -2 -0 - bn m sqn k rdqu hbd + `m c  u hbd u dqr`+ `s ` o n hm s n q shl d `f qddc a dsv ddm sg dsv n t m hsr-

2 -5 -0-3 A dsv ddmbnmsqnkrdbsnqr.onrhshnmrv hsghmsgdr`ld `hqsq`eehbbnmsqnktmhs 2 -5 -0-2 A dsv ddm`tmhsoqnuhchmf`ooqn`bgbnmsqnk rdquhbd`mc`m`dqncqnldbnmsqnksnv dq S g dqdro n m rha hkhsx en qbn m sqn kn e`m `hqbq`esrg `kka dsq`m red qqdc eqn l  n m d bn m sqn k rdbsn q.o n rhshn m  sn  `m n sg dq bn m sqn k rdbsn q. 2 -5 -0-2 -0 @ qqhuhmf `hqbq`es- S g d qdro n m rha hkhsx  en q sg d o n rhshn m v hsg hm sg dr`l d`hqsq`eehbbn m sqn kt m hs` s`o n hm s+kdu dk bn m sqn kn e`m `qqhu hm f ` hqbq`esrg `kka dsq`m redqqdc eqn l sg dt m hs n qshl d+`rro d bhehdc hm @ S R t m hshm rsqt bshn m r- o qn u hc hm f  `o o qn `bg  bn m sqn k rd qu hb d sn  sg d `dqn c qn l d bn m sqn k sn v d q+v g dm sg d`hqbq`es9

`( hrhm sg du hbhm hsx n esg d `dqn c qn l d+`m c 9 2 -5 -1 B n n qc hm `shn m n esq` m redq

0( hs hr bn m rhc dqdc  sg `s `o o qn `b g  `m c  k`m c hm f  v hkk a d 2 -5 -1 -0 Q dro n m rha hkhsx  en q bn m sqn k n e `m  `hqbq`es rg `kk m n s bn l o kdsdc hm u hrt `kqdedqdm bdsn sg df qn t m c +n q a d  sq` m redqqdc  eqn l  n m d ` hq sq`eehb bn m sqn k t m hs sn  `m n sg d q v hsg n t ssg dbn m rdm sn esg d` bbdo shm f bn m sqn kt m hs+v g hbg rg `kk 1 ( hs g `r qd`bg d c  t m hm sdqqt o sdc  u hrt `k l dsdn qn kn f hb`k a d n a s`hm dc hm `b bn qc `m bdv hsg 2 -5 -1 -1 +2 -5 -1 -1 -0+2 -5 -1 -1 -1 `m c bn m c hshn m r+n q 2 -5 -1 -2 -

a ( hr` s`o qdrbqha dc o n hm sn qkdu dk+`rro db hehdc hm kdssdqrn e 2 -5 -1 -1 S g dsq`m redqqhm f bn m sqn kt m hsrg `kkbn l l t m hb`sdsn `f qddl dm sn q@ S R t m hshm rsqt bshn m r:n q sg d `bbdo shm f bn m sqn kt m hssg d`o o qn o qh`sdo `qsrn esg dbt qqdm s ekhf g so k` m `m c `m x bn m sqn khm en ql `shn m o dqshm dm ssn sg dsq`m red q b( g `rk`m c dc - qdp t d rsdc -

2 ,2 01.30.00././04 M n -3 2 @mmdw00@hqSq`eehbRdquhbdr B g `o sdq2

2 -5 -1 -1 -0 V g dqdsq`m redqn ebn m sqn khrsn a ddeedbsdc t rhm f d( `m x  m db drr`qx  hm rsqt bshn m r n q hm en ql `shn m  n m  n sg d q q`c `q c `s`+ sg d bn m sqn k hm en ql `shn m  o dqshm dm s sn  sg d sq`m redq l ` ssd qr rt bg  `r `o o qn `bg  n q c do `qst qd l `m n dt u qdr+ rg `kk hm bkt c d hm en ql `shn m  qdf `qc hm f  sg d o n rhshn m  `m c + he bn l l t m hb`shn m r`m c sg dshl d n edw o hqx n esg dbkd`q`m bd- qdp t hqdc + sg d sq`bj  `m c  ro ddc  n e sg d `hqbq`es+ `r n a rdqu dc  a x q`c `qhl l dc h`sdkx o qhn qsn sg dsq`m redq- Mnsd-S gdshldnedwohqxnesgdbkd`q`mbdhmchb`sdr sgdshld`esdqv ghbgsgdbkd`q`mbdv hkka d`tsnl`shb`kkx 2 -5 -1 -1 -1 V g dqdsq`m redqn ebn m sqn khrsn a dd eedbsd c t rhm f b`mbdkkdchesgdekhfgsg`rmnsa ddmbnlldmbdc- @ C R c `s`+sg dbn m sqn khm en ql `shn m o dqshm dm ssn sg dsq`m redqrg `kk hm bkt c dsg den t q,c hl dm rhn m `ko n rhshn m ` m c n sg dqhm en ql `shn m `r 2 -6 -0-1 Q dbn l l dm c ` shn m -"  R s`mc`qc cdo`qstqd `mc m db drr`qx - `qqhu`kqntsdr`mc`rrnbh`sdcoqnbdctqdrrgntkca ddrs`a khrgdc v gdmmdbdrr`qxsne`bhkhs`sd9 2 -5 -1 -2 S g d`bbd o shm f bn m sqn kt m hsrg `kk9 `( sgdr`ed+nqcdqkx`mcdwodchshntreknv ne`hqsq`eehb: `( hm c hb`sdhsr`a hkhsx sn `bbd o sbn m sqn kn esg d`hqb q`esn m sg d sdql r ro dbhehdc  a x  sg d sq`m redqqhm f  bn m sqn k t m hs+ t m kdrr a ( sgdcdrbqhoshnmnesgdqntsd`mcoqnbdctqdhm`hqsq`eehb a x o qhn q`f qddl dm sa dsv ddm sg dsv n t m hsrbn m bdqm dc +sg d bnmsqnkbkd`q`mbdr- `a rdm bdn e`m x rt bg hm c hb`shn m hrt m c dqrsn n c sn rhf m hex `bbdo s`m b d n e sg d  sdql r ro dbhehd c + n q hm c hb`sd `m x Mnsd-L `sdqh`kqdk`shmfsnsgddrs`a khrgldmsners`mc`qc m db drr`qx bg `m f drsg dqd sn :`m c cdo`qstqd `mc `qqhu`k qntsdr `mc `rrnbh`sdc oqnbdctqdr hr bnms`hmdc hm sgd @ hq S q`eehb  R dqu hbdr O k`m m hm f  L `m t `k a ( ro dbhex  `m x  n sg dq hm en ql `shn m  n q bkd`q`m bd en q ` rt a , 'C nb 8 3 1 5 (-S gdcdrhfmbqhsdqh``qdbnms`hmdchmO @ MR ,N O R + rdp t dm so n qshn m n esg dekhf g s+v g hbg hsqdp t hqdrsg d`hqbq`es U nktldHH'C nb7 0 5 7 (- sn g `u d`ssg dshl dn esq`m redq-

2 -5 -1 -3 S g d `bb do shm f  bn m sqn k t m hs rg ` kk m n shex  sg d 2 -6 -1 B kd `q`m bdren qsq`m rn m hbekhf g s sq`m redqqhm f bn m sqn kt m hsv g dm hsg `rdrs`a khrg dc sv n ,v ` x u n hbd `m c .n q c `s` khm j  bn l l t m hb`shn m r v hsg  `m c  `rrt l dc  bn m sqn k 2 -6 -1 -0 S g d `hq sq`eehb  bn m sqn k bkd`q`m bd  qdk`shm f  sn  sg d n e sg d`hqbq`esbn m b dqm dc +t m kdrrn sg dqv hrdro dbhehdc a x `f qdd , sq`m rn m hb`bbdkd q`shn m o g `rdn e` rt o d qrn m hbekhf g srg `kkdw sdm c l dm sa dsv d dm sg d sv n bn m sqn kt m hsrbn m bdqm dc - `skd`rssn sg ddm c n esg `so g `rd- 2 -5 -1 -4 @ o o khb`a kd b n n qc hm `shn m  o qn bdc t qdr+ hm bkt c hm f sq`m redqn ebn m sqn ko n hm sr+rg `kka dro db hehdc hm kdssdqrn e`f qdd , 2 -6 -1 -1 Q dbn l l dm c ` shn m -" S gd`hqsq`eehbbnmsqnkbkd`q, l dm s`m c @ S R t m hshm rsqt bshn m r`r`o o qn o qh`sd- `mbd qdk`shmf sn sgd cdbdkdq`shnm `mc cdrbdms ne `m `hqbq`es eqnl rtodqrnmhb bqthrd sn rta rnmhb ekhfgs rgntkc oqnuhcd enq tmhmsdqqtosdccdrbdms+`skd`rsctqhmfsgdsq`mrnmhbog`rd-

2 -6 @ hqsq ` eehbbn m sqn kbkd` q` m bd r 2 -6 -2 Q d`c ,a `bj n ebkd`q`m bdr`m c @ hq sq`eehb  bn m sqn k bkd`q`m bdr rg `kk a d  a `rdc  rn kdkx  n m  sg d r`edsx ,qdk`sdc hm en ql `shn m  qdp t hqdl dm sren qo qn u hc hm f `hqsq`eehbbn m sqn krdqu hbd - 2 -6 -2 -0 S g d ekhf g s bqdv  rg ` kk qd`c  a `bj  sn  sg d `hq sq`eehb bn m sqn kkdqr`edsx ,qdk` sdc o `qsrn e@ S B bkd`q`m bdr`m c hm rsqt b , 2 -6 -0 B n m sdm srn ebkd`q`m b dr shn m rv g hbg `qdsq`m rl hssd c a x u n hbd-S g den kkn v hm f hsdl rrg `kk `kv `x ra dqd`c a `bj 9 2 -6 -0-0 @ m `hqsq`eehbbn m sqn kbkd`q`m bdrg `kkhm c hb`sd9 `( @ S B qn t sdbkd`q`m bd r: `( `hqbq`eshc dm shehb` shn m `rrg n v m hm sg dekhf g so k` m : a ( bkd`q`m bdr `m c  hm rsqt bshn m r sn  dm sdq+ k`m c  n m + s`j d n ee a ( bkd`q` m bdkhl hs: eqn l +g n kc rg n qsn e+bqn rr`m c a `bj sq`bj n m `m x qt m v `x : `m c b( qn t sdn eekhf g s: b( qt m v `x ,hm ,t rd+ `kshl dsdq rdsshm f r+ R R Q  bn c dr+ kdu dk c ( kdu d k'r(n eekhf g sen qsg ddm shqdqn t sdn qo `qssg d qdn e`m c hm rsqt bshn m r+g d`c hm f `m c ro ddc hm rsqt bshn m r`m c +v g dsg dq bg ` m f drn ekdu d krheqd p t hqdc : hrrt dc a x sg dbn m sqn kkdqn qbn m s`hm dc hm @ S HR a qn `c b`rsr+ sq`m rhshn m kdu dkr- Mnsd- He sgd bkd`q`mbd enq sgd kdudkr bnudqr nmkx o`qs ne sgd qntsd+ hs hr hlonqs`ms enq sgd `hq sq`eehb 2 -6 -2 -0-0 N sg d qbkd`q` m bdrn qhm rsqt bshn m r+hm bkt c hm f b n m , bnmsqnk tmhs snrodbhex ` onhms sn v ghbg sgd o`qs ne sgd c hshn m ` k bkd`q` m bdr+ rg `kk a d qd`c  a `bj  n q `bj m n v kdc f dc  hm  ` bkd`q`mbdqdf`qchmfkdu dkr `ookhdrv gdmdudq mdbdrr`qx l ` m m dqsn bkd`qkx hm c hb`sdsg `ssg dx g `u da dd m t m c dqrsn n c `m c sndmrtqdbnlokh`mbdv hsg2 -5 -4 -1 -1 `(ne@ mmdw1 - v hkka dbn l o khdc v hsg -

01 .30.000..//04 2 ,3 M n -3 2 B g `o sdq2 @mmdw00@hqSq`eehbRdquhbdr

2 -6 -2 -0-1 S g d bn m sqn kkdq rg `kk khrsdm  sn  sg d qd`c ,a `bj  sn `hqro `bd+ n sg dq sg `m  sg `s n e sg d `hq sq`eehb bn m sqn k t m hs `rbdqs`hm  sg `s sg d bkd`q`m bd n q hm rsqt b shn m  g `r a ddm  bn qqdbskx qdro n m rha kden qsg dc dkhu dqx n esg dc n v m rsqd`l bkd `q`m bd- `bj m n v kdc f dc  a x  sg d ekhf g s bqdv  `m c  rg `kk s`j d hl l dc h`sd `bshn m sn bn qqdb s`m x c hrbqdo `m bhd rqdu d`kdc a x sg dqd`c ,a `bj - Mnsd- Q dp thqdldmsr qdk`shmf sn sgd `ookhb`shnm ne cnv mrsqd`l bkd`q`mbd cdkhudqx rdquhbd `qd rodbhehdc hm 2 -6 -2 -1 T m kdrrro dbhehdc a x sg d`o o qn o qh`sd@ S R `t sg n qhsx + @ mmdw 0 / + U nktld HH- Fthc`mbd l`sdqh`k hr bnms`hmdc hm sgd u n hbdqd`c ,a `bj n eB O C K B l drr`f drrg `kkm n sa dqdp t hqdc - L `m t ` k n e @ hq S q` eehb R dqu hbdr C `s` K hm j  @ o o khb`shn m r 'C nb 8 5 8 3 (- Mnsd- S gd oqnbdctqdr `mc oqnuhrhnmr qdk`shmf sn sgd dwbg`mfd `mc `bjmnv kdcfdldms ne B O C K B  ldrr`fdr `qd 2 -6 -3 -1 -0-3 Q dbn l l dm c ` shn m -" V gdqdoq`bshb`a kd+`mc bnms`hmdchm@ mmdw0 / +U nktldHH+`mcO @ MR ,@ S L +B g`osdq 0 3 - v gdqd c`s`khmj bnlltmhb`shnmr `qd trdc sn e`bhkhs`sd cnv m, rsqd`l bkd`q`mbd cdkhudqx+ sv n,v `x  unhbd bnlltmhb`shnmr a dsv ddmsgdohkns`mcsgd`hqsq`eehbbnmsqnktmhsoqnuhchmfsgd 2 -6 -3 B n n qc hm `shn m n ebkd`q`m bdr cnv mrsqd`lbkd`q`mbdrgntkca d`u `hk`a kd-

@ m  `hq sq`eehb bn m sqn k bkd`q` m bd rg `kk a d bn n qc hm `sdc  a dsv ddm 2 -6 -3 -2 V g dm  `m  `hqbq`es hm sdm c r sn  c do `qs eqn l  `m `hqsq`eehbbn m sqn kt m hsrsn bn u dqsg ddm shqdqn t sdn e`m `hqbq` es `dqn c qn l d v hsg hm  ` bn m sqn k `qd` sn  dm sdq `m n sg dq bn m sqn k `qd` n q`ro d bhehdc o n qshn m sg dqdn e`ren kkn v r- v hsg hm `o dqhn c n esg hqsx l hm t sdr+n qrt bg n sg dqro dbhehbo dqhn c n e shl d `r g `r a ddm  `f qddc  a dsv ddm  sg d `qd` bn m sqn k bdm sqdr bn m bdqm dc +bn n qc hm `shn m v hsg sg drt a rdp t dm s`qd`bn m sqn kbdm sqd 2 -6 -3 -0 @ m `hqbq`esrg ` kka dbkd`qdc en qsg ddm shqdqn t sdsn rg `kka ddeedbsdc o qhn qsn hrrt `m bdn esg dc do `qst qdbkd`q`m bd- sg d`dqn c qn l dn eehqrshm sdm c d c k`m c hm f 9 2 -6 -3 -3 V g dm `m `hqbq`eshm sdm c rsn kd`u d`bn m sqn k`qd`en q `( v g d m  hs g `r a ddm  o n rrha kd+ o qhn q sn  c d o `qst qd + sn ekhf g sn t srhc dbn m sqn kkdc `hqro `bd+`m c v hkkrt a rdp t dm skx qd,dm sdq bn n qc hm ` sd sg d bkd `q`m bd a dsv ddm  `kk sg d t m hsr t m c d q sg d r`l d n q `m n sg dq bn m sqn k `qd`+ ` bkd`q`m bd eqn l  o n hm s n e v g n rdbn m sqn ksg d`hqbq`esv hkkbn l d:n q c do `qst qd sn  sg d `dqn c qn l d n e ehqrs hm sdm c dc  k`m c hm f  l `x  a d hrrt dc - R t bg  bkd`q`m bd n q qdu hrhn m r sg dqdsn  rg `kk `o o kx  n m kx  sn a ( v g d m  sg d qd hr qd`rn m `a kd `rrt q`m b d sg `s o qhn q b n n qc h, sg n rdo n qshn m rn esg dekhf g sbn m c t bsdc v hsg hm bn m sqn kkdc `hqro `bd- m `shn m v hkka ddeedbsdc a dsv d dm sg n rdt m hsrt m c d qv g n rd bn m sqn ksg d`hqbq`esv hkkrt a rdp t dm skx b n l d- 2 -6 -4 @ hqsq`eehbekn v l `m `f dl dm s Mnsd- V gdqd ` bkd`q`mbd hr hrrtdc bnudqhmf sgd hmhsh`k o`qs ne sgd ekhfgs rnkdkx  `r ` ld`mr ne dwodchshmf cdo`qshmf 2 -6 -4 -0 @ hq sq`eehb ekn v  l `m `f dl dm s '@ S E L ( rg `kk a d sq`eehb+sgdrtbbddchmfdm,qntsdbkd`q`mbdv hkka d`rrodbhehdc hl o kdl dm sdc  en q `hqro `bd v g d qd `hq sq`eehb c dl ` m c  `s shl dr `a nu ddudmsgntfgsgd`dqncqnldneehqrshmsdmcdck`mchmfhr dw bddc r+n qhrdw o d bsdc sn dw bd dc +sg dc dbk`qdc b`o `bhsx n esg d tmcdqsgditqhrchbshnmne`m`qd`bnmsqnkbdmsqdnsgdqsg`msgd `hqsq`eehbbn m sqn krd qu hb drbn m b dqm dc - nmdhrrthmfsgddm,qntsdbkd`q`mbd- Mnsd- S gd b`o`bhsx ne sgd `hq sq`eehb bnmsqnk rdquhbdr 2 -6 -3 -1 V g dm  bn n qc hm `shn m  `r hm  2 -6 -3 -0 g `r m n s a ddm bnmbdqmdc v hkkmnql`kkxa dcdbk`qdca xsgd`ooqnoqh`sd@ S R `bg hdu dc n qhrm n s`m shbho `sdc +sg d`hqbq`esrg `kka db kd`qdc n m kx `tsgnqhsx- sn sg ` so n hm sv g dqd bn n qc hm `shn m hrqd` rn m `a kx `rrt qdc :o qhn qsn qd`bg hm f rt bg o n hm s+n q`srt b g o n hm s+sg d `hqbq`esrg `kkqdbdhu d 2 -6 -4 -1 Q dbn l l dm c ` shn m -@ @ S E L rgntkca dhlokdldmsdc et qsg dq bkd `q`m bd+ g n kc hm f  hm rsqt bshn m r a dhm f  hrrt dc  `r nmsgda `rhrneqdfhnm`k`hqm`uhf`shnm`fqddldmsrnq+he`ooqn, `o o qn o qh`sd- oqh`sd+ sgqntfg ltkshk`sdq`k `fqddldmsr- R tbg `fqddldmsr rgntkc l`jd oqnuhrhnm enq bnllnm oqnbdctqdr `mc bnllnm 2 -6 -3 -1 -0 V g dm  o qdrb qha d c  a x  sg d `o o qn o qh`sd @ S R ldsgncrneb`o`bhsxcdsdqlhm`shnm- `t sg n qhsx +`hqbq`esrg `kkbn m s`b s`c n v m rsqd`l `hqsq`eehbbn m sqn k 2 -6 -4 -2 V g dm  hs a dbn l dr `o o `qdm s sn  `m  @ S B  t m hs sg `s t m hs+en qsg do t qo n rdn eqdbd hu hm f `c n v m rsqd`l bkd`q`m b do qhn q sq`eehb`c c hshn m `ksn sg `s`kqd`c x `bbdo sdc b`m m n sa d`bbn l l n , sn sg dsq`m red qn ebn m sqn ko n hm s- c ` sdc v hsg hm `f hu dm o dqhn c n eshl d `s`o `qshbt k`qkn b` shn m n q hm `o `qshbt k`q` qd`+n qb` m n m kx a d`b bn l l n c `sd c ` s`f hu dm 2 -6 -3 -1 -0-0 @ hqb q`esrg `kkl `hm s`hm sg dm dbdrr`qx sv n ,v `x q`sd+ sg `s t m hs rg `kk rn  `c u hrd sg d @ S E L  t m hs+ v g dm  rt bg  hr bn l l t m hb`shn m v hsg sg d bt qqdm s`hqsq`eehbbn m sqn kt m hsv g hkrs drs`a khrg dc + `r v dkk `r+ v g dm  `o o qn o qh`sd+ @ S R  t m hsr n a s`hm hm f `c n v m rsqd`l b kd`q`m bd- bn m bdqm dc -E khf g sbqd v rn e`hqbq` esc drshm dc sn sg dkn b`shn m n q `qd` hm p t drshn m `m c n o dq`sn qrbn m bdqm dc rg ` kk`krn a d`c u hrdc 2 -6 -3 -1 -0-1 @ bkd `q`m bdhrrt dc `r`c n v m rsqd` l bkd` q`m bd n esg dc dk` x rdw o dbsdc n qsg dqdrsqhbshn m rsg `sv hkka d`o o khdc - rg `kka d bkd` qkx hc dm sheh`a kd`rrt bg sn sg do hkn s- Mnsd- N odq`snqr bnmbdqmdc v hkk mnql`kkx a d`cuhrdc+hm 2 -6 -3 -1 -0-2 T m kdrr bn n qc hm ` sdc + c n v m rsqd`l  b kd`q`m bdr `cu`mbd v gdqd onrrha kd+ ne qdrsqhbshnmr hlonrdc a x sgd `hq rg `kk m n s ` eedbs sg d `hqbq`es?r n qhf hm `k ekhf g s o qn ehkd hm  `m x sq`eehbeknv l`m`fdldmstmhsv gdmrtbghrdrs`a khrgdc-

2 ,4 01.30.00././04 M n -3 2 @mmdw00@hqSq`eehbRdquhbdr B g `o sdq2

2 -7 B n m sqn kn eo dqrn m r` m c a ( u d g hbkdrrg `kkf hu dv `x sn n sg d qu dg hbkd rsn v hm f `hqbq`es: u dg hbkdr` s` dqn c qn l dr b( u d g hbkdrrg `kkf hu dv ` x sn n sg d qu dg hbkdrhm `bb n qc `m bd 2 -7 -0 S g d l n u dl dm s n e o dqrn m r n q u dg hbkdr hm bkt c hm f v hsg @ S R t m hshm rsqt bshn m r: sn v dc `hqbq`esn m sg dl `m n dt u qhm f `qd`n e`m `dqn c qn l drg `kk a d bn m sqn kkdc  a x  sg d `dqn c qn l d bn m sqn k sn v dq `r m dbdrr`qx  sn c ( m n sv hsg rs`m c hm f sg do qn u hrhn m rn e`(+a (`m c b(+u dg hbkdr `u n hc g `y`qc sn sg dl n qsn `hqbq`esk`m c hm f +s`w hhm f n qs`j hm f n ee- `m c  u dg hbkdr sn v hm f  `hqbq`es rg ` kkb n l o kx  v hsg  hm rsqt b , shn m rhrrt d c a x sg d`dqn c qn l dbn m sqn ksn v dq- 2 -7 -1 Hm bn m c hshn m rv g d qdkn v u hrha hkhsx o qn bdc t qdr`qdhm n o dq`shn m 9

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01 .30.000..//04 2 ,5 M n -3 2 B G @ O S D Q 3- E K HF G S HM E N Q L @ S HN M R D Q U HB D

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3 -1 -2 Q dbn l l dm c ` shn m -, @ S R t mhsrrgnt kcsq`mrlhs+`r 3-1 R bn o d n e ekhf g s hm en ql ` shn m rdqu hbd rnnm `r o q`bshb`a kd+ ro dbh`k `hq,qdo nqsr sn nsgdq `hqbq`es bnmbdqmdc+ sn sgd `rrnbh`sdc ldsdnqnknfhb`k neehbd+ `mc sn 3 -1 -0 E khf g shm en ql `shn m rdqu hbdrg `kkhm bkt c dsg do qn u hrhn m nsgdq @ S R  t mhsr bnmbdqmdc- S q`mrlhrrhnmr sn `hqbq`es rgnt kc n eo dqshm dm s9 a d bnmshmt dc enq ` o dqhnc sn a d cdsdqlhmdc a x `fqddldms a dsv ddmsgdldsdnqnknfhb`k`mc`hqsq`eehbrdquhbdr`t sgnqhshdr `( R HF L DS `m c @HQ L DS hm en ql `shn m : bnmbdqmdc-

a ( hm en ql `shn m  bn m bd qm hm f  o qd,dqt o shn m  u n kb`m hb `bshu hsx + 3 -1 -3 E khf g s hm en ql `shn m  rdqu hbdo qn u hc dc sn U E Q  ekhf g sr u n kb`m hbd qt o shn m r`m c u n kb`m hb`rg bkn t c r: rg `kkhm bkt c d+hm `c c hshn m sn sg `sn t skhm dc hm 3 -1 -0+sg do qn u hrhn m n e `u `hk`a kd hm en ql `shn m  bn m bdqm hm f  sq`eehb ` m c  v d`sg dq b n m , b( hm en ql `shn m bn m bdqm hm f sg d qdkd`rdhm sn sg d`sl n ro g dqd c hshn m r`kn m f sg dqn t sdn eekhf g ssg `s`qdkhj dkx sn l `j dn o dq`shn m n eq`c hn `bshu dl `sdqh`krn qsn w hbbg dl hb`kr: t m c d qsg du hrt `kekhf g sqt kdrhl o q`bshb`a kd- c ( hm en ql `shn m n m bg `m f drhm sg drdqu hbd`a hkhsx n em `u hf `shn m `hc r: 3-2 N o dq` shn m ` k ekhf g s hm en ql ` shn m d( hm en ql `shn m n m bg ` m f drhm b n m c hshn m n e` dqn c qn l dr`m c rdqu hbd a qn ` c b` rsr `rrn bh`sdc  e`bhkhshdr+ hm bkt c hm f  hm en ql `shn m  n m  sg d rs`sd n esg d`dqn c qn l dl n u dl dm s`qd`rv g dm sg dx `qd`eedbsdc 3 -2 -0 @o o khb`shn m a x rm n v +hbdn qrhf m hehb`m sc do sg n ev `sd q: 3 -2 -0-0 S g d l dsdn qn kn f hb` k hm en ql ` shn m  `m c  n o dq`shn m `k e( hm en ql `shn m n m t m l ` m m dc eqdda `kkn n m r: hm en ql `shn m  b n m bdqm hm f  m `u hf `shn m  `hc r `m c  `dqn c qn l dr hm b kt c dc  hm  sg d ekhf g s hm en ql `shn m  rdqu hbd rg `kk+ v g dm du d q `m c n e`m x n sg dqhm en ql `shn m khj dkx sn `eedbsr`edsx - `u `hk`a kd+a d o qn u hc dc hm `m n o dq`shn m ` kkx hm sdf q`sd c en ql -

@MMDW00 3,0 1 3.00./ 4 M n - 32 @mmdw00@hqSq`eehbRdquhbdr B g `o sdq3

3 -2 -0-1 Q d bn l l dm c ` shn m -,  V gdqd hmsdfq`sdc no dq, f( sgdet kka qn`cb`rsldrr`fdrgnt kca dqdo d`sdchesghrhr `shnm`k ekhfgs hmenql`shnm ldrr`fdr `qd sn a d sq`mrlhssdc sn ed`rha kdv hsghmsgdqdl`hmcdqnesgdshld`kknssdcsnsgd `hqbq`es+ sgdx  rgnt kc a d sq`mrlhssdc v hsg sgd bnmsdms `mc+ a qn`cb`rshmfrs`shnm: v gdqd ro dbhehdc+ hm sgd rdp t dmbd hmchb`sdc+ enq sgd u`qhnt r o g`rdrneekhfgs- g( sgda qn`cb`rshmenql`shnmrgnt kca dt o c`sdchlldch`sdkx `rhfmhehb`msbg`mfdnbbt qr:`mc 3 -2 -0-2 Q d bn l l dm c ` shn m -,  N o dq`shnm`k ekhfgs hmenq, l`shnm rdquhbd a qn`cb`rsr+ v gdm o qnuhcdc+ rgnt kc bnmrhrs ne h( sgdG EN EHR ldrr`fdrgnt kca do qdo `qdc`mcchrrdlh, ldrr`fdrbnms`hmhmfhmsdfq`sdchmenql`shnmqdf`qchmfrdkdbsdc m`sdca xsgdlnrs`o o qno qh`sdt mhs'r(`rcdrhfm`sdca x no dq`shnm`k `mc ldsdnqnknfhb`k dkdldmsr `o o qno qh`sd sn sgd d`bgR s`sd- u`qhnt ro g`rdrneekhfgs-S gdrda qn`cb`rsrrgnt kca dnesgqdd l`inqsx o dr+h-d-G E+U G E`mc@ S HR - 3 -2 -1 -2 Q dbn l l dm c ` shn m -,  O dmchmf sgd cdudkno ldms `mc`cno shnmne`lnqdrt hs`a kdenqlnero ddbgenqt mhudqr`k t rdhm`dqnm`t shb`kq`chnsdkdo gnmxbnllt mhb`shnmr+G EN EHR 3 -2 -0-3 T rdnesgdN EHR ldrr`fdrhmchqdbsdc a qn`cb`rsr bnmbdqmhmf `dqncqnldr cdrhfm`sdc enq t rd a x qdp t drs.qdo kxsq`mrlhrrhnmr hmsdqm`shnm`k `hq rdquhbdr rgnt kc a d `u`hk`a kd hm sgd D mfkhrg k`mft `fd- V g dm qdp t drsdc a x sg do hkn s+sg d`o o khb `a kdN E HR l drr`f d'r( rg `kka d sq`m rl hssdc a x sg d`o o qn o qh`sd@S R t m hs- 3 -2 -1 -3 Q dbn l l dm c ` shn m -, V gdqdG EN EHR a qn`cb`rsr `qd `u`hk`a kd hmlnqdsg`m nmdk`mft `fd+`chrbqdsd bg`mmdk rgnt kca dt rdcenqd`bgk`mft `fd- 3 -2 -1 G E n o dq`shn m `kekhf g shm en ql `shn m rdqu hbd'N E HR (a qn `c b`rsr 3 -2 -1 -4 Q dbn l l dm c ` shn m -, G Eno dq`shnm`kekhfgshmenq, l`shnmrdquhbda qn`cb`rsldrr`fdrrgnt kcbnms`hmsgdenkknv hmf 3 -2 -1 -0 Q d bn l l dm c ` shn m -, G Eno dq`shnm`kekhfgshmenq, hmenql`shnm hm sgd rdp t dmbd hmchb`sdc nq `r cdsdqlhmdc a x l`shnmrdquhbd'N EHR (a qn`cb`rsrrgnt kca do qnuhcdcv gdmhs qdfhnm`k`hqm`uhf`shnm`fqddldmsr9 g`r a ddm cdsdqlhmdc a x qdfhnm`k `hq m`uhf`shnm `fqddldmsr sg`s`qdp t hqdldmsdwhrsr- `( D m,qnt sdv d`sgdqhmenql`shnm

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1 3.00./ 4 3,1 M n - 32 Chapter 4 Annex 11 — Air Traffic Services

4.3.3 VHF operational flight information a) name of aerodrome; service (OFIS) broadcasts b) time of observation; 4.3.3.1 Recommendation.— VHF operational flight information service broadcasts should be provided as c) landing runway; determined by regional air navigation agreements. d) significant runway surface conditions and, if appropriate, 4.3.3.2 Recommendation.— Whenever such broadcasts braking action; are provided: e) changes in the operational state of the navigation aids, a) the aerodromes for which reports and forecasts are to if appropriate; be included should be as determined by regional air navigation agreements; f) holding delay, if appropriate;

b) each aerodrome message should be identified by the g) surface wind direction and speed; if appropriate, name of the aerodrome to which the information maximum wind speed; applies; *h) visibility and, when applicable, runway visual range (RVR); c) when information has not been received in time for a broadcast, the latest available information should be *i) present weather; included together with the time of that observation; *j) cloud below 1 500 m (5 000 ft) or below the highest d) the broadcasts should be continuous and repetitive; minimum sector altitude, whichever is greater; cumu- lonimbus; if the sky is obscured, vertical visibility, when e) The VHF OFIS broadcast message should take into available; consideration human performance. The broadcast mess- age should, whenever practicable, not exceed five †k) air temperature; minutes, care being taken that the readability is not impaired by the speed of the transmission; †l) dew point temperature;

Note.— Guidance material on human performance †m) QNH altimeter setting; can be found in the Human Factors Training Manual (Doc 9683). n) supplementary information on recent weather of oper- ational significance and, where necessary, wind shear; f) the broadcast message should be updated on a scheduled basis as determined by regional air navigation o) trend forecast, when available; and agreements. In addition it should be expeditiously updated immediately a significant change occurs; and p) notice of current SIGMET messages.

g) the VHF OFIS message should be prepared and 4.3.4 Voice-automatic terminal information disseminated by the most appropriate unit(s) as service (Voice-ATIS) broadcasts designated by each State. 4.3.4.1 Voice-automatic terminal information service 4.3.3.3 Recommendation.— Pending the development (Voice-ATIS) broadcasts shall be provided at aerodromes and adoption of a more suitable form of speech for universal where there is a requirement to reduce the communication load use in aeronautical radiotelephony communications, VHF on the ATS VHF air-ground communication channels. When OFIS broadcasts concerning aerodromes designated for use provided, they shall comprise: by international air services should be available in the English language.

4.3.3.4 Recommendation.— Where VHF OFIS broad- casts are available in more than one language, a discrete channel should be used for each language. * These elements are replaced by the term “CAVOK”, whenever the 4.3.3.5 Recommendation.— VHF operational flight conditions as specified in the PANS-ATM (Doc 4444), Chapte r11 information service broadcast messages should contain the prevail. following information in the sequence indicated: † As determined on the basis of regional air navigation agreements.

4-3 1/11/01 @mmdw00@hqSq`eehbRdquhbdr B g `o sdq3

`( n m da qn `c b`rsrdqu hm f `qqhu hm f `hqbq`es:n q 3 -2 -4 C `s`khm j ,`t sn l `shbsdql hm `k hm en ql `shn m rd qu hb d'C ,@ S HR ( a ( n m da qn `c b`rsrdqu hm f c do `qshm f `hqbq`es:n q 3 -2 -4 -0 V g dqd ` C ,@ S HR  rt o o kd l dm sr sg d d w hrshm f `u `hk`a hkhsx n eU n hbd,@ S HR +sg dhm en ql `shn m rg `kka dhc dm shb`k b( n m d a qn `c b`rs rdqu hm f  a n sg  `qqhu hm f  `m c  c do `qshm f hm  a n sg  b n m sdm s `m c  en ql `s sn  sg d `o o khb`a kd U n hbd,@ S HR `hqbq`es:n q a qn `c b`rs-

c ( sv n  a qn `c b`rsr rdqu hm f  `qqhu hm f  `m c  c do `qshm f  `hqbq`es 3 -2 -4 -0 -0 V g dqd  qd`k,shl d l dsdn qn kn f hb`k hm en ql `shn m  hr qdro dbshu dkx `ssg n rd `dqn c qn l drv g dqd sg d kdm f sg n e ` hm b kt c dc  a t s sg d c `s` qdl `hm r v hsg hm  sg d o `q`l dsdqr n e sg d a qn `c b`rs rdqu hm f  a n sg  `qqhu hm f  `m c  c do `qshm f  `hqbq`es rhf m hehb`m s bg `m f d bqhsdqh`+ sg d b n m sdm s+ en q sg d o t qo n rd v n t kc a ddw bdrrhu dkx kn m f - n e l `hm s`hm hm f  sg d r`l d c drhf m `sn q+ rg `kk a d bn m rhc dqdc hc d m shb`k- 3 -2 -3 -1 @  c hrbqdsd U G E  eqdp t dm bx  rg `kk+ v g dm du d q o q`bshb`a kd+ a d  t rdc  en q U n hbd,@ S HR  a qn `c b `rsr- He ` c hrbqdsd Mnsd-Rhf mhehb`msbg`mf dbqhsdqh``qdrodbhehdc hm1 -2 -1 ne eqd p t dm bx  hr m n s `u `hk`a kd+ sg d sq`m rl hrrhn m  l `x a d l `c d n m @oodmc hw2 sn@mmdw2 - sg d u n hbd bg `m m dk'r( n e sg d l n rs `o o qn o qh`sd sdql hm `k m `u h, f `shn m  `hc 'r(+ o qdedq`a kx  ` U N Q + o qn u hc dc  sg d q`m f d `m c 3 -2 -4 -1 V g dqd ` C ,@ S HR  rt o o kd l dm sr sg d d w hrshm f qd`c `a hkhsx  `qd `c dp t `sd `m c  sg d hc dm shehb`shn m  n e sg d  m `u h, `u `hk`a hkhsx  n e U n hbd,@ S HR  `m c  sg d @ S HR  qdp t hqdr t o c `shm f + f `shn m `hc hrrdp t dm bdc v hsg sg da qn `c b`rsrn sg `ssg dk`ssdqhr U n hb d,@ S HR `m c C ,@ S HR rg `kka dt o c `sdc rhl t ks`m d n t rkx - m n sn a khsdq`sdc - Mnsd-F thc `mb dl`sdqh`kqdk`shmf snC ,@SHRhrbnms`hmdc 3 -2 -3 -2 U n hbd,@ S HR a qn `c b`rsrrg `kkm n sa dsq`m rl hssdc n m hmsgdL `m t `kn e@ hqS q`eehbR d qu hb drC `s`K hm j @ o o khb`shn m r sg du n hbdbg `m m dkn e`m HK R - 'C nb 8 5 8 3 (- Sgd sdbgmhb`k qdpthqdldmsr enq sgd C ,@SHR `ookhb `shnm `qd bnms`hmdc  hm @mmdw  0 / + U nktld HHH+ O `qs H+ 3 -2 -3 -3 V g dm du dqU n hbd,@ S HR hro qn u hc dc +sg da qn `c b`rs B g`osdq2 - rg `kka d bn m shm t n t r`m c qdo dshshu d-

3 -2 -3 -4 S g d hm en ql `shn m  bn m s`hm dc  hm  sg d bt qqdm s a qn `c , 3 -2 -5 @ t sn l `shbsdql hm `khm en ql `shn m b`rs rg `kk hl l dc h`sdkx  a d l `c d j m n v m  sn  sg d @ S R  t m hs'r( rdqu hbd'u n hbd`m c .n qc `s`khm j ( bn m bdqm dc v hsg sg do qn u hrhn m sn `hqbq`esn ehm en ql `shn m qdk`shm f sn `o o qn `bg +k`m c hm f `m c s`j d,n ee+v g dm d u dqsg dl drr`f dg `r 3 -2 -5 -0 V g dm du dqU n hbd,@ S HR `m c .n qC ,@ S HR hro qn u hc dc 9 m n sa ddm o qd o `qdc a x sg `s'sg n rd(t m hs'r(- `( sg d  hm en ql `shn m  b n l l t m hb`sd c  rg `kk qdk`sd sn  ` rhm f kd `dqn c qn l d: Mnsd- Sgd qdpthqdldmsr enq sgd oqnuhrhnm ne @SHR sg`s `ookhdrsna nsgU nhb d,@SHR`mc C ,@SHR`qdbnms`hmdc hm3 -2 -5 a dknv - a ( sg d  hm en ql `shn m  bn l l t m hb`sdc  rg `kk a d  t o c `sdc hl l dc h`sdkx `rhf m hehb`m sbg `m f d n bbt qr: 3 -2 -3 -5 U n hbd,@ S HR  a qn `c b`rsr o qn u hc dc  `s c drhf m `sdc b( sg d o qdo `q`shn m `m c c hrrdl hm `shn m n esg d@ S HR l drr`f d `dqn c qn l dr en q t rd a x  hm sdqm `shn m `k `hq rdqu hbdr rg `kk a d rg `kka dsg dqdro n m rha hkhsx n esg d`hqsq`eehbrdqu hbdr: `u `hk`a kdhm sg dD m f khrg k`m f t `f d `r`l hm hl t l -

c ( hm c hu hc t `k @ S HR  l drr`f dr rg `kk a d hc dm shehdc  a x  ` Q d bn l l dm c ` shn m - 3 -2 -3 -6  V gdqd U nhbd,@SHR a qn`c , c d rhf m `sn qhm sg den ql n e`kdssdqn esg dHB @ N ro dkkhm f b`rsr `qd `u`hk`a kd hm lnqd sg`m nmd k`mf t`f d+ ` c hrbqdsd `ko g `a ds- C drhf m `sn qr `rrhf m dc  sn  bn m rd bt shu d @ S HR bg`mmdkrgntkc a dtrdc enqd`bgk`mf t`f d- l d rr`f drrg `kka dhm `ko g `a dshb`kn qc dq:

3 -2 -3 -7 Q d bn l l dm c ` shn m -  Sgd U nhb d,@SHR a qn`c b `rs d( `hqbq`es rg `kk `bj m n v kdc f d  qdbd ho s n e sg d hm en ql `shn m ldrr`f drgntkc +v gdmdudqoq`bshb`a kd+mnsdwbddc 2 / rdbnmc r+ t o n m  drs`a khrg hm f  bn l l t m hb`shn m  v hsg  sg d @ S R  t m hs b`qd a dhmf  s`jdm sg`s sgd qd`c `a hkhsx ne sgd @SHR ldrr`f d hr o qn u hc hm f  `o o qn `bg  bn m sqn k rdqu hbd n q sg d `dqn c qn l d mns hlo`hqdc  a x sgd roddc  ne sgd sq`mrlhrrhnm nq a x sgd bn m sqn ksn v dq+`r`o o qn o qh`sd: hc dmshehb`shnmrhf m`kne`m`uhf `shnm`hc trdc enqsq`mrlhrrhnm ne @SHR- Sgd @SHR a qn`c b`rs ldrr`f d rgntkc  s`jd hmsn e( sg d  `o o qn o qh`sd @ S R  t m hs rg `kk+ v g dm  qdo kx hm f  sn  sg d bnmrhc dq`shnmgtl`modqenql`mb d- l d rr`f dhm d(`a n u dn q+hm sg db`rdn e`qqhu hm f `hqbq`es+ `s rt bg  n sg dq shl d `r l `x  a d o qdrbqha dc  a x  sg d Mnsd-F thc `mbdl`sdqh`knmgtl`modqenql`mbdb`ma d `o o qn o qh`sd@ S R `t sg n qhsx +o qn u hc dsg d`hqbq`esv hsg sg d entmc hmsgdG t l `m E `bsn qrS q`hm hm f L `m t `k'C nb8 5 7 2 (- bt qqdm s`kshl dsdqrdsshm f :`m c 

1 3.0 0 ./ 4 3,3 M n - 32 B g `o sdq3 @mmdw00@hqSq`eehbRdquhbdr

f ( sg d l dsdn qn kn f hb`k hm en ql `shn m  rg `kk a d dw sq`bsdc  eqn l g ( rhf m hehb`m sqt m v `x rt qe`bdbn m c hshn m r`m c +he`o o qn o qh`sd+ sg dkn b`kl dsdn qn kn f hb`kqn t shm dn qro d bh`kqdo n qs- a q`j hm f `bshn m :

Mnsd-Hm`bb nqc `mbdv hsgRdb shnmr3 -0 `mc 3 -2 ne@oodm, h( g n kc hm f c dk`x +he`o o qn o qh`sd: c hw 2  sn @mmdw 2 + sgd rtqe`bd v hmc  c hqdbshnm `mc  roddc  `mc qtmv `xuhrt`kq`mf d'Q U Q (`qdsna d`udq`f dc nudq1 lhmtsdr i( sq`m rhshn m kdu dk+he`o o khb`a kd: `mc  0 lhmtsd+ qdrodbshudkx: `mc  sgd v hmc  hmenql`shnm hr sn qdedqsnbnmc hshnmr`knmf sgdqtmv `xenqc do`qshmf `hqbq`es`mc j ( n sg dqdrrdm sh`kn o dq`shn m `khm en ql `shn m : sn bnmc hshnmr `s sgd sntbgc nv m ynmd enq `qqhuhmf  `hqbq`es- @ sdlok`sd enq sgd knb`k ldsdnqnknf hb`k qdonqs+ hmbktc hmf  sgd k( rt qe`bdv hm c c hqdbshn m `m c ro ddc +hm bkt c hm f rhf m hehb`m s bnqqdronmc hmf q`mf dr`mc qdrnktshnmrned`bgdkdldms+`qdhm u `qh`shn m r `m c + he rt qe`bd v hm c  rdm rn qr qdk`sdc  ro dbheh, @oodmc hw  2  sn @mmdw 2 - @c c hshnm`k bqhsdqh` enq sgd knb`k b`kkx  sn  sg d rd bshn m r n e qt m v `x 'r( hm  t rd `qd `u `hk`a kd ldsdnqnknf hb`k qdonqs `qd bnms`hmdc  hm B g`osdq 3  ne+ `mc  hm `m c sg d hm en ql `shn m hr qdp t hqd c  a x n o dq`sn qr+sg d hm c h, @ss`bgldmsC sn+@mmdw2 - b`shn m n esg dqt m v `x `m c sg drdbshn m n esg dqt m v `x sn v g hbg sg d hm en ql `shn m qdedqr: 3 -2 -5 -1 V g dm  q`o hc kx  bg `m f hm f  l dsdn qn kn f hb`kbn m c hshn m r l `j dhshm `c u hr`a kdsn hm bkt c d`v d`sg dqqdo n qshm sg d@ S HR +sg d )l ( u hrha hkhsx `m c +v g dm `o o khb`a kd+Q U Q : @ S HR  l drr`f dr rg `kk hm c hb`sd sg `s sg d qdkdu `m s v d`sg dq hm en q, l `shn m  v hkk a d f hu dm  n m  hm hsh`k bn m s`bs v hsg  sg d `o o qn o qh`sd )m ( o qdrdm sv d`sg dq: @ S R t m hs- )n ( bkn t c  a dkn v  0 4 / / l  '4 / / /  es( n q a dkn v  sg d g hf g drs 3 -2 -5 -2 Hm en ql `shn m  bn m s`hm dc  hm  ` bt qqdm s @ S HR + sg d l hm hl t l  rdbsn q `kshst c d+ v g hbg du dq hr f qd`sdq: bt l t , qdbdho s n e v g hbg  g `r a ddm  `bj m n v kdc f dc  a x  sg d `hqbq`es kn m hl a t r: he sg d rj x  hr n a rb t qd c + u dqshb`k u hrha hkhsx bn m bdqm dc +m dd c m n sa dhm bkt c dc hm `c hqdbsdc sq`m rl hrrhn m sn v g dm `u `hk`a kd: sg d`hqbq`es+v hsg sg ddw b do shn m n esg d`kshl dsd qrdsshm f +v g hbg rg `kka d o qn u hc dc hm `bbn qc `m bdv hsg 3 -2 -5 -0 e(- o ( `hqsdl o dq`st qd:

3 -2 -5 -3 He `m  `hqbq`es `bj m n v kdc f dr qdbdho s n e `m  @ S HR =p ( c d v o n hm ssdl o dq`st qd: sg `shrm n kn m f dqbt qqdm s+`m x dkdl dm sn ehm en ql `shn m sg `sm dd c r t o c `shm f rg `kka dsq`m rl hssdc sn sg d`hqb q`esv hsg n t sc dk`x - q( `kshl d sdqrdsshm f 'r(: 3 -2 -5 -4 Q d bn l l dm c ` shn m - B nmsdmsrne@SHRrgntkc a d r( `m x `u `hk`a kdhm en ql `shn m n m rhf m hehb`m sl dsdn qn kn f hb`k jdos `r a qhde `r onrrha kd- Hmenql`shnm `c c hshnm`k sn sg`s o g dm n l dm `hm sg d`o o qn `bg `m c bkhl a ,n t s`qd`rhm b kt c , rodbhehdc  hm 3 -2 -6  sn 3 -2 -8 + enq dw`lokd hmenql`shnm `kqd`c x hm f  v hm c  rg d`q+ `m c  hm en ql `shn m  n m  qdbdm s v d`sg dq n e `u`hk`a kdhm`dqnm`tshb`khmenql`shnmota khb`shnmr'@HO r(`mc n o dq`shn m `krhf m hehb`m bd : MN S@L +rgntkc nmkxa dhmbktc dc v gdmitrshehdc hmdwb doshnm`k bhqbtlrs`mbdr- s( sqdm c en qdb `rs+v g dm `u `hk`a kd:`m c

t ( ro dbhehb@ S HR hm rsqt bshn m r- 3 -2 -6 @ S HR en q`qqhu hm f `m c c do `qshm f `hqbq`es 3 -2 -7 @ S HR en q`qqhu hm f `hqbq`es @ S HR  l drr`f dr bn m s`hm hm f  a n sg  `qqhu `k `m c  c do `qst qd hm en q, l `shn m rg `kkbn m s`hm sg den kkn v hm f dkd l dm srn ehm en ql `shn m hm @ S HR  l drr`f dr bn m s`hm hm f  `qqhu `k hm en ql `shn m  n m kx  rg `kk sg dn qc dqkhrsd c 9 bn m s`hm  sg d en kkn v hm f  dkdl dm sr n e hm en ql `shn m  hm  sg d n qc d q khrsdc 9 `( m `l dn e`dqn c qn l d :

a ( `qqhu `k`m c .n qc do `qst qdhm c hb`sn q: `( m `l dn e`dqn c qn l d:

b( bn m sq`b ssx o d+hebn l l t m hb`shn m hru h`C ,@ S HR : a ( `qqhu `khm c hb`sn q:

c ( c drhf m `sn q: b( bn m sq`bssx o d +hebn l l t m hb`shn m hru h`C ,@ S HR :

d( shl dn en a rdqu `shn m +he`o o qn o qh`sd:

e( sx o dn e`o o qn `b g 'd r(sn a ddw o dbsd c : ) S g drd dkdl dm sr `qd qdo k`bdc  a x  sg d sdql  >B @ U N J @+ v g dm du dq sg d bn m c hshn m r `r ro dbhehdc  hm  sg d O @ M R ,@ S L  'C n b 3 3 3 3 (+ B g `o sdq 0 0 f ( sg d qt m v `x 'r( hm  t rd: rs`st r n e `qqdrshm f  rx rsdl o qdu `hk- bn m rshst shm f `o n sdm sh`kg `y`qc +he`m x : = @ rc dsdql hm dc n m sg da `rhrn eqdf hn m `k`hqm `u hf `shn m `f qddl dm sr-

3,4 1 3.0 0 ./ 4 M n - 32 @mmdw00@hqSq`eehbRdquhbdr B g `o sdq3

c ( c drhf m `sn q: a ( c d o `qst qd hm c hb`sn q:

d( shl dn en a rdqu `shn m +he`o o qn o qh`sd: b( bn m sq`bssx o d +hebn l l t m hb`shn m hru h`C ,@ S HR :

e( sx o dn e`o o qn `b g 'd r(sn a ddw o dbsd c : c ( c d rhf m `sn q:

f ( l `hm  k`m c hm f  qt m v `x 'r(: rs`st r n e `qqdrshm f  rx rsdl d( shl dn en a rdqu `shn m +he`o o qn o qh`sd : bn m rshst shm f `o n sdm sh`kg `y`qc +he`m x : e( qt m v `x 'r( sn  a d t rdc  en q s`j d,n ee: rs`st r n e `qqdrshm f g ( rhf m hehb`m sqt m v `x rt qe`bdbn m c hshn m r`m c +he`o o qn o qh`sd+ rx rsdl bn m rshst shm f `o n sd m sh`kg `y`qc +he`m x : a q`j hm f `bshn m : f ( rhf m hehb`m s rt qe`bd bn m c hshn m r n e qt m v `x 'r( sn  a d t rdc h( g n kc hm f c dk`x +he`o o qn o qh`sd: en qs`j d ,n ee`m c +he`o o qn o qh`sd+a q`j hm f `bshn m : i( sq`m rhshn m kdu dk+he`o o khb`a kd: g ( c d o `qst qd c dk`x +he`o o qn o qh`sd: j ( n sg dqdrrdm sh`kn o dq`shn m `khm en ql `shn m : h( sq`m rhshn m kdu dk+he`o o khb`a kd: k( rt qe`bdv hm c c hqdbshn m `m c ro ddc +hm bkt c hm f rhf m hehb`m s u `qh`shn m r `m c +he rt qe`bd v hm c  rdm rn qr qdk`sdc  ro dbheh, i( n sg dqdrrdm sh`kn o dq`shn m `khm en ql `shn m : b`kkx  sn  sg d rd bshn m r n e qt m v `x 'r( hm  t rd `qd `u `hk`a kd `m c  sg d  hm en ql `shn m  hr qdp t hqdc  a x  n o dq`sn qr+ sg d j ( rt qe`bdv hm c c hqdbshn m `m c ro ddc +hm bkt c hm f rhf m hehb`m s hm c hb`shn m n esg d qt m v `x `m c sg drdbshn m n esg dqt m v `x u `qh`shn m r `m c + he rt qe`bd v hm c  rdm rn qr qdk`sdc  ro dbheh, sn v g hbg sg dhm en ql `shn m qdedqr: b`kkx  sn  sg d rd bshn m r n e qt m v `x 'r( hm  t rd `qd `u `hk`a kd `m c  sg d hm en ql `shn m  hr qdp t hqdc  a x  n o dq`sn qr+ sg d )l ( u hrha hkhsx `m c +v g dm `o o khb`a kd +Q U Q : hm c hb`shn m n esg dqt m v `x `m c sg drdbshn m n esg dqt m v `x sn v g hbg sg dhm en ql `shn m qded qr: )m ( o qdrdm sv d`sg dq: )k( u hrha hkhsx `m c +v g dm `o o khb`a kd+Q U Q : )n ( bkn t c  a dkn v  0 4 / /  l  '4 / / /  es( n q a dkn v  sg d g hf g drs l hm hl t l  rdbsn q `kshst c d+ v g hbg du dq hr f qd `sdq: bt l t , )l ( o qdrdm sv d`sg dq: kn m hl a t r: he sg d rj x  hr n a rb t qd c + u dqshb`k u hrha hkhsx v g d m `u `hk`a kd: )m ( bkn t c  a dkn v  0 4 / /  l  '4 / / /  es( n q a dkn v  sg d g hf g drs l hm hl t l  rdbsn q `kshst c d+ v g hbg du dq hr f qd`sdq: bt l t , o ( `hqsdl o dq`st qd: kn m hl a t r: he sg d rj x  hr n a rb t qd c + u dqshb`k u hrha hkhsx v g dm `u `hk`a kd: =p ( c dv o n hm ssdl o dq`st qd: n ( `hqsdl o dq`st qd: q( `kshl d sdqrd sshm f 'r(: =o ( c d v o n hm ssdl o dq`st qd: r( `m x `u `hk`a kdhm en ql `shn m n m rhf m hehb`m sl dsdn qn kn f hb`k o g dm n l dm `hm sg d`o o qn `bg `qd`hm bkt c hm f v hm c rg d`q+ p ( `kshl d sdqrdsshm f 'r(: `m c  hm en ql `shn m  n m  qd bdm s v d`sg dq n e n o dq`shn m `k rhf m hehb`m bd: q( `m x `u `hk`a kdhm en ql `shn m n m rhf m hehb`m sl dsdn qn kn f hb`k o g dm n l dm `hm sg dbkhl a ,n t s`qd`hm bkt c hm f v hm c rg d`q: s( sqdm c en qdb`rs+v g d m `u `hk`a kd:`m c r( sqdm c en qdb `rs+v g dm `u `hk`a kd:`m c t ( ro dbhehb@ S HR hm rsqt bshn m r- s( ro dbhehb@ S HR hm rsqt bshn m r-

3 -2 -8 @ S HR en qc do `qshm f `hqbq`es

@ S HR  l drr`f dr bn m s`hm hm f  c d o `qst qd  hm en ql `shn m  n m kx  rg `kk bn m s`hm  sg d en kkn v hm f  dkdl dm sr n e hm en ql `shn m  hm  sg d n qc d q ) S g drd dkdl dm sr `qd qdo k`bdc  a x  sg d sdql  >B @ U N J @+ v g dm du dq sg d khrsdc 9 bn m c hshn m r `r ro dbhehdc  hm  sg d O @ M R ,@ S L  'C n b 3 3 3 3 (+ B g `o sdq 0 0 o qdu `hk- `( m `l dn e`dqn c qn l d : = @ rc dsdql hm dc n m sg da `rhrn eqdf hn m `k`hqm `u hf `shn m `f qddl dm sr-

1 3.0 0 ./ 4 3,5 M n - 32 Chapter 4 Annex 11 — Air Traffic Services

4.4 VOLMET broadcasts and D-VOLMET service

4.4.1 Recommendation.— HF and/or VHF VOLMET broadcasts and/or D-VOLMET service should be provided when it has been determined by regional air navigation agreements that a requirement exists.

Note.— Annex 3, 11.5 and 11.6 provide details of VOLMET broadcasts and D-VOLMET service.

4.4.2 Recommendation.— VOLMET broadcasts should use standard radiotelephony phraseologies.

Note.— Guidance on standard radiotelephony phraseologies to be used in VOLMET broadcasts is given in the Manual on Coordination between Air Traffic Services, Aeronautical Information Services and Aeronautical Meteorological Services (Doc 9377), Appendix 1.

4-7 1/11/01 CHAPTER 5. ALERTING SERVICE

5.1 Application communication should have been received, or from the time an unsuccessful attempt to establish com- 5.1.1 Alerting service shall be provided: munication with such aircraft was first made, whichever is the earlier, or when a) for all aircraft provided with air traffic control service; 2) an aircraft fails to arrive within thirty minutes of the b) in so far as practicable, to all other aircraft having filed estimated time of arrival last notified to or estimated a flight plan or otherwise known to the air traffic by air traffic services units, whichever is the later, services; and except when no doubt exists as to the safety of the c) to any aircraft known or believed to be the subject of aircraft and its occupants. unlawful interference. b) Alert phase when: 5.1.2 Flight information centres or area control centres shall serve as the central point for collecting all information 1) following the uncertainty phase, subsequent attempts relevant to a state of emergency of an aircraft operating within to establish communication with the aircraft or the flight information region or control area concerned and inquiries to other relevant sources have failed to for forwarding such information to the appropriate rescue reveal any news of the aircraft, or when coordination centre. 2) an aircraft has been cleared to land and fails to land 5.1.3 In the event of a state of emergency arising to an within five minutes of the estimated time of landing aircraft while it is under the control of an aerodrome control and communication has not been re-established with tower or approach control unit, such unit shall notify immedi- the aircraft, or when ately the flight information centre or area control centre 3) information has been received which indicates that the responsible which shall in turn notify the rescue coordination operating efficiency of the aircraft has been impaired, centre, except that notification of the area control centre, flight but not to the extent that a forced landing is likely, information centre, or rescue coordination centre shall not be required when the nature of the emergency is such that the except when evidence exists that would allay apprehen- notification would be superfluous. sion as to the safety of the aircraft and its occupants, or when 5.1.3.1 Nevertheless, whenever the urgency of the situation so requires, the aerodrome control tower or approach control 4) an aircraft is known or believed to be the subject of unit responsible shall first alert and take other necessary steps unlawful interference. to set in motion all appropriate local rescue and emergency organizations which can give the immediate assistance c) Distress phase when: required. 1) following the alert phase, further unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries point to the 5.2 Notification of rescue probability that the aircraft is in distress, or when coordination centres 2) the fuel on board is considered to be exhausted, or to 5.2.1 Without prejudice to any other circumstances that be insufficient to enable the aircraft to reach safety, may render such notification advisable, air traffic services or when units shall, except as prescribed in 5.5.1, notify rescue coordi- nation centres immediately an aircraft is considered to be in a 3) information is received which indicates that the state of emergency in accordance with the following: operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely, or when a) Uncertainty phase when: 4) information is received or it is reasonably certain that 1) no communication has been received from an aircraft the aircraft is about to make or has made a forced within a period of thirty minutes after the time a landing,

ANNEX 11 5-1 1/11/01 Annex 11 — Air Traffic Services Chapter 5

except when there is reasonable certainty that the maintain communication with an aircraft in a state of aircraft and its occupants are not threatened by grave emergency, and to request news of the aircraft. and imminent danger and do not require immediate assistance.

5.2.2 The notification shall contain such of the following 5.4 Plotting aircraft in information as is available in the order listed: a state of emergency

a) INCERFA, ALERFA or DETRESFA, as appropriate to When a state of emergency is considered to exist, the flight of the phase of the emergency; the aircraft involved shall be plotted on a chart in order to determine the probable future position of the aircraft and its b) agency and person calling; maximum range of action from its last known position. The flights of other aircraft known to be operating in the vicinity c) nature of the emergency; of the aircraft involved shall also be plotted in order to determine their probable future positions and maximum d) significant information from the flight plan; endurance. e) unit which made last contact, time and means used;

f) last position report and how determined; 5.5 Information to the operator g) colour and distinctive marks of aircraft; 5.5.1 When an area control or a flight information centre h) dangerous goods carried as cargo; decides that an aircraft is in the uncertainty or the alert phase, it shall, when practicable, advise the operator prior to notifying i) any action taken by reporting office; and the rescue coordination centre.

j) other pertinent remarks. Note.— If an aircraft is in the distress phase, the rescue coordination centre has to be notified immediately in 5.2.2.1 Recommendation.— Such part of the infor- accordance with 5.2.1. mation specified in 5.2.2, which is not available at the time notification is made to a rescue coordination centre, should be sought by an air traffic services unit prior to the declaration 5.5.2 All information notified to the rescue coordination of a distress phase, if there is reasonable certainty that this centre by an area control or flight information centre shall, phase will eventuate. whenever practicable, also be communicated, without delay, to the operator. 5.2.3 Further to the notification in 5.2.1, the rescue coordination centre shall, without delay, be furnished with:

a) any useful additional information, especially on the 5.6 Information to aircraft operating in development of the state of emergency through the vicinity of an aircraft in subsequent phases; or a state of emergency

b) information that the emergency situation no longer 5.6.1 When it has been established by an air traffic exists. services unit that an aircraft is in a state of emergency, other aircraft known to be in the vicinity of the aircraft involved Note.— The cancellation of action initiated by the rescue shall, except as provided in 5.6.2, be informed of the nature of coordination centre is the responsibility of that centre. the emergency as soon as practicable.

5.6.2 When an air traffic services unit knows or believes that an aircraft is being subjected to unlawful interference, no 5.3 Use of communication facilities reference shall be made in ATS air-ground communications to the nature of the emergency unless it has first been referred to Air traffic services units shall, as necessary, use all available in communications from the aircraft involved and it is certain communication facilities to endeavour to establish and that such reference will not aggravate the situation.

1/11/0128/11/02 5-2 No. 41 B G @ O S D Q 5- @ HQ S Q @ E E HB R D Q U HB D R Q D P T HQ D L D M S R E N Q B N L L T M HB @ S HN M R

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`( sg d`qd`bn m sqn kbd m sqd +t m kdrrb n kkn b`sdc : `( `o o qn o qh`sdl hkhs`qx t m hsr:

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5 -2 -0 B n l l t m hb`shn m ren qsg dbn m sqn kn e 5 -3 -0 @t sn l `shbqdbn qc hm f u dg hbkd rn sg dqsg `m `hqbq`es n ert qu dhkk`m bdc `s` n m l `m n dt u qhm f `qd`r`s bn m sqn kkdc `dqn c qn l dr 5 -3 -0-0 R t qu dhkk`m bd c `s` eqn l  o qhl `qx  `m c  rdbn m c `qx q`c `q dp t ho l dm s n q n a s`hm dc  sg qn t f g  @C R  n q n sg d q rt qu dhk, 5 -2 -0-0 S v n ,v `x q`c hn sd kdo g n m x bn l l t m hb`shn m e`bhkhshdr k`m bd rx rsdl r+ t rdc  `r `m  `hc  sn  `hq sq`eehb  rdqu hbdr+ rg `kk a d rg `kka do qn u hc dc en q`dqn c qn l db n m sqn krdqu hbden qsg dbn m sqn k `t sn l `shb`kkx  qdbn qc dc  en q t rd hm  `bbhc dm s `m c  hm bhc dm s n e u dg hbkdr n m  sg d l `m n d t u qhm f  `qd`+ dw bdo s v g dqd bn l , hm u drshf `shn m r+ rd`qbg  `m c  qdrbt d + `hq sq`eehb bn m sqn k `m c l t m hb `shn m  a x  ` rx rsdl  n e u hrt `k rhf m `kr hr c ddl dc  sn  a d rt qu dhkk`m bdrx rsdl rdu `kt `shn m `m c sq` hm hm f - `c d p t `sd- 5 -3 -0-1 @t sn l `shbqdbn qc hm f rrg `kka dqds`hm dc en q`o dqhn c 5 -2 -0-1 V g dqd bn m c hshn m r v `qq` m s+ rdo `q`sd bn l l t m h, n e `s kd`rs sg hqsx  c `x r- V g dm  sg d qdbn qc hm f r `qd o dqshm dm s sn b`shn m bg `m m dkrrg `kka do qn u hc d c en qsg d bn m sqn kn eu dg hbkdrn m `bbhc dm s`m c hm bhc dm shm u drshf `shn m r+sg dx rg `kka dqds`hm dc en q sg dl `m n dt u qhm f `qd`-@t sn l `shbqd bn qc hm f e`bhkhshd rrg `kka d kn m f dq o dqhn c r t m shk hs hr du hc dm s sg `s sg dx  v hkk m n  kn m f dq a d o qn u hc dc n m ` kkrt bg bg `m m dkr- qdp t hqdc -

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6 -0-0-1 Q d b n l l d m c ` shn m -)  Ldsdnqnknfhb`k neehbdr 6 -0-2 T m hsro qn u hc hm f `o o qn `bg rg nt kc a d rn rhst `sdc `r sn e`bhkhs`sd o dqrnm `k bnm rt ks`shnm bn m sqn krdqu hbd a dsv ddm l dsdnqnknfhb`k o dqrnm m dk `m c o dqrnm m dk ne t m hsr o qnuhc hm f `hq sq`eehb rdquhbdr- V g dqd bnkknb`shnm hr m ns o q`bsh, 6 -0-2 -0 T m hsro qn u hc hm f `o o qn `bg bn m sqn krd qu hb drg `kka d b`a kd+ sg d qdp t hqdc bnm rt ks`shnm rg nt kc a d `bg hdudc a x nsg dq rt o o khdc v hsg bt qqdm sl dsdn qn kn f hb `kqd o n qsr`m c en qdb `rsren q l d`m r- sg d  `hqro `bd `m c  sg d  `dqn c qn l dr v hsg  v g hbg  sg dx  `qd b n m , bdqm dc - R o d bh`kqdo n qsr `m c `l dm c l dm sr sn  en qdb`rsrrg `kka d 6 -0-0-2 Q d bn l l dm c ` shn m -)  @ hq sq`eehb rdquhbdr t m hsr bn l l t m hb`sdc sn sg dt m hsro qn u hc hm f ` o o qn `bg bn m sqn krdqu hbd rg nt kc a d rt o o khdc v hsg `u `hk`a kd c ds`hkdc hm enql `shnm nm sg d `r rn n m  `r sg dx  `qd m dbdrr`qx  hm  `b bn qc `m bd v hsg d rs`a khrg dc knb`shnm + udqshb`k dw sdm s+ c hqdbshnm `m c q`sd ne l nu dl dm s ne bqhsdqh`+v hsg n t sv `hshm f en qsg dm dw sqn t shm dqdo n qsn qen qdb`rs- l dsdnqnknfhb`k o g dm nl dm ` hm sg d uhbhm hsx ne sg d `dqnc qnl d+ V g dqd l t ksho kd rdm rn qr `qd  t rdc + sg d c hro k`x r sn  v g hb g  sg dx `m c o `qshbt k`qkx hm sg d bkhl a ,nt s `m c `o o qn`bg `qd`r+ v g hbg `qdqd k` sdc rg `kka d bkd` qkx l `qj dc sn hc dm shex sg dqt m v ` x `m c bnt kc a d g `y`qc nt r sn `hqbq`es no dq`shnm r- rdbshn m n esg dqt m v `x l n m hsn qdc a x d`b g rdm rn q-

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6 -0-2 -5 T m hsro qn u hc hm f `o o qn `bg bn m sqn krdqu hbden qehm `k 6 -0-3 -6 Q dbn l l dm c ` shn m -)  @ dqnc qnl d bnm sqnk snv dqr `o o qn `bg + k`m c hm f  `m c  s`j d,n ee rg ` kk a d rt o o khdc  v hsg  hm en q, `m c .nq nsg dq `o o qno qh`sd t m hsr rg nt kc a d rt o o khdc v hsg l `shn m n m v hm c rg d` qv g hbg bn t kc `c u dqrdkx `eedbs`hqbq`esn m `dqnc qnl d v `qm hm fr- sg d`o o qn `bg n qs`j d,n eeo `sg rn qc t qhm f bhqbkhm f `o o qn `b g - M nsd-! S g d l dsdnqnknfhb`k bnm c hshnm r enq v g hbg `dqn, M nsd-! O qnuhrhnm r bnm bdqm hm f sg d hrrt `m bd ne v hm c rg d`q c qnl d v `qm hm fr `qd hrrt dc `qd khrsdc hm @ m m dw 2 + @ o o dm c hw 5 + v `qm hm fr `m c @ S R qdp t hqdl dm sr enq l dsdnqnknfhb`k hm enq, 4 -0 -1 - l `shnm `qd fhudm hm @ m m dw 2 + B g `o sdqr 6 + 0 / `m c @ o o dm c hw 5 -

6 -0-4 B n l l t m hb `shn m rs`shn m r

6 -0-3 @dqn c qn l dbn m sqn ksn v dqr V g dqd m d bdrr`qx  en q ekhf g s hm en ql `shn m  o t qo n rdr+ bt qqdm s l d sd n qn kn f hb`k qdo n qsr `m c  en qd b`rsr rg `kk a d rt o o khdc  sn 6 -0-3 -0 @d qn c qn l d bn m sqn ksn v dqrrg `kka drt o o khdc v hsg bn l l t m hb`shn m rs`shn m r-@bn o x n ert bg hm en ql `shn m rg `kka d bt qqdm sl dsdn qn kn f hb`kqdo n qsr`m c en qdb`rsren qsg d`dqn c qn l d en qv `qc dc sn sg dekhf g shm en ql `shn m bdm sqdn qsg d`qd`bn m sqn k v hsg  v g hbg  sg d x  `qd bn m bdqm dc - R o dbh`k qdo n qsr `m c  `l dm c , bdm sqd- l dm sr sn  en qdb`rsr rg `kk a d  bn l l t m hb`sdc  sn  sg d `dqn c qn l d bn m sqn k sn v dqr `r rn n m  `r sg dx  `qd m dbd rr`qx  hm  `bb n qc `m bd v hsg  drs`a khrg dc  bqhsdqh`+v hsg n t sv `hshm f en q sg d m dw s qn t shm d qdo n qsn qen qdb` rs- 6-1 Hm en ql ` shn m n m ` d qn c qn l d bn m c hshn m r ` m c sg d n o dq` shn m ` k rs` st r n e ` rrn bh` sdc e` bhkhshdr M nsd-! R dd M nsd enkknv hm f 6 -0 -1 -0 - @dqn c qn l dbn m sqn ksn v dqr`m c t m hsro qn u hc hm f `o o qn `bg bn m sqn k 6 -0-3 -1 @d qn c qn l d bn m sqn ksn v d qrrg `kka do qn u hc d c v hsg rdqu hbd rg `kk a d j do s bt qqdm skx  hm en ql dc  n e sg d n o dq`shn m `kkx bt qqdm s o qd rrt qd c ` s` en q rdsshm f `kshl dsdqr en q sg d `dqn c qn l d rhf m hehb`m s bn m c hshn m r n e sg d  l n u dl dm s `qd`+ hm bkt c hm f  sg d bn m bdqm dc - dw hrsdm bd n e sdl o n q`qx  g `y`qc r+ `m c  sg d n o dq` shn m `k rs`st r n e `m x  ` rrn bh`sdc  e`bhkhshdr `s sg d `dqn c qn l d'r( v hsg  v g hbg  sg dx 6 -0-3 -2 @d qn c qn l d bn m sqn ksn v dqrrg `kka ddp t ho o dc v hsg `qdbn m bd qm d c - rt qe`bdv hm c c hro k`x 'r(-S g dc hro k`x 'r(rg `kka dqdk` sdc sn sg d r`l d kn b`shn m 'r( n e n a rdqu `shn m  `m c  a d edc  eqn l  sg d r`l d rdm rn q'r(` rsg dbn qqdro n m c hm f c hro k`x 'r(hm sg dl dsdn qn kn f hb`k 6-2 Hm en ql ` shn m n m sg d n o dq` shn m ` k rs` st r rs`shn m +v g dqdrt bg `rs`shn m d w hrsr-V g dqdl t ksho kdrdm rn q'r( n e m ` u hf ` shn m ` hc r `qdt rdc +sg d c hro k`x rsn v g hbg sg dx `qdqdk`sdc rg `kka dbkd`qkx l `qj dc  sn  hc dm shex  sg d qt m v `x  ` m c  rdbshn m  n e sg d qt m v `x 6 -2 -0 @S R  t m hsr rg `kk a d j do s bt qqdm skx  hm en ql d c  n e sg d l n m hsn qdc a x d `bg rdm rn q- n o dq` shn m `k rs`st r n e m n m ,u hrt `k m `u hf `shn m  `hc r+ `m c  sg n rd u hrt `k ` hc r drrdm sh`k en q s` j d,n ee+ c do `qst qd+ `o o qn `b g  `m c 6 -0-3 -3 @d qn c qn l d  bn m sqn k sn v dqr `s `dqn c qn l dr v g dqd k`m c hm f o qn b dc t qdrv hsg hm sg dhq`qd` n eqdro n m rha hkhsx `m c sg n rd qt m v `x  u hrt `k q`m f d  u `kt dr `qd l d`rt qdc  a x  hm rsqt l dm s`k u hrt `k`m c m n m ,u hrt `k`hc rdrrdm sh`ken qrt qe`bd l n u dl dm s- l d` m rrg `kka ddp t ho o dc v hsg c hro k`x 'r(o dql hsshm f qd`c ,n t sn e sg dbt qqdm sqt m v `x u hrt ` kq`m f d u ` kt d'r(-S g dc hro k`x 'r(rg `kk 6 -2 -1 Q dbn l l dm c ` shn m -)  Hm enql `shnm nm sg d no dq, a d qd k`sdc  sn  sg d r`l d kn b`shn m 'r( n e n a rdqu `shn m  `m c  a d edc `shnm `k rs`st r+ `m c `m x bg `m fdr sg dqdsn+ ne uhrt `k `m c m nm , eqn l sg dr`l drdm rn q'r(` rsg dbn qqd ro n m c hm f c hro k` x 'r(hm sg d uhrt `k `hc r `r qdedqqdc sn hm 6 -2 -0 rg nt kc a d qdbdhudc a x sg d l dsd n qn kn f hb`krs`shn m +v g dqd rt bg `rs`shn m d w hrsr- `o o qno qh`sd @ S R t m hs'r( nm ` shl dkx a `rhr bnm rhrsdm s v hsg sg d t rd ne sg d `hc 'r( hm unkudc - 6 -0-3 -4 Q dbn l l dm c ` shn m -2  @ dqnc qnl d bnm sqnk snv dqr `s `dqnc qnl dr v g dqd sg d g dhfg s ne bknt c a `rd hr `rrdrrdc a x M nsd-! F t hc `m bd l `sdqh`k qdf`qc hm f sg d o qnuhrhnm ne hm rsqt l dm s`k l d`m r rg nt kc a d dp t ho o dc v hsg c hro k`x'r( o dql hs, hm enql `shnm sn @ S R t m hsr hm qdro dbs sn uhrt `k `m c m nm ,uhrt `k shm f qd`c ,nt s ne sg d bt qqdm s u`kt d'r( ne sg d g dhfg s ne bknt c m `uhf`shnm `hc r hr bnm s`hm dc hm sg d @hq S q`eehb R dqu hbdr a `rd- S g d c hro k`xr rg nt kc a d qdk`sdc sn sg d r`l d knb`shnm 'r( ne O k`m m hm f  L `m t ` k 'C nb 8 3 1 5 (- R o dbhehb`shnm r enq l nm hsnqhm f

1 3 .00./ 4 6,1 M n - 3 2 B g `o sdq6 @mmdw00@hqSq`eehbRdquhbdr uhrt `k `hc r `qd bnm s`hm dc hm @ m m dw 0 3 + U nkt l d H+ `m c qdk`sdc dqt o shn m r `m c u n kb`m hb`rg bkn t c v g hbg  bn t kc  `eedb s`hqro `bd ft hc `m bd l `sdqh`k hr hm sg d @dqn c qn l d C drhf m  L `m t `k t rdc a x ekhf g srv hsg hm sg dhq`qd`n eqdro n m rha hkhsx - 'C nb 8 0 4 6 (+ O `qs 4 - R o dbhehb`shnm r enq l nm hsnqhm f m nm ,uhrt `k `hc r `qd bnm s`hm dc hm @ m m dw 0 / + U nkt l d H- 6 -4 -1 @qd`b n m sqn kbdm sqdr `m c  ekhf g s hm en ql `shn m  bdm sqdr rg `kk a d o qn u hc dc  v hsg  u n kb`m hb `rg  `c u hrn qx  hm en ql `shn m hrrt dc a x sg d` rrn bh`sdc U @@B - 6-3 Hm en ql ` shn m n m t m l ` m m dc eqdd a ` kkn n m r M nsd-! U @ @ B r `qd c drhfm `sdc a x qdfhnm `k `hq m `uhf`shnm N o dq`sn qrn et m l `m m dc eqdda `kkn n m rrg `kkj ddo sg d`o o qn o qh`sd `fqddl dm sr hm `bbnqc `m bd v hsg @ m m dw 2 + 2 -4 -0 - `hq sq`eehb rdqu hbdr t m hsr hm en ql dc  n e c ds`hkr n e ekhf g sr n e t m l `m m dc  eqdd a `kkn n m r hm  `bbn qc `m bd v hsg  sg d o qn u hrhn m r bn m s`hm dc hm @m m dw 1 - 6-5 Hm en ql ` shn m bn m bd qm hm f q` c hn ` bshu d l ` sdqh` kr ` m c sn w hb bg dl hb` k 3 bkn t c r4 6-4 Hm en ql ` shn m b n m bdqm hm f u n kb ` m hb ` b shu hsx @S R  t m hsr rg `kk a d hm en ql dc + hm  `bbn qc `m b d v hsg  kn b`k `f qddl dm s+ n e sg d qdkd`rd hm sn  sg d `sl n ro g dqd n e q`c hn `bshu d 6 -4 -0 @S R  t m hsr rg `kk a d hm en ql dc + hm  `bb n qc `m bd v hsg l ` sd qh`krn qsn w hbbg dl hb `krv g hbg bn t kc `eed bs`hqro `bdt rdc kn b` k `f qddl dm s+ n e o qd,dqt o shn m  u n kb`m hb `bshu hsx + u n kb`m hb a x ekhf g srv hsg hm sg dhq`qd`n eqd ro n m rha hkhsx -

6,2 1 3 .00./ 4 M n - 3 2 APPENDIX 1. PRINCIPLES GOVERNING THE IDENTIFICATION OF RNP TYPES AND THE IDENTIFICATION OF ATS ROUTES OTHER THAN STANDARD DEPARTURE AND ARRIVAL ROUTES

(Chapter 2, Sections 2.7 and 2.11 refer)

Note.— See Appendix 3 concerning the identification of c) be usable by both ground and airborne automation standard departure and arrival routes and associated systems; procedures. Guidance material on the establishment of these routes and procedures is contained in the Air Traffic Services d) permit utmost brevity in operational use; and Planning Manual (Doc 9426). e) provide sufficient possibility of extension to cater for any future requirements without the need for funda- 1. Designators for ATS routes mental changes. and RNP types 1.3 Controlled, advisory and uncontrolled ATS routes, 1.1 The purpose of a system of route designators and with the exception of standard arrival and departure routes, required navigation performance (RNP) type(s) applicable to shall therefore be identified as specified hereafter. specified ATS route segment(s), route(s) or area is to allow both pilots and ATS, taking into account automation requirements: 2. Composition of designator

a) to make unambiguous reference to any ATS route 2.1 The ATS route designator shall consist of a basic without the need to resort to the use of geographical designator supplemented, if necessary, by: coordinates or other means in order to describe it; a) one prefix as prescribed in 2.3; and b) to relate an ATS route to a specific vertical structure of the airspace, as applicable; b) one additional letter as prescribed in 2.4.

c) to indicate a required level of navigation performance 2.1.1 The number of characters required to compose the accuracy, when operating along an ATS route or within designator shall not exceed six characters. a specified area; and 2.1.2 The number of characters required to compose the d) to indicate that a route is used primarily or exclusively designator should, whenever possible, be kept to a maximum by certain types of aircraft. of five characters. Note 1.— Prior to the global introduction of RNP, all 2.2 The basic designator shall consist of one letter of the references in this appendix to RNP also apply to area alphabet followed by a number from 1 to 999. navigation (RNAV) routes, where navigation performance accuracy requirements have been specified. 2.2.1 Selection of the letter shall be made from those Note 2.— Specifications governing the publication of listed hereunder: RNP types are given in Annex 4, Chapter 7, and Annex 15, a) A, B, G, R for routes which form part of the regional Appendix 1. networks of ATS routes and are not area navigation Note 3.— In relation to this appendix and for flight routes; planning purposes, a prescribed RNP type is not considered an integral part of the ATS route designator. b) L, M, N, P for area navigation routes which form part of the regional networks of ATS routes; 1.2 In order to meet this purpose, the designation system shall: c) H, J, V, W for routes which do not form part of the regional networks of ATS routes and are not area a) permit the identification of any ATS route in a simple navigation routes; and unique manner; d) Q, T, Y, Z for area navigation routes which do not form b) avoid redundancy; part of the regional networks of ATS routes.

ANNEX 11 APP 1-1 1/11/01 Annex 11 — Air Traffic Services Appendix 1

2.3 Where applicable, one supplementary letter shall be 3. Assignment of basic designators added as a prefix to the basic designator in accordance with the following: 3.1 Basic ATS route designators shall be assigned in accordance with the following principles. a) K to indicate a low-level route established for use primarily by helicopters; 3.1.1 The same basic designator shall be assigned to a main trunk route throughout its entire length, irrespective of b) U to indicate that the route or portion thereof is terminal control areas, States or regions traversed. established in the upper airspace; Note.— This is of particular importance where automated c) S to indicate a route established exclusively for use by ATS data processing and computerized airborne navigation supersonic aircraft during acceleration, deceleration and equipment is used. while in supersonic flight. 3.1.2 Where two or more trunk routes have a common 2.4 When prescribed by the appropriate ATS authority or segment, the segment in question shall be assigned each of the on the basis of regional air navigation agreements, a supple- designators of the routes concerned, except where this would mentary letter may be added after the basic designator of the present difficulties in the provision of air traffic service, in ATS route in question in order to indicate the type of service which case, by common agreement, one designator only shall provided or the turn performance required on the route in be assigned. question in accordance with the following: 3.1.3 A basic designator assigned to one route shall not a) for RNP 1 routes at and above FL 200, the letter Y to be assigned to any other route. indicate that all turns on the route between 30 and 90 degrees shall be made within the allowable RNP 3.1.4 States’ requirements for designators shall be noti- tolerance of a tangential arc between the straight fied to the Regional Offices of ICAO for coordination. leg segments defined with a radius of 22.5 NM (e.g. A123Y[1]);

b) for RNP 1 routes at and below FL 190, the letter Z to 4. Use of designators indicate that all turns on the route between 30 and in communications 90 degrees shall be made within the allowable RNP tolerance of a tangential arc between the straight 4.1 In printed communications, the designator shall be leg segments defined with a radius of 15 NM expressed at all times by not less than two and not more than (e.g. G246Z[1]); six characters. c) the letter F to indicate that on the route or portion thereof advisory service only is provided; 4.2 In voice communications, the basic letter of a designator shall be spoken in accordance with the ICAO d) the letter G to indicate that on the route or portion spelling alphabet. thereof flight information service only is provided. 4.3 Where the prefixes K, U or S specified in 2.3 are Note 1.— Due to limitations in the display equipment on used, they shall, in voice communications, be spoken as board aircraft, the supplementary letters “F”, “G”, “Y” or follows: “Z” may not be displayed to the pilot. K — KOPTER Note 2.— Implementation of a route or a portion thereof as U — UPPER controlled route, advisory route or flight information route is S — SUPERSONIC indicated in aeronautical charts and aeronautical information publications in accordance with the provisions in Annexes 4 The word “kopter” shall be pronounced as in the word and 15. “helicopter” and the words “upper” and “supersonic” as in the English language. Note 3.— The conditions under which States may specify the controlled turn performance referred to in 2.4 a) and b) 4.4 Where the letters “F”, “G”, “Y” or “Z” specified in are discussed in the Manual on Required Navigation 2.4 above are used, the flight crew should not be required to Performance (RNP) (Doc 9613). use them in voice communications.

1/11/01 APP 1-2 APPENDIX 2. PRINCIPLES GOVERNING THE ESTABLISHMENT AND IDENTIFICATION OF SIGNIFICANT POINTS

(Chapter 2, Section 2.13 refers)

1. Establishment of significant points area. In addition, the name shall not create confusion with respect to other communications exchanged between 1.1 Significant points should, whenever possible, be air traffic services and pilots; established with reference to ground-based radio navigation aids, preferably VHF or higher frequency aids. c) the name should, if possible, consist of at least six letters and form two syllables and preferably not more than 1.2 Where such ground-based radio navigation aids do three; not exist, significant points shall be established at locations which can be determined by self-contained airborne navigation d) the selected name shall be the same for both the aids, or, where navigation by visual reference to the ground is significant point and the radio navigation aid marking it. to be effected, by visual observation. Specific points may be designated as ‘‘transfer of control’’ points by agreement between adjacent air traffic control units or control positions 2.2 Composition of coded designators for concerned. significant points marked by the site of a radio navigation aid

2.2.1 The coded designator shall be the same as the radio 2. Designators for significant points identification of the radio navigation aid. It shall be so marked by the site of composed, if possible, as to facilitate association with the a radio navigation aid name of the point in plain language.

2.2.2 Coded designators shall not be duplicated within 2.1 Plain language name for significant points 1 100 km (600 NM) of the location of the radio navigation aid marked by the site of a radio navigation aid concerned, except as noted hereunder.

2.1.1 Whenever practicable, significant points shall be Note.— When two radio navigation aids operating in named with reference to an identifiable and preferably different bands of the frequency spectrum are situated at the prominent geographical location. same location, their radio identifications are normally the same. 2.1.2 In selecting a name for the significant point, care shall be taken to ensure that the following conditions are 2.3 States’ requirements for coded designators shall be met: notified to the Regional Offices of ICAO for coordination.

a) the name shall not create difficulties in pronunciation for pilots or ATS personnel when speaking in the language used in ATS communications. Where the 3. Designators for significant points name of a geographical location in the national language not marked by the site of selected for designating a significant point gives rise a radio navigation aid to difficulties in pronunciation, an abbreviated or contracted version of this name, which retains as much 3.1 Where a significant point is required at a position not of its geographical significance as possible, shall be marked by the site of a radio navigation aid, the significant selected; point shall be designated by a unique five-letter pronounce- able “name-code”. This name-code designator then serves as Example: FUERSTENFELDBRUCK = FURSTY the name as well as the coded designator of the significant point. b) the name shall be easily recognizable in voice communications and shall be free of ambiguity with 3.2 This name-code designator shall be selected so as to those of other significant points in the same general avoid any difficulties in pronunciation by pilots or ATS

ANNEX 11 APP 2-1 1/11/01 Annex 11 — Air Traffic Services Appendix 2 personnel when speaking in the language used in ATS c) the accuracy with which aircraft are capable of adhering communications. to the current flight plan;

Examples: ADOLA, KODAP d) the speed of the aircraft;

3.3 The name-code designator shall be easily recog- e) the separation minima applied; nizable in voice communications and shall be free of ambiguity with those used for other significant points in the f) the complexity of the airspace structure; same general area. g) the control method(s) employed; 3.4 The name-code designator assigned to a significant point shall not be assigned to any other significant point. h) the start or end of significant phases of a flight (climb, descent, change of direction, etc.); 3.5 States’ requirements for name-code designators i) transfer of control procedures; shall be notified to the Regional Offices of ICAO for coordination. j) safety and search and rescue aspects;

3.6 In areas where no system of fixed routes is k) the cockpit and air-ground communication workload. established or where the routes followed by aircraft vary depending on operational considerations, significant points 5.3 Reporting points shall be established either as shall be determined and reported in terms of World Geodetic “compulsory” or as “on-request”. System — 1984 (WGS-84) geographical coordinates, except that permanently established significant points serving as exit 5.4 In establishing “compulsory” reporting points the and/or entry points into such areas shall be designated in following principles shall apply: accordance with the applicable provisions in 2 or 3. a) compulsory reporting points shall be limited to the minimum necessary for the routine provision of infor- mation to air traffic services units on the progress of 4. Use of designators aircraft in flight, bearing in mind the need to keep in communications cockpit and controller workload and air-ground com- munications load to a minimum; 4.1 Normally the name selected in accordance with 2 or 3 shall be used to refer to the significant point in voice b) the availability of a radio navigation aid at a location communications. If the plain language name for a significant should not necessarily determine its designation as a point marked by the site of a radio navigation aid selected in compulsory reporting point; accordance with 2.1 is not used, it shall be replaced by the coded designator which, in voice communications, shall be c) compulsory reporting points should not necessarily be spoken in accordance with the ICAO spelling alphabet. established at flight information region or control area boundaries. 4.2 In printed and coded communications, only the coded designator or the selected name-code shall be used to refer to 5.5 “On-request” reporting points may be established in a significant point. relation to the requirements of air traffic services for additional position reports when traffic conditions so demand.

5.6 The designation of compulsory and on-request 5. Significant points used for reporting points shall be reviewed regularly with a view to reporting purposes keeping the requirements for routine position reporting to the minimum necessary to ensure efficient air traffic services. 5.1 In order to permit ATS to obtain information regarding the progress of aircraft in flight, selected significant 5.7 Routine reporting over compulsory reporting points points may need to be designated as reporting points. should not systematically be made mandatory for all flights in all circumstances. In applying this principle, particular attention 5.2 In establishing such points, consideration shall be shall be given to the following: given to the following factors: a) high-speed, high-flying aircraft should not be required a) the type of air traffic services provided; to make routine position reports over all reporting points established as compulsory for low-speed, low-flying b) the amount of traffic normally encountered; aircraft;

1/11/01 APP 2-2 Appendix 2 Annex 11 — Air Traffic Services

b) aircraft transiting through a terminal control area should not be required to make routine position reports as frequently as arriving and departing aircraft.

5.8 In areas where the above principles regarding the establishment of reporting points would not be practicable, a reporting system with reference to meridians of longitude or parallels of latitude expressed in whole degrees may be established.

APP 2-3 1/11/01 APPENDIX 3. PRINCIPLES GOVERNING THE IDENTIFICATION OF STANDARD DEPARTURE AND ARRIVAL ROUTES AND ASSOCIATED PROCEDURES

(See Chapter 2, 2.11.3)

Note.— Material relating to the establishment of standard 2. Composition of designators departure and arrival routes and associated procedures is contained in the Air Traffic Services Planning Manual (Doc 9426). 2.1 Plain language designator

2.1.1 The plain language designator of a standard departure or arrival route shall consist of: 1. Designators for standard departure and arrival routes and associated procedures a) a basic indicator; followed by

Note.— In the following text the term “route” is used in the b) a validity indicator; followed by meaning of “route and associated procedures”. c) a route indicator, where required; followed by 1.1 The system of designators shall: d) the word “departure” or “arrival”; followed by a) permit the identification of each route in a simple and unambiguous manner; e) the word “visual”, if the route has been established for use by aircraft operating in accordance with the visual b) make a clear distinction between: flight rules (VFR).

— departure routes and arrival routes; 2.1.2 The basic indicator shall be the name or name-code of the significant point where a standard departure route — departure or arrival routes and other ATS routes; terminates or a standard arrival route begins.

— routes requiring navigation by reference to ground- 2.1.3 The validity indicator shall be a number from 1 based radio aids or self-contained airborne aids, and to 9. routes requiring navigation by visual reference to the ground; 2.1.4 The route indicator shall be one letter of the alphabet. The letters “I” and “O” shall not be used. c) be compatible with ATS and aircraft data processing and display requirements; 2.2 Coded designator d) be of utmost brevity in its operational application; The coded designator of a standard departure or arrival route, e) avoid redundancy; instrument or visual, shall consist of:

f) provide sufficient possibility for extension to cater for a) the coded designator or name-code of the significant any future requirements without the need for fundamental point described in 2.1.1 a); followed by changes. b) the validity indicator in 2.1.1 b); followed by

1.2 Each route shall be identified by a plain language c) the route indicator in 2.1.1 c), where required. designator and a corresponding coded designator. Note.— Limitations in the display equipment on board 1.3 The designators shall, in voice communications, be aircraft may require shortening of the basic indicator, if that easily recognizable as relating to a standard departure or indicator is a five-letter name-code, e.g. KODAP. The manner arrival route and shall not create any difficulties in in which such an indicator is shortened is left to the discretion pronunciation for pilots and ATS personnel. of operators.

ANNEX 11 APP 3-1 1/11/01 Annex 11 — Air Traffic Services Appendix 3

3. Assignment of designators therefore assigned a five-letter name-code in accordance with Appendix 2. The validity indicator TWO (2) signifies that a 3.1 Each route shall be assigned a separate designator. change has been made from the previous version ONE (1) to the now effective version TWO (2). The route indicator 3.2 To distinguish between two or more routes which ALPHA (A) identifies one of several routes established with relate to the same significant point (and therefore are assigned reference to KODAP and is a specific character assigned to the same basic indicator), a separate route indicator as this route. described in 2.1.4 shall be assigned to each route. 5.3 Example 3: Standard departure route — visual:

a) Plain language ADOLA FIVE BRAVO 4. Assignment of validity indicators designator DEPARTURE VISUAL

4.1 A validity indicator shall be assigned to each route to b) Coded designator: ADOLA 5 B identify the route which is currently in effect. 5.3.1 Meaning: This designator identifies a standard 4.2 The first validity indicator to be assigned shall be the departure route for controlled VFR flights which terminates at number “1”. ADOLA, a significant point not marked by the site of a radio navigation facility. The validity indicator FIVE (5) signifies 4.3 Whenever a route is amended, a new validity that a change has been made from the previous version FOUR indicator, consisting of the next higher number, shall be (4) to the now effective version FIVE (5). The route indicator assigned. The number “9” shall be followed by the BRAVO (B) identifies one of several routes established with number “1”. reference to ADOLA.

5. Examples of plain language 6. Composition of designators for and coded designators MLS/RNAV approach procedures

5.1 Example 1: Standard departure route — instrument: 6.1 Plain language designator a) Plain language BRECON ONE designator: DEPARTURE 6.1.1 The plain language designator of an MLS/RNAV approach procedure shall consist of: b) Coded designator: BCN 1 a) “MLS”; followed by 5.1.1 Meaning: The designator identifies a standard instrument departure route which terminates at the significant b) a basic indicator; followed by point BRECON (basic indicator). BRECON is a radio navigation facility with the identification BCN (basic indicator c) a validity indicator; followed by of the coded designator). The validity indicator ONE (1 in the coded designator) signifies either that the original version of d) a route indicator; followed by the route is still in effect or that a change has been made from the previous version NINE (9) to the now effective version e) the word “approach”; followed by ONE (1) (see 4.3). The absence of a route indicator (see 2.1.4 and 3.2) signifies that only one route, in this case a departure f) the designator of the runway for which the procedure is route, has been established with reference to BRECON. designed. 5.2 Example 2: Standard arrival route — instrument: 6.1.2 The basic indicator shall be the name or name-code of the significant point where the approach procedure begins. a) Plain language KODAP TWO ALPHA designator: ARRIVAL 6.1.3 The validity indicator shall be a number from 1 to 9. b) Coded designator: KODAP 2 A 6.1.4 The route indicator shall be one letter of the 5.2.1 Meaning: This designator identifies a standard alphabet. The letters “I” and “O” shall not be used. instrument arrival route which begins at the significant point KODAP (basic indicator). KODAP is a significant point 6.1.5 The designator of the runway shall be in accordance not marked by the site of a radio navigation facility and with Annex 14, Volume I, 5.2.2.

1/11/01 APP 3-2 Appendix 3 Annex 11 — Air Traffic Services

6.2 Coded designator 6.4.2 Meaning: The designator identifies an MLS/RNAV approach procedure which begins at the significant point 6.2.1 The coded designator of an MLS/RNAV approach HAPPY (basic indicator). HAPPY is a significant point procedure shall consist of: not marked by the site of a radio navigation facility and therefore assigned a five-letter name-code in accordance with a) “MLS”; followed by Appendix 2. The validity indicator ONE (1) signifies that either the original version of the route is still in effect or a b) the coded designator or name-code of the significant change has been made from the previous version NINE (9) to point described in 6.1.1 b); followed by the now effective version ONE (1). The route indicator ALPHA (A) identifies one of several routes established with c) the validity indicator in 6.1.1 c); followed by reference to HAPPY and is a specific character assigned to this route. d) the route indicator in 6.1.1 d); followed by

e) the runway designator in 6.1.1 f).

7. Use of designators in communications 6.3 Assignment of designators 7.1 In voice communications, only the plain language 6.3.1 The assignment of designators for MLS/RNAV designator shall be used. approach procedures shall be in accordance with paragraph 3. Procedures having identical tracks but different flight profiles Note.— For the purpose of identification of routes, the shall be assigned separate route indicators. words “departure”, “arrival” and “visual” described in 2.1.1 d) and 2.1.1 e) are considered to be an integral element 6.3.2 The route indicator letter for MLS/RNAV approach of the plain language designator. procedures shall be assigned uniquely to all approaches at an airport until all the letters have been used. Only then shall the 7.2 In printed or coded communications, only the coded route indicator letter be repeated. The use of the same route designator shall be used. indicator for two routes using the same MLS ground facility shall not be permitted.

6.3.3 The assignment of validity indicator for approach procedures shall be in accordance with paragraph 4. 8. Display of routes and procedures to air traffic control

6.4 Example of plain language 8.1 A detailed description of each currently effective and coded designators standard departure and/or arrival route/approach procedure, including the plain language designator and the coded 6.4.1 Example: designator, shall be displayed at the working positions at which the routes/procedures are assigned to aircraft as part of a) Plain language MLS HAPPY ONE ALPHA an ATC clearance, or are otherwise of relevance in the designator: APPROACH RUNWAY provision of air traffic control services. ONE EIGHT LEFT 8.2 Whenever possible, a graphic portrayal of the routes/ b) Coded designator: MLS HAPPY 1 A 18L procedures shall also be displayed.

APP 3-3 1/11/01 APPENDIX 4. ATS AIRSPACE CLASSES — SERVICES PROVIDED AND FLIGHT REQUIREMENTS

(Chapter 2, 2.6 refers)

Subject to an Type Separation Radio communication ATC Class of flight provided Service provided Speed limitation* requirement clearance

A IFR only All aircraft Air traffic control service Not applicable Continuous two-way Yes

IFR All aircraft Air traffic control service Not applicable Continuous two-way Yes B VFR All aircraft Air traffic control service Not applicable Continuous two-way Yes

IFR IFR from IFR Air traffic control service Not applicable Continuous two-way Yes IFR from VFR

VFR VFR from IFR 1) Air traffic control 250 kt IAS below Continuous two-way Yes C service for separation from IFR; 3 050 m (10 000 ft) AMSL 2) VFR/VFR traffic information (and traffic avoidance advice on request)

IFR IFR from IFR Air traffic control service, traffic 250 kt IAS below Continuous two-way Yes information about VFR flights 3 050 m (10 000 ft) AMSL (and traffic avoidance advice on request) D VFR Nil IFR/VFR and VFR/VFR traffic 250 kt IAS below Continuous two-way Yes information (and traffic 3 050 m (10 000 ft) AMSL avoidance advice on request)

IFR IFR from IFR Air traffic control service and, 250 kt IAS below Continuous two-way Yes as far as practical, traffic 3 050 m (10 000 ft) AMSL information about VFR flights E VFR Nil Traffic information as far as 250 kt IAS below No No practical 3 050 m (10 000 ft) AMSL

IFR IFR from IFR as Air traffic advisory service; flight 250 kt IAS below Continuous two-way No far as practical information service 3 050 m (10 000 ft) AMSL F VFR Nil Flight information service 250 kt IAS below No No 3 050 m (10 000 ft) AMSL

IFR Nil Flight information service 250 kt IAS below Continuous two-way No 3 050 m (10 000 ft) AMSL G VFR Nil Flight information service 250 kt IAS below No No 3 050 m (10 000 ft) AMSL

* When the height of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft.

ANNEX 11 APP 4-1 1/11/01 @OOD M C HW 4- @D Q N M @T S HB @K C @S @P T @K HS X Q D P T HQ D L D M S R

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E khf g shm en ql `shn m qdf hn m a n t m c `qx o n hm sr ---------- 1 j l 0 ì0/ # 2  c dbk`qdc qn t shm d

O +Q +C `qd`a n t m c `qx o n hm sr 1 j l 0 ì0/ # 2 'n t srhc d B S @.B S Y a n t m c `qhdr(------------------- c dbk`qdc qn t shm d

O +Q +C `qd`a n t m c `qx o n hm sr 0/ / l 0ì0/ # 4  'hm rhc dB S @.B S Y a n t m c `qhdr(-------------------- b`kbt k`sdc drrdm sh`k

B S @.B S Y a n t m c `qx o n hm sr---------------------- 0/ / l 0 ì0/ # 4  b`kbt k`sdc drrdm sh`k

Dm ,qn t sdm `u `hc r`m c ehw dr+g n kc hm f + 0/ / l 0 ì0/ # 4  R S @Q .R HC o n hm sr ------------------------------ rt qu dx dc .b`kbt k`sdc drrdm sh`k

N a rs`bkdrhm @qd`0'sg ddm shqd R s`sd sdqqhsn qx (------- 4 / l 0 ì0/ # 2  rt qu dx d c qn t shm d

N a rs`bkdrhm @qd`1 'sg do `qsn t srhc dsg d 4 l 0» 0/ # 4  `dqn c qn l d.g d kho n qsa n t m c ` qx ( -------------------- rt qu dx d c drrdm sh`k

E hm `k`o o qn `bg ehw d r.o n hm sr` m c n sg d q 2 l 0 ì0/ # 4  drrdm sh`kehw dr.o n hm srbn l o qhrhm f  rt qu dx dc .b`kbt k`sdc drrdm sh`k sg dhm rsqt l dm s`o o qn `bg o qn bdc t qd ----------------

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@MMDW00 @OO4,0 1 3 .00./ 4 M n -3 2 @mmdw00@hqSq`eehbRdquhbdr @o o dmc hw4

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S g qdrg n kc bqn rrhm f g dhf g s+o qdb hrhn m `o o qn `bg dr ----- / -4 l 0 ì0/ # 7 b`kbt k`sdc b qhshb`k

N a rs`bkdbkd`q`m bd`kshst c d.g dhf g s'N B @.G (--------- ` rro db hehdc hm O @MR ,N O R 0 ì0/ # 4 'C n b7 05 7 ( drrdm sh`k

N a rs`bkdrhm @qd` 0'sg d dm shqdR s`sdsdqqhsn qx (+ 2 / l 0 ì0/ # 2 d kdu `shn m r------------------------------------ rt qu dx dc qn t shm d

N a rs`bkdrhm @qd` 1 'sg d o `qsn t srhc dsg d 2 l 0» 0/ # 4 ` dqn c qn l d.g dkho n qsa n t m c `qx ( -------------------- rt qu dx dc drrdm sh`k

C hrs`m bdl d `rt qhm f dp t ho l d m s'C L D(+dkdu ` shn m ---- 2 / l '0/ / es( 0 ì0/ # 4 rt qu dx dc drrdm sh`k

Hm rsqt l dm s`o o qn `bg o qn bdc t qdr`kshst c d ----------- ` rro db hehdc hm O @MR ,N O R 0 ì0/ # 4 'C n b7 05 7 ( drrdm sh`k

L hm hl t l `kshst c dr ----------------------------- 4 / l 0 ì0/ # 2 b`kbt k`sdc qn t shm d

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Mnsd2 -Hl okdl dms`shnmne@mmdw 04oqnuhrhnmr0/ -5 -0-0`mc0/ -5 -0-1 bnmbdqmhmfsgd`u`hk`ahkhsx+ `rne1 / Mnudl adq 1 / / 7 `mc 07 Mnudl adq 1 / 0/ + ne nars`bkd c`s` `bbnqchmf sn @qd` 0 `mc @qd` 1  rodbhehb`shnmr+ qdrodbshudkx+ v ntkc ad e`bhkhs`sdc ax `ooqnoqh`sd`cu `mbdok`mmhmfenqsgdbnkkdbshnm`mcoqnbdrrhmfnertbgc`s`-

S ` a kd2 - C d bkhm ` shn m ` m c l ` f m dshb u ` qh` shn m

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U G E M@U @HC rs`shn m c dbkhm `shn m t rdc en q 0c df qdd 0 ì0/ # 4 sd bg m hb`kkhm d,t o ------------------------------- rt qu dx dc drrdm sh`k

MC A M@U @HC l `f m d shbu `qh`shn m ---------------- 0c df qdd 0 ì0/ # 2 rt qu dx dc qn t shm d

1 3 .00./ 4 @OO4,1 M n -3 2 @o o dmc hw4 @mmdw00@hqSq`eehbRdquhbdr

S ` a kd3 - A d` qhm f

@bb t q`bx Hm sdf qhsx A d` qhm f C `s` sx o d B k` rrhehb` shn m

@hqv `x rdf l dm sr------------------------------ 0.0/ c df qdd 0 ì0/ # 2  b`kbt k`sdc qn t shm d

Dm ,qn t sd`m c sdql hm `kehw en ql ` shn m r-------------- 0.0/ c df qdd 0 ì0/ # 2  b`kbt k`sdc qn t shm d

S dql hm `k`qqhu ` k.c do `qst qdqn t sdrdf l dm sr ---------- 0.0/ c df qdd 0 ì0/ # 2  b`kbt k`sdc qn t shm d

Hm rsqt l dm s`o o qn `bg o qn bdc t qdehw en ql `shn m r------- 0.0/ / c df qdd 0 ì0/ # 4 b`kbt k`sdc drrdm sh`k

S ` a kd 4- K d m f sg .c hrs` m bd.c hl dm rhn m

@bb t q`bx Hm sdf qhsx K dm f sg .c hrs` m bd .c hl dm rhn m C `s` sx o d B k` rrhehb` shn m

@hqv `x rdf l dm srkd m f sg ------------------------ 0.0/ j l 0 ì0/ # 2  b`kbt k`sdc qn t shm d

Dm ,qn t sdehw en ql `shn m rc hrs`m bd ------------------ 0.0/ j l 0 ì0/ # 2  b`kbt k`sdc qn t shm d

S dql hm `k`qqhu ` k.c do `qst qdqn t sdrdf l dm srkdm f sg ---- 0.0/ / j l 0 ì0/ # 4  b`kbt k`sdc drrdm sh`k

S dql hm `k`m c hm rsqt l dm s`o o qn `bg o qn bdc t qd 0.0/ / j l 0 ì0/ # 4 ehw en ql `shn m rc hrs`m b d ------------------------- b`kbt k`sdc drrdm sh`k

@OO4,2 1 3 .00./ 4 M n -3 2 ATTACHMENT A. MATERIAL RELATING TO A METHOD OF ESTABLISHING ATS ROUTES DEFINED BY VOR

(Paragraph 2.7.1 and Section 2.11 refer)

1. Introduction Note.— Guidance material on overall VOR system accuracy is also contained in Annex 10, Volume I, Attachment C. 1.1 The guidance material in this Attachment results from comprehensive studies, carried out in Europe in 1972 and the United States in 1978, which were in general agreement. 3. Determination of Note.— Details of the European studies are contained in protected airspace along Circular 120 — Methodology for the Derivation of Separation VOR-defined routes Minima Applied to the Spacing between Parallel Tracks in ATS Route Structures. Note 1.— The material of this section has not been derived by means of the collision-risk/target level of safety method. 1.2 In applying the guidance material in 3 and 4, it should be recognized that the data on which it is based are generally Note 2.— The word “containment” as used in this section representative of navigation using VOR meeting the full is intended to indicate that the protected airspace provided requirements of Doc 8071 — Manual on Testing of Radio will contain the traffic for 95 per cent of the total flying time Navigation Aids, Volume I. Any additional factors, such as (i.e. accumulated over all aircraft) for which the traffic those due to particular operational requirements, frequency of operates along the route in question. Where, for example aircraft passings or information available regarding the actual 95 per cent containment is provided, it is implicit that for track-keeping performance of aircraft within a given portion of 5 per cent of the total flying time traffic will be outside the airspace should be taken into account. protected airspace. It is not possible to quantify the maximum distance which such traffic is likely to deviate beyond the 1.3 Attention is also invited to the basic assumptions in protected airspace. 4.2 and to the fact that the values given in 4.1 represent a conservative approach. Before applying these values, account 3.1 For VOR-defined routes where radar is not used to should therefore be taken of any practical experience gained in assist aircraft in remaining within the protected airspace, the the airspace under consideration, as well as the possibility of following guidance is provided. However, when the lateral achieving improvements in the overall navigation perform- deviations of aircraft are being controlled with the aid of radar ance of aircraft. monitoring, the size of the protected airspace required may be reduced, as indicated by practical experience gained in the 1.4 States are encouraged to keep ICAO fully informed of airspace under consideration. the results of the application of this guidance material. 3.2 As a minimum, protection against activity in airspace adjacent to the routes should provide 95 per cent containment.

2. Determination of VOR system 3.3 The work described in Circular 120 indicates that a performance values VOR system performance based on the probability of 95 per cent containment would require the following protected The large variability of the values which are likely to be airspace around the centre line of the route to allow for associated with each of the factors that make up the total VOR possible deviations: system, and the limitation of presently available methods to measure all these effects individually with the required — VOR routes with 93 km (50 NM) or less between precision, have led to the conclusion that an assessment of the VORs: ±7.4 km (4 NM); total system error provides a more realistic method for determining the VOR system performance. The material — VOR routes with up to 278 km (150 NM) between contained in 3 and 4 should be applied only after study of VORs: ±7.4 km (4 NM) up to 46 km (25 NM) from the Circular 120 especially with respect to the environmental VOR then expanding protected airspace up to ±11.1 km conditions. (6 NM) at 139 km (75 NM) from the VOR.

ANNEX 11 ATT A-1 1/11/01 Annex 11 — Air Traffic Services Attachment A

3.5 If two segments of a VOR-defined ATS route intersect at an angle of more than 25 degrees, additional protected airspace should be provided on the outside of the turn and also on the inside of the turn as necessary. This additional space is to act as a buffer for increased lateral displacement of aircraft, observed in practice, during changes of direction exceeding 25 degrees. The amount of airspace added varies with the angle of intersection. The greater the angle, the greater the additional airspace to be used. Guidance Figure A-1 is provided for protected airspace required at turns of no more than 90 degrees. For the exceptional circumstances which require an ATS route with a turn of more than 90 degrees, 3.4 If the appropriate ATS authority considers that a States should ensure that adequate protected airspace is better protection is required, e.g. because of the proximity of provided on both the inside and outside of such turns. prohibited, restricted or danger areas, climb or descent paths of military aircraft, etc., it may decide that a higher level of 3.6 The following examples have been synthesized from containment should be provided. For delineating the protected the practices of two States which use templates to facilitate the airspace the following values should then be used: diagramming of airspace for planning purposes. Design of the turning area templates took into account factors such as — for segments with 93 km (50 NM) or less between aircraft speed, bank angle in turns, probable wind velocity, VORs, use the values in line A of the table below; position errors, pilot delays and an intercept angle of at least 30 degrees to achieve the new track, and provides at least — for segments with more than 93 km (50 NM) and less 95 per cent containment. than 278 km (150 NM) between the VORs use the values given in line A of the table up to 46 km (25 NM), 3.7 A template was used to establish the additional then expand linearly to the value given in line B at airspace required on the outside of turns to contain aircraft 139 km (75 NM) from the VOR. executing turns of 30, 45, 60, 75 and 90 degrees. The simplified figures below represent the outer limits of this airspace with the fairing curves removed to allow easy Percentage containment construction. In each case, the additional airspace is shown for aircraft flying in the direction of the large arrow. Where routes 95 96 97 98 99 99.5 are used in both directions, the same additional airspace should A (km) ±7.4 ±7.4 ±8.3 ±9.3 ±10.2 ±11.1 be provided on the other outside boundary. (NM) ±4.0 ±4.0 ±4.5 ±5.0 ±5.5 ±6.0 3.8 Figure A-3 illustrates the application of two segments B (km) ±11.1 ±11.1 ±12.0 ±12.0 ±13.0 ±15.7 intersecting at a VOR, at an angle of 60 degrees. (NM) ±6.0 ±6.0 ±6.5 ±6.5 ±7.0 ±8.5

For example, the protected area for a route of 222 km (120 NM) between VORs and for which 99.5 per cent containment is required should have the following shape:

Figure A-3

3.9 Figure A-4 illustrates the application for two segments meeting at a VOR intersection at an angle of 60 degrees beyond the point where boundary splay is required Figure A-2 in order to comply with 3.3 and Figure A-1.

1/11/01 ATT A-2 Attachment A Annex 11 — Air Traffic Services

From this point on the inner edge of the airway, construct a line to intersect the airway centre line beyond the turn at an angle of half of the angle of turn.

The resulting triangle on the inside of the turn depicts the additional airspace which should be protected for the change of direction. For any turn of 90 degrees or less, the extra space on the inside will serve for aircraft approaching the turn from either direction.

Note 1.— Criteria for the calculation of the along-track tolerance are contained in PANS-OPS (Doc 8168), Volume II, Part III, Appendix to Chapter 31.

Note 2.— Guidance on the calculation of radius of turn is Figure A-4 provided in Section 7.

3.10 The following table outlines the distances to be used in sample cases when providing additional protected airspace for route segments at and below FL 450, intersecting at a VOR or meeting at a VOR intersection not more than 139 km (75 NM) from each VOR.

Note.— Refer to Figures A-3 and A-4.

Angle of intersection 30° 45° 60° 75° 90°

VOR

*Distance “A” (km) 5 9 13 17 21 (NM) 3 5 7 9 11 Figure A-5

*Distance “B” (km) 46 62 73 86 92 3.12 For turns at VOR intersections, the principles of (NM) 25 34 40 46 50 construction for extra airspace on the inside of a turn as described in 3.11 can be applied. Depending on the distance of Intersection the intersection from one or both VORs, one or both airways *Distance “A” (km) 7 11 17 23 29 may have a splay at the intersection. Depending upon the (NM) 4 6 9 13 16 situation, the extra airspace may be inside, partially inside, or outside of the 95 per cent containment. If the route is used in *Distance “B” (km) 66 76 88 103 111 both directions, the construction should be completed (NM) 36 41 48 56 60 separately for each direction.

*Distances are rounded up to the next whole kilometre/nautical mile. 3.13 Measured data for routes longer than 278 km (150 NM) between VORs are not yet available. To determine Note.— For behaviour of aircraft at turns, see Circular 120, protected airspace beyond 139 km (75 NM) from the VOR, the 4.4. use of an angular value of the order of 5 degrees as representing the probable system performance would appear 3.11 Figure A-5 illustrates a method to construct the satisfactory. The following figure illustrates this application. required additional protected airspace on the inside of turns for turns of 90 degrees or less:

Locate a point on the airway centre line, equal to the radius of turn plus the along-track tolerance prior to the nominal turning point.

From this point, drop a perpendicular line to intersect the edge of the airway on the inside of the turn. Figure A-6

ATT A-3 1/11/01 Annex 11 — Air Traffic Services Attachment A

4. Spacing of parallel routes to be satisfactory in accordance with the procedures in defined by VORs that document for navigational purposes on the defined routes; and Note.— The material of this section has been derived from measured data using the collision-risk/target level of safety d) no real-time radar monitoring or control of the lateral method. deviations is exercised.

4.1 The collision risk calculation, performed with the data 4.3 Preliminary work indicates that, in the circumstances of the European study mentioned in 1.1 indicates that, in the described in a) to c) below, it may be possible to reduce the type of environment investigated, the distance between route minimum distance between routes. However, the figures given centre lines (S in Figure A-7) for distances between VORs of have not been precisely calculated and in each case a detailed 278 km (150 NM) or less should normally be a minimum of: study of the particular circumstances is essential:

a) 33.3 km (18 NM) for parallel routes where the aircraft a) if the aircraft on adjacent routes are not assigned the on the routes fly in opposite direction; and same flight levels, the distance between the routes may be reduced; the magnitude of the reduction will depend b) 30.6 km (16.5 NM) for parallel routes where the aircraft on the vertical separation between aircraft on the on the two routes fly in the same direction. adjacent tracks and on the percentage of climbing and descending traffic, but is not likely to be more than 5.6 km (3 NM);

b) if the traffic characteristics differ significantly from those contained in Circular 120, the minima contained in 4.1 may require adjustment. For example, for traffic densities of about 10 000 flights per busy two-month period a reduction of 900 to 1 850 m (0.5 to 1.0 NM) may be possible;

c) the relative locations of the VORs defining the two tracks and the distance between the VORs will have an effect on the spacing, but this has not been quantified.

Figure A-7 4.4 Application of radar monitoring and control of the lateral deviations of the aircraft may have a large effect on the minimum allowable distance between routes. Studies on the effect of radar monitoring indicate that: Note.— Two route segments are considered parallel when: — further work is necessary before a fully satisfactory mathematical model can be developed; — they have about the same orientation, i.e. the angular difference does not exceed 10 degrees; — any reduction of separation is closely related to:

— they are not intersecting, i.e. another form of separation — traffic (volume, characteristics); must exist at a defined distance from the intersection; — radar coverage and processing, availability of an automatic alarm; — traffic on each route is independent of traffic on the — monitoring continuity; other route, i.e. it does not lead to restrictions on the — sector workload; and other route. — radiotelephony quality.

4.2 This spacing of parallel routes assumes: According to these studies and taking into account the experience some States have accumulated over many years a) aircraft may either during climb or descent or during with parallel route systems under continuous radar control, it level flight be at the same flight levels on the two routes; can be expected that a reduction to the order of 15 to 18.5 km (8 to 10 NM), but most probably not less than 13 km (7 NM), b) traffic densities of 25 000 to 50 000 flights per busy may be possible as long as radar monitoring workload is not two-month period; increased substantially by that reduction. Actual operations of such systems using reduced lateral spacing have shown that: c) VOR transmissions which are regularly flight checked in accordance with Doc 8071 — Manual on Testing of — it is very important to define and publish change-over Radio Navigation Aids, Volume I, and have been found points (see also 6);

1/11/01 ATT A-4 Attachment A Annex 11 — Air Traffic Services

— large turns should be avoided when possible; and 6. Change-over points for VORs

— where large turns cannot be avoided, required turn 6.1 When considering the establishment of points for profiles should be defined for turns larger than 20 changeover from one VOR to another for primary navigational degrees. guidance on VOR-defined ATS routes, States should bear in mind that: Even where the probability of total radar failure is very small, procedures to cover that case should be considered. a) the establishment of change-over points should be made on the basis of performance of the VOR stations concerned, including an evaluation of the interference protection criteria. The process should be verified by 5. Spacing of adjacent VOR-defined flight checking (see Doc 8071, Volume I, Part II); routes that are not parallel b) where frequency protection is critical, flight inspection Note 1.— The material of this section is intended to provide should be undertaken at the highest altitudes to which guidance for situations where non-intersecting VOR-defined the facility is protected. routes are adjacent and have an angular difference exceeding 10 degrees. 6.2 Nothing in 6.1 should be interpreted as placing a restriction on the service ranges of VOR installations meeting Note 2.— The material of this section has not been derived the specifications in Annex 10, Volume I, 3.3. by means of the collision-risk/target level of safety method.

5.1 For adjacent non-intersecting VOR-defined routes that are not parallel, the collision-risk/target level of safety 7. Calculation of radius of turn method is not, at its present state of development, fully appropriate. For this reason use should be made of the material 7.1 The method used to calculate turn radii and the turn in 3. radii indicated below are applicable to aircraft performing a constant radius turn. The material has been derived from the 5.2 The protected airspace between such routes should turn performance criteria developed for RNP 1 ATS routes and not be less than that which will provide, without overlap, the can be used in the construction of the required additional 99.5 per cent containment values given in the table in 3.4 (see protected airspace on the inside of turns also for ATS routes example in Figure A-8). other than those defined by VOR.

5.3 Where there is an angular difference of more than 7.2 Turn performance is dependent on two parameters — 25 degrees between route segments, additional protected ground speed and bank angle. Due to the effect of the wind airspace, as indicated in 3.5 to 3.10, should be provided. component changing with the change of heading, the ground speed and hence bank angle will change during a constant radius turn. However, for turns not greater than approximately 90 degrees and for the speed values considered below, the following formula can be used to calculate the achievable constant radius of turn, where the ground speed is the sum of the true airspeed and the wind speed:

Radius of turn = (Ground speed)2 Constant ‘G’ * TAN(bank angle)

7.3 The greater the ground speed, the greater will be the required bank angle. To ensure that the turn radius is represen- tative for all foreseeable conditions, it is necessary to consider extreme parameters. A true airspeed of 1 020 km/h (550 kt) is considered probably the greatest to be encountered in the upper levels. Combined with maximum anticipated wind speeds in the medium and upper flight levels of 370 km/h (200 kt) [99.5 per cent values based on meteorological data], a maximum ground speed of 1 400 km/h (750 kt) should be considered. Maximum bank angle is very much a function of individual aircraft. Aircraft with high wing loadings flying at or near their maximum flight level are highly intolerant of Figure A-8 extreme angles. Most transport aircraft are certified to fly no

ATT A-5 1/11/01 Annex 11 — Air Traffic Services Attachment A slower than 1.3 times their stall speed for any given to be encountered are a true airspeed of 740 km/h (400 kt), configuration. Because the stall speed rises with TAN(bank with a tailwind of 370 km/h (200 kt). Keeping the maximum angle), many operators try not to cruise below 1.4 times the bank angle of 20 degrees, and following the same formula, the stall speed to protect against gusts or turbulence. For the same turn would be defined along a radius of 14.45 NM (26.76 km). reason, many transport aircraft fly at reduced maximum angles For expediency, this figure may be rounded up to 15 NM of bank in cruise conditions. Hence, it can be assumed that the (27.8 km). highest bank angle which can be tolerated by all aircraft types is in the order of 20 degrees. 7.5 Given the above, the most logical break point between the two ground speed conditions is between FL 190 7.4 By calculation, the radius of turn of an aircraft flying (5 800 m) and FL 200 (6 100 m). In order to encompass the at 1 400 km/h (750 kt) ground speed, with a bank angle of range of turn anticipation algorithms used in current flight 20 degrees, is 22.51 NM (41.69 km). For purposes of management systems (FMS) under all foreseeable conditions, expediency, this has been reduced to 22.5 NM (41.6 km). the turn radius at FL 200 and above should be defined as Following the same logic for the lower airspace, it is 22.5 NM (41.6 km) and at FL 190 and below as 15 NM considered that up to FL 200 (6 100 m) the maximum figures (27.8 km).

1/11/01 ATT A-6 ATTACHMENT B. METHOD OF ESTABLISHING ATS ROUTES FOR USE BY RNAV-EQUIPPED AIRCRAFT

(Paragraph 2.7.1 and Section 2.11 refer)

1. Introduction to or better than a track-keeping accuracy of ±11.1 km (6 NM) for 99.5 per cent of the flight time of all aircraft using RNAV 1.1 This guidance material is the result of studies carried equipment. Navigational performance of this type is expected out in several States. It also reflects the long existence of to be consistent with a track-keeping accuracy of ±7.4 km RNAV criteria in several States. It must be noted that some of (4 NM) for 95 per cent of flight time of all aircraft using the values contained herein have not been derived by means of RNAV equipment. This level is similar to that currently the collision-risk/target level of safety method. This is indicated achieved by aircraft without RNAV capability operating on where applicable. existing routes defined by VOR or VOR/DME, where the VORs are less than 93 km (50 NM) apart. 1.2 States are encouraged to keep ICAO fully informed of the results of their application of the provisions of this guidance material. 2.2 Protected airspace for RNAV ATS routes based on RNP 4

2. Operational applications of 2.2.1 The minimum protected airspace provided for RNAV routes based on RNP 4 RNAV ATS routes should be 11.1 km (6 NM) either side of the intended track, within which RNAV-equipped aircraft can be expected to remain for 99.5 per cent of the flight time. Before 2.1 General applying the values stemming from this concept, account should be taken of any practical experience gained in the 2.1.1 This guidance material is meant for use on RNAV airspace under consideration as well as the possibility of routes that are established within the coverage area of achieving improvements in the overall navigation perform- electronic navigation aids that will provide necessary updates ance of aircraft. In this context, when lateral deviations are and guard against RNAV “blunder” errors. being controlled with the aid of radar monitoring, the size of the protected airspace required may be reduced in accordance 2.1.2 Only those aircraft that have been granted airworthi- with the following: ness/operational approval in accordance with Sections 5.5 and 5.6, Manual on Required Navigation Performance (RNP) (Doc 9613) are to be afforded air traffic services on RNAV Percentage containment routes developed in accordance with this material. 95 96 97 98 99 99.5

2.1.3 The use of RNAV equipment should be permitted km ±7.4 ±7.4 ±8.3 ±9.3 ±10.2 ±11.1 for navigation along ATS routes defined by VOR. Additionally, ± ± ± ± ± ± RNAV routes may be provided where practicable and when NM 4.0 4.0 4.5 5.0 5.5 6.0 justified by the number of aircraft with RNAV capability. The routes may be: 2.2.2 Radar monitoring studies indicate that any potential a) fixed RNAV routes; reduction of the protected airspace is closely related to traffic characteristics, information available to the controller, and b) contingency RNAV routes; and sector workload. Finally, it is worth considering that the analysis of RNAV accuracy performed in terms of containment c) random RNAV routings. measurements by some European States has shown that flights with RNAV capability were within 5 NM of the route centre 2.1.4 The navigational performance required of such line for 99.5 per cent of the time (EUR Doc 001, RNAV/4 RNAV equipment envisages a level of navigational accuracy refers). If the appropriate ATS authority considers that more for en-route purposes having a navigation performance equal protection is required, e.g. because of proximity of prohibited,

ANNEX 11 ATT B-1 1/11/0128/11/02 No. 41 Annex 11 — Air Traffic Services Attachment B restricted or danger areas, climb and descent paths of military acceptable level of safety may be established by States and, as aircraft, etc., additional buffers should be provided. appropriate, be implemented by regional agreements.

2.2.3 Where there is an angular difference of more than 3.3 If, at the time a system is established or upon a 25 degrees between route segments, additional protected subsequent system safety assessment, it is determined that the airspace, as indicated in Attachment A, 3.5 to 3.12 and system does not meet the appropriate level of safety for the Section 7, should be provided. method of assessment being used, a reassessment should be considered. This assessment should be undertaken in accord- Note.— Different levels of navigation accuracy may be ance with Doc 9689 to determine if a level of safety equivalent required by States for operations of RNAV-equipped aircraft. to or better than the minimum acceptable level can be met. These requirements are not covered by this guidance material and may necessitate changes to protected airspace criteria. 3.4 Examples of spacings for systems in specific areas or regions based on RNP type are provided below. Where these spacings are based on the characteristics of a specific area or 2.3 Spacing between parallel RNAV routes region (reference system), other States or regions will need to based on RNP 4 evaluate their own systems for comparability with the reference system. When utilizing protected airspace as described in 2.2, route centre lines may be spaced such that the protected airspaces 3.4.1 For procedural environments: encompassing the 99.5 per cent containment values do not overlap. When implementing a spacing encompassing less a) RNP 20 than the 99.5 per cent containment values, radar monitoring is required. Spacing: 185 km (100 NM);

Basis: Existing usage, based on long-standing, operational experience; and 3. Spacing between parallel tracks or between parallel RNAV route centre lines Minimum ATS requirements: based on RNP type NAV — All aircraft need RNP type 20 approval 3.1 It should be noted that, where indicated, the spacings appropriate for the routes/tracks to be flown depicted below are based on safety assessments performed specifically for a particular network of tracks or routes. As COM — Voice communications through a third party such, the assessments evaluated traffic characteristics which might be unique to the network being assessed. For example, SUR — Procedural-pilot position reports. some of these characteristics are traffic density, the frequency of aircraft passing with minimum separation, communication b) RNP 12.6 and surveillance facilities, etc. Additional information on performing safety assessments is contained in the Manual on Spacing: 110 km (60 NM); Airspace Planning Methodology for the Determination of Separation Minima (Doc 9689). Basis: Collision risk model performed for NAT Organized Track Structure (Report of the Limited/North 3.2 When determining the spacing between parallel tracks Atlantic Regional Air Navigation Meeting (1976) or ATS routes (hereinafter referred to as a “system”), the safety (Doc 9182)); and assessment, involving an examination of items such as those listed in 3.1 above, should be performed against a minimum Minimum ATS requirements: acceptable safety level. NAV — All aircraft need RNP type 12.6 approval 3.2.1 Where “fatal accidents per flight hour” is considered appropriate for the routes/tracks to be flown to be an appropriate metric, a target level of safety (TLS) of 5 × 10–9 fatal accidents per flight hour per dimension should COM — Voice communications through a third party be applied for determining the acceptability of future en-route systems that will be implemented after the year 2000. Until SUR — Procedural-pilot position reports then, a TLS of 2 × 10–8 fatal accidents per flight hour per dimension may be applied for this purpose. Other — System safety must be evaluated periodically.

3.2.2 However, where “fatal accidents per flight hour” is Note.— Direct controller/pilot communications may not considered to be an appropriate metric, justifiable be desirable in certain areas, such as areas of known alternative metrics and methods of assessment providing an convective weather.

1/11/0128/11/02 ATT B-2 No. 41 Attachment B Annex 11 — Air Traffic Services

c) RNP 10 of acceptable rate of gross lateral errors in a parallel route system using 55.5 km (30 NM) track spacing while Spacing: 93 km (50 NM); meeting a target level of safety of 5 × 10–9 fatal accidents per flight hour. Basis: Collision risk model performed by the United States Federal Aviation Administration for the Pacific Basis 2: Minimum requirements for communications Region based on North Pacific traffic characteristics; and surveillance listed below are operationally necessary and to manage contingency and emergency events in a 55.5 km (30 NM) route system. Minimum ATS requirements: Note.— Further information on the safety assessment NAV — All aircraft need RNP type 10 approval performed is contained in the Manual on Airspace Plan- appropriate for the routes/tracks to be flown ning Methodology for the Determination of Separation Minima (Doc 9689). COM — Voice communications through a third party Minimum ATS requirements: SUR — Procedural-pilot position reports NAV — RNP 4 shall be prescribed for the designated Other — System safety must be evaluated periodically. area, tracks or ATS routes

Note.— Direct controller/pilot communications may COM — Direct controller-pilot voice communications be desirable in certain areas, such as areas of known or controller-pilot data link communications (CPDLC) convective weather. SUR — An ADS system in which an event contract d) RNP 5 (or RNP 4 or better) must be set that includes a lateral deviation event report whenever a deviation from track centre line greater than Spacing: 30.6 km (16.5 NM) in a unidirectional system 9.3 km (5 NM) occurs. 33.3 km (18 NM) in a bi-directional system; Other — Prior to implementation, a system verification Basis: Comparison to a high-density continental of sufficient duration and integrity shall be performed to reference system (VOR spacing) as described in demonstrate that the maximum acceptable rate of lateral Attachment A; and deviations greater than or equal to 27.8 km (15 NM) will not exceed those listed in Table B-1 and that the system Minimum ATS requirements: meets operational and technical requirements. The verifi- cation should be conducted after the minimum navi- NAV — All aircraft need RNP type 5 approval gation, communications and surveillance requirements appropriate for the routes/tracks to be flown, and the listed above have been met. Following implementation, a NAVAID infrastructure must be provided sufficient to monitoring programme must be established to period- support RNP 5 operations ically verify that the system’s actual rate of lateral deviations greater than or equal to 27.8 km (15 NM) does COM — Direct VHF controller/pilot voice communi- not exceed the maximum prescribed in Table B-1 cations (information pertaining to monitoring can be found in the Manual on Airspace Planning Methodology for the SUR — Procedural-pilot position reports. Determination of Separation Minima (Doc 9689), Chapter 8. Note 1.— Guidance material relating to the use of RNP 5 is contained in the Manual on Required Note 1.— The airspace planner should first decide which of Navigation Performance (RNP) (Doc 9613). the four system descriptions applies in the airspace under consideration. If the system is not identical to one of the four Note 2.— This spacing was not developed for cases described in Table B-1, the planner should conserva- applicability in remote and/or oceanic airspace where tively interpolate between the cases by taking from the two an appropriate VOR infrastructure is not available. cases that resemble the system, the one with the lower lateral deviation rate. Next, select from the first column, the value of e) RNP 4 system lateral occupancy that the system is not expected to exceed over the planning horizon. By reading the table at the Spacing: 55.5 km (30 NM); row and column selected, the airspace planner obtains the value of the lateral deviation rate that should not be exceeded Basis 1: Safety assessment performed by the United in the system to meet the TLS of 5 × 10–9 fatal accidents per States Federal Aviation Administration based on analysis flight hour.

ATT B-3 1/11/0128/11/02 No. 41 Annex 11 — Air Traffic Services Attachment B

Note 2.— Lateral deviations that should be considered for Minimum ATS requirements: the purposes of assessing the system safety are any deviation from track of a magnitude greater than or equal to 27.8 km NAV — All aircraft need at least RNP type 4 approval (15 NM) which are not associated with the execution of an appropriate for the routes/tracks to be flown, and the approved contingency procedure. NAVAID infrastructure must be provided sufficient to support RNP 4 operations Note 3.— Procedures pertaining to the use of ADS COM — Direct VHF controller/pilot voice communi- and CPDLC are contained in the PANS-ATM (Doc 4444), cations Chapters 13 and 14, respectively. Criteria for CPDLC and ADS should be established by an appropriate safety SUR — Radar which meets existing standards assessment. Information on safety assessments is contained in the Manual on Airspace Planning Methodology for the Other — System safety, including controller workload, Determination of Separation Minima (Doc 9689). must be evaluated.

Note 4.— This spacing was developed for applicability in b) RNP 5 remote and/or oceanic airspace where an appropriate VOR infrastructure is not available. Spacing: 18.5-27.8 km (10-15 NM);

Basis: Comparison to a reference system — containment Note 5.— In this material, lateral occupancy means a areas, adapted from the provisions of 2.2.1 above to number equal to twice the number of laterally proximate pairs reflect RNP 5, do not overlap; and of aircraft divided by the total number of aircraft. A detailed explanation of the terms used in collision risk modelling is Minimum ATS requirements: contained in the Air Traffic Services Planning Manual (Doc 9426), Part II, Chapter 4, Appendices A and C. NAV — All aircraft need at least RNP type 5 appropriate for the routes/tracks to be flown, and the 3.4.2 For radar environments: NAVAID infrastructure must be provided sufficient to support RNP 5 operations a) RNP 4 COM — Direct VHF controller/pilot voice communi- cations Spacing: 14.8-22.2 km (8-12 NM); SUR — Radar which meets existing standards Basis: Comparison to a reference system — containment areas, determined in accordance with 2.2.1, do not Other — System safety, including controller workload, overlap; and must be evaluated.

1/11/0128/11/02 ATT B-4 No. 41 Attachment B Annex 11 — Air Traffic Services

Table B-1. Maximum acceptable rates of lateral deviations greater than or equal to 27.8 km (15 NM)

Maximum expected route system lateral Rate for two Rate for four Rate for seven Rate for two occupancy same-direction routes same-direction routes same-direction routes opposite-direction routes

0.1 1.99 × 10-4 1.75 × 10-4 1.52 × 10-4 3.14 × 10-5

0.2 1.06 × 10-4 9.39 × 10-5 8.27 × 10-5 2.23 × 10-5

0.3 7.50 × 10-5 6.70 × 10-5 5.95 × 10-5 1.92 × 10-5

0.4 5.95 × 10-5 5.35 × 10-5 4.79 × 10-5 1.77 × 10-5

0.5 5.03 × 10-5 4.55 × 10-5 4.10 × 10-5 1.68 × 10-5

0.6 4.41 × 10-5 4.01 × 10-5 3.64 × 10-5 1.62 × 10-5

0.7 3.97 × 10-5 3.62 × 10-5 3.30 × 10-5 1.58 × 10-5

0.8 3.64 × 10-5 3.34 × 10-5 3.06 × 10-5 1.55 × 10-5

0.9 3.38 × 10-5 3.11 × 10-5 2.86 × 10-5 1.52 × 10-5

1.0 3.17 × 10-5 2.93 × 10-5 2.71 × 10-5 1.50 × 10-5

1.1 3.00 × 10-5 2.79 × 10-5 2.58 × 10-5 1.48 × 10-5

1.2 2.86 × 10-5 2.66 × 10-5 2.48 × 10-5 1.47 × 10-5

1.3 2.74 × 10-5 2.56 × 10-5 2.39 × 10-5 1.46 × 10-5

1.4 2.64 × 10-5 2.47 × 10-5 2.31 × 10-5 1.45 × 10-5

1.5 2.55 × 10-5 2.39 × 10-5 2.25 × 10-5 1.44 × 10-5

1.6 2.48 × 10-5 2.33 × 10-5 2.19 × 10-5 1.43 × 10-5

1.7 2.41 × 10-5 2.27 × 10-5 2.14 × 10-5 1.42 × 10-5

1.8 2.35 × 10-5 2.22 × 10-5 2.09 × 10-5 1.42 × 10-5

1.9 2.29 × 10-5 2.17 × 10-5 2.05 × 10-5 1.41 × 10-5

2.0 2.24 × 10-5 2.13 × 10-5 2.01 × 10-5 1.41 × 10-5

ATT B-5 1/11/0128/11/02 No. 41 ATTACHMENT C. TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) AND RELATED OPERATING PROCEDURES

(See Chapter 4, 4.2.2, Note 2)

1. Introduction and applicability the case of temporary disruption occurring in controlled of broadcasts airspace, the States responsible may promulgate, as the VHF RTF frequency to be used within the limits of that airspace, a 1.1 Traffic information broadcasts by aircraft are intended frequency used normally for the provision of air traffic control to permit reports and relevant supplementary information of an service within that airspace. advisory nature to be transmitted by pilots on a designated VHF radiotelephone (RTF) frequency for the information of 2.1.2 Where VHF is used for air-ground communications pilots of other aircraft in the vicinity. with ATS and an aircraft has only two serviceable VHF sets, one should be tuned to the appropriate ATS frequency and the 1.2 TIBAs should be introduced only when necessary and other to the TIBA frequency. as a temporary measure.

1.3 The broadcast procedures should be applied in designated airspace where: 2.2 Listening watch

a) there is a need to supplement collision hazard infor- A listening watch should be maintained on the TIBA mation provided by air traffic services outside controlled frequency 10 minutes before entering the designated airspace airspace; or until leaving this airspace. For an aircraft taking off from an aerodrome located within the lateral limits of the designated b) there is a temporary disruption of normal air traffic airspace listening watch should start as soon as appropriate services. after take-off and be maintained until leaving the airspace.

1.4 Such airspaces should be identified by the States responsible for provision of air traffic services within these airspaces, if necessary with the assistance of the appropriate 2.3 Time of broadcasts ICAO Regional Office(s), and duly promulgated in aero- nautical information publications or NOTAM, together with A broadcast should be made: the VHF RTF frequency, the message formats and the procedures to be used. Where, in the case of 1.3 a), more than a) 10 minutes before entering the designated airspace or, one State is involved, the airspace should be designated on the for a pilot taking off from an aerodrome located within basis of regional air navigation agreements and promulgated the lateral limits of the designated airspace, as soon as in Doc 7030. appropriate after take-off; 1.5 When establishing a designated airspace, dates for the b) 10 minutes prior to crossing a reporting point; review of its applicability at intervals not exceeding 12 months should be agreed by the appropriate ATS authority(ies). c) 10 minutes prior to crossing or joining an ATS route;

d) at 20-minute intervals between distant reporting points; 2. Details of broadcasts e) 2 to 5 minutes, where possible, before a change in flight level; 2.1 VHF RTF frequency to be used f) at the time of a change in flight level; and 2.1.1 The VHF RTF frequency to be used should be determined and promulgated on a regional basis. However, in g) at any other time considered necessary by the pilot.

ANNEX 11 ATT C-1 1/11/01 Annex 11 — Air Traffic Services Attachment C

2.4 Forms of broadcast 2.4.3 Except as provided in 2.4.4, the broadcast at the time of a change in flight level (referred to in 2.3 f)) should be 2.4.1 The broadcasts other than those indicating changes in the following form: in flight level, i.e. the broadcasts referred to in 2.3 a), b), c), d) and g), should be in the following form: ALL STATIONS

ALL STATIONS (necessary to identify a traffic information (call sign) broadcast) (direction)

(call sign) (ATS route) (or DIRECT FROM (position) TO (position))

FLIGHT LEVEL (number) (or CLIMBING* TO FLIGHT LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)) LEVEL (number)

(direction) followed by:

(ATS route) (or DIRECT FROM (position) TO (position)) ALL STATIONS

POSITION (position**) AT (time) (call sign)

ESTIMATING (next reporting point, or the point of MAINTAINING FLIGHT LEVEL (number) crossing or joining a designated ATS route) AT (time) 2.4.4 Broadcasts reporting a temporary flight level (call sign) change to avoid an imminent collision risk should be in the following form: FLIGHT LEVEL (number) ALL STATIONS (direction) (call sign) Fictitious example: LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT “ALL STATIONS WINDAR 671 FLIGHT LEVEL 350 LEVEL (number) NORTHWEST BOUND DIRECT FROM PUNTA SAGA TO PAMPA POSITION 5040 SOUTH 2010 EAST AT 2358 followed as soon as practicable by: ESTIMATING CROSSING ROUTE LIMA THREE ONE AT 4930 SOUTH 1920 EAST AT 0012 WINDAR 671 FLIGHT ALL STATIONS LEVEL 350 NORTHWEST BOUND OUT” (call sign) 2.4.2 Before a change in flight level, the broadcast (referred to in 2.3 e)) should be in the following form: RETURNING TO FLIGHT LEVEL (number) NOW

ALL STATIONS 2.5 Acknowledgement (call sign) of the broadcasts

(direction) The broadcasts should not be acknowledged unless a potential collision risk is perceived. (ATS route) (or DIRECT FROM (position) TO (position))

LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time) 3. Related operating procedures

3.1 Changes of cruising level * For the broadcast referred to in 2.3 a) in the case of an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace. 3.1.1 Cruising level changes should not be made within ** For broadcasts made when the aircraft is not near an ATS significant the designated airspace, unless considered necessary by pilots point, the position should be given as accurately as possible and in any to avoid traffic conflicts, for weather avoidance or for other case to the nearest 30 minutes of latitude and longitude. valid operational reasons.

1/11/01 ATT C-2 Attachment C Annex 11 — Air Traffic Services

3.1.2 When cruising level changes are unavoidable, all b) display all available aircraft lighting which would available aircraft lighting which would improve the visual improve the visual detection of the aircraft; detection of the aircraft should be displayed while changing levels. c) as soon as possible, reply to the broadcast advising action being taken;

3.2 Collision avoidance d) notify the action taken on the appropriate ATS frequency; and If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to e) as soon as practicable, resume normal flight level, avoid an imminent collision risk, and this cannot be achieved notifying the action on the appropriate ATS frequency. in accordance with the right-of-way provisions of Annex 2, the pilot should: 3.3 Normal position reporting procedures a) unless an alternative manoeuvre appears more appropriate, immediately descend 150 m (500 ft), or 300 m (1 000 ft) Normal position reporting procedures should be continued at if above FL 290 in an area where a vertical separation all times, regardless of any action taken to initiate or minimum of 600 m (2 000 ft) is applied; acknowledge a traffic information broadcast.

ATT C-3 1/11/0127/11/03 No. 42 ATTACHMENT D. MATERIAL RELATING TO CONTINGENCY PLANNING

(see 2.28)

1. Introduction 2. Status of contingency plans

1.1 Guidelines for contingency measures for application Contingency plans are intended to provide alternative facilities in the event of disruptions of air traffic services and related and services to those provided for in the regional air supporting services were first approved by the Council on navigation plan when those facilities and services are 27 June 1984 in response to Assembly Resolution A23-12, temporarily not available. Contingency arrangements are following a study by the Air Navigation Commission and therefore temporary in nature, remain in effect only until the consultation with States and international organizations con- services and facilities of the regional air navigation plan are cerned, as required by the Resolution. The guidelines were reactivated and, accordingly, do not constitute amendments to subsequently amended and amplified in the light of experience the regional plan requiring processing in accordance with the gained with the application of contingency measures in various “Procedure for the Amendment of Approved Regional Plans”. parts of the world and in differing circumstances. Instead, in cases where the contingency plan would temporarily deviate from the approved regional air navigation 1.2 The purpose of the guidelines is to assist in providing plan, such deviations are approved, as necessary, by the for the safe and orderly flow of international air traffic in the President of the ICAO Council on behalf of the Council. event of disruptions of air traffic services and related supporting services and in preserving the availability of major world air routes within the air transportation system in such circumstances. 3. Responsibility for developing, promulgating and implementing 1.3 The guidelines have been developed in recognition of contingency plans the fact that circumstances before and during events causing disruptions of services to international civil aviation vary 3.1 The State(s) responsible for providing air traffic widely and that contingency measures, including access to services and related supporting services in particular portions designated aerodromes for humanitarian reasons, in response of airspace is (are) also responsible, in the event of disruption to specific events and circumstances must be adapted to these or potential disruption of these services, for instituting circumstances. They set forth the allocation of responsibility measures to ensure the safety of international civil aviation among States and ICAO for the conduct of contingency operations and, where possible, for making provisions for planning and the measures to be taken into consideration in alternative facilities and services. To that end the State(s) developing, applying and terminating the application of such should develop, promulgate and implement appropriate contin- plans. gency plans. Such plans should be developed in consultation with other States and airspace users concerned and with ICAO, 1.4 The guidelines are based on experience which has as appropriate, whenever the effects of the service disruption(s) shown, inter alia, that the effects of disruption of services in are likely to affect the services in adjacent airspace. particular portions of airspace are likely to affect significantly the services in adjacent airspace, thereby creating a require- ment for international coordination, with the assistance of 3.2 The responsibility for appropriate contingency action ICAO as appropriate. Hence, the role of ICAO in the field of in respect of airspace over the high seas continues to rest with contingency planning and coordination of such plans is the State(s) normally responsible for providing the services described in the guidelines. They also reflect the experience until, and unless, that responsibility is temporarily reassigned that ICAO’s role in contingency planning must be global and by ICAO to (an)other State(s). not limited to airspace over the high seas and areas of undetermined sovereignty, if the availability of major world air 3.3 Similarly, the responsibility for appropriate contin- routes within the air transportation system is to be preserved. gency action in respect of airspace where the responsibility for Finally, they further reflect the fact that international organiz- providing the services has been delegated by another State ations concerned, such as the International Air Transport continues to rest with the State providing the services until, Association (IATA) and the International Federation of Airline and unless, the delegating State terminates temporarily the Pilots’ Associations (IFALPA), are valuable advisers on the delegation. Upon termination, the delegating State assumes practicability of overall plans and elements of such plans. responsibility for appropriate contingency action.

ANNEX 11 ATT D-1 27/11/03 No. 42 Annex 11 — Air Traffic Services Attachment D

3.4 ICAO will initiate and coordinate appropriate be recognized that avoidance of particular portions of contingency action in the event of disruption of air traffic airspace on short notice will require special efforts by services and related supporting services affecting international States responsible for adjacent portions of airspace and civil aviation operations provided by a State wherein, for some by international aircraft operators with regard to reason, the authorities cannot adequately discharge the planning of alternative routings and services, and the air responsibility referred to in 3.1. In such circumstances, ICAO traffic services authorities of States should therefore, as will work in coordination with States responsible for airspace far as practicable, endeavour to anticipate the need for adjacent to that affected by the disruption and in close such alternative actions; consultation with international organizations concerned. ICAO will also initiate and coordinate appropriate contingency action c) monitoring of any developments that might lead to events at the request of States. requiring contingency arrangements to be developed and applied. States should consider designating persons/ administrative units to undertake such monitoring and, when necessary, to initiate effective follow-up action; and 4. Preparatory action d) designation/establishment of a central agency which, in 4.1 Time is essential in contingency planning if hazards to the event of disruption of air traffic services and intro- air navigation are to be reasonably prevented. Timely introduc- duction of contingency arrangements, would be able to tion of contingency arrangements requires decisive initiative provide, 24 hours a day, up-to-date information on the and action, which again presupposes that contingency plans situation and associated contingency measures until the have, as far as practicable, been completed and agreed among system has returned to normal. A coordinating team the parties concerned before the occurrence of the event should be designated within, or in association with, such requiring contingency action, including the manner and timing a central agency for the purpose of coordinating of promulgating such arrangements. activities during the disruption.

4.2 For the reasons given in 4.1, States should take 4.3 ICAO will be available for monitoring developments preparatory action, as appropriate, for facilitating timely intro- that might lead to events requiring contingency arrangements duction of contingency arrangements. Such preparatory action to be developed and applied and will, as necessary, assist in the should include: development and application of such arrangements. During the emergence of a potential crisis, a coordinating team will be a) preparation of general contingency plans for introduction established in the Regional Office(s) concerned and at ICAO in respect of generally foreseeable events such as indus- Headquarters in Montreal, and arrangements will be made for trial action or labour unrest affecting the provision of air competent staff to be available or reachable 24 hours a day. traffic services and/or supporting services. In recognition The tasks of these teams will be to monitor continuously infor- of the fact that the world aviation community is not party mation from all relevant sources, to arrange for the constant to such disputes, States providing services in airspace supply of relevant information received by the State over the high seas or of undetermined sovereignty should aeronautical information service at the location of the Regional take appropriate action to ensure that adequate air traffic Office and Headquarters, to liaise with international services will continue to be provided to international organizations concerned and their regional organizations, as civil aviation operations in non-sovereign airspace. For appropriate, and to exchange up-to-date information with the same reason, States providing air traffic services in States directly concerned and States which are potential their own airspace or, by delegation, in the airspace of participants in contingency arrangements. Upon analysis of all (an)other State(s) should take appropriate action to available data, authority for initiating the action considered ensure that adequate air traffic services will continue to necessary in the circumstances will be obtained from the be provided to international civil aviation operations State(s) concerned. concerned, which do not involve landing or take-off in the State(s) affected by industrial action;

b) assessment of risk to civil air traffic due to military 5. Coordination conflict or acts of unlawful interference with civil aviation as well as a review of the likelihood and 5.1 A contingency plan should be acceptable to providers possible consequences of natural disasters. Preparatory and users of contingency services alike, i.e. in terms of the action should include initial development of special ability of the providers to discharge the functions assigned to contin-gency plans in respect of natural disasters, them and in terms of safety of operations and traffic handling military conflicts or acts of unlawful interference with capacity provided by the plan in the circumstances. civil aviation that are likely to affect the availability of airspace for civil aircraft operations and/or the provision 5.2 Accordingly, States which anticipate or experience of air traffic services and supporting services. It should disruption of air traffic services and/or related supporting

27/11/03 ATT D-2 31/10/03 No. 42 Corr. Attachment D Annex 11 — Air Traffic Services services should advise, as early as practicable, the ICAO services. Following are the main elements to be considered for Regional Office accredited to them, and other States whose contingency planning depending upon circumstances: services might be affected. Such advice should include information on associated contingency measures or a request a) re-routing of traffic to avoid the whole or part of the for assistance in formulating contingency plans. airspace concerned, normally involving establishment of additional routes or route segments with associated 5.3 Detailed coordination requirements should be conditions for their use; determined by States and/or ICAO, as appropriate, keeping the above in mind. In the case of contingency arrangements not b) establishment of a simplified route network through the appreciably affecting airspace users or service provided airspace concerned, if it is available, together with a outside the airspace of the (single) State involved, flight level allocation scheme to ensure lateral and coordination requirements are naturally few or non-existent. vertical separation, and a procedure for adjacent area Such cases are believed to be few. control centres to establish longitudinal separation at the entry point and to maintain such separation through the 5.4 In the case of multi-State ventures, detailed coordi- airspace; nation leading to formal agreement of the emerging contin- gency plan should be undertaken with each State which is to c) reassignment of responsibility for providing air traffic participate. Such detailed coordination should also be under- services in airspace over the high seas or in delegated taken with those States whose services will be significantly airspace; affected, for example by re-routing of traffic, and with international organizations concerned who provide invaluable d) provision and operation of adequate air-ground operational insight and experience. communications, AFTN and ATS direct speech links, including reassignment, to adjacent States, of the responsibility for providing meteorological information 5.5 Whenever necessary to ensure orderly transition to and information on status of navigation aids; contingency arrangements, the coordination referred to in this section should include agreement on a detailed, common e) special arrangements for collecting and disseminating NOTAM text to be promulgated at a commonly agreed in-flight and post-flight reports from aircraft; effective date. f) a requirement for aircraft to maintain continuous listening watch on a specified pilot-pilot VHF frequency in specified areas where air-ground communications are 6. Development, promulgation and uncertain or non-existent and to broadcast on that application of contingency plans frequency, preferably in English, position information and estimates, including start and completion of climb 6.1 Development of a sound contingency plan is and descent; dependent upon circumstances, including the availability, or not, of the airspace affected by the disruptive circumstances g) a requirement for all aircraft in specified areas to display for use by international civil aviation operations. Sovereign navigation and anti-collision lights at all times; airspace can be used only on the initiative of, or with the agreement or consent of, the authorities of the State concerned h) a requirement and procedures for aircraft to maintain an regarding such use. Otherwise, the contingency arrangements increased longitudinal separation that may be estab- must involve bypassing the airspace and should be developed lished between aircraft at the same cruising level; by adjacent States or by ICAO in cooperation with such adjacent States. In the case of airspace over the high seas or of i) a requirement for climbing and descending well to the undetermined sovereignty, development of the contingency right of the centre line of specifically identified routes; plan might involve, depending upon circumstances, including the degree of erosion of the alternative services offered, j) establishment of arrangements for controlled access to temporary reassignment by ICAO of the responsibility for the contingency area to prevent overloading of the providing air traffic services in the airspace concerned. contingency system; and

6.2 Development of a contingency plan presupposes as k) a requirement for all operations in the contingency area much information as possible on current and alternative routes, to be conducted in accordance with IFR, including navigational capability of aircraft and availability or partial allocation of IFR flight levels, from the relevant Table of availability of navigational guidance from ground-based aids, Cruising Levels in Appendix 3 of Annex 2, to ATS surveillance and communications capability of adjacent air routes in the area. traffic services units, volume and types of aircraft to be accommodated and the actual status of the air traffic services, 6.3 Notification, by NOTAM, of anticipated or actual communications, meteorological and aeronautical information disruption of air traffic services and/or related supporting

ATT D-3 27/11/03 No. 42 Annex 11 — Air Traffic Services Attachment D services should be dispatched to users of air navigation 6.4 Notification by NOTAM of discontinuance of services as early as practicable. The NOTAM should include contingency measures and reactivation of the services set forth the associated contingency arrangements. In the case of in the regional air navigation plan should be dispatched as foreseeable disruption, the advance notice should in any case early as practicable to ensure an orderly transfer from not be less than 48 hours. contingency conditions to normal conditions.

— END —

27/11/03 ATT D-4 31/10/03 No. 42 Corr.

25/2/05

Transmittal Note

Amendment No. 1

to the

SUPPLEM ENT TO

ANNEX 11 – AIR TRAFFIC SERVICES

(Thirteenth Edition)

1. Amendment No. 1 to the Supplement to Annex 11 provides additional information received from States up to 25 February 2005 with respect to all amendments up to and including Amendment 42.

2. To incorporate Amendment No. 1 to this Supplement:

a) Replace pages (iii) to (vi) by the attached new pages dated 25/2/05.

b) Insert the attached replacement pages for Spain dated 25/2/05.

c) Insert the attached new country pages for Brazil, Latvia, Uzbekistan and Vanuatu dated 25/2/05.

d) Hand amend the country page for China (Hong Kong SAR) to read —China (Hong Kong, China)“ and change the date at the bottom of the page to 25/2/05.

e) Record this amendment on page (ii) of the Supplement.

______

31/12/03

Transmittal Note

SUPPLEMENT TO

ANNEX 11 — AIR TRAFFIC SERVICES

(Thirteenth Edition)

1. The attached Supplement supersedes all previous Supplements to Annex 11 and includes differences notified by Contracting States up to 31 December 2003 with respect to all amendments up to and including Amendment 42.

2. This Supplement should be inserted at the end of Annex 11, Thirteenth Edition. Additional differences and revised comments received from Contracting States will be issued at intervals as amendments to this Supplement.

(ii) SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

RECORD OF AMENDMENTS TO SUPPLEMENT

No. Date Entered by No. Date Entered by 1 25/2/05 ICAO

AMENDMENTS TO ANNEX 11 ADOPTED OR APPROVED BY THE COUNCIL SUBSEQUENT TO THE THIRTEENTH EDITION ISSUED JULY 2001

Date of Date of adoption or Date adoption or Date No. approval applicable No. approval applicable 41 21/2/02 28/11/02

42 7/3/03 27/11/03

31/12/03

SUPPLEMENT TO ANNEX 11 — THIRTEENTH EDITION

AIR TRAFFIC SERVICES

Differences between the national regulations and practices of Contracting States and the corresponding International Standards and Recommended Practices contained in Annex 11, as notified to ICAO in accordance with Article 38 of the Convention on International Civil Aviation and the Council’s resolution of 21 November 1950.

DECEMBER 2003

I N T E R N A T I O N A L C I V I L A V I A T I O N O R G A N I Z A T I O N

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) (iii)

1. Contracting States which have notified ICAO of differences

The Contracting States listed below have notified ICAO of differences which exist between their national regulations and practices and the International Standards and Recommended Practices of Annex 11, Thirteenth Edition, up to and including Amendment 42, or have commented on implementation.

The page numbers shown for each State and the dates of publication of those pages correspond to the actual pages in this Supplement.

Date of Pages in Date of State notification Supplement publication

Australia 17/11/03 1 31/12/03 Brazil 23/6/04 1 25/2/05 Canada 25/11/03 1-2 31/12/03 Chile 20/8/03 1 31/12/03 China Hong Kong, China 24/10/03 1 25/2/05 Cuba 14/8/03 1 31/12/03 Denmark 25/6/03 1 31/12/03 France 24/10/03 1 31/12/03 Germany 9/7/03 1 31/12/03 Latvia 15/6/04 1 25/2/05 Slovakia 10/11/03 1 31/12/03 Spain 25/2/05 1-3 25/2/05 Sweden 16/7/03 1-2 31/12/03 United Kingdom 28/10/03 1-2 31/12/03 Uzbekistan 13/10/04 1 25/2/05 Vanuatu 11/6/04 1-3 25/2/05

2. Contracting States which have notified ICAO that no differences exist

Date of Date of State notification State notification

Argentina 29/10/03 Hungary 21/6/03 Bahrain 12/7/03 Ireland 27/10/03 Belgium 8/7/03 Monaco 6/11/03 Bolivia 1/7/03 Netherlands 10/9/03 Costa Rica 4/6/03 Romania 27/10/03 Estonia 21/11/03 Russian Federation 13/10/03 Greece 19/11/03 Tunisia 3/7/03

3. Contracting States from which no information has been received

Afghanistan Antigua and Barbuda Bangladesh Albania Armenia Barbados Algeria Austria Belarus Andorra Azerbaijan Belize Angola Bahamas Benin

25/2/05 (iv) SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

Bhutan Iraq Poland Bosnia and Herzegovina Israel Portugal Botswana Italy Qatar Brunei Darussalam Jamaica Republic of Korea Bulgaria Japan Republic of Moldova Burkina Faso Jordan Rwanda Burundi Kazakhstan Saint Kitts and Nevis Cambodia Kenya Saint Lucia Cameroon Kiribati Saint Vincent and the Grenadines Cape Verde Kuwait Samoa Central African Republic Kyrgyzstan San Marino Chad Lao People‘s Democratic Republic Sao Tome and Principe China Lebanon Saudi Arabia Colombia Lesotho Senegal Comoros Liberia Serbia and Montenegro Congo Libyan Arab Jamahiriya Seychelles Cook Islands Lithuania Sierra Leone Côte d=Ivoire Luxembourg Singapore Croatia Madagascar Slovenia Cyprus Malawi Solomon Islands Czech Republic Malaysia Somalia Democratic People=s Republic Maldives South Africa of Korea Mali Sri Lanka Democratic Republic of the Congo Malta Sudan Djibouti Marshall Islands Suriname Dominican Republic Mauritania Swaziland Ecuador Mauritius Switzerland Egypt Mexico Syrian Arab Republic El Salvador Micronesia (Federated States of) Tajikistan Equatorial Guinea Mongolia Thailand Eritrea Morocco The former Yugoslav Republic Ethiopia Mozambique of Macedonia Fiji Myanmar Togo Finland Namibia Tonga Gabon Nauru Trinidad and Tobago Gambia Nepal Turkey Georgia New Zealand Turkmenistan Ghana Nicaragua Uganda Grenada Niger Ukraine Guatemala Nigeria United Arab Emirates Guinea Norway United Republic of Tanzania Guinea-Bissau Oman United States Guyana Pakistan Uruguay Haiti Palau Venezuela Honduras Panama Viet Nam Iceland Papua New Guinea Yemen India Paraguay Zambia Indonesia Peru Zimbabwe Iran (Islamic Republic of) Philippines

25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) (v)

4. Paragraphs with respect to which differences have been notified

Differences Differences Paragraph notified by Paragraph notified by

Definitions Brazil 2.24.4 Sweden Canada 2.26.1 Spain Chile 2.26.2 United Kingdom France 2.26.4 Spain Spain United Kingdom Sweden 2.26.5 Spain Uzbekistan 2.27.1 Spain United Kingdom 2.27.2 Spain Vanuatu 2.28 Spain Uzbekistan 2.1.2 United Kingdom 3.1 United Kingdom 2.3.2 Sweden Uzbekistan Uzbekistan Vanuatu 2.3.3 Uzbekistan 3.2 Brazil 2.5.2.2.1.1 United Kingdom 3.3.1 United Kingdom 2.5.2.3 United Kingdom 3.3.3 Denmark 2.6 Denmark Slovakia Latvia Vanuatu Sweden 3.3.4 United Kingdom 2.6.1 Canada 3.4.1 Uzbekistan Chile 3.6.1.3.1 Spain France 3.6.1.3.2 Spain United Kingdom 3.6.1.4 Spain Vanuatu 3.6.2.5 Spain 2.8 Sweden 3.7.2.1 Australia 2.9 Sweden 3.7.2.2 Australia 2.9.2.3 United Kingdom 3.7.3 Spain 2.9.3.2 Australia 3.7.3.1 Brazil 2.9.3.2.1 Australia Canada 2.9.3.2.2 Australia France United Kingdom Germany 2.9.3.3 United Kingdom Vanuatu 2.9.5.1 Australia 3.7.4.2.1 Spain 2.9.5.5 United Kingdom 2.11.1 France 4.2.1 Uzbekistan Spain Vanuatu 2.17.6 Australia 4.2.2 Canada 2.18.2 Germany Denmark 2.18.3 Germany 4.3 Australia 2.18.4 Germany 4.3.4.8 Spain 2.18.5 Germany 4.3.5 Spain Uzbekistan 4.3.6.1 Spain 2.19.1 Spain 4.3.7 Canada 2.19.2 Spain Spain 2.21 Sweden 4.3.8 Canada 2.22.1.1 Spain Spain 2.24.3 Spain Uzbekistan

25/2/05 (vi) SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) Differences Differences Paragraph notified by Paragraph notified by

4.3.9 Canada 7.1.2.1 Uzbekistan Spain 7.1.3.3 Australia Uzbekistan 4.3.10 Australia Appendix 2 Germany 4.4 Chile 4.4.1 Spain Appendix 3 United Kingdom 4.4.2 Spain 5.2 Uzbekistan Appendix 4 Canada 5.2.1 Canada Chile Slovakia China 5.2.2 Chile Hong Kong, China Spain Cuba Uzbekistan Germany 5.4 Slovakia Sweden United Kingdom 6.2.2.3.7 United Kingdom 6.2.3.1.2 United Kingdom Appendix 5 Chile 6.2.3.1.3 United Kingdom Germany 6.2.3.4 United Kingdom United Kingdom

25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) AUSTRALIA 1

CHAPTER 2

2.9.3.2 Australian airspace is established in some CTA with a base of 500 ft.

2.9.3.2.1* Australian airspace is established in some CTA with a base of 500 ft.

2.9.3.2.2* Class E airspace (non-radar) and Class C airspace (radar) have a lower limit of FL 180.

2.9.5.1 Australian Regulations do not require IALS to be totally contained with CTA. Class E airspace is acceptable.

Australian Regulations do not require IALS, SIDS/STARS to be protected with CTA steps or Class E airspace.

2.17.6* Australia does not utilize flexible use airspace.

CHAPTER 3

3.7.2.1 Australia currently has no standards related to transonic acceleration phases of flight for supersonic aircraft.

3.7.2.2* Australia currently has no standards related to transonic acceleration phases of flight for supersonic aircraft.

CHAPTER 4

4.3 Air services does not provide OFIS broadcasts, HF OFIS broadcasts or VHF OFIS broadcasts.

4.3.10 Air services does not provide OFIS broadcasts.

CHAPTER 7

7.1.3.3 Wind information is provided to the units providing approach control services by various means.

* Recommended Practice

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) BRAZIL 1

CHAPTER 1

Definitions Air traffic services reporting office. This term is not used, instead:

– at controlled aerodromes, the expression —aerodrome aeronautical information office“ is used for the purpose of providing previous information service to the flights, and also receiving reports concerning air traffic services and flight plans submitted before departure.

– at non-controlled aerodromes, the expression —aerodrome flight information service unit“ is used to designate a unit established at an aerodrome for the purpose of providing aerodrome information service to the flights, and also receiving reports concerning air traffic services and flight plans submitted before departure.

Air traffic services unit. A generic term meaning, variously, air traffic control unit or flight information service unit.

Special VFR flight. A VFR flight cleared by air traffic control to operate within a terminal control area or a control zone in meteorological conditions below VMC.

CHAPTER 3

3.2 a) 2) By an approach control unit to which the attribution of providing such service has been delegated in a certain airspace.

3.7.3.1 c) So as to avoid unnecessary frequency load, information contained in ATIS broadcasts is read back only on controller request.

______

25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) CANADA 1

CHAPTER 1

Definitions Advisory airspace. Advisory airspace refers to Class F Special Use airspace within which an activity occurs of which non-participating pilots should be aware.

Advisory route. Not used in Canada.

Air-taxiing. Canada defines air-taxiing as movement of a helicopter above the surface of an aerodrome, but normally not above 100 ft AGL. The aircraft may proceed via either hover taxi or flight at speeds more than 20 knots.

Air traffic advisory service. Advisory service refers to the provision of flight information service to IFR and VFR aircraft.

Air traffic control clearance. Canada also uses air traffic control instruction defined as a directive issued by an air traffic control unit for air traffic control purposes.

Altitude. Means the altitude indicated in an altimeter set to the current altimeter setting.

Approach control office and Approach control service. Terminal control service is used in lieu of approach control service and associated terms.

Apron management service. Not used in Canada.

Flight level. An altimeter set to 29.92 inches of mercury is used.

INCERFA. Code word not used.

CHAPTER 2

2.6.1 Class C. In Canada, in addition to the provisions of this paragraph, separation is provided between VFR aircraft at pilot request.

Class D. In Canada, workload and equipment permitting, these services are provided between IFR and VFR aircraft and between VFR aircraft at pilot request.

Class E. In Canada, some control zones are designated as Class E.

Class F. In Canada, Class F refers to special use airspace identified as restricted or advisory.

CHAPTER 3

3.7.3.1 c) In Canada, pilots are not required to read back runway-in-use, altimeter settings or SSR codes. Transition levels are not issued.

CHAPTER 4

4.2.2 b) Collision hazards not provided in Class F.

31/12/03 CANADA 2 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

4.3.7 ATIS messages are not given in the order as listed and the information elements of cloud below 4.3.8 1 500 m (5 000 ft) or below the highest minimum sector altitude and trend-type landing forecasts 4.3.9 are not used.

CHAPTER 5

5.2.1 a) 2) In Canada, an aircraft enters the Uncertainty Phase if it has:

a) a filed flight plan and an arrival report is not received within 60 minutes after the latest ETA or arrival time estimated by the controller, whichever is later;

b) filed a flight itinerary and an arrival report is not received within 24 hours after the latest ETA or arrival time estimated by the controller, whichever is later; or

c) specified a search and rescue time on its flight plan or flight itinerary and an arrival report is not received by that specified time.

Appendix 4 Class B, C, D, E. For VFR flight, flight visibility of 3 statute miles with a distance from cloud of 1 statute mile horizontal and 500 ft vertical is required.

Speed limitations applicable to both IFR and VFR aircraft:

— 250 knots below 10 000 ft ASL; and — 200 knots below 3 000 ft AGL within 10 NM of a controlled airport.

Class F. Special use airspace defined as restricted or advisory and may be controlled or uncontrolled airspace.

Class G. For VFR flight above 700 ft AGL, a flight visibility of 1 statute mile, and a distance from cloud of 2 000 ft horizontal and 500 ft vertical is required. For VFR flight below 700 ft AGL, a flight visibility of 1 statute mile and clear of cloud is required.

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) CHILE 1

CHAPTER 1

Definitions Advisory route. Air traffic advisory service. In Chile there are no advisory routes.

ETOPS en-route alternate. The definition has been published in the DAR-06 aeronautical regulations, “Operation of Aircraft”.

Flight information centre. Chile has no flight information centres. The service is provided by area control centres.

Operator. The definition has been published in the DAR-06 aeronautical regulations “Operation of Aircraft”.

CHAPTER 2

2.6.1 Class F airspace. In Chile there is no Class F airspace.

CHAPTER 4

4.4 VOLMET broadcasts. In Chile there are no VOLMET broadcasts.

CHAPTER 5

5.2.2 h) Notification of “dangerous goods carried as cargo” is already covered by the “Aeronautical Procedures”. Nonetheless, it will be incorporated into the next amendment to DAR-11

Appendix 4 — There is no Class F airspace.

— In Classes E and G airspaces, VFR flights require continuous two-way communication.

— Chile includes VMC visibility minima and distance from clouds in Classes B, C, D, E and G airspaces.

Appendix 5

Table 1 Obstacles en route. Not applied.

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) CHINA (HONG KONG, CHINA) 1

Appendix 4 Class F and Class G airspace require two-way communication.

______

25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) CUBA 1

Appendix 4 ATS Airspace Classes — Services Provided and Flight Requirements — Class E (VFR). Continuous two-way radio communication is required for VFR flights in airspace Class E.

Remark. In order to identify any aircraft in flight, either in IFR or in VFR, two-way radio communication must be maintained within the Havana FIR/CTA.

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) DENMARK 1

CHAPTER 2

2.6 Airspace classification is in accordance with Annex 11; however, it should be noted that:

— airspace Classes B and F are not used;

— a lower flight visibility in airspace Class G has been established in pursuance of Annex 11, Appendix 4;

— a requirement for carriage of a transponder is described for each of the airspace classes; and

— certain parts of airspace Class G, designated TIZ, TIA, have a requirement for continuous two- way radio communication.

CHAPTER 3

3.3.3 In pursuance of 3.3.3, the following provision has been established:

Vertical or horizontal separation shall be established between special VFR flights.

CHAPTER 4

4.2.2 b) In addition to 4.2.2 b), the following provisions concerning traffic information have been established:

In airspace Class D, traffic information may be omitted, provided it is certain that the aircraft pass each other with a vertical distance of 500 ft or more.

In airspace Class E, traffic information is mainly based on radar information derived from SSR replies.

In airspace Class G, traffic information is given only as far as practical.

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) FRANCE 1

CHAPTER 1

Definitions Additional definition:

AFIS unit. Air traffic unit responsible for the provision of flight information service and alerting service to the aerodrome traffic of a non-controlled aerodrome.

CHAPTER 2

2.6.1 Certain control zones associated with aerodromes with low traffic are classified as Class E.

Remarks. These control zones are being reclassified.

2.11.1 Outside controlled airspace, ATS routes are established providing protection vis-à-vis the terrain and adjacent ATS routes, but no specific airspace with defined dimensions is associated with them, apart from the Class F or G space in which they are included.

CHAPTER 3

3.7.3.1 c) It is not required to read back the transition level when it is indicated in the ATIS. The pilot must read back the ATIS message reference.

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) GERMANY 1

CHAPTER 2

2.18.2 Full implementation of the quality system not yet achieved. 2.18.3 2.18.4* 2.18.5

CHAPTER 3

3.7.3.1 c) The compulsory read-back of transition levels is seen as an unnecessary frequency load and will not be applied.

Appendix 2

3.1 Significant points within TMAs are designated by alphanumeric codes.

Appendix 4 Class D — VMC visibility and distance from cloud minima: VFR.

Note.— Control zones are classified as airspace Class D with the following addition: ground visibility 5 km, ceiling 1 500 ft GND, clear of clouds.

Class E — VMC visibility and distance from cloud minima. The minimum value has to be 8 km visibility for VFR flights below 3 050 m (10 000 ft) AMSL.

Class F — Subject to an ATC clearance: IFR flights “yes” instead of “no”.

Class G — IFR flights not permitted.

Note.— For VFR flights weather minima as follows: In sight of ground or water, flight visibility 1.5 km, clear of clouds; except helicopters, airships and balloons where only a flight visibility of 800 m is required.

Appendix 5 In Germany, lines 2 and 4 of Table 4 describe a) en-route fix formations; and b) terminal and instrument approach procedure fix formations corresponding to Table 5.

The resolution for a) is then 1 degree instead of 1/10 degree.

*Recommended Practice

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) LATVIA 1

CHAPTER 2

2.6 Classification of airspaces. The Republic of Latvia has implemented A, C and G airspace classes only.

Class G – In Class G, two-way radiocommunication for IFR flights is required only above an altitude that will be prescribed by the appropriate ATS authority. W ithin terminal control areas and control zones which change character to Class G outside the operational hours of the appropriate ATS unit, radiocommunication and position reports are required in the national classification of airspaces.

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25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) SLOVAKIA 1

CHAPTER 3

3.3.3 Clearances issued by ATC units shall provide separation:

…

e) between special VFR flight,

except that, when requested by an aircraft or when accepted by the pilot in cases listed under a), b) and c) above, a flight operated in visual meteorological conditions between sunset and sunrise may be cleared to fly subject to maintaining its own separation and remaining in visual meteorological conditions for a specific portion of the flight.

CHAPTER 5

5.2.1 a) Uncertainty phase when:

1) no communication has been received from an aircraft within a period of ten minutes after …

2) an aircraft fails to arrive within ten minutes of the estimated time of arrival …

b) Alert phase when:

1) ten minutes following the uncertainty phase, subsequent attempts …

c) Distress phase when:

1) thirty minutes following the alert phase, further unsuccessful attempts …

5.4 Plotting aircraft in a state of emergency

Note.— When radar equipment is available the progress of an aircraft in emergency shall be (whenever possible) plotted on the radar display either by the appropriate ATC unit or directly by the rescue coordination centre.

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) SPAIN 1

CHAPTER 1

Definitions Accident. A civil aviation accident is considered to be an occurrence associated with the operation of an aircraft, which takes place between the time a person boards the aircraft with the intention of flight until such time as all the passengers and crew members have disembarked, in which persons are fatally or seriously injured, as per current criminal legislation, the aircraft sustains damage or structural failure, or the aircraft goes missing or is completely inaccessible.

Alternate aerodrome. The definition of an ETOPS en-route alternate aerodrome is not included.

Pilot-in-command. The pilot responsible for the operation and safety of the aircraft during the flight time.

Waypoint. A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation.

Definitions not included for the following: Controller-pilot data link communications (CPDLC); Data link-automatic terminal information service (D-ATIS); Data link communications; Declared capacity; Downstream clearance; Human Factors principles; Human performance; Radiotelephony; Voice-automatic terminal information service (Voice-ATIS).

CHAPTER 2

2.11.1 This paragraph is not covered in the Air Traffic Regulations (RCA). However, these distances are established in the AIP.

2.19.1 Paragraph c) is included partially, and only Note 2 is included:

c) to report as soon as possible to the associated meteorological office pertinent information concerning pre-eruption volcanic activity, volcanic eruptions and information concerning volcanic ash cloud.

2.19.2 This paragraph is not included.

2.22.1.1 Reference to human factors are not included in the Air Traffic Regulations (RCA).

2.24.3 This paragraph is included partially:

Air traffic services unit clocks and other time-recording devices shall be checked as necessary to ensure correct time to within plus or minus 30 seconds of UTC at all times.

2.26.1 Remark. Date of entry into force of the Common Requirements Regulation of the European Commission as published in the Official Journal of the EU (OJEU). ESARR 3 (Single European Sky Common Requirements) needs to be transposed.

2.26.4 Remark. Same as for 2.26.1.

25/2/05 2 SPAIN SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

2.26.5 This paragraph is not included.

Remark. So far, no regulations have been published in Spain governing risk analysis and mitigation measures in response to significant ATC changes. Their publication is related to the transposition of EUROCONTROL Safety Regulatory Requirement 4 (ESARR 4) to Spain. This notwithstanding, the service provider carries out such risk analysis on its own initiative.

2.27.1 This paragraph is not covered in the Air Traffic Regulations (RCA). However, there are paragraphs in the RCA which cover the use of the English language by controllers.

Similarly, when air traffic control staff are selected, they are tested on their knowledge of English.

2.27.2 This paragraph is not covered in the Air Traffic Regulations (RCA). However, there are paragraphs in the RCA which cover the use of the English language by controllers.

Similarly, when air traffic control staff are selected, they are tested on their knowledge of English.

2.28 There is a Resolution of the Directorate General for Civil Aviation on the drafting, development and approval of contingency plans for air traffic services.

CHAPTER 3

3.6.1.3.1 Paragraph b) has not been included.

3.6.1.3.2 Paragraph a), 3) is not included and paragraph b), 2) has been changed as follows:

b) 2) immediately after the aircraft is airborne, if the local procedures consider such a measure to be preferable.

3.6.1.4 The following text has been included:

The relevant paragraphs of this section are not applicable when two or more parts of the air traffic control service are provided by a single unit, as in such a case no transfer of responsibility is necessary in respect of those parts.

3.6.2.5 This paragraph has not been included.

3.7.3 Paragraphs 3.7.3.1 and 3.7.3.2 are not included.

3.7.4.2.1 This paragraph has not been included.

CHAPTER 4

4.3.4.8 The paragraph has been changed slightly:

The ATIS broadcast message should, whenever practicable, not exceed 30 seconds, care being taken that the readability of the ATIS message is not impaired by the speed of the transmission or by the identification signal of a navigation aid used for transmission of ATIS.

25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) SPAIN 3

Remark. The part referring to human performance has not been included.

4.3.5 This paragraph has not been included.

4.3.6.1 The term —Voice-“ and the term —ATIS-D“ are not used.

4.3.7 Paragraphs b), c) and 1) are not included.

4.3.8 Paragraphs b), c) and 1) are not included.

4.3.9 Paragraphs b), c), h), i), k), m), p) and s) are not included.

4.4.1 This paragraph is not covered in the Air Traffic Regulations (RCA).

4.4.2 This paragraph is not covered in the Air Traffic Regulations (RCA).

CHAPTER 5

5.2.2 Paragraph h) is not included.

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25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) SWEDEN 1

CHAPTER 1

Definitions Approach control unit. The term “approach control unit” is not used; instead, the term “terminal control centre (TMC)” is used to designate a unit established to provide air traffic control service to controlled flights arriving at, or departing from, one or more aerodromes.

CHAPTER 2

2.3.2 Aerodrome flight information service (AFIS) is provided at several non-controlled aerodromes as published in AIP-SWEDEN.

Remark. AFIS, as well as AFIS units, has been established for many years as published in AIP- SWEDEN. AFIS is generally provided in conformance with the guidance material contained in ICAO Circular 211.

2.6 Within Class G airspace, traffic information areas (TIA) and traffic information zones (TIZ) are established at several non-controlled aerodromes where AFIS is provided. These airspaces are described in AIP-SWEDEN and defined as follows:

Traffic information area (TIA). An uncontrolled airspace of defined dimensions extending upwards from a specified limit above the earth within which traffic information is provided by an ATS unit in accordance with special regulations.

Traffic information zone (TIZ). An uncontrolled airspace of defined dimensions extending upwards from the surface of the earth to a specified upper limit within which traffic information is provided by an ATS unit in accordance with special regulations.

Remark. These airspace designations were implemented several years before the publication of ICAO Circular 211. It has not been considered that there is enough justification to change the airspace designation to “flight information zone” as recommended in the circular.

2.8 AFIS units are established at several non-controlled aerodromes for the provision of aerodrome flight information service as published in AIP-Sweden.

Remark. AFIS, as well as AFIS units, has been established for many years as published in AIP- SWEDEN. AFIS is generally provided in conformance with the guidance material contained in ICAO Circular 211.

2.9 Within Class G airspace, traffic information areas (TIA) and traffic information zones (TIZ) are established at several non-controlled aerodromes where AFIS is provided. These airspaces are described in AIP-SWEDEN and defined as follows:

Traffic information area (TIA). An uncontrolled airspace of defined dimensions extending upwards from a specified limit above the earth within which traffic information is provided by an ATS unit in accordance with special regulations.

Traffic information zone (TIZ). An uncontrolled airspace of defined dimensions extending upwards from the surface of the earth to a specified upper limit within which traffic information is provided by an ATS unit in accordance with special regulations.

31/12/03 SWEDEN 2 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

Remark. These airspace designations were implemented several years before the publication of ICAO Circular 211. It has not been considered that there is enough justification to change the airspace designation to “flight information zone” as recommended in the circular.

2.21 Minimum flight altitudes have not been determined for control areas; however, for ATS routes within SUECIA CTA, published lower limits provide minimum clearance above the controlling obstacle located within the area concerned. In terminal control areas, minimum sector altitudes are applied as minimum flight altitudes; in addition, minimum vectoring altitudes have been established.

Remark. Determining minimum flight altitudes for ATS routes is considered superfluous since all ATS routes have their lower limits at FL 95 or higher, which is well above terrain and obstacles within Swedish territory. Within TMAs, minimum sector altitudes and minimum vectoring altitudes are considered sufficient.

2.24.4 Aerodrome control towers normally provide pilots with the correct time on request only.

Remark. Since modern clocks and watches are considered very reliable and several methods are available to pilots to verify the correct time prior to departure, and also in order to reduce the load on control tower radio frequencies, routine provision of the correct time has been deleted.

Appendix 4 Within Class E airspace, during hours of darkness, VFR flights are subject to air traffic control service and separated from IFR and other VFR flights; dual radio communication and ATC clearance are required.

Remark. To enhance flight safety in Class E airspace during hours of darkness (night).

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) UNITED KINGDOM 1

CHAPTER 1

Definitions Traffic information. The United Kingdom includes alerting a controller and deleted “and to help the pilot avoid a collision” in CAP493.

CHAPTER 2

2.1.2 The United Kingdom has arranged for services to be provided in accordance with the practices and procedures established for its territorial airspace.

2.5.2.2.1.1 The United Kingdom does not implement control zones and control areas in all portions of the airspace where air traffic control service is provided.

2.5.2.3 The United Kingdom does not use the term “controlled aerodrome” but lists in the AIP those aerodromes at which air traffic control service is provided.

2.6.1 In certain notified portions of Class A airspace, gliders are permitted to operate without reference to air traffic control in accordance with specified conditions and neither separation nor traffic information is provided in respect of such flights.

2.9.2.3 The United Kingdom does not apply VFR cruising levels.

2.9.3.2.2* The United Kingdom does not necessarily apply VFR cruising levels as the lower limit. A level is chosen appropriate to the circumstances.

2.9.3.3 The United Kingdom does not apply VFR cruising levels.

2.9.5.5* The United Kingdom does not necessarily use VFR cruising levels as the upper limit.

2.26.2 The United Kingdom is implementing ESARR 4 which comes into place in May 2004.

2.26.4 The United Kingdom already specifies SMS for ATC units. Paragraphs a) and b) will be met through application of ESARR 3 and ESARR 4, the latter to be implemented by May 2004.

CHAPTER 3

3.1 In certain notified portions of Class A airspace, gliders are permitted to operate without reference to air traffic control.

3.3.1 In certain notified portions of Class A airspace, gliders are permitted to operate without reference to air traffic control.

3.3.4 The United Kingdom uses the quadrantal system of cruising levels for flights below 24 500 ft.

* Recommended Practice

31/12/03 UNITED KINGDOM 2 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

CHAPTER 6

6.2.2.3.7 Automatic recording is not available in each and every case in the United Kingdom.

6.2.3.1.2 Automatic recording is not available in each and every case in the United Kingdom.

6.2.3.1.3 Automatic recording is not available in each and every case in the United Kingdom.

6.2.3.4* Automatic recording is not available in each and every case in the United Kingdom.

Appendix 3

2.1.2 In the United Kingdom, the basic indicator for standard arrival routes is the name or name-code of the holding facility or fix where the arrival route terminates.

Appendix 4 The United Kingdom complies with the requirements of the table at Appendix 4 except in the following areas:

a) gliders are permitted in Class A without ATC service;

b) Class A VMC minima for various purposes above FL 100 are different;

c) Class C, D, E airspace VMC minima — additional criteria are permitted.

Appendix 5

Table 4 All types are calculated to the required accuracy. However, they are not published in the AIP to this accuracy. They are all published as rounded values to the nearest whole degree.

Table 5 All types are calculated to the required accuracy. However, they are not published in the AIP to this accuracy. They are all published as rounded values to the nearest whole degree.

* Recommended Practice

31/12/03 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) UZBEKISTAN 1

CHAPTER 2

2.3.2 The service functions are incumbent on ATS units. and 2.3.3

2.18.5 Geographical coordinates are determined and reported to the user, using the SK-42 coordinate system.

2.28 The following are used: —A contingency plan in the event of acts of unlawful interference“ and —Backup instructions for ATS facilities“.

CHAPTER 3

3.1 The airspace classification is not applied. Air traffic control services are provided to all IFR and VFR flights.

3.4.1 Separation minima are determined through the Flight Regulations for Civil and Experimental Aviation of the Republic of Uzbekistan (PPGEA–2000), and are published in the AIP.

CHAPTER 4

4.2.1 a) AIRMET information is not provided.

4.3.8 ATIS information is not transmitted.

4.3.9 As stated under paragraph 4.3.7.

CHAPTER 5

5.2 Other types of phases are used.

5.2.2 ATS units only use the —standby“ and —alert“ signals.

CHAPTER 7

7.1.2.1 AIRMET information is not provided to ATS units.

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25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) VANUATU 1

CHAPTER 1

Definitions Air traffic control service. Vanuatu substitutes the words —a safe and efficient“ for the words —an orderly“.

Air traffic service. Includes:

a) any aerodrome control service;

b) any area control service;

c) any approach control service;

d) any flight information service;

e) any aerodrome flight information service;

f) any alerting service; and

g) any other air traffic service considered by the Director to be necessary or desirable for the safe and efficient operation of the civil aviation system.

Controlled airspace. An airspace of defined dimensions within which air traffic control service is provided to IFR flights, and to VFR flights, in accordance with the airspace classification.

Flight crew member. A crew member assigned by an operator in an aircraft during flight time as a pilot or flight engineer.

Manoeuvring area. That part of an aerodrome to be used for the take off and landing of aircraft and for the surface movement of aircraft associated with take off and landing but does not include areas set aside for loading, unloading, or maintenance of aircraft.

Pilot-in-command. In relation to any aircraft, means the pilot responsible for the operation and safety of the aircraft.

Remark. For aircraft with more than one pilot, CAR 91.117 requires the operator to designate a pilot-in-command for each period of the flight.

Traffic avoidance advice. Vanuatu does not include the words —specifying manoeuvres“.

Remark. W hile an ATS unit might specify manoeuvres to assist a pilot to avoid a collision, that choice is best left to the individual providing the information.

CHAPTER 2

2.6.1 Vanuatu does not have Class A, B, C or E airspace.

Class D airspace:

– ATC separates IFR and VFR aircraft at night within Class D airspace.

25/2/05 2 VANUATU SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

– ATC separates IFR flights and Special VFR flights.

– ATC separates Special VFR flights.

– ATC provides information to IFR flights about VFR flights during the day.

Class G airspace:

– Traffic information is provided to IFR flights in Class G airspace and, where practicable, to other flights on request.

CHAPTER 3

3.1 Vanuatu does not have Class A, B, C or E airspace.

3.3.3 Vanuatu does not have Class A, B, C or E airspace.

Class D airspace:

– ATC separates IFR and VFR airspace at night within Class D airspace.

– ATC separates IFR flights and Special VFR flights.

– ATC separates Special VFR flights.

– ATC provides information to IFR flights about VFR flights during the day.

Class G airspace:

– Traffic information is provided to IFR flights in Class G airspace and, where practicable, to other flights on request.

3.7.3.1 A pilot is required to acknowledge by full read-back followed by the aircraft callsign:

a) ATC route, en-route, approach and departure clearances;

b) clearances to VFR flights to operate within controlled airspace, except when cleared to route via a published arrival or departure procedure that is identical to that initially requested by the pilot; there is no requirement for the pilot to read back the clearance in full;

c) clearances to enter, land or take off on the runway-in-use;

d) runway-in-use;

e) level instructions;

f) heading and speed instructions;

g) altimeter setting; and

25/2/05 SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) VANUATU 3

h) frequency, after frequency change instructions.

CHAPTER 4

4.2.1 Vanuatu does not produce SIGMET or AIRMET information.

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25/2/05