DOCSLIB.ORG

ENR 1.7 Altimeter Setting Procedures

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
ENR 1.7 Altimeter Setting Procedures 03-DEC-2020 AIP Belgium and Luxembourg ENR 1.7-1 03-DEC-2020 ENR 1.7 Altimeter Setting Procedures 1 GENERAL The altimeter setting procedures in use generally conform to Part III of ICAO Doc 8168, Volume I. 1.1 Transition Altitude A common transition altitude of 4500FT is applicable in Brussels FIR. 1.2 Transition Layer (MIL only) The transition layer is the airspace between the transition altitude and the transition level. To ensure minimum standard radar separation between uncontrolled flights at or below 4500FT and controlled flights above the transition altitude, a transition layer of minimum 1000ft and maximum 1499FT will be taken into account to determine the transition level. Within the transition layer no minimum vertical radar separation with uncontrolled flights is provided. 1.3 Transition Level (MIL only) The transition level is the lowest flight level available for use above the transition altitude. The following parameters are used to calculate the transition level: • Transition altitude (TA): 4500FT; • Transition layer (Tlay): 1000FT; • Standard QNH: 1013.2HPA; • FT / HPA: 26.7; • Transition level (TRL); • Regional QNH (Reg QNH). TRL = [TA + Tlay + ((1013.2 - Reg QNH) x 26.7)] / 100 and rounded up to the first VFR or IFR flight level (whichever comes first). The calculation has to be correct to 0.0001 before rounding up to FL. This formula results in the value of the transition level in relation to the regional QNH taking into account a transition layer of minimum 1000ft and maximum 1499FT. This formula is primarily intended for precise calculations to be used in systems. A quick reference table is published below. Regional QNH Transition Level 921 - 938 80 939 - 957 75 958 - 975 70 976 - 994 65 995 - 1013 60 1014 - 1031 55 1032 - 1050 50 1051 - 1069 45 1070 40 Corresponding Flight Level for a specific QNH value QNH 950 - 954.9 955 - 974.9 975 - 989.9 990 - 1009.9 1010 - 1024.9 1025 - 1044.9 1045 - 1055 ALT 500 25 20 15 10 5 0 -5 1000 30 25 20 15 10 5 0 1500 35 30 25 20 15 10 5 2000 40 35 30 25 20 15 10 2500 45 40 35 30 25 20 15 3000 50 45 40 35 30 25 20 3500 55 50 45 40 35 30 25 4000 60 55 50 45 40 35 30 4500 65 60 55 50 45 40 35 5000 70 65 60 55 50 45 40 5500 75 70 65 60 55 50 45 © AIM BELGIUM AMDT 013/2020 03-DEC-2020 ENR 1.7-2 AIP Belgium and Luxembourg 03-DEC-2020 Corresponding Flight Level for a specific QNH value QNH 950 - 954.9 955 - 974.9 975 - 989.9 990 - 1009.9 1010 - 1024.9 1025 - 1044.9 1045 - 1055 ALT 6000 80 75 70 65 60 55 50 6500 85 80 75 70 65 60 55 7000 90 85 80 75 70 65 60 7500 95 90 85 80 75 70 65 8000 100 95 90 85 80 75 70 8500 105 100 95 90 85 80 75 9000 110 105 100 95 90 85 80 9500 115 110 105 100 95 90 85 10000 120 115 110 105 100 95 90 Note: An aerodrome QNH setting is a setting of which the source is located at or less than 5NM from the landing threshold. 2 PROCEDURES 2.1 Take-off and Climb A QNH altimeter setting is made available to aircraft in taxi clearance prior to take-off. Vertical positioning of aircraft during climb is expressed in terms of altitude until reaching the transition altitude above which vertical positioning is expressed in terms of flight level. 2.2 Approach and Landing 2.2.1 General A QNH altimeter setting and the transition level are made available in approach clearance and in clearance to enter the traffic circuit. Vertical positioning of aircraft during approach is controlled by reference to flight levels until reaching the transition level below which vertical positioning is controlled by reference to altitude. When flying outside controlled airspace at or below 4500FT AMSL, the altimeter should be set to the QNH of the aerodrome of destination as soon as entering the controlled airspace associated with it (TMA or CTR as the case may be). A QFE altimeter setting is only given on request and shall only be used for terrain clearance during final approach. The reference datum of the QFE altimeter setting is either: a. the threshold elevation: • for instrument runways (SRA or NDB approaches), if the threshold elevation is 7FT or more below the aerodrome elevation; • for precision approach runways (ILS); b. the aerodrome elevation. 2.2.2 Missed Approach Procedure for Military Pilots In the event of a missed approach, pilots shall use the QNH unless otherwise instructed by the control tower. If the missed approach procedure requires a climb above the transition altitude, pilots shall follow the relevant altimeter setting procedures given in § 1.3 above. Note 1: Military pilots shall comply with the civilian instructions when flying within airspace controlled by civil authorities. Note 2: An aerodrome QNH setting is a setting of which the source is located at or less than 5NM from the landing threshold. 2.3 En-route The cruising level at which a flight or a portion of a flight is to be conducted shall be expressed in terms of flight level when operated above the transition altitude. When flying in a controlled airspace associated with an aerodrome (TMA or CTR) at or below the transition altitude, the aerodrome QNH value given by the relevant control unit shall be used for the altimeter setting. When flying outside controlled airspace at or below 4500FT AMSL, the altimeter shall be set to the regional QNH given on pilot's request by Brussels FIC, Steenokkerzeel ATCC or by any ATC unit. The regional QNH is the lowest of the QNH values for the following stations: EBAW, EBBE, EBBR, EBCI, EBCV, EBFS, EBBL, EBFN, EBLG, ELLX, EBOS, EBSH and EBSP. VFR flights conducted at or below 3000FT AGL do not have to maintain a semi-circular cruising level and consequently are not compelled to use any particular altimeter setting. However, they are advised: AMDT 013/2020 © AIM BELGIUM 02-JAN-2020 AIP Belgium and Luxembourg ENR 1.7-3 02-JAN-2020 • to take into consideration, for terrain and obstacle clearance purpose, either the regional QNH or the QNH value relevant to the area overflown (EBBR, ELLX, EBOS and EBSP) obtainable from Brussels FIC or Steenokkerzeel ATCC; • to take note that high speed low level military flights, having a flight visibility less than 5KM, are mandatory conducted under IFR and are therefore maintaining semi-circular IFR cruising altitudes based on the regional QNH. 3 TABLE OF CRUISING LEVELS Magnetic track From 000 degrees to 179 degrees From 180 degrees to 359 degrees IFR flights VFR flights IFR flights VFR flights ALT ALT ALT ALT FL FL FL FL M FT M FT M FT M FT 10 300 1000 - - - 20 600 2000 - - - 30 900 3000 35 1050 3500 40 1200 4000 45 1350 4500 50 1500 5000 55 1700 5500 60 65 70 75 2300 7500 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180 185 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 410 430 450 470 490 510 etc. etc. © AIM BELGIUM AMDT 001/2020 02-JAN-2020 ENR 1.7-4 AIP Belgium and Luxembourg 02-JAN-2020 THIS PAGE INTENTIONALLY LEFT BLANK AMDT 001/2020 © AIM BELGIUM.
Load more

Recommended publications
  • NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
    LSSIP 2020 - NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview Document Title LSSIP Year 2020 for Norway Info Centre Reference 20/12/22/79 Date of Edition 07/04/2021 LSSIP Focal Point Peder BJORNESET - [email protected] Luftfartstilsynet (CAA-Norway) LSSIP Contact Person Luca DELL’ORTO – [email protected] EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Reference Documents LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP https://avinor.no/en/ais/aipnorway/ FAB Performance Plan https://www.nefab.eu/docs# LSSIP Year 2020 Norway Released Issue APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020. Stakeholder / Name Position Signature and date Organisation
    [Show full text]
  • TCAS II) by Personnel Involved in the Implementation and Operation of TCAS II
    Preface This booklet provides the background for a better understanding of the Traffic Alert and Collision Avoidance System (TCAS II) by personnel involved in the implementation and operation of TCAS II. This booklet is an update of the TCAS II Version 7.0 manual published in 2000 by the Federal Aviation Administration (FAA). It describes changes to the CAS logic introduced by Version 7.1 and updates the information on requirements for use of TCAS II and operational experience. Version 7.1 logic changes will improve TCAS Resolution Advisory (RA) sense reversal logic in vertical chase situations. In addition all “Adjust Vertical Speed, Adjust” RAs are converted to “Level-Off, Level-Off” RAs to make it more clear that a reduction in vertical rate is required. The Minimum Operational Performance Standards (MOPS) for TCAS II Version 7.1 were approved in June 2008 and Version 7.1 units are expected to be operating by 2010-2011. Version 6.04a and 7.0 units are also expected to continue operating for the foreseeable future where authorized. 2 Preface................................................................................................................................. 2 The TCAS Solution............................................................................................................. 5 Early Collision Avoidance Systems................................................................................ 5 TCAS II Development .................................................................................................... 6 Initial
    [Show full text]
  • FSF ALAR Briefing Note 3.2 -- Altitude Deviations
    Flight Safety Foundation Approach-and-landing Accident Reduction Tool Kit FSF ALAR Briefing Note 3.2 — Altitude Deviations Altitude deviations may result in substantial loss of aircraft • The pilot-system interface: vertical separation or horizontal separation, which could cause – Altimeter setting, use of autopilot, monitoring of a midair collision. instruments and displays; or, Maneuvers to avoid other aircraft often result in injuries to • The pilot-controller interface: passengers, flight crewmembers and, particularly, to cabin crewmembers. – Communication loop (i.e., the confirmation/ correction process). Statistical Data Altitude deviations occur usually as the result of one or more of the following conditions: An analysis by the U.S. Federal Aviation Administration (FAA) and by USAir (now US Airways) of altitude-deviation events1 • The controller assigns an incorrect altitude or reassigns showed that: a flight level after the pilot was cleared to an altitude; • Approximately 70 percent of altitude deviations were the • Pilot-controller communication breakdown — mainly result of a breakdown in pilot-controller communication; readback/hearback errors such as the following: and, – Controller transmits an incorrect altitude, the pilot • Nearly 40 percent of altitude deviations resulted when does not read back the altitude and the controller does air traffic control (ATC) assigned 10,000 feet and the not challenge the absence of a readback; flight crew set 11,000 feet in the selected-altitude – Pilot reads back an incorrect altitude, but the window, or when ATC assigned 11,000 feet and the flight controller does not hear the erroneous readback and crew set 10,000 feet in the selected-altitude window. does not correct the pilot’s readback; or, Defining Altitude Deviations – Pilot accepts an altitude clearance intended for another aircraft (confusion of call signs); An altitude deviation is a deviation from the assigned altitude • Pilot receives, understands and reads back the correct (or flight level) equal to or greater than 300 feet.
    [Show full text]
  • Chapter: 2. En Route Operations
    Chapter 2 En Route Operations Introduction The en route phase of flight is defined as that segment of flight from the termination point of a departure procedure to the origination point of an arrival procedure. The procedures employed in the en route phase of flight are governed by a set of specific flight standards established by 14 CFR [Figure 2-1], FAA Order 8260.3, and related publications. These standards establish courses to be flown, obstacle clearance criteria, minimum altitudes, navigation performance, and communications requirements. 2-1 fly along the centerline when on a Federal airway or, on routes other than Federal airways, along the direct course between NAVAIDs or fixes defining the route. The regulation allows maneuvering to pass well clear of other air traffic or, if in visual meteorogical conditions (VMC), to clear the flightpath both before and during climb or descent. Airways Airway routing occurs along pre-defined pathways called airways. [Figure 2-2] Airways can be thought of as three- dimensional highways for aircraft. In most land areas of the world, aircraft are required to fly airways between the departure and destination airports. The rules governing airway routing, Standard Instrument Departures (SID) and Standard Terminal Arrival (STAR), are published flight procedures that cover altitude, airspeed, and requirements for entering and leaving the airway. Most airways are eight nautical miles (14 kilometers) wide, and the airway Figure 2-1. Code of Federal Regulations, Title 14 Aeronautics and Space. flight levels keep aircraft separated by at least 500 vertical En Route Navigation feet from aircraft on the flight level above and below when operating under VFR.
    [Show full text]
  • FAA-H-8083-15, Instrument Flying Handbook -- 1 of 2
    i ii Preface This Instrument Flying Handbook is designed for use by instrument flight instructors and pilots preparing for instrument rating tests. Instructors may find this handbook a valuable training aid as it includes basic reference material for knowledge testing and instrument flight training. Other Federal Aviation Administration (FAA) publications should be consulted for more detailed information on related topics. This handbook conforms to pilot training and certification concepts established by the FAA. There are different ways of teaching, as well as performing, flight procedures and maneuvers and many variations in the explanations of aerodynamic theories and principles. This handbook adopts selected methods and concepts for instrument flying. The discussion and explanations reflect the most commonly used practices and principles. Occasionally the word “must” or similar language is used where the desired action is deemed critical. The use of such language is not intended to add to, interpret, or relieve a duty imposed by Title 14 of the Code of Federal Regulations (14 CFR). All of the aeronautical knowledge and skills required to operate in instrument meteorological conditions (IMC) are detailed. Chapters are dedicated to human and aerodynamic factors affecting instrument flight, the flight instruments, attitude instrument flying for airplanes, basic flight maneuvers used in IMC, attitude instrument flying for helicopters, navigation systems, the National Airspace System (NAS), the air traffic control (ATC) system, instrument flight rules (IFR) flight procedures, and IFR emergencies. Clearance shorthand and an integrated instrument lesson guide are also included. This handbook supersedes Advisory Circular (AC) 61-27C, Instrument Flying Handbook, which was revised in 1980.
    [Show full text]
  • Introduction of RVSM in the Airspace of the Russian Federation and Adjacent Territories
    12ATSBL06 November 2011 Introduction of RVSM in the airspace of the Russian Federation and adjacent territories Summary At 0001 UTC 17 November RVSM was introduced in the FIRs of the Russian Federation as well as those of Afghanistan, Kazakhstan, Kyrgyzstan, Mongolia, Russian Federation, Tajikistan, Turkmenistan and Uzbekistan between FL291 FL510 FL410. FL490 FL470 Background Reduced Vertical Separation Minima (RVSM) operations are due to be intro- FL450 duced into the airspace of the FIR/UIRs of the following countries: Afghanistan, Kazakhstan, Kyrgyzstan, Mongolia, Russian Federation, Tajikistan, Turkmeni- FL430 stan and Uzbekistan at 00:01UTC 17 November 2011. The changeover is a land- mark not only since it is geographically the largest RVSM changeover but also FL410 because it will see vertical positioning referenced as a Flight Level throughout FL400 the affected airspace (above transition altitude) rather than in metres. The excep- tion to this is in the Ulaanbataar FIR, (see 12ATSBL07 click here) which will FL390 continue to use metric references. The information contained in this briefing leaf- FL380 let is derived from information contained in AICs issued by the Russian Federal FL370 Air Transport Agency as well as data from the Kazakh Air Navigation Service FL360 Provider (ANSP) however the procedures described in the Russian AIC will be FL350 also applied in Afghanistan, Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan FL340 and Uzbekistan. FL330 FL320 Normal procedures FL310 RVSM Flight Levels FL300 RVSM will be applied to airspace between FL290 (8,550m) and FL410 (12,500m) FL290 inclusive. It is important to note that above transition altitude assignments in the FL280 vertical plane will be given in FL.
    [Show full text]
  • Key Tips - Altimetry
    Avoiding airspace infringements Key tips - Altimetry A significant number of airspace infringements are caused by pilots using an incorrect altimeter setting. The pilot may believe that they are remaining outside notified airspace, but they are actually flying higher or lower. QFE (the atmospheric pressure at aerodrome elevation) When QFE is set, your altimeter will indicate your height above the elevation of the aerodrome. This is useful in the visual circuit environment and in the ATZ. QFE should not be used elsewhere. QNH (the atmospheric pressure at mean sea level) When QNH is set your altimeter will indicate your altitude above mean sea level. When the Airfield QNH is set, the altimeter will indicate the elevation of the airfield correctly at the airfield reference point. QNH is essential for avoiding airspace which has a base defined as an altitude, and any Prohibited, Restricted or Danger Areas that have an upper limit defined as an altitude. When flying, remember to check (and update if necessary) the QNH value that you have set. This can easily be done by calling an ATSU or listening to ATIS or VOLMET broadcasts. airspacesafety.com Illustrations courtesy of NATS. Regional Pressure Setting (RPS) RPS is a forecast (not an actual) value of the lowest atmospheric pressure at mean sea level (MSL) within an Altimeter Setting Region (ASR). • When an RPS is set your altimeter will indicate your altitude above the forecast setting. • Aircraft using this setting will never be lower than the indicated altitude. RPS were introduced in the past to aid terrain clearance in large areas where there was no local QNH reporting station, or where communications were poor.
    [Show full text]
  • 14 CFR Ch. I (1–1–14 Edition)
    § 91.179 14 CFR Ch. I (1–1–14 Edition) be crossed at or above the applicable duced Vertical Separation Minimum MCA. (RVSM) airspace and— [Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as (i) On a magnetic course of zero de- amended by Amdt. 91–296, 72 FR 31678, June grees through 179 degrees, any odd 7, 2007; Amdt. 91–315, 75 FR 30690, June 2, 2010] flight level, at 2,000-foot intervals be- ginning at and including flight level 290 § 91.179 IFR cruising altitude or flight (such as flight level 290, 310, 330, 350, level. 370, 390, 410); or Unless otherwise authorized by ATC, (ii) On a magnetic course of 180 de- the following rules apply— grees through 359 degrees, any even (a) In controlled airspace. Each person flight level, at 2000-foot intervals be- operating an aircraft under IFR in ginning at and including flight level 300 level cruising flight in controlled air- (such as 300, 320, 340, 360, 380, 400). space shall maintain the altitude or [Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as flight level assigned that aircraft by amended by Amdt. 91–276, 68 FR 61321, Oct. ATC. However, if the ATC clearance as- 27, 2003; 68 FR 70133, Dec. 17, 2003; Amdt. 91– signs ‘‘VFR conditions on-top,’’ that 296, 72 FR 31679, June 7, 2007] person shall maintain an altitude or flight level as prescribed by § 91.159. § 91.180 Operations within airspace (b) In uncontrolled airspace. Except designated as Reduced Vertical while in a holding pattern of 2 minutes Separation Minimum airspace.
    [Show full text]
  • NF-2007 Occurrence Reporting in Civil Aviation
    NF-2007 Occurrence reporting in civil aviation This form is to be used for reporting occurrences according to Norwegian Aviation Act § 12-10 which implement EU regulation No.376/2014 on the reporting, analysis and follow-up of occurences in civil aviation. Regulation BSL A 1-3 implement EU regulation 2015/1018 laying down a list classifying occurrences in civil aviation to be mandatorily reported. An electronic version of NF-2007 with help-texts and guidance is available on www.altinn.no. The Civil Aviation Authority - Norway (CAA-N) and the Accident Investigation Board Norway (AIBN) highly recommends using the electronic version to anyone who have internet access since this is more secure and simplifies the case handling considerably. Norwegian identity number and/or pin-codes are no longer necessary to report civil aviation occurrences via Altinn. Reports about accidents and serious incidents shall be sent both to the CAA-N and AIBN. Other occurrence reports – i.e. incidents that are not serious – shall only be sent to the CAA-N. The objective of this reporting is to prevent accidents and improve flight safety, not to apportion blame or liability. Sections 0 (entry page), 1.0 (General information) and 9 (Narrative) are mandatory for all reports. In addition, the following sections are applicable to the different reporting groups respectively: - Flight-crew members: 1.1 (accidents and serious incidents only) 2, 3, 4, 7 and 8 - ANS-personell: 3, 4, 5 and 7 - Airport personnel/Ground operations: 2.0, 3, 4, 7 and 8 - Constructors/Manufacturers/Modifiers: 2.0 and 2.4 - Maintenance personnel: 2.0 and 2.4 Enter all information that might be relevant to the occurrence.
    [Show full text]
  • Final Report Boeing 747-412F TC-MCL 1
    Final Report Boeing 747-412F TC-MCL 1 This document is an English translation of the Final Report on the fatal accident involving the Boeing 747-412F aircraft registered TC-MCL that occurred on January 16th, 2017 at Manas International Airport, Bishkek, Kyrgyz Republic. The translation was done as accurate as a translation may be to facilitate the understanding of the Final Report for non-Russian-speaking people. The use of this translation for any purpose other than for the prevention of future accidents could lead to erroneous interpretations. In case of any inconsistence or misunderstanding, the original text in Russian shall be used as the work of reference. INTERSTATE AVIATION COMMITTEE AIR ACCIDENT INVESTIGATION COMMISSION FINAL REPORT ON RESULTS OF THE AIR ACCIDENT INVESTIGATION Type of occurrence Fatal accident Type of aircraft Boeing 747-412F Registration mark TC-MCL Owner LCI Freighters One Limited (Ireland) Operator ACT Airlines Aviation Authority Directorate General of Civil Aviation of Turkey (Turkish DGCA) Place of occurrence Near Manas International Airport, Bishkek, Kyrgyz Republic, coordinates: N 43°03.248' E 074°2.271' Date and time 16.01.2017, 07:17 local time (01:17 UTC), night time INTERSTATE AVIATION COMMITTEE Final Report Boeing 747-412F TC-MCL 2 1. FACTUAL INFORMATION ..................................................................................................................... 10 1.1. HISTORY OF FLIGHT ...................................................................................................................................
    [Show full text]
  • Norway 2014 Vfr Guide
    CIVIL AVIATION AUTHORITY - NORWAY 2014 VFR GUIDE 1 INTRODUCTION Welcome to Norway and Norwegian Airspace! The vast majority of the Norwegian land masses consist of mountainous This booklet is made for the purpose terrain with countless valleys and deep of assisting you, as a VFR pilot, in your fjords. You will enjoy a spectacular planning and conduct of flight within scenery and great fun while flying in Norwegian Airspace. these areas, but you should also bear The information relates, in general to in mind that the environment may Lower Airspace. Lower Airspace is de- suddenly “bite” you during unfavora- fined as that airspace up to Flight Level ble flight conditions. During low level 195 (FL195). flight, obstacles like power spans and masts, some of them not or only partly Pilots of VFR flights within Norwegian marked, will also pose a significant Airspace below FL 195 are invited to threat to you and your aircraft. consult this guidance material on the understanding that it does not repre- This booklet tries to raise the aware- sent a substitute for the more compre- ness of such unfavorable flight condi- hensive information contained in the tions. Relevant rules and regulations AIP. applicable to VFR flights within Norway In the event of conflicting information are covered and so is other information in this guide, information in the AIP necessary for safe planning and con- should be regarded as the authoritative duct of flight. Set your own limitations source. Please note that the Norway and prepare for the expected so you do AIP
    [Show full text]
  • North Atlantic (NAT) Resource Guide for United States Operators
    NAT Resource Guide for United States Operators Flight Technologies and Procedures Division The links within this resource guide are provided as a service to help you easily find pertinent information. The validity of the links is re-checked quarterly. Documents and other information may change between updates. Information provided by non-FAA sites should be considered strictly “for information only.” You should confirm the accuracy of all such non-FAA information against official FAA documentation. Contact us via e-mail with your questions and comments pertaining to this PDF document. Contacts Send Comments Acronyms Use Ctrl+F to search document or if you have Adobe Acrobat, click 3rd Quarter 2021 the Advance Search button Updated Quarterly Click to View Items • Emphasis Items, Page 1 • Emphsis Items, Page 2 • Oceanic Errors • SLOP • Contingency References, Page 1 • Contingency References, Page 2 • Volcanic Ash and Solar Storms • Weather Deviation • Flight Planning • ARINC 424 Coordinate Convention • Current and Planned Implementations Emphasis Items Federal Aviation Administration 2 Emphasis Items, Page 1 • COVID-19 TCAS/ACAS in HLA: International Oceanic Airspace (FAA Website Updates) • See ICAO Doc 7030 Regional Supplementary Pro- • International Notices • FAA Site to lookup Prohibitions, Restrictions and cedures (link to purchase) Notices • There are no additional TCAS/ACAS requirements • NAT Data Link Special Emphasis Items, NAT OPS for operation in the NAT. The global TCAS/ACAS PBCS Operations Bulletin 2017_004_Rev 1 Performance-Based
    [Show full text]