Provided By :

Ali Dalirian
ANNEXES TO THE CHICAGO CONVENTION -
Annex 1 - Personnel Licensing
Annex 2 - Rules of the Air
Annex 3 - Meteo Service for International Air Navigation

Annex 4 - Aeronautical Charts

Annex 5 - Units of Measurement Used in Air and Ground Ops
Annex 6 - Operation of Aircraft

Annex 7 - Aircraft Nationality and Registration Marks

Annex 8 - Airworthiness of Aircraft
Annex 9 - Facilitation

Annex 10 - Aeronautical Telecommunications

Annex 11 - Air Traffic Services
Annex 12 - Search and Rescue

Annex 13 - Aircraft Accident and Incident Investigation

Annex 14 - Aerodromes
Annex 15 - Aeronautical Information Services

Annex 16 - Environmental Protection

Annex 17 - Security
Annex 18 - The Safe Transport of Dangerous Goods by Air
Annex 19 – Safety management

Q. Annex 14 to the convention on international civil aviation contains

SARPs for:
A) security

B) aerodromes

C) facilitation

D) none of the above

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THE ICAO DOC 8168 (PANS-OPS) –
 THE PROCEDURES FOR AIR NAVIGATION SERVICES - Aircraft Operations .

(PANS-OPS) consists of two volumes as follows:

VOLUME I - Flight Procedures:
 describes operational procedures recommended for the guidance of flight
operations personnel and flight crew.
VOLUME II - Construction of Visual and Instrument Flight
Procedures:
 is intended for the guidance of procedures specialists and describes the
essential areas and obstacle clearance requirements for the achievement of
safe, regular instrument flight operations.

MASTR TABLE OF CONTENTS

( INTRODUCTION TO AIRWAY MANUAL SECTON TABS )

INTRODUCTION :
 GLOSSARY

 ABBRIVIATIONS USED IN AIRWAY MANUAL

 CHARTING SYMBOLS LEGEND INCLUDING

A) ENROUTE CHART LEGEND

B) SID AND STAR CHART LEGEND
C) AIRPORT CHART LEGEND
D) APPROACH CHART LEGEND

 ICAO RECOMMENDED AIRPORT SIGNS

 ICAO RECOMMENDED RUNWAY AND TAXIWAY MARKINGS

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CHART CHANGE NOTICES :
 THE LATEST TEMPORARY AND PERMANENT CHANGES BETWEEN REVISION OF
CHARTS, BASED ON :
A) ENROUTE CHART ( IN THE ORDER OF THE STATES ALPHABETS )
B) TERMINAL CHART ( IN THE ORDER OF THE CITIES ALPHABETS )

ENROUTE :
 OCEANIC LONG-RANGE NAVIGATION INFORMATION

 DESIGNATORS OF ATS, AND R-NAV ROUTES AND ITS USE IN VOICE

COMMUNICATIONS

 HIGH/LOW ALTITUDE ENROUTE CHARTS INDEX IN RELATION TO AREA

COVERAGE

 PROCEDURES FOR STATES ADIZ FLIGHTS; ( FOR EXAMPLE : IRAN, INDIA, . . . . )

 TRANSPONDER( SSR ) OPERATING PROCEDURES

 HIGH FREQUENCY COMMUNICATION REGION

 PREFERENTIAL ROUTE SYSTEM

 AIRWAY RESTRICTION

 EN-ROUTE IFR CHARTS, INCLUDING :

1) FLIGHT PLANNING CHART
2) HIGH ALTITUDE ENROUTE CHART
3) HIGH/LOW ALTITUDE ENROUT CHARTS

RADIO AIDS :
 GENERAL INFORMATION

 RADIO NAVIGATION AIDS DEFINITION

 RNAV/RNP PROCEDURES

 ATC SURVEILLANCE RADAR SYSTEMS

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  DIRECTION FINDING PROCEDURES

 RADIO NAVIGATION AIDS LISTED BY IDENTIFIER

TABLE AND CODES :

 PHONETIC ALPHABET AND MORSE CODE

 WIND COMPONENT TABLE

 CONVERSION TABLES

 NOTAM AND NOTAM CODE/DECODING

AIR TRAFFIC CONTROL :

 INTRODUCTION OF ATC PAGES

 ICAO DEFINITIONS

 FLIGHT PROCEDURES( DOCUMENT 8168 )

IMPORTANT NOTE : THIS SECTION DESCRIBES OPERATIONAL
PROCEDURES AND OUTLINES THE PARAMETERS ON WHICH THE
CRITERIA OF ICAO DOCUMENT 8168, VOLUME II- CONSTRUCTION
OF VISUAL AND INSTRUMENT FLIGHT PROCEDURES, ARE BASED
ON, SO AS TO ILLUSTRATE THE NEED FOR PILOTS TO ADHERE
STRICTLY TO THE PUBLISHED PROCEDURES .

 FLIGHT PROCEDURES ( DOC 8168 ) INCLUDING :

1) DEPARTURE PROCEDURES
2) ARRIVAL AND APPROACH PROCEDURES
3) ENROUTE CRITERIA
4) HOLDING PROCEDURES
5) NOISE ABATEMENT PROCEDURES

 ALTIMETER SETTING PROCEDURES

 SIMULTANEOUS OPERATIONS ON PARALLEL OR NEAR-PARALLEL RUNWAYS

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  TRANSPONDER OPERATING PROCEDURES

 ICAO RULES OF THE AIR – ANNEX 2

 AIR TRAFFIC MANAGEMENT ( DOC 4444 )

 FLIGHT PLAN

 AIR TRAFFIC INCIDENT REPORT

 TRAFFIC INFORMATION BROADCAST BY AIRCRAFT ( TIBA )

 REDUCED VERTICAL SEPERATION MINIMUM ( RVSM ) CRITERIA

 STATE RULES AND PROCEDURE PAGES

ENTRY REQUIREMENTS :
 ENTRY DATA REQUIRED FOR EACH PARTICULAR STATE IN RELATION TO AREA
COVERAGE

EMERGENCT :
 EMERGENCY PROCEDURES INCLUDING :
A) UNLAWFUL INTERFERENCE
B) EMERGENCY DESCENT
C) DISTRESS AND URGENCY RADIO -TELEPHONY COMMUNICATION AND
PROCEDURES
D) RADIO COMMUNICATION FAILURE
E) INTERCEPTION PROCEDURES
F) SEARCH AND RESCUE PROCEDURES
G) IN-FLIGHT FUEL MANAGEMENT
H) SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES
I) SEARCH AND RESCUE FACILITIES

AIRPORT DIRECTORY :
 AIRPORT DATA-LEGEND IN ACCORDANCE WITH AREA COVERAGE AND THEIR
EXPLANATION

 ACN TABLES

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  ICAO LOCATION IDENTIFIERS DECODE

 IATA LOCATION IDENTIFIERS DECODE

 AIRPORT DATA-STATE PAGES IN RELATION TO AREA COVERAGE

TERMINAL :
 VERTICAL DESCENT ANGLE REFERENCE TABLE

 GRADIENT TO RATE TABLE, SUCH AS : FEET PER N.M AND GRADIENT IN

PERCENT TO FEET PER MINUTE

 HECTOPASCAL/MILLIBAR EQUIVALENT FOR AIRPORT ELEVATION

 TERMINAL CHARTS INCLUDING :

A) AREA CHART
B) STAR
C) SID
D) NOISE ABAINMENT
E) AIRPORT LEGEND
F) INSTRUMENT APPROACH PROCEDURES

( INTODUCTION – GLOSSARY )

ACCELERATE STOP DISTANCE AVAILABLE (ASDA) -

 The length of the takeoff run available plus the length of the stop way,
if provided.

STOPWAY –
 A defined rectangular area on the ground at the end of take-off run
available prepared as a suitable area in which an aircraft can be
stopped in the case of an abandoned (aborted) take-off.

ACCELERATE STOP DISTANCE -

 The distance necessary to accelerate the airplane from a standing start
to V1,and assuming the critical engine to fail at V1,come to a full stop.

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 ( Stopway for Uromiyeh runway 21 and 03 as shown on airport legend chart )
V1( CRITICAL ENGINE FAILURE SPEED,OR,DECEISION SPEED ) -
 The speed below which the take off must be aborted and the aircraft
brought to a stop in the event of an engine failure and the speed
above which a take off is continued.

TAKE-OFF RUN AVAILABLE (TORA) -

 The length of runway declared available and suitable for the ground run
of an airplane taking off.

TAKE-OFF DISTANCE AVAILABLE ( TODA ) –

 The length of the take- off run available plus the length of the clearway,
if provided.

CLEARWAY -
 An area beyond the runway which can not be less than 500 feet wide,
extending from the end of the runway ( not the stop way ) with an
upward slope not exceeding 1.25 percent, with no object or terrain
protrudes except threshold lights located at each side of the runway. A
clearway can be no more than one – half the length of the runway .

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TAKE OFF DISTANCE-
 The horizontal distance from the point of brake release to a point
where the airplane attains a height of 35 feet above the take off
surface, assuming an engine failure at the V1 speed.

NOTE 1 – Normally, as the A.S.D.A increases, a higher decision speed (V1) is

selected .
NOTE 2 – When the decision speed (V1) is such that, take-off distance required is
equal to the accelerate stop distance required, this situation is called as `` balanced
field length `` .
NOTE 3 – Where stop-way and cleared-way are not provided, A.S.D.A and T.O.D.A
are equal to the runway length .

LANDING DISTANCE AVAILABLE ( LDA ) -

 The length of the runway which is declared available and suitable for
the ground run of an airplane landing.

 It commences at the threshold and extends for the length of runway

after the threshold.
NOTE - Landing distance available depends on : A) Glide slope antenna location, B)
Displaced threshold, C) Land and hold short operation(LAHSO).

(L.D.A for Uromiyeh runway 21, is less because of glide slope antenna location )

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(LDA and TORA for both 13 and 31 runways is reduced due to displaced Threshold)

LAND AND HOLD SHORT OPERATIONS (LAHSO) —

 Operations which include simultaneous take-offs and landings and/or
simultaneous landings when a landing aircraft is able and is instructed by the
controller to hold short of the intersecting runway / taxiway or designated
hold short point.
NOTE -Pilots are expected to promptly inform the controller if the hold short
clearance cannot be accepted.

( LDA when LAHSO OPERATION is in progress )

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 ( TORA, ASDA, TODA and LDA for runway 09 and 27 )

AERODROME TRAFFIC ZONE ( ATZ ) -

 An airspace of detailed dimensions established around an aerodrome for
the protection of aerodrome traffic.

ADVISORY SERVICE -
 Advice and information provided by a facility to assist pilots in the safe
conduct of flight and aircraft movement.

AERODROME FLIGHT INFORMATION SERVICE ( AFIS ) -

 A directed traffic information and operational information service provided
within an aerodrome flight information zone, to all radio equipped aircraft,
to assist in the safe and efficient conduct of flight.
`` AFIS`` indicates P.T.O of
information service available in
Sabzevar aerodrome )

*= Symbol to indicate part time

operation ( P.T.O ) of service
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CATEGORIES OF AIRCRAFT -
 Aircraft performance has a direct effect on the airspace and visibility required
for the various maneuvers associated with the conduct of instrument
approach procedures.

NOTE - The most significant performance factor is aircraft speed.

 Normally, procedures will be designed to provide protected airspace and
obstacle clearance for aircraft up to and including Category D.

AIRCRAFT APPROACH CATEGORY ( ICAO ) -

 A grouping of aircraft based on speed at threshold based on 1.3
times stall speed in the landing configuration at maximum
certificated landing mass, which are established for the aircraft by
the certification authority of the country of registry.

 these speed ranges have been assumed for using calculating

airspace and obstacle clearance for each procedure.

( Speed in kt for procedure calculation to determine aircraft approach category )

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 ( Specified procedures for specified aircraft category approaching Doha, Qatar )

( Specified landing minima required for specified aircraft approach category )

AIR DEFENCE IDENTIFICATION ZONE ( ADIZ ) -

 The area of airspace over the land or water, extending upward from the
surface, within which the ready identification, the location and the
control of aircraft are required in the interest of national security.

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AIRPORT ELEVATION/ FIELD ELEVATION -
 The highest point of an airport`s usable runway measured in feet from
mean sea level.in a few countries, the airport elevation is determined at
the airport reference point.

AIRPORT REFERENCE POINT -

 A point on the airport designated as the official airport location.

( Airport reference point in Esfahan, Shahid Beheshti airport )

( Airport reference point in Abumusa airport is located on runway center line )

RADAR APPROACH -
 An approach, executed by an aircraft, under the direction of a radar
controller.
VECTORING -
 Provision of navigational guidance to aircraft in the form of specific
headings, based on the use of an ATS surveillance system.

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AIRPORT SURVEILLANCE RADAR ( ASR ) -
 Approach control radar used to detect and display an aircraft`s
position in the terminal area. ASR provides range and azimuth
information only , and does not provide elevation data. coverage of
the ASR can extend up to 60 miles.

PREICISION APPROACH RADAR ( PAR ) -

 Primary radar equipment used to determine the position of an
aircraft during final approach , in terms of lateral and vertical
deviations relative to a nominal approach path and in range relative
to touchdown.

AIR TRAFFIC CONTROL CLEARANCE -

 An authorization by air traffic control , for the purpose of preventing
collision between known aircraft , for an aircraft to proceed under
specified traffic conditions within controlled airspace.

AIR TRAFFIC SERVICE (ATS) ROUTE-

 A specified route designated for channeling the flow of traffic as
necessary for provision of air traffic services.
NOTE 1 - The term ‟ATS ROUTE” is used to mean variously , airway , advisory
route , controlled or uncontrolled route , arrival or departure route , etc.

NOTE 2 - An ATS route is defined by route specifications which include an

ATS route designator , the track to or from significant points (waypoints) ,
distance between significant points , reporting requirements and , as
determined by the appropriate ATS authority , the lowest safe altitude .

AIRWAY :
 A control area or portion thereof established in the form of a corridor,
equipped with VOR or NDB .

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 ( Airway between RST and TBZ with assigned specifications )

NOTE– Substitute route is a route assigned to pilots when any part of an airway or
route is unusable because of navaid status.

 The establishment of change-over points should be limited to route segments

of 110 km (60 NM) or more, Except in some special cases .

( Change-over-points should not be assigned for routes less than 60 N.M )

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ALTERNATE AERODROME (ICAO) -
 An aerodrome to which an aircraft may proceed when it becomes either
impossible or inadvisable to proceed to or to land at the aerodrome of
intended landing.
TAKE-OFF ALTERNATE -
 An alternate aerodrome at which an aircraft can land should this
become necessary shortly after take-off and it is not possible to use the
aerodrome of departure.

EN-ROUTE ALTERNATE -
 An aerodrome at which an aircraft would be able to land after
experiencing an abnormal or emergency condition while enroute.

DESTINATION ALTERNATE –
 An alternate aerodrome to which an aircraft may proceed should it
become impossible or inadvisable to land at the aerodrome of intended
landing.

NOTE 1 - The aerodrome from which a flight departs , may also be an

enroute or a destination alternate aerodrome for that flight.
NOTE 2 - Take-off shall not be commenced unless weather conditions at the
aerodrome of departure are equal to or better than applicable minimums for
landing at that aerodrome unless a suitable take-off alternate aerodrome is
available.

( The minimum visibility required for take-off is specified in airport chart legend )

NOTE 3 - At least one alternate aerodrome should be inserted in flight plan,

unless under conditions specified in annex six part one of ICAO .
ALTIMETER SETTING –

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  The barometric pressure reading used to adjust a pressure altimeter for
variation in existing atmospheric pressure or to the standard altimeter setting
( 29.92 HG,1013.2 hg or 760 mm ).
ALTITUDE -
 The vertical distance of a level , a point , or an object considered as a
point , measured from sea level ( MSL ).
a. AGL ALTITUDE - Altitude expressed in feet measured from AGL ( Q.F.E ).
b. MSL ALTITUDE - Altitude expressed in feet measured from mean sea level.
c. INDICATED ALTITUDE - The altitude as shown by an altimeter.
AREA NAVIGATION -
 A method of navigation that permits aircraft operation on any desired
course within the coverage of station referenced navigational signals or
within the limits of self contained capability.
RNP -
 Is a statement of required navigation accuracy in the horizontal plane
lateral and longitudinal position fixing ) necessary for operation in
defined airspace . For example, the statement of RNP 1, refers to a
required navigation performance accuracy within 1 NM of the desired
flight path at least 95% of the time flying . RNP 4, RNP 5, RNP 10, RNP
12.6 .

BENEFITS OF RVAV TECHNIQUES -

1. Establishment of more directly routes reducing the flight distance.
2. Establishment of dual or parallel route so, a greater flow of traffic .
3. Establishment of bypass routes for high density traffic areas.
4. Reduce the number of ground navigation facilities.
PRECISION RNAV ( P-RNAV )- Shall provide a 95% value of ± 1NM(±1.85km)
modified in terminal airspace ( RNP-1 ).
BASIC RNAV ( B-RNAV )- Shall provide a 95% value of ± 5NM(±9.26km) modified
to the en-route structure ( RNP-5 ).

( AREA NAVIGATION )
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 ( R-NAV routes are defined on IFR en-route charts by allocated alphabets )

ARRIVAL ROUTES ( ICAO ) -

 Routes on a instrument approach procedure by which aircraft may
proceed from the en-route phase of flight to the initial approach fix
( IAF ).

BRAKING ACTION ( GOOD, FAIR, POOR, NIL ) -

 A report of conditions on the airport movement area providing a pilot
with degree / quality of braking that might be expected. braking action
is reported in terms of good, fair, poor, or nil.

CARDINAL ALTITUDES OR FLIGHT LEVELS -

 ‟Odd” or ‟Even” thousands-foot altitudes or flight levels , e.g, 5000, 6000,
7000, FL 60, FL 250, FL 260, FL 270.

CEILING ( ICAO ) -
 The height above the ground or water of the base of the lowest layer of cloud
below 6000 meters (20,000 feet) covering more than half the sky.

CONTROL AREA ( ICAO ) -

 A controlled airspace extending upwards from a specified limit above
the earth ( Minimum height for control area is 200 meters or 700 feet ) .

CONTROLLED AIRSPACE -
 An airspace of defined dimentions within which air traffic control service
is provided to IFR flights and to VFR flights in accordance with the airspace
classification.

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NOTE - Controlled airspace is a generic term which covers ATS airspace classes :
A , B , C , D and E .

CONTROL ZONE ( CTR ) ( ICAO ) -

 A controlled airspace extending upwards from the surface of the earth
to a specified upper limit ( Minimum 5 N.M in the direction of approach ).

COURSE -
a. The intended direction of flight in the horizontal plan measured from north.
b. The ILS localizer signal pattern usually specified as front course or back course.

DECISION ALTITUDE/HEIGHT ( DA/H ) ( ICAO ) -

 A specified altitude or height ( A/H ) in the precision approach at which a
missed approach must be initiated if the required visual reference to
continue the approach has not been established.

NOTE - Decision altitude (DA) is referenced to mean sea level(MSL) and decision
height (DH) is referenced to the threshold elevation.

( DA/Hs are specified in landing minima section of instrument approach charts )

MINIMUM DESCENT ALTITUDE/HEIGHT ( MDA/H ),( ICAO) -

 A specified altitude or height ( A/H ) in a non-precision approach or circling
approach below which descent may not be made without visual reference.

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( MDA/Hs are specified in landing minima section of instrument approach charts )

 It should be emphasized that upon approaching the MDA/H only two options
exist for the pilot : continue the descent below MDA/H to land with the
required visual references in sight; or, execute a missed approach(climb only).
There is no level flight segment after reaching the MDA/H.

VISUAL REFERENCE FOR THE INTENDED RUNWAY :

 To continue the approach past the missed approach point, you must be
able to clearly identify at least one of the following visual reference for
the intended runway ( 10 items ) :

 Approach light system / Threshold / Threshold markings / Threshold lights

/ Runway end identifier lights / Visual approach slope indicator /
Touchdown zone and markings / Touch down zone light / Runway or
runway markings / Runway lights.

IMPORTANT NOTE - The required visual references should have been in view
for sufficient time for the pilot to have made an assessment of the aircraft
position and rate of position change in relation to the desired flight path.

FEEDER FIX –
 The fix depicted on the instrument approach procedure charts which
establishes the starting point of the feeder route.

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FEEDER ROUTE - -
 Route depicted on the instrument approach procedure charts to designate
routes for aircraft to proceed from the en-route structure to the initial
approach fix ( IAF ), but, do not require a course reversal .

FINAL APPROACH ( ICAO ) -

 That part of an instrument approach procedure which commences at the
specified final approach fix or point, and ends at missed approach point, a
point in the vicinity of an aerodrome from which a landing can be made, or, a
missed approach procedure is initiated.

MDA/H

( Final approach begins at final approach fix and ends at missed approach point )

 where such a fix or point is not specified, at the end of the last procedure
turn, base turn or inbound turn of a race track procedure.

( Final approach segment without final approach fix in base turn procedure )

21
BASE TURN -
 A turn executed by the aircraft during the initial approach between the end
of the outbound track and the beginning of the intermediate or final
approach track. The tracks are not reciprocal.
NOTE - The base turns may be designated as being made either in level flight or
while descending , according to the circumstances of each individual procedure.

(Base turn is a type of reversal procedure where I.A.F is located on AD. Facility )

PROCEDURE TURN ( PT ) ( ICAO ) -

 A maneuver in which a turn is made away from a designated track followed
by a turn in the opposite direction to permit the aircraft to intercept and
proceed along the reciprocal of the designated track.

( Left procedure turn, 45°/180°, provides to reverse direction to final approach )

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RACETRACK PROCEDURE ( ICAO )-
 A procedure designed to enable the aircraft to reduce altitude during initial
approach segment and /or establish the aircraft inbound when the entry into
a reversal procedure is not practical.

( Entry to racetrack procedure is accomplished in the manner of ``holding pattern``)

FINAL APPROACH FIX OR POINT ( ICAO ) -

 That fix or point of an instrument approach procedure where the final
approach segment commences.it is designated in the profile view of jeppesen
terminal charts by the maltese cross symbol for non-precision approaches
and by the glide slope/path intercept point on precision approach.

( Final approach fix for N.P.A ) ( Final approach fix for P.A )

GLIDE PATH -
 A descent profile determined for vertical guidance during a final approach.

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GLIDE SLOPE/GLIDE PATH INTERCEPT ALTITUDE -
 The minimum altitude to intercept the glide slope/glide path on precision
approach.

FAF Crossing -
 The FAF is crossed at the procedure altitude/height in descent but no lower
than the minimum crossing altitude associated with FAF .

 The descent is normally initiated prior to the FAF in order to achieve the
prescribed descent gradient/angle. Delaying the descent until reaching the
FAF at the procedure altitude/height, will cause a descent gradient/angle to
be greater than 3° .

NPA WITHOUT FAF -

 Sometimes an aerodrome is served by a single facility located on or near the
aerodrome, and no other facility is suitably situated to form a FAF.

 In this case, a procedure may be designed where the facility is both the IAF
and the MAPt.

 In the absence of a FAF, descent to MDA/H is made once the aircraft is

established and the final approach track cannot normally be aligned on the
runway center line.

( NDB``KMS`` is the single facility, the procedure is based on, so, FAF not specified )

24
 ( The FAF is crossed at the procedure altitude/height in descent but not lower )

FLIGHT INFORMATION REGION ( FIR,UIR ) -

 An airspace of defined dimensions within which flight information service
and alerting service is provided.

FLIGHT INFORMATION SERVICE ( FIS ) -

 A service provided for the purpose of giving advice and information
useful for the safe and efficient conduct of flight.

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ALERTING SERVICE -
 A service provided to notify appropriate organizations regarding aircraft,
in need of search and rescue aid, and assist such organizations as
required .

GLOBAL POSITIONING SYSTEM ( GPS ) –

 A space-based radio positioning, navigation, and time transfer system. the
system provides highly accurate position and velocity information, and
precise time, to an unlimited number of properly equipped users. System
accuracy for civil users is normally 100 meters horizontally.

GRID MINIMUM OFF ROUTE ALTITUDE ( GRID MORA ) -

 An altitude derived by jeppesen or provided by state authority, provides
terrain and man-made structure clearance within the section outlined by
latitude and longitude lines.

NOTE -MORA does not provide for nav aid signal coverage or communication
coverage.

a. Grid MORA values derived by jeppesen clear all terrain and man-made
structures by 1,000 feet in areas where the highest elevations are 5,000 feet
MSL or lower, and clears by 2,000 feet in areas where the highest elevations
are 5,001 feet MSL or higher .

 when a grid MORA is shown as ‟unsurvayed” , it is due to incomplete or

insufficient information. Grid MORA values followed by a ± denote
doubtful accuracy , but are believed to provide sufficient reference point
clearance.

b. Grid MORA supplied by state authority provides 2,000 feet clearance in

mountainous areas and 1,000 feet in non-mountainous areas.

 Grid MORA values 1,0000 feet and above are maroon, where, values
less than 1,0000 feet are shown green.

MOUNTAINOUS AREA ( ICAO ) -

 An area of changing terrain profile where the changes of terrain
elevations exceed 3,000 feet ( 900 M ) within a distance of 10 NM.

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( Grid MORA less than 10,000 ft are green /10,000 ft and greater are maroon )

MINIMUM OFF-ROUTE ALTITUDE ( MORA ) -

 This is an altitude derived by jeppesen, which provides known obstruction
clearance 10 NM either side of the route center line including a 10 NM radius
beyond the radio fix repo ting or mileage break defining the route segment.

ROUTE MINIMUM OFF-ROUTE ALTITUDE(ROUTE MORA) -

 This is an altitude derived by jeppesen which provides reference point
clearance within 10 NM of the route center line ( regardless of the route
width ) and end fixes.

 When a route MORA is shown along a route as ‟unknown” , it is due to

incomplete or insufficient information. 2,600 a / 4,100 a

NOTE - terrain and the man-made structure clearance is the same as grid MORA.

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MAXIMUM AUTHORIZED ALTITUDE ( MAA ) -
a) A published altitude representing the maximum usable altitude or flight level
for an airspace structure or route segment. This is mostly determined by the
transmitting distance of VOR stations on the same frequency .

b) Specified altitude when flying on a lower portion of a route between two

navigation aids which also has an upper portion .

( FL 280 is the ``MAA`` for aircraft flying on airways `` R661`` and `` R660 )

MINIMUM CROSSING ALTITUDE ( MCA ) -

 The lowest altitude at certain fixes at which an aircraft must cross when
proceeding in the direction of a higher minimum en-route IFR altitude (MEA).

MINIMUM ENROUTE IFR ALTITUDE ( MEA ) -

 The lowest published altitude between radio fixes that meets obstacle
clearance requirements between those fixes and in many countries assures
acceptable navigational signal coverage.

( MEAs are established by states for routes between radio fixes )

28
 MINIMUM OBSTRUCTION CLEARANCE ALTITUDE ( MOCA ) -
 The lowest published altitude in effect between radio fixes on VOR airways
which meets obstacle clearance requirements for the entire route segment
and in the USA, assures acceptable navigational signal coverage only within
22 NM of a VOR . 4,500 T / FL 90 T

MINIMUM RECEPTION ALTITUDE ( MRA ) -

 The lowest altitude at which an intersection can be determined .

MINIMUM SECTOR ALTITUDE ( MSA ),( ICAO ) -

 The lowest altitude that may be used under emergency conditions that
provides a minimum clearance of 300 meters ( 1,000 feet ) above all obstacles
within a sector of a circle of 46 KM ( 25 NM ) centered on a navigational aid .

( M.S.A is published in each SID,STAR and approach procedure based on QDM )

29
MISSED APPROACH -
a. A manoeuver conducted by a pilot when an instrument approach cannot be
completed to a landing.
b. A term used by the pilot to inform ATC that he/she is executing the missed
approach.
c. At locations where ATC radar services provided, the pilot should conform to radar
vectors, when provided by ATC, in lieu of the published missed approach procedure.

MISSED APROACH POINT ( MAP ),( ICAO ) -

 That point in an instrument approach procedure at or before which the
prescribed missed approach procedure must be initiated in order to ensure
that the minimum obstacle clearance is not infringed.

 The pilot executing a missed approach prior to missed approach point (MAP),
must continue along the final approach to the MAP, and may climb
immediately to the altitude specified in the missed approach procedure.
NOTE – In precision approach ( P.A ), the decision altitude/height (DA/H) is the
missed approach point ( M.A.P ) .

(at DA/H, pilot decides either to continue to land or commence missed approach )

MISSED APPROACH HOLDING FIX (MAHF) —

 A fix used in R-NAV applications that marks the end of the missed approach
segment and the center point for the missed approach holding .

30
NON-PRECISION APPROACH PROCEDURE -
 A standard instrument approach in which no electronic glideslope is
provided. e.g VOR/ TACAN/ NDB/ ASR .

PRECISION APPROACH PROCEDURE -

 A standard instrument approach in which an electronic glideslope/glide path
is provided. e .g ILS / MLS / PAR .

HEIGHT ABOVE AIRPORT ( HAA ) -

 The height of the minimum descent altitude ( MDA ) above the published
airport elevation. This is in conjunction with circling minimums.

HEIGHT ABOVE TOUCHDOWN ( HAT ) -

 The height of the decision height or minimum descent altitude above highest
runway elevation in the touchdown zone of the runway. HAT is published on
instrument approach charts in conjunction with all straight-in minimums.

( HAT is used for straight-in ``blue``, while, HAA is used for circle- to land `` red `` )

31
HIGH SPEED TAXIWAY/ TURN OFF ( HST ) -
 A long radius taxiway designed and provided with lighting or marking to
define the pass of an aircraft, traveling at high speed ( up to 60 knots ) , from
the runway center to a point on the center of a taxiway.

 This taxiway is designed to expedite aircraft turning off the runway after
landing, thus reducing runway occupancy time. ( max. 45/ min. 25/ best 30
degrees ) .

HOLD/ HOLDING PROCEDURE -

 A predetermined manoeuver which keeps aircraft within a specified airspace
while awaiting for further clearance from air traffic control.

 Also used during ground operation, to keep aircraft within a specified area or
at a specified point while awaiting further clearance from air traffic control.

ILS CATEGORIES ( ICAO ) -

a. ILS CATEGORY I- An ILS approach procedure which provides for an approach to a
decision height not lower than 200 feet (60 m) and visibility of not less than 2,400
feet(800m)or a runway visual range not less than 1,800 feet (550 m ).

b. ILS CATEGORY II ( special authorization required) - An ILS approach procedure

which provides for an approach to a decision height lower than 200 feet but not
lower than 100 feet (30 m) and a runway visual range not less than 1,200 feet
(350m).

c. ILS CATEGORY III (special authorization required) -

1. IIIA - An ILS approach procedure which provides for approach with either a
decision height lower than 100 feet (30 m) or with no decision height and with a
runway visual range of not less than 700 feet (200 m).

2. IIIB - An ILS approach procedure which provides for approach with either a
decision height lower than 50 feet (15 m) or with no decision height and with a
runway visual range of less than 700 feet (200 m) but not less than 150 feet (50m).

3. IIIC - An ILS approach procedure which provides for approach with no decision
height and no runway visual range limitation.

32
INTERNATIONAL AIRPORT ( ICAO ) -
 Any airport designated by the contracting state in whose territory it is
situated as an airport of entry and departure for international air traffic,
where the formalities incident to customs , immigration, public health,
animal and plant quarantine and similar procedure are carried out.

INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) -

 A specialized agency of the united nations whose objective is to develop the
principles and techniques of international air navigation and to foster
planning and development of the national civil air transport.

MAGNETIC VARIATION -
 The orientational of a horizontal magnetic compass with respect to true
north.

ISOGONIC LINE -
 A line connecting points of equal magnetic variation.

MANDATORY ALTITUDE -
 An altitude depicted on an instrument approach procedure chart requiring
the aircraft maintain altitude at the depicted value.

OBSTACLE CLEARANCE ALTITUDE(HEIGHT)OCA(H),(ICAO) -

 The lowest altitude/ height above the elevation of the relevant runway
threshold or above the aerodrome elevation, used in establishing compliance
with the appropriate obstacle clearance criteria.

NOTE : In general, during a straight-in approach, the MDH cannot be below the
OCH.

OBSTACLE CLEARANCE LIMIT ( OCL ) -

 The height above aerodrome elevation below which the minimum prescribed
clearance cannot be maintained either on approach or in the event of a
missed approach.

33
 SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE -
 An instrument approach procedure may have five separate segments
depending how the approach procedure is structured.

1.ARRIVAL -That part of an instrument approach segment by which aircraft may

proceed from the enroute phase of flight to the initial approach fix.

2.INITIAL APPROCH-That segment of an instrument approach procedure between

1
the initial approach fix and the intermediate approach fix, or the final approach fix (
point ).
5
3.INTERMIDIATE APPROACH -That segment of an instrument approach procedure
between the intermediate approach fix and the final approach fix (point).
NOTE - If no intermediate fix provided, between the end of a reversal, race track
4
procedure or dead reckoning track and the final approach fix ( point ).

4.FINAL APPROACH- That segment of an instrument approach procedure in which

alignment and descend for landing is accomplished ( FAF TO MAP ).

3 2
5.MISSED APPROACH- The procedure to be followed if the approach cannot be
continued. The missed approach procedure is extended to the point where a new
approach, holding or return to en-route flight is initiated.

(1)

(2)
(3)
(4)

(5)

34
SIGMENT MINIMUM ALTITUDE ( SMA ) -
 An altitude that provides minimum obstacle clearance in each segment of a
non-precision approach. It is also considered as ‟do not descend below”
altitude.

REVERSAL PROCEDURE -
 A procedure designed to enable aircraft to reverse direction during the initial
approach segment of an instrument approach procedure. the sequence may
include procedure turns, base turns or racetrack.

( Three types of reversal procedures as illustrated in plan view of approach charts )

PROCEDURE TURN ( PT ) ( ICAO ) -

 A maneuver in which a turn is made away from a designated track followed
by a turn in the opposite direction to permit the aircraft to intercept and
proceed along the reciprocal of the designated track.
NOTE 1- Procedure turns are designated ‟left” or ‟right” according to the
direction of the initial turn.

NOTE 2 - Procedure turns may be designated as being made either in level flight
or while descending, according to the circumstances of each individual approach
procedure.

35
PROCEDURE ALTITUDES -
 Are recommended altitudes developed in coordination with air traffic control
requirements to accommodate a stabilized descent angle on the final
approach course and sometimes also in the intermediate approach segment.
procedure altitudes are never less than segment minimum altitudes.

PROCEDURE TURN INBOUND -

 That point of a procedure turn maneuver where course reversal has been
completed and an aircraft established inbound on the intermediate approach
segment or final approach course.

 A report of ‟procedure turn inbound” is normally used by ATC as a position

report for separation purpose .

NOTE - An aircraft is considered established inbound, when it is :

A. Within half full scale deflection for the ILS or VOR, or
B. Within ±5° of the required bearing for the NDB.

( Left, descending 45˚/180˚ procedure turn )

36
 ( Right, level, 080˚/ 260˚ procedure turn )

NO PROCEDURE TURN ( NO PT ) -
 No procedure turn is required nor authorized.

BASE TURN -
 A Turn executed by the aircraft during the initial approach between the end
of the outbound track and the beginning of the intermediate or final
approach track. The tracks are not reciprocal.

( Base turn begins after specified time that the aircraft leaves initial approach fix )

37
RACETRACK PROCEDURE ( ICAO ) -
 A procedure designed to enable the aircraft to reduce altitude during initial
approach segment and /or establish the aircraft inbound when the entry into
a reversal procedure is not practical.

(Race track approach procedure is recognized by bold pattern )

ENTRY TO REVERSAL PROCEDURE -

 Reversal procedures shall be entered from a track within ±30° of the
outbound track of the reversal procedure.

( Aircraft shall enter holding if approaching I.A.F outside of specified limit )

38
For the race track procedure entry :
 aircraft are expected to enter the race-track procedure in a manner similar to
that prescribed for the ‟holding procedure entry”.

 offset entry ( tear drop ) shall limit the time on the 30° offset track to 1 min
30 s, after which the pilot is expected to turn to a heading parallel to the
outbound track for the remainder of the outbound time. If the outbound
time is only 1 min, the time on the 30° offset track shall be 1 min also;

 parallel entry shall not return directly to the facility without first intercepting
the inbound track when proceeding to the final segment of the approach
procedure .

( Pilot is expected to turn on to heading of 285° , after 1 ½ min. flying on 075° HDG )

( HOLDING CRITERIA )
HOLDING SPEED -
 Holding patterns shall be entered and flown at or below the airspeeds based
on holding speed table or as specified by procedure specialists . ( Maintain
holding speed three minutes prior to entering holding pattern ) .

 Due to turbulence conditions, the aircraft weight increases, resulting an

increase in stall speed, therefore, the holding speed increases in turbulence
conditions ( max. 280 KT, 520 KM/h or 0.8 mach, whichever is lesser ) .

39
EFFECT OF WIND TO HOLDING PATTERN AREA -
 The holding pattern area is constructed based on the following
parameters : 50 Knots at 4,000 ft MSL, increasing 3 Knots for each 2,000
ft to a maximum of 120 Knots analyzed for a period of five years .

DELAY OF ENTRY INTO THE HOLDING PATTERN -

 A delay of maximum not more than six seconds is authorized to commence
the entry turn after the station passage or holding fix .
NOTE : No fix-end or outbound-end reduction is authorized .
 All procedures depict tracks, therefore, Pilots should attempt to maintain the
track by making allowance for known wind by applying corrections both to
heading and timing . This should be done during entry and while flying in the
holding pattern.

BANK ANGLE / RATE OF TURN -

 All turns are to be made at a bank angle of 25° or at a rate of 3° per second,
whichever requires the lesser bank.

START OF TIMING -
 Outbound timing begins when abeam the station or when turn to outbound
is compleited, whichever occurs later. When the procedure is based on the
fix, from attaining the outbound heading.

OUTBOUND LEG LENGTH –

 Is based on, DME, limiting radial, radial and DME or time(one minute if at or
below 4250m (14000ft), or one and one-half minutes if above 4250m
(14000ft).

ENTRY -
 The entry into the holding pattern shall be according to heading in relation to
the three entry sectors, recognizing a zone of flexibility of 5° on either side of
the sector boundaries.

NOTE - A shuttle is descent or climb conducted in a holding pattern.

40
 TIME/DME
Abeam
×

(Right turns)
(To obtain obstacle clearance, fly the holding pattern as precisely as possible )

ENTRY INTO THE HOLDING PATTERN

 The entry into the holding pattern shall be according to heading in relation to
the three entry sectors, recognizing a zone of flexibility of 5° on either side of
the sector boundaries.

Type of entry to holding

pattern depends on A/C
heading and the outbound
heading of the holding
pattern .

41
SECTOR 1 ENTRY PROCEDURE (PARALLEL ENTRY) -
a. At the fix, the aircraft is turned left onto an outbound parallel heading for the
appropriate period of time; then
b. The aircraft is turn left onto the holding side to intercept the inbound track or to
return to the fix; and then
c. On second arrival over the holding fix, the aircraft is turned right to follow the
holding pattern.

( Parallel entry )

SECTOR 2 ENTRY ( OFFSET OR TEARDROP ENTRY ) -

a . At the fix, the aircraft is turned onto a heading at an angle of 30° from the
reciprocal of the inbound track on the holding side( -30° from the outbound
heading ) for standard pattern , then
b . The aircraft will fly outbound for the appropriate period of time/ DME or radial.
c . The aircraft is turned right to intercept the inbound holding track, and
d . On second arrival over the holding fix, the aircraft is turned right to follow the
holding pattern.

( Teardrop/off-set entry )

42
SECTOR 3 ENTRY ( DIRECT ENTRY ) -
 Having reached over the fix, the aircraft is turned right ( direction of holding )
to follow the holding pattern.

( Direct entry )

CROSSWIND CORRECTION -
 During all inbound tracking, once you have determined the wind correction
angle, plan to double it for the outbound leg.

OBSTACLE CLEARANCE IN HOLDING AREA -

 The minimum permissible holding level provides a clearance of at least 300m
(1000 feet) above obstacles in the holding area.

BUFFER AREA -
 An additional buffer area extends 9.3km (5.0 nm) beyond the boundary of
the holding area.

 Over high terrain or in mountainous areas, additional obstacle clearance up

to a total of 600m (1969 ft) is provided.

( INSTRUMENT APPROACH PROCEDUR )

EXTERNAL FACTORS INFLUENCING APPROACH PROCEDURE :
a. Terrain surrounding the aerodrome.
b. the types of operations contemplated.
c. The aircraft to be accommodated.
d. the airspace restrictions.

43
TYPES OF APPROACHES :
1.STRAIGHT-IN APPROACH- Is considered acceptable if the angle between the final
approach track and the runway center line is 30° or less.
2.CIRCLING APPROACH - An extension of an instrument approach procedure which
provides for visual circling of the aerodrome prior to landing, and the approach
track alignment falls outside the criteria for a straight- in approach.
NOTE - An arriving aircraft executing an instrument approach shall normally be
cleared to land straight in unless visual maneuvering to the landing runway is
required.

Approach instruction for circling-to-land ( phraseology ) –

``AIR FORCE 8960, CLEARED VOR-DME-ILS FOUR, RUNWAY 29 L, FOLLOWED BY
CIRCLING TO RUNWAY 11R ``

 The instrument approach charts, tells the pilot how to leave the en-route
portion of the flight, approach the airport, and, land by using appropriate
navigational aids .

 The protection areas associated with instrument approach procedures are

determined with assumption that turns are performed at a bank angle of :

a) 25° or the bank angle giving a 3°/s turn rate, whichever is lower, for
departure above 3.000 ft and instrument approach procedures,

b) 20° for circling-to-land with prescribed flight tracks and,

c) 15° for missed approach procedures.

 The protection area assumes that the pilot does not normally deviate from
the center line more than half-scale deflection after being established on
track. Thereafter,

 the aircraft should adhere to the on-course, on-glide path/elevation angle

position. Since,
a more than half course sector deflection or a more than half course fly-up
deflection combined with other allowable system tolerances could place the aircraft
in the vicinity of the edge or bottom of the protected airspace where loss of
protection from obstacles can occur.

44
 ( APPROACH SEGMENTS CRITERIA )
1.ARRIVAL SEGMENT ( ROUTE TO IAF ) -
 The width of the protection area decreases from the en-route value until the
initial approach value with a maximum convergence angle of 30° each side of
axis at 46km (25nm) before the initial approach fix (IAF).

2.INITIAL APPROACCH SEGMENT ( IAF TO IF ) -

 The initial approach segment provides at least 300m (1,000 ft) clearance in
the primary area. Where no suitable IAF or IF is available, a reversal
procedure or race track is required.

 Normally track guidance is provided along the initial approach segment to

the IF, with a maximum angle of interception of 90° for precision approach
and 120° for non-precision approach.

BANK ANGLE - 25° or 3° per second, whichever is less.

SPEED RESTRICTION - if not specified, the speed must not be exceeded aircraft
approach category to ensure that the aircraft remains within the limits of the
protected areas.

DESCENT - the aircraft shall cross the fix or facility at the specified altitude and fly
outbound on the specified track, descending as necessary to the procedure altitude
but not lower than altitude associated with that segment further descent shall not
be started until the aircraft is established on the inbound track (half full scale
deflection for the ILS /VOR or within ±5° for NDB).

( Descent rate to be specified on a reversal or racetrack procedure )

45
 ( Speed for each approach procedure segment calculated in knots )

3.INTERMIDIATE SEGMENT ( IF TO FAF/FAP ) -

 During the intermediate approach, the obstacle clearance requirement
reduces from 300m ( 984 ft ) to 150m ( 492 ft ) in the primary area and the
aircraft speed and configuration should be adjusted to prepare the aircraft for
final approach.

 The intermediate segment ends at the FAF or FAP and must not vary from the
final approach course by more than 30°. The completion of pre-landing
checklist should be accomplished during intermediate segment.

 Where an operational advantage can be obtained, an ILS procedure may

include a dead reckoning (DR) segment from a fix to the localizer. The DR
track will intersect the localizer at 45° and will not be more than 19 km (10
NM) in length. The point of interception is the beginning of the intermediate
segment and will allow for proper glide path interception.

( Dead reckoning segment starts at a DME fix or lead radial )

46
  This is the segment during which the aircraft speed and configuration should
be adjusted to prepare the aircraft for final approach. For this reason, the
descent gradient is kept as shallow as possible.

PRIMARY AREA -
 a defined area symmetrically disposed about the nominal flight track in which
full obstacle clearance is provided.

 The primary area during the intermediate section of an instrument approach

is ½ of the total width of the airspace used to determine the minimum
obstacle clearance for the approach.

( the obstacle clearance reduces from 984 ft to 492 ft in the primary area )

4. FINAL APPROACH SEGMENT ( FAF/FAP TO MAP ) -

 This is the segment in which alignment and descent for landing are made to a
runway for a straight-in landing or to a visual maneuver (circling).

 The optimum distance for locating the FAF relative to the threshold is 9.3 km
(5.0 nm). The maximum should not normally be greater than 19km (10nm).
The minimum length is equal to 5.6km (3.0nm).

 A non-precision approach provides the optimum final approach gradient of

5.2 percent, or 3°, providing a rate of descent of 52m per km (318ft per nm).

47
  The maximum descent gradient for non-precision procedures with FAF is 6.5
percent for cat A and B aircraft and 6.1 percent for cat C and D aircraft.

 In the absence of a FAF, descent to MDA/H is made once the aircraft is

established inbound on the final approach track.

NOTE - A step-down fix may be incorporated in some non-precision approach

procedures.

( Step-down fixes must be crossed at or above the assigned altitudes )

Final approach length -

 In precision approach, The intermediate approach altitude/height generally
intercepts the glide path elevation angle at a heights from 300m (1000ft) to
900m (3000ft) above runway elevation(FAF).

 In this case, for a 3° glide path, interception occurs between 6 and 19km (3
and 10nm).

 In the event of loss of glide path guidance during approach, the procedure
becomes a non-precision approach, therefore,

 The OCA/H and associated procedure published for ``glide path inoperative``
case will then apply.

48
 5044 -
1956

(Glideslope for ``IIFN`` is intersected at a height of 1956FT / 6.8 NM from threshold )

NOTE- Where no FAF is specified, the inbound track is the final approach segment.

5.MISSED APROACH SEGMENT (DETERMINATION OF DA OR DH) :

 In addition to the physical characteristics of the ILS installation, the
procedures specialist considers obstacles both in the approach and in the
missed approach areas in the calculation of the DA/H for a procedure.

 Only one missed approach procedure is established for each instrument

approach and it consist of three phases (initial, intermediate and final).

 The missed approach should be initiated not lower than DA/H for precision
approach or MDA/H for non-precision approach.

 If the missed approach is initiated before arriving at the MAP, the pilot will
normally proceed to MAP or MM and then follow the missed approach
procedure in order to remain within the protected airspace.

 The normal climb gradient during missed approach is 2.5 percent. Other than
2.5 percent is indicated on the instrument approach chart .

The following parameters are specific to turning missed approaches :

A ) bank angle: 15° average achieved ;
B ) Wind : where statistical data are available, a maximum 95% probability on an
omni- directional basis is used. Where no data are available, omni- directional wind
of 56 km/h (30 kt) is used ; and

49
flight technical tolerances:
1) pilot reaction time : 0 to +3 s ; and
2) bank establishment time : 0 to +3 s .

 The climb gradient of a missed approach can be reduced to 2% if necessary

survey and safeguarding can be provided with the approval of the
appropriate authority.

1. INITIAL PHASE -
 This begins at the MAP and ends at the start of climb (SOC) . action by pilot in
this phase is :
a. establishing the climb.
b. change in airplane configuration.
c. no turns are specified in this phase.
2. INTERMIDIATE PHASE -
 This begins at the SOC, the climb is continued normally straight ahead and
extends to the first point where 50m (164ft) obstacle clearance is obtained.
The track correction is assumed to begin at this stage by a maximum of 15°
from that of the initial missed approach phase.
3. FINAL PHASE -
 Begins at the 50m (164ft) obstacle clearance and ends at the point where a
new approach, holding or a return to en-route flight is established. Turns may
be prescribed in this stage.

(Normal climb gradient of missed approach is 2.5 percent``25m/km`` )

50
 MISSED APPROACH ICONS –
 missed approach icons are provide for initial actions only. always refer to
instructions in `` PRE-APPROACH BRIEFING`` section and the plan view for
complete instructions.

( Missed approach icons )

(Missed approach procedure and required climb gradient if more than 2.5 percent )

51
 ( To convert gradient in percentage to F/PM, refer to table in terminal section )

VISUAL MANOEUVRING (CIRCLING)

PURPOSE :

 Visual maneuvering (circling) is the term used to describe the phase of flight
after an instrument approach has been completed.

 It brings the aircraft into position for landing on a runway which is not
suitably located for straight-in approach, i.e. one where the criteria for
alignment or descent gradient cannot be met.

 After initial visual contact, the runway environment should be kept in sight
while at the MDA/ H for circling.

 For a circling approach, the minimum OCH above aerodrome level depends
on aircraft category.

52
 (Following an instrument approach, pilot may have various choice for circling )

VISUAL MANOEUVRING (CIRCLING) AREA —

 The area in which obstacle clearance should be taken into consideration for
aircraft carrying out a circling approach.

( Area considered as `` not authorized `` for circle-to-land )

53
 ( Pilots must notice areas specified as ``not authorized`` for circling )

 A Visual Manoeuvring ( Circling ) Area may be sectored to exclude a

prominent obstacle, Under circumstances that the obstacle is outside the
final approach or missed approach areas.

MISSED APPROACH PROCEDURE WHILE CIRCLING-

 If visual contact is lost while circling to land from an instrument approach, the
missed approach specified for that particular procedure shall be followed.

 The transition from the circling maneuver to the missed approach should be
initiated by a climbing turn, within the circling area, towards the landing
runway, to return to the circling altitude or higher, immediately followed by
interception and execution of the missed approach procedure.

 The indicated airspeed during these maneuver shall not exceed the maximum
indicated air speed associated with visual maneuver ( circling ).

54
(The process of transition from circling to missed approach if pilot encounters IMC )

 Q.F.E - Height above airport elevation(or runway threshold elevation) based

on local airport pressure.

 Q.N.E - Altimeter setting 29.92 inches, 1013.2 hectopascal, 1013.2 millibars

or 760mm .

 Q.N.H - Altitude above mean sea level based on local station pressure.

RADIO ALTIMETER/ RADAR ALTIMETER -

 Aircraft equipment which makes use of the reflection of radio waves from the
ground to determine the height of the aircraft above the surface.

REDUCED VERTICAL SEPERATION MINIMUM ( RVSM ) -

 A reduction in the vertical separation between flight levels 290 – 410
inclusive from 2,000 to 1000 feet in the flight information regions (FIR/UIR).

AIRCRAFT REQUIREMENTS FOR RVSM :

a. Two primary altimeter systems,

55
b. One altitude-alerting device,
c. One automatic altitude-keeping device, and,
d. One secondary surveillance radar (SSR transponder).

BENEFITS OF RVSM PROCEDURE :

a. Adoption of an ICAO endorsed navigation requirement,
b. Improve of airspace for ATC conflict,
c. fuel saving of ≈ 1% for flight closer to optimum cruise altitude,
d. reduction in ground delay.

RUNWAY EDGE LIGHTS ( ICAO ) -

 Are provided for a runway intended for use at night or for a precision
approach runway intended to use by day or night. Runway edge lights shall
be normally with 60 meters interval and fixed, showing variable white.

 In the case of a displaced threshold, the lights between the beginning of the
runway and the displaced threshold shall show red in the direction of the
approach, and

 A section of the lights 600 meter or one third of the runway length,
whichever is the less, at the remote end of the runway from the end at which
the take-off run is started, may show yellow .

RL - low intensity runway lights or intensity not specified.

HIRL - high intensity runway edge lights.
MIRL - medium intensity runway edge lights. } Adjustable by
Control tower

(Runway edge lights information is provided in airport chart legend )

56
PILOT CONTROLLED LIGHTING (PCL) —
 Radio control of lighting to provide airborne control of lights by keying the
aircraft’s microphone.
KEY MIKE FUNCTION
7 times within 5 seconds Highest intensity available
5 times within 5 seconds Medium or lower intensity
3 times within 5 seconds Lowest intensity available

RUNWAY MARKINGS -
a. BASIC MARKING - Marking on runways used for operations under visual flight
rules consisting of centerline markings and runway direction number, and if
required, letters (L, C, R).

b. INSTRUMENT MARKINGS - Markings on runways served by nonvisual

navigation aids and intended for landings under instrument weather
conditions, consisting of basic markings plus threshold markings.

c. ALL WEATHER (PRECISION INSTRUMENT) MARKING- Marking on runways

served by nonvisual precision approach aids and on runways having special
operation requirements, consisting of instrument markings plus landing zone
markings and side strip.

SIDE STEP LANDING-

 A visual maneuver accomplished by a pilot at the completion of an
instrument to permit a straight-in landing on a parallel runway not more than
1,200 feet to either side of the runway to which the instrument approach was
conducted.
SPECIAL USE AIRSPACE -
1) PROHIBITED AREA – An airspace of defined dimensions, above the land area
or territorial waters of a state, within which the flight of aircraft is
prohibited.

2) RESTRICTED AREA – An airspace of defined dimensions, above the land area

or territorial waters of a state, within which the flight of aircraft is restricted
in accordance with certain specified conditions.

57
 3) DANGER AREA –An airspace of defined dimensions within which activities
dangerous to the flight of aircraft may exist at specified times.

STANDARD INSTRUMENT ARRIVAL ROUTE ( STAR ) -

 A designated IFR arrival route linking a significant point, normally on ATS
route with a point from which a published instrument approach procedure
can be commenced.

( STARSs are designated and named by the point from which it begins )

STANDARD INSTRUMENT DEPARTURE ( SID ) (ICAO ) -

 A designated IFR departure route linking the aerodrome or a specified
runway of the aerodrome with a specified point, normally on a designated
ATS route, at which the en-route phase of flight commences.

PURPOSE OF SID ESTABLISHMENT:

1 ) Obstacle clearance,
2 ) Reduce radio call,
3 ) Safety ordering,
4 ) Frequency congestion,
5 ) Noise abatement,

58
NOTE - If in an instrument departure procedure the track to be followed by the
aeroplane is published, the pilot is expected to correct for known wind to remain
within the protected airspace.

TYPES OF SID :
1. STRAIGHT DEPARTURE - Is a departure in which the initial departure track is
within 15° ( within 20 KM from DER ) of the alignment of the runway center line. a
procedure design gradient (PDG) greater than 3.3°(200ft per nm) may be specified.
2. TURNING DEPARTURE - When a departure route requires a turn of more than 15°
( within 10 KM ), it is called a turning departure. Straight flight is assumed until
reaching an altitude/height of at least 120m (394ft), or 90m (295ft) for helicopters.

OBSTACLE CLEARANCE-
 A procedure called ‟procedure design gradient” (PDG) is given to insure the
obstacle clearance.it is based on obstacle identification surface (OIS) having a
2.5°percent gradient or a gradient determined by the most critical obstacle
penetrating the surface, whichever is higher, plus an additional margin of 0.8
percent.

 As a standard rule, while establishing the instrument departure procedures,

the procedure assumes that the aeroplane has a climb gradient of 3,3 % with
all engines operating, based on an altitude of 600 m (2000 ft) above mean sea
level (MSL) and a temperature of international standard atmosphere (ISA)
+15 °C unless otherwise stated .

 The minimum obstacle clearance equals zero at the departure end of the
Runway ( DER ) . From that point, it increases by 0.8 % of the horizontal
distance in the direction of flight assuming a maximum turn of 15°.

 In the turn initiation area and turn area, a minimum obstacle clearance of 90
m ( 295 ft ) is provided.
 Turns may be defined as occurring at, an altitude/ height or a fix or facility.

PUBLISHED INFORMATION FOR DEPARTURE PROCEDURE :

 Turning point,/ the tracks to be made,/ the radial or bearing to be
intercepted,/ limited aircraft categories,/ cloud base and visibility minima,/
PDG specified by DME, or feet per nm,/ PDG greater than 3.3°,/ altitude to be
achieved for overhead,/ all navigation facilities, fixes, radial and DME which
designate the route segment.

59
( PDG of 4.5% means 45 meters of climb for each kilometer of distance traveled )

(All turns shall be made at specified altitude, NAVAID, or, fix )

60
TERMINAL CONTROL AREA (TMA ) (ICAO ) -
 A control area normally established at the confluence of ATS routes in the
vicinity of one or more major aerodrome.

THRESHOLD -
 The beginning of that portion of the runway usable for landing.

( threshold marking shall not be located more than 6 meters from RWY threshold )

DISPLACED THRESHOLD -
 A threshold that is located at a point on the runway other than the
designated beginning of the runway.

THRESHOLD CROSSING HEIGHT ( TCH ) -

 The theorical height above the runway threshold at which the aircraft`s
glideslope antenna would be if the aircraft maintains the trajectory
established by the means ILS glideslope.

TOUCHDOWN ZONE ELEVATION ( TDZE ) -

 The highest elevation in the first 3000 feet of the landing surface.

61
 ( TCH and TDZE values are specified in the profile view of approach charts )

TRANSITION ALTITUDE ( Q.N.H ) -

 The altitude in the vicinity of an airport at or below which the vertical
position of an aircraft is controlled by reference to altitude.

TRANSITION HEIGHT ( Q.F.E ) -

 The height in the vicinity of an airport at or below which the vertical position
of an aircraft is expressed in height above the airport reference datum.

TRANSITION LEVEL ( Q.N.E ) -

 The lowest flight level available for use above the transition altitude.

TRANSITION LAYER -
 The airspace between the transition altitude and the transition level. Aircraft
descending through the transition layer, will use altimeter set to local station
pressure (use altitude in reports), while departing aircraft climbing through
this layer, will be using standard altimeter setting (Q.N.E) of 29.92 inches of
mercury, 1013.2 millibars, or 760 mm (use flight level in reports).

VERTICAL NAV ( V NAV ) -

 That function of RNAV equipment which provides guidance in the vertical
plan.

62
 (V-NAV information is provided by aircraft self- contained navigation equipment )

VISIBILITY -
 The ability as determined by atmospheric conditions and expressed in unit of
distance, to see and identify prominent unlighted objects by day and
prominent lighted objects by night, reported as :
a) Flight visibility: the visibility forward from the cockpit of an aircraft in flight.
b) Ground visibility: the visibility at an aerodrome as reported by an accredited
observer.
c) Runway visual range (RVR): the range over which the pilot of an aircraft on the
centerline of a runway can see the runway surface markings or the lights
delineating the runway or identifying its centerline.

VIBAL (Visibilité Balise) -

 Is the method whereby an observer or pilot in take-off position determines
the RVR by counting specific markers adjacent to the runway or by counting
runway edge lights.

VISUAL APPROACH -
 An approach by an IFR flight when either part or all of an instrument
approach procedure is not completed and approach is executed in visual
reference to the terrain.

 An IFR flight may be cleared to execute a visual approach provided the

pilot can maintain visual reference to the terrain and :
a ) the reported ceiling is at or above the approved initial approach level
for the aircraft so cleared , or

63
b ) the pilot reports at initial approach level or at any time during the
instrument approach procedure that the meteorological conditions are such
that with reasonable assurance , a visual approach and landing can be
completed .

 Clearance for IFR flight to execute a visual approach may be requested

by a flight crew or initiated by the controller .

VISUAL DESCENT POINT ( VDP ) -

 A defined point on the final approach course of a non-precision straight-in
approach procedure from which normal descent from the MDA to the runway
touchdown point may be commenced, provided the approach threshold of
that runway, or approach lights, or other markings identifiable with the
approach end of the that runway are clearly visible to the pilot .

( To determine the visual descent point, divide MDH by the figure 318 )

Abbreviation used in
airway manual is
also included in
introduction section
of airway manual .

64
 ( CHART SYMBOLS )

( F.P charts are mostly used for international flight planning purpose )

( High altitude charts ( HI ) has more information than FP charts due to scale )

65
 ( The most common chart used in aviation, is high/low ( H/L ) altitude chart )

( Red arrows = Area chart is published/Green arrows =UTC based on local time )

66
(Address, frequency, operating hours,… Are easily found in communications table )

( Special use airspaces ``P``, ``R`` and ``D`` characteristics are identified in table )

67
NOTE –On en-route charts, unless otherwise indicated, all bearings and radials
are magnetic, en-route distances are in nautical miles, vertical measurements of
elevation are feet above mean sea level (based on QNH) or clearly expressed as
flight levels (based on 29.92 or 1013.2) and all times are UTC unless labeled local
time (LT).

( Units of measurement : ``FL `` / `` Altitude `` / `` NM `` / `` magnetic `` )

68
(Symbols for various types of navigational aids as depicted on IFR charts )

DME
AWY
COMP

MORSE
CODE
FREQ COORDINATES
/

RWY LEN
APT ELEV

IFR / MIL

ICAO IFR / CIV

CODE

MET REP

69
 JEPP APP CRP/NAME
PUB
ACC
OFF ROUTE SECTOR

ROUTE
ROUTE DESIGNATOR
RADIALS
GRID MORA
SEGMENT
MILAGE
MEA
TOTAL NOT UTLIZED
MILAGE FOR AIRWAY
G 12
EVEN ONE WAY
LEVEL, ODD ROUTE
IN
OPPOSITE
DIRECTION

R- NAV MAA
ROUTE

ENR MEA
HOLDING CHANGE

70
 CALL / CHANGE
FREQ OVER
POINT

VFR / NO JEPP. APP

RESTRICTED
AIRSPACES

GRID MORA

AFIS / PTO

71
 ( AREA CHARTS )

( The area covered by area chart is outlined by bold dashed lines on H/L charts )

72
 (The area chart for Tehran, Iran represents mountainous areas in northeast )

1.Terrain information, if more than 4,000 ft above the main airport.

2.Gradient tints (brown) indicate the elevation change between contour intervals.
NOTE - terrain information depicted does not assure clearance above or around
terrain and is useful for orientation and general visualization of terrain.

73
( CHART INDEX NUMBER )

APT. NO. : NO. 2

TYPE: VOR APP
ORDER: NO. 1

APT. NO. : NO. 1

TYPE: SITAR/SID
ORDER: B

74
 Heading
Communication
Pre-approach
briefing

Approach

plan

view

Approach
profile
view

Conversion table /
missed app. icons

Landing
minimums

75
 HEADING
1 2 3 4 6 7 8
5

1- ICAO indicator and IATA airport identifier 5- Jeppesen company logo

2- Airport name 6- Chart index number

3- Chart effective date 7- Procedure identification

4- Chart revision date 8- Geographical location

1 2 3 4
COMMUNICATION

(frequencies are shown from left to right in the order use in approach )

1- Part time operation ( PTO ) 2- Communication service

3- Communication call sign 4- Radar service is available

1 PRE-APPROACH BRIEFING INFORMATION 4

2 5

3 6

7 8 9 10
76
1- Approach primary navaid 2- Final approach course

3- Crossing altitude at F.A.F or glideslope 4- Lowest DA/H or MDA/H

5- Airport and threshold elevation 6- Missed approach text

7- Altimeter setting information 8- RWY ELEV equivalent to hpa

9- Airport transition level 10- Airport transition altitude

MINIMUM SECTOR ALTITUDE

1- Sector radial/bearing to the navaid 1

2- Minimum safe/sector altitude 2

3- Navaid/ARP that MSA is based on 3

APPROACH PLANVIEW
8 1

9 2

10 3

11 4

12 5

13 6

14 7

15 8

77
1- Highest point on planview area 2- Airspeed restriction for segment

3- Spot elevation 4- procedure notes ( descent to 7,000ft )

5- A shadowed navaid indicates primary navaid which final approach course is

based on .

6- Procedure notes according to navaid ( arrow points to the station if NDB ) .

7- I.A.F, holding pattern, outbound heading, inbound course, minimum holding

altitude, MAX I.A.S KT if prescribed .

8- Geographical latitude and longitude in 10 minute increments .

9- Maximum I.A.S for north holding pattern is 210 KT .

10- Man-made tower 11- ILS DME

12- Missed Approach segment 13- Other available navaids

14- Un-identified/Un-lighted man-made structure 15- Charting scale

APPROACH PLAN VIEW

3 5

2 6

1 7

4 10

2 11
1

21 20 19 18 17 16 15 14 13 12

78
1- Runway elevation 2- Threshold crossing height

3- ILS-DME for MAP 4- Altitude when leaving IAF

5- Distance where glide slope is intersected, this point is also known as FAP and
beginning of final approach segment in precision approach .

6- Glide slope intercept altitude 7- G.S crossing altitude for P.A

8- Crossing altitude at certain DME when glide slope is out ( Localizer only ) .

9- FAF DME for non-precision approach. 10- Glide slope intercept altitude.

11- Time/distance limit for the outbound leg of the procedure .

12- Final approach symbol for non- precision approach .

13- Final approach course bearing .

14- Crossing altitude at certain DME when performing non- precision approach .

15-Bold dashed-lines indicate final approach segment for non-precision approach .

16- Glide slope crossing altitude for precision approach .

17- Segment mileage to zero point, not included at DME fixes .

18- Missed approach point and pull-up arrow for non-precision approach .

19- Missed approach point and pull-up arrow for precision approach .

20- Runway block symbolizing the runway .The approach end represents threshold .

21- Outbound approach course for specified procedure .

79
 CONVERSION TABLE AND MISSED APPROACH ICONS

1 2 3 4 5 6 7

1- M.A.P location 2- Glide slope angle 3- Descent rate in F.P.M

4- Ground speed 5- Approach and PAPI lights 6- Climb to ISN

7- Right turn more than 45˚ to 10,000ft 8- Proceed on radial 348˚ from ISN

1 13 2
3
LANDING MINIMUMS 12

7 11

8 9 10

1- Label for straight-in-landing minimums and the straight-in runway number .

2- The set of minimums applicable when a circle-to-land maneuver is required .

3- Type of approach is indicated when multiple types are combined .

4- DA/H in the precision approach at which a missed approach procedure must be

initiated if visual reference has not been established .

5- Known conditions that affect the minimums .

6- Label indicates state has specified that approach procedure complies with ICAO .

80
7- Aircraft approach category which specified minimums are applied to .

8- A brief summary of the changes applied to the chart during the last revision .

9- Landing visibility which applies for a particular approach or condition .

10- MDA/H in a non-precision straight-in approach or circling approach below

which descent must not be made without the require visual reference .

11- Jeppesen copyright label .

12- Note that applies to a given area where circling maneuver is not authorized .

13- ICAO maximum indicated airspeed for circling .

NOTE - For circle-to-land only approaches, both the aircraft approach category
and the appropriate maximum circling speed are shown just prior to minimums .

81
AIRPORT CHART LEGEND

82
 CHART CHANGE NOTICE
 The latest temporary and permanent changes between revision of charts,
based on :
a) En-route chart ( in the order of the states alphabets )

83
b) Terminal chart ( in the order of the cities alphabets )

84
 ENROUTE
COMPOSITION OF ROUTE DESIGNATOR -
 Basic designators for ATS routes shall consist of a maximum of five, in no case
exceed six, alpha/ numeric characters. It consist of one letter followed by a
number from 1 to 999.

 A, B, G, R, for routes which form part of regional networks of ATS routes and
are not area navigation routes.

 L, M, N, P, for area navigation routes which form part of the regional

networks ATS routes.

 H, J, V, W, for routes which do not form part of the regional networks of the
ATS routes and are not area navigation routes.

 Q, T, Y, Z, for area navigation routes which do not form part of the regional
networks of ATS routes.

 In voice communications, the basic letter of a designator should be spoken in

accordance with the ICAO spelling alphabets .

SUPPLEMENTRY PRE-FIX TO THE BASIC DESIGNATORS:

 K, to indicate a low level route established for use primarily by helicopters,
pronounced‟ KOPTER ”in communication.

 U, to indicate the route or portion thereof is established in the upper

airspace, pronounced‟ UPPER ”in communication.

 S, to indicate a route established exclusively for use by supersonic aircraft,

pronounced‟ super sonic ” in communication.

SUPPLEMENTRY SUFFIX TO THE BASIC DESIGNATORS:

 F, to indicate advisory service is only is provided.

 G, to indicate flight information service only is provided.

 Y, for RNP 1 routes at and above FL 200.

85
 Z, for RNP 1 routes at and below FL 190.

F, G, Y, Z, should not be used in voice communication.

EXAMPLE :
A 11-----------------------------ALPHA 11
UR 5----------------------------UPPER ROMEO 5
KB 34---------------------------KOPTER BRAVO 34
UW 456F-----------------------UPPER WHISKEY 456

1- GULF 670 = Regional network/Not area navigation route

2- WHISKY 9 = Not regional network/Not area navigation route

3- UPPER LIMA 333 = Regional network/ Area navigation route

86
 TABLES AND CODES

 WIND COMPONENT TABLES :

EXAMPLE : WIND: 240° / 35 KNTS, RUNWAY HEADING: 300˚ , TO FIND HEAD WIND :

( 18 knots Is the amount of headwind affecting aircraft by the given wind )

( Inch to hectopascale conversion, example : 30.36 hg = 1028.1 hp )

87
(QFE in hp to QFE in MM, for aircraft which utilize QFE as altimeter setting )

(MPS to FPM, for aircraft that uses MPS as VVI )

88
NOTAM DECODING

89
90
SUNRISE/SUNSET TABLE ( WITHROWN FROM AIRWAY MANUAL AFTER 2013 )

91
( To convert local SR/SS time to UTC time, use this table`` plus west, minus east `` )

AIR TRAFFIC CONTROL

ACROBATIC FLIGHT -
 Maneuvers intentionally performed by an aircraft involving an abrupt change
in its attitude, an abnormal attitude, or an abnormal variation in speed.

ADVISORY AIRSPACE ( ADA ) -

 An airspace of defined dimensions, or designated route, within which air
traffic advisory service is available.

AERODROME CONTROL SERVICE -

 Air traffic control service for aerodrome traffic.

AERONAUTICAL INFORMATION PUBLICATION (AIP) -

 A publication issued by or with the authority of a state and containing
aeronautical information of a lasting character essential to air navigation.

AERODROME CONTROL TOWER -

 A unit established to provide air traffic control service to aerodrome traffic.

92
AERODROME -
 A defined area on land or water (including any building, installations and
equipment)intended to be used either wholly or in part for the arrival,
departure and surface movement of aircraft. (when used in flight plan or ATS
reports, also includes sites used by helicopters or balloons) .

AERODROME TRAFFIC -
 All traffic on the maneuvering area of an aerodrome and all aircraft flying in
the vicinity of an aerodrome.
NOTE - An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving
an aerodrome traffic circuit.

AERODROME TRAFFIC CIRCUIT -

 The specified path to be flown by aircraft operating in the vicinity of an
aerodrome.

AIR TRAFFIC -
 All aircraft in flight or operating on the maneuvering area of an aerodrome.

AEROPLANE -
 A power-driven heavier-than-air aircraft, deriving its lift in flight chiefly from
aerodynamic reaction on surfaces which remain fixed under given conditions
of flight.

AIRCRAFT -
 Any machine that can derive support in the atmosphere from the reactions of
the air other than the reactions of the air against the earth`s surface.

AIRBORN COLLISION AVOIDANCD SYSTEM(ACAS) -

 An aircraft system based on secondary surveillance radar(SSR)transponder
signals which operates independently of ground-based equipment to provide
advice to the pilot on potential conflicting aircraft that are equipped with SSR
transponder.

AERODROME ELEVATION -
 The elevation of the highest point of the landing area.

AIRCRAFT OBSERVATION -
The evaluation of one or more meteorological elements made from an aircraft in
flight.

93
AIRCRAFT IDENTIFICATION -
 A group of letters, figures or a combination thereof which is either identical
to, or the coded equivalent of, the aircraft call sign to be used in air-ground
communications, and which is used to identify the aircraft in ground-ground
air traffic services communications .

AIRCRAFT PROXIMITY -
 A situation in which, in the opinion of a pilot or air traffic services personnel,
the distance between aircraft as well as their relative positions and speed
have been such that the safety of the aircraft involved may have been
compromised. An aircraft proximity is classified as follows

RISK OF COLLISON -The risk classification of an aircraft proximity in which serious

risk of collision has existed .

SAFETY NOT ASSURED - The risk classification of an aircraft proximity in which the
safety of the aircraft may have been compromised.

NO RISK OF COLLISION - The risk classification of an aircraft proximity in which no

risk of collision has existed.

RISK NOT DETERMINED - The risk classification of an aircraft proximity in which

insufficient information was available to determine the risk involved, or
inconclusive or conflicting evidence precluded such determination .

AIRPROX - The code word used in an air traffic incident report to designate aircraft
proximity.

AIR-TAXIING -
 Movement of a helicopter/VTOL above the surface of an aerodrome,
normally in ground effect and at a ground speed normally less than
37km/h(20kt).
NOTE - The actual height may vary, and some helicopters may require air-taxiing
above 8m(25ft)AGL to reduce ground effect turbulence or provide clearance for
cargo sling loads.

AIR-TO-GROUND COMMUNICATION -
 One-way communication from aircraft to stations or locations on the surface
of the earth.

94
AIR TRAFFIC ADVISORY SERVICE -
 A service provided within advisory airspace to insure separation, in so far as
practical, between aircraft which are operating on IFR flight plans.

AIR TRAFFIC CONTROL INSTRUCTION -

 Directive issued by air traffic control for the purpose of requiring a pilot to
take a specific action .

AIR TRAFFIC CONTROL SERVICE -

 A service provided for the purpose of:
a . preventing collisions:
1. Between aircraft, and
2. On the maneuvering area between aircraft and obstruction, and
b. expediting and maintaining an orderly flow of air traffic.

AIR TRAFFIC CONTROL UNIT -

 A generic term meaning variously, area control center, approach control
office or aerodrome control tower.

AIR TRAFFIC SERVICE(ATS) -

 A generic term meaning variously, flight information service, alerting service,
air traffic advisory service, air traffic control service (area control service,
approach control service or aerodrome control service).

AIR TRAFFIC SERVICES AISPACES -

 Airspaces of defined dimensions, alphabetically designated, within which
specific types of flights may operate and for which air traffic services and
rules of operation are specified.
NOTE - ATS airspaces are classified as class ‟ A ” to ‟ G ” .

AIR TRAFFIC SERVICES REPORTING OFFICE -

 A unit established for the purpose of receiving reports concerning air traffic
services and flight plans submitted before departure .

AIR TRAFFIC SERVICE UNIT -

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

95
ALERTING SERVICE –

 A service provided to notify appropriate organizations regarding aircraft in

need of search and rescue aid, and assist such organizations as required.

APPROACH CONTROL OFFICE -

 A unit established to provide air traffic control service to controlled flights
arriving at, or departing from, one or more aerodromes.

APPROACH CONTROL SERVICE -

 Air traffic control service for arriving or departing controlled flights.

APPROACH CONTROL UNIT-

 A unit established to provide air traffic control services to controlled flights
arriving, or departing from, one or more aerodromes .

APPROCH SEQUENCE -
 The order in which two or more aircraft are cleared to approach to land at the
aerodrome.

APPROPRIATE ATS AUTHORITY -

 The relevant authority designated by the state responsible for providing air
traffic services in the airspace concerned.

APPROPRIATE ATS AUTHORITY -

a. REGARDING FLIGHT OVER THE HIGH SEAS:
The relevant authority of the state of registry.

b. REGARDING FLIGHT OTHER THAN OVER THE HIGH SEAS:

The relevant authority of the state having sovereignty over the territory being
flown.

APRON-
 A defined area, on a land aerodrome, intended to accommodate aircraft for
purpose of loading or unloading passengers, mail or cargo, fueling, parking or
maintenance.

96
AREA CONTROL CENTER(ACC) –
 A unit established to provide air traffic services to controlled flights in
controlled areas under its jurisdiction.

AREA CONTROL SERVICE -

 Air traffic control service for controlled flights in control area.

AREA NAVIGATION ROUTES -

 An ATS route established for the use of aircraft capable of employing area
navigation.

AUTOMATIC TERMINAL INFORMATON SERVICE(ATIS) -

 The automatic provision of current, routine information to arriving and
departing aircraft throughout 24 hours or a specified portion.
ATIS-
 The symbol used to designate automatic terminal information service.

ATS SURVEILLANCE SERVICE -

 A term used to indicate a service provided directly by means of an ATS
surveillance system.

ATS SURVEILLANCE SYSTEM -

 A generic term meaning variously, ADS-B,PSR,SSR or any comparable ground-
based system that enables the identification of aircraft.

AUTOMATIC DEPENDENT SURVEILANCE(ADS) -

 A surveillance technique in which aircraft automatically provide, via a data
link, data derived from on-board navigation and position- fixing systems,
including aircraft identification, four-dimensional position and additional
data as appropriate.

AUTOMATIC DEPENDENT SURVEILLANCE-BROSDCAST(ADS-B) -

 A means by which aircraft, aerodrome vehicles and other objects can
automatically transmit and/or receive data such as identification, position
and additional data, as appropriate, in a broadcast mode via a data link.

97
AUTOMATIC DEPENDENT SURVEILLANCE- CONTRACT(ADS-C) -
 A means by which the terms of an ADS-C agreement will be exchanged
between the ground system and the aircraft, via a data link, specifying under
what conditions ADS-C reports would be initiated, and what data would be
contained in the reports.

BLIND TRANSMISSION -
 A transmission from one station to another station in circumstances where
two-way communication cannot be established but where it is believed that
the called station is able to receive the transmission.

CHANGE-OVER POINT -
 The point at which an aircraft navigating on an ATS route segment defined by
reference to very high frequency omnidirectional radio(VOR)ranges is
expected to transfer its primary navigational reference from the facility
behind the aircraft to the next facility ahead of the aircraft .

CLEARANCE LIMIT -
 The point to which an aircraft is granted an air traffic control clearance.

CONTROLLED AERODROME –
 An aerodrome at which air traffic control service is provided to aerodrome
traffic.
NOTE - The term ‟controlled aerodrome” indicates that air traffic control service is
provided to aerodrome traffic but does not necessarily imply that a control zone
exist.

CONTROLLED FLIGHT -
 Any flight which is subject to an air traffic control clearance.

CRUISE CLIMB -
 An airplane cruising technique resulting in a net increase in altitude as the
airplane mass decreases.

CURRENT FLIGHT PLAN(CPL) -

 The flight plan, including changes, if any, brought about by subsequent
clearances.

98
DANGER AREA -
 An airspace of defined dimensions within which activities dangerous to the
flight of aircraft may exist at specified times.

DISCRETE CODE -
 A four-digit SSR code with the last two digits not being ‟ 00 ” .

DME DISTANCE -
 The line of sight distance(slant range)from the source of a DME signal to the
receiving antenna.

ESTIMATED ELAPSED TIME -

 The estimated time required to proceed from one significant point to
another.

TOTAL ESTIMATED ELAPSED TIME -

 For IFR flights, the estimated time required from take-off to arrive over that
designated point, defined by reference to navigation aids, from which it is
intended that an instrument approach procedure will be commenced, or ,if
no navigation aid is associated with the destination aerodrome, to arrive over
the destination aerodrome. for VFR flights, the estimated time required from
take-off to arrive over the destination aerodrome.

ESTIMATED OFF-BLOCK TIME(EOBT) -

 The estimated time at which the aircraft will commence movement
associated with departure .

ESTIMATED TIME OF ARRIVAL(ETA) -

 for IFR flights, the time at which it is estimated that the aircraft will arrive
over that designated point, defined by reference to navigation aid, from
which it is intended that an instrument approach procedure will be
commenced, or if no navigation aid is associated with the aerodrome, the
time at which the aircraft will arrive over the aerodrome. for VFR flights, the
time at which it is estimated that the aircraft will arrive over the aerodrome.
EXPECTED APPROACH TIME -
 The time at which ATC expects that an arriving aircraft, following a delay,
will leave the holding point to complete its approach for a landing.
NOTE - The actual time of leaving the holding point will depend upon the
approach clearance.

99
FLIGHT CREW MEMBER -
 A licensed crew member charged with duties essential to the operation of an
aircraft during flight time.

FLIGHT PLAN -
 Specified information provided to air traffic services unit, relative to an
intended flight or portion of a flight of an aircraft.

FILED FLIGHT PLAN(FPL) -

 The flight plan as filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes.

HEADING -
 The direction in which the longitudinal axis of an aircraft is pointed, usually
expressed in degrees from North (true, magnetic, compass or grid).

HOLDING FIX,HOLDING POINT -

1 . A specified location, identified by visual or other means, in the vicinity of
which the position of an aircraft in flight is maintained in accordance with air
traffic control clearances.

2. HOLDING PROCEDURE -
 A predetermined maneuver which keeps an aircraft within a specified
airspace while awaiting further clearance.

HOT SPOT -
 A location on an aerodrome movement area with a history or potential risk of
collision or runway incursion, and where heightened attention by
pilots/drivers is necessary.

INDEPENDENT PARALLEL DEPARTURES -

 Simultaneous departures from parallel or near parallel runways.

INDEPENDENT PARALLEL APPROACHES -

 Simultaneous approaches to parallel or near-parallel instrument runways
where radar separation minima between aircraft on adjacent extended
runway center line are not prescribed.

100
INTERMIDIATE FIX(IF)-
 A fix that marks the end of an initial segment and the beginning of the
intermediate segment.

( At intermediate fix, pilot adjusts the aircraft speed for landing configuration )

IFR FLIGHT -
 A flight conducted in accordance with the instrument flight rules.

IMC -
 The symbol used to designate instrument meteorological conditions.

INSTRUMENT METEOROLOGICAL CONDITIONS -

 Meteorological conditions expressed in terms of visibility, distance from
cloud, and ceiling, less than the minima specified for visual meteorological
conditions.

LOCATION INDICATOR -
 A four-letter code group formulated in accordance with rules prescribed by
ICAO and assigned to an aeronautical fixed station.

LEVEL –
 A generic term relating to the vertical position of an aircraft in flight and
meaning variously, height, altitude or flight level.

101
APRON -
 A defined area, on a land aerodrome, intended to accommodate aircraft for
purpose of loading or unloading passengers, mail or cargo, fueling, parking or
maintenance.

MANOEUVERING AREA -
 That part of an aerodrome to be used for the take-off, landing and taxiing of
aircraft, excluding aprons.

MOVEMENT AREA -
 That part of an aerodrome to be used for the take-off, landing and taxiing of
aircraft, consisting of the maneuvering area and the apron (s).

LANDING AREA -
 That part of a movement area intended for landing or take-off of aircraft.

MINIMUM FUEL -
 The term used to describe a situation in which an aircraft`s fuel supply has
reach a state where little or no delay can be accepted .

NOTE - This is not an emergency situation but merely indicates that an emergency
situation is possible, should any undue delay occur .

NOTAM(ICAO) -
 A notice distributed by means of telecommunication containing information
concerning information the establishment, condition or change in any
aeronautical facility ,service ,procedure or hazard, the timely knowledge of
which is essential to personnel concerned with flight operations.

OPERATOR -
 A person, organization or enterprise engaged in or offering to engage in an
aircraft operation.

OPERATIONAL CONTROL -
 The exercise of authority over the initiation, continuation, diversion or
termination of a flight in the interest of the safety of the aircraft and the
regularity and efficiency of the flight.
PILOT-IN COMMAND -
 The pilot responsible for the operation and safety of the aircraft during flight
time.

102
PROCEDURE ALTITUDE/HEIGHT -
 A specified altitude/height flown operationally at or above the minimum
altitude/height and established to accommodate a stabilized descent at a
prescribed descent gradient/angle in the intermediate/final approach
segment.

( Aircraft shall not descend below 9,500ft, unless established on final course )

PROHIBITED AREA -
 An airspace of defined dimensions, above the land areas or territorial waters
of a state, within which the flight of the aircraft is prohibited .

RADAR –
 A radio detection device which provides information on range, azimuth
and/or elevation of objects.

RADAR APPROACH -
 An approach, executed by an aircraft, under the direction of a radar
controller.

RADAR CONTACT -
 The situation which exists when the radar position of a particular aircraft is
seen and identified on a radar display.

RADIOTELEPHONY -
 A form of radio communication primarily intended for the exchange of
information in the form of speech.

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REPETITIVE FLIGHT PLAN(RPL) -
 A flight plan related to a series of frequently recurring, regularly operated
individual flights with identical basic features, submitted by an operator for
retention and repetitive use by ATS units.

NOTE – RPLs apply to IFR flight and at least ten occasions on the same day(s)of
consecutive weeks or every day over a period of at least ten consecutive days.

 RPLs shall cover the entire flight from the departure aerodrome to the
destination aerodrome.

 RPL procedures shall be applied only when all ATS authorities concerned with
the flight have agreed to accept RPLs.

 RPL procedures for use between states shall be the subject of bilateral,
multilateral or regional air navigation agreement.

NOTE- Indication of the location where the following information may be

obtained immediately upon request shall be contained in the information listing
form: Alternate aerodrome/ fuel endurance/ total number of persons onboard/
emergency equipment/ other information.

 The minimum lead time for submission of initial information listing form is at
least two weeks.

 The changes of permanent nature shall be submitted at least seven days prior
to the change becoming active.

 Changes of a temporary, non-recurring nature relating to RPLs concerning

aircraft type and wake turbulence category, speed and/or cruising level shall
be notified for each individual flight as early as possible and not later than 30
minutes before departure to the ATS reporting office responsible for the
departure aerodrome. A change of cruising level only, may be notified by
radiotelephony on initial contact with the ATS unit.

 In case of an incidental change in the aircraft identification, the departure

aerodrome, the route/or the destination aerodrome, RPL shall be cancelled
for the day concerned and an individual flight plan shall be submitted.

104
  Whenever it is expected by the operator that a specific flight, for which an
RPL is submitted, is likely to encounter a delay of 30 minutes or more in
excess of the off-block time stated in the flight plan, the ATS unit responsible
for the departure aerodrome shall be notified immediately. failure by
operator may result in automatic cancellation of RPL.

RESTRICTED AREA –
 An airspace of defined dimensions, above the land areas or territorial waters
of a state, within which the flight of the aircraft is restricted in accordance
with certain specified conditions.

REQUIRED NAVIGATION PERFORMANCE (RNP) -

 A statement of navigation performance accuracy necessary for operation
within a defined airspace.

RNP TYPE -
 A containment value expressed as a distance in nautical miles from the
intended position within which flights would be for at least 95 percent of the
total flying time.
EXAMPLE : RNP 4 represents a navigation accuracy of plus or minus 7.4km (4nm)
on a 95 percent containment basis.

RUNWAY -
 A defined rectangular area on a land aerodrome prepared for landing and
take-off of aircraft.

RUNWAY HOLDING POSITION -

A designated position intended to protect a runway, an obstacle limitation
 surface, or an ILS/MLS critical/sensitive area at which taxiing aircraft and
vehicles shall stop and hold, unless otherwise authorized by the aerodrome
control tower.

Runway holding
position if not
specified at the
aerodrome
105
RUNWAY STRIP -
 A defined area including the runway and stopway ,if provided, intended to:
a. To reduce the risk of damage to aircraft running off a runway.
b. To protect aircraft flying over it during take-off or landing operation.

SECONDARY SURVEILLANCE RADAR(SSR) -

 A surveillance radar system which uses transmitters/receivers (interrogators)
and transponders.

SPECIAL VFR FLIGHT -

 A VFR flight cleared by air traffic control to operate within a control zone in
meteorological condition below VMC.

SIGNIFICANT POINT -
 A specified geographical position used in defining an ATS route or the flight
path of an aircraft and for other navigation and ATS purpose.

NOTE - There are three categories of significant points: 1) ground-based

navigation aid located on ATS routes, 2) waypoint located on R-NAV routes, and
3) intersection expressed as radials, bearings / distances from ground-based
navigation aids.

( The three types of significant points along the ATS and R-NAV routes )

106
TAXIING -
 Movement of an aircraft on the surface of an aerodrome under its own
power, excluding take-off and landing.

TAXIWAY -
 A defined path on a land aerodrome established for the taxiing of aircraft and
intended to provide a link between one part of the aerodrome and another,
including:
a. Aircraft Stand taxi lane - A portion of an apron designated as a taxiway and
intended to provide access to aircraft stand only.

b. Apron Taxiway - A portion of a taxiway system located on an apron and intended

to provide a through taxi route across the apron.

c. Rapid Exit Taxiway - A taxiway connected to a runway at an acute angle and

designed to allow landing aeroplanes to turn off at higher speeds than are achieved
on other exit taxi-ways and thereby minimizing runway occupancy times.

TRAFFIC AVOIDANCE ADVICE -

 Advise provided by an air traffic service unit specifying maneuvers to assist a
pilot to avoid a collision.

TRAFFIC INFORMATION -
 Information issued by an air traffic service unit to alert a pilot to other known
or observed air traffic which may be in proximity to the position or intended
route of flight and to help the pilot avoid a collision.

VECTORING -
 Provision of navigational guidance to aircraft in the form of specific headings,
based on the use of an ATS surveillance system.

VISUAL METEOROLOGICAL CONDITIONS(VMC) -

 Meteorological conditions expressed in terms of visibility , distance from
cloud, and ceiling equal to or better than specified minima .

VMC-
 The symbol used to designate visual meteorological conditions.

NOTE- Refer to figure below for requirement of weather conditions for VMC .

107
 ( Visibility and distance from clouds required for VFR flights in specific altitude )

WAY-POINT -
 A specified geographical location used to define an area navigation route or
the flight path of an aircraft employing area navigation. way-points are
identified as either:
1) FLY-BY WAY- POINT - A waypoint which requires turn anticipation to allow
tangential interception of the next segment of a route or procedure, or

2) FLYOVER WAY-POINT - A waypoint at which a turn is initiated in order to join the

next segment of a route or procedure.

Fly-over waypoints are

identified by a circle
around the symbols .
108
NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE –
 Aeroplane operating procedures for the departure climb shall ensure that the
necessary safety of flight operations is maintained while minimizing exposure
to noise on the ground .
NADP 1 – is intended to describe method, of providing noise reduction for noise-
sensitive areas in close proximity to the departure end of the runway .

 This procedure involves a power or thrust reduction at or above 240 m/800 ft

above aerodrome elevation, and delay flap/slat retraction until 900 m/3,000
ft above aerodrome elevation, maintaining climb speed of V2 plus 10-20 kt .

 at 900m/3,000ft, the aircraft is accelerated and the flaps/slats are retracted

on schedule while maintaining a positive rate of climb, to complete the
transition to normal en-route climb speed.

( Noise Abatement Departure Procedure-1, used for areas close to the runway)

NADP2 – Similarly, describes method, of providing noise reduction to areas more

distant from the runway end .

109
  This procedure involves initiation of flap/slat retraction at or above the 240
m/800 ft above aerodrome elevation, the aeroplane is accelerated towards
Vzf, up to 900 m/3000 ft above aerodrome elevation, then, accelerate to
normal en-route climb speed.

( Noise Abatement Departure procedure-2, used for areas distant from runway )

 As you see, the two procedures differ in that the acceleration segment for
flap/slat retraction is either initiated prior to reaching the maximum
prescribed height or at the maximum prescribed height .

ALTIMETER SETTING PROCEDURE -

 These procedures describe the method for providing adequate vertical
separation between aircraft and for providing adequate terrain clearance
during all phases of a flight.
NOTE - States may specify a fixed altitude known as the transition altitude.
 Where no transition altitude has been established for the area, aircraft in the
en-route phase shall be flown at a flight level.

110
  While passing through the transition layer, vertical position shall be
expressed in terms of:
a. flight levels when climbing; and
b. altitude when descending.

 A QNH altimeter setting shall be made available to aircraft in taxi clearance

prior to take-off.

 The QNH altimeter setting shall be made available to aircraft in approach

clearances and in clearances to enter the traffic circuit.

 In flight when an aircraft is at or below transition altitude, its vertical position

is expressed in term of altitude, which is determined from an altimeter set to
sea level pressure ( Q.N.H ).

 In flight above transition altitude, the vertical position of an aircraft is

expressed in term of flight level which are surface of constant atmospheric
pressure based on an altimeter setting of 1013.2 hp, 29.92 hg, or 760mm.

 The change in reference from altitude to flight level, and vice versa, is made:
a . at transition altitude, when climbing; and
b . at the transition level, when descending.

 The transition level may be located 300m ( 1,000ft ) above the transition
altitude.

 The airspace between the transition level and the transition altitude is called
the transition layer.

 After approach clearance has been issued and the descent to land is begun,
the vertical positioning of an aircraft above transition level may be
referenced to altitude ( Q.N.H ) provided that level flight above the transition
altitude is not indicated or anticipated.

 The height above the aerodrome of the transition altitude shall be as low as
possible but normally not less than 900m ( 3,000ft ).

111
  During approach and landing, the QNH altimeter setting shall be made
available to aircraft in approach clearance and in the clearances to enter the
traffic circuit.

PRE-FLIGHT OPERATIONAL TEST -

 With the aircraft at a known elevation on the aerodrome, set the altimeter
pressure scale to the current QNH setting.

 after tapping the instrument (if mechanical vibration is not provided),a

serviceable altimeter indicates the elevation of the point selected, plus the
height of the altimeter above this point , within a tolerance of :
1. ±20m or 60ft for altimeters with a test range of 0 to 9,000m (0 to 30,000ft ); and
2. ±25m or 80ft for altimeters with a test range of 0 to 15,000m (0 to 50,000ft) .

PILOT`S RESPONSIBILITY -
 The pilot-in-command is responsible for the safety of the operation and the
safety of the aeroplane and of all persons on board during flight time. This
includes responsibility for obstacle clearance, except when an IFR flight is
being vectored by radar.

 The operator is responsible establishing a minimum flight altitude, which may

not be less than those established by states that are flown over.

OPERATION OF TRANSPONDER -
 When an aircraft carries a serviceable transponder, the pilot shall operate the
transponder at all times during flight.

 When the aircraft carries a serviceable mode C equipment, the pilot shall
continuously operate this mode, unless otherwise directed by the ATC.
When requested by the ATC to ‟confirm squawk( code )”, the
pilot shall :
a . Verify the mode A code setting on the transponder.

b . Reselect the assigned code, if necessary.

c . Confirm to ATC the setting displayed on the controls of the transponder.

112
  The pilot shall give level information to the nearest full 30m (100ft) when
mode C is operating.

 Pilot shall read back the mode and code to be set when they acknowledge
mode/code setting instructions.

 After selection of the mode/code specified by ATC, the pilot should adjust the
transponder on the ‟on” (normal operating) position, as late as practicable
prior to take-off and ‟off” (standby) as soon as practicable after completing
the landing roll .
Select or reselect modes/codes only as directed by ATC , except
in case of:
a. unlawful interference ( hijacked )- squawk code 7500
b. communication failure- squawk code 7600
c. Emergency- squawk code 7700
d. Squawk code 2000 when entering a FIR/UIR from an adjacent where operating a
transponder has not been required or assigned .

 Digits selectable on the transponder equipment are from 0 to 7 therefore, the

code " 5678 " is not possible to select .
NOTE-Pilots shall not SQUAWK / IDENT unless requested by ATC.
 If an aeroplane cannot squawk IDENT, ATC can identify an aeroplane that is
squawking mode A codes , by Switching SSR to STANDBY then ON again.

 During a preflight a SSR transponder is found to be inoperative and

immediate repair is not possible , it is necessary to specify this failure in the
appropriate field of the flight plan.

OPERATION OF AIRBORN COLLISION AVOIDANCE SYSTEM (ACAS)

 An aircraft system based on secondary surveillance radar(SSR)transponder
signals which operates independently of ground-based equipment to provide
advice to the pilot on potential conflicting aircraft that are equipped with
SSR transponder.

113
  The information provided by ACAS is intended to assist pilots in the safe
operation of aircraft by providing advice on appropriate action to reduce the
risk of collision.

 This is achieved through resolution advisories (RAs), propose maneuvers,

and traffic advisories (TAs), which are intended to promote visual acquisition
and to act as a warning that an RA may follow.

 ACAS I equipment is only capable of providing TAs, while ACAS II is capable

of providing both TAs and RAs.

PILOT`S ACTION TO ACAS INDICATIONS-

 Pilot shall not maneuver their aircraft in response to TAs only, but shall be
prepared for appropriate action.
IN THE EVENT OF RAs, PILOT SHALL :
1. Respond immediately by following the RA as indicated.
2. Follow the RA even if there is a conflict between the RA and an ATC clearance or
instruction.
3. Do not maneuver in the opposite sense to RA.
4. Notify ATC unit of any deviation required from current clearance.
5. After conflict is resolved, return to terms of ATC clearance.
6. Notify ATC when returning to the current clearance.

 During climbing or descending to an assigned level or altitude, pilots may do

so at a rate less than 8m/s (or 1,500ft) throughout the last 300m ( or 1,000 ft )
of climb or descent to the assigned altitude or level.

(Approximate time of ACAS indications for TA and RA prior to collision )

114
NOTE- This procedure is according to recommended practices of annex six of
ICAO in order to avoid unnecessary ACAS reaction .

( Presentation of traffics on the indicator for various situations )

115
( At the end of ATC section, you can find rules and procedures for each particular
state depending on which area coverage you are using ) .

116
 ENTRY REQUIREMENTSENTRY
 NATIONAL REGULLATION AND ENTRY REQUIREMENTS FOR EACH
PARTICULAR STATE BASED ON AIRWAY MANUAL COVERAG .

( Primary international airports are known as `` Airport of entry `` )

117
 EMERGENCY
DISTRESS -
 A condition of being threatened by serious and / or imminent danger and
requiring immediate assistance.

DISTRESS FREQUENCIES –
 VHF, 121.5 MHZ; / UHF, 243.0 MHZ; / HF, 500 KHZ – 2182 KHZ – 8364 KHZ (
Requesting assistance from maritime services ).

DISTRESS SIGNALS -
 By radiotelegraphy, SOS ( . . . _ _ _ . . . ) in the morse code
 By radiotelephony, spoken word ( mayday )
 Via data link, transmit the intent of ( mayday )
 Rockets or shells, throwing red light
 Parachute flare, showing a red light

PRIORITY -
 An aircraft known or believed to be in a state of emergency, including being
subject to unlawful interference, shall be given priority over other aircrafts.
URGENCY -
 A condition concerning the safety of an aircraft or other vehicle, or some
person on board within sight, but which does not require immediate
assistance.
URGENCY SIGNALS -
 Switching on and off the landing lights or navigation lights
 By radiotelegraphy, X X X
 By radiotelephony, the spoken words of PAN,PAN (MAY-DEE-CAL) if the
aircraft is used for medical transport.
 By data link, transmits the intent of the word PAN,PAN .

SEARCH AND RESCUE FREQUENCIES -

HF, 3023 KHZ- 5680 KHZ
DUTIES OF PILOT-IN-COMMAND, INTERCEPTING A DISTRESS TRANSMISSION -
a. Acknowledge the distress transmission
b. Record the position of craft in distress if given

118
c. inform the appropriate ATS unit or search and rescue unit
d. At the pilot`s discretion, while awaiting instructions, proceed to the position
given in the transmission.

UNLAWFUL INTERFERENCE -
 An aircraft which is being subjected to unlawful interference shall
endeavor to notify appropriate ATS unit of this fact and the pilot-in-
command shall attempt to land as soon as practicable at the nearest
suitable aerodrome . other wise should attempt to continue flying on
assigned track and level at least until within radar airspace .

 If the aircraft must depart from its assigned level and track , without
being able to notify ATS , the pilot-in-command should , whenever
possible :
a. Attempt to broadcast warning on the VHF channel in use or the VHF
emergency frequency and other appropriate channels .
b. Set the transponder to mode A code 7500 .
c. Proceed at a level which differs from the normal IFR flight level by :
1. 150M (500FT) in an area where a vertical separation minimum of
300M(1,000FT) is applied (RVSM area) ; or
2. 300M (1,000FT) in an area where a vertical separation minimum of
600M(2,000FT) is applied (NON RVSM area) .

NOTE - The pilot of a hijacked passengers aircraft, as circumstances permits will

attempt to do :
a. Maintain a true air speed of no more than 400 knots,
b. preferably, maintain an altitude of between 10,000, and 25,000 ft.
c. Fly a course toward destination which the hijacker has announced.
COMMUNICATION -
 An aircraft operated as a controlled flight shall maintain continuous air-
ground voice communication watch on the appropriate communication
channel of , and establish two-way communication as necessary with ,
the appropriate air traffic control unit .

119
COMMUNICATION FAILURE -
 If in visual meteorological conditions , the aircraft continue to
fly in visual meteorological conditions, land at the nearest suitable
aerodrome, and report its arrival by the most expeditious means to the
appropriate air traffic services unit .

 If in instrument meteorological conditions and

consideration of the pilot of an IFR flight :
a. in non-radar airspace : maintain the last assigned speed and level , or
minimum flight altitude if higher , for a period of 20 minutes following the
aircraft`s failure to report its position over a compulsory reporting point and
thereafter adjust level and speed in accordance with the filed flight plan .

b. In radar service airspace : maintain the last assigned speed and

level , or minimum flight altitude if higher , for a period of 7 minutes
following :
1. The time the last assigned level or minimum flight altitude is reached , or
2. the time the transponder is set to 7600 , or
3. the aircraft`s failure to report its position over a compulsory reporting
point , whichever is later, and thereafter adjust level and speed in accordance
with the filed flight plan . then :
c. Proceed according to the current flight plan route to the appropriate
designated navigation aid or fix serving the destination aerodrome and, when
required (if earlier than EAT or filed ETA), hold over this aid or fix until
commencement of descent .

d. Commence descent from navigation aid or fix at, or as close as possible to

the expected approach time last received and acknowledged, or if no
expected approach time has been received and acknowledged, at, or as close
as possible to, the estimated time of arrival resulting from the current flight
plan .

e. Complete a normal instrument approach procedure as specified for the

designated navigation aid or fix, and

f. Land, if possible, within 30 minutes after the estimated time of arrival or

the last acknowledged expected approach time .

120
NOTE- The provision of air traffic control service to other flights operating in
the airspace concerned will be based on the premise that an aircraft
experiencing communication failure will comply the rules .
INTERCEPTION OF CIVIL AIRCRAFT -
 Principles to be observed by states :
a. Interception of civil aircraft will be undertaken only as a last resort ;
b. An interception will be limited to identify of the aircraft / return the
aircraft to its planned track / direct it beyond the boundaries of national
airspace / guide it away from a prohibited, restricted or danger area / instruct
it to a landing at a designated aerodrome;
c. Practice interception of civil aircraft will not be undertaken;
d. Navigation guidance and related information will be given to an intercepted
aircraft by radiotelephony .
e. The aerodrome designated for the landing is to be suitable and safe .

NOTE - ‟EVERY STATE MUST REFRAIN FROM RESORTING TO THE USE OF

WEAPON AGAINST CIVIL AIRCRAFT IN FLIGHT” .

ACTION BY INTERCEPTED AIRCRAFT -

 An aircraft which is intercepted by another aircraft shall immediately :
a. follow the instructions given by the intercepting aircraft ;
b. Notify, if possible , the appropriate air traffic services unit ;
c. Attempt to establish communication with the intercepting aircraft or
intercept control unit on frequency 121.5MHZ or 243.0 MHZ giving the
identity of the intercepted aircraft and the nature of the flight .
d. If equipped with SSR transponder, select mode A, code 7700, unless
otherwise instructed by the appropriate ATS unit .

MANOEUVRES FOR VISUAL IDENTIFICATION -

 Pilots of intercepting aircraft equipped with a SSR transponder suppress
the transmission of pressure-altitude information (mode C) within a range
of at least 37KM (20NM) , and ;
Phase I. Approach the intercepted aircraft from astern (behind) and should
normally take up a position on left / port (if meteorological conditions and
terrain permits) , slightly above and ahead of the intercepted aircraft, within

121
the field of view of the pilot of the intercepted aircraft, and initially not
closer than 300M .

Phase II. After speed and position have been established , if necessary , begin
closing in gently on the intercepted aircraft , at the same level , until no closer
than necessary to obtain the information needed .

Phase III. Upon completion of identification, intercepting aircraft should break

away gently from the intercepted aircraft in a shallow dive .

AIRPORT DIRECTORY

( Explanation of airport data-page 1 )

122
Airport hours of operation,
And, restrictions :
 H24 — Continuous operation
 HX — Irregular times (Explanation of airport data-page 2 )
 O/R — On Request
 O/T — Other times
 PNR — Prior Notice Required
 PPO — Prior Permission Only
 PPR — Prior Permission Required
 PTO — Part Time Operation
 ATND/SKD — Attended Schedule
 HJ – Sunrise to sunset
 HN – Sunset to sunrise

123
ACN/PCN SYSTEM -
 The ICAO introduced the ACN/PCN System as a method to classify pavement
bearing strength for aircraft with an All-up Mass of more than 12,500lbs
(5,700kg) .

ACN (Aircraft Classification Number) -

 A number expressing the relative effect of an aircraft provided by aircraft
manufacturers or ICAO on a pavement for a specified standard subgrade
category .

PCN (Pavement Classification Number) -

 A number expressing the bearing strength of a pavement determined and
reported by the appropriate authority for unrestricted operations .
NOTE - minor overloading operations are acceptable for flexible pavements by
aircraft with ACN not exceeding 10 per cent and rigid pavements not exceeding 5
per cent above the PCN .

EXPLANATION OF A GIVEN PCN AND ASSOCIATED NUMBER AND

ALPHABETS -
1) The Pavement Classification Number:
 The reported PCN indicates that an aircraft with an ACN equal to or less than
the reported PCN can operate on the pavement subject to any limitation on
the tire pressure.

2) The type of pavement:

R — Rigid F — Flexible

3) The subgrade strength category :

A — High B — Medium C — Low D — Ultra-low

4) The tire pressure category :

W — Unlimited, no pressure limit

X — High, limited to 1.75MPa (254psi)

Y — Medium, limited to 1.25MPa (181psi)

Z — Low, limited to 0.50MPa (73psi)

124
5) Pavement calculation method:
T — Technical evaluation
U — Using aircraft experience

(( ACN tables are available for all types of ICAO adopted civil aircraft )

125
(ICAO location identifiers belongs to any station in AFTN network )

126
 TERMINAL
VERTICAL DESCENT ANGLE REFERENCE TABLE-
 Vertical descent planning is a key component of the Constant Descent Final
Approach (CDFA) concept.

 When not otherwise included on an instrument approach chart, this

reference table provides a method to easily determine a vertical descent
angle with respect to a defined Height at the FAF (Above Ground Level – AGL)
and the Distance to the Runway Threshold (Nautical Miles – NM).

( Constant descent angle from FAF to threshold if not provided by other means )

127
(370 ft per nautical mile, equals to 925ft per minute with 150KTS groundspeed)

128
(A gradient of 4.2 % , equals to 681ft per minute with ground speed of 160 KNT)

129
( Airport elevation In Payam airport is 4,170ft which equals to 144hpa )

130
131