BELGIUM & LUXEMBOURG-1

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

EMERGENCY

FUEL JETTISONING

Release of fuel and lubricants over the territory of Bulgaria is absolutely forbidden. Fuel consumption can be done, if necessary, by means of flights in the established holding areas only.

1DAY - Rocking wings from a position in front and normally, to the left of intercepted aircraft and, after acknowledgment, a slow level turn, normally to the left, on to the desired course.

NIGHT - Same and, in addition, flashing navigational and, if available, landing lights at irregular intervals.

NOTE: Meteorological conditions or terrain may require the intercepting aircraft to take up a position in front and to the right of the intercepted aircraft and to make the subsequent turn to the right.

2DAY OR NIGHT - An abrupt break-away manoeuvre from the intercepted aircraft consisting of a climbing turn of 90 degrees or more without crossing the line of flight of the intercepted aircraft.

3DAY - Circling aerodrome, lowering landing gear and overflying runway in direction of landing.

NIGHT - Same and, in addition, showing steady landing lights.

MEANING

You have been intercepted. Follow me.

You may proceed.

Land at this aerodrome.

DAY OR NIGHT - Rocking Underwings stood, will

comply.

INTERCEPTING

Aircraft Responds

DAY or NIGHT - If it is desired that the intercepted aircraft follow the intercepting aircraft to an alternate aerodrome, the intercepting aircraft raises its landing gear prescribed for intercepting aircraft.

It is decided to release the intercepted aircraft, the intercepting aircraft uses the Series 2 signals prescribed for intercepting aircraft.

MEANING

Understood, follow me.

Understood, you may proceed.

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

As soon as it is known that two-way communication has failed, ATC shall maintain separation between the aircraft having the communication failure and other aircraft based on the assumption that the aircraft will operate in accordance with VMC or IMC.

Visual Meteorological Conditions

A controlled flight experiencing communication failure in VMC shall:

a)set transponder to Code 7600;

b)continue fly in VMC;

c)land at the nearest suitable aerodrome, and

d)report its arrival time by the most expeditious means to the appropriate ATS unit.

Instrument Meteorological Conditions

A controlled flight experiencing communication failure in IMC, or where it does not appear feasible to continue in VMC shall:

set transponder to code 7600;

b)maintain for a period of 7 minutes the last assigned speed and level or the minimum flight altitude, if the minimum flight altitude is higher than the assigned level. The period of 7 minutes commences:

1)if operating on a route without compulsory reporting points or if instructions have been received to omit position reports:

at the time the last assigned level or minimum flight altitude is reached, or at the time the transponder is set to Code 7600,

whichever is later, or

2)if operating on a route with compulsory reporting points and no instruction to omit position report has been received:

at the time the last assigned level or minimum flight altitude is reached, or at the previously reported pilot estimate for the compulsory reporting point, or

at the previously of a failed report

of position over a compulsory reporting point, whichever is later;

Note: The period of 7 min is to allow the necessary air traffic control and coordination measures.

thereafter, adjust level and speed in accordance with the filed flight plan;

Note: With regard to changes to level and speed, the filed flight plan, which is the flight plan as filed with an ATS unit by the pilot or a designated re presentative without

any subsequent changes, will be used.

according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude.

Note: With regard to the route to be flown or the time to begin descend to the arrival aerodrome, the current flight plan, which is the flight plan, including changes, if any, brought about by subsequent clearances, will be used.

b)proceed according to the current flight plan route to the appropriate designated navigation aid serving the destination airport and, when required to ensure compliance with para f) below, hold over this aid until commencement of descent.

c)commence descent from the navigational aid specified in para e) above 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 in the current flight plan;

d)complete a normal instrument approach procedure as specified for the designated navigation aid; and

e)land, if possible, within 30 minutes after the estimated time of arrival specified in para f) above or the last acknowledged expected approach time, whichever is later.

Note: Pilots are reminded that the aircraft may not be in an area of second

ary surveillance radar coverage.

TSPECIAL PROCEDURES FOR LARNACA AND PAPHOS AIRPORTS

In the radio failure procedures given below, the expression ’EAT’ will mean either an EAT given

by the appropriate ATC unit or the ETA over the holding point, if the pilot has been told ’No delay expected’.

a.Continue the flight in accordance with the current flight plan to the holding point at the aerodrome of first intended landing. Maintain the last acknowledged cruising level(s) for the portion of the route for which level(s) have been assigned, and thereafter maintain the cruising level(s) shown in the flight plan.

b.Arrange the flight so as to arrive over Larnaca or Pafos VOR, or NDB (if the VOR is unserviceable), as the case may be, as closely as possible to the ETA last acknowledged by ATC. If no ETA has been acknowledged, the pilot should use an ETA computed from the last acknoeledged position

In case of radio communication failure during a missed approach, climb to 3000ft according to the Missed Approach Procedure, maintain 3000ft and heading for three minutes, then turn left to Kastrup

VORDME "KAS" for a new approach.

COPENHAGEN (Kastrup) DEPARTURES

Without radar vectoring:

Climb to the flight level assigned to the SID. Maintain flight level until reaching the departure designation point (ASTOS, KEMAX, SIMEG, BALOX, BISTA MAXEL, TOBIS, DOBEL, SORGA, MIRGO or Nora VOR "NOA"), then climb to the requested flight level.

Under radar vectoring:

In case of radio failure while under radar vectoring, follow the assigned SID as fast as possible.

COPENHAGEN (Roskilde) ARRIVAL

In case of radio communication failure the latest received and acknowledged level shall be maintained to the appropriate holding pattern. Descend to 6000ft MSL in the holding pattern (if already at a lower altitude, maintain this altitude) and proceed to the holding pattern at Roskilde locator "RK". In Roskilde holding pattern descend and perform the final approach in accordance with the appropriate instrument approach procedure to the runway concerned.

Without radar vectoring:

In case of radio communication failure after departure, maintain the cleared level for three minutes and then climb to 4000ft MSL, or maintain the cleared level if higher. Maintain this level until the departure route point filed and then climb to the requested flight level.

Under radar vectoring:

In case of radio communication failure after departure, proceed in the most direct manner to the departure route filed and climb according to the above described procedure.

Flights remaining within Copenhagen area

Without radar vectoring:

In case of radio communication failure after departure, maintain the cleared level for three minutes and then continue in accordance with the current flight plan.

Under radar vectoring:

In case of radio communication failure after departure, proceed in the most direct manner to the route filed and climb according to the above described procedure.

END

GENERALICAO DIFF RENCES OR STATE SPECI L PROCEDURES

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

to the appropriate holding pattern. Descend to 6000ft MSL in the holding pattern (if already at a lower altitude, maintain this altitude) and proceed to the holding pattern at Roskilde locator “RK”. In Roskilde holding pattern descend and perform the final approach in accordance with the appropriate instrument approach procedure to the runway concerned.

COMMUNICATIONS FAILURE

See RADIO COMMUNICATION FAILURE PROCEDURES EUROPE, supplemented as follows:

ARRIVAL PROCEDURE FOR

COPENHAGEN (KASTRUP)

Fixed wing aircraft

In case of radio communication failure the last cleared and acknowledged level shall be maintained to the appropriate primary holding pattern. Descend to FL80 in the holding pattern. If already at a lower level, maintain that level until Kastrup VORDME ‘KAS’. From the primary holding pattern proceed via Sveda VORDME ‘SVD’, Alma VOR ‘ALM’, Codan VORDME ‘CDA’, Korsa VORDME ‘KOR’ or Trano VORDME ‘TNO’ direct to Kastrup VORDME and perform the appropriate instrument approach procedure.

If radio communication failure occur after passing over or abeam the primary holding fix (LUGAS, ROSBI, Sreda VORDME “SVD”, Alma VOR “ALM” and Codan VORDME “CDA”) proceed direct to Kastrup VORDME and continue descent to last cleared and acknowledged level or altitude and perform the appropriate instrument approach procedure.

MISSED APPROACH PROCEDURE FOR COPENHAGEN (KASTRUP)

In case of radio communication failure during a missed approach, climb to 3000ft according to the Missed Approach Procedure, maintain 3000ft and heading for three minutes, then turn left to Kastrup VORDME ‘KAS’ for a new approach.

DEPARTURE PROCEDURE FOR

COPENHAGEN (KASTRUP)

Without radar vectoring:

–Climb to the flight level assigned to the SID. Maintain flight level until reaching the departure designation point (ASTOS, KEMAX, SIMEG, BALOX, BISTA MAXEL, TOBIS, DOBEL, SORGA, MIRGO or Nora VOR ‘NOA’), then climb to the requested flight level.

Under radar vectoring:

–In case of radio failure while under radar vectoring, follow the assigned SID as fast as possible.

ARRIVAL PROCEDURE FOR

COPENHAGEN (ROSKILDE)

In case of radio communication failure the latest received and acknowledged level shall be maintained

DEPARTURE PROCEDURE FOR

COPENHAGEN (ROSKILDE)

Flights leaving Copenhagen area

Without radar vectoring:

–In case of radio communication failure after departure, maintain the cleared level for three minutes and then climb to 4000ft MSL, or maintain the cleared level if higher. Maintain this level until the departure route point filed and then climb to the requested flight level.

Under radar vectoring:

–In case of radio communication failure after departure, proceed in the most direct manner to the departure route filed and climb according to the above described procedure.

Flights remaining within Copenhagen area

Without radar vectoring:

–In case of radio communication failure after departure, maintain the cleared level for three minutes and then continue in accordance with the current flight plan.

Under radar vectoring:

–In case of radio communication failure after departure, proceed in the most direct manner to the route filed and climb according to the above described procedure.

DEPARTURE PROCEDURE FOR

VAERLOSE

Flights leaving Copenhagen area

Without radar vectoring:

–In case of radio communication failure after departure, maintain the cleared level for three minutes and then climb to 4000ft MSL, or maintain the cleared level if higher. Maintain this level until the departure route point filed and then climb to the requested flight level.

Under radar vectoring:

–In case of radio communication failure after departure, proceed in the most direct manner to the departure route filed and climb according to the above described procedure.

Flights remaining within Copenhagen area

Without radar vectoring:

–In case of radio communication failure after departure, maintain the cleared level for three minutes and then continue in accordance with the current flight plan.

GEICAO DIFF RENNECES OR STARATE SPECI LLPROCEDURES

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

BASIC PROCEDURE

VMC

When the flight is executed in Class “A” airspace the conditions of Class “B” will apply.

DIFFERENCES TO RADIO

COMMUNICATION FAILURE

PROCEDURES EUROPE

Para 6 of RADIO COMMUNICATION FAILURE PROCEDURES EUROPE changed as follows: The point to refer is the Initial Approach Fix (IAF) instead of the designated navigational aid as this fix is the published approach procedure reference point to be notified in the flight plan.

If communication failure occurred during the arrival phase (STAR), the approach procedure phase to an airport, or the departure phase from an airport (SID), the pilot will comply with the specific procedures published for that airport, if any.

LEAVING PROCEDURE

If unable to land at the airport of destination for any reason, the pilot shall leave TMA within 30 minutes and try to reach VMC applying appropriate procedure described under “TMA LEAVING PROCEDURE”.

Procedures for airports are listed under pertinent TMA name. (For cross-reference see below:)

COMMUNICATION FAILURE

PROCEDURE

AJACCIO TMA

Ajaccio (Campo Dell’Oro)

Leaving Procedure

Intercept and follow R-242 VORDME ‘AJO’ at 3000ft and try to reach VMC.

Arrival Procedure

Configuration HORRO:

–apply standard radio failure procedures.

–in case of a missed approach, climb to 3000ft, and apply TMA Leaving Procedure.

–apply standard radio failure procedures.

–in case of a missed approach, apply the PARATA circle-to-land procedure to 3000ft, and apply TMA Leaving Procedure.

Pilot does not know which configuration is in use:

–consider configuration HORRO to be in use. Then apply standard radio failure procedures (eventually a circle-to-land procedure will have to be performed if the wind observed by the pilot indicates that runway 20 is in use).

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Proceed in accordance with the assigned departure route and the last assigned flight level until TMA boundary (in case of radio failure during a radar vector departure rejoin, as early as possible, the assigned SID).

NOTE: In case the last assigned flight level is not compatible with the minimum safe altitude, the climb shall be carried out until reaching the cruising level.

Figari (Sud Corse)

Arrival Procedure

Pilot has information which runway is in use:

–Apply standard radio failure procedure using GALDA holding pattern (RWY 05) or MASAL holding pattern (RWY 23).

Pilot does not know which runway is in use:

–Consider runway 05 to be in use and apply standard radio failure procedure using GALDA holding pattern. (Eventually a circle-to-land procedure will have to be performed if the wind observed by the pilot indicates that RWY 23 is in use). In case of a missed approach apply published missed approach procedure and proceed to the alternate aerodrome.

Departure Procedure

Continue flight to the TMA boundary at the last assigned flight level or, if this level is not compatible with obstacles, at the minimum safe level. Thereafter continue climb to the cruising level.

BASLE-MULHOUSE TMA

Basle-Mulhouse

Arrival Procedure

After missed approach:

–In VMC: Try to effect a second landing. If this also fails, maintain VMC and apply Leaving Procedure.

–In IMC: Apply Leaving Procedure.

TMA Leaving Procedure

Intercept and follow R-264 VORDME ‘BLM’ at 4300ft to TMA boundary and try to reach VMC.

Bastia

Arrival Procedure

In case the pilot did not receive information on the runway-in-use he shall apply procedures published for RWY 34 (a circle-to-land procedure may be required if the wind observed by the pilot indicates RWY 16 in use).

In case of a missed approach carry out published missed approach procedure and commence a second approach. If the second attempt for landing fails, apply the TMA Leaving Procedure.

Leaving Procedure

Proceed on R-029 ‘BTA’ (track 029°) in order to seek VMC conditions again.

Departure Procedure

–In VMC: Inside TMA return for landing on the aerodrome. Otherwise follow IMC procedure.

–In IMC: Continue flight at the last assigned flight level to the TMA boundary and then climb to the cruising level indicated in the current flight plan.

NOTE: In case the last assigned flight level is not compatible with the minimum safe altitude, the climb shall be carried out until reaching the cruising level.

BERGERAC TMA

Bergerac

Arrival Procedure

In case of a missed approach carry out published missed approach procedure and commence a second approach.

Leaving Procedure

If the second attempt for landing also fails, leave the TMA by following SID VELIN 1W at the minimum safe level and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue flight to the TMA boundary at the last assigned flight level, thereafter continue climb to the cruising level.

BIARRITZ TMA

Biarritz

Leaving Procedure

In case of a missed approach apply published missed approach procedure and perform a second and last attempt to land. If unable to land, climb to 4500ft QNH, then clear TMA as follows:

–RWY 09: follow VORDME ‘BTZ’ R-042° and seek VMC.

–RWY 27: proceed on magnetic track 047° and seek VMC.

Departure Procedure

–In VMC: Return for landing on aerodrome or proceed to suitable AD.

–In IMC: Continue flight at the last assigned flight level to the TMA boundary and then climb to the cruising level indicated in the current flight plan.

BORDEAUX TMA

Bordeaux (Merignac)

Arrival Procedure

Pilot knows which runway is in use:

–RWY 23/05 and 29/11: Arrive at the last assigned flight level over ETPAR, VAGNA, LIBRU or DIRAX and descend to 5000ft. Thereafter carry out the instrument approach procedure in use for the runway-in-use.

Pilot does not know which runway is in use:

–Arrive at the last assigned flight level over ETPAR, VAGNA, LIBRU or DIRAX. Leave ETPAR, VAGNA, LIBRU or DIRAX for joining Lctr ‘BD’ at 3000ft and carry out the ILS approach procedure published for RWY 23 (a circle-to-land procedure may be required if the wind direction observed by the pilot indicates that a different runway is in use).

Leaving Procedure

If the second and last attempt for landing fails, clear the TMA via VORDME ‘BDX’ R-347 (mag. track 347°) and seek VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome or proceed to a suitable aerodrome.

–In IMC: Continue flight at the last assigned level to the Bordeaux TMA boundary and then climb to the cruising level indicated in the current flight plan.

Cognac (Chateaubernard)

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue flight at the last assigned level to the first reporting point then climb to the cruising level indicated in the current flight plan.

CAZAUX

Departure Procedure

Continue flight at the last assigned level to the Bordeaux TMA boundary and then climb to the cruising level indicated in the current flight plan.

If radio failure occurs during a radar departure and the last assigned heading leads to an authorized departure route, continue along this heading and join

the departure route, otherwise join an authorized departure route by most direct means.

BREST S/CTA

Brest

Arrival Procedure

In case of a missed approach carry out published missed approach procedure and commence a second approach. If the second attempt for landing fails, climb to FL50 following SID DIN 4W and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue flight until reaching TMA boundary following the SID at the last assigned flight level, or, if this is not compatible with existing obstructions, proceed at the minimum safe level. Then initiate climb to the cruising level indicated in the current flight plan.

CALVI TMA

Calvi

Arrival Procedure

Maintain the flight level indicated in the current flight plan or the flight level assigned by ATC in the clearance to ILROU Int and adhere to the following:

–up to FL100 proceed towards ILROU Int and comply with ICAO procedures,

–at FL110 and above, in case of thunderstorm conditions proceed to the alternate airport, in all other cases proceed to Calvi Lctr ‘CV’ and apply normal procedures by entering holding pattern over Lctr ‘CV’ if necessary. (MHA over Lctr ‘CV’ is 9400ft.)

Leaving Procedure

In case of a missed approach, a second approach shall not be attempted, but aircraft shall follow magnetic track 333°, intercept bearing 303° from Calvi Lctr ‘CV’ towards CALNO Int, leave TMA and try to reach VMC.

Departure Procedure

Proceed in accordance with the last received clearance maintaining the assigned flight level to the TMA boundary and thereafter climb to the cruising level indicated in the current flight plan.

CHAMBERY TMA

Annecy and Chambery Airports

Arrival Procedure

Taking into account the particularities of the approach procedures for Chambery and Annecy, Chambery Approach does not transmit an EAT, but an expected delay in holding to aircraft whose approach must be delayed.

–Follow or join the authorized arrival route, if not follow the nearest one.

–Join IAF at latest acknowledged assigned flight level if it is suitable for the holding pattern.

–Hold at this flight level until ETA plus expected waiting time (if it was transmitted by Approach and acknowledged by the pilot) plus 30 minutes.

–Then descend in holding pattern to 6500ft.

–Leave IAF to start approach procedure.

Procedure followed by a prescribed circle-to-land approach

Apply prescribed circle-to-land procedure then divert to the alternate airport foreseen in flight plan climbing to the minimum enroute safe altitude.

CLERMONT-FERRAND TMA

Clermont-Ferrand

Arrival Procedure

Join or follow the nearest authorized STAR. Proceed to the IAF at the last assigned and acknowledged flight level, if usable in the holding pattern, or failing this, at the highest flight level of the holding pattern. Perform the holding pattern at this altitude until the EAT or 10 minutes after entering holding, then descend, in holding, to the lowest level of the pattern. Depart the IAF and perform the approach procedure. If unable to land, perform the published missed approach and execute a second approach.

Leaving Procedure

If the second attempt for landing fails, divert to the flight planned alternate and climb to the minimum safe enroute altitude.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue the flight to the TMA boundary adhering to the SID at the last assigned flight level, and thereafter, climb to the cruising level.

NOTE: In case the last assigned flight level is not compatible with the minimum safe altitude, continue climbing to the cruising level.

Vichy

Same procedures as under Clermont-Ferrand.

DEAUVILLE TMA

Caen (Carpiquet)

Arrival Procedure

See under Deauville.

Leaving Procedure

Departure Procedure

See under Deauville.

Cherbourg (Maupertus)

Arrival Procedure

In case the pilot did not receive information on the runway-in-use he shall apply procedures published for RWY 28 (a circle-to-land procedure may be required if the wind observed by the pilot indicates RWY 10 in use).

In case of a missed approach carry out published missed approach procedure and commence a second approach. If the second attempt for landing fails, follow the Leaving Procedure.

Leaving Procedure

Follow SID CAN 4M maintaining 2000ft maximum until MARKU. Then climb to FL50 and try to reach VMC.

Departure Procedure

See under Deauville.

Deauville

Arrival Procedure

In case of a missed approach apply the published missed approach procedure and perform a second attempt to land. If the second approach for landing fails, follow the Leaving Procedure.

Leaving Procedure

Follow the appropriate SID to Caen VOR ‘CAN’ maintaining 2000ft until intercepting the inbound radial to ‘CAN’. Then climb to FL50 to ‘CAN’ and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue flight until reaching TMA boundary following the SID at the last assigned flight level, or, if this is not compatible with existing obstructions, proceed at the minimum safe level. Then initiate climb to the cruising level indicated in the current flight plan.

Le Havre (Octeville)

Arrival Procedure

See under Deauville.

Leaving Procedure

See under Deauville.

Departure Procedure

See under Deauville.

Dinard

Arrival Procedure

In case the pilot did not receive information on the runway-in-use he shall apply procedures published for RWY 35 (a circle-to-land procedure may be required if the wind observed by the pilot indicates RWY 17 in use).

In case of a missed approach carry out published missed approach procedure and commence a second approach. If the second attempt for landing fails, leave the TMA at 3000ft and try to reach VMC.

Departure Procedure

Continue your flight to the TMA boundary at the last assigned flight level, or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Then climb to the cruising level indicated in the current flight plan.

Calais-Dunkerque

Leaving Procedure

If the second approach for landing fails, leave the TMA along SID ‘TRACA 2G’ or ‘TRACA 2J’ according to the RWY-in-use, intercept Cambrai VORTAC ‘CMB’ R-312 (magnetic track 132°), continue climb to FL50 towards ‘CMB’ and try to reach VMC.

Departure Procedure

See under Lille (Lesquin).

Lille (Lesquin)

Arrival Procedure

In case of a missed approach, climb straight ahead on runway axis. At 2000ft, but not before 7.5 DME ‘LEQ’, turn left and proceed to Lctr ‘LL’ climbing to 3000ft and attempt a new approach within the next 15 minutes.

LANNION TMA

Lannion

Arrival Procedure

In case of a missed approach, follow the published missed approach procedure and perform a new approach within the following 15 minutes.

Leaving Procedure

If the second attempt for landing fails, climb to FL50 on SID DIN 2X and try to reach VMC.

Departure Procedure

Continue your flight to the S/CTA limit at the last assigned flight level, or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Then climb to the cruising level indicated in the current flight plan.

LA ROCHELLE TMA

La Rochelle

Leaving Procedure

If, after a repeated approach procedure, a landing proves to be impossible, climb to 2000ft, leave the TMA:

–from La Rochelle (Il De Re) along magnetic track 348° towards VORDME ‘NTS’;

Departure Procedure

Continue flight until reaching TMA boundary at the flight level last assigned, then climb to the cruising level indicated in the flight plan.

Leaving Procedure

If the second approach for landing fails, climb to 3000ft in accordance with SID CMB 2X or CMB 2E to intercept Cambrai VORTAC ‘CMB’ R-312 (magnetic track 132°), continue climb to FL50 towards ‘CMB’ and try to reach VMC.

Departure Procedure

Continue flight until reaching TMA boundary at the last assigned flight level, or, if this is not compatible with existing obstructions, proceed at the minimum safe level. Then initiate climb to the cruising level indicated in the current flight plan.

Merville (Calonne)

Leaving Procedure

If the second approach for landing fails, climb to 3000ft in accordance with SID CMB 7N or CMB 7S to intercept Cambrai VORTAC ‘CMB’ R-312 (magnetic track 132°), continue climb to FL50 towards ‘CMB’ and try to reach VMC.

Departure Procedure

See under Lille (Lesquin).

Le Touquet (Paris-Plage)

Arrival Procedure

In case of a missed approach apply the published missed approach procedure and perform a second attempt to land.

Leaving Procedure

If the second approach for landing fails, depart TMA in accordance with SID ABB 1Y or ABB 1Z, continue climb to FL50 to Abbeville VOR ‘ABB’ and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue flight to the TMA boundary at the last assigned flight level, or first available minimum safe level, whichever is higher. Then climb to the cruising level indicated in the flight plan.

LIMOGES TMA

Limoges

Arrival Procedure

Join or follow the nearest authorized STAR. Proceed to the IAF at the last assigned and acknowledged flight level, if usable in the holding pattern, or failing this, at the highest flight level of the holding pattern. Perform the holding pattern at this altitude until the EAT or 10 minutes after entering holding, then descend, in holding, to FL noted on IAC in accordance with procedure in use. Leave the IAF and perform the approach procedure. Pilot does not know which rwy is in use: Consider runway 22 to be in use (eventually a circle-to-land procedure will have to be performed if the wind observed by the pilot indicates that runway 04 is in use). In case of a missed approach apply published missed approach procedure and proceed to the alternate aerodrome.

Departure Procedure

Continue flight until reaching TMA boundary at the flight level last assigned, and then climb to the cruising level indicated in the flight plan.

LYON TMA

Lyon (Saint Exupery) and Lyon (Bron)

Arrival Procedure

Join or follow the nearest authorized STAR. Proceed to the IAF at the last assigned and acknowledged flight level, if usable in the holding pattern, or failing this, at the highest flight level of the holding pattern. Perform the holding pattern at this altitude until the EAT or 10 minutes after entering holding, then descend, in holding, to FL noted on IAC in accordance with procedure in use. Leave the IAF and perform the approach procedure. If unable to land, perform the published missed approach and execute a second approach.

Leaving Procedure

If the second attempt for landing fails, divert to the flight planned alternate and climb to the minimum safe enroute altitude.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue the flight to the TMA boundary adhering to the SID at the last assigned flight level, and thereafter, climb to the flight level of the current flight plan.

In case the last assigned flight level is not compatible with the minimum safe altitude, continue climbing to the cruising level.

NOTE: Departure to RISOR, at PENAR climb to FL150.

Bourg (Ceyzeriat)

Same procedure as under Lyon (Saint Exupery) and Lyon (Bron).

Grenoble (St Geoirs)

Same procedure as under Lyon (Saint Exupery) and Lyon (Bron).

St. Etienne (Boutheon)

Same procedure as under Lyon (Saint Exupery) and Lyon (Bron). Exception: Descend in the holding stack towards FL070.

Valence (Chabeuil)

Same procedure as under Lyon (Saint Exupery) and Lyon (Bron). Exception: Descend in the holding stack towards FL070.

Villefranche (Tarare)

Same procedure as under Lyon (Saint Exupery) and Lyon (Bron).

MARSEILLE/PROVENCE TMA

Marseille/Provence

Arrival Procedure

In case the pilot does not have knowledge of the runway-in-use carry out instrument approach procedure for RWY 14. (Eventually a circle-to-land procedure will have to be performed if the wind observed by the pilot indicates that RWY 32 is in use.)

In case of a missed approach carry out published missed approach procedure and commence a second approach. If also the second attempt for landing fails, apply the TMA Leaving Procedure.

RADAR REGULATION ZONE

–Aircraft having received an approach clearance shall execute approach procedure as cleared.

–Aircraft which have not yet received an approach clearance shall proceed to CALAN Int, BORGO Int or Avignon VOR ‘AVN’ depending on the runway in use and apply standard radio failure procedure. When using CALAN or BORGO, maintain the last assigned flight level, or climb to 3500ft if the last assigned altitude is below 3500ft. When using ‘AVN’, maintain the last assigned flight level, or climb to FL70 if the last assigned altitude is below FL70.

–When after a missed approach also a second approach for landing fails, the TMA Leaving Procedure shall be applied.

Leave the TMA by proceeding along R-249 of Martigues VORDME ‘MTG’ (mag track 249°) at a maximum altitude of 4000ft and try to reach VMC in the West. (Cross ‘MTG’ at 2500ft.)

Departure Procedure

Proceed in accordance with the assigned departure route. (In case of radio failure during a radar vectored departure rejoin, as early as possible, the assigned SID.)

Continue the flight to the boundary of the zone delegated to approach control climbing to the flight level specified in the SID or last assigned (in case the last assigned flight level is incompatible with the minimum safe level, climb to FL80), thereafter climb to the flight level indicated in the current flight plan.

NOTE: Departures from RWY 32 towards the South-West, South or South-East shall maintain 2500ft (or the last assigned FL) until Martigues ‘MTG’ 13 DME fix, then climb to and maintain FL80 to the boundary of the zone delegated to approach control. Thereafter climb to the flight level indicated in the current flight plan.

Avignon (Caumont)

Leaving Procedure

Continue flight until reaching TMA boundary at the last assigned flight level, then climb to the cruising level indicated in the current flight plan.

NOTE: If for departures via MAZET Int or LOGIS towards AWY G701 the last assigned flight level is not compatible with safety maintain the minimum safe level until reaching Marseille VORDME ‘MJ’, or OXIDO thereafter climb to the cruising level indicated in the current flight plan.

Istres-Le-Tube

Departure Procedure

Departure LUC 7D:

–Proceed on R-178 of Istres TACAN ‘ITR’ (magnetic track 178°) to 13 DME ‘ITR’ climbing to 2500ft. At 13 DME ‘ITR’ turn left to Martigues

VORDME ‘MTG’. From ‘MTG’ proceed on R-088 (magnetic track 088°) towards TRETS Int climbing and maintaining FL110 to the boundary of the zone delegated to approach control. Thereafter climb towards Le Luc VORDME ‘VCP’ to the flight level indicated in the current flight plan.

Other departures:

–Proceed in accordance with the assigned departure route. (In case of radio failure during a radar vectored departure rejoin, as early as possible, the assigned SID). Climb in accordance with the flight levels indicated in the SID (disregarding the SID wording “when instructed by Provence APP”) or the last assigned flight level to the boundary of the zone delegated to approach control. Thereafter climb to the flight level indicated in the current flight plan.

Montpellier/Mediterranee

Arrival Procedure

Apply standard radio failure procedure whereby the expected approach time is considered to be the time of overflying ESPIG Int.

In case of a missed approach carry out published missed approach procedure to ESPIG Int for commencing a second approach from this point.

Leaving Procedure

If also the second attempt for landing fails, leave the TMA on R-244 (magnetic track 244°) of VORDME ‘FJR’ until reaching 12 DME, then follow magnetic track 180° and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue flight in accordance with the departure route and the last assigned flight level until reaching 10 DME ‘FJR’, thereafter continue climb to the cruising level.

Beziers (Vias)

Arrival Procedure

In case of a missed approach carry out published missed approach procedure to MEIZE. Turn right to NDB ‘ZR’ at 3000ft and commence a second approach.

RADAR REGULATION ZONE

–If communication failure occurs before the IAF, rejoin the STAR and follow the standard procedure;

–If communication failure occurs during the approach phase, continue the approach.

Leaving Procedure

If a second attempt for landing fails, leave the TMA on magnetic track 180° and try to reach VMC.

NANTES TMA

Nantes/Atlantique

Arrival Procedure

In case the pilot does not have knowledge of the runway-in-use carry out instrument approach procedure for RWY 03 (a circle-to-land procedure may be required if the wind observed by the pilot indicates that RWY 21 is in use).

Leaving Procedure

In case of a missed approach, carry out published missed approach procedure and commence a second approach. If the second attempt for landing fails, follow the published missed approach procedure, then leave the TMA at 3000ft and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

St. Nazaire (Montoir)

Arrival Procedure

Apply standard radio failure procedure with the understanding that, if no expected approach time has been transmitted the estimated time of reaching Locator ‘MT’ plus 5 minutes shall be used instead.

In case of missed approach: See under Nantes/Atlantique.

Departure Procedure

See under Nantes/Atlantique.

NICE TMA

Nice (Cote d’Azur) and Cannes (Mandelieu)

Arrival Procedure

Follow the authorized arrival route. In case of radar guidance, proceed to the initial STAR.

–observe the published flight level and speed requirements;

–proceed to the IAF at the last assigned and acknowledged flight level, if this level is available in the holding pattern, otherwise the highest level in the holding;

–stay in the holding at this level until the latest time of the following:

•EAT,

•Arrival time in the holding pattern plus 10 minutes;

–then descent in the holding pattern to FL80 (IAF MUS) or FL60 (IAF NERAS);

–leave the IAF at this level to perform the known or estimated approach procedure until landing.

Leaving Procedure

Carry out the missed approach procedure to NERAS to execute another approach.

Carry out missed approach to NERAS, then leave NICE TMA at 3000ft on R-119 ‘AZR’ and try to reach VMC over the Mediterranean Sea.

Departure Procedure

–In VMC: Within TMA return for landing on the aerodrome.

–In IMC: Continue SID and comply with the specified requirements, maintaining the assigned level until leaving the TMA. Thereafter, continue according to the current flight plan.

NOTE: In the case the last assigned level is not consistent with the minimum safe altitude, climb to the cruising level.

ORLEANS TMA

Orleans (Bricy)

Arrival Procedure

Proceed to NDB ‘OAN’ at last assigned flight level and, if required, hold there at this level. Commence descent over NDB ‘OAN’ to the transition altitude no earlier than the ETA and perform an NDB approach within 20 minutes calculated from the ETA over ‘OAN’.

Leaving Procedure

After missed approach climb straight ahead. At 800ft or the MAP, whichever is later, turn left towards NDB ‘OAN’ and climb to 2000ft increasing speed in straight and level flight after reaching 2000ft. Thereafter proceed to the alternate indicated in the flight plan and climb to FL50.

Departure Procedure

Continue to the S/CTA reporting point in accordance with ATC instructions last received and acknowledged, then continue in accordance with the current flight plan.

PARIS TMA

Paris (Charles-de-Gaulle), Paris (Orly), Paris (Le Bourget), Toussus-Le-Noble and Villacoublay (Velizy)

Arrival Procedure

Follow the authorized arrival route. In case of radar guidance, proceed to the initial STAR.

–observe the published flight level and speed requirements;

–proceed to the IAF at the last assigned and acknowledged flight level, if this level is available in the holding pattern, otherwise the highest level in the holding;

–stay in the holding at this level until the latest time of the following:

•EAT,

•Arrival time in the holding pattern plus 10 minutes;

–then descent in holding pattern to the specified level for beginning the initial approach;

–leave the IAF at this level to perform the known or estimated approach procedure until landing.

Departure Procedure

Adhere to the departure route and the assigned levels until the specified point on the respective SID (see below), then continue the flight in accordance with the current flight plan.

Specified points on SIDs are as follows:

–Paris (Charles-de-Gaulle) & Paris (Le Bourget): 28 DME ‘PGS’ or ‘CGN’.

–Paris (Orly): 40 DME ‘OL’.

–Toussus-Le Noble: 40 DME ‘OL’.

–Villacoublay (Velizy): 40 DME ‘OL’.

In case of a ‘POGO’ departure

–from Paris (Charles-de-Gaulle) or Paris (Le Bourget) to Paris (Orly), Villacoublay (Velizy), Toussus-Le Noble, Beauvais (Tille)

–from Paris (Orly) to Paris (Le Bourget) or Paris (Charles-de-Gaulle)

–from Paris (Charles-de-Gaulle) to Paris (Le Bourget)

continue on the ‘POGO’ route maintaining the last assigned altitude until starting descent.

Beauvais (Tille)

Arrival Procedure

Same procedures as under Paris.

Pontoise (Cormeilles-en-Vexin)

Arrival Procedure

Same procedures as under Paris (Le Bourget).

Departure Procedure

Adhere to the departure route and the assigned levels until the TMA boundary, or the specified point on the respective RNAV SID for Paris (Le Bourget), then continue the flight in accordance with the current flight plan.

In case of ‘POGO’ departures, continue on the ‘POGO’ route maintaining the last assigned altitude until starting descent.

Toussus-Le Noble

Same procedures as under Paris.

Villacoublay (Velizy)

Same procedures as under Paris.

Departure Procedure

Follow last instructions received:

–to Montdidier VOR ‘MTD’ and Abbeville VOR ‘ABB’: from the TMA boundary follow the route as stated in the current flight plan.

–other departures: follow the instructions as laid down in the SID.

Creil

Arrival Procedure

Same procedures as under Paris.

Departure Procedure

Adhere to the departure route and the assigned levels until 25 DME ‘CRL’ (40 DME ‘OL’ on SID LE BOURGET), then continue the flight in accordance with the current flight plan.

Melun (Villaroche)

Arrival Procedure

Same procedures as under Paris.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: apply SID and its climbing specifications, then apply standard radio failure procedures.

In case of ‘POGO’ departures

–In VMC before Melun CTR limits, return for landing on the aerodrome.

–In IMC or in VMC after the Melun and Seine CTR limits, continue according to the last acknowledged assigned flight level and join the arrival procedure of the destination airport avoiding prohibited area LF(P)-23.

PERPIGNAN TMA

Perpignan (Rivesaltes)

Arrival Procedure

Apply standard radio failure procedure. In case of a missed approach carry out published missed approach procedure to LANET Int for commencing a second approach from this point.

Leaving Procedure

If the second approach for landing fails, leave the TMA on R-045 (magnetic track 045°) of VORDME ‘PPG’ and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

POITIERS TMA

Chateauroux (Deols)

Arrival Procedure

Apply standard radio failure procedures.

The expected approach time is considered to be the time at which the aircraft commences the initial approach.

Leaving Procedure

If the second attempt for landing fails, leave the TMA along SID SOPIL 3G, climb to the first available minimum safe altitude and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

Poitiers (Biard)

Arrival Procedure

See under Chateauroux (Deols).

Leaving Procedure

If the second attempt for landing fails, leave the TMA along Poitiers VOR ‘POI’ R-272, climb to 3500ft and try to reach VMC.

Departure Procedure

See under Chateauroux (Deols).

PYRENEES TMA

Pyrenees

Apply standard radio failure procedures.

In case of a missed approach, carry out a new approach procedure within the next 15 minutes.

Leaving Procedure

If the second approach for landing fails, climb to 3000ft, follow SID ARE3J towards ‘ARE’ to clear the TMA, and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

Arrival Procedure

Follow the authorized arrival route. In case of radar guidance, proceed to the initial STAR.

–observe the published flight level and speed requirements;

–proceed to the IAF at the last assigned and acknowledged flight level, if this level is available in the holding pattern, otherwise the highest level in the holding;

–stay in the holding at this level until the latest time of the following:

•EAT,

•Arrival time in the holding pattern plus 10 minutes;

–then descent in the holding pattern to 3000ft;

–leave the IAF at this level to perform the known or estimated approach procedure until landing.

Leaving Procedure

If the second attempt for landing fails divert towards aerodrome stated in flight plan and climbing to the minimum safe enroute altitude.

Departure Procedure

–In VMC: Return for landing on the departure aerodrome or continue towards an appropriate aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with the minimum safe altitude, continue climb up to the cruising level. Thereafter, continue according to the current flight plan.

RENNES TMA

Rennes (St Jacques)

Arrival Procedure

In case the pilot does not have knowledge of the runway-in-use carry out instrument approach procedure for RWY 28 (eventually followed by a cir- cle-to-land procedure if the wind observed by the pilot indicates that RWY 10 is in use).

In case of missed approach, follow published missed approach procedure and perform another approach.

Leaving Procedure

If the second approach for landing fails, climb to 3000ft on SID ARE 2T or ARE 2V. When established on R-286 of VOR ‘RNE’ (magnetic track 286°), climb to FL40 towards VOR ‘ARE’ and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

RODEZ TMA

Rodez (Marcillac)

Arrival Procedure

Follow the authorized arrival route. In case of radar guidance, proceed to the initial STAR.

–proceed to the IAF at the last assigned and acknowledged flight level, if this level is available in the holding pattern, otherwise the highest level in the holding;

–stay in the holding at this level until the latest time of the following:

•EAT,

•Arrival time in the holding pattern plus 10 minutes;

–then decent in the holding pattern.

–leave the IAF at this level to perform the known or estimated approach procedure until landing.

In case the pilot does not know the runway-in-use, comply with the published approach procedure for RWY 31 (a circle-to-land procedure may be required if the wind observed by the pilot indicates that RWY 13 is in use).

If landing is impossible during the regulation time, follow the leaving procedure.

Leaving Procedure

Divert towards aerodrome stated in flight plan complying with a suitable SID or omnidirectional departure climbing to the minimum safe enroute altitude.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

ROUEN TMA

Rouen/Vallee de Seine

Leaving Procedure

If the second attempt for landing fails, climb to 3200ft, leave the CTR and TMA via ELBOX-L’Aigle VOR ‘LGL’ and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA or CTR boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

STRASBOURG TMA

Strasbourg (Entzheim)

Arrival Procedure

In case the pilot does not have knowledge of the runway-in-use carry out instrument approach procedure for RWY 23. (Eventually a circle-to-land procedure will have to be performed if the wind observed by the pilot indicates that RWY 05 is in use.)

Leaving Procedure

If the second approach fails leave the TMA along SID BERUG 7J (in case of RWY 05) or along SID

POGOL 7H (in case of RWY 23) climbing to FL90 and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

ST. YAN TMA

St. Yan

Leaving Procedure

If the second approach for landing fails follow SID LESPI 4N or 4S depending on the runway-in-use and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

TOULON TMA

Hyeres (Le Palyvestre)

Arrival Procedure

Proceed initially to NDB ‘TLN’ and thereafter to the alternate aerodrome.

TOULOUSE TMA

Agen

Arrival Procedure

Join or follow the STAR assigned or the very next one by default. Proceed to the IAF at the last assigned and acknowledged flight level, if usable in the holding pattern, or failing this, at the highest flight level of the holding pattern. Perform the holding pattern at this altitude until the EAT or 10 minutes after entering holding, then descend. Depart the IAF and perform the approach procedure according to the standard procedure for the runway in use.

In case the pilot does not know the runway-in-use, comply with the published approach procedure followed by a circle-to-land, if required.

Radio failure followed by a missed approach: if landing is impossible during the regulation time, follow the leaving procedure.

Leaving Procedure

Same procedure as under Toulouse.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

Toulouse

Arrival Procedure

TOULOUSE (BLAGNAC)

Join or follow the STAR assigned or the very next one by default. Proceed to the IAF (see Special Cases) at the last assigned and acknowledged flight level, if usable in the holding pattern, or failing this, at the highest flight level of the holding pattern. Perform the holding pattern at this altitude until the EAT or 10 minutes after entering holding, then descend, in holding, to FL80. Depart the IAF (see Special Cases) and perform the approach procedure.

In case the pilot does not know the runway-in-use, comply with the published approach procedure for RWY 14 (a circle-to-land procedure may be required if the wind observed by the pilot indicates that RWY 32 is in use).

Radio failure followed by a missed approach: if landing is impossible during the regulation time, follow the leaving procedure.

TOULOUSE (FRANCAZAL) AND MURET (L’HERM)

Join or follow the STAR assigned or the very next one by default. Proceed to the IAF at the last assigned and acknowledged flight level, if usable in the holding pattern, or failing this, at the highest flight level of the holding pattern. Perform the holding pattern at this altitude until the EAT or 10 minutes after entering holding, then descend, in holding, to FL80. Depart the IAF and perform the approach procedure for RWY 12 (a circle-to-land procedure may be required if the wind observed by the pilot indicates that RWY 30 is in use).

Radio failure followed by a missed approach: if landing is impossible during the regulation time, follow the leaving procedure.

Special Cases

Arrivals from ASPET, TAN, TBO continue to SURAS at the last assigned flight level.

Leaving Procedure

Divert to the flight planned alternate complying with a suitable SID or omnidirectional departure climbing to the minimum safe enroute altitude, or to FL70 for airports located within the lateral limits of the TMA.

Departure Procedure

–In VMC: Return for landing on the aerodrome using circuit East of aerodrome.

–In IMC: Continue flight to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitute. Thereafter, continue according to the current flight plan.

Albi (Le Sequestre), Carcassonne (Salvaza) and

Castres (Mazamet)

Arrival Procedure

Join or follow the STAR assigned or the very next one by default. Proceed to the IAF at the last assigned and acknowledged flight level, if usable in the holding pattern, or failing this, at the highest flight level of the holding pattern. Perform the holding pattern at this altitude until the EAT or 10 minutes after entering holding, then descend. Depart the IAF and perform the approach procedure according to the standard procedure for the runway in use.

In case the pilot does not know the runway-in-use, comply with the published approach procedure followed by a circle-to-land, if required.

Radio failure followed by a missed approach: if landing is impossible during the regulation time, follow the leaving procedure.

Leaving Procedure

Same procedure as under Toulouse.

Departure Procedure

Same procedure as under Toulouse.

TROYES TMA

Troyes (Barbery)

Leaving Procedure

Leave the TMA along departure route via VOR ‘TRO’ to NDB ‘AX’ at the minimum safe level and try to reach VMC.

Departure Procedure

–In VMC: Return for landing on the aerodrome.

–In IMC: Continue SID to the TMA boundary at the last assigned flight level or, if this is not compatible with obstacles in the vicinity, proceed at the minimum safe altitude. Thereafter, continue according to the current flight plan.

GENERALICAO DIFF RENCES OR STATE SPECI L PROCEDURES

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

For flights subject to ATC, it is absolutely necessary, after changing frequency, to establish radio-telepho- ny contact immediately with the responsible ATC on the prescribed frequency. If this is not successful, an attempt shall be made to try to establish radio telephony contact on other radio frequencies established for the flight route. If this is not successful, the pilot-in-command shall endeavor to make radio-tele- phony contact with other aeronautical stations or aircraft. If radio telephony contact cannot be established with the responsible ATC in this way either, the pilot-in-command shall follow the procedures for radio communication failure as described on EMERGENCY RADIO COMMUNICATION FAILURE PROCEDURE EUROPE.

EMERGENCY RADIO COMMUNICATION FAILURE PROCEDURE EUROPE, Instrument Meteorological Conditions.

The route segments depicted in the flight plan for approaches or holding procedures for training purposes, for which a special ATC clearance has not yet been issued, are - in case of radio communications failure - no longer part of the current flight plan.

In VMC:

IFR flights in VMC, see EMERGENCY RADIO COMMUNICATION FAILURE PROCEDURE EUROPE, supplemented as follows:

Follow IMC procedures.

VFR flights in VMC shall adhere to the following exceptions:

a.If the continuation of the flight does not appear advisable or is not possible:

–switch transponder to code 7600

–continue flight in VMC

–land at the nearest suitable aerodrome, and

–report the termination of the flight immediately to the competent ATC unit.

Attention is drawn here expressly to the fact that if the rules of conduct described above are not followed, the cost of interception, which may become necessary, can be charged to the pilot-in-command and/or the airline concerned.

In IMC follow procedures as described on EMERGENCY RADIO COMMUNICATION FAILURE PROCEDURE EUROPE, supplemented as follows:

The pilot shall fly to the alternate aerodrome if a landing cannot be performed.

If, due to safety or urgent operational reasons, it seems inadvisable to the pilot to continue to the original destination aerodrome, he may divert to another aerodrome which seems suitable to him. In this case, he shall fly on a published routing to an initial approach fix for this aerodrome and follow the additional procedures shown on EMERGENCY RADIO COMMUNICATION FAILURE PROCEDURE EUROPE, Instrument Meteorological Conditions.

NOTE: If, for any reason, pilots of singleor dou- ble-seated jet aircraft are unable to adhere to the procedures of observing the period of 7 minutes, they shall set the transponder to Code 7700 and follow the procedures below.

If for meteorological reasons the pilot of a singleor double-seated jet-aircraft is unable to adhere to the IFR procedures described on EMERGENCY RADIO COMMUNICATION FAILURE PROCEDURE EUROPE and is flying in VMC, the transponder shall be set to Code 7700 and Class “C” airspace shall be vacated as soon as possible, observing the visual flight rules. Thereafter, if no further emergency has occurred, the pilot shall reset his transponder to Code 7600 and shall continue according to the procedures for flights in VMC.

If a pilot conducting an IFR/VFR flight reaches his clearance limit and is unable to continue his flight as intended in compliance with the weather minima established according to para 28 of the German Aviation Regulation, he shall proceed in accordance with

b.An aircraft may only enter a control zone if the pilot has previously received a corresponding ATC clearance or if, due to flight operational reasons, a landing at an aerodrome within the control zone is unavoidable.

c.Pilot shall avoid Class “C” airspace below FL 100 or Class “D” airspace (not Control Zone) irrespective or whether he has already received an entry clearance.

Within Class “C” airspace below FL100 or Class “D” airspace (not Control Zone) continue flight in accordance with received and acknowledged ATC clearance, or if not possible, leave this airspace on the shortest route, observing the prescribed visual flight rules.

Within Class “C” airspace at or above FL100, leave this airspace by the shortest route observing the visual flight rules.

d.If on a flight with a change from IFR to VFR and the clearance limit is reached, and continuation of flight is in accordance with the prescribed minima, continue flight as prescribed under IMC (see EMERGENCY RADIO COMMUNICATION FAILURE PROCEDURE EUROPE).

e.Route segments indicated in the flight plan for training approaches or training holding procedures, for which a special ATC clearance has not yet been issued are no longer part of the current flight plan.

RADAR VECTORED AIRCRAFT

If a pilot under radar control is being vectored away - without limitation as to time or geographical reference - from the route last confirmed by him and is experiencing radio communication failure, he shall set the SSR radio failure code and return on the shortest way to the route according to the current flight plan.

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

"! See EMERGENCY PAGE E-22, and supplemented as follows:

ATHENS TMA

Aircraft under Radar Control

In the event of radio failure and in the absence of previous ATC instructions, the pilot should, if unable to execute a visual approach:

-continue by own navigational means, to execute the approach he was vectored for, or

-when vectored to execute a visual approach to Athens or to Elefsis airport, proceed directly to Aigina NDB "EGN", maintaining the last assigned altitude, if it is higher or equal to 4000ft, and execute one of the instrument approach procedures, as appropriate,

without delay.

Aircraft below 4000ft must proceed to "EGN" NDB making an initial climbing turn to 4000 ft, taking into account high terrain and obstacles in the vicinity of the airport.

RODOS (DIAGORAS) TMA

In the event of radio failure and in the absence of previous ATC instructions, the pilot should, if unable to execute a visual approach, continue by his own navigational means to execute the instrument approach, he was vectored for. If he was vectored for a visual approach to runway 07 or 25, and is still in IMC, he should proceed by his own navigational means to ‘RDS’ VORDME maintaining the last assigned altitude, if higher or equal to 6000ft, execute the instrument approach for the runway-in-use.

Note: Aircraft below 6000ft must proceed to ‘RDS’ VORDME, making an initial climbing turn to 6000ft, taking in account high terrain and obstaclesd in the vicinity of the airport.

THESSALONIKI (MAKEDONIA) TMA

Climb or descent either after departure, enroute or at the arrival phase at a rate not exceeding 2000ft/min.

Arrange the flight so as to arrive over the most desirable navigational aid, serving the airport of intended landing at or as closely as possible to the time of arrival resulting from the current

FPL.

If unable to land at destination, consider the case as emergency, and handle it on ad hoc basis.

IRAKLION (N. KAZANTZAKIS) TMA

In the event of radio failure, and in absence of alternative ATC instructions the pilot-in-com- mand shall:

a) if unable to execute a visual approach, continue by its own navigational means to execute the instrument approach he was vectored for;

b) in case he was vectored for a visual approach and still in IMC, he should proceed, by his own navigational means to ‘IRA’ VORDME maintaining the last assigned altitude if higher or equal to 6000ft then proceed to

GONSO at 3000ft and execute instrument approach to Rwy 27 or as appropriate for the runway-in-use.

If the last assigned altitude was below 6000ft, an initial climbing turn to 6000ft is necessary before starting the above procedure from ‘IRA’ VORDME.

Note: IF ‘IRA’ VORDME is unserviceable the pilot should make an initial climbing turn to 6000ft proceeding to ‘HER’ NDB and execute the NDB approach procedure as appropriate for the runway-in-use.

In all cases pilots must take into account the high terrain in the south sectors of Iraklion airport, and must not enter the se sectors at an altitude less than 10000ft.

KERKIRA (I. KAPODISTRIAS) TMA

In the event of radio failure, and in absence of alternative ATC instructions, the pilot-in-com- mand should, if unable to execute a visual approach, continue by his own navigational means to execute the instrument approach he was vectored for. In the case, he was vectored for a visual approach to Rwy 17/35, and still in IMC, he should proceed, by his own navigational means to ‘GAR’ VORDME maintaining the last assigned altitude, if it is higher or equal to 4500ft and execute the ‘GAR’ VORDME Rwy 35 instrument approach appropriate for the runway-in-use.

a) aircraft below 4500ft must proceed to ‘GAR’ VORDME, making an initial climbing turn to 4500ft, taking into account high terrain and obstacles in the vicinity of the airport.

b) in case of ‘GAR’ VORDME is unserviceable, ther pilot-in-command should use ‘KEK’ NDB and execute the ‘KRK’ VORDME-NDB Rwy 35 procedure.

END

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

EMERGENCY

RADIO COMMUNICATION BETWEEN AIRCRAFT AND AERODROME FIRE SERVICE

Whenever an emergency has been declared at an aerodrome where this service is notified, aircraft may communicate direct with the Fire Service on frequency 121.60MHz. The service must be used only when the aircraft is on the ground and contact maintained with ATC. Airports providing this service are listed below:

AERONAUTICAL EMERGENCY SERVICE

The UK has two Distress and Diversion (D & D) Sections, located at the London and Scottish ATCCs, who provide an emergency service on the VHF (121.5MHz) and UHF (243.00MHz) emergency frequencies. The service is available continuously to pilots flying within UK airspace who are in distress, in urgent need of assistance or experiencing difficulties which could lead to a state of emergency. The primary role of the D & D Sections is to provide pilots with an emergency aid and position fixer service. Pilots should address their emergency calls to ‘London Center’ when south of N55° and to ‘Scottish Center’ when north of N55°. If doubt exists about the appropriate center, it is not necessary to address a specific station. Once two-way communication has been established, pilots should not leave the emergency frequency without telling the controller.

If the aircraft is equipped with an SSR transponder it should be switched, before the emergency call is made, to Mode A Emergency Code 7700 with Mode C if available. The received SSR plot on the radar display may obviate the need for the emergency controller to carry out the more time consuming manual aircraft position plotting procedure. If, however, a pilot is already in communication with a civil or military ATS unit, before the emergency arises, assistance should be requested from the controller on the frequency in use.

Inexperienced civil pilots are invited to use the prefix ‘TYRO’ when in communication with a military unit or the D & D Section to indicate their lack of experience. Upon hearing this code word, military controllers will ensure that they do not issue complex instructions which the pilot could have difficulty in following.

COMMUNICATIONS FAILURE

If part of an aircraft’s navigation equipment fails but two-way communication can be still maintained with ATC, the pilot must inform ATC of the failure and report his altitude and approximate position. ATC may, at its discretion, authorize the pilot to continue his flight in or into Controlled Airspace. When radar is available it may be used to provide navigational assistance to the pilot.

If no authorization to proceed is given by ATC, the pilot should leave, or avoid Controlled Airspace and areas of dense traffic, and either

a.go to an area in which he can continue his flight in VMC, or (if this is not possible)

b.select a suitable area in which to descend through cloud, fly visually to a suitable aerodrome and land as soon as possible.

Before doing so, however he should consult ATC who may be able to give him instructions or advice. He should also take into consideration the latest meteorological information and terrain clearance and should make full use of ground VHF/DF stations. He must at all times keep ATC informed of his intentions.

It should be noted that for many aerodromes the radio communication failure procedures published on the following EMERGENCY pages differ from, or amplify, the basic procedures below.

For the purpose of these procedures ATC will expect and IFR flight following the ATS route structure to adopt the IMC procedure as detailed below. If there is an overriding safety reason, the pilot may adopt the VMC procedure.

The expression Expected Approach Time (EAT) will either mean an EAT given by the appropriate ATC unit or, if the pilot has been given ‘No delay expected’, the ETA over the appropriate designated landing aid serving the destination aerodrome.

Pilots are given an EAT of ‘Delay not determined’ when the destination runways cannot be used for landing and it is not possible to accurately predict when they become available. In some circumstances an EAT of ‘Delay not determined’ will also be given when a preceding flight has elected to remain over the holding facility pending an improvement in weather conditions at the destination. If ‘Delay not determined’ has been given, do not attempt to land at the destination aerodrome, divert to the alternate destination specified in the current flight plan or another suitable airfield.

IN VMC (FOR VFR FLIGHT EXPERIENCING COMMUNICATION FAILURE)

When VMC can be maintained, the pilot should set transponder on Mode A, Code 7600 with Mode C and land at the nearest suitable aerodrome. Pilots should take into account visual landing aids and keep watch for instructions as may be issued by visual signals from the ground. The pilot should report arrival to appropriate ATC unit as soon as possible. When VMC cannot be maintained, the pilot should adopt the procedures for IMC as detailed below:

IFR FLIGHT EXPERIENCING COMMUNICATION FAILURE IN VMC

When VMC can be maintained, the pilot should set transponder on Mode A, Code 7600 with Mode C and land at the nearest suitable aerodrome. Pilots should take into account visual landing aids and keep watch for instructions as may be issued by visual signals from the ground. The pilot should report arrival to appropriate ATC unit as soon as possible. If it does not appear feasible to continue the flight in VMC, or it would be inappropriate to follow this procedure, the pilot should adopt the IMC procedures as detailed below:

IMC

Operate secondary radar transponder on Mode A, Code 7600 with Mode C.

–maintain for a period of 7 minutes, the current speed and last assigned level or minimum safe altitude, if this higher. The period of 7 minutes begins when the transponder is set to 7600 and this should be done as soon as the pilot has detected communications failure.

–If failure occurs when the aircraft is following a notified departure procedure such as a Standard Instrument Departure (SID) and clearance to climb, or rerouting instructions have not been given, the procedure should be flown in accordance with the published lateral track and vertical profile, including any stepped climbs, until the last position, fix or way point, published for the procedure, has been reached. Then, for that part of the period of 7 minutes that may remain, maintain the current speed and last assigned level or minimum safe altitude, if higher.

–Thereafter, adjust the speed and level in accordance with the current flight plan and continue the flight to the appropriate designated landing aid serving the aerodrome. Attempt to transmit position reports and altitude/flight level on the appropriate frequency when over routine reporting points. If being radar vectored by an Approach Control Radar Unit (c/s DIRECTOR/RADAR/APPROACH), comply with the loss of communication procedures notified on relevant charts.

If being radar vectored, or proceeding offset according to RNAV, without having been given a specified limit, pilots are to continue with ATC instructions last acknowledged for 3 minutes only, before returning to their flight planned route.

–Arrange the flight to arrive over the appropriate designated landing aid serving the destination aerodrome as closely as possible to the ETA last acknowledged by ATC. If no such ETA has been acknowledged, the pilot should use an ETA derived from last acknowledged position report and the flight-planned times for the subsequent sections of the flight.

–Arrange the flight to arrive over the appropriate designated landing aid serving the destination aerodrome at the highest notified Minimum Sector Altitude taking account of enroute terrain clearance requirements.

–If following a notified Standard Arrival Route (STAR), after the 7 minute period detailed above has been completed, pilots should arrange descend as close as possible to the published descent planning profile. If no descent profile is published, pilot should arrange descent to be at the minimum published level at the appropriate designated Initial Approach fix.

–On reaching the appropriate designated landing aid serving the destination aerodrome, begin further descent at the last acknowledged EAT. If no EAT has been acknowledged, the descent should be started at the ETA calculated as described before, or as close as possible to this time. If necessary remain in the holding pattern until the minimum holding level published for this facility, has been reached. THE RATE OF DESCENT IN THE HOLDING PATTERN SHOULD NOT BE LESS THAN 500FT/MIN. If ‘Delay not determined’ has been given, do not attempt to land at the destination aerodrome, divert to the alternate destination specified in the current flight plan or another suitable airfield.

–Carry out the notified instrument approach procedure as specified for the designated navigational aid, if possible, land within 30 minutes of the EAT or the calculated ETA. When practicable, pilots should take account of visual landing aids and keep watch for instructions that may be issued by visual signs from the ground.

–If communication failure occurs during an approach directed by radar, continue visually, or by using an alternative aid. If this is not practical, carry out missed approach procedure and continue to holding facility appropriate to the airfield of intended landing for which an instrument approach is notified and then carry out that procedure.

Example: ‘Unable to approve FL200. Cleared to Glasgow via Amber One to climb to FL100 and request level change enroute to FL180". In this example, FL100 is the assigned level. FL180 is the cruising level that it is anticipated will be assigned. FL200 is the flight-planned level which the pilot requested.

NOTE 1: If the aircraft is leaving the United Kingdom, the climb to flight-planned level must be completed before crossing the United Kingdom FIR boundary.

NOTE 2: If it is necessary to cross an airway during the climb, the crossing should be made at right angles to the airway at an intermediate 500 foot level.

SPECIAL PROCEDURES FOR LONDON TMA AND CTR

Aircraft inbound to London (Heathrow)

a.In the event radio communication failure occurs before ETA, or before EAT when this has been received and acknowledged, pilot inbound to London (Heathrow) Airport will:

–fly to the appropriate holding point, Ockham (Epsom NDB when applicable), Biggin (WEALD Int when applicable), Lambourne (TAWNY when applicable) or Bovingdon (BOVVA when applicable);

–hold until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

–then commence descent for landing in accordance with specified procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

b.If the radio communication failure occurs after aircraft has reported to ATC on reaching holding point, pilot will maintain the last assigned level at Ockham (Epsom NDB when applicable), Biggin (WEALD Int when applicable), Lambourne (TAWNY when applicable) or Bovingdon (BOVVA when applicable) until:

PROCEDURES TO BE ADOPTED BY DEPARTING AIRCRAFT FLYING WITHIN CONTROLLED AIRSPACE ON CERTAIN ATC CLEARANCES

Request Level Change Enroute

a.Proceed in accordance with the clearance given, climbing to the assigned level within controlled airspace.

b.Turn left or right 60 degrees and leave controlled airspace.

c.When clear of controlled airspace, climb to the flight-planned level on a heading which will keep the aircraft clear of controlled airspace for a minimum period of five minutes and which is compatible with re-joining controlled airspace when the flight-planned level is reached.

d.When at flight-planned level, rejoin controlled airspace.

–ATA over holding point plus 10 minutes, or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–EAT, when this has been received and acknowledged;

–then commence descent for landing in accordance with specified procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

c.If radio communication failure occurs following a missed approach the aircraft will:

–fly to the appropriate missed approach holding point;

–complete at least one holding pattern at the level associated with the missed approach holding point;

–then commence descent for landing in accordance with specified procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

NOTE: The procedures are published in the route manual and referenced on each approach chart.

Aircraft inbound to London (Stansted) or Cambridge via LOREL or ABBOT (ASKEY or CASEY when applicable)

a.When complete radio failure occurs before ETA, or before EAT, when this has been received and acknowledged, the aircraft will:

–continue to the appropriate holding point LOREL or ABBOT (ASKEY or CASEY when applicable);

–hold until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

–then commence descent for landing in accordance with the approach procedure for the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

b.If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will maintain the last assigned level at LOREL or ABBOT (ASKEY or CASEY when applicable) until:

–ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–EAT when this has been received and acknowledged;

–then commence descent for landing in accordance with the approach procedure for the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

Aircraft inbound to London (Luton) via LOREL or ABBOT (ASKEY or CASEY when applicable)

a.When complete radio failure occurs before ETA, or before EAT, when this has been received and acknowledged, the aircraft will:

–fly to LOREL or ABBOT (ASKEY or CASEY when applicable);

–hold until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

–then commence descent for landing in accordance with specified procedures (for Rwy 08, descend in the NDB ‘LUT’ holding pattern from 4000ft to 2000ft) and then carry out the appropriate instrument approach procedure to the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

b.If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will maintain the last assigned level at LOREL or ABBOT (ASKEY or CASEY when applicable) until:

–ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–EAT when this has been received and acknowledged;

–then commence descent for landing in accordance with specified procedures (for Rwy 08, descend in the NDB ‘LUT’ holding pattern from 4000ft to 2000ft) and then carry out the appropriate instrument approach procedure to the runway in use and effect a landing within 30 minutes (or later if able to continue visually).

Aircraft outbound from London (Luton)

a.comply with the route and altitude restrictions of the SID or ATC clearance and commence climb to flight planned level after the last position at which an altitude is specified;

b.when a radar heading has been issued, climb to the specified altitude or level, maintain the heading and level for two minutes, then follow the basic procedure.

Aircraft inbound to London (City) and Biggin Hill

In the event complete radio communication failure occurs the pilot will proceed to the appropriate holding point and will then:

a.ALKIN STAR via SPEAR:

–leave SPEAR holding at 5000ft towards ALKIN;

–at 20 DME VORDME ‘BIG’ descend to 4000ft so as to reach ALKIN at 4000ft;

–continue in accordance with standard procedures from ALKIN.

b.ALKIN STAR via SANDY:

–leave SANDY at FL70 and proceed via BONDY - ‘DET’ and TILBY to ALKIN;

–Descend to maintain FL60 to be level before BONDY;

–At BONDY descend to maintain 4000ft to be level by ‘DET’;

–then continue in accordance with the standard procedures from ALKIN.

NOTE: Non-RNAV equipped aircraft will be routed via ‘LYD’, to leave ‘LYD’ at FL60 and route ‘DET’ - ALKIN. At 12 DME descend to and maintain 4000ft to be level at ‘DET’.

Then continue in accordance with the standard procedures from ALKIN.

Aircraft inbound to Rochester

In the event complete radio communication failure occurs the pilot will proceed to the appropriate holding point and will then:

a.ALKIN STAR via SPEAR:

–descend in the SPEAR holding to leave controlled airspace and proceed to Rochester.

b.ALKIN STAR via SANDY:

–leave SANDY at FL70 and proceed to BONDY - Detling VORDME ‘DET’. Descend to maintain FL60 to be level before BONDY;

–at BONDY descend to leave controlled airspace and proceed to Rochester.

NOTE: Non-RNAV equipped aircraft will be routed via ‘LYD’ at FL60 a route to ‘DET’. At 12 DME ‘DET’ descend to leave controlled airspace and proceed to Rochester.

Aircraft inbound to Southend

In the event complete radio communication failure occurs the pilot will proceed to the appropriate holding point and will then:

a.if the holding point is SPEAR Int:

–descend in the SPEAR holding pattern and carry out a standard approach to Southend.

b.via SANDY:

–leave SANDY at FL70 and route BONDY - ‘DET’;

–descend to and maintain FL60 to be level before BONDY;

–at BONDY descend to and maintain 4000ft to be level by ‘DET’;

–Thence by R-007 ‘DET’ to 20 DME ‘DET’, right turn to intercept R-015 ‘DET’ to SPEAR and carry out standard approach to Southend.

NOTE: Non-RNAV equipped aircraft will be routed via ‘LYD’ and are to leave ‘LYD’ at FL60 and route to ‘DET’ thence follow same procedure as under b) above.

Outbound aircraft

Climb to flight planned level after the last position shown in the Standard Departure Routes where an altitude or flight level is specified.

London (Stansted) Airport Radio Failure Procedures for Initial Approach (Radar directed)

If complete radio failure occurs after clearance to descend to an altitude has been given during a radar directed initial approach, the following procedure should be adopted:

–continue visually or by means of an appropriate final approach aid.

If not possible:

–maintain 3000ft or last assigned altitude, whichever is higher and proceed to VORDME ‘BKY’;

–hold at VORDME ‘BKY’ for 5 minutes (Holding pattern 270° MAG , inbound track (R-090°), turning left at the facility, MAX IAS 220KT), then;

–descend, if necessary, in the holding pattern to 3000 feet QNH, then;

–leave VORDME ‘BKY’ on R-197° (RWY 05) or R-070° (RWY 23) to join the initial approach procedure;

–in the event of a missed approach, follow the Missed Approach Procedure to VORDME ‘BKY’ and adopt the basic radio failure procedure.

London (Luton) Radio Failure Procedures for Initial Approach (Radar directed)

In the event of radio failure after instructions to leave LOREL or ABBOT (ASKEY or CASEY when applicable) with the intention of a direct radar assisted approach, but before being given approach clearance, the following procedure should be adopted:

–continue descent to the assigned altitude or maintain last assigned altitude;

–proceed to NDB ‘LUT’;

–hold at NDB ‘LUT’, as shown on the IAC, for 5 minutes;

–descend in the holding pattern to 2000ft QNH and commence an ILS/NDB approach;

–in the event of a missed approach continue in accordance with the basic radio failure procedure.

Radar Controlled Departures from London (Heathrow) and London (Gatwick)

If, after having been instructed to maintain a specific heading after take-off, a pilot experiences radio failure, he shall climb on the assigned heading to the first specific altitude detailed in the clearance, maintain this heading and altitude for two minutes and then proceed in accordance with the published radio failure procedures.

Special Procedures for London (Gatwick)

a.When complete radio communication failure occurs in the aircraft before ETA or EAT when this has been received and acknowledged, the pilot will:

–fly to the appropriate holding point (TIMBA Int, LUMBA Int, WILLO Int, ASTRA Int or Mayfield VORDME);

–hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

b.If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the pilot will:

–hold at the last assigned level at TIMBA Int, LUMBA Int, WILLO Int, ASTRA Int or Mayfield VORDME until:

1.the actual time of arrival over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

2.EAT when this has been received and acknowledged;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

c.When complete radio communication failure occurs following a missed approach the aircraft will:

–fly the appropriate missed approach procedure to Mayfield VORDME;

–complete at least one holding pattern at 3000ft;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

RADIO COMMUNICATION FAILURE AT RADAR UNIT IN GATWICK CTR

If Radio Communication completely fails at the Radar Unit when aircraft are under Radar Control, pilots will revert to Aerodrome Control for new instructions.

SPECIAL PROCEDURES FOR

MANCHESTER TMA/CTR AND

LIVERPOOL CTR

Radio Communication Failure at the Radar Unit

In the event of a radar failure, new instructions will be issued to each aircraft under radar control and the procedures as defined for approach without radar put into effect. If Radio Communication fails at the Radar Unit, pilots on approach will revert to Approach Control for new instructions.

Aircraft inbound to Manchester (Woodford) Airport

Aircraft inbound to Manchester (Woodford) via airways should make their initial approach in accordance with the Manchester Airport Standard Arrival Routes.

a.In the event radio communication failure occurs before ETA, or before EAT when this has been received and acknowledged, pilot will:

–fly to the appropriate holding point MIRSI, or ROSUN or DAYNE;

–hold at the last assigned level until last acknowledged ETA plus 10 minutes, or Onward Clearance Time when this has been given;

–proceed at last assigned level to NDB ‘WFD’;

–then descend in the NDB ‘WFD’ holding pattern to 3500ft and continue descent for landing in accordance with published procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

b.In the event radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the pilot will maintain the last assigned holding level at MIRSI or ROSUN or DAYNE until:

–ETA over holding point plus 10 minutes, or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–the Onward clearance Time when this has been received and acknowledged;

–proceed at last assigned level to NDB ‘WFD’;

–then descend in the NDB ‘WFD’ holding pattern to 3500ft and continue descent for landing in accordance with published procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

c.An aircraft inbound to Manchester (Woodford) from the open FIR which has received and acknowledged a TMA joining clearance, but which is not via MIRSI or ROSUN or DAYNE and which experiences complete radio communication failure entering the TMA, will:

–fly to the holding fix KINDR (I WU QDM 252°, DME 8) at the assigned TMA joining level;

–hold at the assigned joining level until the last acknowledged ETA plus 10 minutes, or EAT where this has been received and acknowledged;

–descend in the KINDR holding pattern if necessary to 3500ft and then continue descent for landing in accordance with published procedures and effect a landing within 30 minutes or later when able to approach and land visually.

Aircraft inbound to Liverpool Airport

In the event radio communication failure occurs before ETA, or before EAT when this has been received and acknowledged, the aircraft will:

–fly to NDB ‘LPL’ holding point;

–hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given, or, if radio failure occurs after an aircraft has reported over the holding point, hold at the last assigned level until ATA plus 10 minutes, or 10 minutes after the last acknowledged communication with ATC whichever is the later;

–then commence descent for landing and effect a landing within 30 minutes (or later if able to approach and land visually).

Aircraft which are instructed by ATC to hold at TIPOD or KEGUN, before proceeding to NDB ‘LPL’ will either:

–when an onward clearance time has been received and acknowledged, leave TIPOD or KEGUN at that time at the last assigned level and proceed to NDB ‘LPL’, then carry out the procedure as mentioned above, or

–when ‘Delay Not Determined’ has been transmitted by ATC, leave TIPOD or KEGUN as shown under ‘Specified Routes and Altitudes’.

SPECIAL PROCEDURES FOR

BIRMINGHAM CTR/CTA

Aircraft inbound to Birmingham

a.When complete radio communication failure occurs in the aircraft before ETA, or before EAT when this has been received and acknowledged, the aircraft will:

–fly to the appropriate holding point (GROVE, OLIVE or CHASE);

–hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

b.If complete radio communication failure occurs after an aircraft has reported to ATC on reaching the holding point, the aircraft will:

–hold at the last assigned level at GROVE, OLIVE or CHASE until:

1.ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

2.EAT when this has been received and acknowledged;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

c.When complete radio communication failure occurs in the aircraft following a missed approach the aircraft will:

–fly the appropriate missed approach procedure to ‘BHX’ NDB;

–complete at least one holding pattern at 2500ft;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

Aircraft outbound from Birmingham

If, after having been instructed to maintain a specific heading after take-off, a pilot experiences radio failure, he shall climb on the assigned heading to the first altitude detailed in the clearance, maintain this heading and altitude for two minutes, and then proceed in accordance with the published radio failure procedures.

Aircraft inbound to Coventry

a.In the event complete radio failure occurs, aircraft inbound to Coventry should follow the procedures for Birmingham, except that, prior to commencing descent for landing, the aircraft should route from GROVE or CHASE via ‘HON’ VORDME, or OLIVE direct to ‘CT’ NDB as appropriate descending to 2500ft enroute.

Bearings/Distances:

GROVE - ‘HON’ VORDME: 107°/10NM CHASE - ‘HON’ VORDME: 154°/18NM ‘HON’ VORDME - ‘CT’ NDB: 076°/10NM OLIVE - ‘CT’ NDB: 093°/20NM

b.When complete radio communication failure occurs in the aircraft following a missed approach the aircraft will:

–fly the appropriate missed approach procedure to ‘CT’ NDB at 2000ft;

–then commence descent for landing in accordance with the approach procedure for the runway-in-use and effect a landing within 30 minutes (or later if able to approach and land visually).

SPECIAL PROCEDURES FOR ISLE OF MAN CTR/CTA

When complete communication failure occurs before ETA or before EAT, when this has been received and acknowledged the aircraft will:

a.Fly to the “RWY” NDB holding point;

b.Hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given; or if radio failure occurs after an aircraft has reported over the holding point, hold at the last assigned level until ATA plus 10 minutes, or 10 minutes after the last acknowledged communications with ATC whichever is later;

c.Then commence descent for landing in accordance with published procedures and effect landing within 30 minutes (or later if able to approach and land visually).

Aircraft which are instructed to hold at “IOM”, “CAR” or “KELLY”, will in the event of complete communications failure:

–when an onward clearance time has been received and acknowledged, leave “IOM”, “RWY”, “CAR” or “KELLY” at that time at the last assigned level and proceed to “RWY” NDB, then carry out the published procedures.

SPECIAL PROCEDURES FOR SCOTTISH TMA/CTR

Aircraft inbound to Glasgow or Edinburgh Airports

a.In the event radio communication failure occurs before ETA or before EAT when this has been received and acknowledged, pilot will:

–fly to the appropriate holding point;

–hold at the last assigned level until the last acknowledged ETA plus 10 minutes or EAT when this has been given;

–then commence descent for landing and effect a landing within 30 minutes, or later if able to approach and land visually.

b.In the event radio communication failure occurs after aircraft has reported to ATC on reaching holding point, pilot will maintain the last assigned holding level at the appropriate holding point until:

–ATA over holding point plus 10 minutes, or 10 minutes after last acknowledged communication with ATC, whichever is the later, or

–EAT, when this has been received and acknowledged;

–then commence descent for landing and effect landing within 30 minutes, or later if able to approach and land visually.

c.In the event of a complete radio failure in an aircraft which has been cleared for an IFR inter-air- field flight within the Scottish TMA, the pilot will adopt the appropriate procedure as follows, depending upon the phase of flight:

–if the aircraft is receiving a radar service and is within the radar vectoring area of the destination airfield, the pilot will adopt the appropriate loss of communication procedure for the runway-in-use as shown on Jeppesen 18-2 chart. Landing must be effected within 30 minutes (or later if able to land visually);

–If the aircraft is either not receiving a radar service or receiving a radar service but has not yet arrived within the radar vectoring area of the destination airfield, the pilot will proceed to the appropriate holding point at the destination airfield at the last assigned level or 4000ft, whichever is higher. He will then adopt the procedures as mentioned under point a) and b) before.

SPECIAL PROCEDURES FOR MANSTON ATZ

a.In the event radio communication failure occurs before ETA, or before EAT when this has been received and acknowledged, the aircraft inbound to Manston Airport will:

–fly to the Manston Lctr;

–hold at the last assigned level until the last acknowledged ETA plus 10 minutes, or EAT when this has been given;

–then commence descent for landing (at least

500FPM) in accordance with specified procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

b.If the radio communication failure occurs after aircraft has reported to ATC on reaching holding point, pilot will:

–maintain the last assigned holding level at Manston Lctr until:

1.ATA over holding point plus 10 minutes, or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

2.EAT, when this has been received and acknowledged;

–then commence descent for landing in accordance with specified procedures and effect a landing within 30 minutes, or later if able to approach and land visually.

SPECIFIED ROUTES & ALTITUDES FOR LEAVING CONTROLLED AIRSPACE

The following table indicates routes and altitudes to be used when leaving controlled airspace. The route to be followed is dependent on position of aircraft at time the decision to leave CTR/TMA/CTA is made.

Position at Time of Decision / Route Birmingham

CTR/CTA

–Birmingham NDB ‘BHX’: Track 274° at last assigned altitude.

–GROVE Int, CEDAR Int, CHASE Int, MAPLE Int or OLIVE Int: Track 274° at last assigned altitude.

Bournemouth and Southampton CTR/CTA

–Southampton VORDME ‘SAM’: Track 299° at last assigned altitude or MSA whichever is higher.

–Southampton (Eastleigh) Lctr ‘EAS’: Track 299° at last assigned altitude or MSA whichever is higher.

–Bournemouth NDB ‘BIA’: Track 274° at last assigned altitude or MSA whichever is higher .

Bristol CTR/CTA

–NDB ‘BRI’: Track 183° at 3000ft or at last assigned level by ATC.

Cardiff CTR/CTA

–Lctr ‘CDF’: Track 045° at 2500ft.

Channel Islands CTR/CTA

–Jersey AD: Track 229° from overhead Jersey AD at 2000ft.

–Guernsey AD: Track 229° from overhead Guernsey AD at 2000ft.

–Alderney AD: Track 024° from overhead Alderney AD at 2000ft.

East Midlands CTR/CTA

–Lctr ‘EME’ or Lctr ‘EMW’: Track 350° at 3000ft .

Isle of Man CTR/CTA

–Ronaldsway NDB ‘RWY’ holding pattern: Track 210° at 3000ft.1

–Isle of Man VORDME ‘IOM’ holding pattern: Track 210° at 3000ft.1

–KELLY Int holding pattern: Track 210° at 3000ft.1

–Carnane NDB ‘CAR’ holding pattern: Track 105° at 3000ft.1

1 when ‘if delay not determined’ has been transmitted, leave “IOM”, “RWY”, “CAR” or KELLY on the route and level shown above.

Leeds Bradford CTR/CTA

–Leeds Bradford NDB ‘LBA’: Track 006° at 3000ft until clear of CTR/CTA.

–TIPOD int track 004° at last holding level minus 500ft.

–KEGUN int track 274° at last assigned level minus 500ft.

–Liverpool NDB ‘LPL’ track 334° at 1500ft.

–Wallasey VOR ‘WAL’ track 344° at 1000ft.

London CTR/TMA

–Ockham VORDME: Track 274° at last assigned level.

–Bovingdon VORDME (or BOVVA Int when applicable): Track 034° at last assigned level.

–Lambourne VORDME (or TAWNY Int when applicable): Track 023° at last assigned level.

–Biggin VORDME (or WEALD Int when applicable): Track 093° at last assigned level.

–Epsom NDB (after standard missed approach procedure): Track 274° at 3000ft.

–Chiltern NDB (after standard missed approach procedure): Track 274° at 4000ft.

–ABBOT Int: Turn right onto track 360° at last assigned level.

–CASEY Int: Turn right onto track 360° at last assigned level.

–LOREL Int: Turn left onto Brookmans Park VORDME ‘BPK’ R-030 at last assigned level.

–ASKEY Int: Turn left onto Lambourne VORDME ‘LAM’ R-360 at last assigned level.

–Barkway VORDME: R-360 at 3000ft.

–Luton NDB ‘LUT’: Turn onto Brookmans Park VORDME ‘BPK’ R-334 at not above 3000ft.

–London (Gatwick) AD, NDB ‘GE’, NDB ‘GY’: Track 234° at 2000ft.

–Mayfield VORDME: Track 254° at last assigned level.

–TIMBA Int: Track 094° at last assigned level.

–LUMBA Int: Track 094° at last assigned level.

–WILLO Int: Track 234° at last assigned level.

–ASTRA Int: Track 234° at last assigned level.

Manston ATZ

–Manston Lctr ‘MTN’: Track 360° at last assigned altitude or MSA whichever is higher.

Scottish TMA/CTR

–Glasgow AD, VOR ‘GOW’: Track 042° from facility at 3500ft until crossing the Glasgow CTR boundary.

–Edinburgh AD, NDB ‘EDN’, NDB ‘UW’: Track 031° from facility at 3000ft until crossing the Edinburgh CTR boundary.

Sumburgh CTR/CTA

Arrivals via Airways

a.When complete communication failure occurs before ETA, or before EAT, when this has been received and acknowledged the aircraft will:

–Fly to the appropriate holding point;

–Hold at the last assigned level until the last acknowledged ETA, or EAT, when this has been given;

–Leave the holding area and controlled airspace at the last assigned level by the route shown below, and continue flight to planned alternate or suitable aerodrome outside controlled airspace.

b.When complete communication failure occurs after the aircraft has reported to ATC on reaching the holding point the aircraft will maintain the last assigned holding level until:

–ATA over the holding point plus 10 minutes or 10 minutes after the last acknowledged communication with ATC, whichever is the later, or

–EAT when this has been received and acknowledged.

Leave the holding area and controlled airspace at the last assigned flight level by the route shown above under point a) and continue flight to planned alternate or suitable aerodrome outside controlled airspace.

c.When complete communication failure occurs during intermediate approach the aircraft will:

–descend to and maintain the last assigned flight level;

–continue approach visually and land if able to do so.

If unable leave controlled airspace by the shortest route avoiding dense traffic paths, maintaining the last assigned flight level and continue flight to a planned alternate or suitable aerodrome outside controlled airspace.

d.When complete communication failure occurs during final approach the aircraft will land, if possible.

If unable:

– Turn north climbing to 2000ft;

–proceed to Chiltern NDB and hold in a left hand pattern, inbound heading 293°, maintaining 2000ft; if communication is not re-es- tablished, leave the area avoiding controlled airspace and continue flight to a suitable aerodrome outside controlled airspace.

Departures under Radar Control

If after having been instructed to maintain a specific heading after take-off a pilot experiences communication failure, he shall climb on the assigned heading to the first specific altitude detailed in the clearance, maintaining his heading and altitude for two minutes, and then proceed in accordance with the published radio failure procedures.

Non-Airways Arrival Routes ROMEO and

CHARLIE

If complete communication failure occurs at any stage of the approach continue a visual approach to land at Northolt if able to do so. Observe route maximum altitudes to remain clear of London TMA.

If a visual approach is not possible proceed as follows:

a.When complete communication failure occurs during intermediate approach leave or avoid controlled airspace by the shortest route, proceed avoiding areas of high traffic density to land at a suitable aerodrome.

b.When complete communication failure occurs during final approach:

–continue to overhead Northolt not above 1500ft;

–turn north climbing to 2000ft;

–proceed to Chiltern NDB and hold in a left hand pattern, inbound track 293°, maintaining 2000ft;

–if communication is not re-established, leave the holding pattern, avoid controlled airspace and areas of high traffic density and proceed to land at a suitable aerodrome.

Non-Airways Departure Routes ROMEO and

CHARLIE

If complete communication failure occurs when established outbound on a published route, leave or avoid controlled airspace using the published route, maintaining the last assigned altitude until clear. When clear, continue, avoiding further penetration of controlled airspace and areas of high traffic density, and land at a suitable aerodrome.

NORTH ATLANTIC TRAFFIC

The following procedures are intended to provide general guidance to North Atlantic (NAT) aircraft experiencing communications failure. The procedures are intended to complement and not supersede State procedures/regulations.

General

a.If so equipped, the pilot shall operate the SSR transponder on identify Mode A Code 7600 and Mode C.

b.The pilot shall also attempt to contact any ATC facility or another aircraft to inform of the difficulty and request relay of information to the ATC unit with whom communications are intended.

Communications Failure prior to Entering NAT Oceanic Airspace

Due to the potential length of time in oceanic airspace, it is strictly recommended that a pilot experiencing communications failure whilst still in European domestic airspace does not enter the Shanwick Oceanic Control Area but adopts basic procedures for a discontinuation of the flight. However, if the pilot elects to continue, then to allow ATC to provide adequate separation, adopt one of the following procedures:

a.If the pilot elects to operate with a received and acknowledged oceanic clearance, proceed in accordance with the oceanic clearance. Any level or speed changes required to comply with the oceanic clearance shall be completed in domestic airspace within the vicinity of the oceanic entry point.

b.If the pilot elects to operate without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point level and speed as contained in the flight plan and proceed via the filed flight plan route to landfall. That first oceanic level and speed shall be maintained to landfall.

Communications Failure prior to Exiting Oceanic Airspace

If cleared on flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall, then continue on flight plan route. Maintain the last assigned oceanic level and speed to landfall. After passing the last specified oceanic route point, conform with the relevant State procedures/regulations.

If cleared on other than flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall. After passing this point, rejoin the filed flight plan route by proceeding directly to the next significant point ahead of the track of the aircraft as contained in the filed flight plan. Where possible use published ATS route structures, then continue on the flight plan route. Maintain the last assigned oceanic level and speed to the last specified oceanic route point. After passing this point conform with relevant State procedures/regulations.

Procedure for RWY 28, RWY 10 or RWY 34 as appropriate.

d.An aircraft which has been cleared to a supplementary hold should proceed to that supplementary hold and complete the Instrument Approach Procedure appropriate to the runway in use, in accordance with the standard procedures.

Departing Traffic

a.Aircraft experiencing communications failure on a SID where no cruising level has been specified in the enroute clearance (i.e., no specified level in the Current Flight Plan), the climb, after the appropriate time interval, shall be to the level contained in the Filed Flight Plan.

b.Aircraft routing CML 1D, CML 1E, CML 1F, CML 1M, BEPAN 1G experiencing communication failure north of EID5 should remain clear of EID5, when active, and join ‘DUB’ R-180 in the most expeditious manner, maintaining the last assigned altitude. When established on ‘DUB’ R-180, climb to the cruising level specified in the current flight plan and, when clear of EID5, proceed as per the route specified in the current flight plan.

c.Aircraft routing BEPAN 1G experiencing communication failure and expecting a transition to airway M17, should maintain SID track to 25 DME ‘DUB’, remaining clear of EID5, when active, and route, in the most expeditious manner, to VATRY to join the current flight plan route. Maintain the last assigned level for a period of three minutes then climb to the cruising level specified in the current flight plan.

d.Aircraft routing LIFFY 1G or LIFFY 1H experiencing communication failure and expecting a transition to BOYNE, should continue to LIFFY and route, in the most expeditious manner, to BOYNE to join the current flight plan route. Maintain the last assigned level for a period of three minutes then climb to the cruising level specified in the current flight plan.

e.Aircraft routing BOYNE 1A, BOYNE 1B, BOYNE 1E, BOYNE 1F, GELKI 2A, GELKI 2B, GELKI 2E, GELKI 2F, GELKI 1M or GELKI 1P should remain clear of EID1, when active, by routing to the west or east of EID1, as appropriate. Maintain the last assigned level for a period of three minutes then climb to the cruising level specified in the current flight plan.

SHANNON CTA/CTR

Arriving Traffic

See under Cork.

Departing Traffic

See under Cork.

NORTH ATLANTIC TRAFFIC

The following procedures apply to oceanic aircraft intending to enter or exit NAT airspace via Shannon FIR/UIR/SOTA and experiencing communications

failure. The procedures are intended to complement and not supersede State procedures/regulations.

General

a.The pilot shall operate the SSR transponder on identity Mode A Code 7600 and Mode C.

b.The pilot shall also attempt to contact any ATC facility (on VHF or HF) or another aircraft to inform of the difficulty and request relay of information to the ATC unit with whom communications are intended.

Communications Failure Prior to Entering NAT Oceanic Airspace

Due to the potential length of time in oceanic airspace, it is strictly recommended that a pilot experiencing communications failure whilst still in Shannon FIR/UIR/SOTA does not enter the Shanwick Oceanic Control Area but adopts the procedure specified at para a) below.

However, if the pilot elects to continue then, to facilitate the provision of adequate separation, adopt either the procedure at para b) or c) below.

a.For this procedure the pilot is deemed to have selected Shannon as the aerodrome of intended landing. Proceed, maintaining the last assigned and acknowledged flight level, to the appropriate navigation aid specified for Shannon and hold over that aid for a period of not less than 5 minutes. Then commence descent and complete a normal instrument approach for that navigational aid. The rate of descent shall be at the pilot"s discretion. For this procedure and to avoid ambiguity Shannon is the only Irish aerodrome which may be used.

b.If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the cleared oceanic entry point, level and speed and proceed in accordance with the oceanic clearance. Any level or speed changes required to comply with the oceanic clearance shall be completed within Shannon FIR/UIR/SOTA in the vicinity of the oceanic entry point.

c.If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point, level and speed, as contained in the flight plan and proceed via the filed flight plan route to landfall. Maintain the first filed oceanic level and speed to landfall. Any level or speed changes required shall be completed within Shannon FIR/UIR/SOTA in the vicinity of the oceanic entry point.

Communications Failure Prior to Exiting NAT Oceanic Airspace

a.If cleared on flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall, and maintain the last assigned oceanic level and speed to this point. Unless the pilot elects to adopt the procedure outlined at para c) below, after landfall proceed in accordance with the Filed Flight Plan.

GENERALICAO DIFF RENCES OR STATE SPECI L PROCEDURES

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

ICAO Procedure, supplemented as follows:

EILAT CTR

In VMC: Arriving aircraft shall cross SAMAR at the last assigned speed and altitude, proceed to VORDME ‘LOT’ while descending to 5000ft, then after descending and entering the circuit fly over the runway, re-enter the circuit and land upon signal from Tower.

In IMC: ICAO Procedure, supplemented as follows: Arriving aircraft shall cross SAMAR at the last assigned speed and altitude. Enter holding over VORDME ‘LOT’ and execute the approach-to-land if possible within 30 minutes from the specified or last acknowledged ETA, whichever is later.

JERUSALEM DEPARTURES

–ALROD Departures:

Climb and maintain 6000ft to ALROD, then proceed according to flight plan and follow established procedures.

–SIVAK Departures:

Proceed according destination as follows:

a.Destination flights S-bound - as soon as possible intercept ‘BGN’ R-106 to TALMI and S-bound onto ‘MZD’ R-008 to SIVAK at 7000ft, then climb to flight planned altitude.

b.Destination flights E-bound - as soon as possible intercept ‘BGN’ R-095 to SALAM at 7000’, then climb to flight planned altitude.

–In both cases cross 6 DME ‘BGN’ E-bound at 6000ft or above.

–NATANIA Departures:

Climb and maintain 4000ft to KANER then climb to flight planned altitude.

–PURLA 1E Departure:

Maintain 3000ft, or climb as cleared by ATC, until 7 DME ‘BGN’, then climb and maintain 8000ft to GITLA or SUVAS, then climb to flight planned altitude.

–SALAM Departures:

Climb on ‘BGN’ R-095 to 6000ft until 6 DME ‘BGN’, or as cleared by ATC, then climb to flight planned altitude.

–SOLIN Departures:

Climb and maintain 4000ft to KANER, then climb to flight planned altitude.

–TALMI Departures:

Climb to cross ‘BGN’ 6 DME E-bound at 6000ft or above, then climb to flight planned altitude.

TEL AVIV (SDE DOV) CTR

Climb and maintain 5000ft to SIVAK, then proceed according to flight plan and follow established procedures.

TEL AVIV (BEN GURION) DEPARTURES

–DEENA Departures:

Maintain 3000ft, or climb as cleared by ATC, until 7 DME ‘BGN’, then climb and maintain 8000ft to GITLA or SUVAS, then climb to flight planned altitude.

–EASTBOUND TWO Departures (if communication failure occurs prior being provided with radar vectoring):

Follow ‘BGN’ R-254 to SIX, then turn Right, 290° track to intercept and follow ‘BGN’ R-270 climbing to 7000ft. Cross 7 DME ‘BGN’ at 3000ft or above, at DEENA turn Right to ‘BGN’ VOR. Cross ‘BGN’ at 7000ft thence:

a.Destination flights S-bound - proceed on ‘BGN’ R-106 to TALMI and S-bound onto ‘MZD’ R-008 to SIVAK at 7000ft, then climb to flight planned altitude.

b.Destination flights E-bound - proceed on ‘BGN’ R-095 to SALAM at 7000’, then climb to flight planned altitude.

–EASTBOUND TWO Departures (if communication failure occurs after being provided with radar vectoring):

Arrivals

In VMC: Arriving aircraft shall fly over the runway and reenter the circuit upon light signal from the tower.

In IMC: Arriving aircraft shall execute the published Cloud Break Procedure.

Departures

–BGN Departures:

Follow the SID climbing to 5000ft to VORDME ‘BGN’, then proceed according to flight plan and follow established procedures.

–YOSEF Departures:

Follow the SID climbing to 6000ft to VORDME ‘NAT’, then proceed according to flight plan and follow established procedures.

GEITALY - ICAO DINEFFER NCESRAOR ST TE SLPECIAL PROCEDURES

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

See RADIO COMMUNICATION FAILURE PROCEDURES EUROPE, and supplemented as follows:

As soon as it is known that two-way communication has failed, ATC shall maintain separation between the aircraft having the communication failure and other aircraft based on the assumption that the aircraft will operate in accordance with VMC or IMC.

Such procedure do not apply when ATC ascertains that the aircraft although not able to transmit is anyhow able to receive and give acknowledgement (transmission of a specified signal or execution of a specified manoeuvre which can be observed by radar).

DESIGNATED NAVIGATIONAL AIDS

The following Aerodrome Navigational Radio Aids have been designated for aircraft experiencing Radio Communication Failure in IMC:

FLIGHTS UNDER RADAR CONTROL

Bologna CTR

If a radar vector has been received which deviates from the standard inbound routes, maintain the last assigned level if at or above the minimum holding altitude published for the designated holding point or if below such level, climb to the minimum holding altitude and proceed to the NDB/VORDME ‘BOA’.

Brindisi CTR

If a radar vector has been received which deviates from the standard inbound routes, maintain the last assigned and acknowledged level if at or above the minimum holding altitude for the designated holding point or, if below such level, climb to the minimum prescribed holding altitude and comply with ICAO radio failure procedure.

Cagliari CTR

If a radar vector has been received, which deviates from the standard inbound routes, maintain the last assigned level if at or above 6000ft, if below such level climb to 6000ft and proceed to Carbonara VORDME/NDB ‘CAR’.

Catania CTR

If a radar vector has been received which deviates from the standard inbound routes, maintain the last assigned level if at or above 6000ft, if below such level climb to 6000ft and proceed to NDB/VORDME ‘CTF’.

Garda CTR

If a radar vector has been received which deviates from the standard inbound routes, maintain the last level if at or above the published minimum holding altitude or, if below such level, climb to the minimum holding altitude before flying to the radio aid designated for the approach, and thereafter comply with ICAO radio failure procedures.

Genoa CTR

If a radar vector has been received, which deviates from the standard inbound routes, maintain the last assigned level if at or above 6000ft, or if below such level climb immediately to 6000ft, proceed to Camogli Lctr ‘CMO’ and comply with ICAO radio failure procedures.

Grosseto CTR

If a radar vector has been received which deviates from the standard inbound routes, maintain the last assigned level if at or above the minimum holding altitude for the respective radio aid or, if below such level, climb to the minimum holding altitude of the respective navigational aid and proceed in accordance with the ICAO radio failure procedures.

If a radar vector has been received which deviates from the standard outbound routes, regain such route in the shortest way and thereafter comply with the ICAO radio failure procedures.

Naples CTR

If a radar vector has been received, which deviates from the standard inbound routes, maintain the last assigned level and proceed on the shortest route to NDB/VORDME ‘POM’, and thereafter comply with ICAO radio failure procedures.

Palermo CTR

If a radar vector has been received which deviates from the standard inbound route, maintain last assigned level if at or above the minimum holding altitude for the radio aids Lctr/TVORDME ‘PRS’ or, if below such altitude, climb to 5000ft, then proceed to the mentioned radio aids and follow ICAO radio failure procedures.

Pisa CTR

If a radar vector has been received which deviates from the standard inbound routes, maintain the last level if at or above the published minimum holding altitude or, if below such level, climb to the minimum holding altitude before flying to the radio aid designated for the approach, and thereafter comply with ICAO radio failure procedures.

Romagna CTR

Traffic to Rimini, Forli and Ancona (Falconara):

If a radar vector has been received which deviates from the standard inbound routes, maintain the last assigned level if at or above the minimum holding altitude for the respective radio aid (NDB/VORTAC ‘RIM’, Lctr ‘FOR’ or Lctr ‘FAL’) or, if below such level, climb to the minimum holding altitude of the respective navigational aid and proceed in accordance with the ICAO radio failure procedures.

Rome TMA

–Traffic to Rome (Ciampino):

When radio failure occurs after aircraft has left Urbe (Rome) NDB ‘URB’ or Ciampino (Rome) NDB ‘CIA’, and a radar vector has been received which deviates from the published instrument approach route, the aircraft shall resume the published route by the shortest way and comply with the instrument approach procedure.

–Traffic to Rome (Fiumicino):

When radio failure occurs after aircraft has left Tarquinia NDB/VORDME ‘TAQ’ or Campagnano NDB/TVORDME ‘CMP’ or Ciampino (Rome) NDB ‘CIA’, and a radar vector has been received which deviates from the published instrument approach route, the aircraft shall resume the published route by the shortest way and comply with the instrument approach procedure.

–Traffic to Rome (Urbe):

Adopt the procedure for landing at Rome (Ciampino).

Torino CTR

Traffic to Cuneo (Levaldigi):

If no radar vector has been received leave Torino NDB/VORDME ‘TOP’ at transition level, proceed in accordance with the STAR to Lctr ‘LEV’ and perform ILS-P RWY 21 procedure.

If a radar vector has been received which deviates from the standard inbound routes, maintain the last assigned level if at or above the transition level, or if below such level climb to transition level, proceed in accordance with published STAR to Lctr ‘LEV’ and perform ILS-P RWY 21 procedure.

Trapani CTR

If a radar vector has been received which deviates from the standard inbound routes, maintain the last assigned level if at or above 5000ft, or, if below such level, climb to 5000ft, and proceed to Trapani NDB/VORDME ‘TRP’ and then comply with ICAO ra-

dio failure procedures.

Treviso CTR

If a radar vector has been received which deviates from the standard inbound routes, proceed to the designated navigational aid (Treviso Lctr ‘TRE’ or Venice Lctr ‘VEN’ as appropriate) maintaining the last assigned and acknowledged level, if at or above the minimum holding altitude, or, if below such level, climb to the minimum prescribed holding altitude prior to reaching the designated navigational aid and then follow ICAO radio failure procedures.

Departure Procedure

Cross CANNE/OMETO/Voghera VORDME ‘VOG’/Saronno VORDME ‘SRN’/Orio Al Serio VORDME ‘ORI’/PINIK climbing to/at the last assigned and acknowledged flight level, but not below the Minimum Crossing Altitude, then continue climb to flight plan flight level.

Leave last assigned and acknowledged flight level or altitude not earlier than three minutes after airborne.

SPECIAL PROCEDURES FOR MILAN TMA

In case of radio communication failure aircraft inbound to TMA airports shall comply with the following procedures:

a.non-radar vectored aircraft approaching on a STAR shall maintain the last assigned level and proceed to the radio aid associated with the STAR performing the approach procedure according to ICAO radio failure procedures;

b.radar vectored aircraft outside STARs shall resume the above route by the shortest way and comply with the procedure in para a).

SPECIAL PROCEDURES FOR PARALLEL ILS APPROACHES AT ROME (FIUMICINO)

In the event of radio failure the designated radio aid for landing is NDB/VOR ‘TAQ’ or NDB/VOR ‘CMP’ depending on the STAR flown entering Roma TMA.

When parallel ILS approaches are in progress for runways 16C and 16R, or 16L and 16R an aircraft experiencing radio failure via ‘TAQ’ must land on runway 16R; an aircraft experiencing radio failure arriving via ‘CMP’ must land on runway 16L or 16C, whichever is in use.

If the radio failure occurs after the aircraft has left NDB/VOR ‘TAQ’ or NDB/VOR ‘CMP’ or NDB ‘CIA’ for the approach, it shall act as follows:

a.if no radar vector has been received and the aircraft is performing the instrument approach procedure it shall proceed according to the prescribed procedure;

b.if a radar vector has been received so as to be carried out of the published instrument approach procedure route, the aircraft shall resume the above route by the shortest way and comply with the mentioned procedure.

PROCEDURES FOR IFR FLIGHTS (Z AND Y FPL) FROM AND TO AERODROMES IN THE CANTON TICINO (ASCONA, LOCARNO, LUGANO)

Arrival Procedure

Proceed via STAR to PINIK Int. At the last received or acknowledged EAT or, if no EAT has been received or acknowledged, at the flight plan ETA, descend in the PINIK holding to 6000ft.

Carry out a standard instrument approach to RWY 01, followed by a circling approach to RWY 19, if needed.

UNLAWFUL INTERFERENCE

a.Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or within radar coverage.

b.When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the pi- lot-in-command should, whenever possible:

1.attempt to broadcast warnings on the VHF emergency frequency and other appropriate frequencies, unless considerations aboard the aircraft dictate otherwise;

2.proceed at a level which differs from the cruising levels normally used for IFR flight in the area by 300m (1000ft) if above FL290 or by 150m (500ft) if below FL290;

3.operate transponder according to ICAO provisions.

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

TCOMMUNICATION FAILURE

ACTION IN THE EVENT OF AIR GROUND COMMUNICATION FAILURE.

As soon as it is known that two-way communication has failed, ATC shall maintain separation between the aircraft having the communication failure and other aircraft based on the assumption that the aircraft will operate in accordance with VMC or IMC.

Visual Meteoroligical Conditions

A controlled flight experiencing communication failure in VMC shall:

a)set transponder to Code 7600;

b)continue fly in VMC;

c)land at the nearest suitable aerodrome, and

d)report its arrival time by the most expeditious means to the appropriate ATS unit.

Instrument Meteorological Conditions

A controlled flight experiencing communication failure in IMC, or where it does not appear feasible to continue in VMC shall: set transponder to code 7600;

b)maintain for a period of 7 minutes the last assigned speed and level or the minimum flight altitude, if the minimum flight altitude is higher than the assigned level. The period of 7 minutes commences:

1)if operating on a route without compulsory reporting points or if

instructions have been received to omit position reports:

at the time the last assigned level or minimum flight altitude is reached, or

at the time the transponder is set to Code 7600,

whichever is later, or

2)if operating on a route with compulsory reporting points and no in-

struction to omit position report has been received:

at the time the last assigned level or minimum flight altitude is reached, or

at the previously reported pilot estimate for the compulsory reporting point, or at the previously of a failed report of position

over a compulsory reporting point, whichever is

later;

Note: The period of 7 min is to allow the necessary air traffic control and coordination measures.

c)thereafter, adjust level and speed in accordance with the filed flight plan;

Note: With regard to changes to level and speed, the filed flight plan, which is the flight plan as filed with an ATS unit by the pilot or a designated representative without any subsequent changes, will be used.

d)if being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum

flight altitude.

Note: With regard to the route to be flown or the time to begin descend to the arrival aerdrome, the current flight plan, which is the flight plan, including changes, if any, brought about by subsequent clearances, will be used.

e)proceed according to the current flight plan route to the appropriate designated navigation aid serving the destination airport and, when required to ensure compliance with para f) below, hold over this aid until commencement of descent.

f)commence descent from the navigational aid specified in para e) above 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 in the current flight plan;

g)complete a normal instrument approach procedure as specified for the designated navigation aid; and

h)land, if possible, within 30 minutes after the estimated time of arrival specified in para f) above or the last acknowledged expected approach time,

whichever is later.

Note: Pilots are reminded that the aircraft may not be in an area of secondary surveillance radar coverage.

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

See EMERGENCY PAGE E-22, and supplemented as follows:

INBOUND TRAFFIC

Amsterdam (Schiphol)

–When no EAT has been received and acknowledged, commence descent to FL70 at or as near as possible to the ETO over the holding fix

–After reaching FL70 leave the holding fix and carry out instrument approach procedure to the assigned runway, or to the main landing runway according ATIS.

Traffic via EELDE B, NORKU B and REKKEN B Arrival

–Proceed to NARSO.

–Maintain the last cleared and acknowledged flight level.

–After arrival over NARSO, intercept the holding pattern.

Inbound clearance not received

–Proceed according the current flight plan to the appropriate holding fix (SUGOL, RIVER, ARTIP).

–Maintain the last cleared and acknowledged flight level.

–After arrival over the fix, intercept the holding pattern.

–Commence descent to FL70 at or as near as possible to the ETO over the holding fix.

–After reaching FL70 leave the holding fix and carry out instrument approach procedure to the received and acknowledged runway, or to the main runway according ATIS.

Inbound clearance received

–Proceed according the current flight plan to the appropriate holding fix (SUGOL, RIVER, ARTIP).

–Maintain last cleared and acknowledged flight level.

–After arrival over the fix, intercept the holding pattern.

–Commence descent to FL70 at the EAT last received and acknowledged.

–Commence descent to FL70 at the expected further clearance time (EFCT) last received and acknowledged.

–When no EFCT has been received and acknowledged, commence descent to FL70 at or as near as possible to the ETO over NARSO.

–After reaching FL70 leave NARSO and intercept R-072 “SPL” inbound ARTIP.

–Without delay at ARTIP, carry out instrument approach procedure to the assigned runway, or to the main runway according ATIS.

Traffic outside standard arrival route

–Proceed to VOR “SPL” along the route specified in the inbound clearance.

–Maintain the last cleared and acknowledged flight level.

–After arrival over VOR “SPL” intercept the holding pattern to the received and acknowledged runway, or to the main landing runway according ATIS.

–In the holding descent to FL70, if applicable.

–After reaching FL70, leave the holding and carry out instrument approach procedure to the assigned runway.

–When no EAT has been received and acknowledged, commence descent to FL70 at or as near as possible to the ETO over the holding fix.

–After reaching FL70 leave the holding fix and carry out instrument approach procedure to the assigned runway, or to the main landing runway according ATIS.

Traffic via standard arrival route

–Proceed according the current flight plan to the appropriate holding fix (SUGOL, RIVER, ARTIP).

–Maintain the last cleared and acknowledged flight level.

–After arrival over the fix, intercept the holding pattern.

–Commence descent to FL70 at the EAT last received and acknowledged.

Traffic on a transition

a.With clearance for approach, execute the cleared approach.

b.Without clearance for approach:

–Proceed to NARIX (ARTIP 1C transition) or NIRSI (ARTIP/RIVER/SUGOL 1B transition) or SOKSI (ARTIP/RIVER/SUGOL 1A transition) to VOR “SPL”.

–Maintain the last cleared and acknowledged flight level.

–After arrival over VOR “SPL”, intercept the holding pattern to the received and acknowledged runway.

–In the holding descend to FL70.

–After reaching FL70, carry out instrument approach procedure to the runway concerned.

Traffic vectored to final approach

–Proceed to the final approach beacon or intermediate approach fix (IF) of the main landing runway.

–Maintain last received and acknowledged level.

–When arriving over the final approach beacon or intermediate approach fix (IF) start outbound turn, descend to 2000ft AMSL and intercept final approach.

RNAV approach during day 0500-2200 (0400-2100)

Carry out the procedure as mentioned under “Traffic vectored to final approach”.

Missed approach for NDB/DME RWY 06

Track 059° MAG and climb to 3000ft AMSL. When passing 2000ft AMSL start a right turn to Lctr “CH” and cross Lctr “CH” at 3000ft AMSL. After Lctr “CH” descend to 2000ft AMSL in the outbound turn and execute the instrument approach procedure again.

Missed approach for ILS RWY 06

Track 059° MAG and climb to 3000ft AMSL. When passing 2000ft AMSL start a right turn to Lctr “CH” and cross Lctr “CH” at 3000ft AMSL. After Lctr “CH” descend to 2000ft AMSL in the outbound turn and execute the instrument approach procedure again.

Missed approach for VOR/DME PAM RWY 09

Climb on “PAM” R-266 inbound and to 3000ft AMSL. At 2000ft AMSL start a left climbing turn to VORDME “SPL” so as to cross VORDME “SPL” at 3000ft AMSL and execute the instrument approach procedure again.

Missed approach for ILS RWY 36C, DME RWY 36C

Track 004° MAG and climb to 3000ft AMSL, proceed to Lctr “OA”. Over Lctr “OA” turn left to VORDME “SPL”. Cross “SPL” at 3000ft AMSL and execute the instrument approach procedure again.

Missed approach for ILS RWY 27, DME RWY 27

Track 268° MAG and climb to 3000ft AMSL. When passing 2000ft AMSL start a right turn to Lctr “WP” and cross “WP” at 3000ft AMSL. After Lctr “WP” descend to 2000ft AMSL in the outbound turn and execute the instrument approach procedure again.

Missed approach for ILS RWY 18R

Turn right as soon as practicable to intercept SPL R-280 and do not overshoot SPL R-240. Climb to 3000ft AMSL. At DME 7.5 “SPL” R-280 turn right to “SPL”. Cross “SPL” at 3000ft and execute the instrument approach procedure again.

Missed approach for ILS RWY 18C

Track 184° MAG and climb to 1500ft AMSL. When reaching 1500ft AMSL start a right turn to Lctr “OA”, climb to 3000ft AMSL and cross Lctr “OA” at 3000ft AMSL. After Lctr “OA” descend to 2000ft AMSL in

the outbound turn and execute the instrument approach procedure again.

Missed approach during visual approach

Turn to the intended landing runway, intercept the runway MAG track of that runway while:

a.When visual:

–remain visual and execute another circuit for that runway, or

b.when unable to remain visual:

–climb to 3000ft AMSL

–after passing 2000ft AMSL start the shortest climbing turn to ‘SPL’ so as to cross VOR ‘SPL’ at 3000ft AMSL and hold or execute the most suitable instrument approach procedure as depicted on relevant instrument approach chart.

Missed approach while circling to land (contrary to ICAO Doc. 8168, PANS-OPS)

Turn to the intended landing runway, intercept the runway track (MAG) while climbing to 3000ft AMSL. After passing 2000ft AMSL start the shortest climbing turn to ‘SPL’ so as to cross VOR ‘SPL’ at 3000ft AMSL and hold or execute the instrument approach procedure again.

Missed approach VOR/DME RWY 18R

Turn right as soon as practicable to intercept ‘SPL’ R-280 and do not overshot R-240. Climb to 3000ft, at D7.5 “SPL” turn right to “SPL”. Cross “SPL” at 3000ft and execute the instrument approach procedure again.

Missed approach for SRE approaches (all RWYs except RWY 22)

Proceed on RWY track climbing to 3000ft; after passing 2000ft start the shortest climbing turn to “SPL” so as to cross ‘SPL’ at 3000ft and hold or execute the most suitable instrument approach procedure as published.

Missed approach for approaches RWY 22

At missed approach point turn left to magnetic track 160° climbing to 3000ft; at 2000 ft start a left climbing turn to “SPL” so as to cross “SPL” at 3000ft and hold or execute the most suitable instrument approach procedure as published.

Missed approach for VOR/DME-PAPA (PAM) RWY 24

At missed approach point turn left to magnetic track 240° climbing to 3000ft; after passing 2000ft start a right turn to “SP”’ so as to cross “SPL” at 3000ft and execute the instrument approach procedure again.

Missed approach for ILS RWY 36R, NDB/DME RWY 36R

Proceed on RWY track to 1500ft. At 1500ft right turn to “NV”, climb and cross “NV” at 3000ft. After “NV” descend to 2000ft in the outbound turn and execute the instrument approach procedure again.

Eindhoven (Eindhoven AB)

Inbound clearance not received

–Proceed according the current flight plan to NDB “EHN”.

–Maintain last cleared and acknowledged flight level.

–After arrival over “EHN”, intercept the holding pattern.

–Commence descent to 2000ft AMSL, at or as near as possible to the ETO over “EHN”.

–After reaching 2000ft AMSL leave “EHN” and carry out an instrument approach to Rwy 22. A circling procedure for the most convenient runway may be carried out.

Inbound clearance received

Traffic via standard arrival

–Proceed according the current flight plan to the holding fix specified in the inbound clearance.

–Maintain the last cleared and acknowledged flight level or altitude.

–After arrival over the holding fix, intercept the holding pattern.

–Commence descent to 2000ft AMSL at the EAT last received and acknowledged.

–When no EAT has been received and acknowledged, commence descent to 2000ft AMSL at or as near as possible to the ETO over holding fix.

–After reaching 2000ft AMSL leave the holding and carry out the instrument approach procedure to the assigned runway.

Traffic vectored to final approach

–Proceed to NDB “EHN”

–Maintain the last cleared and acknowledged flight level.

–After arrival over “EHN”, descend to 2000ft AMSL, if applicable.

–Carry out an instrument approach procedure to the assigned runway.

Missed approach procedure

General

All turns shall be the shortest and in case of a 180° turn that turn shall be to the left, unless otherwise specified below or instructed by ATC.

Missed approach procedure during instrument approach

See relevant instrument approach chart.

Missed approach during visual approach

Turn to the intended landing runway, intercept runway track (MAG) of that runway while:

a.When visual:

–remain visual and execute a circuit for that runway or

b.When unable to remain visual:

– climb to 2000ft AMSL

–when reaching 2000ft AMSL start the shortest turn to ‘EHN’

–after ‘EHN’ execute the instrument approach procedure as depicted on the relevant approach chart.

Missed approach while circling to land (contrary to ICAO Doc. 8168, PANS-OPS)

Turn to the intended landing runway, intercept the runway track (MAG) while climbing to 2000ft AMSL. When reaching 2000ft AMSL start the shortest turn towards NDB ‘EHN’ and after ‘EHN’ execute the instrument approach procedure as depicted on relevant approach chart.

Groningen (Eelde)

Inbound clearance not received

–Proceed according the current flight plan route to the holding fix “SO”.

–Maintain last cleared and acknowledged flight level.

–After arrival over “SO”, intercept the holding pattern.

–Commence descent to 2000ft AMSL at or as near as possible to the ETO over “SO”.

–After reaching 2000ft AMSL leave “SO” and carry out an instrument approach procedure to the most convenient runway.

Inbound clearance received

–Proceed according the current flight plan route to the holding fix “SO” or “VZ”, if specified in the inbound clearance.

–Maintain the last cleared and acknowledged flight level.

–When no EAT has been received and acknowledged, commence descent to 2000ft AMSL at or as near as possible to the ETO over holding fix.

–After reaching 2000ft AMSL leave the holding fix and carry out an instrument approach procedure to the appropriate runway.

Missed approach procedure

General

All turns shall be the shortest and in case of a 180° turn that turn shall be to the left, unless otherwise specified below or instructed by ATC.

Missed approach during instrument approach

See relevant instrument approach charts.

Missed approach during visual approach

Turn to the intended landing runway, intercept runway track (MAG) of that runway while:

a.When visual:

–remain visual and execute another circuit for that runway.

b.When unable to remain visual:

–climb to 3000ft AMSL.

–when passing 2000ft AMSL start the shortest climbing turn towards STK. When reaching 3000ft AMSL proceed to the locator SO “SO” (in case of a visual approach was made to Rwy 23 or 19), proceed to Lctr “VZ” (in case of a visual approach was made to Rwy 05 and 01).

–after arriving over the locator hold or descend to 2000ft AMSL in an outbound turn, intercept final approach and execute the instrument approach procedure.

Missed approach while circling to land (contrary to ICAO Doc. 8168, PANS-OPS)

Turn to the intended landing runway, intercept the runway track (MAG) while climbing to 3000ft AMSL; after passing 2000ft AMSL start the shortest climbing turn towards NDB ‘STK’; when reaching 3000ft AMSL proceed to Lctr ‘SO’ (RWY 23) or Lctr ‘VZ’ (RWY 05); after arriving over the locator hold or descend to 2000ft AMSL in an out-bound turn, intercept final approach and execute an instrument approach procedure as published.

Maastricht (Maastricht-Aachen)

Inbound clearance not received

–Proceed according the current flight plan to Lctr “NW”.

–Maintain the last cleared and acknowledged flight level.

–After arrival over “NW”, intercept the holding pattern.

–Commence descent to 3000ft AMSL (transition altitude) as near as possible to the ETO over “NW”.

–After reaching 3000ft AMSL leave “NW” and carry out an instrument approach procedure to the received and acknowledged runway, or the landing runway according ATIS.

Inbound clearance received

Traffic via standard arrival route

–Proceed according the current flight plan to Lctr “NW”.

–Maintain the last cleared and acknowledged flight level.

–After arrival over “NW”, intercept the holding pattern.

–Commence descent to 3000ft AMSL (transition altitude), if applicable, at the EAT last received and acknowledged.

–When no EAT has been received and acknowledged, commence descent to 3000ft AMSL at or as near as possible to the ETO over “NW”.

–After reaching 3000ft AMSL leave “NW” and carry out an instrument approach procedure to the assigned runway, or to the landing runway according ATIS.

Traffic outside standard arrival route

–Proceed to Lctr “NW” along the route specified in the inbound clearance.

–Maintain the last cleared and acknowledged flight level.

–After arrival over “NW”, intercept the holding pattern.

–Commence descent to 3000ft AMSL (transition altitude), if applicable.

–After reaching 3000ft AMSL leave “NW” and carry out an instrument approach procedure to the assigned runway, or to the landing runway according ATIS.

Traffic on a transition

a.With clearance for approach, execute the cleared approach.

b.Without clearance for approach:

–Maintain the last cleared and acknowledged flight level.

–Proceed to BOGRU (OLNO 1B, ROMIN 1A/B, RUMER 1A/B and THORN 1A/B transition) or to BERIR (OLNO 1A transition).

–When passing BOGRU or BERIR, proceed to “NW”.

–After arrival over “NW”, intercept the holding pattern.

–In the holding pattern descend to 3000ft AMSL, if applicable.

–After reaching 3000ft AMSL, leave the holding and carry out an instrument approach procedure to the runway concerned.

Traffic vectored to final approach

–Maintain the last cleared and acknowledged level or climb to 3000ft AMSL (minimum flight altitude), if applicable.

–Proceed to Lctr “NW”.

–When over “NW” descend in the holding to 3000ft AMSL (transition altitude), if applicable.

–After reaching 3000ft AMSL leave the holding fix and carry out an instrument approach procedure to the assigned runway, or to the landing runway according ATIS.

Missed approach procedure

General

All turns shall be the shortest and in case of a 180° turn that turn shall be to the left, unless otherwise specified below or instructed by ATC.

Missed approach procedure during instrument approach

See relevant instrument approach chart.

Missed approach procedure during visual approach

Turn to the intended landing runway, intercept the runway track MAG of that runway while:

a.When visual:

–remain visual and execute another circuit for that runway.

b.When unable to remain visual:

–climb to 3000ft AMSL.

–when passing 2300ft AMSL start the shortest climbing turn to “NW”.

–cross “NW” at 3000ft AMSL and hold or execute an instrument approach procedure.

Missed approach during an approach to RWY 22

Proceed on runway track climbing to 3000ft; at 3.4 DME ‘BKN’ turn left track 130°; when passing 2300ft turn left to NDB ‘NW’, cross NDB ‘NW’ at 3000ft and hold or execute the instrument approach procedure again, or, in case of SRE approach, an instrument approach procedure as depicted on the relevant instrument approach chart.

Missed approach during SRE RWY 04

Proceed on runway track climbing to 3000ft; cross NDB ‘NW’ at 3000ft or above and hold or execute an

instrument approach procedure as depicted on the relevant instrument approach chart.

Missed approach while circling to land (contrary to ICAO Doc. 8168, PANS-OPS)

Turn to the intended landing runway, intercept the runway track (MAG) while climbing to 3000ft AMSL; when passing 2300ft AMSL start the shortest climbing turn towards NDB ‘NW’; cross NDB ‘NW’ at 3000ft AMSL and hold or execute an instrument approach procedure as published.

Rotterdam

Inbound clearance not received

–Proceed according the flight plan route to the holding fix ROT.

–Maintain the last cleared and acknowledged flight level or altitude.

–After arrival over ROT, intercept the holding pattern.

–Commence descent to 2000ft AMSL, at or as near as possible to the ETO over ROT.

–After reaching 2000ft AMSL leave ROT and carry out an instrument approach procedure to Rwy 24.

Inbound clearance received

–Proceed according the current flight plan route to the clearance limit.

–Maintain the last cleared and acknowledged flight level or altitude.

–After arrival over the clearance limit, intercept the associated holding pattern.

–Commence descent to 2000ft AMSL at the EAT last received and acknowledged.

–When no EAT has been received and acknowledged, commence descent to 2000ft AMSL at or as near as possible to the ETO over the clearance limit.

–After reaching 2000ft AMSL leave the holding and carry out an instrument approach procedure to the assigned runway, Rwy 24 via Lctr “RR” or to Rwy 06 via Lctr “PS”.

Missed approach procedure

General

All turns shall be the shortest turn and in case of a 180° turn that turn shall be to the left, unless otherwise specified or instructed by ATC.

Missed approach during instrument approach

See relevant instrument approach chart.

Missed approach during visual approach

Turn to the intended landing RWY, intercept RWY track (MAG) of that runway while:

a. When visual:

b.When unable to remain visual:

–climb to 2000ft AMSL.

–when reaching 2000ft AMSL start the shortest turn to “ROT”.

–after “ROT” proceed to the Lctr “RR” (in case a visual approach was made to RWY 24), proceed to the Lctr “PS” (in case a visual approach was made to RWY 06) and execute the instrument approach procedure.

–Maintain the last cleared and acknowledged flight level.

–After arrival over LLS, intercept the holding pattern.

–Commence descent to 2000ft AMSL as near as possible to the ETO over holding fix.

–After reaching 2000ft AMSL leave LLS and carry out an instrument approach procedure to the appropriate runway.

Missed approach while circling to land (contrary to ICAO Doc. 8168, PANS-OPS)

–turn to the intended landing runway, intercept the runway MAG track while climbing to 2000ft AMSL.

–when reaching 2000ft AMSL start the shortest turn to “ROT”.

–After “ROT” proceed to Lctr “RR” (in case a visual approach was made to RWY 24), proceed to the Lctr “PS (in case a visual approach was made to Rwy 06) and execute the instrument approach procedure.

De Kooy

Inbound clearance not received

–Proceed according the current flight plan route to VOR “HDR”.

–Maintain the last cleared and acknowledged flight level or altitude.

–After arrival over “HDR”, intercept the holding pattern.

–Commence descent to 2000ft AMSL at or as near as possible to the ETO over “HDR”.

–After reaching 2000ft AMSL leave “HDR” and carry out an instrument approach procedure to the appropriate runway.

Inbound clearance received

–Proceed according the current flight plan route to VOR “HDR”.

–Maintain the last cleared and acknowledged flight level or altitude.

–After arrival over the clearance limit, intercept the associated holding pattern.

–Commence descent to 2000ft AMSL at the EAT last received and acknowledged.

–When no EAT has been received and acknowledged, commence descent to 2000ft AMSL at or as near as possible to the ETO over the clearance limit.

–After reaching 2000ft AMSL leave the holding and carry out an instrument approach procedure to the assigned runway.

Lelystad

Inbound clearance not received

–Proceed according the current flight plan route to the holding fix LLS.

Inbound clearance received

–Proceed according the current flight plan route to the holding fix LLS.

–Maintain the last cleared and acknowledged flight level.

–After arrival over LLS, intercept the holding pattern.

–Commence descent to 2000ft AMSL at the EAT last received and acknowledged.

–When no EAT has been received and acknowledged, commence descent to 2000ft AMSL at or as near as possible to the ETO over holding fix.

–After reaching 2000ft AMSL leave LLS and carry out an instrument approach procedure to the assigned runway.

Weert (Budel)

Inbound clearance not received

–Proceed according the current flight plan route to BUDIP.

–Maintain the last cleared and acknowledged flight level.

–After arrival over BUDIP, intercept the holding pattern.

–Commence descent to 3000ft AMSL at or as near as possible, to the ETO over BUDIP.

–After reaching 3000ft AMSL leave BUDIP and carry out an instrument approach procedure to Rwy 21.

Inbound clearance received

–Proceed according the current flight plan route to BUDIP.

–Maintain the last cleared and acknowledged flight level.

–After arrival over BUDIP, intercept the holding pattern.

–Commence descent to 3000ft AMSL at the EAT last received and acknowledged.

–When no EAT has been received and acknowledged, commence descent to 3000ft AMSL at or as near as possible to the ETO over BUDIP.

–After reaching 3000ft AMSL leave BUDIP and carry out an instrument approach procedure to Rwy 21.

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

See EMERGENCY PAGE E-22, supplemented as follows:

ARRIVAL ALESUND (VIGRA) RWY 07 AND 25

DEPARTURES BRONNOYSUND (BRONNOY) RWY 04 AND 22

In case of radio communication failure after take-off, the aircraft shall maintain the last cleared and acknowledged level until passing 15 DME or R-017° ‘BNN’ for ULV DEPs/R-149° ‘BNN’ for SOMBA DEPs, whichever occurs first, then climb to the cruising level indicated in the current flight plan and proceed via the most direct route to the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

Continue on STAR and start approach to run- way-in-use without delay.

DEPARTURES ALESUND (VIGRA) RWY 07 AND 25

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until passing 15 DME ‘VIG’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

DEPARTURES ALTA

In case of radio communication failure aircraft shall adhere to the last cleared and acknowledged level until passing 25 DME ‘ATA’. Then climb to the cruising level stated in the current flight plan. After completion of the SID, proceed the most direct route to the cleared ATS route.

DEPARTURES KRISTIANSAND (KJEVIK) RWY 04 AND 22

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until passing 20 DME ‘SVA’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

DEPARTURES KRISTIANSUND (KVERNBERGET) RWY 07 AND 25

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until passing 15 DME ‘KVB’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

DEPARTURES BARDUFOSS RWY 10 AND 28

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until passing 20 DME ‘BDF’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

DEPARTURE BERGEN (FLESLAND)

In case of radio communication failure after takeoff, the aircraft shall maintain the last cleared and acknowledged level until passing 10 DME ‘FLS’, then climb to the cruising level stated in the current flight plan and proceed in accordance with the current flight plan.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading for 2 minutes, then proceed via the most direct route to join the current flight plan.

DEPARTURES MOLDE (ARO) RWY 07 AND 25

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until 4 minutes after take-off, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

DEPARTURES ORLAND RWY 16 AND 34

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until passing 20 DME ‘OL’, then climb to the cruising level stated in the current flight plan.

rect route to join the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

DEPARTURES OSLO (GARDERMOEN) RWY 01R/L AND RWY 19R/L

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until passing 25 DME ‘GRM’, then climb to the cruising level stated in the current flight plan.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

DEPARTURES SANDEFJORD (TORP) RWY 18 AND 36

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until passing 25 DME ‘TOR’, then climb to the cruising level stated in the current FPL.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

DEPARTURES SANDNESSJOEN (STOKKA) RWY 03 AND 21

In case of radio communication failure after take-off, the aircraft shall maintain the last cleared and acknowledged level until passing 15 DME ‘STO’ or R-191° ‘STO’ for LAKSFORS DEPs, whichever occurs first, then climb to the cruising level indicated in the current flight plan and proceed via the most direct route to the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last cleared and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

DEPARTURES STAVANGER (SOLA) RWY 18 AND 36

Maintain last cleared and acknowledged level until passing 10 DME ‘ZOL’. Then climb to the cruising level stated in the current FPL.

DEPARTURES STAVANGER (SOLA) RWY 11 AND 29

After take-off aircraft shall maintain the last cleared and acknowledged level until passing 10 DME ‘ZOL’, then climb to the cruising level stated in the current FPL.

Squawk A7600, continue on STAR and start without delay.

DEPARTURES STORD

Squawk A7600, maintain last cleared and acknowledged level to 10 DME ‘STD’, then climb to cruising level as stated in the flight plan.

DEPARTURES TROMSO

In case of radio communication failure after take-off the aircraft shall maintain the last cleared and acknowledged level until passing 20 DME ‘TRO’, then climb to the cruising level indicated in the current flight plan. After completion of the SID proceed via the most direct route to join the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on heading last received and acknowledged for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

ARRIVALS TRONDHEIM (VAERNES) RWY 09 AND RWY 27

Continue on Arrival route and start approach to run- way-in-use without delay.

DEPARTURES TRONDHEIM (VAERNES) RWY 09 AND RWY 27

In case of radio communication failure after takeoff, the aircraft shall maintain the last cleared and acknowledged level until passing 20 DME ‘TRM’, then climb to the cruising level stated in the current flight plan. After completion of the SID, proceed via the most direct route to join the cleared ATS route.

Aircraft under radar vectoring shall, after having set the transponder to A7600, continue on last cleared and acknowledged heading for 2 minutes, then proceed via the most direct route to join the cleared ATS route.

GENERAL

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

COMMUNICATIONS FAILURE

See EMERGENCY PAGE E-22, and supplemented as follows:

RADIO COMMUNICATION FAILURE WITHIN MADEIRA SECTOR

Traffic flying within Madeira Sector and experiencing radio communication failure with Lisbon Control on 132.25MHz are requested to contact Lisbon Control on 131.125MHz.

If radio contact cannot be established proceed as follows:

–Traffic overflying to Canary Is, Santa Maria or Casablanca FIRs must contact the concerned FIR;

–Traffic to Funchal or Porto Santo must contact Madeira Approach on 119.20MHz.

NORTH ATLANTIC TRAFFIC

The following procedures are intended to provide general guidance to North Atlantic (NAT) aircraft experiencing communications failure. The procedures are intended to complement and not supersede State procedures/regulations.

General

a.If so equipped, the pilot shall operate the SSR transponder on identify Mode A Code 7600 and Mode C.

b.The pilot shall also attempt to contact any ATC facility to inform of the difficulty and request relay of information to the ATC unit with whom communications are intended.

Communications Failure Prior to Entering NAT Oceanic Airspace

a.If operating with a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the cleared oceanic entry point, level and speed, and proceed in accordance with the oceanic clearance. Any level or speed changes required to comply with the oceanic clearance shall be completed within the vicinity of the oceanic entry point.

b.If operating without a received and acknowledged oceanic clearance, the pilot shall enter oceanic airspace at the first oceanic entry point, level and speed, as contained in the flight plan and proceed via the filed flight plan to landfall.

Communications Failure Prior to Exiting NAT Oceanic Airspace

a.If cleared on flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall, then continue on flight plan route. Maintain the last assigned oceanic level and speed to landfall. After passing the last specified oceanic route point, conform with the relevant State procedures/regulations.

b.If cleared on other than flight plan route, proceed in accordance with the last received and acknowledged oceanic clearance to the last specified oceanic route point, normally landfall. After passing this point, rejoin the filed flight plan route by proceeding directly to the next significant point ahead of the track of the aircraft as contained in the filed flight plan. Where possible use published ATS route structures, then continue on the flight plan route. Maintain the last assigned oceanic level and speed to the last specified oceanic route point. After passing this point conform with relevant State procedures/regulations.

FARO AIRPORT

Arrival Procedures

a.Rwy 10, above FL140:

proceed to/at last assigned level to ‘VFA’ VORDME and descend in holding pattern to FL140 and then proceed to VFA 10 HOLDING, and comply with the following procedure;

b.Rwy 10, at or below FL140:

proceed to/at last assigned level to VFA 10 HOLDING and at the ETA according to the current flight plan or at EAT (when received and acknowledged), start descend to initial approach altitude and carry out the standard instrument approach.

c.Rwy 28, above FL140:

proceed at last assigned level to ‘VFA’ VORDME and descend in holding pattern to FL140 and then proceed to VFA 28 HOLDING, over VFA 28 HOLDING at FL140 comply with the following procedure;

d.Rwy 28, at or below FL140:

proceed VFA 28 HOLDING and at the ETA according to the current flight plan or at EAT (when received and acknowledged), start descend to the initial approach altitude and carry out the standard instrument approach.

Departure Procedures

a.fly at/to assigned and acknowledged flight level of SID, if is higher than the last assigned until passing 30 DME ‘VFA’ VOR.

b.Thereafter adjust level and speed in accordance with the filed flight plan.

c.If being radar vectored or proceeding offset, when passing 30 DME ‘VFA’ VOR, rejoin the current flight plan route and proceed in accordance with the filed flight plan.

d.If cleared direct to... fly at/to assigned and acknowledged level or FL60, whichever is higher, until passing 30DME ‘VFA’ VOR, maintain the current flight plan and proceed in accordance with the filed flight plan.

MADEIRA AIRPORT

Arrival Procedures

a.above FL270:

proceed to SNT HOLDING WEST and descend in holding pattern to FL140, then proceed to FUNOR, over FUNOR holding at FL140 comply with the procedure mentioned under c) below.

b.at or below FL270:

proceed to FUNOR and comply with the procedure mentioned under c) below.

c.over FUNOR at ETA according to current flight plan or at EAT (when received and acknowledged), start descend to initial approach altitude to carry out a standard instrument approach.

Departure Procedures

a.proceed to/at the last cleared and acknowledged FL or the level of the SID, if it is higher then the last assigned and acknowledged level, until passing 30 DME ‘FUN’ VORDME, then adjust level and speed in accordance with the filed flight plan.

b.if under radar vectoring or proceeding offset, when passing 30 DME ‘FUN’ VORDME rejoin the current flight plan route, and proceed in accordance with para a) above.

c.if cleared direct to... proceed at/to assigned and acknowledged flight level or to FL60, whichever is higher, until passing 30 DME ‘FUN’ VORDME, maintain the current flight plan route and proceed in accordance with para a) above.

PORTO (FRANCISCO SA CARNEIRO) AIRPORT

Arrival Procedures/FMS RNAV Arrival

Procedures

a.Rwy 17:

Proceed to/at the last assigned level to ‘POR’ NDB holding pattern, and at the ETA according to the current flight plan or at EAT (when received and acknowledged), start descend to the initial approach altitude and carry out the standard instrument approach.

b.Rwy 35: above FL120:

proceed to/at the last assigned flight level ‘POR’ NDB, and descend in holding pattern to FL80, then proceed to ‘PG’ Lctr via ‘PRT’ VORDME, and proceed as below.

c.Rwy 35: at/below FL120:

proceed to ‘PG’ Lctr and at ETA according to current flight plan or at EAT (when received and acknowledged) start descend to initial approach altitude and carry out the standard instrument approach.

Departure Procedures/FMS RNAV Departure

Procedures

a.proceed on/at the last assigned and acknowledged flight level or the flight level of the SID if higher than assigned flight level until passing 30 DME ‘PRT’ VORDME.

b.thereafter adjust level and speed in accordance with the filed flight plan.

c.If being radar vectored or proceeding offset, when passing 30 DME ‘PRT’ VORDME, rejoin the current flight plan route and proceed in accordance with b) above.

d.if cleared direct to..., fly at/to the assigned and acknowledged level or to FL70, whichever is higher, until passing 30 DME ‘PRT’ VOR, maintain the current flight plan route and proceed in accordance with b) above.

PORTO SANTO AIRPORT

Arrival Procedures

a.above FL140:

proceed at/to last assigned level to SNT HOLDING WEST and descend in holding pattern to FL140, then proceed to SNT HOLDING NORTH or SOUTH according to rwy-in-use. Over SNT HOLDING NORTH or SOUTH at FL140 proceed as described below.

b.at or below FL140:

proceed to SNT HOLDING NORTH or SOUTH and at ETA according to current flight plan or at EAT (when received and acknowledged) start descend to the initial approach altitude and carry out the standard instrument approach.

Departure Procedures

a.Maintain the last assigned FL or if the level of the SID is higher than maintain the last assigned level until passing 30 DME ‘SNT’ VORDME,

b.thereafter adjust level and speed in accordance with the filed flight plan.

c.If under radar vectoring or proceeding off-set, when passing 30 DME ‘SNT’ VORDME, rejoin current flight plan route, and proceed in accordance with b) above.

d.if cleared direct to... proceed at/to assigned and acknowledged flight level or to FL60, whichever is higher, until passing 30 DME ‘SNT’ VORDME, maintain the current flight plan route and proceed in accordance with para b) above.

GENERALICAO DIFF RENCES OR STATE SPECI L PROCEDURES

NOTE: This information also applies to Kyrgyzstan, Tajikistan and Turkmenistan, as covered by common aeronautical publications. Accordingly, each of the above States is to be substituted for the term “Russia(n)” in the following text, as appropriate.

In general, the Emergency, Unlawful Interference, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

EMERGENCY

CHANGE OF FLIGHT LEVEL

When encountering hazards to flight safety at the assigned level (dangerous meteorological phenomena, failures of equipment, etc.), the pilot-in-com- mand shall have the right to change the flight level independently with immediate reporting to the appropriate ATC unit.

In this case, the pilot-in-command must, without changing the flight level, turn away (normally to the right) 30 degrees from the airway axis and, after 16.2NM (30Km), resume the former flight heading with simultaneous change of altitude to the selected level and report to the ATC unit. In emergency, the descent shall be carried out immediately after turning away. Upon reaching the new flight level, the pi- lot-in-command shall, after receiving clearance from the ATC unit, enter the airway.

COMMUNICATIONS FAILURE

sary to proceed to the alternate aerodrome at proximate upper flight level.

b.In the event of radio communication failure during climbing to the assigned flight level (altitude), the pilot-in-command has the right to land at the departure aerodrome according to the established descending and approach-to-land pattern. If it is impossible to land at the departure aerodrome, the pilot-in-command shall make a decision to proceed to the destination aerodrome or to the alternate aerodrome in accordance with para a).

c.In the event of radio communication failure after climbing to the assigned flight level (altitude) by the ATS unit, aircraft shall proceed to the destination aerodrome or to the alternate aerodrome located along the flight path at this flight level (altitude) and return to the departure aerodrome at proximate lower flight level. If the flight is carried out at minimum safe flight level, it is necessary to proceed to the departure aerodrome at proximate upper flight level.

d.In the event of radio communication failure during descending, the pilot-in-command shall reach and maintain the flight level (altitude) earlier established by the ATS unit and proceed to the landing aerodrome at this flight level (altitude) with subsequent approach according to the established pattern.

e.If it is impossible to land at the destination aerodrome, the pilot-in-command has the right to make a decision to proceed to the alternate aerodrome at minimum safe flight level or at one of especially established for flights without radio communication flight levels FL138 (4200m), FL148 (4500m), or FL236 (7200m), FL246 (7500m) depending on flight direction.

GENERAL

The pilot-in-command shall switch on the distress signal and, using all available facilities, take measures to reestablish communication with ATC unit directly or by means of other aircraft. In such cases, if necessary, the emergency frequency may be used.

The pilot shall in all cases continue to transmit the established position reports, its actions, flight conditions using all available onboard radio communication facilities for commands reception.

In the event of radio communication failure directly after take-off, the pilot-in-command shall carry out approach according the established pattern and land at the departure aerodrome.

a.If it is impossible to land at the departure aerodrome after take-off (due to meteorological conditions or of the aircraft mass exceeds the landing mass and fuel jettisoning is impossible, etc.), the pilot in command has the right:

–proceed to the destination aerodrome according conditions assigned by ATS unit;

–proceed to the alternate aerodrome at the flight level assigned by the ATS unit or at proximate lower flight level (in accordance with vertical separation rules), but not below minimum safe flight level. If the flight is carried out at lower (safe) flight level, it is neces-

f.In the event of radio communication failure during flight at altitude below the minimum safe flight level, the flight shall be carried out at the earlier established by the ATS unit flight level.

g.In the event of radio communication failure the return to the departure aerodrome shall be carried out along the route of flight before radio communication failure except cases when entry into TMA is carried out along corridors which don’t coincide with exit corridors. In this case the pilot shall carry out flight according to the aeronautical information documents.

h.In the event of radio communication failure the pilot-in-command shall carry out descent and approach to the basic or alternate aerodrome according to the data indicated in the aeronautical information documents, with maximum circumspection. If these data for the alternate aerodrome are absent in the aeronautical information documents, it is permitted to carry out descent for approach from abeam LOM of the alternate aerodrome.

i.If radio communication failure occurs during VFR flight below clouds, the pilot-in-command shall, as possible, not enter into clouds.

j.During flight without radio communication at night, the pilot shall, as possible, indicate aircraft position by periodically switching on of onboard landing lights or by onboard lights flashing.

k.Crossing the state border of Russia by aircraft when entering Russian airspace without radio communication is prohibited, except cases when radio communication failure took place in flight (when there is a permission for conducting a flight, obtained in accordance with international agreements and conventions of Russia).

RADAR FAILURE

In the event of Radar failure or loss of radar identification, instruction will be issued to the pilot to increase separation up to the values prescribed for flights without radar control:

–at least 10 minutes for aircraft proceeding at the same level (altitude) along the same route and also within TMA (in approach area);

–at least 3 minutes when performing approach manoeuvres;

–at least 10 minutes at the moment of crossing when crossing by climbing and descending the same or opposite direction flight level (altitude) occupied by another aircraft;

–at least 15 minutes at the moment of crossing when crossing the intersecting route at the same flight level (altitude) of another aircraft.

Communication Failure Arkhangelsk (Talagi)

Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

Commence descending for approach after crossing LOM (NDB) not earlier the ETA in accordance with out-of-sequence approach procedure provided that landing shall be carried out not later than 30 minutes after ETA.

In case of radio communication failure during VFR flight, aircraft shall proceed to the aerodrome of first landing in accordance with the FPL.

In case of radio communications failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome according to FPL. In this case the crew shall maintain assigned flight level till joining radio navigation fix of planned landing aerodrome and commence descending at EAT or as close as possible to EAT indicated in the FPL. Approach-to-land shall be carried out according to IFR with respect to procedure established for specified navigation facility. Landing shall be carried out not later than 30 minutes after ETA.

Communication Failure Astrakhan Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Communication Failure Barnaul Airport

SPECIAL PROCEDURES - RUSSIA

Communication Failure Abakan Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

Commence descending for approach after crossing LOM (NDB) not earlier the ETA in accordance with out-of-sequence approach procedure provided that landing shall be carried out not later than 30 minutes after ETA.

Communication Failure Anadyr (Ugolny) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

In case of radio communication failure during VFR flight, aircraft shall proceed to the aerodrome of first landing in accordance with the FPL.

In case of radio communications failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome according to FPL. In this case the crew shall maintain assigned flight level till joining radio navigation fix of planned landing aerodrome and commence descending at EAT or as close as possible to EAT indicated in the FPL. Approach-to-land shall be carried out according to IFR with respect to procedure established for specified navigation facility. Landing shall be carried out not later than 30 minutes after ETA.

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

While entering Barnaul TMA, the pilot shall continue at last assigned level to LOM of RWY 06/24 (depending on runway-in-use), enter holding over LOM descending to the flight level not below FL49 (1500m). At the ETA or as close as possible to the ETA carry out approach procedure according to out-sequence approach pattern as follows:

–after crossing LOM proceed at the holding exit altitude for 1 minute on landing heading;

–descend on the same heading to the turn altitude defined as average between the exit altitude and aerodrome traffic height;

–carry out a 180° turn (left-hand for landing heading 059°, right-hand for landing heading 239°) descending to the aerodrome traffic circuit height to abeam LOM;

–then carry out approach according instrument approach chart.

Landing shall be carried out not later than 30 minutes after ETA.

If landing is not possible (due to meteorological conditions and landing weight) after missed approach pilot shall proceed to alternate aerodrome climbing according to the departure pattern to the minimum safe flight level or flight levels according COMMUNICATIONS FAILURE GENERAL, para e), depending flight direction.

After take-off pilot-in-command shall climb to aerodrome traffic circuit height, proceed in accordance with approach pattern and land. If for any reasons the pilot cannot land (due to aircraft landing weight or meteorological conditions) the pilot-in-command has the right:

–proceed to the destination aerodrome climbing to the altitude (flight level) according to the departure pattern;

–proceed to the alternate aerodrome at minimum safe flight level or levels according to COMMUNICATIONS FAILURE GENERAL, para e) depending on flight direction;

–enter the holding area over LOM and hold at minimum safe flight level until fuel dumping obtaining aircraft landing mass, then land.

While climbing to flight level (altitude), the pi- lot-in-command shall proceed at last assigned and cleared flight level to the exit corridor boundary and after passing the boundary climb to assigned flight level (altitude) according FPL.

In case of radio communications failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome according to FPL or departure aerodrome. While proceeding to the destination aerodrome, pilot shall maintain assigned flight level till joining the aerodrome LOM and commence descending not earlier than EAT indicated in the FPL. Approach-to-land is carried out according established instrument approach procedures. Landing shall be carried out not later than 30 minutes after ETA.

Begishevo Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

In case of radio communication failure after the entry into Begishevo TMA the pilot shall continue the flight towards LOM at last assigned flight level cleared by ATC. After joining LOM the pilot shall enter rectangular approach pattern and after passing LOM in 30 sec carry out descending according to rectangular approach pattern to aerodrome circuit height and land not later than 30 minutes after ETA.

During approach-to-land at final the aircraft shall identify itself and request landing by means of flashing and then by switching on landing lights and by signal flares of any colour.

Belgorod Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

In case of radio communication failure during VFR flight, aircraft shall proceed to the aerodrome of first landing in accordance with the FPL.

In case of radio communications failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome according to FPL. In this case the crew shall maintain assigned flight level till joining radio navigation fix of planned landing aerodrome and commence descending at EAT or as close as possible to EAT in-

dicated in the FPL. Approach-to-land shall be carried out according to IFR with respect to procedure established for specified navigation facility. Landing shall be carried out not later than 30 minutes after ETA.

Blagoveshchensk (Ignatyevo) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

In case of radio communication failure before the entry into Blagoveshchensk TMA the pilot shall continue the flight at last assigned flight level cleared by ATC towards Srednebeloye NDB to the holding area, then according to the holding pattern reach FL69 (2100m) and conduct out-of-sequence ap- proach-to-land.

In case of radio communication failure within TMA the pilot shall continue approach-to-land according to the established pattern listening to controller’s instruction on LOM frequency.

In case of radio communication failure after take-off the pilot shall continue climbing to aerodrome traffic circuit height, fly according to approach pattern and land at Blagoveshchensk aerodrome depending on meteorological conditions and aircraft landing weight. If for any reasons aircraft cannot carry out landing at Blagoveshchensk aerodrome it shall proceed to the holding area Srednebeloye NDB, established for this Rwy direction climbing to FL69 (FL2100m). If required on a pilot’s decision, after passing Srednebeloye NDB aircraft may proceed along the route to the alternate aerodrome indicated in the FPL for the flight without radio communication at one of the flight levels FL138 (4200m), FL148 (4500m), or FL236 (7200m), FL246 (7500m) established for the flights without radio communication depending on flight direction.

Bratsk Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Bryansk Airport

In case of radio communication failure proceed according to COMMUNICATIONS FAILURE GENERAL supplemented as follows:

In case of radio communications failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome according to FPL. In this case the crew shall maintain assigned flight level till joining radio navigation fix of planned landing aerodrome and commence descending at EAT or as close as possible to EAT indicated in the FPL. Approach-to-land shall be carried out according to IFR with respect to procedure established for specified navigation facility. Landing shall be carried out not later than 30 minutes after ETA

Cheboksary Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

If unable to land at Cheboksary airport proceed to alternate airport of Kazan at FL69 (2100m) or of Nizhny Novgorod at FL98 (3000m) along departure routes to geo points Nezharovo or KEMEV and along routes to LOM of Kazan or Nizhny Novgorod aerodromes, and carry out further descent and the instrument approach procedures based on the respective navigational aid. Landing shall not be carried out not later than 30 minutes after ETA.

In case of radio communication failure after take-off (if at height (200m)) and communication with ‘Cheboksary Tower’ is not established, the pilot-in-com- mand shall continue climbing to aerodrome traffic circuit height and fly in accordance with the instrument approach pattern and land depending on meteorological conditions and aircraft landing weight or proceed to the alternate aerodrome (Kazan or Nizhny Novgorod) at FL69 (2100m) or FL98 (FL3000m) along departure routes to Nezharovo or KEMEV.

If for any reason the pilot-in-command cannot land (due to landing weight or meteorological conditions), aircraft shall proceed to the holding area for the required time. Exit out of the holding area shall be carried out along the routes of the approach procedure or proceed at FL69 (2100m) to the alternate aerodrome Kazan, or at FL 98 (3000m) to the alternate aerodrome Nizhny Novgorod via Nezharovo or KEMEV and carry out further descending and ap- proach-to-land according established procedures.

If required on a pilot’s decision, after passing TMA boundary aircraft may proceed along the route to the alternate aerodrome indicated in the FPL for the flight without radio communication at one of the flight levels FL138 (4200m), FL148 (4500m), or FL236 (7200m), FL246 (7500m) established for the flights without radio communication depending on flight direction.

In case of radio communication failure during climbing to flight level (altitude) the pilot-in-command shall proceed at altitude (flight level) assigned by ATC to NDB of TMA exit corridor and after passing TMA boundary climb to altitude (flight level) according to FPL.

In case of radio communication failure during VFR, aircraft shall proceed according to the flight plan to the aerodrome of first landing.

In case of radio communication failure during IFR flight when it is not possible to change to visual flight, aircraft shall proceed to the destination aerodrome according to the flight plan. In this case the crew shall maintain the assigned flight level till crossing radio navigation fix of the flight planned aerodrome of landing and commence descending at ETA or as close as possible to this time indicated in the flight plan. Approach shall be carried out by reference to instruments according to procedure established for this navigation facility. Landing if possible shall be carried out within 30min after ETA.

Chelyabinsk (Balandino) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

–after take-off the pilot-in-command shall proceed according to approach pattern and depending on meteorological conditions shall land at departure

aerodrome or proceed to the nearest alternate aerodrome;

–while climbing to the flight level (altitude), the pi- lot-in-command shall proceed at the last assigned altitude to exit corridor NDB (point) and after crossing NDB (point) climb to the assigned flight level;

–if during 30 minutes provided for landing aircraft have not been detected or have not land, all restrictions at the aerodrome for other aircraft are canceled.

Elista Airport

In case of radio communication failure after take-off (if at height (200m)) and communication with ‘Elista Krug’ is not established, the pilot-in-command shall continue climbing to aerodrome traffic circuit height and fly in accordance with the instrument approach pattern and land depending on meteorological conditions and aircraft landing weight.

If unable to land at Elista airport continue in accordance with COMMUNICATIONS FAILURE GENERAL.

Irkutsk Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Kazan Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Kemerovo Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

After entry into TMA the pilot shall continue towards LOM at the last assigned flight level.

The crew shall transmit by urgency signal and in case of interference on emergency frequency 121.5MHz or alternate frequency 129.0MHz the information about made decision, position, flight altitude. Pilot shall not wait for acknowledgement of this information by the controller.

In case of interference pilot shall maintain a listening watch on the Kemerovo aerodrome communication channels as well as emergency frequency 121.5MHz or 129.0MHz. Pilot shall also maintain a listening watch on the LOM frequency for information and instructions of the ATC controller. After crossing LOM the pilot shall commence descending according to out-of-sequence approach pattern not earlier and not later than 30 minutes after ETA

in case of radio communication failure and if it is impossible to land at Kemerovo aerodrome the aircraft may proceed along the route to the alternate aerodrome indicated in the FPL using one of the flight levels described under COMMUNICATIONS FAILURE GENERAL, para e), depending on the flight direction.

In case of radio communication after take-off pilot shall proceed according to Kemerovo approach pattern and depending on meteorological conditions

shall land at the aerodrome or proceed to alternate aerodrome chosen when making decision for departure at one of the flight levels described under COMMUNICATIONS FAILURE GENERAL, para e), depending on flight direction.

In case of radio communication failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to destination aerodrome according to FPL. Pilot shall maintain assigned flight level till crossing radio navigation facility of flight planned aerodrome of landing and commence descending at ETA or as close as possible to time indicated in FPL. Approach shall be carried out according to established instrument procedures. Landing if possible shall be carried out within 30 minutes after ETA.

If the flight to the destination aerodrome is not connected with crossing the state border of Russia, the pilot shall carry out landing at the nearest alternate aerodrome. In this case aircraft shall proceed at one of the flight levels as described under COMMUNICATIONS FAILURE GENERAL, para e), depending on flight direction

In case of radio communication failure during VFR flight (special VFR flight), the pilot shall

–proceed according to VFR (special VFR) at the assigned altitude (flight level).

–if it is impossible to continue VFR (special VFR) flight to the destination aerodrome, proceed to the alternate aerodrome where meteorological conditions permit to land according to VFR (special VFR).

Khabarovsk (Novy) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

Prior to entry of Khabarovsk TMA, pilot shall continue to proceed to the holding area towards the LOM of the runway-in-use at last assigned flight level as cleared by ATC.

Then according to the holding pattern, aircraft shall reach FL118 (3600m) and conduct an out-of-se- quence approach.

Furthermore pilot shall:

–take all possible measures for reestablishing radio communication by means of all available communication facilities and channels;

–set SSR transponder to code 7600;

–continue reporting position and flight altitude as established;

–designate aircraft during approach-to-land by switching on onboard landing lights according to current international rules.

Krasnoyarsk (Yemelyanovo) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Kursk (Vostochny) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Magadan Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Magnitogorsk Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Mineralnyye Vody Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

After entry into Mineralnyye Vody TMA the pilot shall continue towards LOM at last assigned flight level. After joining LOM at assigned flight level the pilot shall enter rectangular approach pattern. After crossing LOM in 30 seconds aircraft shall descend according rectangular approach pattern, approach and landing. Landing shall be carried out not later than 30 minutes after ETA.

During climbing to flight level (altitude) and if the pilot has decided to proceed to the destination aerodrome, he shall proceed at last assigned altitude (flight level) until the exit of Mineralnyye Vody TMA and after exit climb to assigned flight level according to filed flight plan.

Moscow TMA

Entry into Moscow Area under radio communication failure is prohibited.

Moscow (Sheremetyevo) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

After entry into Moscow Area, pilot shall continue flight towards LMM, LOM, and from Savelovo NDB ‘SW’ along SW 07C or SW 25C routes. Descending from LMM, LOM shall be commenced at ETA or as close as possible to ETA to FL59 (1800m) without leaving holding. Thereafter:

–execute instrument approach along CHARLIE route descending preliminarily to LMM 07R/L or LOM 25R/L to FL49 (1500m), or if unable to land:

–proceed to alternate Moscow (Vnukovo) or Moscow (Domodedovo) at FL59 (1800m) along departure routes to Chelobityevo NDB or MEDUD and then along the routes to LOM of Vnukovo or Domodedovo aerodromes with further descent and instrument approach established not later than 30 minutes after ETA.

In case of radio communication failure after take-off (if at height (200m)) and communication with ‘Sheremetyevo Radar’ is not established), the pi- lot-in-command shall continue climbing to height (900m) and fly according to the instrument approach procedures and land at Sheremetyevo depending on meteorological conditions and landing weight or proceed to the alternate aerodrome (Vnukovo or Domodedovo) at FL59 (1800m) along SID routes to Chelobityevo NDB or MEDUD.

If landing weight does not allow to carry out landing at Sheremetyevo, the pilot shall proceed to holding area over Savelovo NDB ‘SV’ for fuel dumping along the following routes:

–for RWY 07L/R - KN 07D. When proceeding to Buzharovo along AR 07D or MEDUD along MEDUD 07D (if communication with ‘Sheremetyevo Radar’ failed to be established by R331/D9.4MR), Opalikha NDB along KS 07D (if communication with ‘Sheremetyevo Radar’ failed to be established by R026/D14.4MR), Chelobityevo NDB along BP 07E (if communication with ‘Sheremetyevo Radar’ failed to be established by R011/D17.2MR), Chelobityevo NDB along BP 07D (if communication with ‘Sheremetyevo Radar’ failed to be established by R057/D12.8MR) the pilot shall carry out the flight at aerodrome traffic circuit height along the approach pattern climbing to FL59 (1800m) after crossing LOM and proceeding to Kostino NDB along KN 07D and Savelovo NDB;

–for RWY 25R/L - KN 25D. When proceeding to Buzharovo along AR 25D or MEDUD along MEDUD 25D (if communication with ‘Sheremetyevo Radar’ failed to be established by R330/D6.0MR), Opalikha NDB along KS 25D (if communication with ‘Sheremetyevo Radar’ failed to be established by R349/D7.6MR), Chelobityevo NDB along BP 25E (if communication with ‘Sheremetyevo Radar’ failed to be established by R330/D6.0MR), Chelobityevo NDB along BP 25D (if communication with ‘Sheremetyevo Radar’ failed to be established by R349/D7.6MR) the pilot shall carry out the flight at aerodrome traffic circuit height along the approach pattern climbing to FL59 (1800m) after crossing LOM and proceeding to Kostino NDB along KN 25D and Savelovo NDB.

After crossing Savelovo NDB aircraft shall enter the holding area and hold there for the time necessary for fuel unloading, after that carry out the flight along the routes:

–for RWY 07R/L - SW 07C;

–for RWY 25R/L - SW 25C and carry out landing at Sheremetyevo.

If unable to carry out landing, the pilot-in-command has the right to proceed to Vnukovo or Domodedovo alternate aerodromes at FL59 (1800m) proceeding to Chelobityevo NDB or MEDUD and then to LOM of the aerodrome with subsequent landing according to existing patterns.

In cases where it is impossible to land at Sheremetyevo, Vnukovo or Domodedovo aerodrome (due to meteorological conditions, aircraft landing weight etc.), the pilot-in-command can decide to continue the flight to the destination aerodrome. In such cases pilot-in-command must carry out the flight after take-off at aerodrome traffic circuit height according to the approach patterns as described before and proceed to the destination aerodrome after crossing LOM in accordance with conditions given by ATS or in accordance with the application for airspace usage and carry out landing at the destination aerodrome with the smallest deviations from the time indicated in the FPL.

If required, on pilot-in-command decision, after passing Kostino NDB the aircraft may proceed along the route to the alternate aerodrome indicated in the FPL using one of the flight levels described under COMMUNICATIONS FAILURE GENERAL, para e), depending on the flight direction.

In case of radio communication failure during climb to the flight level (altitude) the pilot-in-command shall proceed at last assigned and acknowledged altitude (flight level) to NDB of exit Moscow Area and after passing NDB climb to assigned flight level according FPL.

Moscow (Vnukovo) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

In case of radio communication failure after entry into Moscow area the pilot shall continue flight towards LMM, LOM of runway-in-use at last assigned and acknowledged flight level with further descending and executing approach-to-land procedure.

If unable to land at Vnukovo proceed to Sheremetyevo or Domodedovo at FL59 (FL1800m) along departure route to MEDUD or Klimovsk NDB then along the routes to LOM of Sheremetyevo or Domodedovo and then carry out further descending and the established approach-to-land procedure.

In case of radio communication failure after take-off, (if at height (200m) and communication with ‘Vnukovo Krug’ is not established) pilot-in-command shall continue climbing to aerodrome traffic circuit height and fly according to the instrument approach pattern and land at Vnukovo aerodrome depending on meteorological conditions and landing weight or proceed to the alternate Sheremetyevo or Domodedovo at FL59 (1800m) along departure routes to MEDUD or Klimovsk NDB.

If for any reasons the pilot-in-command cannot land at Vnukovo, the aircraft shall proceed to the holding area for the runway-in-use (over LOM for Rwy 02, 06, 20 and 24 or over Skurygino NDB) climbing to FL59 (1800m) and hold for the required time. Thereafter the pilot shall leave the holding area along the routes of the approach pattern at Vnukovo aerodrome or proceed at FL59 (1800m) to the alternate aerodromes of Sheremetyevo or Domodedovo via MEDUD or Klimovsk NDB and carry out further descending and approach-to-land according established procedures.

If deemed necessary, by pilot-in-command’s decision the aircraft may proceed without radio communication along the route to the alternate aerodrome indicated in the FPL using one of the flight levels described under COMMUNICATIONS FAILURE GENERAL, para e), depending on the flight direction.

In this case the pilot shall proceed at FL59 (1800m) to NDB (CRP) of the exit of the Moscow area corridor, thereafter commence climbing to flight levels described under COMMUNICATIONS FAILURE GENERAL, para e).

In case of radio communication failure during climbing to flight level (altitude) the pilot-in-command must proceed at last assigned flight level (altitude) to NDB of exit from Moscow area corridor and after

passing NDB climb to assigned flight level indicated in the FPL.

Moscow (Domodedovo) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

In case of radio communication failure after entry into Moscow area the pilot shall continue flight at last assigned and acknowledged flight level towards LMM along the following routes:

–Rwy 32R/L: WT 32B, LO 32A, QO 32B, BITSA 32B

–Rwy 14R/L: WT 14B, LO 14A, QO 14B, BITSA 14B

Descending from LMM shall be commenced at the ETA or as close as possible to this time up to FL49 (1500m), without leaving the holding area.

Thereafter crew shall carry out:

–approach-to-land at Domodedovo according to published procedures descending to FL49 (1500m) at LMM.

–if unable to land at Domodedovo proceed to the alternate aerodrome of Vnukovo along the SID routes to Klimovsk NDB (LO 14E, LO 14D, LO 32E, LO 32D) or to Sheremetyevo along the SID routes to Kartino NDB (WT 14E, WT 14D, WT 32E, WT 32D) at FL49 (1500m) and further along the routes to LOM of Vnukovo or Sheremetyevo and carry out further descending and instrument approach according to published procedures for this navigation facility. Landing shall be carried out within 30 minutes after ETA.

In case of radio communication failure after take-off (if at height (200m)) and communication with ‘Domodedovo Krug’ is not established), the pi- lot-in-command shall continue climbing to height (800m) and fly according to the instrument approach procedures in case of radio communication failure after take-off and land at Domodedovo depending on meteorological conditions and landing weight.

If unable to land at Domodedovo due to landing weight, the pilot shall proceed to the holding area for fuel dumping along the SID routes:

–for Rwy 32L - DK 32D

–for Rwy 32R - DK 32E

–for Rwy 14R - DK 14D

–for Rwy 14L - DK 14E

The pilot shall fly at height (800m) according to the instrument approach procedure without communication, after passing LMM proceed to Glotayevo NDB climbing to FL49 (1500m) and proceed to Glotayevo NDB and then to Aksinyino NDB. After passing Aksinyino NDB join the holding area and fly in the holding area for the time necessary for fuel dumping, then continue to fly along the STAR routes:

–for Rwy 32L/R - QO 32B

–for Rwy 14R/L - QO 14B

and carry out landing at Domodedovo.

If due to meteorological conditions or other reasons the landing at Domodedovo is not possible, then af-

ter executing the missed approach the pilot has the right:

–to proceed to alternate aerodrome of Vnukovo along the SID route to Klimovsk NDB (LO 14E, LO 14D, LO 32E, LO 32D), or to Sheremetyevo along the SID routes to Kartino NDB (WT 14E, WT 14D, WT 32E, WT 32D) at FL49 (1500m) and further along the routes to LOM of Vnukovo or Sheremetyevo with subsequent landing according to published procedures;

–to proceed to the destination aerodrome climbing in the departure pattern to altitude (flight level) assigned by the TWR controller;

–to proceed to the alternate aerodrome at the lower safe flight level or at FL138 (4200m), FL148 (4500m), or FL236 (7200m), FL246 (7500m) specially established for flight without communication depending on flight direction.

In case of radio communication failure during VFR flight aircraft shall proceed according to the flight plan to aerodrome of first landing.

In case of radio communication failure during IFR flight when it is not possible to change to visual flight, aircraft shall proceed to the destination aerodrome according to the flight plan. In this case the crew shall maintain the assigned flight level till crossing radio navigation fix of the flight planned aerodrome of landing and commence descending at ETA or as close as possible to this time indicated in the flight plan. Approach shall be carried out by reference to instruments according to procedure established for this navigation facility. Landing if possible shall be carried out within 30min after ETA.

If the flight to the destination aerodrome is not connected with crossing of state border of Russia, the crew shall carry out landing at the nearest alternate aerodrome outside of Moscow area.

Murmansk Airport

In case of radio communication failure proceed according to COMMUNICATIONS FAILURE GENERAL supplemented as follows:

After entry into TMA the pilot shall continue flight towards LOM at last assigned and cleared level. Descending from LOM and approach for landing shall be executed according to wide rectangular approach pattern at ETA or as close as possible to it.

In case of radio communication failure after take-off pilot shall continue climbing to aerodrome traffic circuit height and fly according to instrument approach pattern and land, depending on meteorological conditions and landing weight or proceed to alternate aerodrome.

If deemed necessary, by pilot-in-command’s decision the aircraft may proceed to the alternate aerodrome indicated in FPL by using flight levels according COMMUNICATIONS FAILURE GENERAL, para e) depending on flight direction.

In case of radio communication failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to destination aerodrome according to FPL. Pilot shall maintain assigned flight level till crossing radio navigation facility of flight planned aerodrome of landing and commence descending at ETA or as close as possible to time indi-

cated in FPL. Approach shall be carried out according to established instrument procedures. Landing if possible shall be carried out within 30 minutes after ETA.

Nalchik Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

After entry into TMA the pilot shall continue flight towards LOM at last assigned and cleared level. Descending from LOM shall be commenced at ETA or as close as possible to it, to aerodrome traffic circuit height of 1640ft (500m) along the tight rectangular pattern with further approach-to-land. If unable to land proceed to the alternate aerodromes of Mineralnyye Vody or Vladikavkaz at FL79 (2400m) or FL69 (2100m) along departure routes to MARAT or ARGUT respectively, and then along the routes to LOM of Mineralnyye Vody or Vladikavkaz and carry out further descending according to established instrument approach procedures. Landing shall be carried out not later than 30 minutes after ETA.

After take-off pilot-in-command shall continue climbing to aerodrome traffic circuit height and fly according to the instrument approach pattern and land, depending on meteorological conditions and landing weight or proceed to the alternate aerodromes Mineralnyye Vody or Vladikavkaz at FL79 (2400m) or FL69 (2100m) along departure routes to MARAT or ARGUT.

If for any reasons the pilot-in-command cannot immediately land (due to landing weight or meteorological conditions aircraft must proceed to the holding area over LOM climbing to FL59 (1800m) and hold there for 10 minutes. Thereafter leave holding area along the approach procedure or proceed to the alternate aerodromes of Mineralnyye Vody or Vladikavkaz climbing to FL79 (2400m) to MARAT or FL69 (2100m) to ARGUT where descending and ap- proach-to-land shall be carried out according to established procedures.

If deemed necessary, by pilot-in-command’s decision the aircraft may proceed to the alternate aerodrome indicated in FPL by using flight levels according COMMUNICATIONS FAILURE GENERAL, para e) depending on flight direction.

During climbing to flight level (altitude) the pi- lot-in-command shall proceed at last assigned flight level (altitude) to CRP of exit from TMA corridor, and after passing CRP climb to assigned flight level indicated in FPL.

In case of radio communication failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to destination aerodrome according to FPL. Pilot shall maintain assigned flight level till crossing radio navigation fix of flight planned aerodrome of landing and commence descending at ETA or as close as possible to time indicated in FPL. Approach shall be carried out according to established instrument procedures. Landing if possible shall be carried out within 30 minutes after ETA.

Nizhnevartovsk Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Nizhny Novgorod Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

In case of radio communication failure after entry into TMA the pilot shall continue at last assigned flight level to LMM when approaching on heading 180°, to LOM when approaching on heading 360°.

After crossing LOM aircraft shall proceed at assigned flight level and landing heading for 30 seconds after that carry out descending to the calculated height of turn thereafter fly according to approach pattern. Descending from LOM shall be commenced not earlier and not later than 30 minutes after the estimated time.

Novosibirsk Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Special take-off procedures

In case of aircraft emergency after take-off (during missed approach) and if unable to carry out the established approach procedures, the pilot shall carry out procedure turn and land on runway with reciprocal heading.

–during take-off on heading 072° a turn-away to the left shall be made on track 350°, then turn right onto 252° or depending on a distance from

the runway turn to left shall be made on track 170° with subsequent turn onto 250°;

–during take-off on heading 252° a right hand pro-

cedure turn shall be made for approach-to-land on heading 072°.

Special approach procedures

In case of emergency and if unable to land, pilot is allowed to carry out landing on one of the emergency landing sites:

Site 1: A=340° S= 5.7NM (10.5Km)

Elev: -33ft (-10m), 9842’ x 1640’ (3000m x 500m)

Site 2: A=180° S= 8NM (15Km)

Elev: 98ft (30m), 19730’ x 22966’ (6000m x 7000m)

Omsk Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

In case of radio communication failure after take-off (if at height (200m)) and communication with ‘Omsk Krug’ is not established, the pilot-in-command shall continue climbing to aerodrome traffic circuit height and fly in accordance with the instrument approach pattern and land depending on meteorological conditions and aircraft landing weight or proceed to the alternate aerodrome.

If for any reason the pilot-in-command cannot land (due to landing weight or meteorological conditions), aircraft shall proceed to the holding area 'ALPHA' climbing to FL98 (3000m) and hold in the holding area for fuel dumping. Exit out of the holding area shall be carried out along the routes of the approach procedure.

If required on a pilot’s decision, aircraft may proceed along the route to the alternate aerodrome indicated in the FPL for the flight without radio communication at one of the flight levels FL138 (4200m), FL148 (4500m), or FL236 (7200m), FL246 (7500m) established for the flights without radio communication depending on flight direction. Landing shall be carried out not later than 30 minutes after ETA.

In case of radio communication failure during climbing to flight level (altitude) the pilot-in-command shall maintain at last assigned altitude (flight level).

In case of radio communication failure during VFR, aircraft shall proceed according to the flight plan to the aerodrome of first landing.

In case of radio communication failure during IFR flight when it is not possible to change to visual flight, aircraft shall proceed to the destination aerodrome according to the flight plan. In this case the crew shall maintain the assigned flight level till crossing radio navigation fix of the flight planned aerodrome of landing and commence descending at ETA or as close as possible to this time indicated in the flight plan. Approach shall be carried out by reference to instruments according to procedure established for this navigation facility. Landing if possible shall be carried out within 30min after ETA.

Special approach procedure in case of radio communication failure:

–the aircraft shall proceed to LOM at the last assigned flight level (altitude);

–from LOM the aircraft shall proceed according to the approach pattern to the holding area 'ALPHA' descending to FL98 (3000m). If required, descending to FL98 (3000m) may be carried out according to the holding pattern;

–after reaching FL98 (3000m) proceed to ALPHA;

–after crossing ALPHA the aircraft shall fly 2.69NM (5Km) without descending according to aerodrome circuit height;

–then according to the approach pattern.

Orenburg Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Perm (Bolshoye Savino) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL supplemented as follows:

After entry into the Perm Approach area the pilot shall continue flight at last assigned and acknowledged flight level towards LOM on landing heading 213° or NDB (LMM on landing heading 033°). Descending from LOM or NDB shall be commenced at ETA or close as possible thereto. Landing shall be carried not later than 30 minutes after ETA.

After take-off the pilot shall continue climbing to aerodrome traffic circuit height and carry out the instrument approach pattern. If due to meteorological conditions or other reasons it is impossible to land the pilot has the right:

–proceed to the destination aerodrome climbing in the departure pattern to assigned altitude;

–proceed to the alternate aerodrome chosen when making decision for departure at one of the flight levels described under COMMUNICATIONS FAILURE GENERAL, para e), depending on flight direction.

When it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome according to FPL. In this case maintain the last assigned level until crossing navigational fix of the flight planned aerodrome of landing and commence descent at ETA or close thereto. Approach shall be carried out according to established procedures. Landing if possible shall be carried out not later than 30 minutes after ETA.

NOTE: Listening watch of controller’s instructions on the radio communication channel via LOM shall be carried out on LOM frequency 705kHz regardless of landing direction.

Petropavlovsk-Kamchatsky Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Pskov Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Rostov-Na-Donu Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

In case of radio communication failure after take-off (if at (200m) communication with ‘Rostov Radio’ is not established) the pilot shall:

–when RWY 04 is in use, execute the ap- proach-to-land procedure climbing to (600m) and land on RWY 04;

–when RWY 22 is in use, execute the missed ap-

proach climbing to FL49 (1500m) and proceed to the holding area over Bagayevskiy NDB 1175 ‘BA’, after passing Bagayevskiy NDB execute the approach-to-land procedure on RWY 22.

If landing weight does not allow to carry out landing at Rostov-na-Donu, pilot shall jettison fuel in the following fuel jettisoning areas:

–when RWY 04 is in use - in the holding area over LOM ‘RN’ from the moment of coming out of the first turn till the moment of coming out of the second 180-degree turn;

–when RWY 22 is in use - in the holding area over Bagayevskiy NDB 1175 ‘BA’ from the moment of coming out of the first turn till the moment of coming out of the second 180-degree turn.

In cases when landing at Rostov-na-Donu is not possible (due to meteorological condition, landing weight, etc.) the pilot can continue the flight to the

destination or alternate aerodrome after executing the missed approach using the following SID routes:

–KL 1A, KA 1A, ST 1A, ER 1A when RWY 04 is in use;

–DR 2D, KA 2A, ST 2A, ER 2A when RWY 22 is in use.

In case of radio communication failure when following STAR the pilot shall proceed at flight level last assigned by ATC or last assigned flight level along ATS routes to the holding area over Bagayevskiy NDB 1175 ‘BA’. At the EAT descend in the holding pattern to FL98 (3000m) and execute the ap- proach-to-land procedure from Bagayevskiy NDB 1175 ‘BA’ along STAR KA 04A or KA 22A.

In cases when landing at Rostov-na-Donu is not possible (due to meteorological condition, landing weight, etc.) the pilot can continue the flight to the destination or alternate aerodrome after executing the missed approach using the following SID routes:

–KL 1A, KA 1A, ST 1A, ER 1A when RWY 04 is in use;

–DR 2D, KA 2A, ST 2A, ER 2A when RWY 22 is in use.

Samara (Kuromoch) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

During climbing to flight level or on taking decision to return to the departure aerodrome, the pilot shall carry out flight at the lower flight level of the same direction nearest to the assigned one but not lower than flight levels described under COMMUNICATIONS FAILURE GENERAL, para e). After crossing LOM the pilot shall carry out out-of-sequence leaving the holding pattern and landing.

NOTE: When landing heading is 150°, out-of-se- quence leaving the holding pattern has the peculiarity - after 1 minute flight outbound LOM on track 150° the aircraft shall turn onto track 060° at the point of descent commencing and proceed until the turn initiation height, then make the turn onto landing back track.

St. Petersburg (Pulkovo) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

In case of radio communication failure the crew shall:

–carry out approach to land according to established STARs and to procedures below;

–monitor LOM and VOR frequencies for ATC instructions and information;

–proceed to alternate aerodrome in case of unsuitable meteorological conditions at Pulkovo aerodrome.

The following holding areas are established for descent and approach in case of radio communication failure:

–for RWY 28R - standard racetrack holding pattern over LOM ‘PL’ 279°/ 099°, left turns, height (900m) or above;

–for RWY 28L - standard racetrack holding pattern over LOM ‘PO’ 279°/ 099°, left turns, height (900m) or above;

–for RWY 10R - standard racetrack holding pattern over LOM ‘PK’ 099°/ 279°, right turns, height (900m) or above;

–for RWY 10L - standard racetrack holding pattern over LOM ‘PU’ 099°/ 279°, right turns, height (900m) or above.

In case of two-way radio communication failure after take-off aircraft shall climb according to ATC departure clearance. If initial climb clearance has been (600m) or (900m) aircraft shall climb to safe level FL49 (1500m).

In case of pilot-in-command’s decision to proceed to the destination aerodrome aircraft shall maintain for 5 minutes at flight level according to departure clearance or last assigned by ATC, then climb to cruising level in accordance with FPL.

In case of pilot-in-command’s decision to land at Pulkovo aircraft shall proceed directly to LOM of run- way-in-use at flight level specified in departure clearance or last assigned by ATC. After passing LOM descent in holding pattern to height (900m) and carry out approach.

When following STAR the aircraft shall proceed at flight level last assigned by ATC via assigned STAR.

If STAR has not been assigned or radio communication failure has happened under radar vectoring the aircraft shall fly directly to LOM of the runway-in-use at flight level specified in departure clearance or last assigned by ATC, after passing LOM descend in holding pattern to height (900m) and carry out approach.

NOTE: By monitoring of localizer the pilot shall assure that the chosen RWY is the runway-in-use. Localizers of other runways shall be switched off for the time of approach of the aircraft with radio communication failure.

If necessary pilot is recommended to carry out a low pass over the RWY and then carry out repeated approach and land. Visual signals shall be shown by ground services in case of landing on the given RWY is impossible.

Sochi Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

After entry into Sochi TMA pilot shall continue at the last assigned flight level towards Rwy 06 LO or Rwy 02 LOM (depending on runway-in-use) from KOGUL and LEZON at FL59 (1800m) and from ERMOL at FL118 (3600m). Subsequent descent from LOM to FL59 (1800m) shall be commenced at the estimated time of arrival or as close as possible thereto without leaving the holding area. Thereafter carry out published instrument approach procedure(s).

Aircraft shall proceed to the alternate aerodromes of Krasnodar or Mineralnyye Vody at FL118 (3600m) or FL187 (5700m) respectively, carry out published in-

strument approach procedures. Landing shall be carried out not later than 1 hour after ETA.

Stavropol (Shpakovskoye) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Surgut Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

In case of radio communication failure after entry into Surgut TMA the pilot shall continue the flight towards LOM at last assigned flight level cleared by ATC unit. After passing LOM descend in holding pattern to FL49 (1500m).

Leave the holding area at ETA or as close as possible to it.

Thereafter:

–execute instrument approach procedure via LOM with preliminary descending to Transition Level 39 (1200m) and proceed according to approach pattern.

–landing must be carried out not later than 30 minutes after ETA.

If for any reasons the pilot-in-command cannot carry out landing (due landing weight or meteorological conditions) he shall proceed to the holding area over LOM established for the runway-in-use climbing to FL39 (FL1200m) and hold there for 15 minutes. Thereafter the aircraft shall leave the holding area according to the approach pattern or proceed to the alternate aerodromes of Yekatarinburg or Novosibirsk climbing to flight levels according COMMUNICATIONS FAILURE GENERAL, para e) depending on chosen alternate aerodrome or alternate aerodrome indicated in FPL at the same flight level where descending and approach for landing shall be carried out in accordance with pattern established for the aerodrome concerned.

In case of radio communications failure during climbing to flight level (altitude) the pilot-in-command shall proceed at last assigned altitude (flight level) or indicated in FPL.

In case of radio communication failure during IFR flight and when it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome according to FPL. In this case the pilot shall maintain the last assigned flight level till crossing radio navigation fix of the flight planned aerodrome of landing and commence descending at ETA or close to it, indicated in FPL. Approach shall be carried out by established procedures. Landing, if possible shall be carried out within 30 minutes after ETA.

If flight to destination aerodrome is not connected with the crossing of the state border of Russia, the pilot shall carry out landing at the nearest alternate aerodrome using flight level described under COMMUNICATIONS FAILURE GENERAL, para e).

Ufa Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Ulan-Ude (Mukhino) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

After entry into TMA continue flight towards LOM at last assigned flight level. When arriving via corridors 2 and 3, descending shall be commenced from LOM at ETA or as close as possible thereto on track 263° to safe FL79 (2400m)/4265ft (1300m) height of the turn on crosswind leg of the wide rectangular pattern (S1 = 4.85NM/9Km), then make a left turn onto track 173° with further approach-to-land.

If arrival takes place from other corridors, descent shall be carried out from LOM towards base turn of tight rectangular pattern to safe FL79 (2400m)/4265ft (1300m) height of the base turn, then turn right onto 353° with further ap- proach-to-land.

NOTE: If unable to reach initial heights of approach procedures, the descent to not below FL79 (2400m) and repeated the approach shall be carried out.

Vladikavkaz (Beslan) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

In case of radio communication failure after entry into TMA, the pilot shall continue flight at last assigned and cleared level towards LOM. Descend from LOM to FL69 (2100m) shall be commenced at ETA or close as possible to it without leaving the holding area. Then carry out approach-to-land descending beforehand to transition level FL59 (1800m) or, if impossible to land proceed to alternate aerodrome (Nalchik, Mineralnyye Vody) at the last assigned flight level.

After take-off the pilot-in-command shall continue climbing to aerodrome traffic circuit height 2620ft (800m), proceed according to approach pattern and, depending on meteorological conditions and landing weight, carry out landing or proceed to alternate aerodromes Nalchik or Mineralnyye Vody at FL69 (2100m).

If for any reason the pilot-in-command cannot land (due to landing weight or meteorological conditions), aircraft shall proceed to the holding area over LOM climbing to FL59 (1800m) and hold for 10 minutes, then exit holding area according approach patterns.

While climbing to the flight level (altitude) the pi- lot-in-command shall proceed at last assigned flight level (altitude) or, if deemed necessary use one of the flight levels described on COMMUNICATIONS FAILURE GENERAL, para e).

In the event of radio communication failure during IFR flights, when it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome in accordance with FPL. In this case the pilot shall maintain assigned level till joining aerodrome of planned landing radio navigation fix and commence descent at ETA or as close as possible to ETA indicated in FPL. Aircraft shall carry out established procedures. Landing as possible shall be carried out within 30 minutes after ETA.

Vladivostok (Knevichi) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

After the entry into TMA the pilot shall continue to proceed to the holding area at the last assigned flight level towards LOM. Descending from LOM shall be commenced at ETA or as close as possible to ETA up to transition level 79 (2400m) without exit from the holding area. Thereafter pilot shall carry out descending and approach in accordance with the pattern established for specified facility.

After take-off the pilot shall continue to climb to aerodrome circuit height and proceed in accordance with instrument approach pattern and land depending on meteorological conditions and aircraft landing weight.

The pilot-in-command shall proceed climbing to the altitude (flight level) assigned by Tower controller according to the procedures of proceeding to the aerodrome of first landing.

The pilot-in-command shall proceed climbing to the altitude (flight level) assigned by Tower controller according to the procedures of proceeding to the alternate aerodrome - see COMMUNICATIONS FAILURE GENERAL, para e) depending on flight direction.

If for any reasons the pilot-in-command cannot carry out landing at once (due to landing weight or meteorological conditions), aircraft should hold over the aerodrome in the holding area (by two 180°-turns) at FL89 (2700m). Thereafter the pilot shall carry out descending and approach according to the pattern established for specified navigation facility.

While climbing to the flight level (altitude) the pi- lot-in-command shall proceed at the last assigned altitude (flight level) to the compulsory reporting point of the exit corridor and after crossing climb to assigned flight level in accordance with FPL.

In case of radio communication failure during IFR flight when it is impossible to change to visual flight, aircraft shall proceed to the destination aerodrome according FPL. The pilot shall maintain assigned level till joining radio navigation fix of the flight planned aerodrome and commence descent at ETA or as close as possible to ETA indicated in the FPL. Approach shall be carried out according established procedures. Landing, as far as possible, shall be carried out within 30 minutes after ETA.

Volgograd (Gumrak) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Voronezh (Chertovitskoye) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Yaroslavl (Tunoshna) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

Yekatarinburg (Koltso) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL and supplemented as follows:

Pilot shall continue towards LOM at last assigned and cleared level. Descending from LOM shall be commenced at ETA as close as possible without leaving the holding area.

Thereafter:

–execute instrument approach-to-land;

–proceed to the alternate aerodromes.

The landing shall be carried out not later than 30 minutes after ETA.

After take-off the pilot-in-command shall continue climbing to aerodrome traffic circuit height and carry out the flight according to the instrument approach pattern and land, depending on meteorological conditions and landing weight or proceed to alternate aerodrome.

If for any reasons the pilot-in-command cannot immediately carry out landing (due to aircraft’s landing weight or meteorological conditions) the aircraft shall hold in the holding area of runway-in-use. Thereafter pilot shall leave the holding area and carry out ap- proach-to-land.

If deemed necessary, by pilot-in-command’s decision and aircraft can proceed to the alternate aerodrome indicated in FPL, pilot shall use one of the flight levels described on COMMUNICATIONS FAILURE GENERAL, para e), depending on flight direction.

During climbing to flight level (altitude) aircraft shall proceed at last assigned altitude (flight level) to NDB of departure corridor and after passing NDB climb to assigned flight level according to FPL.

During IFR flight, and when it is impossible to change to visual flight, aircraft shall proceed to destination aerodrome according to FPL. Pilot shall maintain assigned flight level till crossing radio navigation fix of the flight planned aerodrome and commence descending at ETA or as close as possible to the time indicated in FPL. Approach shall be carried out by established instrument approach procedures. Landing, if possible, shall be carried out within 30 minutes after ETA.

Yuzhno-Sakhalinsk (Khomutovo) Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL.

SPECIAL PROCEDURES FOR

KYRGYZSTAN

General

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

In case of making decision to carry out IFR flight to the destination airport the aircraft shall proceed at flight level assigned during take-off; descending for

approach shall be commenced after LOM crossing not earlier than ETA, according to the approach pattern, and landing shall be carried out not later than 30 minutes after ETA.

SPECIAL PROCEDURES FOR TAJIKISTAN

Khudzhand Airport

In case of radio communication failure proceed according COMMUNICATIONS FAILURE GENERAL, supplemented as follows:

After entry into TMA continue flight towards LOM at last assigned flight level. After passing LOM commence descent at ETA.

Approach procedure shall be carried out as follows when below FL98 (3000m):

From overhead LOM start descending and execute approach procedure according published procedures.

Approach procedure shall be carried out as follows when above FL98 (3000m):

Execute approach procedure according to out-of-se- quence approach pattern. Pilot shall maintain a listening watch on the LOM frequency for information and instructions of the ATC controller. If due to weather conditions the pilot-in-command cannot carry out the landing, he must reach the lower safe flight level in the holding area and must make a decision to proceed to the nearest alternate aerodrome.

SPECIAL PROCEDURES FOR

TURKMENISTAN

General

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

Ashgabat Airport

ICAO, supplemented as follows:

If due to meteorological conditions or other reasons it is impossible to land after missed approach the pi- lot-in-command shall proceed to the alternate airport climbing to the lower flight level specially established for flights without radio communication (see COMMUNICATIONS FAILURE GENERAL, para e).

After take-off the pilot-in-command shall carry out flight along the aerodrome traffic circuit and land at the aerodrome of departure.

If for meteorological or other reasons it is impossible to land at Ashgabat airport, the pilot-in-command has the right after missed approach:

–proceed to the airport of destination climbing to flight level according to the departure pattern indicated in the FPL;

–proceed to the alternate airport indicated in the FPL at lower safe flight level or flight level specially established for flights without radio communication (see COMMUNICATIONS FAILURE GENERAL, para e).

In case of radio communication failure during climbing to flight level (altitude) the pilot-in-command shall proceed at the last assigned altitude to the fix of departure corridor and after passing climb to assigned flight level according to FPL.

Dashoguz Airport

In case of radio communication failure after take-off the pilot shall enter the rectangular pattern depending on take-off heading and land at the airport of departure.

When arriving at the airport the pilot is permitted to descend from current flight level after passing LOM not earlier than ETA according to out-of-sequence approach pattern. If, due to meteorological conditions, it is impossible to land at the airport of departure the pilot shall reach the nearest lower safe flight level of the same direction or FL136 (4200m), FL148 (4500m) or FL 236 (7200m), FL246 (7500m) depending on flight direction and proceed to the alternate airport.

Turkmenabat Airport

ICAO, supplemented as follows:

In case of radio communication failure the pilot shall:

–turn on the distress call;

–take measures to restore radio communication using 121.5MHz, communication with other aircraft and ATC units;

–carry out published approach procedure;

–listen to ATC controllers instructions and information on LOM frequency;

–under the absence of necessary weather conditions at the airport aircraft shall proceed to the alternate airport along the route indicated in the FPL at one of the flight levels for flights without radio communication (see COMMUNICATIONS FAILURE GENERAL, para e).

Turkmenbashi Airport

ICAO, supplemented as follows:

–turn on distress call;

–take measures to restore radio communication using 121.5MHz, communication with other aircraft and ATC units;

–carry out published approach procedure;

–listen to the information and ATC controllers instructions on LOM frequency;

–in case of unsuitable meteorological conditions at the destination airport proceed to the alternate airport.

SAGEUDI ARABIANE- ICAO DIFFERAENCES ORLSTATE SPECIAL PROCEDURES

In general, the Emergency, Unlawful Interference, Communications Failure, Interception and Search and Rescue procedures are in conformity with the Standards, Recommended Practices and Procedures in ICAO Annexes and Documents.

It must be emphasized that these numbers are for emergency only, when all other airborne means of communication with the appropriate ATS unit have failed.