AIR TRAFFIC CONTROL

GENERAL

In general, the air traffic rules and procedures in force and the organization of the air traffic services are in conformity with ICAO Standards, Recommended Practices and Procedures.

Units of measurement used in connection with all air traffic services in Algeria:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

SPECIAL REQUIREMENTS AND REGULATIONS

FLIGHT PLANNING

IFPS/CFMU OPERATIONS

Flights operating into or over the European Central Flow Management Unit (CFMU) area of responsibility may communicate directly with the Brussels CFMU, provided the local authorities have been so notified and certain requirements are complied with.

For complete details on the CFMU and IFPS procedures, refer to the Eurocontrol CFMU manuals or to the Jeppesen European Air Traffic Flow and Capacity Management (EATFCM) User Guide.

FLIGHT PLAN MESSAGE ADDRESSING

AFTN: EUCHZMFP, EUCBZMFP SITA: BRUEP7X, PAREP7X

AIR TRAFFIC FLOW MANAGEMENT (FMP)

ALTIMETER SETTINGS

Arrival and departure altimeter settings are provided as follows:

–international airports: QNH and QFE values;

–domestic airports: only QFE values (QNH on request).

COMMUNICATIONS

All aircraft operating outside controlled airspace and within 27NM of restricted, prohibited or danger areas, shall maintain a listening watch on 121.5MHz, especially near the Algeria FIR boundary.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with Jeppesen ATC-Chapter “Flight Procedures (DOC 8168) - Holding Procedures”, Table IV-1-1, Holding Speeds.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures are in accordance with new PANS-OPS, Document 8168, Volume II.

AIRPORT OPERATING MINIMUMS

Algeria publishes State airport operating minimums (AOM) for landing and take-off. Jeppesen published minimums are not below State minimums.

ATS AIRSPACE CLASSIFICATION

Algeria has adopted the ICAO ATS airspace classification as listed in ATC-Chapter “ICAO ATS Airspace Classifications - Annex 11”.

Airspace classes “A”, “D” and “E” however are used within Algiers FIR.

SELECTION OF FLIGHT LEVEL

Whenever a pilot in flight is unable to obtain a sufficient number of QNH values to ascertain adequate terrain clearance, he should base his calculation of the minimum flight altitude according to the following values:

Northern part of FIR 985Mb, southern part of FIR 990Mb. The boundary between northern and southern part of the FIR is the southern edge of the high terrain area.

ACAS II/TCAS II REQUIREMENTS

All turbine-engined aircraft of MTOW of 5700kg and above or authorized to carry more than 19 passengers shall be equipped with an ACAS II and pressure altitude reporting transponder.

GENERAL

In general, the air traffic rules and procedures in force and the organization of the air traffic services are in conformity with ICAO Standards, Recommended Practices and Procedures.

Units of measurement used in connection with all air traffic services in Austria:

Airspace classes “A”, “B” and “F”, however, are not applied in Austrian airspace.

In class “G” airspace air traffic control service is provided to IFR flights (separation between IFR and IFR operations).

For differences from ICAO VMC specifications see relevant paragraph below.

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with Jeppesen ATC-Chapter “Flight Procedures” (DOC 8168) - Holding Procedures”, Table IV-1-1, Holding Speeds.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures comply with the new PANS-OPS, Document 8168, Volume II.

AIRPORT OPERATING MINIMUMS

Austria publishes OCA(H)s and visibilities for landing in many cases. Ceiling is additionally published for Innsbruck only. Ceiling and visibilities for take-off are published in some cases.

Jeppesen charted minimums are not below State minimums.

ATS AIRSPACE CLASSIFICATIONS

Austria has adopted the ICAO ATS airspace classification as listed on ATC-Chapter ‘ICAO ATS Airspace Classifications - Annex 11’.

SPECIAL REQUIREMENTS AND REGULATIONS

CHECK-ALTITUDES ON SIDs

In the description of SIDs check-altitudes are indicated in feet MSL even above the relevant transition altitude if they are below the minimum flight altitude of the ATS route to be followed.

START-UP OF ENGINES FOR AIRCRAFT DEPARTING UNDER INSTRUMENT FLIGHT RULES

To avoid delays with running engines pilots shall request permission for start-up from aerodrome control after all preparations for departure have been made (doors closed). On initial call for start-up ATC shall be informed about the parking position.

When push-back is required such permission shall be requested from aerodrome control. Any delay in start-up and taxiing shall be immediately reported to aerodrome control.

FLIGHT PLANNING

IFPS/CFMU OPERATIONS

General

The Integrated Initial Flight Plan Processing System element of the EUROCONTROL Central Flow Management Unit (CFMU) is the sole source for the distribution of the IFR General Air Traffic (GAT) FPL and associated messages to ATS units within the IFPS. The only required addresses are those of the two IFPS Units (IFPU) at Haren (Brussels) and Bretigny (Paris).

FLIGHT PLAN MESSAGE ADDRESSING

AFTN: EUCHZMFP and EUCBZMFP SITA: BRUEP7X and PAREP7X

For complete details on the IFPS and CFMU procedures, refer to the Eurocontrol CFMU manuals or to the Jeppesen European Air Traffic Flow and Capacity Management (EATFCM) User Guide.

ACAS II/TCAS II REQUIREMENTS

Civil fixed wing turbine-engined aircraft exceeding 5700kg, or a maximum approved passenger seating configuration of more than 19, are required to be equipped with, and operate ACAS II.

ACAS II/TCAS II Operators with ACAS II temporary u/s in accordance with Minimum Equipment List (MEL) do not require an exemption.

Mandatory carriage and operation of 8.33kHz channel spacing radio equipment is required for aircraft operating above FL195.

GENERAL

In general, the air traffic rules and procedures in force and the organization of the air traffic services are in conformity with ICAO Standards, Recommended Practices and Procedures.

Units of measurement used in connection with all air traffic services in Belgium and Luxembourg:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with Jeppesen ATC-Chapter “Flight Procedures (DOC 8168) - Holding Procedures”, Table IV-1-1, Holding Speeds.

PROCEDURE LIMITATIONS AND OPTIONS

Instrument approach procedures with OCA(H)s comply with the new PANS-OPS, Document 8168, Volume II. Instrument approach procedures with published OCLs comply with the earlier version of PANSOPS, Document 8168.

AIRPORT OPERATING MINIMUMS

Belgium publishes OCA(H)s and RVR or visibilities for take-off and landing at Brussels National Airport; OCLs and RVR or OCA(H)s and RVR or visibilities for landing at Antwerp; and OCA(H)s and RVR or visibilities for landing at Charleroi, Liege and Ostend. OCLs and RVR or visibilities for landing are published for other airports. RVR for takeoff are also published.

Luxembourg publishes OCA(H)s and RVR or visibilities for landing. Jeppesen charted minimums are not below State minimums.

LUXEMBOURG (ELLX) PRECISION APPROACH

a.RVR values available

A pilot may start an APCH, whether the reported RVR does or does not meet the MNM required RVR. The APCH shall only be continued beyond the FAF or FAP if the reported RVR at the TDZ is at least equal to the required MNM. When the pilot has passed the FAF or FAP, he may continue the APCH descending to the DH or MDH regardless of the reported RVR.

From DH or MDH, the APCH may be continued to the LDG provided that the required visual reference has been established and is maintained.

b.RVR values not available

A pilot may start an APCH, whether the reported VIS does or does not meet the MNM required VIS. The APCH may be continued beyond the FAF or FAP to the DH or MDH regardless of the reported VIS.

From DH or MDH, the APCH may be continued to the LDG provided that the required visual reference has been established and is maintained.

NOISE ABATEMENT PROCEDURE

Except for landing and take-off, the minimum level within Belgian airspace for General Air Traffic operating between 2200 and 0459 is FL50.

NOTE: This rule is not applicable for helicopters.

ATS AIRSPACE CLASSIFICATIONS

Belgium and Luxembourg have adopted the ICAO ATS airspace classification as listed in ATC-Chapter “ICAO ATS Airspace Classifications - Annex 11”.

Airspace within Brussels FIR/UIR is subdivided into four classifications (“C”, ”D”, “E” and “G”).

The airspace above FL660 is an unclassified, uncontrolled airspace within which only IFR flights are permitted.

Flights of military jet aircraft are exempted from the speed limitation 250 KT IAS.

Where ATS airspaces with a different class of airspace adjoin vertically, flights at a common level shall comply with the requirements of, and will receive the services applicable to, the less restrictive class of airspace (class B is considered less restrictive than class A; class C is considered less restrictive than class B; etc.).

The carriage of a transponder is prescribed in airspace classified “A”, “B” or “C”. Additionally, a transponder is compulsory in military controlled Class “D” airspace.

VFR flights shall not be operated above FL200 in airspace class “C”, at transonic and supersonic speeds.

For differences from ICAO VMC specifications see respective paragraph below.

SPECIAL REQUIREMENTS AND REGULATIONS

REDUCED REPORTING PROCEDURES WITHIN BRUSSELS UIR

The position reporting procedures normally employed by pilots of IFR flights will be as follows:

a.The initial call after a change of radio frequency will contain only

–aircraft identification;

–actual level with the addition of cleared level for climbing or descending aircraft.

b.Any position report, if required subsequently, will contain only

–aircraft identification;

–position;

–time over.

RMK/ASL<authorization number>

If the flight is between two coordinated airports applying a similar regulation (France or Germany), the authorization numbers delivered by the coordinator for each airport shall be filled in, in item 18.

IFPS/CFMU OPERATIONS

The Integrated Initial Flight Plan Processing System element of the EUROCONTROL Central Flow Management Unit (CFMU) is the sole source for the distribution of the IFR/General Air Traffic (GAT) FPL and associated messages to ATS units within the IFPS. The only required addresses are those of the two IFPS Units (IFPU) at Haren (Brussels) and Bretigny (Paris).

Flight Plan Message Addressing

AFTN: EUCHZMFP and EUCBZMFP SITA: BRUEP7X and PAREP7X

c.Level changes will be reported only on leaving assigned levels.

d.Pilots will in the absence of prior instructions by ATC to change frequency, indicate that the aircraft is going to leave the Brussels UIR by reporting: “Approaching the UIR boundary”. This, however, does not apply to flights along UB29 nor to aircraft crossing the Brussels/Hannover UIR boundary.

e.Abbreviated position reports shall be made over all on request reporting points if aircraft is not capable of replying on Modes A or C.

FLIGHT LEVEL RESTRICTIONS THROUGH BRUSSELS FIR/UIR ABOVE FL195

General

Due to the complexity of traffic handling at Brussels UIR boundaries, FL240 (except on UN873, UY18, UM617, UZ717) and FL250 are not available for traffic overflying Brussels FIR. Flights through the Brussels UIR from EHAM, EHRD, EDDL, EDDK and EDDF to LFPG and LFPO shall only be flightplanned below FL245. FL330 is the maximum plannable cruising FL within the Brussels UIR for traffic originating from EDDF, ETOU, ETAR, EDLL FIR and ELLX with destination London TMA and vice versa.

London FIR/UIR

Traffic originating from the London FIR/UIR intending to overfly or land in the Brussels FIR/UIR are not permitted via REDFA above FL245.

Traffic originating from the London FIR/UIR with destination Paris TMA are not permitted to enter the Brussels UIR above FL245.

FLIGHT PLANNING

Slot Notification for General Aviation in FPL

Any landing and take-off from EBBR airport shall be subject to the previous allocation of an airport time slot by the appointed coordinator.

Any flight outbound from or inbound to EBBR falling under this regulation shall fill in item 18 of the flight plan form. The filing format is as follows:

For complete details on the IFPS and CFMU procedures, refer to the Eurocontrol CFMU manuals or to the Jeppesen European Air Traffic Flow and Capacity Management (EATFCM) User Guide.

ACAS II/TCAS II REQUIREMENTS

Civil fixed wing turbine-engined aircraft exceeding 5700Kg, or a maximum approved passenger seating configuration of more than 19, are required to be equipped with, and operate ACAS II.

ACAS II/TCAS II Operators with ACAS II temporary u/s in accordance with Minimum Equipment List (MEL) do not require an exemption.

CONTROLLER PILOT DATA LINK COMMUNICATION SERVICES (CPDLC)

Belgium and G.D. of Luxembourg implemented ATS Data Link Services in all parts of Maastricht UAC area of responsibility within the Brussels UIR.

Usage of CPDLC is not mandatory in this airspace, however airlines intending to use the service must first pre-register with Maastricht UAC datalink office. Information can be obtained from:

Volker Stuhlsatz Eurocontrol MAS-UAC

Operational & Airspace Systems

SSR MODE S

Carriage and operation of Mode S Enhanced Surveillance (EHS) airborne equipment is mandatory for applicable aircraft in the airspace at or above FL245 in the Brussels FIR. The requirements of Mode S EHS, which includes the full functionality of ELS, apply to IFR flights operating as GAT by fixed wing aircraft in the designated airspace notified by the Belgian Civil Aviation Authority, when aircraft have a maximum take-off mass greater than 5700kg or a maximum cruising true airspeed capability in excess of 250kt. Aircraft below these thresholds are required to comply with Mode S ELS when flying in Mode S ELS or EHS designated airspace.

CROSSING OF MILITARY TMA AND CTR

Outside the aerodrome operational hours, the military TMA and CTR are not activated, except Beauvechain TMA. However, unless especially permitted by the Ministry of Defence, the overflying of EBBE, EBCV and EBFN is not authorized within a radius of 2NM up to 2500ft AMSL.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

4.1 A minimum flight visibility of 5Km is applied in the entire class “C” and “D” airspace, and in class “G” airspace above 900m (3000ft) AMSL or 300m (1000ft) above terrain, whichever is the higher.

The same minima apply to airspace class “A” which do not imply acceptance of VFR flights in this airspace.

For VFR flights operated in class “G” airspace at or below 900m (3000ft) AMSL or 300m (1000ft) above terrain, whichever is higher, following minimum flight visibilities are applied:

In Belgium:

ibility, adequate opportunity exists to observe other traffic or any obstacles in time to avoid collision;

b.800m for helicopters, if manoeuvred at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision;

c.800m for lighter-than-air aircraft provided that they remain below 300m (1000ft) AGL.

4.2During the normal operating hours of military aerodromes the crossing of military TMAs and CTRs is subject to prior permission from ATC.

4.4 In addition to ICAO provisions VFR flights shall not be operated

a.between 30 minutes after sunset and 30 minutes before sunrise, unless otherwise authorized by the competent authority;

b.above FL190.

4.7Except as otherwise instructed in air traffic

control clearances or as indicated in aeronautical publications, VFR flights operated in controlled airspace shall select cruising levels from those to be used by IFR flights as specified in the table of cruising levels in Appendix 3.

GENERAL

In general, the air traffic rules and procedures in force and the organization of the air traffic services are in conformity with ICAO Standards, Recommended Practices and Procedures.

Units of measurement used in connection with all air traffic services in Spain:

WGS-84 IMPLEMENTATION STATUS

WGS-84 compliant.

FLIGHT PROCEDURES

HOLDING

Holding procedures comply with Jeppesen ATC-Chapter “Flight Procedures (DOC 8168) - Holding Procedures”, Table IV-1-1, Holding Speeds.

AIRPORT OPERATING MINIMUMS

Spain publishes OCA(H)s.

Jeppesen charted minimums are not below State minimums.

ATS AIRSPACE CLASSIFICATIONS

Spain has adopted the ICAO ATS airspace classification as listed in ATC-Chapter “ICAO ATS Airspace Classifications-Annex 11”. Airspace classes “A,” “B,” “C,” “D,” “E,” “F” and “G” are used. ATC may authorize VFR flights over FL145 in Class “A” airspace within the Canaries FIR/UIR. While flying under this clearance all class “B” airspace requirements shall apply.

SPECIAL REQUIREMENTS AND REGULATIONS

GLOBAL POSITIONING SYSTEM (GPS) OPERATIONS

General

GPS may be used as both primary means of navigation and as a supplemental navigation system only after receipt of both airworthiness and operational approval from the Direccion General de Aviacion Civil or the aeronautical authority in the State of registry. Airworthiness shall be based on compliance with FAA TSO-C129 and FAA Notice 8110.60.

Flight Plan Information

Flight plans for operations oceanic/remote areas must include the entries “NAV/GPS” and “RMK/FDE AVAILABLE” in item 18. RPLs should include “NAV/GPS” in item Q if GPS navigation equipment is available on the aircraft.

GPS Usage

a.GPS may be used as a primary (sole) means of navigation in oceanic/remote areas subject to the following operational conditions:

1.Integrity provided by RAIM: GPS may replace one of the two required means of navigation.

2.Integrity not provided by RAIM:

–ground-based aids on the route to be flown must be available;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available;

–integrity monitoring equivalent to RAIM must be performed by the navigation system.

NOTE: The appropriate Fault Detection and Exclusion (FDE) availability prediction program must be utilized no more than 2 hours prior to departure to determine the maximum duration of possible GPS outage due to the following:

–loss of navigation capability;

–loss of the failed satellite detection function (RAIM);

–loss of the failed satellite exclusion function.

b.GPS may be used as a supplemental navigation system in domestic enroute areas subject to the following operational conditions:

1.Integrity provided by RAIM:

–ground-based aids approved for IFR on the route to be flown must be available when RAIM capability is lost;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available when RAIM capability is lost;

2.Integrity not provided by RAIM:

–ground-based aids approved for IFR on the route to be flown must be available;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available;

–integrity monitoring equivalent to RAIM must be performed by the navigation system.

c.GPS may be used as a supplemental navigation system in terminal areas subject to the following operational conditions:

1.Integrity provided by RAIM:

–ground-based aids approved for IFR on the route to be flown must be available when RAIM capability is lost;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available when RAIM capability is lost;

–the terminal area procedure(s) must be available from the navigation data base;

–the terminal area procedure(s) must be approved by the Spanish Aeronautical Authority;

–the aircraft operator must be approved for the terminal area procedure(s) by the Direccion General de Aviacion Civil.

2.Integrity not provided by RAIM:

–ground-based aids approved for IFR on the route to be flown must be available;

–aircraft equipment, other than GPS, suitable for the route to be flown must be available;

–integrity monitoring equivalent to RAIM must be performed by the navigation system;

–the terminal procedure(s) must be available from the navigation data base;

–the terminal procedure(s) must be approved by the Spanish Aeronautical Authority;

–the aircraft operator must be approved for the terminal procedure(s) by the Direccion General de Aviacion Civil.

GPS for Non-precision Approaches

GPS-based navigation equipment can be used as a supplemental navigation system to fly any part of instrument non-precision approaches provided each of the following conditions are met:

a.Multi-sensor equipment using GPS as one sensor may be used to fly non-precision approaches where the State of operator/registry (as applicable) has authorized its use;

b.The GPS procedure has to be approved by the Spanish Aeronautical Authority and published in AIP-ESPANA for Spanish territory or, by the Aeronautical Authority of the destination airport.

c.The navigation database captains current information on the non-precision approach to be flown (actual AIRAC cycle);

d.The approach to be flown is retrievable from the database and defines the location of all navigation aids and all waypoints required for the approach;

e.The information stored in the data base is presented to the crew in the order depicted on the published non-precision approach plate;

f.The navigation data base waypoints cannot be changed by the flight crew;

g.The appropriate airborne equipment required for the route to be flown from the destination to any required alternate airport and for on approach at this airport must be installed in the aircraft and be operational. Also, the associated groundbased navaids must be operational.

h.The aircraft operator must be approved for such operations by the Direccion General de Aviacion Civil.

i.The navigation data base must be accepted or approved by Spanish Aeronautical Authority.

GPS Overlay Procedures

An overlay approach is one which allows crew to use GPS equipment to fly existing non-precision instrument approach procedures. GPS overlay usage is restricted to approaches based on VOR, VOR/DME, NDB or NDB/DME and is subject to the following additional conditions:

a.GPS equipment where RAIM and approach function are provided, may be used to fly non-precision approaches without active monitoring by the flight crew of the applicable navaid(s) which define the approach being used. However, the ground-based navaid(s) and the associated airborne equipment required for the published approach procedure, must be available, or

b.For multi-sensor navigation systems and approach function where RAIM is not used for approach integrity, the ground-based procedure navaid must be used for monitoring the procedure.

GPS Stand-Alone Approaches

The term GPS stand-alone approach refers to a non-precision approach procedure not overlaid on a traditional instrument approach procedure based on ground navaids and may be used subject to the following additional conditions:

a.GPS equipments providing RAIM and approach function are required;

b.The published approach procedure is identified as a GPS approach (e.g.: GPS RWY 27) and referenced to WGS84 coordinates;

c.The missed approach procedure is not based on GPS.

d.During the pre-flight planning stage for on IFR flight:

1.Where a destination alternate is required, a GPS stand-alone approach procedure may be used at the destination aerodrome provided that, at the alternate, a non-GPS based approach procedure is available.

2.Where a destination alternate is not required, at least one non-GPS based approach procedure must be available at the destination aerodrome;

e.Where a take off and/or enroute alternate is required, at least one non-GPS based approach procedure must be available at the alternate(s).

Operational Restrictions

Flights in oceanic/remote areas shall be canceled, delayed or re-routed for either of the following:

a.any interruption of the navigation function on the predicted route caused by a predicted satellite outage;

b.if the interval during which the fault exclusion function is unavailable exceeds the maximum acceptable duration for a specified route.

IFPS/CFMU OPERATIONS

General

The Integrated Initial Flight Plan Processing System element of the Eurocontrol Central Flow Management Unit (CFMU) is the sole source for the distribution of the IFR General Air Traffic (GAT) FPL and associated messages to ATS units within the IFPS. The only required addresses are those of the two IFPS Units (IFPU) at Haren (Brussels) and Bretigny (Paris).

FLIGHT PLAN MESSAGE ADDRESSING

AFTN: EUCHZMFP and EUCBZMFP SITA: BRUEP7X and PAREP7X

Flight plans of mixed flights (IFR to VFR and GAT to OAT) shall be addressed to the two IFPS units in addition to the addresses affected by the VFR/OAT stages.

For complete details on the IFPS and CFMU procedures, refer to the Eurocontrol CFMU manuals or to the Jeppesen European Air Traffic Flow and Capacity Management (EATFCM) User Guide.

Flight plans of flights operating in the NAT region within a distance of 60NM or less from the northern and southern boundaries of Gander and Shanwick Oceanic FIR shall be addressed to the respective ACC in charge and the ACC of the nearest adjacent NAT FIR.

SPECIAL PROCEDURES FOR UNAUTHORIZED RADIO TRANSMISSIONS

General

The following procedures will apply within the Canaries UIR to assure the authenticity of ATC clearances when unauthorized radio transmissions are suspected.

Types of Unauthorized Radio transmissions

The following two types of unauthorized radio transmissions could affect ATC service:

–the person broadcasting assumes the role of the ATC controller, or

–the person broadcasting assumes the role of the pilot in command.

Pilot Procedures

When the authenticity of a message is in question, the pilot will transmit the following message:

–control unit call sign;

–aircraft call sign;

–information about the unauthorized transmission, and

–request that the controller follow the previously described controller procedures.

REQUIRED NAVIGATION PERFORMANCE

Required Navigation Performance in the EUR/SAM Corridor within the Canaries UIR is RNP-10.

OPERATIONS WITHIN EUR/SAM CORRIDOR RVSM AIRSPACE

The area covering the Airways UN741, UN866, UN873 and UN857 within the FIRs of Canary Is, Dakar Oceanic, Recife/Atlantic and Sal Oceanic is designated RVSM Airspace (between FL290 and FL410 inclusive).

Only RVSM approved aircraft are permitted to operate within this airspace.

However, non-RVSM approved State aircraft will be authorized to enter and to operate within this corridor.

RVSM APPROVAL

The 1000ft (300m) separation minimum will be applied between RVSM approved aircraft between FL290 and FL410 inclusive.

Operators of RVSM approved aircraft shall insert the letter “W” in item 10 of the FPL.

Operators of RVSM approved aircraft and State aircraft shall include in item 15 of the FPL:

–The entry point of the EUR/SAM Corridor RVSM airspace, the requested FL for that portion of the route commencing immediately after the entry point.

–The exit point and the requested FL of that route commencing immediately after the RVSM exit point.

Operators of formation flights of State aircraft intending to operate as GAT, and Non-RVSM approved aircraft operating in the EUR/SAM RVSM airspace shall include ‘STS/NONRVSM’ in item 18 of the FPL.

Moreover the following information shall be included in item 15 of the FPL:

–The entry point of the EUR/SAM Corridor RVSM airspace, the requested FL for that portion of the route commencing immediately after the entry point.

–The exit point and the requested FL of that route commencing immediately after the RVSM exit point.

Special procedures for crossing traffic (East/West operations)

Only RVSM approved aircraft will be authorized in the EUR/SAM RVSM airspace.