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 Faroe Islands:

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 an earlier version of PANS-OPS, Document 8168, and are not yet converted to the new PANS-OPS standard.

AIRPORT OPERATING MINIMUMS

Danish Civil Aviation Administration publishes OCLs, ceiling and visibilities for landing. Ceiling and visibilities are published for take-off.

Jeppesen charted minimums are not below State minimums.

ATS AIRSPACE CLASSIFICATIONS

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

A requirement for carriage of transponder Mode A and C is prescribed for each of the airspace classes, except for VFR flights in class “D,” “E” and “G” airspace.

In class “G” airspace traffic information is only given as far as practical.

Continuous two-way communication is required in certain parts of class “G” airspace, designated TIZ.

For differences from ICAO VMC specifications see relevant paragraph below.

SPECIAL REQUIREMENTS AND REGULATIONS

TRAFFIC INFORMATION ZONE (TIZ)

Except as may otherwise be arranged with the AFIS unit, a pilot:

–who intends to land on or take off from the aerodrome shall prior to entering TIZ or prior to taxiing for take-off establish two-way radio communication with the AFIS unit;

–who intends to fly through TIZ shall prior to entering TIZ establish two-way radio communication with the AFIS unit.

FLIGHT PLANNING

All flights entering or passing through Vagar TIZ shall forward a FPL including information about registration and operator/owner.

Addressing ATS Messages/FPLs

Flight movement messages relating to traffic into, via or from Vagar TIZ shall be addressed as follows:

a.IFR GAT (civil and military aircraft): EUCHZMFP, EUCBZMFP

b.VFR GAT (civil and military aircraft): EKVGZPZX

Flight Plan Through (FPT)

FPT may be used for IFR and VFR flights within Vagar TIZ. It may contain up to 4 intermediate stops and there must be a maximum of 2 alternative aerodromes for each route segment. Modifications to the ICAO FPL are as follows:

item 3 MESSAGE TYPE - cross out “FPL” and insert “FPT”;

item 7 AIRCRAFT IDENTIFICATION - the same identification shall be valid through all route segments;

item 13 DEPARTURE AERODROME - enter the ICAO 4-letter location indicator, or ZZZZ, of the first aerodrome of departure;

item 15 ROUTE - in addition to the normal route, insert the ICAO 4-letter location indicator of each intermediate stop, followed

by the total EET to each intermediate stop from the previous one, then a slant and the EOBT from each of the intermediate stops. After each new aerodrome of departure, insert cruising speed, level (or VFR), possibly changed flight rules, plus the route to the next intermediate stop. Example: N0120VFR DCT BGNS0015/1055 N0120VFR DCT BGJH0025 ... etc.

item 16 DESTINATION AERODROME - insert the ICAO 4-letter location indicator, or ZZZZ, of the last destination plus the total EET from the previous intermediate stop. Complete the alternate blanks, if desired or required, in relation to the final destination.

item 18 OTHER INFORMATION - insert after the abbreviation “ALTN/” the ICAO 4-letter location indicator of the alternate aerodrome(s) for each route segment using “1/” for the first route segment alternate, “2/” for the second route segment alternate ... etc. If the alternate does not have an ICAO 4-letter location indicator, the geographical name of the aerodrome/location may be written in plain language.

item 19 ENDURANCE - insert the endurance and number of persons on board in relation to the first route segment of the flight.

SPECIAL PROCEDURES VAGAR TIZ

a.Reporting Procedures

1.Departure message including call sign, point of departure and time, destination and ETA, endurance and number of persons on board shall be given immediately after take-off.

2.Flights with an EET of more than 15min shall report position with an interval of not more than 15min.

3.After landing in terrain or places without air traffic services the pilot-in-command shall, when closing the flight plan, give an ETD. If the time of departure varies by more than 10 min from the ETD he shall give a revised ETD.

4.Arrival message shall be given immediately prior to/after landing.

5.During single operations or equivalent operations within a geographically limited area without position reporting possibilities according to item a) the pilot-in-command shall inform the ATS unit of the duration of operations when delivering his departure message.

b.Alerting Service

The alerting service is carried out in accordance with ICAO provisions with the exception that uncertainty phase will be declared:

1.When the pilot-in-command has given an ETD according to item a.3) and no two-way communication has been established with the aircraft within 10 min after the ETD.

2.When no arrival message or position report has been received within 5 min after the estimated time and no two-way communication has been established with the aircraft.

3.When operations according to item a.4) are being conducted and a report of termination of the flight has not been received within 10min after the estimated time and no two-way communication has been established with the aircraft.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

3.2.2.7.3 An aircraft taxiing on the maneuvering area shall stop and hold at all lighted stop bars and may proceed only when the lights are switched off, and a clearance is received from the control tower.

3.3.1.2 In addition to ICAO specifications a flight plan shall be submitted prior to operating

–any IFR flight, and

–any flight across the Danish border or the Danish territorial waters, unless the Danish Civil Administration has permitted exceptions.

3.3.4 Unless otherwise prescribed by the Danish Civil Aviation Administration a departure report shall be made at the earliest possible moment after departure, to the appropriate ATS unit, by any flight for which a flight plan has been submitted. Such report is not required after departure from an aerodrome where ATS are provided on condition that radio communication or visual signals indicate that the departure has been observed.

3.3.5.1 A report of arrival is not required after landing on an aerodrome where ATS are provided on condition that radio communication or visual signals indicate that the landing has been observed.

4.1 In airspace class “G” at or below 900m (3000ft) MSL or 300m (1000ft) above terrain, whichever is the higher, aircraft may operate in flight visibility not less than 3Km, clear of cloud and in sight of the surface, if the speed is 140 KT IAS or less.

Flight with manned balloons at or below 450m (1500ft) MSL or 300m (1000ft) AGL, whichever is higher, is permitted with a flight visibility of at least 1.5km. With helicopters, flight is permitted with a flight visibility of at least 0.8km, provided that the helicopter is operated at a speed that will give adequate opportunity to observe other traffic or any obstacle in time to avoid collision.

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 Finland:

Airspace classes ”A”, B”, “E” and “F” are, however, normally not used in Finland.

An airspace class, designated “G+”, has been added, within which IFR and VFR flights are permitted and receive Aerodrome Flight Information Service.

In classes “C” and “D” airspace traffic avoidance advice on request is provided only within terminal control areas below FL95 and control zones during ATS unit operational hours.

In airspace class “G” two-way communication for IFR flights is required only above an altitude which will be prescribed by the Civil Aviation Administration.

An aircraft operated as VFR flight shall not exceed the IAS 140KT in airspace classes “F”, “G+” or “G” below 900m (3000ft) MSL or 300m (1000ft) above terrain, whichever is the higher, when flight visibility is less than 5Km.

For further 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

Finland does not publish State airport operating minimums.

Finland publishes Obstacle Clearance Altitudes (Heights) [OCA(H)].

ATS AIRSPACE CLASSIFICATIONS

FLIGHT PLANNING

PLACE OF SUBMISSION

Flight plan shall normally be submitted at the Air Traffic Services Reporting Office (ARO) at the departure aerodrome. Outside of the operating hours of the unit providing the ARO service, flight plans must be submitted to the Flight Planning Centre Tel: +358 20 708 4111.

TIME AND CONTENT

For airports within Finland SIDs or STARs are not to be inserted in the route description of a flight plan.

VFR flights entering the Finnish territory outside the designated ATS routes the position and estimated elapsed time for the crossing of the border over land or water shall be inserted (e.g. EET/KESUN/0120).

For non-scheduled flights, intended to be operated within the air defence identification zone (ADIZ) along the Finnish border over land and sea, a flight plan shall be submitted so as to reach the ACC not later than 1 hour before entering the ADIZ or first take-off within the ADIZ.

Flight plans submitted for non-scheduled flights entering Finnish territory via Swedish or Norwegian FIRs outside published ATS routes, shall be submitted so that they reach the ACC at least 2 hours before the estimated crossing of the state border over land or water.

REPORT OF ARRIVAL

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

a.A report of arrival shall be made at the earliest possible moment after landing to the appropriate ATS unit at the arrival aerodrome, by any flight

for which a flight plan has been submitted covering the entire flight or the remaining portion of a flight to the destination aerodrome.

NOTE: A report of Arrival is not required after landing when the aerodrome is provided with air traffic services and it is evident from radiotelephony and light signals has been observed.

b.When no ATS unit exists at the arrival aerodrome or ATS unit is closed, the Report of Arrival when required, shall be made as soon as practicable after landing and by the quickest means available to the Area Control Center (ACC). This must be mentioned in the filed flight plan.

If a Report of Arrival cannot be made to the appropriate ACC in 30 minutes after the Estimated Time of Arrival, the time when the Report of Arrival is to be expected (to be received) at the latest shall be inserted in the filed flight plan.

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

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.

AFIS OPERATION

General

Aerodrome Flight Information Service (AFIS) is a part of ATS system in Finland and the units providing this service are called AFIS units. AFIS service, provided by trained Flight Information Officers, is available at those instrument aerodromes in Finland, where the type and density of the air traffic does not require controlled airspace and ATC. The purpose of AFIS is to provide information necessary for the safe and efficient conduct of flight operations in the vicinity of the aerodrome and in the manoeuvring area. It shall be noted, that the pilot-in-command is - on the basis of the Rules of the Air, the information received and the use of their own judgment - responsible to maintain safe distance to other traffic as well as to report own intentions. In terms of the use of equipment serving the aerodrome as well as the control of vehicle traffic, the procedures are similar to those applied at airports where ATC is provided.

During the operational hours of appropriate AFIS unit, the airspace class of FIZ is “G+”. During other times the airspace class is “G”.

Duties and functions of AFIS unit

The AFIS unit:

a.provides the aircraft operating within the area of responsibility traffic information and other essential information (meteorological information, aerodrome conditions, etc.),

b.relays air traffic control clearances and route information issued by ATC units,

c.suggests runway for take-off and landing,

d.provides alerting service.

Route clearances and route information

The AFIS unit requests the ACC for a route clearance/ route information to be forwarded to the aircraft in the following cases:

a.Route clearance: for IFR/VFR aircraft flying from “G+” airspace into the controlled airspace.

b.Route information: IFR flight from “G+” airspace into the uncontrolled airspace (airspace class “G”).

Preferred runway

The term “preferred runway” indicates the runway that at the particular time is considered by the AFIS unit to be the most suitable for the aircraft performing takeoff or landing.

Operation of the aircraft

Departing aircraft shall report the AFIS unit about:

a.Intention to taxi for take-off. Turbine aircraft shall also report their readiness to start-up.

b.Selection of the runway; selection of a possible taxi-holding position.

c.The planned route or the flight track and a possible intention to make a right turn.

d.Readiness for take-off.

e.Taxiing to the runway for take-off.

f.Leaving the Flight Information Zone (FIZ).

g.Any action or intention which may affect other traffic.

An arriving aircraft shall report the AFIS unit about:

a.Its position, flying altitude and the estimated time of arrival to the aerodrome or above a navigation aid of the FIZ. This information must be given, at the latest, when arriving over the border of the FIZ or over a reporting point given in the approach chart.

b.Runway selected and, if the flight is operated according to IFR, the approach procedure selected.

c.Any intention to use a right-hand circuit.

d.Arrival in the holding pattern and leaving it.

e.Commencing the approach procedure or entering the circuit.

f.Passing the IAF and the FAF or outer marker during an instrument approach.

g.Turn to base leg or to final.

NOTE: Before landing the ‘runway free’ report shall be obtained from the AFIS unit.

h.Taxiing to the apron or parking area after the landing.

i.Missed approach and the intentions following.

j.Any other action or intention, that may affect other air traffic.

Any other aircraft entering the FIZ and not having the intention to land at the aerodrome, shall report the AFIS unit about:

a.Position and flying altitude.

b.Route, intentions and flying altitude while flying in the FIZ and possible changes.

c.Estimated time of entering the FIZ, the navigational aid or over the aerodrome, actual over flying time of above mentioned points and time of leaving the FIZ.

An aircraft, which operates in the manoeuvring area of the aerodrome and the operation is not connected with a landing or take-off, shall report its intentions to the AFIS unit.

When a departing turbine-engined IFR aircraft requests start-up clearance, the AFIS unit:

a.Reports, that no start-up restrictions exist, or

b.reports factors which may be influential in startup, after which the pilot-in-command starts-up at his own discretion.

When, due to other traffic, an immediate take-off is not possible, a departing aircraft shall hold:

a.At a taxi-holding position if this has been defined and the markings are visible, or

b.otherwise at a distance of at least:

–30 metres from the runway edge, where runway length is less than 900 metres, or

–50 metres from the runway edge, where runway length is 900 metres or more.

NOTE: Before take-off the ‘runway free’ report shall be obtained from the AFIS unit.

DEPARTURE MESSAGE FROM

AERODROMES WHERE ATS IS NOT PROVIDED

If an aircraft for which a flight plan (FPL) has been submitted, departs from an aerodrome where ATS is not provided, it shall transmit a departure message including aircraft identification, aerodrome of departure, ATD and aerodrome of destination to the nearest ATS unit by radio as soon as possible after take-off.

START-UP PROCEDURE

Departing aircraft fitted with turbo-engine shall request start-up clearance. When the expected delay is less than 10 minutes, aircraft will be cleared to start engines immediately.

FLIGHTS WITHOUT 8.33 CHANNEL SPACING RADIO EQUIPMENT

Exemption may be granted for state aircraft (military/ police/customs) from the requirement of carrying 8.33 kHz channel spacing radio equipment above FL195. Non 8.33 kHz equipped state aircraft, equipped with UHF and 25 kHz VHF radio equipment will be handled in the Finnish airspace above FL195 on VHF 25 frequencies.

Foreign State Aircraft equipped only with UHF radio equipment shall be granted permission for flight operations above FL195 following a specific procedure. Permissions are granted by Area Control Center. Permission application in writing shall reach Area Control Center at least 7 days prior to such flight. The ICAO flight plan (FPL) form completed with necessary information may be used as an application form. Permission application shall include all the flight plans (FPL) of intended flights within Finland FIR/UIR.

Non 8.33 kHz equipped aircraft may be granted exemption on the basis of justified grounds for flight operations above FL195. Exemptions are granted by the Finnish Transport Safety Agency. Exemption application in writing shall reach the authority at least 7 days prior to such a flight which is intended to be operating above FL195 within Finland FIR/UIR. The exemption is applied by freeform text application.

The addressing of exemption applications: Area Control Center, Finland

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.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE ANNEX 2

3.3.1.2 In addition to ICAO specifications a flight plan shall be filed for:

–any IFR flight outside controlled airspace;

–any VFR enroute flight by night, and

–any flight operated within a flight information zone (FIZ) surrounding an AFIS aerodrome.

3.3.1.4 A flight plan for a VFR flight can be submitted at least 30 minutes prior to departure if the aerodrome of departure is located in class “C”, “D” or “G+” airspace. However, in airspace classes “D” or “G+”, a FPL for a local VFR flight or for the purpose of leaving a CTR or FIZ, closed at the boundary of the airspace concerned, can be submitted immediately prior to departure.

NOTE: VFR flights (local and enroute) departing from Helsinki (Malmi) outside Malmi tower operating hours, shall submit a written flight plan at least 30 minutes before departure.

GENERAL

In general, French air traffic rules and procedures are in conformity with ICAO Standards, Recommended Practices and Procedures.

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

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.

Minimum Sector Altitudes:

When DME is used to identify a sub-sector to the MSA, a 1NM buffer area is considered in determining the minimum altitude. The Minimum Altitude specified for Arrival Routes:

a. If the instrument approach procedure is outside of controlled airspace, the minimum altitude is determined from the last enroute fix/facility which is less than 25NM from the initial approach fix. Otherwise, the minimum altitude is determined from a point 25NM from the initial approach fix on the arrival route.

b.If the instrument approach procedure is in controlled airspace, the minimum altitude is determined from the limit of that airspace, or a point near the airspace limits.

When an Approach Control Service is not provided, the pilot-in-command shall:

–Transmit position reports on the local frequency and indicate his intentions

•before initiating the approach procedure,

•at each characteristic position of the instrument approach procedure;

–Ensure adequate separation between his aircraft and other aircraft flying IFR, after eventual radio contacts between the pilots, with taking into account the established missed approach procedure.

Entry into a racetrack procedure is normally carried out at the exit from a holding pattern. (The aircraft must mandatory first integrate into the holding pattern respecting the outbound flight time for that holding pattern.) Racetrack entry restrictions are charted.

Reference datum for QFE Altimeter Setting

The threshold of the runway is used as the QFE reference datum for precision and non-precision approaches when the threshold elevation is more than 5m (16ft) below the aerodrome elevation, otherwise the aerodrome elevation shall be used.

When no reference is given in the missed approach to level acceleration, the level acceleration segment has not been calculated.

French regulations distinguish between two types of visual maneuvering (circling):

a.For free visual maneuvering (MVL) the ICAO principles for the construction of the visual maneuvering area are the same used by France except for the radius from threshold. These are:

b.Circling procedures with prescribed track (MVI) are designed in accordance with ICAO principles (Attachment N to Part III of PANS-OPS).

AIRPORT OPERATING MINIMUMS

French State minimums are in accordance with JAR-OPS-1, Subparts D and E (AIR TRAFFIC CONTROL EU-OPS 1 AOM).

Jeppesen published minimums are not below State minimums.

OCA(H) Calculation Criteria for Large Aircraft (LACFT)

The following aircraft standard dimensions are taken as basis for the calculation of OCA(H) for ILS approaches:

Wing span 65 – 80m, vertical distance between the flight paths of the wheels and the glide path antenna not more than 8m.

NOTE: The official term used for LACFT is DL

Approach Ban

For approach ban information see AIR TRAFFIC CONTROL, EU-OPS 1 AERODROME OPERATING MINIMUMS.

PILOT CONTROLLED LIGHTING (PCL)

A system of switching on approach lights and landing area lights from aircraft can be used at a number of French airports. Information on the availability of such system is given in Airport Directory pages and on instrument approach charts for the respective airport.

Lighting system switching-on

After checking that the frequency is vacant, the lighting system is switched on by actuating the microphone switch 3 times in less than 5 seconds on the assigned auto-information frequency for the aerodrome air traffic.

When several frequencies are assigned (normal and supplementary) the frequency to be used is the normal frequency.

If the aerodrome is equipped with the following equipment as runway threshold identification flashing lights or high intensity lighting control, this additional equipment is remote-controlled by actuating 5 times the microphone switch in less than 5 seconds. Returning to the initial configuration is remote-controlled by again actuating 3 times the microphone switch. The configuration with the additional equipment can be directly selected by actuating 5 times the microphone switch.

The lighting system is started for a 15 minute period. The lighting system is kept on beyond this 15 minute period, by again actuating 3 or 5 times the microphone switch, according to the desired configuration.

In case of lighting system failure, wait about 10 seconds before generating again a starting order (starting time of the ground power unit).

Lighting system switching-off

The lighting system can be switched off by actuating 7 times the microphone switch in less than 5 seconds.

An order for switching off the lighting system shall be transmitted only after checking that there are no other users on the frequency.

Special rules for the lighting system operation

The lighting system must be switched on:

–before the aircraft is taxiing on the maneuvering area,

–as long as the aircraft is flying below the minimum height of 650m (2200ft) above ground level.

USE OF GPS ON RNAV DEPARTURES

Stand-alone GPS is authorized for RNAV departures at certain airports provided the equipment is approved for use in the terminal area (including SIDs) and the availability of RAIM for the duration and route of the intended departure is confirmed before take-off.

Authorized airports are as follows:

– Paris (Charles De Gaulle)

–Paris (Le Bourget)

–Paris (Orly)

–Toussus-Le-Noble

–Villacoublay (Velizy AB)

ATS AIRSPACE CLASSIFICATIONS

France has adopted the ICAO ATS airspace classification as listed in ATC-Chapter "ICAO ATS Airspace Classifications-Annex 11".

Enroute GAT VFR flights shall not be operated above FL195 in class “C” airspace except:

–in Reserved airspace (TSA or its equivalent)

–for exceptional circumstances, in accordance with specific arrangements agreed by appropriate ATS authority.

Speed restriction 250kt below FL100 (10000ft) also applies to IFR traffic in class “A” and “C” airspace.

For differences from ICAO VMC specifications see relevant paragraph below.

SPECIAL REQUIREMENTS AND REGULATIONS

REDUCED REPORTING PROCEDURES IN THE UIR

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

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

–aircraft identification;

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

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

–aircraft identification;

–position;

–time over.

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

RADAR TRANSFER FROM LAC SWANWICK TO BREST ACC

In case of radar transfer from LAC Swanwick to Brest ACC the accepting controller shall be informed of any vectoring instruction by the pilot himself. These procedures are implemented at the following waypoints: SALCO, MANIG, LORKU, LELNA, XAMAB. Pilots are requested to pay particular attention to transmit these information on first contact with the Brest ACC controller.

EQUIPMENT FOR IFR FLIGHTS WITHIN PARIS TMA

Aircraft operating IFR flights within Paris TMA have to carry a functioning SSR transponder, equipped with Mode C for automatic altitude reporting.

All General Aviation aircraft operating IFR flights through

a.the airspace within the lateral limits of Paris TMA between FL100 and FL195, or

b.the airspace delegated to PARIS-Orly and PARIS-Charles-de-Gaulle Approach have to be equipped with a functioning VOR/DME receiver.

QNH STATIONS

Pilots-in-command intending to check their flight level in regard to sufficient obstacle clearance shall do so by using the QNH values of the nearest of the following stations: Ajaccio1 , Avord, Bordeaux, Brest, Cherbourg1 , Clermont-Ferrand1 , Dijon, Lille, Limoges1 , Lyon, Marseille, Montelimar1 , Nancy1 , Nantes1 , Nice, Paris (Orly), Perpignan1 , Reims1 , Rennes, Toulouse, Tours1

1 QNH values not available at night.

SELF-INFORMATION SERVICE

The following procedures are valid at aerodromes without an established ATS (or AFIS) unit or when an established ATS/AFIS unit is not operating.

When flying in accordance with VFR and intending to use an aerodrome at which radiotelephony contact is mandatory, every pilot must transmit on the published frequency a position report during each individual phase of his flight for the information of other aerodrome users.

If no ATS or AFIS frequencies are published the Self-Information frequency assigned to the aerodrome is to be used. If no particular Self-Information frequency (Air/Air) is assigned to the aerodrome, the transmissions are to be made on Air/Air frequency

123.50MHz.

The pilot-in-command must transmit position reports and give his intentions when:

a.Arriving:

–before joining the circuit;

–on downwind leg;

–on base leg;

–on final;

–when the runway is clear;

–on the apron.

b.Departing:

–on the apron before starting to move;

–at holding point(s) before entering the runway;

–when lined up before taking off;

–when leaving the aerodrome traffic zone.

AUTOMATIC DATA TRANSMISSION SYSTEM (STAP)

This system transmits in French meteorological data useful for landing, take-off and additional local information when ATC services are unavailable. The information may be obtained through the auto-information frequency of the aerodrome.

A STAP can also be coupled to a radio-electric remote control device for lighting and can be used by operating the trigger 3 times in less than 5 seconds (same procedure as for operating the remote control lighting device).

Operating times

On aerodromes with ATC organisms, the STAP operates outside ATC hours.

FLIGHT PLANNING

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.

MINIMUM SAFE ALTITUDE WARNING (MSAW) SYSTEM

A Minimum Safe Altitude Warning (MSAW) System is operational within the Pyrenees Flight Information Sector and will provide a voice alert to aircraft flying unsafe close to the terrain or any artificial obstacle. The voice alert will be as follows: “LOW ALTITUDE ALERT, CHECK YOUR ALTITUDE IMMEDIATELY”. Once an alert is issued, the pilot is responsible for taking appropriate action and for informing the appropriate air traffic controller as soon as possible.

This warning will not be issued to the following:

–VFR flights;

–VFR flights with Special VFR clearance;

–IFR aircraft with inoperative transponder;

–IFR aircraft using aerodromes which have no published or approved departures or arrivals;

–daytime flights with visual approach clearance or flying with visual reference to the terrain;

–aircraft flying visual maneuvers after completing an approach procedure.

ACAS II/TCAS II REQUIREMENTS

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

RNAV (GNSS) APPROACH PROCEDURES

Missed Approach

–The missed approach segment (API) is usually based on the area navigation but, in some cases, may be based on dead reckoning navigation or navigation carried out by means of conventional radio-electric aids such VOR, NDB.

–In case when the approach is discontinued for a reason not depending on RNAV/GNSS system operation, the flight crew must continue to use the RNAV/GNSS guidance to execute the missed approach procedure.

–In case when the approach is discontinued because of RNAV/GNSS system guidance loss or failure, the operator must define and execute an emergency extraction procedure (followed with a homing phase). It consists in reaching a sufficient altitude along an obstacle-free flight path. It must consider the presence of obstacles, aircraft performance and characteristics of aircraft systems.

The homing phase to execute a new RNAV/GNSS approach or another approach , shall then be carried out, using conventional navigation aids and/or under radar assistance.

Phraseology

The GNSS approach clearance is requested by the pilot after checking that it could be undertaken. Basic phraseology between pilot and controller:

Pilot: Lille, Citron AIR 32 45, requesting G N S S approach runway 0 8.

Controller: Citron AIR 32 45 cleared for G N S S approach runway 0 8.

In case of impossibility to continue the approach when started:

Pilot: Lille, Citron AIR 32 45, G N S S approach runway 0 8 is not possible because of equipment failure.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES

ICAO REFERENCE

ANNEX 2

3.3.1.2b Filing of a flight plan is compulsory for any IFR flight.

3.3.1.2e A 30 minutes time limit is required for transborder flights.

4.2 A special VFR clearance is required to enter or fly a control traffic region, when the pilot thinks that the weather conditions for visual flight are not satisfactory or are on the point of becoming so. In special VFR the rule establishing a ratio between visibility and distance flown within 30s, as defined for uncontrolled airspace and below the highest of the two levels 900 meters (3000ft) above Mean Sea Level or 300 meters (1000ft) above surface, applies to controlled airspace.

4.5 VFR flights are not allowed above flight level 290, except for restricted airspace (TSA, TRA or CBA).

5.3.1 The first usable level must provide for a margin of at least 500ft above the highest of the two following levels: 3000ft AMSL or 1000ft ASFC.

5.3.1a France makes no specific provision for IFR in uncontrolled airspace flying at an altitude lower or equal to 3000ft AMSL.

5.3.2 Any IFR out of controlled airspace must establish a communication with the organization ensuring flight information and stand by.