Chicago Convention - Flight Dispatch Web Site

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AIR LAW
www.lrn.dk/arnop.htm
ARNOP Flight Dispatch course
The Chicago Convention
The Chicago Convention, established the International Civil
Aviation Organization (ICAO), a specialized agency of the United
Nations charged with coordinating and regulating international air
travel. The convention establishes rules of airspace, airplane
registration and safety, and details the rights of the signatories in
relation to air travel. It was signed on 7 December 1944.
These Five Freedoms of the Air are:
Freedom of peaceful transit.
Freedom of non-traffic stop (to refuel, repair, or refuge).
Freedom to take traffic from the homeland to any country.
Freedom to bring traffic from any country to the homeland.
Freedom to pick up and discharge traffic at intermediate points.
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The Tokyo Convention
The Tokyo Convention on Offenses and Certain Other Acts
Committed on Board Aircraft (1963) and the Hague Convention for
Unlawful Seizure of Aircraft (1970) recognize that states have the
right and even the duty of jurisdiction with respect to any crime
committed upon aircraft bearing its national character.
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ICAO
One of ICAO's chief activities is
standardization, the establishment of
International Standards, Recommended
Practices and Procedures globally.
After a Standard is adopted it is put into
effect by each ICAO Contracting State in
its own territories. (Approx 180 countries).
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ICAO publications
The ICAO Bulletin
Annexes to the Convention
Procedures for Air Navigation Services
(PANS)
Supplementtary Procedures
ICAO Circulars
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ICAO annexes
Annex 2 - Rules of the Air
Annex 3 - Meteorological Service for Int'l Air Nav
Annex 6 - Operation of Aircraft
Annex 11 - Air Traffic Services
Annex 14 – Aerodromes
Annex 15 - Aeronautical Information Services
Annexes 2, 5, 7 & 8 contain international standards and no recommended practices (RPs).
.
The remaining 14 Annexes contain both
States are required to give notification of differences to standards, and States are invited to
notify differences from Recommended Practices in Annexes; these are listed in Supplements to
the Annexes.
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ICAO documents
ICAO DOC 4444 RAC Rules of the Air
ICAO DOC 7030 Regional Supplementary Procedures
ICAO DOC 8168 Part I Flight Procedures
ICAO DOC 8400 ICAO Abbreviations and Codes
ICAO DOC 8643 Aircraft Type Designators
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PANS
Procedures for Air Navigation Services
Operational procedures to have uniform
application of certain operational
procedures for safe and efficient air
navigation
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SARPS
Standards and Recommended Practices
ICAO SARPS (Standards and
Recommended Practices) giving the
standards expected and
recommendations encouraged are
contained in 18 Annexes.
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JAA
Joint Aviation Authorities (JAA) er en sammenslutning af europæiske
luftfartsmyndigheder.
I JAA er der ved et frivilligt samarbejde vedtaget bestemmelser "Joint Aviation
Requirements" (JAR), der harmoniserer standarder for bl.a. godkendelser og
certificering af luftfartspersonale, luftfartøjer og luftfartsselskaber.
JAA ophørte i 2004 med at varetage opgaver i relation til luftdygtighed, som en
konsekvens af etableringen af EASA.
I 2005 blev det besluttet, at JAA den 1. januar 2007 skal ophøre med sine aktiviteter
vedrørende operationelle spørgsmål og i relation til certifikater til personer, idet
disse opgaver overtages af EASA.
Herefter vil JAA varetage et uddannelseskontor og kontakten til de medlemslande af
JAA, som ikke er medlemmer af EU.
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JAA
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EASA
European Aviation Safety Agency (EASA)
I juli 2002 vedtog EU forordningen om fælles regler for civil luftfart og
om oprettelsen af et europæisk luftfartssikkerhedsagentur, den
såkaldte EASA forordning.
European Aviation Safety Agency (EASA), vil helt skulle afløse det
hidtidige europæiske samarbejde for fastsættelse af regler,
procedurer mv. for sikkerhedsregulering i JAA (Joint Aviation
Authorities). Det sker bl.a. med henblik på at få en mere slagkraftig
ordning, der baserer sig på en kombination af JAA’s velfungerende,
men når det kom til implementeringen, frivillige samarbejde og EU’s
mulighed for at fastsætte lovgivning, der er gældende for alle
medlemslande.
EASA blev formelt oprettet den 28. september 2003, og SLV vil aktivt
deltage i den nye organisations forberedende regelarbejde og
derved få mulighed for at præge indholdet af de fælles regler.
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EASA
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EU OPS
This referes to European Community regulations
specifying minimum safety and related procedures for
commercial passenger and cargo fixed-wing aviation.
The legislation is known officially as "Council Regulation
(EEC) No 3922/91 on the harmonisation of technical
requirements and administrative procedures in the field of
civil aviation
The regulations are derived from and very similar to JAROPS 1. JAR-OPS 1 has been replaced by EU OPS as of
16 July 2008, when OPS 1 becomes directly applicable
law in all Member States.
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EU OPS
The regulations concern Training, Documentation, Procedures and
Compliances in the following categories
•Operator certification and supervision
•Operational procedures
•All weather operations
•Performance general
•Performance class a
•Performance class b
•Performance class c
•Mass and balance
•Instruments and equipment
•Communication and navigation equipment
•Aeroplane maintenance
•Flight crew
•Cabin crew
•Manuals, logs and records
•Flight and duty time limitations and rest requirements
•Transport of dangerous goods by air
•Security
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s. 601
FAA
Federal Aviation Administration
The FAA is primarily responsible for the
advancement, safety and regulation of civil
aviation in the USA.
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Eurocontrol
EUROCONTROL is the European
Organisation for the Safety of Air Navigation
This civil and military
Organisation which currently
numbers 38 Member States,
has as its primary objective
the development of a
seamless, pan-European Air
Traffic Management (ATM)
system.
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LFV
LFVs huvuduppgifter är att ansvara för drift och utveckling av:
• statens flygplatser för civil luftfart
• flygtrafiktjänst för civil och militär luftfart
Det är LFVs flygtrafiktjänst som ansvarar för flygledningen, för
flyginformation till piloterna, för navigationssystemen, för övervakning och
kommunikation samt för flygvädertjänsten.
Standarderne fastsættes globalt indenfor FNs internationale
luftfartsorganisation ICAO (International Civil Aviation Organisation).
I Europa er det dels JAA (Joint Aviation Authorities), og dels EU-agenturet
EASA (European Aviation Safety Agency), som forestår arbejdet med
harmonisering af de flyvesikkerhedsmæssige regler og standarder.
EASA har til opgave at omsætte de eksisterende JAR-regler (Joint Aviation
Requirements), vedtaget i JAA, til EU-forordninger, som bliver direkte
bindende for borgerne i EU-landene. Desuden skal EASA udarbejde regler
på de områder, der endnu ikke er omfattet af JAR-regler.
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STK
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AOC
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FOO license
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AERODROMES
Annex 14
Aircraft vs runway load capacity
ILS categories
Runways
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ACN / PCN
Aircraft Classification Number
and
Pavement Classification Number
Airport pavement operations involves determining
and controlling the aircraft loadings that can
operate safely on the pavement without causing
structural damage to either the aircraft or the
pavement.
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OH
ACN / PCN
The ICAO PCN pavement strength reporting system involves publishing a
five (5) part strength code in the form of 51/F/D/W/T for flexible pavements
or 62/R/B/W/T for rigid concrete pavements. Briefly, the first number is the
reported PCN value on a scale of 1 to about 130, with 1 representing a
weak pavement and 130 a very strong pavement.
The second part of the code is either an "F" for flexible pavement systems
or "R" for rigid pavement systems.
The third part is a letter code A, B, C, or D indicating the subgrade/bearing
strength, with A representing a high supporting strength and D a very low
strength.
The fourth part indicates the tire pressure limitation in MPa if applicable
(0.5 MPa in the example above) - "W" indicates that no tire pressure
restriction is in effect.
The fifth and final part of the PCN code indicates the evaluation method
used to determine the pavement strength - "T" if derived from an
engineering study or "U" if based on satisfactory aircraft usage.
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8.1.5
ILS categories
CAT I Manual approach + maual flare + manual land
CAT II Auto approach + manual flare + manual land
CAT III A Auto approach + auto flare + auto land
CAT III B Auto approach + auto flare + auto land + rollout
CAT III C Auto approach + auto flare + auto land + rollout + taxi
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p29
ILS categories
OPS INFO 9.3 and 9.4 and OM-A AOC
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ILS categories
OPS INFO 9.3 and 9.4 and OM-A AOC
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8.1.3
TORA / ASDA / TODA / LDA
TakeOff Run Available, TORA: The length of the normal runway
(excluding CWY and SWY).
• Takeoff Distance Available, TODA: The length of the normal runway
plus clearway. The included CWY distance must not exceed half TORA.
• Accelerate-Stop Distance Available, ASDA: The length of the
normal runway plus stopway.
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p140
8.3.1
AIR TRAFFIC SERVICES
p2
A generic term meaning variously, flight
information service, alerting service, air
traffic advisory service or air traffic control
service.
s. 401
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AIRSPACE
The classifications adopted by ICAO are:
Class A: All operations must be conducted under Instrument Flight Rules (IFR) and are subject to ATC
clearances and instructions. ATC separation is provided to all aircraft.
Class B: Operations may be conducted under IFR, Special visual flight rules (SVFR), or Visual flight rules (VFR).
However, all aircraft are subject to ATC clearances and instructions. ATC separation is provided to all aircraft.
Note: not all airports that are subject to class B airspace allows (SVFR) Special visual flight rules.
Class C: Operations may be conducted under IFR, SVFR, or VFR; however, all aircraft are subject to ATC
clearances and instructions. ATC separation is provided to all aircraft operating under IFR or SVFR and, as
necessary, to any aircraft operating under VFR when any aircraft operating under IFR is involved. All VFR
operations will be provided with safety alerts and, upon request, conflict resolution instructions.
Class D: Operations may be conducted under IFR, SVFR, or VFR; however, all aircraft are subject to ATC
clearances and instructions. ATC separation is provided to aircraft operating under IFR or SVFR only. All traffic
will receive safety alerts and, on pilot request, conflict resolution instructions.
Class E: Operations may be conducted under IFR, SVFR, or VFR. ATC separation is provided only to aircraft
operating under IFR and SVFR within a surface area. As far as practical, ATC may provide safety alerts to
aircraft operating under VFR.
Class F: Operations may be conducted under IFR or VFR. ATC separation will be provided, so far as practical,
to aircraft operating under IFR.
Class G: Operations may be conducted under IFR or VFR. ATC separation is not provided.
Classes A-E are referred to as controlled airspace. Classes F and G are uncontrolled airspace.
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s. 351
AIRSPACE
s. 351
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AIRSPACE
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FIR / UIR
A Flight Information Region (FIR) is an airspace with
specific dimensions, in which an information service and
an alert service are provided.
Any portion of the atmosphere belongs to some specific
FIR which is serviced by a designated authority. The
division among authorities is done through ICAO.
In some cases there may exist a horizontal division of
the FIR, in which case the lower portion remains named
as such, whereas the airspace above is named Upper
Information Region, or UIR.
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Control and Information areas
Controlled airspace:
The ATS will provide air traffic clearance within controlled airspace,
establishing adequate traffic separation according to standard
procedures.
The PIC has the primary responsibility for terrain clearance.
However, during radar vectoring en route or in connection with
approach and departure procedures the responsibility for terrain
clearance rests with ATC, although the PIC shall always monitor
proper terrain clearance by means of available nav. aids.
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Control and Information areas
Uncontrolled airspace - FIR:
Within an FIR the ATS provides Flight Information Service – FIS –
and establishes regulations regarding reporting procedures as well
as altitude regulations.
ATS should keep flights informed about all the relevant known IFR
traffic. However, air traffic control clearances cannot be given,
although some regions employ the same terminology as that used
within controlled airspace.
Flights within FIRs shall adhere to regulations published for such
regions and maintain the flight levels as specified for the direction
flown. The PIC is responsible for maintaining adequate separation
from other traffic as well as ensuring adequate terrain clearance.
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Control and Information areas
Uncontrolled airspace - AFIS:
At some non-controlled aerodromes Aerodrome Flight
Information Service (AFIS) is provided.
The service is provided by an AFIS unit, the purpose of which is to
supply significant information and in some cases suggestions to
aircraft on known air traffic, meteorological conditions and
aerodrome conditions.
AFIS is provided to arriving and departing aircraft on the
maneuvering area, or in the vicinity of the aerodrome
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ATS routes
An airway is a designated route in the air. Airways are laid-out
between navigation aids such as VORs and NDB's or intersections.
Lower airways normally up to
FL245 and upper airways from
FL245 to FL460 or higher.
Airways with same name have
the letter U in the upper sector.
e.g.
P605 in lower airspace and
UP605 in upper airspace.
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CDR / CRAM
Not all airway segments are available at all times and to all aircraft.
RAD (Route Availability Document) - quoting from the RAD introduction:
The RAD is a sole-source-planning document that combines AIP Route Flow Restrictions with
ATFM routeing requirements designed to make the most effective use of ATC capacity. The
RAD is finalised during the ATFM strategic planning process organised by the EUROCONTROL
Central Flow Management Unit (CFMU).
CDR (Conditional routes) - Each state publishes in its AIP (Aeronautical Information Publication)
the conditions under which some airway segments are made available or unavailable. Quoting
from the EATCHIP ASM Handbook (Eurocontrol):
A Conditional Route (CDR) is a non-permanent ATS route or a portion thereof which can be
planned and used only under certain specified conditions.
Such route segments are categorized into:
CDR 1 - Permanently plannable CDR during the times published in AIPs
Available most of the times, not available on specific conditions (e.g. activation of a military training zone)
CDR 2 - Non-permanently plannable CDR
Available on specific conditions such as facilitating traffic flow and increasing ATC capacity
CDR 3 - Not plannable CDR
Available on short notice, useable only on ATC instructions
The availability (CDR2) or unavailability (CDR1) of routes is reported in the CRAM (Conditional
Route Allocation Message), published daily by the Eurocontrol CFMU.
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CDR / CRAM
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P, D and R areas
P = Prohibited
Prohibited areas contain airspace of defined dimensions identified
by an area on the surface of the earth within which the flight of
aircraft is prohibited.
D = Danger (Warning)
A warning area is airspace of defined dimensions, that contains
activity that may be hazardous to nonparticipating aircraft.
R = Restricted
Restricted areas contain airspace identified by an area on the
surface of the earth within which the flight of aircraft, while not
wholly prohibited, is subject to restrictions.
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ATIS
Automatic Terminal Information Service, or ATIS, is a
continuous broadcast of recorded noncontrol information in busier
airports. ATIS broadcasts contain essential information, such as
weather, active runway, and altimeter settings.
Pilots usually listen to an available ATIS broadcast before
contacting the local control tower, in order to reduce the controllers'
workload and relieve frequency congestion.
The recording is typically updated once an hour, and is generally
given a letter designation (e.g. bravo).
When contacting the control tower, a pilot will indicate he/she has
"information bravo" to let the controller know that the information
need not be repeated.
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AIS
Annex 15
Aeronautical Information Services is the single authoritative
government source for collecting, validating, storing, maintaining
and disseminating aeronautical data to support real-time aviation
activities.
e.g.
AIP information
Notam information
Filing of ATS plans
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AIP
AERONAUTICAL INFORMATION PUBLICATION
(AIP) - A publication issued by or with the authority of a
State and containing aeronautical information of a
lasting character essential to air navigation.
http://www.slv.dk/Dokumenter
Luftfartsinformation (AIS)
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AIRAC
AIRAC stands for Aeronautical Information Regulation And Control
and steps from the ICAO Annex 15 - Aeronautical Information
Services (AIS) document and defines a series of common dates
and an associated standard aeronautical information publication
procedure for States.
In short it defines that in all
instances, information provided
under the AIRAC system shall
be published in paper copy
form and shall be distributed by
the AIS unit at least 42 days in
advance of the effective date
with the objective of reaching
recipients at least 28 days in
advance of the effective date.
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NOTAM
NOTICES TO AIRMEN
Temporary flight information
e.g.
EKR39/BORRIS/SONDERLAND
+ EKR39/BORRIS SOENDERLAND ACTIVE GND-11900FT AMSL.
09JAN06 1000 - 09JAN06 2200 (EK/1/B0031/06)
EKBI/BILLUND TWO CRANES ERECTED 600 METRES WEST OF THR
RWY09 AND 325M SOUTH OF EXTENDED CL, MAXIMUM HEIGHT OF
CRANES 25M AND BOTH ARE MARKED BY FLAG AND FLASHING
RED LIGHT AT TOP. CRANES WILL BE OPERATED ON WORKDAYS
0700-1500 ONLY WHEN VIS 3000M OR ABOVE AND CEILING NOT
LOWER THAN 800 FEET. WHEN NOT IN OPERATION CRANES WILL
BE WHEELED OUTSIDE AND BELOW OBSTACLE CLEARANCE
SURFACE. 05DEC05 1100 - 31MAR06 1500 (EK/1/A1060/05)
Tabel and codes s. 31
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NOTAM codes
A1484/02 NOTAMN
Q)EGTT/QITAS/IV/NBO/A/000/999/5129N00028W005
A) EGLL
B) 0208231540
C) 0210310500 EST
E) RWY 09R ILS CAT II U/S)
Tabel and codes s. 33
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NOTAM codes
3) TRAFFIC
I = IFR
V = VFR
IV = IFR/VFR is of interest
to both types of flights.
Annex 15
4) PURPOSE
N = NOTAM selected for
the immediate attention of
aircraft operators
B = NOTAM selected for
PIB entry
O = Operationally
significant for IFR flights
M = Miscellaneous
NOTAM; not subject for a
briefing, but it is available
on request.
5) SCOPE
Aerodrome A
En-route E
Nav Warning W
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LOCATION codes
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NOTAM
Opgave 1
Decode below notam
A0432/01 NOTAMR A0228/01
Q) LCCC/QOBCE/IV/M/AE/000/999/3452N03337E005
A) LCLK
B) 0111121300 C) PERM
E) NEW TOWER ERECTED TO NW OF THE AIRFIELD 421M
FROM THE CENTERLINE OF RWY 04/22 AND 950M FROM THE
THRESHOLD RWY04,40M HEIGHT,LIGHTED AIP AMDT TO
FOLLOW)
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NOTAM
Opgave 2
Decode below notam
A0164/99 NOTAMR A0125/99
Q) LCCC/QMRLL/IV/NBO/A/000/999/
A) LCLK B) 9905250800 C) PERM
E) RWY 04/22 WORKS COMPLETED. NEW DECLARED
DISTANCES AVBL FOR OPERATIONS ARE:
RWY 04
RWY 22
START ELEVATION (FT)
11
06
TORA (M)
2990
3050
ASDA (M)
3050
3050
TODA (M)
4240
3630
LDA (M)
2990
2810
SLOPE (PER CENT)
-0.05
0.05
F) NIL G) NIL)
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NOTAM
Opgave 3
Decode below notam
A0050/06 NOTAMN
Q) ENOR/QICAS/I/NBO/A/000/999/6012N01105E005
A) ENGM
B) 0601101840 C) 0601111600
E) ILS RWY 19L U/S)
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NOTAM
Opgave 4
Decode below notam
A0309/03 NOTAMR A2420/01
Q) VTBB/QPDCH/I/NBO/A/000/999/
A) VTBD
B) 0302011029 C) PERM
E) REVISION OF RNAV DEPARTURE TRANSITION AT
BANGKOK INTERNATIONAL AIRPORT, PLAN VIEW RWY
21L/21R GRANT2 AMD KORAT DVOR/DME(KRT) COORD
TO READ 145502.35N1020823.32E, THE REST NC. REF
AIRAC AIP SUPPLEMENT A14/01
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NOTAM
Opgave 5
Decode below notam
A3180/05 NOTAMN
Q) ZBPE/QMXXX//M/A/000/999/4004N11635E005
a) ZBAA
B) 0512070401 C) PERM
E) TWY Z0 AVAILABLE. PSN:WEST OF AND PARALLEL TO
TWY Z3 BTN TWY A10 AND TWY A12, 80M FM TWY Z0
CENTERLINE TO TWY Z3 CENTERLINE.
WIDTH:45M,PCN:93/R/B/W/T.
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NOTAM
Opgave 6
Decode below notam
A0095/06 NOTAMC A0092/06
Q) ZLHW/QARAK/IV/NBO/E/000/999/
A) ZLHW
B) 0601110219
E) ATS ROUTE OKAY.
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NOTAM
Opgave 7
Decode below notam
A0100/06 NOTAMC A0097/06
Q) KZOB/QICXX/I/NBO/A/000/999/
A) KDTW
B) 0601110705
E) RWY 04R ILS CAT 2 AND 3
NOTAM CANCELLED)
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NOTAM
Opgave 8
Decode below notam
(C0120/06 NOTAMN
Q) EGTT/QCRAS/IV/B/A/000/999/
A) EGMH
B) 0601110910
C) 0601111300
E) RADAR U/S. LARS NOT AVAILABLE)
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SNOWTAM
A SNOWTAM is a message describing the conditions of the
runways, taxiways and apron at an aerodrome. During the winter
season a SNOWTAM will be issued each day in the morning,
before flying starts. The validity of SNOWTAM should normally be
limited to six hours and should, in no case, exceed a maximum
validity of 24 hours.
E.g.
SWEK0204 EKCH 01090918 SNOWTAM 0204/06
A) EKCH B) 01090918 C) 04L F) 3/3/3 G) 1/1/1 H) 58/72/77 SFH
N) 73 B) 01090852 C) 04R F) 3/3/3 G) 1/1/1 H) 58/55/45 SFH N)
73 B) 01090427 C) 12 F) 3/3/3 G) 1/1/1 H) 68/63/62 SFH N) 3 R)
73 T) CONTAMINATION: RWY 04L 25 PERCENT, RWY 04R 100
PERCENT, RWY 12 25 PERCENT. ALL TWYS AND APRON B/A:
GOOD. CHEMICALS HAS BEEN SPREAD.
Tabel and codes s. 41
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SNOWTAM
Opgave 1
Decode below snowtam
ESGG/GOTEBORG/LANDVETTER
+ SNOWTAM 0013
A)ESGG B)01100320 C)03 F)137/137/137 G)XX/XX/XX
H)56/58/55 SFH N)47/MEDIUM TO POOR R)47/POOR T)RWY
DAMP 25 PER CENT RIME.ICE 10 PERCENT ON EDGES.
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SNOWTAM
Opgave 2
Decode below snowtam
ESOK/KARLSTAD
+ SNOWTAM 0002
A) ESOK B) 01101645 C) 03 F) 79/79/79 H) 5/5/5 SKH N)
79/MEDIUM R)79/MEDIUM T) RWY CONT 100% ICE 50%
FROZEN RUTS, RWY,TWY AND APRON SANDED
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SNOWTAM
Opgave 3
Decode below snowtam
EFKT/KITTILÄ
+ SNOWTAM 0011
A)EFKT B)01100530 C)16 F)347/347/347 G)1/1/1 H)40/39/41 SKH
N)47 R)47 T)RWY CONTAMINATION 100PER CENT, ON EDGES
2,5M F)47/47/47 G)5/5/5 H)3/3/3, TWY H)3, APN H)3
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SNOWTAM
Opgave 4
Decode below snowtam
ESSA/STOCKHOLM/ARLANDA
+ SNOWTAM 0042
A)ESSA B)01101600 C)01L F)147/147/147 G)01/01/01 H)57/58/64
SFH N)147/POOR C)08 F)147/147/147 G)01/01/01 H)64/58/56
SFH N)147/POOR R)478/03MM POOR
T)RWYS CONT 25 PER CENT TWYS CONT 100 PER CENT
APRONS 50 PER CENT
FORMEAT ON RWY01L AND RWY08
RWY 01R NOT CLEARED
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FLOW control
CFMU
Central Flow Management Unit
Making optimum use of Europe’s airspace by the use of
Strategic ATFM
Pre-tactical ATFM
Tactical ATFM
Tactical ATFM is the work carried out on the current
operational day. Flights taking place on that
day receive the benefit of ATFM, which includes the
allocation of individual aircraft departure times,
re-routings to avoid bottlenecks and alternative flight
profiles to maximise efficiency.
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FLOW control
To manage the flow of European air traffic, the CFMU Flow
Managers must be able to access a database containing flight plan
information on every aircraft that is planning to fly in the airspace.
The Integrated Initial Flight Plan Processing System
(IFPS), which became fully operational in March
1996, is the main source for the CFMU demand
database and is also the sole source for the distribution of flight
plan and associated messages to all relevant ATC units.
The end result: A CTOT = Calculated Take Off Time (slot time)
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ANM
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En-route charges
The Central Route Charges Office (CRCO) of EUROCONTROL
bills and collects en-route charges on behalf of EUROCONTROL
Member States by virtue of a common policy that builds on the
provisions of the Multilateral Agreement relating to Route Charges.
Route charges remunerate the costs incurred by the
EUROCONTROL Member States for providing en-route services to
the users of their airspace.
The common policy for route charges, as well as the operation of a
common route charges system by EUROCONTROL (CRCO),
efficiently contribute to the funding of a coherent and
coordinated air traffic management system in Europe.
Route charges are based on last filed ats plan.
ARNOP Flight Dispatch course
IFR
Instrument flight rules (IFR) is a set of regulations and
procedures for flying aircraft without the assumption that
pilots will be able to see and avoid obstacles, terrain,
and other air traffic; it is an alternative to visual flight
rules (VFR), where the pilot is primarily or exclusively
responsible for see-and-avoid.
IFR does not mean “bad weather.”
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IMC
Instrument meteorological conditions (IMC)
Meteorological conditions expressed in terms of
visibility, distance from cloud, and ceiling; less than
minimums specified for visual meteorological
conditions.
Instrument Meteorological Conditions--this does mean
“bad weather.”
ARNOP Flight Dispatch course
VFR
Visual flight rules (VFR) are a set of aviation
regulations under which a pilot may operate an aircraft,
if weather conditions are sufficient to allow the pilot to
visually control the aircraft's attitude, navigate, and
maintain separation with obstacles such as terrain and
other aircraft.
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VMC
Visual meteorological conditions (VMC) are those in which
visual flight rules (VFR) flight is permitted—that is, conditions
in which pilots have sufficient visibility to fly the aircraft
without reference to instruments and can maintain visual
separation from terrain and other aircraft.
VMC minima (under FL100):
5 km / 1500 ft
5 km / 2000 ft for use with
”NO ALTN”
ARNOP Flight Dispatch course
8.1.9
ATS plan
p90
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ATS plan
Flight plans are plans filed by pilots or dispatchers with the local
AIS office or directly to IFPS at Eurocontrol prior to flying.
They generally include basic information such as departure and
arrival points, route description, speed and height, estimated time,
alternate airport and type of flight whether IFR or VFR. Sometimes
endurance, pilot's name and number of passengers is stated.
When filing to local AIS office normal address is: xxxxZPZX
ATS plan filed directly to Eurocontrol is sent to:
EUCBZMFP and EUCHZMFP
ATS plan can be validated at Eurocontrol prior filing by using
IFPS Validation System (IFPUV) via the Internet.
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ATS plan
Help to IFPS can be found in this manual
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ATS plan – item 7
Luftfartøjets identifikation
enten Luftfartøjets registreringsbetegnelse, hvis denne anvendes
som radiokaldesignal, eller hvis radio ikke medføres.
eller Luftfartsselskabets ICAO 3-bogstavkode, hvis denne
anvendes som radiokaldesignal, efterfulgt af enten rutenummer
eller af de sidste fire karakterer af registreringsbetegnelsen.
Eksempel: SEABC or SAS903
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Flyveregler
I for IFR-flyvning
V for VFR-flyvning
Y hvis der først flyves IFR og herefter VFR, eller
Z hvis der først flyves VFR og senere overgås til IFR.
Bemærk, at såfremt Y eller Z benyttes, skal der i pkt. 15
specificeres, hvor ændringen i flyve-regler planlægges. Bemærk
endvidere, at kun det første skift i flyveregler kan angives.
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Flyvningens art
S for regelmæssig, offentlig lufttrafik
N for ikke-regelmæssig, offentlig lufttrafik
G for privat flyvning, herunder også privat forretningsmæssig
flyvning.
M såfremt flyvningen er en militær flyvningX for andre former for
lufttrafik end nævnt ovenfor.
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ATS plan – item 9
Antal
antallet af luftfartøjer, såfremt der er mere end ét
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Luftfartøjets type
betegnelsen for flytypen, som den fremgår af ICAO DOC 8643.
Hvis dette dokument ikke indeholder nogen forkortelse for flytypen,
eller hvis det drejer sig om formationsflyvning med forskellige
flytyper, skrives "ZZZZ", og i pkt. 18 efter forkortelsen "TYP/"
angives så flytypen/typerne.
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"Wake turb. kategori"
H for vægtkategori "Heavy" (Tung / MTOW 136000 kg eller mere)
M for vægtkategori "Medium" (Middel / MTOW større end 7000 kg,
men mindre end 136000 kg), eller
L for vægtkategori "Light" (Let / MTOW 7000 kg eller mindre.)
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Udstyr
N såfremt COM/NAV-udstyr ikke medføres eller ikke
fungerer, eller
S S såfremt standard COM/NAV-udstyr for den planlagte
rute
medføres. Som standard udstyr betragtes
VHF-sender/modtager, ADF, VOR samt ILS med mindre
andre kombinationer foreskrives af vedkommende ATSmyndighed, f.eks. i BGGL FIR, hvor HF en del af
standardudstyret, og/eller
udstyret kan specificeres yderligere ved at anvende ét
eller flere af følgende bogstaver:
A ikke tildelt
B ikke tildelt
C LORAN C
D DME
E ikke tildelt
F ADF
G GNSS (GPS og GLONASS)
H HF-sender/modtager
I Inertial-NAV (INS/IRS)
J Data link (specificeres i pkt. 18 under DAT/)
K MLS
L ILS
M Omega NAV
O VOR
P P-RNAV (indsættes i tilføjelse til bogstav R.
Kræves for at følge SID’er/STAR’er i EKCH og EKBI
TMA’er. Hvor fejl eller nedgradering før start
resulterer i en ændring af udstyrets præcision fra PRNAV til B-RNAV skal FPL annuleres og ny FPL
femsendes med kun bogstav ”R”)
Q ikke tildelt
R RNP-type certificeret. Betyder at l/f opfylder den
krævede navigationstolerance, der er foreskrevet for
vedkommende rutesegment, flyvevej og/eller
område. På ATS-ruter* I EKDK FIR og Copenhagen
Area over FL 95 (på visse ruter også under FL 95)
kræves RNP5. Dette RNP-krav opfyldes med BRNAV. (* Kræves kun på HMR-ruter når foreskrevet.)
T TACAN
U UHF-sender/modtager
V VHF-sender/modtager
W Godkendt til RVSM-luftrum (hvis W anvendes,
skal luftfartøjets registrering anføres i felt 18)
X Godkendt til MNPS-luftrum
Y VHF-sender/modtager med 8,33 kHz kanalafstand
(indsættes i tilføjelse til bogstav V – eller S. Krav i
EKDK FIR over FL 245) Zandet udstyr (specificeres i
felt 18 under COM/NAV)
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Efter skråstregen angives arten af driftklare overvågningsudstyr ved at anvende 1 eller 2
bogstaver for:
SSR-udstyr
N ingen transponder
A transponder mode A, 4 cifre, 4096 koder
C transponder mode A, 4 cifre, 4096 koder samt mode C, højdeudlæsning
X transponder mode S, uden luftfartøjsidentifikation og uden højdeudlæsning
P transponder mode S, med højdeudlæsning, men uden luftfartøjsidentifikation
I transponder mode S, med luftfartøjsidentifikation, men uden højdeudlæsning
S transponder mode S, med højdeudlæsning og med luftfartøjsidentifikation
ADS-udstyr
D ADS kapabel
"ADS-B" is an acronym that stands for:
Automatic - It's always ON and requires no operator intervention
Dependent - It depends on an accurate GPS signal for position data
Surveillance - It provides "Radar-like" surveillance services, much like RADAR
Broadcast - It continuously broadcasts aircraft position and other data to any aircraft, or ground station equipped
to receive ADS-B
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Startsted
ICAO-stedindikatoren for startstedet. Hvis en sådan ikke findes, skrives
"ZZZZ", og i pkt. 18 angives startstedet i klart sprog efter forkortelsen
"DEP/".
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Afgangstidspunkt
forventet afgangsstidspunkt (EOBT). Tidspunktet skal angives i UTC.
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Marchfart
egenfarten (TAS) for den første del af eller for hele flyvningen udtrykt som:
enten kilometer i timen (K efterfulgt af 4 cifre, eks. K0850 eller knob (N
efterfulgt af 4 cifre, eks. N0485) eller Machtallet, kun når dette er krævet,
da i hundrededele af én Mach (M efterfulgt af 3 cifre, eks. M082).
Brug af Machtal er bl. a. foreskrevet ved flyvning i MNPS-luftrummet.
Marchhøjde
"VFR" for en VFR-flyvning uanset hvilken luftrumsklasse, der planlægges
at flyve i.
For andre flyvninger indføres den planlagte marchhøjde for den første del
af eller for hele flyv-ningen, udtrykt som:
Flight Level (F efterfulgt af 3 cifre, eks. F310), eller
Meter standard i dekameter (S efterfulgt af 4 cifre, eks. S1130), eller
Højde over havet i hundreder af fod (A efterfulgt af 3 cifre, eks A030), eller
Højde over havet i dekameter (M efterfulgt af 4 cifre, eks. M0840).
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Flyvevej
Ved flyvning langs fastsatte ATS-ruter
Betegnelsen for den første ATS-rute angives, såfremt startstedet ligger
ved ATS-ruten (SID anføres kun, hvis der i AIP er stillet krav herom, og i
så fald anføres kun det betydningsfulde punkt, hvor SID ender) ellers
angives bogstaverne DCT ("Direct") efterfulgt af betegnelsen for det punkt,
hvor tilslutning til ATS-ruten sker, samt den første ATS-rutes betegnelse.
Herefter angives ethvert punkt, hvor ændring i fart, højde, rute eller
flyveregler planlægges. Desuden den nye værdi af det, der ændres, samt
betegnelsen på næste ATS-ruteafsnit, også selv om det er det samme
som den foregående, i overensstemmelse med reglerne (1) - (5) nedenfor.
Hvis ATS-rutesystemet forlades mellem to punkter, bruges forkortelsen
"DCT" mellem disse to punkter. Det er dog ikke nødvendigt at angive
punkter, hvor skift fra nedre til øvre ATS-ruter planlægges, hvis disse ruter
er orienteret i samme retning.
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Ved flyvning uden for fastsatte ATS-ruter
Angiv positioner adskilt med normalt ikke mere end 30 minutters flyvning, eller med
200 NM (den mindste værdi vælges), herunder ethvert punkt hvor der planlægges
ændring i hastig-hed, flyvehøjde, beholden kurs eller flyveregler.
Vigtigt: Forkortelsen "DCT" skal angives mellem disse punkter, medmindre begge
disse er an-givet ved geografiske koordinater eller ved retning / afstand fra
betegnede NAV-hjælpemidler.
Hvis det forlanges af vedkommende ATS-myndighed, planlægges flyvningen dog
således:
Ved flyvninger, som udføres hovedsagelig i øst-vestlig retning, og mellem 70 grader
nordlig bredde og 70 grader sydlig bredde, vælges ruten langs punkter, som
bestemmes ved skæring mellem halve eller hele breddegrader og meridianer adskilt
med 10 længdegrader.
Ved flyvninger nord for 70 grader nordlig bredde eller syd for 70 grader sydlig
bredde vælges ruten langs punkter, som bestemmes ved skæring mellem hele
breddegrader og meridianer adskilt med 20 længdegrader. Afstanden mellem
punkterne skal så vidt muligt ikke overstige én times flyvning. Hvis det skønnes
nødvendigt eller ønskeligt, kan der angives yderligere punkter.
For flyvninger, som hovedsagelig udføres i nord-sydlig regning, vælges ruten langs
positioner, bestemt ved skæring mellem hele længdegrader og breddeparalleller
med 5 graders indbyrdes afstand.
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Udfyldelse af “Route”-feltet
Når "Route"-feltet udfyldes, skal følgende regler ((1) - (5)) benyttes:
(1)
ATS-ruter.
Angiv ATS-ruternes kodebetegnelse og / eller kodebetegnelsen på standard ind- og udflyvningsruter (SID / STAR anføres kun, hvis der er krav herom i AIP). Flyvning i BGGL FIR under
FL 195 skal i videst muligt omfang planlægges langs ATS-ruter.
(2) Betydningsfulde punkter (brug 2-11 karakterer).
Angiv kodebetegnelsen, hvis en sådan er tildelt, ellers følg følgende regler:
A: ved brug af hele grader (7 karakterer);
2 cifre, som angiver bredden, efterfulgt af N eller S, samt
3 cifre, som angiver længden, efterfulgt af E eller W.
Angiv altid 7 karakterer, angiv om nødvendigt 0 (nul), eksempel 46N075W.
B: ved brug af grader og minutter (11 karakterer);
4 cifre, som angiver bredden, efterfulgt af N eller S, samt
5 cifre, som angiver længden, efterfulgt af E eller W.
Angiv altid 11 karakterer, angiv om nødvendigt 0 (nul), eksempel 4620N07805W.
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C: ved brug af pejling / afstand fra navigationshjælpemiddel;
Angiv navigationshjælpemidlets kodebetegnelse (2 eller 3 tegn), efterfulgt af
- pejling fra nav. hjælpemidlet i grader magnetisk (3 karakterer), og
- afstanden fra nav. hjælpemidlet i sømil (3 karakterer).
Anvend også her om nødvendigt 0 (nul) for at opnå det korrekte antal karakterer. Eksempel
DUB180040 angiver punktet 180 grader magnetisk, 40 sømil fra DUB VOR.
D: VFR-flyvning, der navigerer visuelt;
Angiv enten alm. geografiske navne, eller ICAO DOC 7910 stedbetegnelser. Dog, hvis der
skiftes status fra VFR til IFR, skal sidste VFR punkt være angivet i henhold til enten a), b) eller
c).
Note: Dette er en særlig dansk regel for VFR-flyvning i København og Søndrestrøm FIR.
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(3) Ændring af marchfart og / eller flyvehøjde (højst 21 karakterer).
Angiv det punkt, hvor der planlægges en ændring i marchfart på 5% TAS
eller 0.01 Mach, og / eller hvor der planlægges ændring af flyvehøjde.
Brug reglerne under (2) til hjælp ved beskrivelse af punktet. Angiv herefter
en skråstreg (/) samt både kommende marchfart og kommende
marchhøjde, også selv om kun én af disse værdier ændres.
Flyvehøjden udtrykkes i overensstemmelse med reglerne foran. Eksempel
ISVIG/N0320F270
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(5) Marchstigning (Cruise Climb).
Cruise Climb angives som følger, idet reglerne ovenfor benyttes ved
sammensætning af angivelsens enkelte dele:
Bogstavet "C" efterfulgt af en skråstreg (/), herefter det punkt, hvor cruise
climb forventes påbegyndt, efterfulgt af en skråstreg (/), herefter den
forventede hastighed under cruise climb samt de to højder, som
begrænser det lag, der vil være optaget under cruise climb. Hvis øverste
grænse ikke ønskes specificeret, kan i stedet angives bogstaverne
"PLUS".
Eksempler:
C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F590F620
Læg mærke til, at hele angivelsen indføres uden mellemrum.
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Bestemmelsessted
Angiv ICAO-stedindikatoren for bestemmelsesstedet. Hvis en
sådan ikke findes, angives “ZZZZ”, og bestemmelsesstedet
specificeres i klart sprog under pkt. 18, efter forkortelsen “DEST/”.
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Beregnet tidsforbrug
Angiv det beregnede tidsforbrug i hele timer og minutter. Eksempel
1 time og 25 minutters flyvning angives som 0125.
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Alternativ flyveplads
Angiv ICAO-stedindikatoren for 1. alternative flyveplads.
Såfremt stedindikator ikke findes, angives “ZZZZ”, og der
specificeres i klart sprog under pkt. 18 efter forkortelsen “ALTN/”.
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2. Alternative flyveplads
Angiv ICAO-stedindikatoren for 2. alternative flyveplads.
Såfremt stedindikator ikke findes, angives “ZZZZ”, og der
specificeres i klart sprog under pkt. 18 efter forkortelsen “ALTN/”.
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Andre oplysninger
Angiv 0 (nul) såfremt der ikke er andre oplysninger. I øvrigt kan enhver anden oplysning angives,
idet nedenstående forkortelser og rækkefølge anvendes:
RFP/Qn Erstattende flyveplan. Benyttes indenfor EUR-området i forbindelse med flyvninger
omfattet af ATFM-restriktioner.
RFP/Qn indikerende erstattende flyveplan, hvor Q1 er den 1. og Qn den n’te erstattende
flyveplan.
AWR/Rn Rerouting efter AOWIR-konceptet. (ATS-instruks 13 pkt. 4.9)
EET/ Betydningsfulde punkter og/eller FIR-grænsebetegnelser, samt den samlede EET til
sådanne punkter, hvor dette er krævet i henhold til regionale aftaler. Der er ikke krav om
angivelse af EET for passage af EKDK FIR.
RIF/ Detaljer om rute til ændret bestemmelsessted, fulgt af ICAO-stedindikatoren for dette. Den
ændrede rute kræver ændring af klarering undervejs.
REG/ Luftfartøjets registreringsbetegnelse, hvis denne ikke er brugt i pkt. 7. Krav ved start fra
EKDK FIR samt krav i BGGL FIR.
SEL/ SELCAL-kode
OPR/ Navnet på operatøren, såfremt dette ikke fremgår af pkt. 7. Krav i BGGL FIR.
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STS/Anmodning om særbehandling af ATS, f.eks.
STS/NONRNAV (statsluftfartøjer der ikke opfylder den krævede navigationstolerance (RNP5))
STS/EXM833 (luftfartøjer der er blevet fritaget for kravet om 8,33 kHz VHF COM-udstyr)
STS/NONRVSM (statsluftfartøjer der ikke er godkendt til flyvning i RVSM-luftrum)
STS/1 MOTOR UDE AF DRIFT
STS/PROTECTED (sikkerhedsmæssigt følsomme flyvninger hvor flyveplanoplysninger kun skal
være til rådighed for de nødvendige lufttrafiktjenesteenheder)
Følgende STS-indikatorer medfører fritagelse for lufttrafikregulering:
STS/EMER (flyvninger i nød, herunder ulovlig handling)
STS/SAR (flyvninger der deltager i eftersøgnings- og redningsaktioner)
STS/HEAD (flyvninger med statsoverhoved eller regeringschef)
STS/ATFMEXEMPTAPPROVED (flyvninger som en FMP har givet prioritet)
Følgende flyvninger kan efter anmodning få ovenstående prioritet fra FMP:
STS/HOSP (ambulanceflyvninger)
STS/HUM (flyvninger med et humanitært formål)
STS/STATE (flyvninger som en statslig myndighed har krævet prioritet for, f.eks. flyvning med
ministre eller flyvning i forbindelse med militær-, told- eller politiopgaver)
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TYP/ Type(r) af luftfartøj(er), om nødvendigt også antallet af luftfartøjer, hvis der er anvendt
”ZZZZ” i pkt. 9.
PER/ Luftfartøjets performance data, hvor dette måtte være krævet.
COM/ Betydningsfulde oplysninger om kommunikationsudstyret, hvor dette kræves eller findes
nødvendigt, f.eks. COM/UHF ONLY
DAT/ Betydningsfulde data relateret til omfang/evne til at kunne anvende forskellige former for
data-link ved at anføre et eller flere af bogstaverne S, H, V og M, eksempel: DAT/S for satellit
data-link, DAT/H for HF data-link, DAT/V for VHF data-link, DAT/M for SSR mode S data-link.
DOF/ En flyveplan vedrørende en IFR-GAT-flyvning, der udelukkende udføres indenfor EURområdet, kan indleveres fra 24 timer til 144 timer (6 døgn) før EOBT, ved at anføre dato for
flyvningen DOF/YYMMDD (YY=år, MM=måned, DD=dag). Hvis FPL indleveres mindre end 24
timer før EOBT, er angivelse af dato valgfri.
Eksempel: DOF/040905 = 5. september 2004
DOF/050104 = 4. januar 2005
NAV/ Betydningsfulde oplysninger om navigationsudstyret, hvor dette kræves eller findes
nødvendigt.
DEP/ Navnet på startstedet i klart sprog, hvis der er brugt ”ZZZZ” i pkt. 13, eller stedindikatoren
på den ATS-enhed, hvor supplerende oplysninger fra flyveplanen opbevares, såfremt der er
anvendt ”AFIL” i pkt. 13.
DEST/ Navnet på bestemmelsesstedet i klart sprog, hvis der er anvendt ”ZZZZ” i pkt. 16.
ALTN/ Navnet (navnene) i klart sprog på alternativ(e) flyveplads(er), hvis der er anvendt ”ZZZZ” i
alternativ-felterne i pkt. 16. I FPT anføres alternative flyvepladser (evt. i klart sprog), ved at de
respektive ruteafsnit nummereres successivt efterfulgt af skråstreg.
Ekspempel: ALTN/1/EKCH EKBI 2/EKYT EKSN 3/EKBI FILSKOV
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RALT/ Navnet på en alternativ enroute flyveplads
RVR/ Angiver luftfartøjs operationelle RVR-minima
CODE/ Luftfartøjsadresse (udtrykt i form af en alfanummerisk kode på
seks hexa-decimal karakterer), når krævet af vedkommende ATSmyndighed. Eksempel F00001 er den laveste luftfartøjsadresse i relation til
den specifikke blok, der administreres af ICAO.
RMK/ Anden bemærkning i klart sprog, hvis myndighederne kræver det,
eller hvis fartøjschefen finder det nødvendigt.
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Aktionstid
Angiv den beregnede aktionstid (endurance) i timer og minutter. Brug 4
cifre.
Eksempel: Brændstof til 4 timer og 30 minutters flyvning angives som 0430
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Personer om bord
Angiv antallet af personer ombord. Såfremt dette ikke kendes ved
indlevering af flyveplanen, skrives “TBN” (To Be Notified). Brug 3 cifre.
Eksempel: 9 personer om bord angives som 009.
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Nødradioudstyr
Sæt flueben ved
U, hvis 243.0 MHZ medføres
V, hvis 121.5 MHZ medføres
E, hvis ELT (Emergency Locator Transmitter) medføres
Redningsudstyr
Sæt flueben ved
P, hvis Polar-nødudstyr medføres
D, hvis Ørken-nødudstyr medføres
M, hvis Maritimt nødudstyr medføres
J, hvis Jungle-nødudstyr medføres
Ingen markeringer i alle 5 felter, er lig med at intet nødudstyr medføres.
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Veste
Sæt flueben ved
L, hvis medførte veste har lys
F, hvis medførte veste er fluorescerende
U, hvis vestene har UHF-nødradio
V, hvis vestene har VHF-nødradio
Ingen markeringer i alle 5 felter, er lig med at der ingen redningsveste
medføres.
Redningsflåder
Intet udfyldt er lig med at ingen redningsflåder medbringes.
Angiv antallet af medbragte redningsflåder. Brug 2 cifre.
Angiv den totale kapacitet, i antal personer, af alle redningsflåder. Brug 3
cifre.
Sæt flueben ved “C”, hvis redningsflåderne er overdækkede. Ingen
markering lig med at redningsflåden er åben.
Angiv farven på eventuelle redningsflåder.
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Luftfartøjets farve og kendingstegn
Angiv luftfartøjets farve og særlige kendetegn.
Bemærkninger
Angiv andet nødudstyr og eventuelle andre bemærkninger ang.
overlevelsesudstyr. Ingen markering lig med at feltet er tomt.
Fartøjschef
Angiv navnet på fartøjschefen.
Tel
Angiv telefonnummer hvorpå indsenderen af flyveplanen kan kontaktes.
Indleveret af
Her angives navnet på den enhed, det selskab eller den person, som
indleverer flyveplanen.
s. 451
ARNOP Flight Dispatch course
Opgave 1
Prepare ats plan for following flight:
Flight: SAS1042
From: ESSA
To: ESNQ
EOBT: 1040
EET: 1 hour 32 mins
A/C: SEDOR
EQPT: SIJXPRYW/S
Selcal: ADGP
Altn: ESPA
Speed/level: 439 kt and 39000 ft
Routing: RESNA UT317 VAGAS
ARNOP Flight Dispatch course
Svar 1
(FPL-SAS1042-IS
-B736/M-SIJXPRYW/S
-ESSA1040
-N0439F390 RESNA UT317 VAGAS
-ESNQ0132 ESPA
-REG/SEDOR SEL/ADGP DAT/V DOF/091029)
ARNOP Flight Dispatch course
Opgave 2
Prepare ats plan for following flight:
Flight: SAS7603
From: ESSA
To: LFPG
EOBT: 1230
EET: 2 hour 07 mins
A/C: LNRPL
EQPT: SIJPRWXY/S
Selcal: ELBD
Altn: LFPO
Speed/level: 440 kt and 34000 ft to WOODY then 35000 ft
Routing: DKR UN872 EEL UP174 WOODY UN872 DENOX UZ319 MOPIL
ARNOP Flight Dispatch course
Svar 2
(FPL-SAS7603-IS
-B738/M-SIJPRWXY/S
-ESSA1230
-N0440F340 DKR UN872 EEL UP174 WOODY/N0440F350 UN872
DENOX UZ319 MOPIL
-LFPG0207 LFPO
-REG/LNRPL SEL/ELBD DAT/V DOF/091029)
ARNOP Flight Dispatch course
Opgave 3
Prepare ats plan for following flight:
Flight: SAS7538
From: BGSF
To: EKCH
EOBT: 1100
EET: 4 hour 29 mins
A/C: OYKBK
EQPT: SIJPRWXY/S
Selcal: GPJS
Altn: ESMS
Speed/level: 446 kt / Mach 0.76 and 31000 ft
Routing: SF 67N40W 67N30W 66N20W 64N10W GUNPA UP610 ZOL
UL621 AAL UT54 ROSBI
ARNOP Flight Dispatch course
Svar 3
(FPL-SAS7538-IS
-A321/M-SIJPRWXY/S
-BGSF1100
-M076F310 SF DCT 67N040W 67N030W 66N020W 64N010W DCT
GUNPA/N0446F310 UP610 ZOL UL621 AAL UT54 ROSBI
-EKCH0429 ESMS
-EET/040W0041 030W0112 020W0145 010W0224 ENOR0307
REG/OYKBK
SEL/GPJS DAT/V DOF/091029)
ARNOP Flight Dispatch course
Opgave 4
Prepare ats plan for following flight
Flight: SAS7852
From: ESSA
To: HEGN
EOBT: 0840
EET: 4 hour 53 mins
A/C: SEDTN
EQPT: SIPRXYW/S
Selcal: JLGM
Altn: HESH
Speed/level: 440 kt and 33000 ft to PEMIR then 444 kt and 35000 ft to IST
then 439 kt and 36000 ft to YAA then 441 kt and 35000 ft to RASDA then
443 kt and 35000 ft
Routing: TRS UM996 TOTRA UN616 PEMIR UN616 IST UL620 YAA
UL620 KFK UM855 RASDA A16 CVO A727 SEMRU B418 HGD
ARNOP Flight Dispatch course
Svar 4
(FPL-SAS7852-IS
-B738/M-SIPRXYW/S
-ESSA0840
-N0440F330 TRS UM996 TOTRA UN616 PEMIR/N0444F350 UN616
IST/N0439F360 UL620 YAA/N0441F350 UL620 KFK UM855
RASDA/N0443F350 A16 CVO A727 SEMRU B418 HGD
-HEGN0453
-EET/EVRR0030 EYVL0038 UMMV0100 UKLV0116 LRBB0146 LBSR0222
LTBB0235 LCCC0325 HECC0349 REG/SEDTN SEL/JLCM DAT/V
DOF/091029 RMK/BELARUS SAC17A201009 TURKEY CAST-069)
ARNOP Flight Dispatch course
Svar 4
MC FF EUCBZMFP EUCHZMFP
290937 EKCHSASW
AD EVRRZQZX EVRRZDZX EVRRZRZX UMMMZDZX UMMDYAYX UMMVZRZX UMMVZQZX
AD UUUWZDZX UUUUYGYX HECCZQZX HEGNZPZX HEGNZIZX HEGNZATC HECAZPZX
AD HECAZIZX HEGNZTZX HEGNZAZR
(FPL-SAS7852-IS
-B738/M-SIPRXYW/S
-ESSA0840
etc...
ARNOP Flight Dispatch course
IFPS Validation System
ARNOP Flight Dispatch course
ATS plan – TLX
FF EUCHZMFP EUCBZMFP
131001 EKCHSASW
AD BIRDZQZX BGGLZQZX CZQXZQZX CYHQZDZX CZULZQZX
KZBWZQZX KZWYZOZX
AD KZNYZQZX KZNYZRZX
(FPL-SAS909-IS
-A333/H-SIJPRWXY/SD
-EKCH1120
-N0469F340 SORGA UT501 AAL UL621 ZOL UP610 GUNPA/M082F340
DCT 63N010W 64N020W/M082F360 64N030W 63N040W 60N050W DCT
PORGY DCT HO/N0469F360 N294C YBC/N0466F380 N294C
ALB/N0390F160 V213 SAX
-KEWR0817 KSWF
-EET/BIRD0112 010W0153 020W0230 030W0305 040W0344 050W0431
REG/LNRKH SEL/GPBF DOF/060113 DAT/VS
RALT/BIKF CYYR KEWR RMK/AGCS EQUIPPED)
ARNOP Flight Dispatch course
IFPS Validation System
ARNOP Flight Dispatch course
IFPS Validation System
ARNOP Flight Dispatch course
ATS plan – RFP
FF EUCHZMFP EUCBZMFP
...... EKCHSASW
(FPL-SAS501-IS
-B738/M-SIPRXYW/S
-EKCH0700
-N0440F350 TOBIS UT502 DEGUL UN872 EEL
UR1 PAM UL980 LOGAN
-EGLL0137 EGKK
-REG/SEDTN SEL/JLCM DAT/V DOF/091029)
FF EUCHZMFP EUCBZMFP
...... EKCHSASW
(CHG-SAS501-EKCH0700-EGLL
-15/N0440F350 ODN UA4 VES UB44 DANDI UR4 OTR UB1
BARTN UA1 HON DCT WCO DCT BNN
-18/RFPQ1 REG/SEDTN SEL/JLCM DAT/V DOF/091029)
ARNOP Flight Dispatch course
ATS plan – RQP
Retrieve flight plan information from Eurocontrol (what is filed)
EUCHZMFP EUCBZMFP
...... EKCHSASW
(RQP-SAS123-ESSA-ESMS)
ARNOP Flight Dispatch course
ATS plan – AD
If part of flight is outside IFPS area you can filed directly to these ats units
using AD addresses
FF EUCHZMFP EUCBZMFP
...... EKCHSASW
AD EETNZPZX EETNZTZX EETNZXZX EETTZQZX ETNZTZX EETNZXZX
(FPL-
ARNOP Flight Dispatch course
ATS plan – DLA
If flight is delayed more than 30 mins send delay (not valid if flight has a
CTOT then delay must be sent when slot time is missed (CTOT –5/+10)
FF EUCHZMFP EUCBZMFP
...... EKCHSASW
(DLA-SAS....-ESSAtime-DEST)
ARNOP Flight Dispatch course
RPL
Repetitive Flight Plans or also called
Stored Flight Plans are FPLs filed for a
period of time.
s. 459
ARNOP Flight Dispatch course
Selection of cruising levels
The choice of a safe Flight Level is determined using the
aeroplanes planned magnetic course (track), stated obstacle
clearance. For a magnetic course between 0°M and 179°M odd
flight levels are used and for a course between 180°M and 359°M
even flight levels are used. (Only valid for non RVSM airspace).
s. 320
ARNOP Flight Dispatch course
Selection of cruising levels
ARNOP Flight Dispatch course
MACH number
Areas with Mach number technique can
be found in Route Manual ICAO RAR 1.7.
Information is based on AIP information.
s. 501
ARNOP Flight Dispatch course
8.3.2
MNPS
Aircraft operating within MNPS Airspace are required to meet a Minimum
Navigation Performance Specification (MNPS) in the horizontal plane
through the mandatory carriage and proper use of
a specified level of navigation equipment that has been approved by the
State of Registry
e.g.
Two fully serviceable Long Range Navigation Systems (LRNSs).
A LRNS may be one of the following:
- one Inertial Navigation System (INS);
- one Global Navigation Satellite System (GNSS); or
- one navigation system using the inputs from one or more Inertial
Reference System (IRS)
or any other sensor system complying with the MNPS requirement.
Since MNPS Airspace is now designated as RVSM airspace at all levels
(i.e. FL290-410 inclusive) State RVSM Approval is also required to operate
within MNPS Airspace.
ARNOP Flight Dispatch course
p18
8.3.2
RNP / RNAV
p12
Required Navigation Performance (RNP)
A single accuracy value expresses RNP types in nautical miles. For
example, for RNP-10, the total error is not to exceed 10 nm for 95%
of the flight time on any portion of any single flight. RNP can apply
from takeoff to landing with each phase of flight requiring a different
RNP type.
Area navigation (RNAV) is the primary
means of meeting RNP requirements.
RNAV operations within the RNP
concept permit flight in any airspace
within prescribed accuracy tolerances,
without the need to fly directly over
ground-based navigation facilities.
Precision RNAV (P-RNAV) – RNP1
Basic RNAV (B-RNAV) – RNP5 (”R” in item 10 in ats plan)
ARNOP Flight Dispatch course
s. 551
8.33 KHz
Do not plan your flight in the ICAO European Region above FL245 if
the aircraft is not equipped with 8.33 kHz capable radios, unless your
flight is subject to exemption.
State Aircraft
If you are operating a State Aircraft that is equipped with 8.33 kHz
capable radios, then regardless of the flight level:
insert the letter "Y" in field 10 of the Standard Flight Plan
If you are operating a State Aircraft that is not 8.33 kHz compliant, but
is UHF equipped, then:
insert the letter M in field 8, the letter "U" in field 10 and the indicator
STS/EXEM833 in field 18 of the Standard Flight Plan
The only non-8.33 kHz equipped aircraft permitted to fly in 8.33 kHz
airspace are State Aircraft with UHF radio equipment, where UHF
coverage is provided or special handling procedures are
implemented.
s. E-11
ARNOP Flight Dispatch course
8.33 KHz
s. E-11
ARNOP Flight Dispatch course
8.3.2
RVSM
p16
RVSM is the use of a 1,000Ft.
separation minima between RVSM
approved aircraft in airspace
between FL290 and FL410
(inclusive). Traffic below FL290 will
be separated by a 1,000Ft.
separation minima and above
FL410 by a 2,000Ft. separation
minima. State aircraft are permitted
to operate in RVSM airspace, even
if the aircraft is not RVSM capable,
subject to Controller workload. If
approved to operate in RVSM
airspace, a 2,000Ft. separation
minima shall be applied between
State aircraft and RVSM approved
aircraft and other State aircraft.
s. E-1
ARNOP Flight Dispatch course
RVSM
ARNOP Flight Dispatch course
SSR transponder
A Secondary Surveillance Radar (SSR) is a radar device installed in air
traffic control facilities that improves the ability to see and identify aircraft.
An SSR continuously transmits interrogation pulses. Any aircraft that is
within range and contains an operating transponder listens for the SSR
signal and sends a 4-digit transponder code that identifies itself. The
aircraft is then displayed as a tagged icon on the controller's radar screen.
This enhances conventional radar, because radar return signals reflected
from passive objects such as birds, clouds, and terrain are weaker and
less likely to be confused with an aircraft. An actual aircraft without an
operating transponder may still be observed, but without an identifying tag.
More advanced transponders also encode the aircraft's pressure altitude
and callsign.
Mode C = Pressure altitude, but no aircraft ident.
Mode S = Pressure altitude and aircraft ident.
TCAS uses transponder mode S
(Traffic Alert & Collision Avoidance System)
ARNOP Flight Dispatch course
Hijacking
Squawk 7500
ARNOP Flight Dispatch course
Communication failure
Squawk 7600
Maintain the last assigned speed and
level for a period of 20 minutes and there
after adjust level and speed in
accordance with the filed ATS flight plan.
s. 440
ARNOP Flight Dispatch course
8.3.20
Emergency situations
Squawk 7700
No rules applies!
ARNOP Flight Dispatch course
p101
Special Country rules
Special state rules and procedures are
found as the last pages in chapter ”Air
Traffic Control” in the Route Manual
ARNOP Flight Dispatch course
OTS
Organised Track System
As a result of passenger demand, time zone differences and airport noise
restrictions, much of the North Atlantic (NAT) air traffic contributes to two
major alternating flows: a westbound flow departing Europe in the morning,
and an eastbound flow departing North America in the evening.
The effect of these flows is to concentrate most of the traffic unidirectionally, with peak westbound traffic crossing the 30W longitude
between 1130 UTC and 1900 UTC and peak eastbound traffic crossing the
30W longitude between 0100 UTC and 0800 UTC.
ARNOP Flight Dispatch course
NAT tracks message
North Atlantic Track Message
101959 EGGXZOZX
(NAT-1/2 TRACKS FLS 310/390 INCLUSIVE
SEP 11/1130Z TO SEP 11/1900Z
PART ONE OF TWO PARTSA ATSIX 62/20 62/30 61/40 59/50 PRAWN YDP
EAST LVLS NIL
WEST LVLS 310 320 330 350 360 370
EUR RTS WEST AKIVO
NAR N322B N326B N328C N334E N346A N352C N356C N362B N332C N344BB BALIX 61/20 61/30 60/40 58/50 PORGY HO
EAST LVLS NIL
WEST LVLS 310 320 330 350 360 370
EUR RTS WEST NINEX
NAR N284B N292C N294E N302C N306C N308E N312A N296E-
ARNOP Flight Dispatch course
Random track selection
The use of OTS tracks is not mandatory. Currently
about half of NAT flights utilize the OTS. Aircraft may fly
on random routes which remain clear of the OTS or
may fly on any route that joins or leaves an outer track
of the OTS. There is also nothing to prevent an operator
from planning a route which crosses the OTS. However,
in this case, operators must be aware that whilst ATC
will make every effort to clear random traffic across the
OTS at published levels, re-routes or significant
changes in flight level from those planned are very likely
to be necessary during most of the OTS traffic periods.
ARNOP Flight Dispatch course
PTS
The Polar Track System was with drawn
at Jun 2005.
ARNOP Flight Dispatch course
8.5
ETOPS
ETOPS (Extended-range Twin-engine Operation Performance Standards)
is an acronym for an ICAO rule permitting newer twin-engined commercial
air transports to fly routes that, at some points, are further than a distance
of 60 minutes flying time from an emergency or adequate aerodrome.
This definition allows twin-engined airliners to fly long distance routes
(especially over water, desert or remote polar areas) that were previously
off-limits to twin-engined aircraft.
ETOPS is sometimes read (humorously) as Engines Turn or Passengers
Swim.
ETOPS may be replaced by a newer system, referred to as LROPS, or
Long Range Operational Performance Standards, which will affect all
aircraft, not merely those with a twin-engine configuration.
ARNOP Flight Dispatch course
p1
ETOPS
ARNOP Flight Dispatch course
B737-800
ARNOP Flight Dispatch course
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