ICAO Annex 11, 13 edition,supplement Jan.03

2/1/03

Transmittal Note

SUPPLEMENT TO

ANNEX 11 — AIR TRAFFIC SERVICES (Thirteenth Edition)

1. The attached Supplement supersedes all previous Supplements to Annex 11 and includes differences notified by Contracting States up to 2 January 2003 with respect to all amendments up to and including Amendment 41.

2. This Supplement should be inserted at the end of Annex 11, Thirteenth Edition. Additional differences and revised comments received from Contracting States will be issued at intervals as amendments to this Supplement.

SUPPLEMENT TO ANNEX 11 — THIRTEENTH EDITION

AIR TRAFFIC SERVICES Differences between the national regulations and practices of Contracting States and the corresponding International Standards and Recommended Practices contained in Annex 11, as notified to ICAO in accordance with Article 38 of the Convention on International Civil Aviation and the Council’s resolution of 21 November 1950.

JANUARY 2003

I N T E R N AT I O N A L

CIVIL

AV I AT I O N

O R G A N I Z AT I O N

(ii)

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

RECORD OF AMENDMENTS TO SUPPLEMENT No.

Date

Entered by

No.

Date

Entered by

AMENDMENTS TO ANNEX 11 ADOPTED OR APPROVED BY THE COUNCIL SUBSEQUENT TO THE THIRTEENTH EDITION ISSUED JULY 2001

2/1/03

No.

Date of adoption or approval

Date applicable

41

21/2/02

28/11/02

No.

Date of adoption or approval

Date applicable

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

(iii)

1. Contracting States which have notified ICAO of differences The Contracting States listed below have notified ICAO of differences which exist between their national regulations and practices and the International Standards and Recommended Practices of Annex 11, Thirteenth Edition, up to and including Amendment 41, or have commented on implementation.

The page numbers shown for each State and the dates of publication of those pages correspond to the actual pages in this Supplement.

State

Date of notification

Pages in Supplement

21/10/02 8/10/02 23/10/02 13/10/02 4/7/02 29/10/02 12/11/02 14/10/02 17/11/02 27/5/02 26/8/02 28/10/02 13/6/02 17/10/02 8/11/02 25/9/02 3/7/02

1-2 1 1 1-3 1 1 1 1 1-3 1 1 1-2 1 1 1-2 1 1

Argentina Belarus China (Hong Kong SAR) Cook Islands Denmark Estonia France Germany New Zealand Oman Slovakia Sweden Uganda Ukraine United Kingdom United Republic of Tanzania Uruguay

Date of publication 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03 2/1/03

2. Contracting States which have notified ICAO that no differences exist

State Bahrain Barbados Belgium Cameroon Chile Ghana

Date of notification 28/5/02 10/5/02 2/7/02 7/5/02 18/6/02 14/5/02

State Iraq Netherlands Norway Romania Switzerland

Date of notification 22/6/02 19/7/02 24/10/02 23/10/02 10/7/02

2/1/03

(iv)

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

3. Contracting States from which no information has been received Afghanistan Albania Algeria Andorra Angola Antigua and Barbuda Armenia Australia Austria Azerbaijan Bahamas Bangladesh Belize Benin Bhutan Bolivia Bosnia and Herzegovina Botswana Brazil Brunei Darussalam Bulgaria Burkina Faso Burundi Cambodia Canada Cape Verde Central African Republic Chad China Colombia Comoros Congo Costa Rica Côte d’Ivoire Croatia Cuba Cyprus Czech Republic Democratic People’s Republic of Korea Democratic Republic of the Congo Djibouti Dominican Republic Ecuador Egypt El Salvador Equatorial Guinea Eritrea Ethiopia Fiji Finland Gabon Gambia Georgia Greece 2/1/03

Grenada Guatemala Guinea Guinea-Bissau Guyana Haiti Honduras Hungary Iceland India Indonesia Iran (Islamic Republic of) Ireland Israel Italy Jamaica Japan Jordan Kazakhstan Kenya Kiribati Kuwait Kyrgyzstan Lao People’s Democratic Republic Latvia Lebanon Lesotho Liberia Libyan Arab Jamahiriya Lithuania Luxembourg Madagascar Malawi Malaysia Maldives Mali Malta Marshall Islands Mauritania Mauritius Mexico Micronesia (Federated States of) Monaco Mongolia Morocco Mozambique Myanmar Namibia Nauru Nepal Nicaragua Niger Nigeria Pakistan Palau

Panama Papua New Guinea Paraguay Peru Philippines Poland Portugal Qatar Republic of Korea Republic of Moldova Russian Federation Rwanda Saint Kitts and Nevis Saint Lucia Saint Vincent and the Grenadines Samoa San Marino Sao Tome and Principe Saudi Arabia Senegal Seychelles Sierra Leone Singapore Slovenia Solomon Islands Somalia South Africa Spain Sri Lanka Sudan Suriname Swaziland Syrian Arab Republic Tajikistan Thailand The former Yugoslav Republic of Macedonia Togo Tonga Trinidad and Tobago Tunisia Turkey Turkmenistan United Arab Emirates United States Uzbekistan Vanuatu Venezuela Viet Nam Yemen Yugoslavia Zambia Zimbabwe

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

(v)

4. Paragraphs with respect to which differences have been notified

Paragraph Definitions

2.1.2 2.3.2 2.5.2.2.1.1 2.5.2.3 2.6

2.6.1

2.9 2.9.2.3 2.9.3.2.2 2.9.3.3 2.9.5.5 2.11.1 2.15 2.18.2 2.18.3 2.18.4 2.18.5

2.21 2.24.4 3.1 3.3 3.3.3

3.3.4

Differences notified by

Paragraph

Argentina Belarus Cook Islands France New Zealand Sweden Uganda United Republic of Tanzania

3.4.1

Argentina United Kingdom Sweden United Kingdom United Kingdom Belarus Denmark Oman Sweden Cook Islands Estonia France New Zealand United Kingdom Sweden United Kindom United Kingdom United Kingdom United Kingdom France Argentina Argentina Germany Argentina Germany Germany Argentina Belarus Germany Sweden Sweden

3.7.3.1

Belarus United Kingdom United Kingdom Cook Islands Denmark New Zealand Slovakia United Kingdom

3.6.1.3.1

3.6.1.3.2 3.7.3

3.8.1 4.2.1

Differences notified by Cook Islands New Zealand Argentina Ukraine Uruguay Argentina Ukraine Cook Islands New Zealand France Germany Argentina

4.2.2

Cook Islands New Zealand Cook Islands Denmark New Zealand

5.2.1 5.2.2 5.4

Slovakia New Zealand Slovakia

6.2.2.3.7 6.2.2.3.8 6.2.3.1.2 6.2.3.1.3 6.2.3.4

United Kingdom United Kingdom United Kingdom United Kingdom United Kingdom

Appendix 2

Argentina Germany

Appendix 3

United Kingdom

Appendix 4

Belarus China (Hong Kong SAR) Cook Islands Estonia Germany New Zealand Oman Sweden United Kingdom United Republic of Tanzania

Appendix 5

Argentina Germany United Kingdom

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

ARGENTINA 1

CHAPTER 1 Definitions

Air traffic control clearance. The word “autorización” (“clearance”) is replaced by the word “permiso” with the same meaning.

Approach control office. Not established within our national jurisdiction. The approach control service is provided by the aerodrome control tower or area control centre, as prescribed in the regulations in force.

Flight information centre. Not established within our national jurisdiction. Flight information and alerting services are provided by air traffic control units within and outside controlled airspace.

Pilot-in-command. Argentina prefers to use the term “aircraft commander” in accordance with the terminology used in its legislation.

CHAPTER 2 2.1.2

Argentina, having agreed through international air navigation agreements to provide ATS and SAR over the high seas in airspace corresponding to the FIR under its jurisdiction, applies the Standards and procedures in exactly the same way as within its territorial airspace.

2.15

Argentina abides by the arrangements that operators wish to make to obtain the information concerned, budgeted as a supplementary service and therefore subject to special agreed procedures.

2.18.2 2.18.3

No electronic aeronautical data system is available.

2.18.5

Not applied.

CHAPTER 3 3.6.1.3.1

Argentine documentation and regulations will continue to require that a pilot have established visual contact with the ground and have the aerodrome or runway in sight.

Remark. The aircraft should not be transferred to the tower if this requirement has not been met.

3.6.1.3.2

Argentine documentation and regulations will continue to permit the aircraft to be transferred to the unit providing approach control service prior to entering the runway to be used for take-off.

Remark. The tower should transfer control of the aircraft before it enters the runway if the latter is not visible to the ATC unit.

3.8.1

The national flight regulations (No. 79.1) include this Standard as a relative responsibility, in view of the fact that due to the distance involved, the reduced speed of taxiing aircraft and other factors, the pilot-incommand of an aircraft is often in a more favourable position than those in charge of control.

Appendix 2 3.6

The determination and reporting of significant points in WGS-84 are kept as a Recommendation rather than a Standard.

2/1/03

2 ARGENTINA

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

Appendix 5 Table 1

The data in the column “Integrity/Classification” are not applied. The accuracy and data type are not applied for: P, R, D areas boundary points (inside CTA/CTZ boundary); en-route navaids and fixes, holding, STAR/SID points; and obstacles.

Table 2

The data in the column “Integrity/Classification” are not applied. The elevation accuracy and data type are not applied for obstacles en-route and DME.

Tables 3, 4 and 5

The data in the column “Integrity/Classification” are not applied. The accuracy and data type are not applied.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

BELARUS 1

CHAPTER 1 Definitions

Air traffic services airspaces. Not classified.

Remark. The development of the national classification has not been completed.

Advisory airspace, air traffic advisory service and advisory route. Not defined.

Remark. There is no classification.

CHAPTER 2 2.6

Airspaces are not classified.

Remark. The development of the national classification has not been completed.

2.18.5

The geographical coordinates indicating latitude and longitude are determined and reported in the 1942 system of coordinates.

Remark. Implementation of the measures for the transition to WGS-84 has not been completed.

CHAPTER 3 3.1

The air traffic control service is provided to all aircraft flights in all of the airspace.

Remark. There is no airspace classification.

Appendix 4

Appendix 4 is not applied. All IFR flights are separated from IFR and VFR flights. All VFR flights are separated from IFR and special VFR flights. Flights at supersonic speeds are authorized at FL 370 and above. All flights are required to have continuous two-way radio communication and are subject to an ATC clearance.

Remark. There is no airspace classification.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) Appendix 4

CHINA (HONG KONG SAR) 1

Class F and Class G airspace require two-way communication.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

COOK ISLANDS 1

CHAPTER 1 Definitions

Air traffic advisory service. A service provided within Class F airspace to ensure separation, as far as practical, between aircraft that are operating on IFR flight plans.

Air traffic control service. The definition of air traffic control service in the Cook Island’s Airport Authority Act substitutes the words “a safe and efficient” for the words “orderly” in the Annex 11 definition.

Controlled airspace. Airspace of defined dimensions within which air traffic control service is provided to IFR flights, and to VFR flights, in accordance with the airspace classification.

Flight crew member. Flight crew member means a crew member assigned by an operator for duty in an aircraft during flight time as a pilot or flight engineer.

Pilot-in-command. Pilot-in-command, in relation to any aircraft, means the pilot responsible for the operation and safety of the aircraft.

Remark. For aircraft with more than one pilot, CAR 91.117 requires the operator to designate a pilot-incommand for each period of the flight.

Traffic avoidance advice. The definition in CAR Part 172 does not include the words “specifying manoeuvres”.

Remark. While an ATS unit might specify manoeuvres to assist a pilot to avoid a collision, that choice is left to the individual providing the information.

CHAPTER 2 2.6.1

Class D airspace: — ATC separates IFR and VFR aircraft at night within Class D airspace — CAR 71.107 (1) (ii); — ATC separates IFR flights and special VFR flights — CAR 71.107 (2) (iii); — ATC separates special VFR flights — CAR 71.107 (1) (iv); — ATC provides traffic information to IFR flights about VFR flights during the day — CAR 71.107 (2) (i).

Class E airspace: — ATC separates IFR and VFR aircraft at night within Class E airspace — CAR 71.109 (1) (ii); — Each pilot-in-command of an aircraft shall obtain an ATC clearance prior to entering Class E airspace, where the operation is performed under IFR, or under VFR at night — CAR 91.245 (a) (2).

Class G airspace: — Traffic information is provided to IFR flights in Class G airspace and, where practical, to other flights on request — CAR 172.93 (f) (4).

2/1/03

2 COOK ISLANDS

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

CHAPTER 3 3.3.3

Class D airspace: — ATC separates IFR and VFR aircraft at night within Class D airspace — CAR 71.107 (1) (ii); — ATC separates IFR flights and special VFR flights — CAR 71.107 (2) (iii); — ATC separates special VFR flights — CAR 71.107 (1) (iv); — ATC provides traffic information to IFR flights about VFR flights during the day — CAR 71.107 (2)(i).

Class E airspace: — ATC separates IFR and VFR aircraft at night within Class E airspace — CAR 71.109 (1) (ii); — Each pilot-in-command of an aircraft shall obtain an ATC clearance prior to entering Class E airspace, where the operation is performed under IFR, or under VFR at night — CAR 91.245 (a) (2).

Class G airspace: — Traffic information is provided to IFR flights in Class G airspace and, where practical, to other flights on request — CAR 172.93 (f) (4).

3.4.1

The Cook Islands allows a reduced runway separation at night when a departing aircraft has reached a point at least 1 800 m ahead of a following departing aircraft (ICAO Doc 4444, 7.8.3).

The 1 000 ft vertical separation minima below FL 290 prescribed in ICAO Doc 4444 may be reduced to 500 ft within controlled airspace providing: a)

both aircraft are either medium or light wake turbulence category; and

b)

the lower aircraft is a VFR or special VFR flight and operating at an altitude of 4 500 ft or below.

When the IFR flight is a “heavy” aircraft, the minimum shall always be 1 000 ft for reasons of wake turbulence — CAR 172.251.

3.7.3

A pilot is required to acknowledge by full read-back followed by the aircraft call sign: — ATC route, en-route, approach and departure clearances; — clearances to VFR flights to operate within controlled airspace, except when cleared to route via a published arrival or departure procedure that is identical to that initially requested by the pilot, there is no requirement for the pilot to read back the clearance in full; — clearances to enter, land on or take off on the runway-in-use; — instructions to hold short of a runway-in-use; — conditional clearances that involve crossing, backtracking or lining up on the runway-in-use; — runway-in-use;

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

COOK ISLANDS 3

— level instructions; — heading and speed instructions; — altimeter setting; and — frequency, after frequency-change instructions.

CHAPTER 4 4.2.1 a)

The Cook Islands does not produce AIRMET information.

4.2.2 b)

No specific requirement exists for the flight information service to provide information concerning collision hazards to aircraft operating in airspace Classes C, D, E, F and G; however, traffic information is provided in accordance with CAR 172.93 (h).

Appendix 4

Class D airspace: — ATC separates IFR and VFR aircraft at night within Class D airspace — CAR 71.107 (1) (ii); — ATC separates IFR flights and special VFR flights — CAR 71.107 (2) (iii); — ATC separates special VFR flights — CAR 71.107 (1) (iv); — ATC provides traffic information to IFR flights about VFR flights during the day — CAR 71.107 (2) (i).

Class E airspace: — ATC separates IFR and VFR aircraft at night within Class E airspace — CAR 71.109 (1) (ii); — Each pilot-in-command of an aircraft shall obtain an ATC clearance prior to entering Class E airspace, where the operation is performed under IFR, or under VFR at night — CAR 91.245 (a) (2).

Class G airspace: — Traffic information is provided to IFR flights in Class G airspace and, where practical, to other flights on request — CAR 172.93 (f) (4).

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

DENMARK 1

CHAPTER 2 2.6

Airspace classification is in accordance with Annex 11; however, it should be noted that: — airspace Classes B and F are not used; — a lower flight visibility in airspace Class G has been established in pursuance of Annex 11, Appendix 4; — a requirement for carriage of a transponder is described for each of the airspace classes; and — certain parts of airspace Class G, designated TIZ, TIA, have a requirement for continuous two-way radio communication.

CHAPTER 3 3.3.3

In pursuance of 3.3.3, the following provision has been established: Vertical or horizontal separation shall be established between special VFR flights.

CHAPTER 4 4.2.2 b)

In addition to 4.2.2 b), the following provisions concerning traffic information have been established: In airspace Class D, traffic information may be omitted, provided it is certain that the aircraft pass each other with a vertical distance of 500 ft or more.

In airspace Class E, traffic information is mainly based on radar information derived from SSR replies.

In airspace Class G, traffic information is given only as far as practical.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

ESTONIA 1

CHAPTER 2 2.6.1

Airspace Class G+ has been added: Class G+. IFR and VFR are permitted and receive aerodrome flight information service.

Appendix 4

The following has been added: 1)

2)

Speed limitation: a)

an aircraft shall not exceed the speed 460 km/h (250 kt) IAS below flight level 3 050 m (FL 100) when conducting an IFR and a VFR flight in airspace Class G+;

b)

an aircraft conducted as a VFR flight shall not exceed the speed 260 km/h (140 kt) IAS in airspace Classes F, G+ or G above 900 m (3 000 ft) MSL or 300 m (1 000 ft) above terrain, whichever is higher, when flight visibility is less than 1.5 km.

Two-way radio communication requirement: In Class G, two-way radio communication for IFR flights is required above the altitude established by the appropriate ATS authority.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

FRANCE 1

CHAPTER 1 Definitions

Additional definition: AFIS unit. Air traffic unit responsible for the provision of flight information service and alerting service to the aerodrome traffic of a non-controlled aerodrome.

CHAPTER 2 2.6.1

France maintains Class E for certain control zones at aerodromes with low traffic. Only the control zones located at an aerodrome with high traffic are classified at least as Class D.

2.11.1

Outside controlled airspace, ATS routes are established providing protection vis-Ă -vis the terrain and adjacent ATS routes, but no specific airspace with defined dimensions is associated with them, apart from the Class F or G space in which they are included.

CHAPTER 3

3.7.3.1 c)

It is not required to read back the transition level when it is indicated in the ATIS. The pilot must read back the ATIS message reference.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

GERMANY 1

CHAPTER 2 2.18.2 2.18.3 2.18.4* 2.18.5

Full implementation of the quality system not yet achieved.

CHAPTER 3 3.7.3.1 c)

The compulsory read-back of transition levels is seen as an unnecessary frequency load and will not be applied.

Appendix 2 3.1

Significant points within TMAs are designated by alphanumeric codes.

Appendix 4

Class D — VMC visibility and distance from cloud minima: VFR. Note.— Control zones are classified as airspace Class D with the following addition: ground visibility 5 km, ceiling 1 500 ft GND, clear of clouds.

Class E — VMC visibility and distance from cloud minima. The minimum value has to be 8 km visibility for VFR flights below 3 050 m (10 000 ft) AMSL. Class F — Subject to an ATC clearance: IFR flights “yes” instead of “no”.

Class G — IFR flights not permitted.

Note.— For VFR flights weather minima as follows: In sight of ground or water, flight visibility 1.5 km, clear of clouds; except helicopters, airships and balloons where only a flight visibility of 800 m is required.

Appendix 5

In Germany, lines 2 and 4 of Table 4 describe a) en-route fix formations; and b) terminal and instrument approach procedure fix formations corresponding to Table 5.

The resolution for a) is then 1 DEG instead of 1/10 DEG.

*Recommended Practice 2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

NEW ZEALAND 1

CHAPTER 1 Definitions

Air traffic advisory service. A service provided within Class F airspace to ensure separation, as far as practical, between aircraft that are operating on IFR flight plans.

Air traffic control service. The definition of air traffic control service in the New Zealand’s Airport Authority Act substitutes the words “a safe and efficient” for the words “orderly” in the Annex 11 definition.

Controlled airspace. Airspace of defined dimensions within which air traffic control service is provided to IFR flights, and to VFR flights, in accordance with the airspace classification.

Flight crew member. Flight crew member means a crew member assigned by an operator for duty in an aircraft during flight time as a pilot or flight engineer.

Pilot-in-command. Pilot-in-command, in relation to any aircraft, means the pilot responsible for the operation and safety of the aircraft.

Remark. For aircraft with more than one pilot, CAR 91.117 requires the operator to designate a pilot-incommand for each period of the flight.

Traffic avoidance advice. The definition in CAR Part 172 does not include the words “specifying manoeuvres”.

Remark: While an ATS unit might specify manoeuvres to assist a pilot to avoid a collision, that choice is left to the individual providing the information.

CHAPTER 2 2.6.1

Class D airspace: — ATC separates IFR and VFR aircraft at night within Class D airspace — CAR 71.107 (1) (ii); — ATC separates IFR flights and special VFR flights — CAR 71.107 (2) (iii); — ATC separates special VFR flights — CAR 71.107 (1) (iv); — ATC provides traffic information to IFR flights about VFR flights during the day — CAR 71.107 (2) (i).

Class E airspace: — ATC separates IFR and VFR aircraft at night within Class E airspace — CAR 71.109 (1) (ii); — Each pilot-in-command of an aircraft shall obtain an ATC clearance prior to entering Class E airspace, where the operation is performed under IFR, or under VFR at night — CAR 91.245 (a) (2).

Class G airspace: — Traffic information is provided to IFR flights in Class G airspace and, where practical, to other flights on request — CAR 172.93 (f) (4).

2/1/03

2 NEW ZEALAND

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

CHAPTER 3 3.3.3

Class D airspace: — ATC separates IFR and VFR aircraft at night within Class D airspace — CAR 71.107 (1) (ii); — ATC separates IFR flights and special VFR flights — CAR 71.107 (2) (iii); — ATC separates special VFR flights — CAR 71.107 (1) (iv); — ATC provides traffic information to IFR flights about VFR flights during the day — CAR 71.107 (2) (i).

Class E airspace: — ATC separates IFR and VFR aircraft at night within Class E airspace — CAR 71.109 (1) (ii); — Each pilot-in-command of an aircraft shall obtain an ATC clearance prior to entering Class E airspace, where the operation is performed under IFR, or under VFR at night — CAR 91.245 (a) (2).

Class G airspace: — Traffic information is provided to IFR flights in Class G airspace and, where practical, to other flights on request — CAR 172.93 (f) (4).

3.4.1

New Zealand allows a reduced runway separation at night when a departing aircraft has reached a point at least 1 800 m ahead of a following departing aircraft (ICAO Doc 4444, 7.8.3).

The 1 000 ft vertical separation minima below FL 290 prescribed in ICAO Doc 4444 may be reduced to 500 ft within controlled airspace providing: — both aircraft are either medium or light wake turbulence category; and — the lower aircraft is a VFR or special VFR flight and operating at an altitude of 4 500 ft or below.

When the IFR flight is a “heavy”, the minimum shall always be 1 000 ft for reasons of wake turbulence — CAR 172.251.

3.7.3

A pilot is required to acknowledge by full read-back followed by the aircraft call sign: — ATC route, en-route, approach and departure clearances; — clearances to VFR flights to operate within controlled airspace, except when cleared to route via a published arrival or departure procedure that is identical to that initially requested by the pilot, there is no requirement for the pilot to read back the clearance in full; — clearances to enter, land on or take off on the runway-in-use; — instructions to hold short of a runway-in-use; — conditional clearances that involve crossing, backtracking or lining up on the runway-in-use;

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

NEW ZEALAND 3

— runway-in-use; — level instructions; — heading and speed instructions; — altimeter setting; and — frequency, after frequency-change instructions.

CHAPTER 4 4.2.1 a)

New Zealand does not produce AIRMET information.

4.2.2 b)

No specific requirement exists for a flight information service to provide information concerning collision hazards to aircraft operating in airspace Classes C, D, E, F and G; however, traffic information is provided in accordance with CAR 172.93 (h).

CHAPTER 5 5.2.2 h)

Remark. Implementation pending.

Appendix 4

Class D airspace: — ATC separates IFR and VFR aircraft at night within Class D airspace — CAR 71.107 (1) (ii); — ATC separates IFR flights and special VFR flights — CAR 71.107 (2) (iii); — ATC separates special VFR flights — CAR 71.107 (1) (iv); — ATC provides traffic information to IFR flights about VFR flights during the day — CAR 71.107 (2) (i).

Class E airspace: — ATC separates IFR and VFR aircraft at night within Class E airspace — CAR 71.109 (1) (ii); — Each pilot-in-command of an aircraft shall obtain an ATC clearance prior to entering Class E airspace, where the operation is performed under IFR, or under VFR at night — CAR 91.245 (a) (2).

Class G airspace: — Traffic information is provided to IFR flights in Class G airspace and, where practical, to other flights on request — CAR 172.93 (f) (4).

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

OMAN 1

CHAPTER 2 2.6

Class F is used in the Muscat FIR to provide a radar-derived advisory service to IFR and VFR flights operating outside CAS. Remark. Muscat ACC is in a position to provide a radar advisory service to IFR and VFR traffic in uncontrolled airspace.

Appendix 4

IFR flights are restricted to 250 kt IAS below 10 000 ft AMSL in Class C airspace, unless advised by ATC.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

SLOVAKIA 1

CHAPTER 3 3.3.3

Clearances issued by ATC units shall provide separation: ... e)

between special VFR flight,

except that, when requested by an aircraft or when accepted by the pilot in cases listed under a), b) and c) above, a flight operated in visual meteorological conditions between sunset and sunrise may be cleared to fly subject to maintaining its own separation and remaining in visual meteorological conditions for a specific portion of the flight.

CHAPTER 5 5.2.1

a)

b)

Uncertainty phase when: 1)

no communication has been received from an aircraft within a period of ten minutes after . . .

2)

an aircraft fails to arrive within ten minutes of the estimated time of arrival . . .

Alert phase when: 1)

c)

Distress phase when: 1)

5.4

ten minutes following the uncertainty phase, subsequent attempts . . .

thirty minutes following the alert phase, further unsuccessful attempts . . .

Plotting aircraft in a state of emergency Note.— When radar equipment is available the progress of an aircraft in emergency shall be (whenever possible) plotted on the radar display either by the appropriate ATC unit or directly by the rescue coordination centre.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

SWEDEN 1

CHAPTER 1 Definitions

Approach control unit. The term “approach control unit” is not used; instead, the term “terminal control centre (TMC)” is used to designate a unit established to provide air traffic control service to controlled flights arriving at, or departing from, one or more aerodromes.

CHAPTER 2 2.3.2

Aerodrome flight information service (AFIS) is provided at several non-controlled aerodromes as published in AIP-SWEDEN. Remark. AFIS, as well as AFIS units, has been established for many years as published in AIP-SWEDEN. AFIS is generally provided in conformance with the guidance material contained in ICAO Circular 211.

2.6

Within Class G airspace, traffic information areas (TIA) and traffic information zones (TIZ) are established at several non-controlled aerodromes where AFIS is provided. These airspaces are described in AIP-SWEDEN and defined as follows: Traffic information area (TIA). An uncontrolled airspace of defined dimensions extending upwards from a specified limit above the earth within which traffic information is provided by an ATS unit in accordance with special regulations.

Traffic information zone (TIZ). An uncontrolled airspace of defined dimensions extending upwards from the surface of the earth to a specified upper limit within which traffic information is provided by an ATS unit in accordance with special regulations.

Remark. These airspace designations were implemented several years before the publication of ICAO Circular 211. It has not been considered that there is enough justification to change the airspace designation to “flight information zone” as recommended in the circular.

2.9

Within Class G airspace, traffic information areas (TIA) and traffic information zones (TIZ) are established at several non-controlled aerodromes where AFIS is provided. These airspaces are described in AIP-SWEDEN and defined as follows: Traffic information area (TIA). An uncontrolled airspace of defined dimensions extending upwards from a specified limit above the earth within which traffic information is provided by an ATS unit in accordance with special regulations.

Traffic information zone (TIZ). An uncontrolled airspace of defined dimensions extending upwards from the surface of the earth to a specified upper limit within which traffic information is provided by an ATS unit in accordance with special regulations.

Remark. These airspace designations were implemented several years before the publication of ICAO Circular 211. It has not been considered that there is enough justification to change the airspace designation to “flight information zone” as recommended in the circular.

2.21

Minimum flight altitudes have not been determined for ATS routes; however, for ATS routes within SUECIA CTA, published lower limits provide minimum clearance above the controlling obstacle located within the area concerned. In terminal control areas, minimum sector altitudes are applied as minimum flight altitudes; in addition, minimum vectoring altitudes have been established.

2/1/03

2 SWEDEN

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION) Remark. Determining minimum flight altitudes for ATS routes is considered superfluous since all ATS routes have their lower limits at FL 95 or higher, which is well above terrain and obstacles within Swedish territory. Within TMAs, minimum sector altitudes and minimum vectoring altitudes are considered sufficient.

2.24.4

Aerodrome control towers normally provide pilots with the correct time on request only.

Remark. Since modern clocks and watches are considered very reliable and several methods are available to pilots to verify the correct time prior to departure, and also in order to reduce the load on control tower radio frequencies, routine provision of the correct time has been deleted.

Appendix 4

Within Class E airspace, during hours of darkness, VFR flights are subject to air traffic control service and separated from IFR and other VFR flights; dual radio communication and ATC clearance are required.

Remark. To enhance flight safety in Class E airspace during hours of darkness (night).

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

UGANDA 1

CHAPTER 1 Definitions

Special VFR flights. The conditions for special VFR flights also apply at night.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

UKRAINE 1

CHAPTER 3 3.6.1.3.1

Transfer of control of arriving and departing aircraft from one ATS unit to another shall be carried out at established lines (boundaries), irrespective of meteorological conditions and time of day.

3.6.1.3.2

The following control transfer boundaries have been established: — from the approach controller to the circuit controller: the altitude of the second flight level of the holding area; — from the circuit controller to the landing controller: at turn on final at an established azimuth and an established distance from the aerodrome; — from the circuit controller to the start controller: the moment of entering the height of 200 m or the assigned height; — from the landing controller to the start controller: after passing the LMM, from the moment of visual identification of the aircraft approaching; — from the start controller to the taxiiing controller before take-off: the moment of entering the holding position; after landing: the moment of vacating the runway.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

UNITED KINGDOM 1

CHAPTER 2 2.1.2

The United Kingdom has arranged for services to be provided in accordance with the practices and procedures established for its territorial airspace.

2.5.2.2.1.1

The United Kingdom does not implement control zones and control areas in all portions of the airspace where air traffic control service is provided.

2.5.2.3

The United Kingdom does not use the term “controlled aerodrome� but lists in the AIP those aerodromes at which air traffic control service is provided.

2.6.1

In certain notified portions of Class A airspace, gliders are permitted to operate without reference to air traffic control in accordance with specified conditions and neither separation nor traffic information is provided in respect of such flights.

2.9.2.3

The United Kingdom does not apply VFR cruising levels.

2.9.3.2.2*

The United Kingdom does not necessarily apply VFR cruising levels as the lower limit. A level is chosen appropriate to the circumstances.

2.9.3.3

The United Kingdom does not apply VFR cruising levels.

2.9.5.5*

The United Kingdom does not necessarily use VFR cruising levels as the upper limit.

CHAPTER 3 3.1 3.3

In certain notified portions of Class A, B and D airspace, gliders are permitted to operate without reference to air traffic control.

3.3.4

The United Kingdom uses the quadrantal system of cruising levels for flights below 24 500 ft.

CHAPTER 6 6.2.2.3.7 6.2.2.3.8 6.2.3.1.2 6.2.3.1.3 6.2.3.4*

Automatic recording is not available in each and every case in the United Kingdom.

Appendix 3 2.1.2

In the United Kingdom, the basic indicator for standard arrival routes is the name or name code of the holding facility or fix where the arrival route terminates.

Appendix 4

The United Kingdom complies with the requirements of the table at Appendix 4 except in the following areas:

* Recommended Practice 2/1/03

2 UNITED KINGDOM

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

a)

gliders are permitted in Class A without ATC service;

b)

Class A VMC minima for various purposes above FL 100 are different;

c)

Class C, D, E airspace VMC minima — additional criteria are permitted.

Appendix 5 Table 4

All types are calculated to the required accuracy. However, they are not published in the AIP to this accuracy. They are all published as rounded values to the nearest whole degree.

Table 5

All types are calculated to the required accuracy. However, they are not published in the AIP to this accuracy. They are all published as rounded values to the nearest whole degree.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

UNITED REPUBLIC OF TANZANIA 1

CHAPTER 1 Definitions

Special VFR flight. Conditions for a special VFR flight also apply at night.

Remark. To enable VFR arrivals, and also training in a control zone.

Appendix 4

Carriage of a radio for continuous two-way communication is compulsory regardless of airspace classification.

Remark. To monitor the movements of aircraft for alerting service purposes.

2/1/03

SUPPLEMENT TO ANNEX 11 (THIRTEENTH EDITION)

URUGUAY 1

CHAPTER 3 3.6.1.3.1 c)

Not applied to arriving aircraft.

Remark. The reason for this difference is that where approach control and aerodrome control services are not provided by the same unit, this procedure could be dangerous because of the possibility of a sudden incursion into the runway with approach control not learning of the incursion in time to communicate with the aircraft that is landing.

2/1/03