JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21)

CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmissions in Bold

Type)

NOTE: When it is necessary to
specify a reason for vectoring or
for the above manoeuvres, the
following phraseologies should be
used:

a. DUE TRAFFIC ;
b. FOR SPACING;

c. FOR DELAY;

d. FOR DOWNWIND (or BASE,

or FINAL).

d. TURN LEFT (or RIGHT) NOW;
e. STOP TURN NOW.

12.4.1.
6

Speed Control

a. REPORT SPEED;
b.

SPEED (number) KILOMETRES PER HOUR
(

or KNOTS);

c. MAINTAIN (number) KILOMETRES PER

HOUR (or KNOTS) [OR GREATER (or OR
LESS)] [UNTIL (significant point)];

d. DO NOT EXCEED (number) KILOMETRES

PER HOUR (or KNOTS);

e. MAINTAIN PRESENT SPEED;

f. INCREASE (or REDUCE) SPEED TO (num-

ber) KILOMETRES PER HOUR (or KNOTS)
[OR GREATER (or OR LESS)];

g. INCREASE (or REDUCE) SPEED BY (num-

ber) KILOMETRES PER HOUR (or KNOTS);

h. RESUME NORMAL SPEED;

i. REDUCE TO MINIMUM APPROACH SPEED;
j. REDUCE TO MINIMUM CLEAN SPEED;

k. RESUME PUBLISHED SPEED;

l. NO [ATC] SPEED RESTRICTIONS.

12.4.1.
7

Position Reporting

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CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmissions in Bold

Type)

. . . to omit position reports

a. OMIT POSITION REPORTS [UNTIL (specify)];
b. NEXT REPORT AT (significant point);

c. REPORTS REQUIRED ONLY AT (significant

point(s));

d. RESUME POSITION REPORTING.

12.4.1.
8

Traffic Information and Avoid-

ing Action

a. TRAFFIC (number) O'CLOCK (distance) (di-

rection of flight) [any other pertinent informa-
tion]:

1. UNKNOWN;
2. SLOW MOVING;
3. FAST MOVING;
4. CLOSING;
5. OPPOSITE (or SAME) DIRECTION;
6. OVERTAKING;
7. CROSSING LEFT TO RIGHT (or RIGHT

TO LEFT);

. . . (if known)

8. (aircraft type);
9. (level);

10. CLIMBING (or DESCENDING);

. . . to request avoiding action

REQUEST VECTORS;

c. DO YOU WANT VECTORS?;

. . . when passing unknown traffic

d. CLEAR OF TRAFFIC [appropriate instruc-

tions];

. . . for avoiding action

e. TURN LEFT (or RIGHT) IMMEDIATELY

HEADING (three digits) TO AVOID [UNIDEN-
TIFIED] TRAFFIC (bearing by clock-reference
and distance);

f. TURN LEFT (or RIGHT) (number of degrees)

DEGREES IMMEDIATELY TO AVOID [UN-
IDENTIFIED] TRAFFIC AT (bearing by clock-
reference and distance).

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CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmissions in Bold

Type)

12.4.1.
9

Communications and Loss of
Communications

a. [IF] RADIO CONTACT LOST (instructions);
b. IF NO TRANSMISSIONS RECEIVED FOR

(number) MINUTES (or SECONDS) (instruc-
tions);

c. REPLY NOT RECEIVED (instructions);

. . . if loss of communications sus-

pected

d. IF YOU READ [manoeuvre instructions or

SQUAWK (code or IDENT)];

e. (manoeuvre, SQUAWK or IDENT) OB-

SERVED. POSITION (position of aircraft). [(in-
structions)].

12.4.1.
10

Termination of Radar and/or
ADS-B Service

a. RADAR SERVICE (or IDENTIFICATION) TER-

MINATED [DUE (reason)] [(instructions)];

b. WILL SHORTLY LOSE IDENTIFICATION (ap-

propriate instructions or information);

c. IDENTIFICATION LOST [reasons] (instruc-

tions).

12.4.1.
11

Radar and/or/ADS-B Equipment
Degradation

a. SECONDARY RADAR OUT OF SERVICE

(appropriate information as necessary);

b. PRIMARY RADAR OUT OF SERVICE (appro-

priate information as necessary);

c. ADS-B OUT OF SERVICE (appropriate infor-

mation as necessary).

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Radar in Approach Control Service

CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmission in Bold

Type)

12.4.2.1

Vectoring for Approach

a. VECTORING FOR (type of pilot-interpreted

aid) APPROACH RUNWAY (number);

b. VECTORING FOR VISUAL APPROACH RUN-

WAY (number) REPORT FIELD (or RUNWAY)
IN SIGHT;

c. VECTORING FOR (positioning in the circuit);

d. VECTORING FOR SURVEILLANCE RADAR

APPROACH RUNWAY (number);

e. VECTORING FOR PRECISION APPROACH

RUNWAY (number);

f. (type) APPROACH NOT AVAILABLE DUE

(reason) (alternative instructions).

12.4.2.2

Vectoring for ILS and Other
Pilot-Interpreted Aids

a. POSITION (number) KILOMETRES (or MILES)

from (fix). TURN LEFT (or RIGHT) HEADING
(three digits);

b. YOU WILL INTERCEPT (radio aid or track)

(distance) FROM (significant point or TOUCH-
DOWN);

. . . when a pilot wishes to be

positioned a specific distance

from touchdown

REQUEST (distance) FINAL;

d. CLEARED FOR (type of approach) AP-

PROACH RUNWAY (number); .

. . . instructions and information

e. REPORT ESTABLISHED ON [ILS] LOCALIZ-

ER (or ON GBAS/SBAS/MLS APPROACH
COURSE);

f. CLOSING FROM LEFT (or RIGHT) [REPORT

ESTABLISHED];

g. TURN LEFT (or RIGHT) HEADING (three dig-

its) [TO INTERCEPT] or [REPORT ESTAB-
LISHED];

12.4.2

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CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmission in Bold

Type)

h. EXPECT VECTOR ACROSS (localizer course

or radio aid) (reason);

i. THIS TURN WILL TAKE YOU THROUGH (lo-

calizer course or radio aid) [reason];

j. TAKING YOU THROUGH (localizer course or

radio aid) [reason];

k. MAINTAIN (altitude) UNTIL GLIDE PATH IN-

TERCEPTION;

l. REPORT ESTABLISHED ON GLIDE PATH;

m. INTERCEPT (localizer course or radio aid)

[REPORT ESTABLISHED].

12.4.2.3

Manoeuvre During Independ-
ent and Dependent Parallel
Approaches

a. CLEARED FOR (type of approach) AP-

PROACH RUNWAY (number) LEFT (or
RIGHT);

b. YOU HAVE CROSSED THE LOCALIZER (or

GBAS/SBAS/MLS FINAL APPROACH
COURSE). TURN LEFT (or RIGHT) IMMEDI-
ATELY AND RETURN TO THE LOCALIZER
(or GBAS/SBAS/MLS FINAL APPROACH
COURSE);

c. ILS (or MLS) RUNWAY (number) LEFT (or

RIGHT) LOCALIZER (or MLS) FREQUENCY
IS (frequency);

... for avoidance action when

an aircraft is observed pene-

trating the NTZ

d. TURN LEFT (or RIGHT) (number) DEGREES

(or HEADING) (three digits) IMMEDIATELY TO
AVOID TRAFFIC [DEVIATING FROM ADJA-
CENT APPROACH], CLIMB TO (altitude);

... for avoidance action below
120 m (400 ft) above the run-

way threshold elevation where

parallel approach obstacle as-

sessment surfaces (PAOAS)

criteria are being applied

e. CLIMB TO (altitude) IMMEDIATELY TO

AVOID TRAFFIC [DEVIATING FROM ADJA-
CENT APPROACH] (further instructions).

12.4.2.4

Surveillance Radar Ap-
proach

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CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmission in Bold

Type)

12.4.2.4.1 Provision of Service

a. THIS WILL BE A SURVEILLANCE RADAR

APPROACH RUNWAY (number) TERMINAT-
ING AT (distance) FROM TOUCHDOWN, OB-
STACLE CLEARANCE ALTITUDE (or
HEIGHT) (number) METRES (or FEET)
CHECK YOUR MINIMA [IN CASE OF GO
AROUND (instructions)];

b. APPROACH INSTRUCTIONS WILL BE TER-

MINATED AT (distance) FROM TOUCH-
DOWN.

12.4.2.4.2 Elevation

a. COMMENCE DESCENT NOW [TO MAINTAIN

A (number) DEGREE GLIDE PATH];

b. (distance) FROM TOUCHDOWN ALTITUDE

(or HEIGHT) SHOULD BE (numbers and
units).

12.4.2.4.3 Position

(distance) FROM TOUCHDOWN.

12.4.2.4.4 Checks

a. CHECK GEAR DOWN [AND LOCKED];
b. OVER THRESHOLD.

12.4.2.4.5 Completion of Approach

a. REPORT VISUAL;
b. REPORT RUNWAY [LIGHTS] IN SIGHT;

c. APPROACH COMPLETED [CONTACT (unit)].

12.4.2.5

PAR Approach

12.4.2.5.1 Provision of Service

a. THIS WILL BE A PRECISION RADAR AP-

PROACH RUNWAY (number);

b. PRECISION APPROACH NOT AVAILABLE

DUE (reason) (alternative instructions);

c. IN CASE OF GO AROUND (instructions).

12.4.2.5.2 Communications

a. DO NOT ACKNOWLEDGE FURTHER

TRANSMISSIONS;

b. REPLY NOT RECEIVED. WILL CONTINUE

INSTRUCTIONS.

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CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmission in Bold

Type)

12.4.2.5.3 Azimuth

a. CLOSING [SLOWLY (or QUICKLY)] [FROM

THE LEFT (or FROM THE RIGHT)];

b. HEADING IS GOOD;

c. ON TRACK;

d. SLIGHTLY (or WELL, or GOING) LEFT (or

RIGHT) OF TRACK;

e. (number) METRES LEFT (or RIGHT) OF

TRACK.

12.4.2.5.4 Elevation

a. APPROACHING GLIDE PATH;
b. COMMENCE DESCENT NOW [AT (number)

METRES PER SECOND OR (number) FEET
PER MINUTE (or ESTABLISH A (number)
DEGREE GLIDE PATH)];

c. RATE OF DESCENT IS GOOD;

d. ON GLIDE PATH;
e. SLIGHTLY (or WELL, or GOING) ABOVE (or

BELOW) GLIDE PATH;

f. [STILL] (number) METRES (or FEET) TOO

HIGH (or TOO LOW);

g. ADJUST RATE OF DESCENT;
h. COMING BACK [SLOWLY (or QUICKLY)] TO

THE GLIDE PATH;

i. RESUME NORMAL RATE OF DESCENT;
j. ELEVATION ELEMENT UNSERVICEABLE

(to be followed by appropriate instructions);

k. (distance) FROM TOUCHDOWN. ALTITUDE

(or HEIGHT) SHOULD BE (numbers and
units).

12.4.2.5.5 Position

a. (distance) FROM TOUCHDOWN;
b. OVER APPROACH LIGHTS;

c. OVER THRESHOLD.

12.4.2.5.6 Checks

a. CHECK GEAR DOWN AND LOCKED;
b. CHECK DECISION ALTITUDE (or HEIGHT).

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CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmission in Bold

Type)

12.4.2.5.7 Completion of Approach

a. REPORT VISUAL;
b. REPORT RUNWAY [LIGHTS] IN SIGHT;

c. APPROACH COMPLETED [CONTACT (unit)].

12.4.2.5.8 Missed Approach

a. CONTINUE VISUALLY OR GO AROUND

[missed approach instructions];

b. GO AROUND IMMEDIATELY [missed ap-

proach . instructions] (reason);

c. ARE YOU GOING AROUND?;

d. IF GOING AROUND (appropriate instructions);
e.

GOING AROUND.

Secondary Surveillance Radar (SSR) and ADS-B Phraseologies

CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmissions in Bold

Type)

12.4.3.1

To Request the Capability of
the SSR Equipment

a. ADVISE TRANSPONDER CAPABILITY;
b.

TRANSPONDER (as shown in the flight
plan);

NEGATIVE TRANSPONDER.

12.4.3.2

To Request the Capability of
the ADS-B Equipment

a. ADVISE ADS-B CAPABILITY;
b.

ADS-B TRANSMITTER (data link);

ADS-B RECEIVER (data link);

NEGATIVE ADS-B.

12.4.3.3

To Instruct Setting of Trans-
ponder

a. FOR DEPARTURE SQUAWK (code);
b. SQUAWK (code).

12.4.3.4

To Request the Pilot to Re-
select the Assigned Mode
and Code

a. RESET SQUAWK [(mode)] (code);
b.

RESETTING (mode) (code).

12.4.3.5

To Request Reselection of
Aircraft Identification

RE-ENTER [ADS-B or MODE S] AIRCRAFT IDEN-
TIFICATION.

12.4.3.6

To Request the Pilot to Con-
firm the Code Selected on
the Aircraft’s Transponder

a. CONFIRM SQUAWK (code);
b.

SQUAWKING (code).

12.4.3

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CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmissions in Bold

Type)

12.4.3.7

To Request the Operation of
the IDENT Feature

a. SQUAWK [(code)] [AND] IDENT;
b. SQUAWK LOW;

c. SQUAWK NORMAL;

d. TRANSMIT ADS-B IDENT.

12.4.3.8

To Request Temporary Sus-
pension of Transponder Op-
eration

SQUAWK STANDBY.

12.4.3.9

To Request Emergency
Code

SQUAWK MAYDAY [CODE SEVEN-SEVEN-ZERO-
ZERO].

12.4.3.10* To Request Termination of

Transponder and/or ADS-B
Transmitter Operation

a. STOP SQUAWK [TRANSMIT ADS-B ONLY];
b. STOP ADS-B TRANSMISSION [SQUAWK

(code) ONLY].

12.4.3.11 To Request Transmission of

Pressure–Altitude

a. SQUAWK CHARLIE;
b. TRANSMIT ADS-B ALTITUDE.

12.4.3.12 To Request Pressure Setting

Check and Confirmation of
Level

CHECK ALTIMETER SETTING AND CONFIRM
(level).

12.4.3.13* To Request Termination of

Pressure–Altitude Transmis-
sion Because of Faulty Op-
eration

a. STOP SQUAWK CHARLIE WRONG INDICA-

TION;

b. STOP ADS-B ALTITUDE TRANSMISSION

[(WRONG INDICATION, or reason)].

12.4.3.14 To Request Altitude Check

CONFIRM (level)

*NOTE: Independent operations of Mode
S transponder and ADS-B may not be
possible in all aircraft (e.g. where ADS-B is
solely provided by 1 090 MHz extended
squitter emitted from the transponder). In
such cases, aircraft may not be able to
comply with ATC instructions related to
ADS-B operation.

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AUTOMATIC DEPENDENT SURVEILLANCE – CONTRACT (ADS-C)

PHRASEOLOGIES

General ADS-C Phraseologies

CIRCUMSTANCES

PHRASEOLOGIES

12.5.1.1

ADS-C Degradation

ADS-C (or ADS-CONTRACT) OUT OF SERVICE
(appropriate information as necessary).

ALERTING PHRASEOLOGIES

Alerting Phraseologies

CIRCUMSTANCES

PHRASEOLOGIES

12.6.1.1

Low Altitude Warning

(aircraft call sign) LOW ALTITUDE WARNING,
CHECK YOUR ALTITUDE IMMEDIATELY, QNH IS
(number) [(units)]. [THE MINIMUM FLIGHT ALTI-
TUDE IS (altitude)].

12.6.1.2

Terrain Alert

(aircraft call sign) TERRAIN ALERT, (suggested pi-
lot action, if possible).

12.5

12.5.1

12.6

12.6.1

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GROUND CREW/FLIGHT CREW PHRASEOLOGIES

Ground Crew/Flight Crew Phraseologies

CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmissions in Bold

Type)

12.7.1.1

Starting Procedures (Ground
Crew/Cockpit)

a. [ARE YOU] READY TO START UP?;
b.

STARTING NUMBER (engine number(s)).
NOTE 1: The ground crew should follow this
exchange by either a reply on the intercom or a
distinct visual signal to indicate that all is clear
and that the start-up as indicated may proceed.
NOTE 2: Unambiguous identification of the
parties concerned is essential in any communi-
cations between ground crew and pilots.

12.7.1.2

Pushback Procedures

. . . (ground crew/cockpit)

a. ARE YOU READY FOR PUSHBACK?;
b.

READY FOR PUSHBACK;

c. CONFIRM BRAKES RELEASED;

BRAKES RELEASED;

e. COMMENCING PUSHBACK;

f. PUSHBACK COMPLETED;

STOP PUSHBACK;

h. CONFIRM BRAKES SET;

BRAKES SET;

DISCONNECT;

k. DISCONNECTING STAND BY FOR VISUAL

AT YOUR LEFT (or RIGHT).
NOTE: — This exchange is followed by a visu-
al signal to the pilot to indicate that disconnect
is completed and all is clear for taxiing.

12.7

12.7.1

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De/Anti-Icing Operations

CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmissions in Bold

Type)

12.7.2.1

Prior to De-Icing/Anti-Icing
(Ground Crew (Iceman)/
Flight Crew)

a. STANDING BY TO DE-ICE. CONFIRM

BRAKES SET AND TREATMENT REQUIRED;

[AFFIRM] BRAKES SET, REQUEST (type of
de/anti-icing treatment and areas to be trea-
ted);

. . . aircraft configuration confir-

mation

c. HOLD POSITION AND CONFIRM AIRCRAFT

CONFIGURED;

[AFFIRM] AIRCRAFT CONFIGURED, READY
FOR DE-ICING;

e. DE-ICING STARTS NOW.

12.7.2.2

Upon Concluding De-Icing/
Anti-Icing Procedure

. . . for de-icing operation

a. DE-ICING ON (areas treated) COMPLETE.

ADVISE WHEN READY FOR INFORMATION;

b. TYPE OF FLUID (Type I or II or III or IV);

c. HOLDOVER TIME STARTED AT (time);

d. ANTI-ICING CODE (appropriate anti-icing

code)

NOTE: Anti-icing code example:

. . . for a two-step de-icing/anti-

icing operation

A de-icing/anti-icing procedure whose last step is
the use of a mixture of 75% of a Type II fluid and
25% water, commencing at 13:35 local time, is re-
corded as follows:

a. TYPE II/75 13:35 (followed by complete name

of anti-icing fluid)

e. FINAL STEP STARTED AT (time);

. . . De-icing/anti-icing com-

plete

f. POST DE-ICING CHECK COMPLETED;

g. PERSONNEL AND EQUIPMENT CLEAR OF

AIRCRAFT;

12.7.2.3

Abnormal Operations

12.7.2

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CIRCUMSTANCES

PHRASEOLOGIES (Pilot Transmissions in Bold

Type)

. . . for spray nozzle proximity

sensor activation

a. BE ADVISED NOZZLE PROXIMITY ACTIVA-

TION ON (significant point on aircraft) [NO
VISUAL DAMAGE or DAMAGE (description of
damage) OBSERVED] [SAY INTENTIONS];

. . . for other aircraft having an

emergency on the de-icing bay

b. EMERGENCY IN DE-ICING BAY (de-icing bay

number) [SHUT DOWN ENGINES or STAND-
BY FOR FURTHER INSTRUCTIONS].

AUTOMATIC DEPENDENT SURVEILLANCE-CONTRACT

(ADS-C) SERVICES

GENERAL

The provision of air traffic services to aircraft, based on information received from aircraft via
ADS-C, is generally referred to as the provision of ADS-C services.

ADS-C GROUND SYSTEM CAPABILITIES

13.2.3 Several significant functional requirements are necessary to permit the effective imple-
mentation of an ADS-C service in a CNS/ATM environment. Ground systems shall provide for:

a. the transmitting, receiving, processing and displaying of ADS-C messages related to flights

equipped for and operating within environments where ADS-C services are being provided;

b. the display of safety-related alerts and warnings;

c. position monitoring (the aircraft’s current position as derived from ADS-C reports is dis-

played to the controller for air traffic situation monitoring);

d. conformance monitoring (the ADS-C reported current position or projected profile is com-

pared to the expected aircraft position, which is based on the current flight plan. Along track,
lateral and vertical deviations that exceed a pre-defined tolerance limit will permit an out-of-
conformance alert to be issued to the controller);

e. flight plan update (e.g. longitudinal variations that exceed pre-defined tolerance limits will be

used to adjust expected arrival times at subsequent fixes);

f. intent validation (intent data contained in ADS-C reports, such as extended projected profile,

are compared with the current clearance and discrepancies are identified);

g. conflict detection (the ADS-C data can be used by the ADS-C ground system automation to

identify violations of separation minima);

h. conflict prediction (the ADS-C position data can be used by the ADS-C ground system auto-

mation to identify potential violations of separation minima);

i. tracking (the tracking function is intended to extrapolate the current position of the aircraft

based on ADS-C reports);

13.1

13.2

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j. wind estimation (ADS-C reports containing wind data may be used to update wind forecasts

and hence expected arrival times at waypoints); and

k. flight management (ADS-C reports may assist automation in generating optimum conflict-

free clearances to support possible fuel-saving techniques, such as cruise climbs, requested
by the operators).

USE OF ADS-C IN THE PROVISION OF AIR TRAFFIC CONTROL

SERVICE

General

13.4.1.1 ADS-C may be used in the provision of an air traffic control service, provided identifica-
tion of the aircraft is unambiguously established.
13.4.1.2 Flight data processing of ADS-C data may be used in the provision of an air traffic con-
trol service, provided the correlation between the ADS-C data downlinked by that aircraft and the
flight plan details held for the aircraft has been accomplished.
NOTE: A combination of information received from the aircraft may be necessary to ensure unam-
biguous correlation, e.g. departure aerodrome, estimated off-block time (EOBT), and destination
aerodrome might be used.

CONTROLLER-PILOT DATA LINK COMMUNICATIONS

(CPDLC)

GENERAL

14.1.1  CPDLC application provides a means of communication between the controller and pilot,
using data link for ATC communication.
14.1.2  This application includes a set of clearance/information/request message elements which
correspond to the phraseologies used in the radiotelephony environment.
NOTE: Message element intent and text and associated procedures are, in general, consistent
with Chapter 12 — Phraseologies. It is, however, recognized that the CPDLC message set and
the associated procedures differ somewhat from the voice equivalent used because of the differ-
ences between the two media.
14.1.3  The pilot and the controller shall be provided with the capability to exchange messages
which include standard message elements, free text message elements or combinations of both.
14.1.4  Ground and airborne systems shall allow for messages to be appropriately displayed,
printed when required and stored in a manner that permits timely and convenient retrieval should
such action be necessary.
14.1.5  Whenever textual presentation is required, the English language shall be displayed as a
minimum.

13.4

13.4.1

14.1

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ESTABLISHMENT OF CPDLC

14.2.1 CPDLC shall be established in sufficient time to ensure that the aircraft is communicating
with the appropriate ATC unit. Information concerning when and, where applicable, where, the air
or ground systems should establish CPDLC, shall be published in Aeronautical Information Publi-
cations.

Airborne-Initiated CPDLC

14.2.2.1 When an ATC unit receives an unexpected request for CPDLC from an aircraft, the cir-
cumstances leading to the request shall be obtained from the aircraft to determine further action.
14.2.2.2 When the ATC unit rejects a request for CPDLC, it shall provide the pilot with the
reason for the rejection using an appropriate CPDLC message

ATC Unit-Initiated CPDLC

14.2.3.1 An ATC unit shall only establish CPDLC with an aircraft if the aircraft has no CPDLC
link established, or when authorized by the ATC unit currently having CPDLC established with the
aircraft.
14.2.3.2 When a request for CPDLC is rejected by an aircraft, the reason for the rejection shall
be provided using CPDLC downlink message element NOT CURRENT DATA AUTHORITY or
message element NOT AUTHORIZED NEXT DATA AUTHORITY, as appropriate. Local proce-
dures shall dictate whether the reason for rejection is presented to the controller. No other rea-
sons for airborne rejection of ATC unit-initiation of CPDLC shall be permitted.

PROCEDURES RELATED TO EMERGENCIES,

COMMUNICATION FAILURE AND CONTINGENCIES

[See EMERGENCY Section for related information]

EMERGENCY PROCEDURES

General

15.1.1.1 The various circumstances surrounding each emergency situation preclude the estab-
lishment of exact detailed procedures to be followed. The procedures outlined herein are intended
as a general guide to air traffic services personnel. Air traffic control units shall maintain full and
complete co-ordination, and personnel shall use their best in handling emergency situations.

Priority

An aircraft known or believed to be in a state of emergency, including being subjected to unlawful
interference, shall be given priority over other aircraft.

Unlawful Interference and Aircraft Bomb Threat

15.1.3.1 Air traffic services personnel shall be prepared to recognize any indication of the occur-
rence of unlawful interference with an aircraft.
15.1.3.2 Whenever unlawful interference with an aircraft is suspected, and where automatic dis-
tinct display of SSR Mode A Code 7500 and Code 7700 is not provided, the radar controller shall

14.2

14.2.2

14.2.3

15.1

15.1.1

15.1.2

15.1.3

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attempt to verify his/her suspicion by setting the SSR decoder to Mode A Code 7500 and there-
after to Code 7700.
NOTE: An aircraft equipped with an SSR transponder is expected to operate the transponder on
Mode A Code 7500 to indicate specifically that it is the subject of unlawful interference. The air-
craft may operate the transponder on Mode A Code 7700, to indicate that it is threatened by
grave and imminent danger and requires immediate assistance. An aircraft equipped with other
surveillance system transmitters, including ADS-B and ADS-C, might send the emergency and/or
urgency signal by all of the available means.
15.1.3.3 Whenever unlawful interference with an aircraft is known or suspected or a bomb threat
warning has been received, ATS units shall promptly attend to requests by, or to anticipated
needs of, the aircraft, including requests for relevant information relating to air navigation facilities,
procedures and services along the route of flight and at any aerodrome of intended landing, and
shall take such action as is necessary to expedite the conduct of all phases of the flight.
15.1.3.3.1 ATS units shall also:

a. transmit, and continue to transmit, information pertinent to the safe conduct of the flight, with-

out expecting a reply from the aircraft;

b. monitor and plot the progress of the flight with the means available and coordinate transfer of

control with adjacent ATS units without requiring transmissions or other responses from the
aircraft, unless communication with the aircraft remains normal;

c. inform, and continue to keep informed, appropriate ATS units, including those in adjacent

FIRs, which may be concerned with the progress of the flight;
NOTE: In applying this provision, account must be taken of all the factors which may affect
the progress of the flight, including fuel endurance and the possibility of sudden changes in
route and destination. The objective is to provide, as far in advance as is practicable in the
circumstances, each ATS unit with appropriate information as to the expected or possible
penetration of the aircraft into its area of responsibility.

d. notify:

1. the operator or its designated representative;
2. the appropriate rescue coordination centre in accordance with appropriate alerting pro-

cedures;

3. the appropriate authority designated by the State;

NOTE: It is assumed that the designated security authority and/or the operator will in
turn notify other parties concerned in accordance with pre-established procedures.

e. relay appropriate messages, relating to the circumstances associated with the unlawful inter-

ference, between the aircraft and designated authorities.

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Emergency Descent

Action by the ATS Unit

Upon recognition that an aircraft is making an emergency descent, all appropriate action shall be
taken immediately to safeguard all aircraft concerned. Appropriate actions may include the follow-
ing, in the order appropriate for the circumstance:

a. broadcasting an emergency message;
b. issuing traffic information and/or instructions to aircraft affected by the descent;

c. advising the minimum flight altitude and altimeter setting for the area of operation; and

d. informing any other ATS units which may be affected by the emergency descent.

Action by the Pilot of the Aircraft in an Emergency Descent

The pilot shall take the following steps as soon as practicable in the order appropriate for the cir-
cumstance:

a. navigate as deemed appropriate by the pilot;
b. advise the appropriate ATS unit of the emergency descent and, if able, intentions;

c. set transponder to Code 7700 and, if applicable, select the appropriate emergency mode on

ADS-B and/or ADS-C;

d. turn on aircraft exterior lights (commensurate with appropriate operating limitations);
e. watch for conflicting traffic both visually and by reference to ACAS (if equipped); and

f. when emergency descent is complete, coordinate further intentions with the appropriate ATS

unit.
NOTE: Procedures for the use of ACAS are contained in PANS-OPS, Volume I, Part III, Sec-
tion 3, Chapter 3.

Action by the Pilot of the Aircraft Receiving Emergency Descent
Broadcast

Unless specifically instructed by the ATS unit to clear the area or threatened by immediate
danger, the pilot shall take the following actions:

a. continue according to current clearance and maintain listening watch on the frequency in use

for any further instructions from the ATS unit; and

b. watch for conflicting traffic both visually and by reference to ACAS (if equipped).

SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN

OCEANIC AIRSPACE

Introduction

15.2.1.1 Although all possible contingencies cannot be covered, the procedures in 15.2.2,
15.2.3 and 15.2.4 provide for the more frequent cases such as:

15.1.4

15.1.4.1

15.1.4.2

15.1.4.3

15.2

15.2.1

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a. the inability to comply with assigned clearance due to meteorological conditions (15.2.4

refers);

b. enroute diversion across the prevailing traffic flow (for example, due to medical emergencies

(15.2.2. and 15.2.3 refer)); and

c. the loss of, or significant reduction in, the required navigation capability when operating in an

airspace where the navigation performance accuracy is a prerequisite to the safe conduct of
flight operations, or pressurization failure (15.2.2. and 15.2.3 refer).

15.2.1.2 The pilot shall take actions as necessary to ensure the safety of the aircraft, and the
pilot’s judgement shall determine the sequence of actions to be taken, having regard to the pre-
vailing circumstances. Air traffic control shall render all possible assistance.

General Procedures

NOTE: Figure 15-1 provides an aid for understanding and applying the contingency procedures
contained in Sections 15.2.2 and 15.2.3.
15.2.2.1 If an aircraft is unable to continue the flight in accordance with its ATC clearance, a
revised clearance shall be obtained, whenever possible, prior to initiating any action.
15.2.2.2 If prior clearance cannot be obtained, the following contingency procedures should be
employed until a revised clearance is received. In general terms, the aircraft should be flown at an
offset level and on an offset track where other aircraft are less likely to be encountered. Specifi-
cally, the pilot shall:

a. leave the cleared track or ATS route by initially turning at least 30 degrees to the right or to

the left, in order to establish and maintain a parallel, same direction track or ATS route offset
5 NM (9.3km). The direction of the turn should be based on one or more of the following
factors:

1. aircraft position relative to any organized track or ATS route system;
2. the direction of flights and flight levels allocated on adjacent tracks;
3. the direction to an alternate airport; and
4. any strategic lateral offset being flown; and
5. terrain clearance;

b. maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped),

leaving ACAS in RA mode at all times, unless aircraft operating limitations dictate otherwise;

c. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

d. keep the SSR transponder on at all times and, when able, squawk 7700, as appropriate

and, if equipped with ADS-B or ADS-C, select the appropriate emergency functionality;

e. as soon as practicable, advise air traffic control of any deviation from their assigned clear-

ance;

15.2.2

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f. use means as appropriate (i.e. voice and/or CPDLC) to communicate during a contingency

or emergency;

g. if voice communication is used, the radiotelephony distress signal (MAYDAY) or urgency

signal (PAN PAN) preferably spoken three times, shall be used, as appropriate;

h. when emergency situations are communicated via CPDLC, the controller may respond via

CPDLC. However, the controller may also attempt to make voice contact with the aircraft;
NOTE: Guidance on emergency procedures for controllers, radio operators, and flight crew
in data link operations can be found in the Global Operational Data Link (GOLD) Manual
(Doc 10037).

i. establish communications with and alert nearby aircraft by broadcasting on the frequencies

in use and at suitable intervals on 121.5 MHz (or, as a backup, on the inter-pilot air-to-air
frequency 123.45 MHz): aircraft identification, the nature of the distress condition, intention
of the pilot, position (including the ATS route designator or the track code, as appropriate)
and flight level; and

j. the controller should attempt to determine the nature of the emergency and ascertain any

assistance that may be required. Subsequent ATC action with respect to that aircraft shall
be based on the intentions of the pilot and overall traffic situation.

Actions to be Taken Once Offset from Track

NOTE: The pilot’s judgement of the situation and the need to ensure the safety of the aircraft will
determine the actions outlined to be taken. Factors for the pilot to consider when deviating from
the cleared track or ATS route or level without an ATC clearance include, but are not limited to:

a. operation within a parallel track system;
b. the potential for user preferred routes (UPRs) parallel to the aircraft’s track or ATS route;

c. the nature of the contingency (e.g. aircraft system malfunction); and

d. weather factors (e.g. convective weather at lower flight levels).

15.2.3.1 If possible, maintain the assigned flight level until established on the 9.3km (5.0 NM)
parallel, same direction track or ATS route offset. If unable, initially minimize the rate of descent to
the extent that is operationally feasible.
15.2.3.2 Once established on a parallel, same direction track or ATS route offset by 9.3km (5.0
NM), either:

a. descend below FL290, and establish a 150m (500 ft) vertical offset from those flight levels

normally used, and proceed as required by the operational situation or if an ATC clearance
has been obtained, in accordance with the clearance; or
NOTE 1: Flight levels normally used are those contained in Annex 2 — Rules of the Air,
Appendix 3.
NOTE 2: Descent below FL290 is considered particularly applicable to operations where
there is a predominant traffic flow (e.g. east-west) or parallel track system where the air-

15.2.3

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craft’s diversion path will likely cross adjacent tracks or ATS routes. A descent below FL290
can decrease the likelihood of conflict with other aircraft, ACAS RA events and delays in
obtaining a revised ATC clearance.

b. establish a 150m (500 ft) vertical offset (or 300m (1000 ft) vertical offset if above FL410)

from those flight levels normally used, and proceed as required by the operational situation,
or if an ATC clearance has been obtained, in accordance with the clearance.

NOTE: Altimetry system errors (ASE) may result in less than 150m (500 ft) vertical spacing (less
than 300m (1000 ft) above FL410) when the above contingency procedure is applied.

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Weather Deviation Procedures

General

NOTE: The following procedures are intended for deviations around adverse meteorological con-
ditions.
15.2.4.1.1 When weather deviation is required, the pilot should initiate communications with
ATC via voice or CPDLC. A rapid response may be obtained by either:

a. stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the fre-

quency and for ATC response; or

b. requesting a weather deviation using a CPDLC lateral downlink message.

15.2.4.1.2 When necessary, the pilot should initiate the communications using the urgency call
“PAN PAN” (preferably spoken three times) or by using a CPDLC urgency downlink message.
15.2.4.1.3 The pilot shall inform ATC when weather deviation is no longer required, or when a
weather deviation has been completed and the aircraft has returned to its cleared route.

Actions to be Taken When Controller-Pilot Communications are
Established

15.2.4.2.1 The pilot should notify ATC and request clearance to deviate from track or ATS route,
advising, when possible, the extent of the deviation requested. The flight crew will use whatever
means are appropriate (i.e. voice and/or CPDLC) to communicate during a weather deviation.
NOTE: Pilots are advised to contact ATC as soon as possible with requests for clearance in order
to provide adequate time for the request to be assessed and acted upon.
15.2.4.2.3 The pilot should take the following actions:

a. comply with the ATC clearance issued; or
b. advise ATC of intentions and execute the procedures detailed in 15.2.4.3.

Actions to be Taken if a Revised ATC Clearance Cannot be Obtained

NOTE: The provisions of this section apply to situations where a pilot needs to exercise the
authority of a pilot-in-command under the provisions of Annex 2, 2.3.1.
15.2.4.3.1 If the aircraft is required to deviate from track or ATS route to avoid adverse meteoro-
logical conditions and prior clearance cannot be obtained, an ATC clearance shall be obtained at
the earliest possible time. Until an ATC clearance is received, the pilot shall take the following
actions:

a. if possible, deviate away from an organized track or ATS route system;
b. establish communications with and alert nearby aircraft by broadcasting, at suitable intervals:

aircraft identification, flight level, position (including ATS route designator or the track code)
and intentions, on the frequency in use and on 121.5 MHz (or, as a back-up, on the inter-
pilot air-to-air frequency 123.45 MHz);

c. watch for conflicting traffic both visually and by reference to ACAS (if equipped);

15.2.4

15.2.4.1

15.2.4.2

15.2.4.3

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d. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
e. for deviations of less than 9.3km (5.0 NM) from the originally cleared track or ATS route,

remain at a level assigned by ATC;

f. for deviations greater than, or equal to 9.3km (5.0 NM), from the originally cleared track or

ATS route, when the aircraft is approximately 9.3km (5.0 NM) from track, initiate a level
change in accordance with Table 15-1;

Table 15-1

Originally cleared track or

ATS route center line

Deviations

≥

9.3km (5.0

NM)

Level change

EAST
(000° – 179° magnetic)

LEFT

RIGHT

DESCEND 90m (300 ft)
CLIMB 90m (300 ft)

WEST
(180° – 359° magnetic)

LEFT

RIGHT

CLIMB 90m (300 ft)
DESCEND 90m (300 ft)

g. if the pilot receives clearance to deviate from cleared track or ATS route for a specified dis-

tance and, subsequently, requests, but cannot obtain a clearance to deviate beyond that dis-
tance, the pilot should apply an altitude offset in accordance with Table 15-1 before deviating
beyond the cleared distance;

h. when returning to track or ATS route, be at its assigned flight level when the aircraft is within

approximately 9.3km (5.0 NM) of the center line; and

i. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain

a clearance. If contact was established, continue to keep ATC advised of intentions and
obtain essential traffic information.

NOTE: If, as a result of actions taken under the provisions of 15.2.4.3.1, the pilot determines that
there is another aircraft at or near the same flight level with which a conflict may occur, then the
pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.

AIR-GROUND COMMUNICATION FAILURE

15.3.1  Action by air traffic control units when unable to maintain two-way communication with an
aircraft operating in a control area or control zone shall be as outlined in the paragraphs which
follow.
15.3.2  As soon as it is known that two-way communication has failed, action shall be taken to
ascertain whether the aircraft is able to receive transmissions from the air traffic control unit by
requesting it to execute a specified manoeuvre which can be observed by an ATS surveillance
system or to transmit, if possible, a specified signal in order to indicate acknowledgment.
15.3.3  If the aircraft fails to indicate that it is able to receive and acknowledge transmissions,
separation shall be maintained between the aircraft having the communication failure and other
aircraft, based on the assumption that the aircraft will:

15.3

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a. If in visual meteorological conditions:

1. continue to fly in visual meteorological conditions;
2. land at the nearest suitable aerodrome; and
3. report its arrival by the most expeditious means to the appropriate air traffic control unit;

b. If in instrument meteorological conditions or when conditions are such that it does not appear

likely that the pilot will complete the flight in accordance with a.:

1. unless otherwise prescribed on the basis of a regional air navigation agreement, in air-

space where procedural separation is being applied, maintain the last assigned speed
and level, or a minimum flight altitude if higher, for a period of 20 minutes following the
aircraft’s failure to report its position over a compulsory reporting point and thereafter
adjust level and speed in accordance with the filed flight plan; or

2. in airspace where an ATS surveillance system is used in the provision of air traffic con-

trol, maintain the last assigned speed and level, or minimum flight altitude if higher, for a
period of 7 minutes following:

i. the time the last assigned level or minimum flight altitude is reached; or

ii. the time the transponder is set to Code 7600 or the ADS-B transmitter is set to

indicate the loss of air-ground communications; or

iii. the aircraft’s failure to report its position over a compulsory reporting point;

whichever is later and thereafter adjust level and speed in accordance with the filed
flight plan;

3. when being vectored or having been directed by ATC to proceed offset using RNAV

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

4. proceed according to the current flight plan route to the appropriate designated naviga-

tion aid or fix serving the destination aerodrome and, when required to ensure compli-
ance with 5, hold over this aid or fix until commencement of descent;

5. commence descent from the navigation aid or fix specified in 4. at, or as close as possi-

ble to, the expected approach time last received and acknowledged; or, if no expected
approach time has been received and acknowledged, at, or as close as possible to, the
estimated time of arrival resulting from the current flight plan;

6. complete a normal instrument approach procedure as specified for the designated navi-

gation aid or fix; and

7. land, if possible, within 30 minutes after the estimated time of arrival specified in 5. or

the last acknowledged expected approach time, whichever is later.

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NOTE: As evidenced by the meteorological conditions prescribed therein, 15.3.3 a.
relates to all controlled flights, whereas 15.3.3 b. relates only to IFR flights.

15.3.4 Action taken to ensure suitable separation shall cease to be based on the assumption
stated in 15.3.3 when:

a. it is determined that the aircraft is following a procedure differing from that in 15.3.3; or
b. through the use of electronic or other aids, air traffic control units determine that action differ-

ing from that required by 15.3.3 may be taken without impairing safety; or

c. positive information is received that the aircraft has landed.

15.3.5 As soon as it is known that two-way communication has failed, appropriate information
describing the action taken by the air traffic control unit, or instructions justified by any emergency
situation, shall be transmitted blind for the attention of the aircraft concerned, on the frequencies
available on which the aircraft is believed to be listening, including the voice frequencies of availa-
ble radio navigation or approach aids. Information shall also be given concerning:

a. meteorological conditions favorable to a cloud-breaking procedure in areas where congested

traffic may be avoided; and

b. meteorological conditions at suitable aerodromes.

15.3.6 Pertinent information shall be given to other aircraft in the vicinity of the presumed posi-
tion of the aircraft experiencing the failure.
15.3.10 If the aircraft has not reported within thirty minutes after:

a. the estimated time of arrival furnished by the pilot;
b. the estimated time of arrival calculated by the ACC; or

c. the last acknowledged expected approach time;

whichever is latest, pertinent information concerning the aircraft shall be forwarded to aircraft
operators, or their designated representatives, and pilots-in-command of any aircraft concerned
and normal control resumed if they so desire. It is the responsibility of the aircraft operators, or
their designated representatives, and pilots-in-command of aircraft to determine whether they will
resume normal operations or take other action.

OTHER IN-FLIGHT CONTINGENCIES

Fuel Dumping

General

15.5.3.1.1 An aircraft in an emergency or other urgent situations may need to dump fuel so as to
reduce to maximum landing mass in order to effect a safe landing.
15.5.3.1.2 When an aircraft operating within controlled airspace needs to dump fuel, the flight
crew shall advise ATC. The ATC unit should then coordinate with the flight crew the following:

a. the route to be flown, which, if possible, should be clear of cities and towns, preferably over

water and away from areas where thunderstorms have been reported or are expected;

15.5

15.5.3

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b. the level to be used, which should be not less than 1800m (6000 ft); and

c. the duration of the fuel dumping.

OTHER ATC CONTINGENCY PROCEDURES

Procedures in Regard to Aircraft Equipped with Airborne Collision
Avoidance Systems (ACAS)

15.7.3.1  The procedures to be applied for the provision of air traffic services to aircraft equipped
with ACAS shall be identical to those applicable to non-ACAS equipped aircraft. In particular, the
prevention of collisions, the establishment of appropriate separation and the information which
might be provided in relation to conflicting traffic and to possible avoiding action shall conform
with the normal ATS procedures and shall exclude consideration of aircraft capabilities dependent
on ACAS equipment.
15.7.3.2  When a pilot reports an ACAS resolution advisory (RA), the controller shall not attempt
to modify the aircraft flight path until the pilot reports “clear of conflict”.
15.7.3.3  Once an aircraft departs from its ATC clearance or instruction in compliance with an
RA, or a pilot reports an RA, the controller ceases to be responsible for providing separation
between that aircraft and any other aircraft affected as a direct consequence of the manoeuvre
induced by the RA. The controller shall resume responsibility for providing separation for all the
affected aircraft when:

a. the controller acknowledges a report from the flight crew that the aircraft has resumed the

current clearance; or

b. the controller acknowledges a report from the flight crew that the aircraft is resuming the cur-

rent clearance and issues an alternative clearance which is acknowledged by the flight crew.

NOTE: Pilots are required to report RAs which require a deviation from the current ATC clearance
or instruction (see PANS-OPS (Doc 8168), Volume I, Part III, Section 3, Chapter 3, 3.2 c) 4).).
This report informs the controller that a deviation from clearance or instruction is taking place in
response to an ACAS RA.
15.7.3.6 Following a significant ACAS event, pilots and controllers should complete an air traffic
incident report.
NOTE 1: The ACAS capability of an aircraft may not be known to air traffic controllers.
NOTE 2: Operating procedures for use of ACAS are contained in PANS-OPS Doc 8168, Vol I,
Part III, Section 3, Chapter 3 .
NOTE 3: The phraseology to be used by controllers and pilots is contained in Chapter 12,
12.3.1.2.

MISCELLANEOUS PROCEDURES

AIR TRAFFIC INCIDENT REPORT

16.3.1 An air traffic incident report shall be submitted, normally to the air traffic services unit
concerned, for incidents specifically related to the provision of air traffic services involving such

15.7

15.7.3

16.3

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occurrences as aircraft proximity (AIRPROX), or other serious difficulty resulting in a hazard to
aircraft, caused by, among others, faulty procedures, non-compliance with procedures, or failure
of ground facilities.
16.3.2 Procedures should be established for the reporting of aircraft proximity incidents and their
investigation to promote the safety of aircraft. The degree of risk involved in an aircraft proximity
should be determined in the incident investigation and classified as “risk of collision”, “safety not
assured”, “no risk of collision” or “risk not determined”.
16.3.3 When an accident / incident investigative authority conducts an investigation of an aircraft
proximity incident, the air traffic services aspects should be included.
NOTE: A model air traffic incident report form together with instructions for its completion is at
Appendix 4. Further information regarding air traffic incidents is contained in the Air Traffic Serv-
ices Planning Manual, Doc 9426 (not published herein).

USE OF REPETITIVE FLIGHT PLANS (RPLs)

General

16.4.1.1  RPLs shall not be used for flights other than IFR flights operated regularly on the same
day(s) of consecutive weeks and on at least ten occasions or every day over a period of at least
ten consecutive days. The elements of each flight plan shall have a high degree of stability.
NOTE: For permissible incidental changes to RPL data affecting the operation for one particular
day, and not intended to be a modification of the listed RPL, see 16.4.4.2.2 and 16.4.4.2.3.
16.4.1.2  RPLs shall cover the entire flight from the departure aerodrome to the destination aero-
drome. RPL procedures shall be applied only when all ATS authorities concerned with the flights
have agreed to accept RPLs.
16.4.1.3  The use by States of RPLs for international flight shall be subject to the provision that
the affected adjacent States either already use RPLs or will use them at the same time. The pro-
cedures for use between States shall be the subject of bilateral, multilateral or regional air naviga-
tion agreement as appropriate.

Procedures for Submission of RPLs by Operators

16.4.2.1 Conditions governing submission, notification of changes, or cancellation of RPLs shall
be the subject of appropriate arrangements between operators and the ATS authority concerned
or of regional air navigation agreements.
16.4.2.2 An RPL shall comprise information regarding such of the following items as are consid-
ered relevant by the appropriate ATS authority:

– validity period of the flight plan
– days of operation
– aircraft identification
– aircraft type and wake turbulence category
– MLS capability

16.4

16.4.1

16.4.2

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– departure aerodrome
– off-block time
– cruising speed(s)
– cruising level(s)
– route to be followed
– destination aerodrome
– total estimated elapsed time
– indication of the location where the following information may be obtained immediately upon

request:

– alternate aerodromes
– fuel endurance
– total number of persons on board
– emergency equipment

– other information

Submission of Total Listings

16.4.3.1  RPLs shall be submitted in the form of listings containing the required flight plan data
using an RPL listing form specially designed for the purpose or by means of other media suitable
for electronic data processing. The method of submission shall be determined by local or regional
agreement.
NOTE: A model RPL listing form is contained in Appendix 2.
16.4.3.2  Initial submission of complete RPL listings and any subsequent seasonal resubmission
of complete listings shall be made in sufficient time to permit the data to be properly assimilated
by the ATS organization. The minimum lead time required for the submission of such listings shall
be established by the administrations concerned and published in their AIPs. This minimum lead
time shall be at least two weeks.
16.4.3.3  Operators shall submit listings to the designated agency for distribution to the appropri-
ate air traffic services units.
16.4.3.4  The information normally to be provided shall be that listed in 16.4.2.2 except that
administrations may also require the provision of estimate information of FIR boundaries and the
primary alternate aerodrome. If so required, such information shall be provided as indicated on a
repetitive flight plan listing form specially designed for the purpose.
16.4.3.5  Information regarding alternate aerodrome(s) and supplementary flight plan data (infor-
mation normally provided under Item 19 of the ICAO flight plan form) shall be kept readily availa-
ble by the operator at the departure aerodrome or another agreed location, so that, on request by
ATS units, it can be supplied without delay. The name of the office from which the information can
be obtained shall be recorded on the RPL listing form.

16.4.3

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16.4.3.6 Acknowledgment of receipt of listings of flight plan data and/or amendment thereto
shall not be required except by agreement between operators and the appropriate agency.

Changes to RPL Listings

Changes of a Permanent Nature

16.4.4.1.1  Changes of a permanent nature involving the inclusion of new flights and the deletion
or modification of currently listed flights shall be submitted in the form of amendment listings.
These listings shall reach the air traffic services agency concerned at least seven days prior to the
change becoming effective.
16.4.4.1.2  Where RPL listings have been initially submitted by the use of media suitable for
electronic data processing, it shall be permissible by mutual agreement between the operator and
the appropriate authority for some changes to be submitted by means of RPL listing forms.
16.4.4.1.3  All RPL changes shall be submitted in accordance with the instructions for prepara-
tion of RPL listings.

Changes of a Temporary Nature

16.4.4.2.1  Changes of a temporary, non-recurring nature relating to RPLs concerning aircraft
type and wake turbulence category, speed and/or cruising level shall be notified for each individ-
ual flight as early as possible and not later than 30 minutes before departure to the ATS reporting
office responsible for the departure aerodrome. A change of cruising level only may be notified by
radiotelephony on initial contact with the ATS unit.
16.4.4.2.2  In case of an incidental change in the aircraft identification, the departure aerodrome,
the route and/or the destination aerodrome, the RPL shall be cancelled for the day concerned and
an individual flight plan shall be submitted.
16.4.4.2.3  Whenever it is expected by the operator that a specific flight, for which an RPL has
been submitted, is likely to encounter a delay of 30 minutes or more in excess of the off-block
time stated in that flight plan, the ATS unit responsible for the departure aerodrome shall be noti-
fied immediately.
NOTE: Because of the stringent requirements of flow control, failure by operators to comply with
this procedure may result in the automatic cancellation of the RPL for that specific flight at one or
more of the ATS units concerned.
16.4.4.2.4  Whenever it is known to the operator that any flight for which an RPL has been sub-
mitted is cancelled, the ATS unit responsible for the departure aerodrome shall be notified.

Operator/Pilot Liaison

The operator shall ensure that the latest flight plan information, including permanent and inciden-
tal changes, pertaining to a particular flight and duly notified to the appropriate agency, is made
available to the pilot-in-command.

16.4.4

16.4.4.1

16.4.4.2

16.4.4.3

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STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)

NOTE 1: — SLOP are approved procedures that allow aircraft to fly on a parallel track to the right
of the centerline relative to the direction of flight to mitigate the lateral overlap probability due to
increased navigation accuracy and wake turbulence encounters. Unless specified in the separa-
tion standard, an aircraft’s use of these procedures does not affect the application of prescribed
separation standards.
NOTE 2: — Annex 2, 3.6.2.1.1 (See AIR TRAFFIC CONTROL — ICAO Rules of the Air — Annex
2, 3.6.2.1.1), requires authorization for the application of strategic lateral offsets from the appropri-
ate ATS authority responsible for the airspace concerned.
16.5.1 Implementation of strategic lateral offset procedures shall be coordinated among the
States involved.
NOTE: Information concerning the implementation of strategic lateral offset procedures is con-
tained in the Implementation of Strategic Lateral Offset Procedures (Circular 331) (not published
herein).
16.5.2 Strategic lateral offsets shall be authorized only in en-route airspace as follows:

a. where the lateral separation minima or spacing between route centerlines is 28km (15 NM)

or more, offsets to the right of the centerline relative to the direction of flight in tenths of a
nautical mile up to a maximum of 3.7km (2 NM); and

b. where the lateral separation minima or spacing between route centerlines is 19km (10 NM)

or more and less than 28km (15 NM), while one aircraft climbs/descends through the level of
another aircraft, offsets to the right of the centerline relative to the direction of flight in tenths
of a nautical mile up to a maximum of 3.7km (2 NM).

c. where the lateral separation minima or spacing between route centerlines is 11.1km (6 NM)

or more and less than 28km (15 NM), offsets to the right of the centerline relative to the
direction of flight in tenths of a nautical mile up to a maximum of 0.9km (0.5 NM).

16.5.3 The routes or airspace where application of strategic lateral offsets is authorized, and the
procedures to be followed by pilots shall be promulgated in aeronautical information publications
(AIPs). In some instances, it may be necessary to impose restrictions on the use of strategic lat-
eral offsets, e.g. where their application may be inappropriate for reasons related to obstacle
clearance. Route conformance monitoring systems shall account for the application of SLOP.
16.5.4 The decision to apply a strategic lateral offset shall be the responsibility of the flight crew.
The flight crew shall only apply strategic lateral offsets in airspace where such offsets have been
authorized by the appropriate ATS authority and when the aircraft is equipped with automatic
offset tracking capability.
NOTE 1: — Pilots may contact other aircraft on the inter-pilot air-to-air frequency 123.45 MHz to
coordinate offsets.
NOTE 2: — The strategic lateral offset procedure has been designed to include offsets to mitigate
the effects of wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, an
offset to the right and within the limits specified in 16.5.2 may be used.

16.5

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NOTE 3: — Pilots are not required to inform ATC that a strategic lateral offset is being applied.

NOTIFICATION OF SUSPECTED COMMUNICABLE DISEASES, OR

OTHER PUBLIC HEALTH RISK, ON BOARD AN AIRCRAFT

16.6.1 The flight crew of an en-route aircraft shall, upon identifying a suspected case(s) of com-
municable disease, or other public health risk, on board the aircraft, promptly notify the ATS unit
with which the pilot is communicating, the information listed below:

a. aircraft identification;
b. departure aerodrome;

c. destination aerodrome;

d. estimated time of arrival;
e. number of persons on board;

f. number of suspected case(s) on board; and

g. nature of the public health risk, if known.

16.6.2 The ATS unit, upon receipt of information from a pilot regarding suspected case(s) of
communicable disease, or other public health risk, on board the aircraft, shall forward a message
as soon as possible to the ATS unit serving the destination/departure, unless procedures exist to
notify the appropriate authority designated by the State, and the aircraft operator or its designated
representative.
16.6.3 When a report of a suspected case(s) of communicable disease, or other public health
risk, on board an aircraft is received by an ATS unit serving the destination/departure, from
another ATS unit or from an aircraft or an aircraft operator, the unit concerned shall forward a
message as soon as possible to the public health authority (PHA) or the appropriate authority
designated by the State as well as the aircraft operator or its designated representative, and the
aerodrome authority.
NOTE 1: — See Annex 9 — Facilitation, Chapter 1 (Definitions), Chapter 8, 8.12 and 8.15, and
Appendix 1, for relevant additional information related to the subject of communicable disease
and public health risk on board an aircraft (not published herein).
NOTE 2: — The PHA is expected to contact the airline representative or operating agency and
aerodrome authority, if applicable, for subsequent coordination with the aircraft concerning clinical
details and aerodrome preparation. Depending on the communications facilities available to the
airline representative or operating agency, it may not be possible to communicate with the aircraft
until it is closer to its destination. Apart from the initial notification to the ATS unit whilst en-route,
ATC communications channels are to be avoided.
NOTE 3: — The information to be provided to the departure aerodrome will prevent the potential
spread of communicable disease, or other public health risk, through other aircraft departing from
the same aerodrome.
NOTE 4: — AFTN (urgency message), telephone, facsimile or other means of transmission may
be used.

16.6

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