7754 Vol 1 Flyleaf - ICAO Public Maps

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I-4 EUR BASIC ANP for each aerodrome to meet at least the needs of the most commonly used aircraft operated or intended to be operated at the aerodrome by IGA and should include runway length and strength, as well as the aerodrome reference code(s) selected for runway and taxiway planning purposes. 2.3 Certification of aerodromes and safety management system 2.3.1 Annex 14 – Aerodromes, Volume I – Aerodrome Design and Operations, requires States to certify their aerodromes used for international operations in accordance with the specifications in that Annex as well as other relevant ICAO specifications through an appropriate regulatory framework. Additionally, the Annex recommends that States certify aerodromes open to public use. The regulatory framework should include the establishment of criteria for certification of aerodromes. Furthermore, the certification should be based on the review and approval/acceptance of an aerodrome manual to be submitted by the aerodrome operator which would include all relevant information such as location, facilities, services, equipment, operating procedures, organisation and management structure of the operator. The aerodrome manual should also include details of the aerodrome safety management system as implemented by the aerodrome operator. The intent of a safety management system is to ensure the implementation of aerodrome safety policies by an aerodrome operator, which provide for the control of safety at, and the safe use of, the aerodrome. Therefore, the safety management system of the aerodrome operator should be compatible with those of the air traffic services provider and other agencies working on the aerodrome to ensure total system safety. 2.3.2 The existence of basic aviation law that empowers a suitable aviation civil regulatory agency is a primary requirement. Such an entity may be the Civil Aviation Authority or the Director General of Civil Aviation, which is adequately staffed to assess an application for grant of the aerodrome certificate, inspect and evaluate the aerodrome facilities and services, operating procedures, and coordinate with other appropriate agencies such as the aviation security agency, air traffic services provider, aeronautical information services, meteorological services, etc. as detailed in the aerodrome manual submitted with the application. Note.— Further guidance on certification of aerodromes can be found in the Manual on Certification of Aerodromes (Doc 9774). 3. AIR TRAFFIC MANAGEMENT 3.1 Air traffic management should enable aircraft operators to meet their planned times of departure and arrival and adhere to their preferred flight profiles with minimum constraints without compromising agreed levels of safety. The air traffic services to be provided, the airspace organization, the associated facilities, and the required navigation performance should be determined on the basis of an agreed network of ATS routes or organised track system taking account of the type, density and complexity of traffic. 3.2 Airspace management 3.2.1 The airspace structure and organization should include a network of ATS routes or organized track system established so as to enable aircraft to operate along, or as near as practicable to, the preferred flight path, in both the horizontal and vertical planes, from the departure aerodrome to the destination aerodrome. ATS routes based on area navigation should be recommended where appropriate and feasible. ATS routes shall be great circles between significant points, wherever possible. Standard instrument arrival routes (STARs) should be established when the density of air traffic justifies their application in a terminal control area (TMA) and to facilitate the description of the route and procedure in air traffic control clearances. Standard instrument departure routes (SIDs) should be established for each instrument runway. 3.2.2 Whenever the circumstances warrant, the airspace organization should be designed to support the ultimate goal of allowing each aircraft to fly its own optimized flight path. To achieve this, procedures that support collaborative decision-making should be developed. 3.2.3 The airspace organization should be indicated in accordance with the ICAO airspace classification. 3.2.4 Airspace restrictions should be subject to a continuing review procedure with the object of eliminating them or reducing their restrictive effects to a minimum, with particular emphasis on the need to achieve effective civil/military coordination. Permanent segregation of airspace should be avoided. Temporary airspace reservations, where necessary to cater for large formation flights or other military air operations, should be minimized in time and space, closely coordinated, and promulgated in a timely manner. Military operations should not only be promulgated in a timely manner but also through international dissemination (international NOTAM). 3.3 Air traffic services 3.3.1 Flight information service and alerting service
BORPC I-5 should be provided throughout the area under consideration. The plan of flight information regions (FIRs) should provide for the least number of FIRs compatible with efficiency of service and with economy. In this connection, the evolutionary introduction of CNS/ATM systems should be taken into account and consideration should be given to cooperative efforts for introducing more efficiency in airspace management by reducing the number of FIRs. In delineating FIR boundaries, due consideration should be given to: a) the need for adequate air-ground communications coverage from the location of the flight information centre/area control centre (FIC/ACC); b) the need to minimize frequency and SSR code changes, position reporting by aircraft, and coordination between FICs/ACCs; and c) the need to minimize problems relating to climbing and descending traffic at major aerodromes located in the vicinity of FIR boundaries. 3.3.2 Area control service should be provided for instrument flight rules (IFR) flights operating in controlled airspace except where the type and density of traffic clearly do not justify the provision of such service. Controlled airspace, in the form of airways, control areas of larger dimensions and terminal control areas, should be recommended to encompass all relevant ATS routes. In delineating control area boundaries, due account should be taken of the factors listed in 3.3.1 above. 3.3.3 Approach control service should be provided at all aerodromes used for international aircraft operations and equipped with navigation aids for instrument approach and landing, except where the type and density of traffic clearly do not justify the provision of such service. Controlled airspace, in the form of terminal control areas and control zones, should be recommended to encompass at least the climb to cruising level of departing aircraft and the descent from cruising level of arriving aircraft. 3.3.4 Aerodrome control service should be provided at all regular and alternate aerodromes to be used for international commercial air transport operations. Aerodrome control service should also be provided at those additional aerodromes used by international general aviation aircraft where the type and density of traffic warrant it. At aerodromes used by international general aviation aircraft, where the type and density of traffic clearly do not justify the provision of aerodrome control service, the provision of aerodrome flight information service by a unit located at the aerodrome should be recommended. 3.3.5 Air traffic advisory service should not be recommended as part of the plan. Where provided (to IFR flights in advisory airspace or on advisory routes), its replacement by air traffic control service at the earliest possible time should be recommended. 3.3.6 The air traffic services system and procedures should: a) permit the most efficient use to be made of the airspace by all users and provide for the most expeditious handling of the various types of traffic; b) be so designed that the number of air-ground communications contacts, frequency changes and secondary surveillance radar (SSR) code changes required of aircraft, and the amount of coordination required between ATS units, are kept to a minimum; c) ensure the prompt and timely transmission to all aircraft concerned of information on hazardous meteorological conditions, operational flight information and other available information affecting the safety and efficiency of flight; d) require the use of uniform altimeter setting procedures throughout the area under consideration when operating below the established transition level or climbing up to the established transition altitude; and e) establish a common transition altitude on an area basis and, where possible, on a regional basis. 3.3.7 Information on destination meteorological conditions, the integrated operational status of facilities associated with the runway in use, and the runway conditions, should be provided to aircraft (in voice or data format) by the transmission of operational flight information service (OFIS) messages, including VOLMET, or by the appropriate area control centre or flight information centre upon request, prior to commencement of descent. Where this information is transmitted in voice format, a discrete frequency should be assigned for this purpose. Air-ground data links are
Page 1 and 2: Doc 7754 EUROPEAN REGION AIR NAVIGA
Page 3 and 4: TABLE OF CONTENTS Introduction New
Page 5 and 6: Table of Contents 0-v Part VI — M
Page 7 and 8: 0-2 EUR BASIC ANP foreseeable futur
Page 9 and 10: 0-4 EUR BASIC ANP PROCEDURE FOR THE
Page 11 and 12: 0-6 EUR BASIC ANP PROCEDURE FOR THE
Page 13 and 14: 0-8 EUR BASIC ANP State or territor
Page 15 and 16: 0-10 EUR BASIC ANP State or territo
Page 17 and 18: BORPC I-1 PART I STATEMENT OF BASIC
Page 19: BORPC I-3 In cases where part-time
Page 23 and 24: BORPC I-7 attempt to meet the requi
Page 25 and 26: BORPC I-9 maximum assistance in adh
Page 27 and 28: BORPC I-11 up to a distance from th
Page 29 and 30: Part II GENERAL PLANNING ASPECTS (G
Page 31 and 32: GEN II-3 AIR TRAFFIC DEMAND 22. A d
Page 33 and 34: Part III AERODROME OPERATIONAL PLAN
Page 35 and 36: AOP III-3 19. At aerodromes where t
Page 37 and 38: AOP III-5 the operators: - apply se
Page 39 and 40: AOP III-7 parties involved for each
Page 41 and 42: AOP III-9 Note.— The following re
Page 43 and 44: Appendix INTERNATIONAL AERODROMES R
Page 45 and 46: III-A-4 EUR BASIC ANP EBLG LIEGE/Bi
Page 47 and 48: III-A-6 EUR BASIC ANP City/Aerodrom
Page 49 and 50: III-A-8 EUR BASIC ANP City/Aerodrom
Page 51 and 52: III-A-10 EUR BASIC ANP City/Aerodro
Page 53 and 54: III-A-12 EUR BASIC ANP EYSA ŠIAULI
Page 55 and 56: III-A-14 EUR BASIC ANP UNBB BARNAUL
Page 57 and 58: III-A-16 EUR BASIC ANP LZSL SLIAC/S
Page 63 and 64: IV-2 EUR BASIC ANP 10. The EUR-ATN
Page 65 and 66: IV-4 EUR BASIC ANP 49/19 refer): a)
Page 67 and 68: IV-6 EUR BASIC ANP sub-regional pro
Page 69 and 70: IV-8 EUR BASIC ANP e) ICAO PBN Manu
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IV-10 EUR BASIC ANP 95. States shou
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IV-12 EUR BASIC ANP other services
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V-2 EUR BASIC ANP 8. States should
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V-4 EUR BASIC ANP 13. Where justifi
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V-6 EUR BASIC ANP communication fai
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Appendix TABLE ATS-1 — BASIC ATS
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ATM V-A-3 SCG Serbia and Montenegro
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V-A-6 EUR BASIC ANP LOWER ATS ROUTE
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V-A-8 EUR BASIC ANP LOWER ATS ROUTE
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V-A-10 EUR BASIC ANP LOWER ATS ROUT
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V-A-22 EUR BASIC ANP Sevan LOWER AT
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V-A-24 EUR BASIC ANP (Kangwon) (Seo
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ATM V-A-61 UPPER ATS ROUTES UA83 Ch
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ATM V-A-63 UPPER ATS ROUTES UA237 M
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ATM V-A-65 UPPER ATS ROUTES KONAT 4
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ATM V-A-67 UPPER ATS ROUTES UA491 P
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ATM V-A-69 UPPER ATS ROUTES RANVA 5
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ATM V-A-71 UPPER ATS ROUTES Ust-Bol
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ATM V-A-73 UPPER ATS ROUTES SUBIK 5
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ATM V-A-75 UPPER ATS ROUTES ADORU 4
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ATM V-A-77 UPPER ATS ROUTES LAGAS 4
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ATM V-A-79 Nyazepetrovsk Mikhaylovs
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ATM V-A-81 UPPER ATS ROUTES LAGOD 5
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ATM V-A-83 Calles Maella UPPER ATS
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ATM V-A-85 UPPER ATS ROUTES UR486 C
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ATM V-A-87 UPPER ATS ROUTES SUPEK 5
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ATM V-A-89 Kea Milos Iraklion UPPER
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ATM V-A-91 UPPER ATS ROUTES UL194 K
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ATM V-A-93 UPPER ATS ROUTES DENUT 5
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ATM V-A-95 UPPER ATS ROUTES *-----
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ATM V-A-97 UPPER ATS ROUTES UL747 E
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ATM V-A-99 UPPER ATS ROUTES UL976 E
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ATM V-A-101 UPPER ATS ROUTES UM14 G
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ATM V-A-103 UPPER ATS ROUTES UM135
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ATM V-A-109 UPPER ATS ROUTES Klasdo
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ATM V-A-111 UPPER ATS ROUTES TADUN
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ATM V-A-115 UPPER ATS ROUTES ANTAR
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ATM V-A-117 UPPER ATS ROUTES GIPER
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ATM V-A-119 UPPER ATS ROUTES Newcas
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ATM V-A-121 UPPER ATS ROUTES NEPOS
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ATM V-A-125 UPPER ATS ROUTES Lodz *
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ATM V-A-129 UPPER ATS ROUTES Tripol
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ATM V-A-131 UPPER ATS ROUTES UP184
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ATM V-A-133 UPPER ATS ROUTES UP728
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ATM V-A-135 UPPER ATS ROUTES DEREX
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Note: - Provisions for the EUR VHF
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INFORMATION FOR OPERATORS AND FLIGH
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Part VII SEARCH AND RESCUE (SAR) SE
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EUR BASIC ANP 5º 10° 10º 15° 15
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VIII-2 EUR BASIC ANP AUTOMATION IN
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A-2 EUR BASIC ANP ATS Amendment and
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A-4 EUR BASIC ANP MET Replacement o
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