7754 Vol 1 Flyleaf - ICAO Public Maps

More documents

Recommendations

Info

I-8 EUR BASIC ANP occurred, or is expected to occur. When justified by the number of aircraft suitably equipped, data links should be recommended for these functions, as well as for certain clearance deliveries. 5.2.3 Aerodromes having a significant volume of international general aviation traffic should be served by stations of the AMS, and such stations should operate on frequencies within the bands normally used by aircraft constituting this traffic. 5.2.4 Selective calling (SELCAL) devices should be employed, wherever possible and necessary, at aeronautical stations. 5.2.5 An air-to-air VHF communication channel (INTERPILOT) on the frequency 123.450 MHz should be used over remote and oceanic areas, provided users are out of range of VHF ground stations, to enable pilots to exchange the necessary operational information. 5.3 Frequency assignment plans 5.3.1 Frequency assignment planning should be done in accordance with the method applicable to the region and using the relevant ICAO regional office frequency lists. 6. NAVIGATION 6.1 General 6.1.1 The planning of navigation aids should be based on a system basis, recognizing that the requirements for both long range and short range navigation may be met by different navigation systems having area navigation capability, including the global navigation satellite system (GNSS), and it may be practicable to establish ATS routes not provided with ground station-referenced aids for suitably-equipped aircraft. For routes or areas which require that aircraft achieve an acceptable level of navigation accuracy, the requirement should be specified e.g. in the form of a required navigation performance (RNP) type to support a selected horizontal separation minimum, or a minimum aircraft system performance specification (MASPS) to support a selected vertical separation minimum. The navigation systems should meet the needs of all aircraft using it and form an adequate basis for the provision of air traffic services. 6.1.2 Where aircraft are using different systems for navigation and position determination within the same controlled airspace, the facilities involved should, in so far as practicable, be located and oriented to enable a fully integrated air traffic control structure to be established. 6.1.3 Planning should take into account the need of civil aircraft for sufficiently accurate navigation guidance to remain clear of restricted, prohibited and danger areas as required. 6.2 International commercial air transport operations 6.2.1 En-route aids 6.2.1.1 The en-route aids to be recommended should provide navigation assistance to permit en-route navigation on the agreed air traffic services route network with the accuracy required. 6.2.1.2 It is expected that GNSS will ultimately meet all requirements for en-route navigation. Planning for other en-route aids should take due account of the need for a gradual transition towards the use of GNSS in lieu of en-route ground-based navigation aids. Pending implementation of GNSS, VHF omnidirectional radio range (VOR) supplemented as necessary by distance measuring equipment (DME) should be installed as the primary aid for this purpose. 6.2.1.3 Where VOR is used, supplemented as necessary by DME, a total navigation error value for VOR of ±5 planning purposes. However, the specific value of VOR radial signal error for individual facilities/radials should be obtained by flight checking, and if these values are taken in respect of the routes concerned. 6.2.1.4 Long-distance radio navigation aids continue to be provided where required. 6.2.2 Terminal area aids 6.2.2.1 The terminal area aids should permit navigation for arrival and approach, holding and departure to be carried out with the accuracy required. 6.2.2.2 It is expected that GNSS will ultimately meet all requirements for terminal navigation. Planning for other terminal aids should take due account of the need for a gradual transition towards the use of GNSS in lieu of terminal area ground-based navigation aids. Introduction of GNSS-based navigation services, such as Basic GNSS and satellite-based augmentation system (SBAS), should be considered as initial transition steps. 6.2.2.3 Where VOR is used as the primary aid, it should be so located as to permit the most efficient approach and air traffic control procedures and to give the pilot
BORPC I-9 maximum assistance in adhering to requisite patterns. Whenever possible, VORs should be located and operated so that they can serve both the requirements for en-route and terminal navigation guidance, including holding. Where the provision of VORs for the holding is not practicable, non-directional beacons (NDBs) can be used for this purpose. 6.2.2.4 Consideration should be given to the provision of DME to be collocated with VORs whenever this is required to ensure necessary ATC flexibility in the routing of air traffic in a given TMA using area navigation (RNAV) procedures based on VOR/DME and when improved accuracy in navigation is a prerequisite to such flexibility. 6.2.2.5 Consideration should also be given to the provision of suitably located DMEs in support of RNAV procedures based on DME/DME. 6.2.3 Non-visual aids to final approach and landing 6.2.3.1 The standard non-visual aids to final approach and landing ILS, MLS and augmented GNSS, supporting precision approach and landing operations, shall comply with general provisions in Annex 10 –Aeronautical Telecommunications, Volume I – Radio Navigation Aids, Chapter 2, 2.1 and technical specifications in Chapter 3, and their introduction and application are expected to be in line with the strategy contained in Attachment B to Volume I. 6.2.3.2 In planning the requirements for aids to final approach and landing, each aerodrome should be considered in relation to its traffic, its meteorological conditions and other aspects of its physical environment. In addition, the following two aspects should be taken into consideration in the determination of specific requirements: a) The aerodynamic and handling characteristics of the aircraft Turbo-jet aeroplanes have need for precise approach path guidance during approach and landing, irrespective of weather conditions. Such guidance should be provided to runways intended to serve these aeroplanes as follows: 1) On a runway having significant traffic the facilities to be provided should be an ICAO standard non-visual aid to final approach and landing, complemented by a visual approach slope indicator system. When a standard non-visual aid cannot be implemented in the first instance, this should not delay the installation of a visual approach slope indicator system. 2) On a runway not having significant traffic, the facilities to be provided should at least include a visual approach slope indicator system. b) Routine auto-coupled approaches Where auto-coupled approaches are to be made on a routine basis, an ICAO standard non-visual aid to final approach and landing, i.e. ILS, MLS or GNSS (GBAS), should be provided as appropriate to the type of operation planned at the aerodrome. In the case of an ILS of facility performance Category I, the ILS should be of Category II signal quality, without necessarily meeting the associated reliability and availability criteria for backup equipment and automatic change-over of facility performance Category II, but it should be adjusted and maintained to the greatest possible extent and accuracy, and its performance characteristics should be published in AIPs or other suitable documents. 6.2.4 Precision approach and landing procedures 6.2.4.1 Precision approach and landing operations are to be based on standard non-visual aids indicated in 6.2.3.1 above. 6.2.5 Approach with vertical guidance 6.2.5.1 Consideration should be given to approach with vertical guidance (APV). 6.2.6 Non-precision instrument approach procedures 6.2.6.1 Non-precision instrument approach procedures are to be based on terminal area aids (see 6.2.2 above) which should also support SIDs and STARs. These approach procedures should be constructed whenever possible in accordance with the concept of the stabilized approach; to provide an equivalent three degree final approach glide path; to eliminate stepped approaches; and
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 and 20: BORPC I-3 In cases where part-time
Page 21 and 22: BORPC I-5 should be provided throug
Page 23: BORPC I-7 attempt to meet the requi
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
Page 71 and 72: IV-10 EUR BASIC ANP 95. States shou
Page 73 and 74: IV-12 EUR BASIC ANP other services
Page 75 and 76:
V-2 EUR BASIC ANP 8. States should
Page 77 and 78:
V-4 EUR BASIC ANP 13. Where justifi
Page 79 and 80:
V-6 EUR BASIC ANP communication fai
Page 81 and 82:
Appendix TABLE ATS-1 — BASIC ATS
Page 83 and 84:
ATM V-A-3 SCG Serbia and Montenegro
Page 85 and 86:
V-A-6 EUR BASIC ANP LOWER ATS ROUTE
Page 87 and 88:
V-A-8 EUR BASIC ANP LOWER ATS ROUTE
Page 89 and 90:
V-A-10 EUR BASIC ANP LOWER ATS ROUT
Page 91 and 92:
Page 93 and 94:
Page 95 and 96:
Page 97 and 98:
Page 99 and 100:
Page 101 and 102:
V-A-22 EUR BASIC ANP Sevan LOWER AT
Page 103 and 104:
V-A-24 EUR BASIC ANP (Kangwon) (Seo
Page 105 and 106:
Page 107 and 108:
Page 109 and 110:
Page 111 and 112:
Page 113 and 114:
Page 115 and 116:
Page 117 and 118:
Page 119 and 120:
Page 121 and 122:
Page 123 and 124:
Page 125 and 126:
Page 127 and 128:
Page 129 and 130:
Page 131 and 132:
Page 133 and 134:
Page 135 and 136:
Page 137 and 138:
Page 139 and 140:
Page 141 and 142:
Page 143 and 144:
Page 145 and 146:
Page 147 and 148:
Page 149 and 150:
Page 151 and 152:
Page 153 and 154:
Page 156 and 157:
ATM V-A-61 UPPER ATS ROUTES UA83 Ch
Page 158 and 159:
ATM V-A-63 UPPER ATS ROUTES UA237 M
Page 160 and 161:
ATM V-A-65 UPPER ATS ROUTES KONAT 4
Page 162 and 163:
ATM V-A-67 UPPER ATS ROUTES UA491 P
Page 164 and 165:
ATM V-A-69 UPPER ATS ROUTES RANVA 5
Page 166 and 167:
ATM V-A-71 UPPER ATS ROUTES Ust-Bol
Page 168 and 169:
ATM V-A-73 UPPER ATS ROUTES SUBIK 5
Page 170 and 171:
ATM V-A-75 UPPER ATS ROUTES ADORU 4
Page 172 and 173:
ATM V-A-77 UPPER ATS ROUTES LAGAS 4
Page 174 and 175:
ATM V-A-79 Nyazepetrovsk Mikhaylovs
Page 176 and 177:
ATM V-A-81 UPPER ATS ROUTES LAGOD 5
Page 178 and 179:
ATM V-A-83 Calles Maella UPPER ATS
Page 180 and 181:
ATM V-A-85 UPPER ATS ROUTES UR486 C
Page 182 and 183:
ATM V-A-87 UPPER ATS ROUTES SUPEK 5
Page 184 and 185:
ATM V-A-89 Kea Milos Iraklion UPPER
Page 186 and 187:
ATM V-A-91 UPPER ATS ROUTES UL194 K
Page 188 and 189:
ATM V-A-93 UPPER ATS ROUTES DENUT 5
Page 190 and 191:
ATM V-A-95 UPPER ATS ROUTES *-----
Page 192 and 193:
ATM V-A-97 UPPER ATS ROUTES UL747 E
Page 194 and 195:
ATM V-A-99 UPPER ATS ROUTES UL976 E
Page 196 and 197:
ATM V-A-101 UPPER ATS ROUTES UM14 G
Page 198 and 199:
ATM V-A-103 UPPER ATS ROUTES UM135
Page 200 and 201:
Page 202 and 203:
Page 204 and 205:
ATM V-A-109 UPPER ATS ROUTES Klasdo
Page 206 and 207:
ATM V-A-111 UPPER ATS ROUTES TADUN
Page 208 and 209:
Page 210 and 211:
ATM V-A-115 UPPER ATS ROUTES ANTAR
Page 212 and 213:
ATM V-A-117 UPPER ATS ROUTES GIPER
Page 214 and 215:
ATM V-A-119 UPPER ATS ROUTES Newcas
Page 216 and 217:
ATM V-A-121 UPPER ATS ROUTES NEPOS
Page 218 and 219:
Page 220 and 221:
ATM V-A-125 UPPER ATS ROUTES Lodz *
Page 222 and 223:
Page 224 and 225:
ATM V-A-129 UPPER ATS ROUTES Tripol
Page 226 and 227:
ATM V-A-131 UPPER ATS ROUTES UP184
Page 228 and 229:
ATM V-A-133 UPPER ATS ROUTES UP728
Page 230 and 231:
ATM V-A-135 UPPER ATS ROUTES DEREX
Page 232 and 233:
Note: - Provisions for the EUR VHF
Page 234 and 235:
INFORMATION FOR OPERATORS AND FLIGH
Page 236 and 237:
Part VII SEARCH AND RESCUE (SAR) SE
Page 238 and 239:
EUR BASIC ANP 5º 10° 10º 15° 15
Page 240 and 241:
VIII-2 EUR BASIC ANP AUTOMATION IN
Page 242 and 243:
A-2 EUR BASIC ANP ATS Amendment and
Page 244:
A-4 EUR BASIC ANP MET Replacement o
show all

7754 Vol 1 Flyleaf - ICAO Public Maps

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?