chapter i sehorse aerodrome control procedure 1.1. … · 2018-02-03 · seahorse – batfish air...

Seahorse – Batfish Air Traffic Control Procedures (Non-Radar)

Aviation Safety Training Division – ICAI Fourth revision – aminarno bepe - 092015

1

CHAPTER I

SEHORSE AERODROME CONTROL PROCEDURE

1.1. GENERAL

1.1.1. Seahorse Aerodrome Control Tower (SHE TWR), provides :

a) aerodrome control service;

b) flight information service; and

c) alerting service

within its area of jurisdiction as specified in the letter of

agreement between Seahorse Aerodrome Control Tower (SHE

TWR), Seahorse Approach Control Office (SHE APP) and

Batfish Control Center (BTF ACC).

1.1.2. SHE TWR in conducting the responsibility specified in 1.1.1.

shall issue information, clearances and instructions to achieve a

safe, orderly and expeditious flow of air traffic on and in the

vicinity of Seahorse aerodrome with the object of preventing

collision(s) between:

a)

b)

c)

d)

e)

aircraft flying within the designated area of responsibility of

the control tower, including the aerodrome traffic circuits;

aircraft operating on the manoeuvring area;

aircraft landing and taking off;

aircraft and vehicles operating on the manoeuvring area;

aircraft on the manoeuvring area and obstructions on that

area.



2

1.1.3. Control of traffic on the maneuvering area come under the

control of SHE TWR, whereas the control of traffic in the air

may be shared between SHE TWR and SHE APP. Normally

departing IFR traffic will be transferred by SHE TWR to SHE

APP immediately after airborne, while arriving traffic will be

transferred by SHE APP to SHE TWR when properly

sequenced for an approach to land.

1.1.4. Alerting service provided by SHE TWR

1.1.4.1. SHE TWR is responsible for alerting the rescue and fire fighting

services whenever :

a)

b)

c)

d)

an aircraft accident has occurred on or in the vicinity of the

Seahorse aerodrome; or

information is received that the safety of an aircraft which is

or will come under the jurisdiction of SHE TWR may have or

has been impaired; or

requested by the flight crew; or

when otherwise deemed necessary or desirable.

1.1.4.2. Procedures concerning the alerting of the rescue and fire

fighting services is as prescribed in letter of agreement (see

attachment 25 on page 279). Such instructions shall specify the

type of information to be provided to the rescue and fire fighting

services, including type of aircraft and type of emergency and,

when available, number of persons on board, and any

dangerous goods carried on the aircraft.

1.1.4.3. Aircraft that fails to report after having been transferred to SHE

TWR, or, having once reported, cease radio contact and in

either case fails to land five minutes after the expected landing

time, shall be reported to the SHE APP, BTF ACC, BTF FIC, or

to the Rescue Coordination Centre (RCC) or Rescue Sub-

Centre (RSC).



3

1.2. FACILITIES, SERVICES AND PROCEDURES

1.2.1. ATC Unit Identification : SEAHORSE TOWER (SHE TWR); Radio

Frequency : 118.3 MHz.

1.2.2. Airspace dimension :

a) lateral limit : A circle with radius of 30 NM centered at

aerodrome reference point (ARP) coordinate :

6°19'48.72'' S 106°45'28.80 E.

b) vertical limit : 1) upper limit : 2,000 feet

2) lower limit : Ground or water

1.2.3. Movement area

1.2.3.1. Seahorse airport has :

a)

b)

c)

Three Runways : two parallel runways and one crossing

runway at right angle to the both parallel runways;

13 Taxiways : Taxiway Alpha to Mike

Four aprons (including military apron) : west apron for small

aircraft, east apron , main apron (domestic and international)

and military apron plus one designated isolated parking area

(IPA).

(see detailed information in attachment 2 on page 223).

1.2.4. Pilot shall request and obtain push-back clearance, start engine

clearance and taxi instruction. For aircraft are parked on main

apron shall reports her aircraft stand number when requests such

clearances (see detailed information regarding the coordinates of

aircraft stand in attachment 3 on page 224 and pushback

procedures in attachment 4 on page 225).

1.2.5. Taxiing guidance signs are provided at Seahorse Airport (SHE



4

APT). Aircraft shall follow the sign accordingly, except when

otherwise instructed by SHE TWR.

1.2.6. Taking off from taxiway intersection with the runway-in-use or

main intersection may be authorized when requested by flight

crew or suggested by the controller. When intersection take-off is

suggested by the controller, the flight crew shall be informed of

the usable length of runway remaining from the intersection to the

end of runway-in-use. It is the responsibility of the pilot-in-

command to ensure that take-off run available (TORA) is suitable

for this particular aircraft (detailed information regarding the

distance from intersection to the end of runway is contained in

attachment 5 on page 226).

1.2.7. Visual flight rule (VFR) operation

1.2.7.1. ATC service will be provided to all VFR flights operate within

Seahorse control zone (SHE CTR) and Batfish control area (BTF

CTA) except within VFR corridor (see VFR route in attachment 15

on page 238 and attachment 16 on page 239). Those VFR flights

are then comply with ATC clearance/instruction and request

amended clearance when visual meteorological condition (VMC)

cannot longer be maintained.

1.2.7.2. Uncontrolled flight operating within SHE CTR and BTF CTA shall

fly along VFR corridor as described in attachment 15 on page

238. Flight information and alerting services only are provided to

VFR flights along the corridor.

1.2.7.3. Entry and exit procedures for SHE APT are as follows :

1.2.7.3.1. VFR flight proceeding to SHE APT shall contact SHE TWR at or

before passing :

a)

b)

WEBER (for traffics from the west);

BT NDB (for traffics from the south, southwest);



5

c)

d)

TF NDB (for traffics from the north, northeast and east);

ESTER ((for traffics from the, southeast);

1.2.7.3.2. Departing VFR after take-off shall follow the respective aerodrome

traffic circuit and joint the VFR corridor as soon as possible or as

instructed by SHE TWR/SHE APP.

1.2.7.3.3. Departing VFR shall contact SHE APP at or before passing :

a)

b)

Point ALPHA (for westward traffics);

Point BRAVO (for eastward traffics);

Note.— VFR aircraft flying within the route segment between

WEBER/BT NDB and point ALPHA or ESTER/TF NDB and point

BRAVO are in communication with the different ATC Unit,

therefore, SHE TWR shall give traffic information for aircraft

concerned instead of providing separation between outbound and

inbound traffic.

1.3. HANDOVER PROCEDURE

1.3.1. Before assuming responsibility of their position, the duty TWR

controller shall :

1.3.1.1. Acquaint themselves with weather condition expected during their

period of watch by studying the current weather report for take-off

and landing (QAM) or other sources. If necessary, consult with the

duty MET Observer or Forecaster.

1.3.1.2. Study all current NOTAM and supplement information.

1.3.1.3. Ensure that they are fully acquainted with the aerodrome condition

including runway-in-use and serviceability state of aeronautical

ground lights, VASI, ILS and other things.



6

1.3.1.4. Acquaint themselves with the position of aircraft, vehicles and

pedestrians currently under control and with the clearance/

instruction which have been issued to them.

1.3.1.5. Ensure that a full appreciation of the air traffic situation is

received.

1.3.1.6. Ascertain the time or spacing in terms of distance between

successive landing aircraft.

1.3.1.7. Conduct checks of all TWR control equipment to ascertain their

serviceability state and to take the appropriate action, if

necessary. The equipment shall include :

a)

b)

c)

d)

telephone links with Briefing Office (BO), Flight Information

Center (FIC), APP, ACC, Fire Fighting Station (FFS), Operator

(OPR), Military Authority (MIL) or other relevant units;

all transmitter and receiver, including standby or back up unit;

signal lamp, control panel and indicator;

any new equipment that might be installed from time to time.

1.3.1.8. Sign the log-book against the time of taking over responsibility,

which signature shall confirm that the above procedures have

been carried out.

1.4. START UP/PUSHBACK PROCEDURE FOR TURBINE

AIRCRAFT

1.4.1. The normal procedure is a pilot should request pushback

clearance to SHE TWR not later than 3 minutes prior to starting

pushback to ascertain that aircraft will not get delay.

1.4.2. When a delay is expected, SHE TWR shall advise the pilot of the

earlier time of departure.



7

1.4.3. For a wide-bodied or jumbo jet aircraft parked on Terminal ALPHA

and BRAVO, SHE TWR shall issue a pushback time instead of

clearance to start up.

1.4.4. Due to possibility of conflict in traffic, a clearance expiry time

(CET) may be issued with the pushback time. A clearance shall

be considered cancelled if an aircraft is unable to comply with the

time so specified.

Note.— CET is the time at which an ATC clearance will be

automatically cancelled if aircraft fails to depart at or before such

specified time. The CET shall be specified by the ACC if a

delayed departure would conflict with traffic not released to the

APP (see figure 1 below).

Figure 1. The clearance expry time

1.4.5. Pushback clearance shall contain the heading direction which

should be followed by flight crew before commencing taxi

by ending the pushback clearance with the phraseology:

[ACID] PUSHBACK APPROVED HEADING NORTH (or

SOUTH).

Note.— The determination of heading North or South is depend

on the location of exit taxiway from apron. For example, if an

aircraft is parked on main apron and the runway-in-use will be

34L/34R, heading assignment should be HEADING SOUTH.

9000 FT

8000 FT

TWR : D TAKE-OFF AT OR BEFORE 0610

10’10’

D

E

(0610 CET)



8

1.5. START UP/PUSHBACK PROCEDURE FOR WIDE-BODIED

AIRCRAFT

1.5.1. Aircraft fitted with auxiliary power unit (APU), the following

procedures shall apply :

1.5.1.1. Aircraft shall start up one engine.

1.5.1.2. Pushback shall commence after one engine has started up.

Such engine shall be on idle power at pushback.

1.5.1.3. Start up of all other engine shall be made after pushback and

when the aircraft is positioned on the apron taxiway line.

1.5.2. Aircraft not fitted with auxiliary power unit (APU) or when

auxilliary power unit is unserviceable, the following procedures

shall apply :

1.5.2.1. Aircraft without APU shall be permitted to start all engines up

before pushback.

1.5.2.2. Request by flight crew to start one engine first (due to special

circumstance) and the rest after completion of pushback, shall

be granted.

1.6. START UP/PUSHBACK PROCEDURE FOR OTHER AIRCRAFT

1.6.1 Under normal condition aircraft shall start up all engines before

commencing pushback.

1.6.2. Two aircraft may be given permission to pushback

simultaneously provided that :

1.6.2.1. They are positioned at least three bays apart (e.g. stand A-1

and A-4, B-3 and B-6).

1.6.2.2. They are separated by at least three bays after the completion



9

of pushback.

1.6.2.3. They are facing the same direction after pushback (see figure 2

below).

Figure 2. Pushback simultaneously

1.7. ENGINE RUNS UP

1.7.1. Holding points W1, W5, E1, E5, M1 and S3 are designated area

for full power engine run-up come under the jurisdiction of SHE

TWR.

1.7.2. Request such engine run-up shall be made to SHE TWR.

1.7.3. There must be two-way communication at all time (maintaining

listening watch) between aircraft and SHE TWR.

1.7.4. Aircraft doing run-up may be granted to an aircraft prior to

taking off, provided such run-up are made from take-off position

on the runway and provided that it will not affect other traffic.

1.8. DETERMINATION OF RUNWAY-IN-USE

1.8.1. The term of runway-in-use is applied to indicate the particular

runway or landing direction as the most suitable at any



10

particular time. The runway-in-use selected will normally be that

the most closely aligned to the surface wind direction especially

when the wind speed is more than 5 knots. SHE TWR will

normally nominate the longest runway when the headwind

speed is less than 5 knots.

1.8.2. In the determination of the runway in use, one or more of the

following factors shall be considered :

a)

b)

c)

d)

e)

f)

g)

h)

type of aircraft (refer to the size and weight);

length of runway (refer to take-off run or landing roll required);

wind direction and speed (refer to cross wind or tailwind);

traffic disposition (anticipation of overshooting or traffic

confliction);

better approaches (refer to efficiency);

shorter taxiing distance (refer to efficiency);

position of the sun in relation to the runway; and/or

necessity to avoid flight over populated area or other

reason my be used.

1.8.3. Operational shall be confined to the most suitable runway for

the majority of aircraft/traffic. More than one runway direction

shall only be used if necessary :

a)

b)

due to operational characteristic of a particular aircraft; or

to avoid necessary delay.

1.8.4. The responsibility for ensuring that sufficient length or run is

available for an aircraft operation rest solely with the pilot-in-

command.



11

1.8.5. Should the pilot-in-command advise SHE TWR that the

nominated runway is unsuitable because of operational

characteristic of its aircraft, permission shall be given to him to

select a suitable runway.

1.8.6. It is the sole responsibility of pilot-in-command to conduct

operation where the cross wind component exceeds the

maximum permissible for his type of aircraft.

1.8.7. If weather in the vicinity of aerodrome is such that there is

cumulonimbus activity with the wind blowing down the runway

on the departure path of flight, SHE TWR shall inform the pilot

of the presence of the cloud and wind condition when start-up

clearance is requested.

1.9. AIRFIELD INSPECTION

1.9.1. An inspection of the aerodrome surface and boundaries shall

be made as soon as practicable :

a)

b)

c)

d)

e)

after day light begin;

before night operation begin;

after heavy rain;

when reports are made by pilot of abnormal runway

surface; or

when reports are received from maintenance personnel that

repairs on runway resurfacing have been completed.

1.10. CLOSURE OR RESTRICTED OPERATION OF AERODROME

1.10.1. In case any accident/incident situation :



12

1.10.1.1. On the occurrence of an aircraft accident or incident situation

on the apron or manoeuvering area or on received of any

hazard to the movement of aircraft on these areas, SHE TWR

shall immediately take the following actions :

a)

b)

c)

d)

advise SHE APP and BTF ACC;

warn all aircraft intending to use the aerodrome of nature

and position of the obstruction of hazard;

inform the Chief of ATS unit or Airport Manager; and

inform the person on duty of FFS station if any fire of which

is hazardous to aircraft operation is observed or if here is

likelyhood of a fire which may endanger aircraft operatio.

1.10.1.2. If immediate action is necessary in the light of prevailing

circumstance to close the aerodrome due to unsuitable surface

conditions or fire, SHE TWR shall temporarily close the

aerodrome and notify immediately to :

a)

b)

c)

all aircraft affected and which are listening out on the TWR

frequency using the phraseology : ALL STATIONS,

RUNWAY 34L IS BLOCKED BY ONE B737 [FOR

APPROXIMATELY 45 MINUTES] REQUEST YOUR

INTENTION;

SHE APP and BTF ACC; and

Chief ATC/ATS units.

1.10.1.3. The decision to close the aerodrome beyond such interim

period lies with the Senior Officer after consultation with the

Chief of ATS.

1.10.1.4. AIS shall be advised, if required, to initiate NOTAM action when

the decision of the Senior Officer to close the aerodrome for the

period of time has been taken.



13

1.10.1.5. The decision to reopen the aerodrome rests with the Senior

Officer after consultation with the Chief of ATS.

1.10.1.6. The duty TWR shall notify all concerned once the aerodrome is

reopen to aircraft operation using the phraseology : ALL

STATION, RUNWAY 34L RESUME NORMAL OPERATION.

1.10.1.7. AIS shall be asked to issue the NOTAM in this respect.

1.10.2. Operation in weather below minima :

1.10.2.1 If weather in the vicinity of aerodrome in accordance

with weather report from Meteorological Office is such that

need the closure of aerodrome due to below minima, SHE TWR

controller after consultation with the Senior Officer, shall

immediately take the following actions :

a)

b)

c)

d)

warn all aircraft operating on/in the vicinity of aerodrome to

take intention using the phraseology : ALL STATIONS,

DUE TO WEATHER BELOW MINIMA, [SEAHORSE]

AERODROME CLOSED FOR TAKE-OFF AND LANDING

UNTIL FURTHER ADVICE, REQUEST YOUR

INTENTION;

inform SHE APP and BTF ACC;

inform operator and other technical services; and

consult at any time with the duty of Meteorological Office on

the improvement likely to occur.

Note 1.— The term aerodrome closed should be interpreted as

the conditions at which take-off and landing only shall not be

permitted. During aerodrome closed ATS units are still

responsible for providing air traffic services for aircraft operating

on and in the vicinity of aerodrome including overflying aircraft.

Note 2.— When there is an aircraft experiencing emergency



14

during period of aerodrome closed, such aircraft shall be

handled accordingly and shall be allowed to continue approach

to land provided that SHE TWR shall not provide any clearance

nor instruction but flight information only.

1.10.2.2. When the weather likely becomes better and the aerodrome

may be able to be reopened, SHE TWR shall notify all

concerned once the aerodrome is reopened to aircraft operation

using the phraseology : ALL STATIONS, [SEAHORSE]

AERODROME RESUME NORMAL OPERATION.

1.10.2.3. After declaring the reopening of the aerodrome, SHE TWR

should handle the traffic accordingly. The sequence should

refer to the sequence established before the closing of the

aerodrome, except for the purpose of expediting traffic or to

avoid unnecessary delay.

1.11. AIR TRAFFIC CONTROL CLEARANCE/INSTRUCTION

1.11.1. SHE TWR shall normally be responsible for the issuance of

ATC clearance, instructions and/or information for all flight

operating on and in the vicinity of SHE aerodrome at or below

2,000 feet.

1.11.2. SHE TWR shall request ATC clearance for departing IFR

aircraft to SHE APP when such aircraft has commenced taxiing.

1.11.3. Since the SHE TWR as the visual controller, ATC clearance/

instruction shall only be issued when weather conditions are at

or above the prescribed VFR minima. Flight information and

alerting services only shall be provided if weather conditions are

below VFR minima (visiblity less than 3 statute miles (5 km)).

1.11.4. In weather conditions below VFR minima, landing clearance for

IFR arriving aircraft shall be provided by SHE APP (as the

instrument controller). The landing clearance by SHE APP shall

only be issued after SHE APP receiving report from the flight



15

crew that the aerodrome/runway is in sight and information from

SHE TWR which states that the runway is clear.

1.11.5. SHE TWR shall endeavor by any means to ensure the

clearance of runway such as switch-on the siren for a period of

time, switch-on and off the runway light until such time

estimated pedestrians or vehicles have vacated the runway-in-

use.

1.12. AERODROME LIGHTING

1.12.1. Details of the type of airfield lighting system in use at SHE APT

as specified in AIP Volume III Para SASH AD 2.9 and 2.14 (see


1.12.2. Aerodrome lights shall be displayed from 15 minutes before any

ETA until 15 minutes after any ATD.

1.12.3. Aerodrome lights shall be switched on during night or the hours

of darkness and in condition of reduced visibility. These include

runway, taxiway, approach and obstruction lights, aerodrome

location and aerodrome beacon.

1.12.4. SHE TWR controller shall inspect, from the control position, the

aerodrome lighting system during night period.

1.12.5. Any of the aerodrome lighting unserviceability shall be reported

to the related technical/electrical control unit for action.

1.13. AERODROME WEATHER OBSERVATION AND REPORT

1.13.1. It is responsibility of the TWR controller to advise pilot under his

control in the prevailing weather changes significantly from the

last reported.

1.13.2. Reports by pilots of significant weather phenomena



16

experienced during the final approach phase shall also be

relayed to all following aircraft concerned.

1.14. PROCEDURES FOR LOW VISIBILITY OPERATIONS

Note.— These procedures apply whenever conditions are such

that all or part of the manoeuvring area cannot be visually

monitored from the control tower.

1.14.1. When there is a requirement for traffic to operate on the

manoeuvring area in conditions of visibility which prevent SHE

TWR from applying visual separation between aircraft, and

between aircraft and vehicles, the following shall apply:

1.14.1.1. At the intersection of taxiways, an aircraft or vehicle on a

taxiway shall not be permitted to hold closer to the other taxiway

than the holding position limit defined by a clearance bar, stop

bar or taxiway intersection marking.

1.15. SPECIAL VISUAL FLIGHT RULES

1.15.1. SHE TWR may authorize special VFR (SVFR) flight within SHE

CTR after approval has been obtained from SHE APP and

provided that weather minima are equal to or better than those

prescribed for SVFR.

1.15.2. SVFR authorization should normally be extended to only one

aircraft in the CTR at one time, but in some circumstances may

arise where a controller may be requested to authorize two or

more flights simultaneously.

1.15.3. Controllers are cautioned that in such circumstances, they must

ensure that :

a) all operations can be conducted safely;



17

b)

c)

under complete control within CTR; and

attention should be paid to the development and agreement

of procedures covering the recall of aircraft as and when

necessary and for ensuring that SVFR flight will remain

clear of the flight path or arriving and departing IFR.

1.15.4. When the ground visibility is not less than 1,600 m (1 statute

mile), special VFR flights may be authorized to : enter a control

zone for the purpose of landing, take off and depart from a

control zone, cross a control zone or operate locally within a

control zone below 10,000 feet AMSL.

1.15.5. The requirements for SVFR operation are as follows :

1.15.5.1. SVFR operations may be conducted at altitude below 10.000

feet MSL.

1.15.5.2. SVFR operations may only be conducted :

a)

b)

c)

d)

e)

with an ATC clearance;

clear of clouds;

except for helicopters, when flight visibility is at least 1

statute mile;

except for helicopter, between sunrise and sunset;

ground visibility is 1 statute mile (1,600 m) or greater;

1.15.6. Suspension of VFR operations

1.15.6.1 Any or all VFR operations on and in the vicinity of Seahorse

aerodrome may be suspended by any of the following units,

persons or authorities whenever safety requires such action :

a) SHE TWR or SHE APP or BTF ACC; or



18

b) Other BTF ATS authority.

1.15.6.2. All such suspensions of VFR operations shall be accomplished

through SHE TWR.

1.15.6.3. The following procedures shall be observed by SHE TWR

whenever VFR operations are suspended :

a)

b)

c)

d)

hold all VFR departures;

recall all VFR local flights, except that obtain approval for

SVFR operations;

notify APP or ACC as appropriate of the action taken;

notify all operators, or their designated representatives, of

the reason for taking such action, if necessary or requested.

1.16. ESSENTIAL LOCAL TRAFFIC INFORMATION

1.16.1. Information on essential local traffic shall be issued in a timely

manner, either directly or through SHE APP when, in the

judgement of SHE TWR, such information is necessary in the

interests of safety, or when requested by aircraft.

1.16.2. Essential local traffic shall be considered to consist of :

a)

b)

any aircraft, vehicle or personnel on or near the

manoeuvring area; or

traffic operating in the vicinity of the aerodrome, which may

constitute a hazard to the aircraft concerned.

1.16.3. Essential local traffic shall be described so as to be easily

identified.

Example 1 (traffic on the ground) : [ACID] CAUTIONED

ADVISED (or OBSERVE) ONE MOWER (or TRUCK) ON THE

LEFT SIDE OF THE BEGINNING RUNWAY 34L



19

Example 2 (traffic in the air) : [ACID] TRAFFIC TEN O'CLOCK

[ONE] BEECHCRAFT BARON APPROACHING DOWN-WIND

RUNWAY 34L [YOU ARE NUMBER TWO TO LAND FOLLOW

PIPER NAVAJO POSITION APPROACHING BASELEG

RUNWAY 34L, REPORT ..........

1.17. RUNWAY INCURSION OR OBSTRUCTED RUNWAY

1.17.1. In the event SHE TWR, after a take-off clearance or a landing

clearance has been issued, becomes aware of a runway

incursion or the imminent occurrence thereof, or the existence

of any obstruction on or in close proximity to the runway likely to

impair the safety of an aircraft taking off or landing, appropriate

action shall be taken as follows :

a)

b)

c)

d)

cancel the take-off clearance for a departing aircraft if the

aircraft has not yet commenced take-off roll using

phraseology : [ACID] HOLD POSITION, CANCEL TAKE-

OFF I SAY AGAIN CANCEL TAKE-OFF [reason];

cancel the take-off clearance for a departing aircraft if the

aircraft has commenced take-off roll using phraseology :

[ACID] STOP IMMEDIATELY [(repeat aircraft call sign)

STOP IMMEDIATELY];

instruct a landing aircraft to execute a go-around or missed

approach using phraseology : [ACID] GO AROUND

(reason);

in all cases inform the aircraft of the runway incursion or

obstruction and its location in relation to the runway.

Note.— Animals and flocks of birds may constitute an

obstruction with regard to runway operations. In addition, an

aborted take-off or a go-around executed after touchdown may

expose the aeroplane to the risk of overrunning the runway.

Moreover, a low altitude missed approach may expose the

aeroplane to the risk of a tail strike.



20

1.17.2. Following any occurrence involving an obstruction on the

runway or a runway incursion, pilots and controllers shall

complete an air traffic incident report in accordance with the

ICAO model Runway Incursion Initial Report Form (see


1.18. UNCERTAINTY OF POSITION ON THE MANOEUVRING AREA

1.18.1. In the event SHE TWR becomes aware of an aircraft or vehicle

that is lost or uncertain of its position on the manoeuvring area,

appropriate action shall be taken immediately to safeguard

operations and assist the aircraft or vehicle concerned to

determine its position.

1.18.2. When there was a report from pilot or vehicle driver that he/she

is in doubt as to the position of the aircraft or vehicle with

respect to the manoeuvring area, SHE TWR shall immediately

guide the aircraft or vehicle to vacate the landing area,

taxiway, or other part of the manoeuvring area, to a safe

distance as expeditiously as possible.

1.18.3. If the action of 1.18.1.1. is impracticable, SHE TWR shall

request SHE Airport Authority to employ the ground support

equipment (GSE) vehicle (“FOLLOW ME” vehicle) to guide the

aircraft or vehicle to vacate the landing area, taxiway, or other

part of the manoeuvring area, to a safe distance as

expeditiously as possible.

1.19. WAKE TURBULENCE AND JET BLAST HAZARDS

1.19.1. SHE TWR shall, when applicable, apply the wake turbulence

separation minima specified in 1.20.5.6. Whenever the

responsibility for wake turbulence avoidance rests with the pilot-

in-command, SHE TWR shall, to the extent practicable, advise

aircraft of the expected occurrence of hazards caused by turbulent

wake.



21

Note.— Occurrence of turbulent wake hazards cannot be

accurately predicted and aerodrome controllers cannot assume

responsibility for the issuance of advice on such hazards at all

times, nor for its accuracy.

1.19.2 In issuing clearances or instructions, SHE TWR should take into

account the hazards caused by jet blast and propeller

slipstream to taxiing aircraft, to aircraft taking off or landing,

particularly when intersecting runways are being used, and to

vehicles and personnel operating on the aerodrome.

Note.— Jet blast and propeller slipstream can produce localized

wind velocities of sufficient strength to cause damage to other

aircraft, vehicles and personnel operating within the affected

area.

1.20. SEAHORSE TOWER PROCEDURE

1.20.1. General

1.20.1.1. Full coordination with the respective ATS units is required for all

traffic operating in and outside of the airspace of the SHE TWR.

1.20.1.2. SHE TWR shall take into consideration the effect of wake

turbulence when controlling traffic. It is especially important at

SHE APT due to the mixture of aircraft type operating

simultaneously.

1.20.2. Circuit pattern and height for fixed wing aircraft (aeroplane)

1.20.2.1. Circuit pattern at SHE aerodrome are as follows :

a)

b)

c)

Runway 16L : normal (east of overhead station)

Runway 16R : right hand (west of overhead station)

Runway 34L : normal (west of overhead station)



22

d)

e)

f)

Runway 34R : right hand (east of overhead station)

Runway 07 : normal (north of overhead station)

Runway 25 : right hand (north of overhead station)

(see detailed information in attachment 12 on page 234).

1.20.2.2. Circuit height :

a)

b)

c)

Light aircraft and piston engine : 500 – 800 ft.

Medium/heavy aircraft and turbine/jet engine : 1,000 – 1,500

ft.

Over flying aircraft (via overhead) : at or above 2,000 ft.

Note.— Since the separation between aircraft in the traffic

circuit and the overflying aircraft is less than 1,000 feet, SHE

TWR shall provide (essential) traffic information to the aircraft

concerned.

1.20.2.3. Pattern characteristic :

a)

b)

Circuit pattern at SHE APT are designed in accordance with

the parallel runways operation, those are avoiding

overlapping traffic patterns overhead aerodrome.

An aircraft that cannot be cleared to land shall be instructed

to go round again (overshoot) then join aerodrome traffic

circuit climb to circuit height.

1.20.2.4. Entry to SHE aerodrome traffic circuit :

1.20.2.4.1. An arriving IFR aircraft executing an instrument approach shall

normally be cleared to land straight-in unless visual

manoeuvring (circling) to other runway is required.



23

1.20.2.4.2. The clearance to enter SHE aerodrome traffic circuit should be

issued to an aircraft whenever it is desired that the aircraft

approach the landing area in accordance with current traffic

circuits but traffic conditions do not yet allow a landing clearance

to be issued.

1.20.2.4.3. Depending on the circumstances and traffic conditions, an

aircraft may be cleared to join at any position in the traffic circuit

(join downwind, direct base leg or via overhead).

1.20.2.4.4. When aircraft in SHE aerodrome traffic circuit in such dense that

additional traffic cannot be accommodated anymore, such traffic

may be instructed to hold visually over ALPHA or BRAVO until

the traffic conditions permit. Prior co-ordination shall be made

with SHE APP before instructing aircraft to hold over such area.

1.20.2.5. Priority for landing

1.20.2.5.1. If an aircraft enters an aerodrome traffic circuit without proper

authorization, it shall be permitted to land if its actions indicate

that it so desires. If circumstances warrant, aircraft which are in

contact with SHE TWR may be instructed to give way so as to

remove as soon as possible the hazard introduced by such

unauthorized operation. In no case shall permission to land be

withheld indefinitely.

1.20.2.5.2. In case of emergency it may be necessary, in the interests of

safety, for an aircraft to enter a traffic circuit and affect a landing

without proper authorization. SHE TWR should recognize the

possibilities of emergency action and render all assistance

possible.

1.20.2.5.3. Priority shall be given to :

a) an aircraft which anticipates being compelled to land

because of factors affecting the safe operation of the aircraft

(engine failure, shortage of fuel, etc.);



24

b)

c)

d)

Note.— The first priority shall only be given if the flight crew

has reported emergency message preceded by the word

MAYDAY MAYDAY MAYDAY (preferably 3 times) or for

aircraft that has been in sight, the controller notice that

aircraft condition or configuration indicating any abnormality

which needs emergency action (the existence of fire, smoke

or wild manoeuver).

hospital aircraft or aircraft carrying any sick or seriously

injured persons requiring urgent medical attention;

Note 1.— The first priority shall only be given if the flight

crew has reported urgency message preceded by the word

PANPAN PANPAN PANPAN (preferably 3 times) MAY

DEE CAL.

Note 2.— For the purpose of assisting the quick handling,

the controllers are advised to contact the medical services

unit of airport and to coordinate with apron movement

control unit (AMC) for the location of parking for such

aircraft.

aircraft engaged in search and rescue operations; and

other aircraft as may be determined by the appropriate

authority.

Note 1.— For military aircraft, pursuant to the Memorandum

of Understanding between the Ministry of Transportation

and the Ministry of Defense and Security, will be handled as

civilian aircraft, except when there is a special letter or

notification from the Ministry of Defense and Security.

Note 2.— For VIP flight will only be handled in accordance

with the rules and procedure for VIP Flight Operation when

there is a NOTAM containing the VIP flight activities,

including the duration of closing of aerodrome.



25

Note 3.— The Presidential flight is usually treated as VIP

flight where special handling is exercised, such as closing

the aerodrome for any period of time (there may be a

welcome ceremony, etc). However, even though there is a

VIP flight, when there is an aircraft experiencing emergency,

the latter shall have the priority over the VIP flight.

1.20.2.5.4. An aircraft landing or in the final stages of an approach to land

shall normally have priority over an aircraft intending to depart

from the same or an intersecting runway.

1.20.3. Arrival procedure

1.20.3.1. The transfer of responsibility for control of IFR arrival from SHE

APP to SHE TWR :

a)

b)

In weather VMC : when pilot has reported runway in sight or has

established visual contact;

In weather IMC : when aircraft has landed.

1.20.3.2. The transfer of communications of IFR arrival from SHE APP to

SHE TWR :

a) for aircraft executing :

1) VOR approach runway 16R : when passing BTF

VOR/DME (heading to final approach);

2) NDB approach runway 34L : when passing SH

NDB/LOC (heading to final approach).

b) for aircraft executing visual approach : when flight crew has

reported aerodrome in sight or has established visual

contact.

1.20.3.3. Transfer of communications of VFR arrival from SHE APP to

SHE TWR shall be effected at :



26

a)

b)

WEBER or BT NDB when aircraft coming from the north (if

via V-5), west, southwest or south; or

TF NDB or ESTER when aircraft coming from the north (if

via V-3), northeast, east or southeast.

1.20.3.4. IFR arrival which is instructed to make circling approach, after

reaching missed approach point (MAPt) or DH/A, whichever is

latter, the following procedures shall apply :

1.20.3.4.1. When an aircraft executing instrument approach runway 16R

and intent to land on (see attachment 10 on page 232):

a)

b)

c)

d)

e)

runway 16L : fly pass over the runway-in-use then turn right

to join right downwind runway 16R climb to 2,000 feet. After

reaching 2,000 feet turn right to join downwind runway 16L;

runway 34L : turn right to join downwind runway 34L;

runway 34R : fly pass over the runway-in-use then turn right

to join right hand downwind runway 16R climb to 2,000 feet.

After reaching 2,000 feet turn right to join right hand

downwind runway 34R;

runway 07 : fly pass over the runway-in-use then turn right

to join right hand downwind runway 16R and then turn left

to join downwind or base leg runway 07;


to join right hand downwind runway 16R and then turn right

to join right downwind runway 25.

1.20.3.4.2. When an aircraft executing instrument approach runway 34L

and intent to land on (see attachment 11 on page 233) :

a) runway 16R : turn left to join right hand downwind runway

16R;



27

b)

c)

d)

e)

runway 16L : fly pass over the runway-in-use then turn left to

join downwind runway 34L climb to 2,000 feet. After

reaching 2,000 feet turn left to join downwind runway 16L;

runway 07 : fly pass over the runway-in-use then turn left to

join downwind runway 07;


to join right hand downwind runway 25;

runway 34R : fly pass over the runway-in-use then turn left

to join downwind runway 34L climb to 2,000 feet. After

reaching 2,000 feet turn left to join right hand downwind

runway 34R.

1.20.3.5. Landing clearance for IFR arrival which is executing instrument

approach procedure shall only be given after the pilot has

reported runway or aerodrome in sight (established visual

contact).

1.20.3.6. Landing clearance shall not be given when the reported visibility

(by Meteorological Observer) is less than the visibility

prescribed in the standard instrument approach procedure

being used. SHE TWR shall provide runway condition only and

decision for landing is rest to the pilot-in-command of aircraft

(see the visibility minimum at the IAP in attachment 10 and 11

on page 232 and 233).

1.20.3.7. An aircraft may be cleared to land when there is reasonable

assurance that the separation prescribed in 1.20.5 will exist

when the aircraft crosses the runway threshold, provided that a

clearance to land shall not be issued until a preceding landing

aircraft has crossed the runway threshold. To reduce the

potential for misunderstanding, the landing clearance shall

include the designator of the landing runway.

1.20.3.8. When necessary or desirable in order to expedite traffic, a

landing aircraft may be requested to :



28

a)

b)

c)

d)

hold short of an intersecting runway after landing;

land beyond the touchdown zone of the runway;

vacate the runway at a specified exit taxiway;

expedite vacating the runway.

1.20.3.9. In requesting a landing aircraft to perform a specific landing

and/or roll-out manoeuvre, the type of aircraft, runway length,

location of exit taxiways, reported braking action on runway and

taxiway (as listed in table 1 below), and prevailing

meteorological conditions shall be considered. A HEAVY

aircraft shall not be requested to land beyond the touchdown

zone of a runway.

Table 1

Braking action category

Measuredcoefficient

Estimated brakingaction

Code

0.40 and above Good 5

0.39 to 0.36 Medium to good 4

0.35 to 0.30 Medium 3

0.29 t0 0.26 Medium to poor 2

0.25 and below Poor 1

1.20.3.10. When necessary or desirable, e.g. due to low visibility

conditions, a landing or a taxiing aircraft may be instructed to

report when a runway has been vacated. The report shall be

made when the entire aircraft is beyond the relevant runway-

holding position marking.

1.20.3.11. If the flight crew of an IFR arrival reports that he/she is

executing missed approach due to :

a) weather, that is visibility is below the prescribed minima,

there is no reply, other than the instuction [ACID]



29

b)

CONTACT SHE APPROACH, should normally be made by

SHE TWR;

other reason and visibility is not below the prescribed

minima and the traffic condition permit, such aircraft may be

instructed to join the appropriate aerodrome traffic circuit

using phraseology (as an example) [ACID] JOIN

DOWNWIND (or RIGHT HAND DOWNWIND) RUNWAY

### REPORT DOWNWIND (or RIGHT HAND

DOWNWIND).

1.20.3.12. VFR arrival (either incoming from point ALPHA or BRAVO)

should be instructed to join downwind (right hand downwind) at

circuit altitude. In case arrival is instructed to proceed to or via

overhead station, the arriving aircraft shall maintain 2,000 ft.

until overhead then turn (left/right) to join the circuit (as

applicable for the runway-in-use).

Note.— VFR arrival from ALPHA or BRAVO may be instructed

to direct to base leg (righthand base leg) provided that the

aircraft will not cross the beginning of the adjacent runway(s).

For example VFR arival from point ALPHA shall not be

instructed to direct to base leg runway 34R nor to right hand

base leg runway 16L and from point BRAVO shall not be

instructed to direct to base leg runway 16R nor to right hand

base leg runway 34L

1.20.3.13. For the purpose of providing separation, orbit, extend circuit

etc., may be exercised provided that all turns shall be effected

away from overhead aerodrome

1.20.3.14. Arrival which cannot be instructed to join traffic circuit (due to

traffic density), may be held over point ALPHA or BRAVO

visually.

1.20.3.15. There is no mandatory direction which traffic must join the

circuit. However, any deviation from the normal circuit must be

coordinated with SHE APP.



30

1.20.3.16. For pilot who is not familiar with the aerodrome or who is flying

into the airport for the firs time, SHE TWR shall initially clear the

aircraft to overhead for the pilot to positively identify the

layout of airport then issue subsequent clearance.

1.20.4. Departure procedure

1.20.4.1. General

1.20.4..1.1. Departures shall normally be cleared in the order in which they

are ready for take-off, except that deviations may be made from

this order of priority to facilitate the maximum number of

departures with the least average delay. Factors which should

be considered in relation to the departure sequence include,

inter alia :

a)

b)

c)

d)

e)

f)

types of aircraft and their relative performance;

routes to be followed after take-off;

any specified minimum departure interval between take-

offs;

need to apply wake turbulence separation minima;

aircraft which should be afforded priority; and

aircraft subject to ATFM requirements.

1.20.4.2. Taxi clearance

1.20.4.2.1. Prior to issuing a taxi clearance, SHE TWR shall determine

where the aircraft concerned is parked. Taxi clearances shall

contain concise instructions and adequate information so as to

assist the flight crew to follow the correct taxi routes, to avoid

collision with other aircraft or objects and to minimize the

potential for the aircraft inadvertently entering an active runway.

1.20.4.2.2. The clearance limit of taxi instruction is one of the holding



31

points contained in table 2 below.

Table 2

Clearance limit of taxi instruction (ID)

NoLocation

(intersection between)ID RWY Remarks

1 2 3 4 5

1. Runway 07 and taxiway ALPHA N1 07 North side ofrunway 07

2. Runway 07 and taxiway ALPHA S1 07 South side ofrunway 07

3. Runway 16R and taxiwayALPHA

W5 16R

4. Runway 16R and taxiwayBRAVO

W4 16R

5. Runway 16L and taxiway INDIA E5 16L

6. Runway 16L and taxiwayJULIET

E4 16L

7. Runway 16L and taxiway KILO E3 16L West side ofrunway 16L

8. Runway 16L and taxiway KILO M3 16L East side ofrunway 16L

9. Runway 25 and taxiway KILO S3 25

10. Runway 25 and taxiway INDIA(north)

S2 25 South side ofrunway 25

11. Runway 25 and taxiway INDIA(south)

N2 25 North side ofrunway 25

12. Runway 34R and taxiwayFOXTROT

E1 34R West side ofrunway 34R

13. Runway 34R and taxiway MIKE M1 34R East side ofrunway 34R

14. Runway 34R and taxiway GOLF E2 34R

15. Runway 34R and taxiwayHOTEL

M2 34R

16. Runway 34L and taxiway ECHO W1 34L

17. Runway 34L and taxiwayDELTA

W2 34L



32

1 2 3 4 5

18. Runway 34L and taxiwayCHARLIE

T1 34L West side ofrunway 34L

19. Runway 34L and taxiwayCHARLIE

W3 34L East side ofrunway 34L

1.20.4.2.3. When a taxi clearance contains a taxi limit beyond a runway, it

shall contain an explicit clearance to cross or an instruction to

hold short of that runway. For example :

1.20.4.2.4. If the clearance limit for departing aircraft is holding point

W5/E5 the taxi clearance : [ACID] CLEARED TO HOLDING

POINT W5 VIA TAXIWAY ALPHA HOLD [REPORT] ON

SHORT RUNWAY 07.

If the clearance limit for taxiing aircraft from main apron is

west/east apron : [ACID] CLEARED TO WEST APRON

VIA TAXIWAY DELTA AND CHARLIE HOLD [REPORT]

ON SHORT RUNWAY 34L

1.20.4.2.5. A taxi route should, whenever possible, be described by use of

taxiway and runway designators. Other relevant information,

such as an aircraft to follow or give way to, shall also be

provided to a taxiing aircraft.

1.20.4.2.6. For the purpose of expediting air traffic, aircraft may be

permitted to taxi on the runway-in-use, provided no delay or risk

to other aircraft will result.

1.20.4.2.7. If SHE TWR is unable to determine visually that a vacating or

crossing aircraft has cleared the runway, the aircraft shall be

requested to report when it has vacated the runway. The report

shall be made when the entire aircraft is beyond the relevant

runway-holding position.

1.20.4.2.8. Aircraft shall not be permitted to line up and hold on the

approach end of a runway-in-use whenever another aircraft is

affecting a landing, until the landing aircraft has passed the

point of intended holding.



33

1.20.4.2.9. Helicopter taxiing operations :

1.20.4.2.10. a)

b)

c)

d)

When necessary for a wheeled helicopter or vertical take-off

and landing (VTOL) aircraft to taxi on the surface, the

existing provisions (for fixed wing aircraft) are applicable.

Note.— Ground taxiing uses less fuel than air-taxiing and

minimizes air turbulence. However, under certain conditions,

such as rough, soft or uneven terrain, it may become

necessary to air-taxi for safety considerations. Helicopters

with articulating rotors (usually designs with three or more

main rotor blades) are subject to “ground resonance” and

may, on rare occasions, suddenly lift off the ground to avoid

severe damage or destruction.

When it is requested or necessary for a helicopter to

proceed at a slow speed above the surface, normally below

37 km/h (20 kt) and in ground effect, air-taxiing may be

authorized.

Note.— Air-taxiing consumes fuel at a high burn rate, and

helicopter downwash turbulence (produced in ground

effect) increases significantly with larger and heavier

helicopters.

Instructions which require small aircraft or helicopters to taxi

in close proximity to taxiing helicopters should be avoided

and consideration should be given to the effect of

turbulence from taxiing helicopters on arriving and departing

light aircraft.

A frequency change should not be issued to single-pilot

helicopters hovering or air-taxiing. Whenever possible,

control instructions from SHE APP should be relayed as

necessary until the pilot is able to change frequency.

1.20.4.2.11. Entry to the manoeuvring area

1.20.4.2.11.1. The movement of pedestrians or vehicles on the manoeuvring



34

area shall be subject to authorization by SHE TWR. Persons,

including drivers of all vehicles, shall be required to obtain

authorization from SHE TWR before entry to the manoeuvring

area. Notwithstanding such an authorization, entry to a runway

or runway strip or change in the operation authorized shall be

subject to a further specific authorization by SHE TWR.

1.20.4.2.11. Priority on the manoeuvring area

a)

b)

All vehicles and pedestrians shall give way to aircraft which

are landing, taxiing or taking off, except that emergency

vehicles proceeding to the assistance of an aircraft in

distress shall be afforded priority over all other surface

movement traffic. In the latter case, all movement of surface

traffic should, to the extent practicable, be halted until it is

determined that the progress of the emergency vehicles will

not be impeded.

When an aircraft is landing or taking off, vehicles shall not

be permitted to hold closer to the runway-in-use than:

1) at a taxiway/runway intersection — at a runway-holding

position; and

2) at a location other than a taxiway/runway intersection —

at a distance of 50 metres from the edge of the runway-

in-use.

1.20.4.2.12. Communication requirements and visual signals

a) At SHE aerodromes all vehicles employed on the

manoeuvring area shall be capable of maintaining two-way

radio communication with SHE TWR, except when the

vehicle is only occasionally used on the manoeuvring area

and is :

1) accompanied by a vehicle with the required

communications capability; or



35

2) employed in accordance with a pre-arranged plan

established with SHE TWR.

b) When communications by a system of visual signals is

deemed to be adequate, or in the case of radio

communication failure, the signals given hereunder shall

have the meaning indicated therein:

1) For traffic on the ground (see figure 3 on page 36);

Light signalfrom TWR

Meaning

Steady green Cleared for take-off

Steady red Stop

Green flashes Permission to cross landing area or tomove onto taxiway

Red flashes Move off the landing area (taxi clear oflanding area in use) or taxiway andwatch out for aircraft

White flashes Vacate manoeuvring area in accor-dance with local instructions (return tostarting point on the aerodrome)

2) For aircraft in flight (see figure 4 on page 36).

Light signal fromaerodrome control

Meaning

Steady green Cleared to land

Steady red Give way to other aircraft and continuecircling

Green flashes Return for landing

Red flashes Aerodrome unsafe do not land

White flashes Land at this aerodrome and proceed toapron

Red pyrotechnic Notwithstanding any previous inst., donot land for the time being



36

Figure 3. Light signal for traffic on the ground

Figure 4. Light signal for aircraft in the air

c) In emergency conditions or if the signals in b) above are not

observed, the signal given hereunder shall be used for

STEADY GREEN

STEADY RED

FLASHING WHITE

FLASHING GREEN

FLASHING RED

STEADY GREEN

STEADY RED

FLASHING GREEN

FLASHING RED

FLASHING WHITE

RED PYROTECHNIC



37

runways or taxiways equipped with a lighting system and

shall have the meaning indicated therein.

Light signal Meaning

Flashing runway or

taxiway lights

Vacate the runway and observe thetower for light signal

d) When employed in accordance with a plan prearranged withthe SHE TWR, constructional and maintenance personnelshould not normally be required to be capable ofmaintaining two-way radio communication with SHE TWR.

1.20.4.3. Take-off clearance

1.20.4.3.1. Take-off clearance may be issued to an aircraft when there isreasonable assurance that the separation in 1.20.5 will existwhen the aircraft commences take-off.

1.20.4.3.2. When an ATC clearance is required prior to taking off, the take-off clearance shall not be issued until the ATC clearance hasbeen transmitted to and acknowledged by the aircraftconcerned. The ATC clearance shall be forwarded to SHE TWRwith the least possible delay after receipt of a request made bySHE TWR or prior to such request if practicable.

1.20.4.3.3. Subject to 1.20.4.3.1, the take-off clearance shall be issuedwhen the aircraft is ready for take-off and at or approaching thedeparture runway, and the traffic situation permits. To reducethe potential for misunderstanding, the take-off clearance shallinclude the designator of the departure runway.

1.20.4.3.4. Conditional phrases, such as “behind landing aircraft” or “afterdeparting aircraft”, shall not be used for movements affectingthe active runway(s), except when the aircraft or vehiclesconcerned are seen by SHE TWR and pilot. The aircraft orvehicle causing the condition in the clearance issued shall bethe first aircraft/vehicle to pass in front of the other aircraftconcerned. In all cases a conditional clearance shall be given in



38

the following order and consist of :

a)

b)

c)

d)

identification;

the condition;

the clearance; and

brief reiteration of the condition.

for example: [ACID] BEHIND B739 ON SHORT FINAL, LINEUP BEHIND

1.20.4.3.5. SHE TWR shall not issue the take-off clearance when thevisibility is less than :

a)

b)

c)

1 statute mile (1,600 m) for aeroplane having one or two

engines;

½ statute mile (800 meters) for aeroplane having more than

two engines;

½ statute mile (800 meters) for helicopters.

1.20.4.3.6. In the interest of expediting traffic, a clearance for immediatetake-off may be issued to an aircraft before it enters the runway.On acceptance of such clearance the aircraft shall taxi out to therunway and take-off in one continuous movement.

1.20.4.3.7. SHE TWR shall not issue the take-off clearance in the direction(after taking-off) other than the designated aerodrome trafficcircuit. It means that turn left after taking-off runway 16R and34R or turn right after taking-off runway 16L and 34L isprohibited.

1.20.4.4. Determination of runway-in-use rests on SHE TWR. Beforeclearing IFR traffic to depart, release time statement shall beobtained from SHE APP.



39

1.20.4.5. Irrespective weather conditions, departure IFR will be

transferred from SHE TWR to SHE APP immediately after the

aircraft is airborne.

1.20.4.6. SHE TWR shall ensure that the departure IFR is separated fromother arriving (IFR/VFR) traffic in accordance with the minimaspecified at the aerodrome.

1.20.4.7. Departure VFR traffic shall be cleared to be on VFR corridor assoon as possible.

1.20.4.8. Departure VFR traffic will be transferred from SHE TWR to SHE

APP at point ALPHA (for westbound traffic) or point BRAVO (for

eastbound traffic) or at any point/time/level agreed by SHE

TWR and SHE APP.

Note.— Since the VFR corridor is classified as Class G withinwhich flight information and alerting service only will beprovided, an aircraft is considered separated with other aircraftwithin the same corridor provided that the traffic informationshave been issued to aircraft concerned, notwithstanding, thearriving aircraft had been transferred to SHE TWR.

1.20.5. Separation

1.20.5.1. Since SHE TWR is the visual controller, it is therefore, providing

vertical or horizontal separation is unnecessary. For the

purpose of providing separation between VFR flights, clear and

complete traffic information shall be applied instead.

1.20.5.2. Aircraft in the traffic circuit shall be controlled to provide the

separation minima outlined in 1.20.5.3. to 1.20.5.5. and

1.20.5.6. except that :

a) aircraft in formation are exempted from the separation

minima with respect to separation from other aircraft of the

same flight;



40

Note 1.— Formation flight (more than one aircraft take-

off, landing and execute manoeuvres together at the same

time) is usually conducted during military exercise by

military aircraft or by civil aircraft in the event of of airshow

or as such (i.e. demonstration flight);

Note 2.— As the general rule, aircraft involved in the

formation flight is considered as one aircraft where the team

leader pilot acts the pilot-in-command.

b) aircraft operating in different areas or different runways

on aerodromes suitable for simultaneous landings or take-

offs are exempted from the separation minima.

1.20.5.3. Sufficient separation shall be effected between aircraft in flight

in the traffic circuit to allow the spacing of arriving and departing

aircraft.

1.20.5.4. Separation of departing aircraft

1.20.5.4.1. A departing aircraft will not normally be permitted to commence

take-off until the preceding departing aircraft has crossed the

end of the runway-in-use or has started a turn or until all

preceding landing aircraft are clear of the runway-in-use (has

crossed the runway holding position marking).

1.20.5.5. Separation of arriving aircraft

1.20.5.5.1. A landing aircraft will not normally be permitted to cross the

runway threshold on its final approach until the preceding

departing aircraft has crossed the end of the runway-in-use, or

has started a turn, or until all preceding landing aircraft are clear

of the runway-in-use.

Note 1.— The above statement indicates that the landing

clearance may be issued to arriving aircraft at any time

provided that when the arriving aircraft crosses the threshold,

the departing aicraft has crossed the end of the runway-in-use,



41

or has started a turn, or until all preceding landing aircraft are

clear of the runway-in-use;

Note 2.— Even so, for the purpose of avoiding the arrving

aircraft to make go around, it is recommended for SHE TWR

not to issue landing clearance until the departing aircraft has

rolled for take-off;

Note 3.— Landing clearance for IFR flight shall only be issued

when the flight crew has reported that he/she has established

visual contact or runway in sight.

1.20.5.6. Time-based wake turbulence longitudinal separation minima

1.20.5.6.1. SHE TWR shall not be required to apply wake turbulence

separation :

a)

b)

for arriving VFR flights landing on the same runway as a

preceding landing HEAVY or MEDIUM aircraft; and

between arriving IFR flights executing visual approach

when the aircraft has reported the preceding aircraft in sight

and has been instructed to follow and maintain own

separation from that aircraft.

1.20.5.6.2. SHE TWR shall, in respect of the flights specified in 1.16.5.6.1.

a) and b), as well as when otherwise deemed necessary, issue

a caution of possible wake turbulence. The pilot-in-command of

the aircraft concerned shall be responsible for ensuring that the

spacing from a preceding aircraft of a heavier wake turbulence

category is acceptable. If it is determined that additional

spacing is required, the flight crew shall inform the SHE TWR,

stating their requirements.

1.20.5.6.3. Separation of arriving aircraft : Except as provided for in

1.20.5.6.1. a) and b). The following minima shall be applied to

aircraft landing behind a HEAVY or a MEDIUM aircraft (see

figure 5 on page 42) :



42

(a)

(b)

Figure 5. Wake turbulence separation minima (a) medium behind heavyand (b) light behind medium/heavy

a) MEDIUM aircraft behind HEAVY aircraft — 2 minutes;

b) LIGHT aircraft behind a HEAVY or MEDIUM aircraft — 3

minutes.

1.20.5.6.4. Separation of departing aircraft :

1.20.5.6.4.1. A minimum separation of 2 minutes shall be applied between a

LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft

or a LIGHT aircraft taking off behind a MEDIUM aircraft (see

figure 6 below)

Figure 6. Wake turbulence separation minima between departures

3 MINUTES

LIGHT/MEDIUM MEDIUM/HEAVY

2 MINUTES

MEDIUM HEAVY

3 MINUTES

LIGHT MEDIUM/HEAVY



43

1.20.5.6.5. Displaced landing threshold

1.20.5.6.5.1. A separation minimum of 2 minutes shall be applied between a

LIGHT or MEDIUM aircraft and a HEAVY aircraft and between

a LIGHT aircraft and a MEDIUM aircraft when operating on a

runway with a displaced landing threshold when:

a)

b)

a departing LIGHT or MEDIUM aircraft follows a HEAVY

aircraft arrival and a departing LIGHT aircraft follows a

MEDIUM aircraft arrival; or

an arriving LIGHT or MEDIUM aircraft follows a HEAVY

aircraft departure and an arriving LIGHT aircraft follows a

MEDIUM aircraft departure if the projected flight paths are

expected to cross.

1.20.5.6.6. Opposite direction

1.20.5.6.6.1. A separation minimum of 2 minutes shall be applied between a

LIGHT or MEDIUM aircraft and a HEAVY aircraft and between a

LIGHT aircraft and a MEDIUM aircraft when the heavier aircraft

is making a low or missed approach and the lighter aircraft is

(see figure 7 below):

a) utilizing an opposite-direction runway for take-off; or

b) landing on the same runway in the opposite direction.

1.20.6. Traffic information

Figure 7. Two-minute separation for opposite direction take-off

2



44

1.20.6.1. Traffic information shall be given to VFR flights concerned

whenever they constitute traffic to each other.

Note 1.— Between departing and arriving VFR flights

(reciprocal tracks), traffic information shall be given to both

aircraft whatever the ETA difference.

Note 2.— Between departing VFR flights or arriving VFR flights

(same track), traffic information shall be given to both aircraft if

the ETA difference is 3 minutes or less (traffic information may

not be given if the ETA difference is more than 3 minutes).

1.20.6.2. Traffic information shall include :

a)

b)

c)

d)

e)

f)

aircraft identification (ACID) or call sign;

type of aircraft concerned;

route of flight;

current position;

level; and

ETA significant point(s).

Example of phraseology :

PK ABP (call sign) [YOUR] TRAFFIC IS ONE CESSNA 172

(type of aircraft) COMING FROM STARFISH (route) POSITION

OVER TF NDB (position) MAINTAINING (or LEAVING/

PASSING) 3,000 FT (level) ESTIMATING BRAVO 0615 (ETA

significant point).

If there is additional traffic, just add the word : ADDITIONAL

TRAFFIC ONE ……………… etc.

1.20.6.3. Within aerodrome traffic circuit, providing separation by



45

instructing aircraft to orbit, extend downwind or continue to

overhead is more preferable than just providing traffic

information.

1.20.7. Multi-runways operation

1.20.7.1. Parallel runways

1.20.7.1.1. Since the only one runway (16R/34L) which is assigned as the

instrument runway and only runway 34L which is furnished with

ILS and the distance between their runway centre lines is 1088

metres, the following procedures apply :

a) Departing aircraft

1)

2)

aircraft may be cleared for take-off simultaneously from

both runways provided that the paths of the aircraft after

taking-off will not cross one to each other;

if the paths of the aircraft after taking-off will be

converging or proceeding to the same point or route,

they shall be separated vertically;

b) Arriving aircraft

1)

2)

if in visual meteorological conditions, aircraft may be

cleared to land simultaneously to both runways

provided that both aircraft are not coming from the

same point or route;

if in instrument meteorological conditions, aircraft may not

be cleared to land simultaneously to both runways.

1.20.7.1.2. When the arriving aircraft has reported on final or short final of

one runway, the departing aircraft using another runway may be

cleared for take-off provided that the path of the departing

aircraft will not cross the missed track of the adjacent runway.

1.20.7.2. Crossing runways



46

1.20.7.2.1. The criteria for the operation of crossing runways are similar to

the criteria for single runway, it means that both runways shall

not be used for take-off and/or landing simultaneously.

1.20.7.2.2. If there are two departing aircraft intend to take-off using

different runways, the second aircraft shall not be cleared for

take-off until the first aircraft has positively crossed the main

intersection of runways.

1.20.7.2.3. If there are two arriving aircraft intend to land using different

runways, the second aircraft shall not be cleared to land until

the first landing aircraft has positively crossed the main


1.20.7.2.4. If there is an arriving aircraft intends to land using any runway

while the other departing aircraft intends to take-off using

another runway, the arriving aircraft shall not be cleared to land

until the departing aircraft has positively crossed the main


1.20.7.2.5. If there is a departing aircraft intends to take-off using any

runway while the other arriving aircraft intends to land using

another runway, the departing aircraft shall not be cleared to

take-off until the landing aircraft has positively :

a)

b)

crossed the main intersection of runways; or

stopped for holding before the main intersection of runways

1.20.7.2.6. Since there is no ILS for runway 07/25, when using multi-

runways simultaneously, caution shall be advised for aircraft on

final runway 07 and aircraft on downwind runway 34L/right hand

downwind runway 16R or aircraft on final runway 25 and aircraft

on downwind runway 16L/right hand downwind runway 34R.

Make sure that aircraft on downwind/right hand downwind has

sufficient vertical separation with aircraft on final.

1.20.8. Pilot or ATC action on change of runway



47

1.20.8.1. It is possible that during the control of traffic, wind condition

changed abruptly from the opposite direction. When it happens,

SHE TWR shall revise runway-in-use and issue revised

instruction to all aircraft (departure as well as arrival). For

aircraft which is on take-off position (about to take-off) or on final

approach and appears to be in difficulties if he has to pull up

and go round, shall be advised to permit the pilot-in-command

to decide whether he will use another runway or continue

approach to land with the existing tail wind condition.

Example phraseology for runway change :

1. For aircraft in the traffic circuit other than on final and on

take-off position : ALL STATIONS DUE TO WIND

CHANGE TO 320 DEGREES AT 20 [KNOTS], RUNWAY-

IN-USE NOW [RUNWAY] 34L, JOIN ........... (or

PROCEED TO ...... ETC.) ............. REPORT .................

2. For aircraft on final and on take-off position : [ACID] WIND

CHANGE TO 320 DEGREES AT 20 [KNOTS] REQUEST

YOUR INTENTION.

a. If the aircraft intend to change the runway-in-use :

[ACID] ROGER TAXI TO ........... VIA TAXIWAY (or

RUNWAY) REPORT ..................,

b. If the aircraft intend to coninue approach or take-off :

[ACID] ROGER WIND 320 DEGREES AT 20 [KNOTS]

RUNWAY 34L CLEARED TO LAND (or FOR TAKE-

OFF).

1.20.8.2. The pattern of arriving aircraft who intends to change the

runway-in-use shall pull up and go round then follow the circling

procedure (see again paragraph 1.20.3.4.1. on page 26 and

1.20.3.4.2. on page 27).

1.20.9. Radio failure procedure



48

1.20.9.1. In the event of radio failure occurs, if on the ground, aircraft

shall not be cleared to depart (until a repair has been

completed).

1.20.9.2. If radio failure occurs while in the air, landing and taxiing

clearance will be given by means of the appropriate light signal.

1.20.10. Helicopter procedure

1.20.10.1. Take-off and landing area for helicopter can be seen attachment

14 on page 237).

1.20.10.1.1. There are six places which are designated as the helicopter

take-of and landing area as follow :

a)

b)

c)

d)

e)

f)

West spot : helicopter landing area at the south of west

apron;

Charlie spot : the intersection between runway 16R/34L and

taxiway CHARLIE;

Intersection west spot : the intersection between runway

16R/34L and runway 07/25;

East spot : the intersection between taxiways LIMA and

KILO;

Hotel spot : the intersection between runway 16L/34R and

taxiway HOTEL;

Intersection east spot : the intersection between runway

16L/34R and runway 07/25.

(see attachment 14 on page 237)

1.20.10.1.2. It is desirable that helicopter movement on and in the vicinity of

SHE aerodrome be operated in such a manner that the

sufficient separation with the fixed wing movement exist.



49

1.20.10.1.3. To avoid possible mistaken identity, the normal or appropriate

landing spots are displayed.

1.20.10.1.4. Helicopter shall normally be cleared to land on the designated

alighting area, except that due to traffic or other operational

reason such clearance is impracticable, it may be cleared to

any part of the aerodrome nearest to the alighting and take-off

area to enable him to keep taxiing down to minimum. SHE TWR

must ensure that there are sufficient clearance areas and no

hazard will cause to both persons and property. For landing, the

minimum clearance between rotor tips and the nearest building

or other objects shall not be less than 100 feet.

Note.— The temporary spot should be the paved surface other

than the active runway(s), such as compass swinging areas,

runway/taxiway intersections or any part of inactive runway(s).

1.20.10.2. Approach and departure pattern

1.20.10.2.1. Helicopters shall not operate above 500 feet above the ground

level (AGL) within radius 10 NM centered at SHE aerodrome

unless authorized by SHE TWR.

1.20.10.2.2. Few minutes (5 -10 minutes) before approaching point ALPHA

or BRAVO or radius 30 NM of SHE aerodrome, helicopter pilot

is to advise SHE TWR on the appropriate frequency. SHE TWR

shall advise the pilot of the landing direction, altimeter setting,

surface wind etc.

1.20.10.2.3. If the pilot fails to establish contact to SHE TWR, he/she shall

hold at a point with a distance of 5 NM from Seahorse

Aerodrome until radio communication resume to normal

operation. If until subsequent 5 minutes he/she is still unable to

establish contact to SHE TWR, he/she shall fly with minimum

speed to the designated spot while watching its surrounding

area to ensure that there will not be any conflicting traffic. On

approaching aerodrome, hover for a while and attemp to attract

the controller attention for seeking light signal.



50

1.20.10.2.4. All approaches shall, when practicable, be made in accordance

with the pattern established for SHE aerodrome (see


1.20.10.2.5. Approach from west shall be cleared using West spot,

when practicable, or West intersection spot, or Charlie spot

and approach from east shall be cleared using East spot, or

East intersection spot, or Hotel spot.

1.20.10.2.6. All turns after take-off shall be made in accordance with the

pattern established for SHE aerodrome (see attachment 12 on

page 234).

1.20.10.2.7. Westbound take-off shall be cleared using West spot, or West

intersection spot, or Charlie spot. Eastbound take-off shall be

cleared using East spot, or East intersection spot, or Hotel spot.

1.20.10.3. Ground or air taxiing

1.20.10.3.1. After landing, the helicopter is required either to ground or air

taxi via the existing taxiways into its allotted parking stands (on,

east or military apron) which will be indicated by a ground

signaler using orange bats.

1.20.10.3.2. Before taking off, the helicopter is required either to ground or

air taxi via the existing taxiways from parking stand to

appropriate spot.

1.20.10.3.3. Helicopter which is parked on west apron and intends to depart

eastbound shall be cleared to taxi to East spot, or East

intersection spot, or Hotel spot via taxiway specified in taxi

clearance from SHE TWR.

1.20.10.3.4. Helicopter which is parked on east apron and intends o depart

westbound shall be cleared to taxi to West spot, or West

intersection spot, or Charlie spot via taxiway specified in taxi

clearance from SHE TWR.



51

1.20.10.3.5. Helicopter which is landing and intends to park its aircraft at

another side of apron, shall be cleared from landing spot to

parking stand via taxiways specified in taxi clearance from SHE

TWR.

Note 1.— Ground taxiing is less fuel than air taxiing (hovering)

and minimize turbulence. However, under circumstances, such

as rough, soft or uneven terrain, it may become necessary to

hover (air taxi) for safety consideration.

Note 2.— Wheeled helicopter with the weight of 6,500 kg or

more (i.e SA330 – Puma) shall be handled as fixed wing aircraft

1.20.10.4. Radio failure procedure

1.20.10.4.1. In the event of radio failure occurs, if on the ground, helicopter

shall not be cleared to depart (until a repair has been

completed).

1.20.10.4.2. If radio failure occurs while in the air, landing and taxiing

clearance will be given by means of the appropriate light signal.

1.21. PROCEDURES RELATED TO EMERGENCIES, COMMUNI-

CATION FAILURE AND CONTINGENCIES

1.21.1. Emergency procedures

1.21.1.1. When an emergency is declared by an aircraft, SHE TWR should

take appropriate and relevant action as follows :

a)

b)

c)

unless clearly stated by the flight crew or otherwise known,

take all necessary steps to ascertain aircraft;

identification and type, the type of emergency, the intentions

of the flight crew as well as the position and level of the

aircraft;

decide upon the most appropriate type of assistance which



52

d)

e)

f)

g)

can be rendered;

enlist the aid of any other ATS unit or other services which

may be able to provide assistance to the aircraft;

provide the flight crew with any information requested as

well as any additional relevant information, such as details

on suitable aerodromes, minimum safe altitudes, weather

information;

obtain from the operator or the flight crew such of the

following information as may be relevant: number of persons

on board, amount of fuel remaining, possible presence of

hazardous materials and the nature thereof; and

notify the appropriate ATS units and authorities as specified

in local instructions.

1.21.1.2. Changes of radio frequency should be avoided if possible and

should normally be made only when or if an improved service

can be provided to the aircraft concerned.

Note.— If SHE TWR consider that the traffics are in a such

number that likely to interfere the communication process, SHE

TWR may aplly the imposition silence using phraseology : ALL

STATIONS STOP TRANSMITTING MAYDAY.

1.21.1.3. Manoeuvring instructions to an aircraft experiencing engine

failure should be limited to a minimum. When appropriate, other

aircraft operating in the vicinity of the aircraft in emergency

should be advised of the circumstances.

1.21.1.4. An aircraft known or believed to be in state of

emergency, including being subjected to unlawful interference

or in aircraft bomb threat, shall be given priority over other

aircraft.

1.21.2. Unlawful interference



53

1.21.2.1. If you are in communication with an aircraft believed to be

subjected to unlawful interference, take any necessary actions

as follow :

a)

b)

c)

d)

e)

f)

g)

report to the Supervisor/Senior Officer concerning the

situation, then if there is positive indication that the aircraft

is in such situation, notify Airport Manager, other ATS

authorities, operator, designated security authority;

transmit and continue to transmit, information pertinent to

the safe conduct of flight, without reply from the aircraft;

monitor and plot the progress of the flight;

after landing, bring the aircraft to the designated isolated

parking area (IPA) - see Attachment 2 on page 223;

inform other aircraft with the existing situation;

inform and continue to keep informed, appropriate ATS

units;

relay appropriate message associated with unlawful

interference, between the aircraft and designated

authorities.

1.21.3. Bomb or other explosive threat or warning

1.21.3.1. If you are in communication with an aircraft believed to be in

bomb or other explosive threat or warning, take any necessary

actions as follow :

a)

b)

report to the Supervisor/Senior Officer concerning the

situation, then if there is positive indication that the aircraft

is in such situation, notify Airport Manager, other

ATSauthorities, operator, designated security authority ;

take or bring the aircraft to the designated isolated parking



54

c)

area in accordance with local instructions;

if there is no designated isolated parking area, take or bring

the aircraft as far away form other aircraft or installation as

possible and, if appropriate, to vacate the runway;

1.21.4. Air-ground communication failure procedures

1.21.4.1. 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 transmission from the SHE TWR unit or not.

1.21.4.2. If it apparent that there is no response from the pilot to ATC

instruction but SHE TWR is still able to read any transmission

from the pilot, it indicates that the aircraft is experiencing

receiver failure. In this situation SHE TWR shall take the

following actions :

a)

b)

c)

clear other aircraft to avoid the route and/or altitude to be

flown by aircraft experiencing radio receiver failure, as

necessary;

when information is received from the aircraft experiencing

radio receiver failure that it has passed any altitude/level,

recall other aircraft which occupies the altitude/level to

return to original route;

when information is received from the aircraft experiencing

radio receiver failure that it has established visual contact,

inform SHE APP.

1.21.4.3. On the contrary, if there is no pilot transmission as well as pilot

response to ATC instruction, it indicates that the aircraft is

experiencing transmitter failure or total radio failure. In this

situation, SHE TWR shall clear other aircraft to avoid the route

and/or altitude to be flown by aircraft experiencing radio failure.

1.21.4.4. If the aircraft fails to indicate that it is able to receive and



55

acknowledge transmissions, separation shall be maintained

between the aircraft having the communication failure and other

aircraft by providing flight information.

1.21.4.5. As soon as it is known that two-way communication has failed,

appropriate information describing the action taken by SHE

TWR, 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 available radio

navigation or approach aids. Information shall also be given

concerning meteorological conditions at suitable aerodromes.

1.21.4.6. Pertinent information shall be given to other aircraft in the

vicinity of the presumed position of the aircraft experiencing the

failure.

1.21.4.7. If circumstances indicate that a controlled flight experiencing a

communication failure might proceed to (one of) the alternate

aerodrome(s) specified in the filed flight plan, the ATS unit(s)

serving the alternate aerodrome(s) and any other ATS unit(s)

that might be affected by a possible diversion shall be informed

of the circumstances of the failure and requested to attempt to

establish communication with the aircraft at a time when the

aircraft could possibly be within communication range.

1.21.4.8. If the aircraft has not reported within thirty minutes after :

a)

b)

c)

the estimated time of arrival furnished by the pilot;

the estimated time of arrival calculated by SHE TWR; or

the last acknowledged expected approach time,

whichever is the 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.



56

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.

1.21.5. Other in-flight contingencies

1.21.5.1 Strayed or unidentified aircraft

Note 1.— The terms “strayed aircraft” and “unidentified aircraft”

in this paragraph have the following meanings:

a. Strayed aircraft : An aircraft which has deviated significantly

from its intended track or which reports that it is lost.

b. Unidentified aircraft : An aircraft which has been reported to

be operating in a given area but whose identity has not been

established.

Note 2.— An aircraft may be considered, at the same time, as a

“strayed aircraft” by one unit and as an “unidentified aircraft” by

another unit.

Note 3.— A strayed or unidentified aircraft may be suspected

as being the subject of unlawful interference.

1.21.5.1. As soon as SHE TWR becomes aware of a strayed aircraft, it

shall take all necessary steps as outlined in 1.21.5.1.1. a) and

b) to assist the aircraft and to safeguard its flight.

Note.— Navigational assistance by SHE TWR is particularly

important if it becomes aware of an aircraft straying, or about to

stray, into an area where there is a risk of interception or other

hazard to its safety.

a) If the aircraft’s position is not known, SHE TWR shall :

1) attempt to establish two-way communication with the



57

2)

3)

4)

aircraft, unless such communication already exists;

use all available means to determine its position;

inform other SHE APP;

inform, in accordance with locally agreed procedures,

appropriate military units and provide them with

pertinent flight plan and other data concerning the

strayed aircraft;

request from SHE APP and/or military unit and from

other aircraft in flight every assistance in establishing

communication with the aircraft and determining its

position.

b) When the aircraft’s position is established, SHE TWR shall :

1)

2)

advise the aircraft of its position and corrective action to

be taken; and

provide, as necessary, SHE APP and appropriate

military units with relevant information concerning the

strayed aircraft and any advice given to that aircraft.

1.21.5.1. As soon as SHE TWR becomes aware of an unidentified aircraft

in the vicinity of SHE aerodrome, it shall endeavour to establish

the identity of the aircraft whenever this is necessary for the

provision of air traffic services or required by the appropriate

military authorities in accordance with locally agreed

procedures. To this end, the air traffic services unit shall take

such of the following steps as are appropriate in the

circumstances:

a)

b)

attempt to establish two-way communication with the

aircraft;

inquire of SHE APP about the flight and request its

assistance in establishing two-way communication with



58

c)

d)

the aircraft;

inquire of BTF ACC/BRIGTSTAR INFO/TIGERFORT INFO

about the flight and request their assistance in establishing

two-way communication with the aircraft;

attempt to obtain information from other aircraft in the area.

1.21.5.1.1. SHE TWR shall, as necessary, inform the appropriate military

unit as soon as the identity of the aircraft has been established.

1.21.5.2. Should SHE TWR consider that a strayed or unidentified aircraft

may be the subject of unlawful interference, the appropriate

authority designated by the State shall immediately be informed,

in accordance with locally agreed procedures.

1.21.6. Interception of civil aircraft

1.21.6.1. As soon as SHE TWR learns that an aircraft is being intercepted

in the vicinity of SHE aerodrome, it shall take such of the

following steps as are appropriate in the circumstances:

a)

b)

c)

d)

e)

attempt to establish two-way communication with the

intercepted aircraft via any means available, including the

emergency frequency 121.5 MHz, unless such

communication already exists;

inform the pilot of the intercepted aircraft of the interception;

establish contact with the intercept control unit maintaining

two-way communication with the intercepting aircraft and

provide it with available information concerning the aircraft;

relay messages between the intercepting aircraft or the

intercept control unit and the intercepted aircraft, as

necessary;

in close coordination with the intercept control unit take



59

f)

all necessary steps to ensure the safety of the intercepted

aircraft; and

inform ATS units serving adjacent FIRs if it appears that the

aircraft has strayed from such adjacent FIRs.

1.21.7. Fuel dumping

1.21.7.1. General

1.21.7.1.1. An aircraft in an emergency or other urgent situation may need

to dump fuel so as to reduce to maximum landing mass in order

to effect a safe landing.

1.21.7.1.2. When an aircraft operating within the vicinity of SHE aerodrome,

needs to dump fuel, the flight crew shall advise SHE TWR. SHE

TWR then request further instruction from SHE APP for route to

be flown, level to maintain etc.

1.21.8. ATC Contingencies

1.21.8.1. Radiocommunications contingencies

1.21.8.1.1. General

1.21.8.1.1.1. ATC contingencies related to communications, i.e.

circumstances preventing a controller from communicating with

aircraft under control, may be caused by either a failure of

ground radio equipment, a failure of airborne equipment, or by

the control frequency being inadvertently blocked by an aircraft

transmitter. The duration of such events may be for prolonged

periods and appropriate action to ensure that the safety of

aircraft is not affected should therefore be taken immediately.

1.21.8.1.2. Ground radio failure

1.21.8.1.2.1. In the event of complete failure of the ground radio equipment

used for ATC, the controller shall :



60

a)

b)

c)

where aircraft are required to keep a listening watch

on the emergency frequency 121.5 MHz, attempt to

establish radiocommunications on that frequency;

without delay inform SHE APP, as applicable, of the failure;

if practicable, request their assistance, in respect of aircraft

which may establish communications with SHE APP, in

establishing separation between and maintaining control of

such aircraft.

1.21.8.1.3. Blocked frequency

1.21.8.1.3.1. In the event that the control frequency is inadvertently blocked

by an aircraft transmitter, the following additional steps should

be taken :

a)

b)

c)

attempt to identify the aircraft concerned;

if the aircraft blocking the frequency is identified, attempts

should be made to establish communication with that

aircraft, e.g. on the emergency frequency 121.5 MHz,

through the aircraft operator’s company frequency if

applicable, on any VHF frequency designated for air-to-air

use by flight crews or any other communication means or, if

the aircraft is on the ground, by direct contact;

if communication is established with the aircraft concerned,

the flight crew shall be instructed to take immediate action to

stop inadvertent transmissions on the affected control

frequency.

1.21.8.1.4. Unauthorized use of SHE TWR frequency

1.21.8.1.4.1. Instances of false and deceptive transmissions on SHE TWR

frequencies which may impair the safety of aircraft can

occasionally occur. In the event of such occurrences, SHE TWR

concerned should :



61

a)

b)

c)

d)

e)

correct any false or deceptive instructions or clearances

which have been transmitted;

advise all aircraft on the affected frequency(ies) that false

and deceptive instructions or clearances are being

transmitted;

instruct all aircraft on the affected frequency(ies) to verify

instructions and clearances before taking action to comply;

if practical, instruct aircraft to change to another frequency;

and

if possible, advise all aircraft affected when the false and

deceptive instructions or clearances are no longer being

transmitted.

1.21.8.1.4.2. Flight crews shall challenge or verify with SHE TWR any

instruction or clearance issued to them which they suspect may

be false or deceptive.

1.21.8.1.4.3. When the transmission of false or deceptive instructions and

clearances is detected, the appropriate authority shall take all

necessary action to have the transmitter located and the

transmission terminated.

1.21.9. Change of radiotelephony call sign for aircraft

1.21.9.1. SHE TWR may instruct an aircraft to change its type of RTF call

sign, in the interests of safety, when similarity between two or

more aircraft RTF call sign is such that confusion is likely to

occur.

1.21.9.2. Any such change to the type of call sign shall be temporary and

shall be applicable only within the vicinity of SHE aerodrome.

1.21.9.3. To avoid confusion, SHE TWR should, if appropriate, identify



62

the aircraft which will be instructed to change its call sign by

referring to its position and/or level.

1.21.9.4. When SHE TWR changes the type of call sign of an aircraft,

SHE TWR shall ensure that the aircraft reverts to the call sign

indicated by the flight plan when the aircraft is transferred to

SHE APP, except when the call sign change has been

coordinated between the two ATC units concerned.

1.21.9.5. SHE TWR shall advise the aircraft concerned when it is to revert

to the call sign indicated by the flight plan.

1.22. HANDLING OF ABNORMAL SITUATIONS

1.22.1. Engine on Fire

1.22.1.1. The situations which may be occured during engine on fire :

a) aborted take-off due to the absence of engine power;

b) engine shut-down or damage (either single or multi);

c) smoke or fire in the cockpit;

d) engine cut-off by automatic fire extinguisher;

e) creating cabin pressurization, loss of altitude or need to land

at the nearest aerodrome;

f) executing emergency landing;

g) blocks the runway;

h) great activities in the cockpit;

i) passenger evacuation may be necessary;

j) panic ness of passenger;

k) land at other aerodrome.



63

1.22.1.2. The actions should be taken are as follow :

a) ask the flight crew whether the dangerous good on board;

b) number of persons on board;

c) inform the aerodrome conditions;

d) avoid instructing aircraft for orbit, go around etc.;

e) offer land not into the wind;

f) inform the facilities which may be available;

g) clear the flight path and runway in accordance with the

existing procedures;

h) prepare for emergency procedure in accordance with the

standard operating procedure (SOP);

i) prepare ground support equipment or GSE (towing

equipment);

j) inform weather conditions;

k) prepare lighting facilities (particularly runway and approach

light)

l) inform Brightstar and Tigerfort aerodrome;

m) coordinate with Fire Fighting Station (FFS);

n) if the aircraft land at Brightstar or Tigerfort, record the last

position and time the aircraft is in communication with and

the condition of such aircraft;

o) report to operator/designated representative;

p) report to Security Authority.

1.22.2. Engine unserviceable

1.22.2.1. The situations which may be occured during the unserviceability



64

of engine :

a) aborted take-off;

b) creates the pressurization problem;

c) executing fuel dumping;

d) executing emergency landing

e) great activities in the cockpit;

f) deviation from SID;

g) executing steep descent;

h) route deviation;

i) blocks the runway;





d) inform the facilities which may be available;

e) clear the flight path and runway in accordance with the


f) prepare for emergency procedure in accordance with the


g) prepare the GSE or towing equipment;

h) inform weather conditions;

i) in form Brightstar and Tigerfort upon the situation;

j) if the aircraft land at Brightstar or Tigerfort, record the last


the condition of such aircraft.



65

1.22.3. Smoke in the cockpit

1.22.3.1. The situations which may be occured :


b) evacuation of passengers;

c) blocks the runway;

d) great activities in the cockpit;

e) route deviation;

f) the influency of communication (due to oxygen masker);

g) panic ness of passenger;

h) injury of passenger or flight crew.



b) avoid giving instruction for orbit, go around and as such;

c) ask the number of persons on board;

d) inform the aerodrome conditions;

e) inform the facilities which may be available;

f) offer the aircraft to land not into the wind;

g) clear the flight path and runway in accordance with the




i) prepare the GSE or towing equipment;

j) prepare lighting system, particularly which are associated



66

with the landing activities;

k) inform weather conditions;

l) in form Brightstar and Tigerfort aerodrome upon the

situation;

m) if the aircraft land at Brightstar or Tigerfort, record the last



1.22.4. Bird strike


a) canopi or glass of cockpit is broken;

b) engine is inoperative;

c) could create hydrolic/electrical/gear problem;

d) failed to land;

e) return to base;

f) poor or limited visibility.


a) ask the flight crew whether he is able to control aircraft

properly;

b) give the permission to extend downwind, if requested;

c) check the runway condition;



f) prepare the GSE or towing equipment;



67

g) inform weather conditions;

h) coordinate with the FFS and Security Units.

1.22.5. Braking system


a) flight crew need longer runway for landing;

b) the possibility of overun;

c) tire explosion;

d) aircraft slipped or run-off the runway;

e) aircraft blocks the runway;


a) prepare the GSE or towing equipment;

b) inform weather conditions;

c) coordinate with the FFS and Security Units;

d) coordinate with the operator for standbying of aircraft

technician.

e) check the runway condition;

f) inform the aerodrome conditions;

g) inform the facilities which may be available;

h) clear obstacles from the runway;

1.22.6. Gear problem


a) flight crew need the directive from the technician;



68

b) aircraft fly pass and/or go round;

c) filght crew tries to get gear down manually;

d) executing fuel dumping;



a) check the runway condition;

b) inform the aerodrome conditions, including the length of

runway;

c) inform the facilities which may be available;

d) clear obstacles from the runway;

e) prepare the GSE or towing equipment;

f) inform weather conditions;

g) coordinate with the FFS and Security Units;

h) coordinate with SHE APP in case of aircraft executing fuel

dumping;

i) coordinate with the operator for standbying of aircraft

technician.

1.22.7. Electrical problem


a) severe stress in the cockpit;

b) mulfunction of aircraft instrument;

c) transponder will be switched off to save energy;



69

d) discontinuation of two-way communication;

e) limited readbacks;

f) the level will be up and down to maintain VMC;

g) filght crew tries to get gear down manually;

h) the possibility of subsequent engine failure.


a) inform the aerodrome conditions, including the length of

runway;

b) inform the facilities which may be available;

c) clear obstacles from the runway;

d) prepare the GSE or towing equipment;

e) inform weather conditions;

f) coordinate with the FFS and Security Units;

g) coordinate with SHE APP in case of aircraft executing fuel

dumping;

h) coordinate with the operator for standbying of aircraft

technician.

1.22.8. Hydrolic problem


a) difficulties in emplying control equipment, gears, brake

system, flaps, etc;

b) executing dumping fuel;

c) high speed landing roll;



70

d) limited aircraft manoeuver;

e) limited flap setting;

f) filght crew tries to get gear down manually;

g) holding for system checking;

h) possibility of overrun;

i) aircraft blocks the runway.


a) give a greater separation either vertically or horizontally;

b) ask the flight crew whether the dangerous good on board ;


d) try to avoid go round;

e) inform the aerodrome conditions, including the length of

runway;

f) inform the facilities which may be available;

g) clear obstacles from the runway;

h) prepare the GSE or towing equipment;

i) inform weather conditions;

j) coordinate with the FFS and Security Units;

k) coordinate with SHE APP in case of aircraft executing fuel

dumping;

l) coordinate with the operator for standbying of aircraft

technician.



71

1.23. HANDLING VIP FLIGHT

1.23.1. At departure and destination aerodrome where the aerodrome

operational is not closed, the VIP aircraft shall be given with

highest priority over other civil aircraft, except when there is an

emergency or ambulance/aircraft carrying seriously injured

person or aircraft engage in SAR operation.

1.23.2. When necessary to close the aerodrome for VIP,

EXPECTED DELAY NOTAM shall be issued that define that

the closure of aerodrome as from 30 minutes before departure

until 15 minutes after departure fo VIP flight.

1.23.3. For anticipating the possibility of wrong handling of VIP flight

and separation implementation and enhancing situational

awareness, VIP flight shall use the following call sign :

a) INDONESIA ONE for the President flight; and

b) INDONESIA TWO for the Vice President fligt.

1.23.4. For the purpose of regularity and efficiency, close coordination

is needed between SHE TWR and other units involved in

handling VIP operation.

1.23.5. Refer to the Letter of Decree of DGCA No. AU.2392/DNP.6741/

05, the VIP flight is an aircraft within which :

a) the President President of the Republic Indonesia; or

b) the Vice President of the Republic Indonesia;

c) the State's Guest whose ranks equal to the President or

Vice President.

1.23.6. In case the President or the Vice President flies using the

regular flight (which is not exclusively stated as VIP flight), such

flight shall be handled as appropriate with the extra-caution and



72

close coordination and other units involved in handling VIP

operation is still necessary.

1.24. AIR TRAFFIC INCIDENT REPORT

1.24.1. An air traffic incident report shall be submitted, for incidents

specifically related to the provision of air traffic services

involving such 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.

1.24.2. The degree of risk involved in aircraft proximity should be

determined in the incident investigation and classified as :

1.24.2.1. Risk of collision : the risk classification of an aircraft proximity in

which serious risk of collision has existed. Example of this

classification such as near-missed which is induced by ACAS

RA. Another example when aircraft taking off from parallel

runways and their paths are crossing one to each other and are

not vertically separated, etc.

1.24.2.2. Safety not assured : the risk classification of an aircraft proximity

in which the safety of the aircraft may have been compromised.

Example of this classification such as during transition period

from surveillance control to non-surveillance control where

separation of 5 NM must be changed into non-surveillance

separation (based on time or vertical). Another example when

there is an aircraft executing emergency descent, etc.

1.24.2.3. No risk of collision : the risk classification of an aircraft proximity

in which no risk of collision has existed. Example of this

classification such as level bust that is an aircraft flies at level

which is not conform to ATC instruction and vertically separated

less than prescribed minima.

1.24.2.4. Risk not determined : the risk classification of an aircraft



73

proximity in which insufficient information was available to

determine the risk involved, or inconclusive or conflicting

evidence precluded such determination. Example of this

classification such as unidentified or strayed aircraft entering an

area of jurisdiction of an ATC Unit. Another example when the

conditions of visibility which prevent the aerodrome control

tower from applying visual separation between aircraft, and

between aircraft and vehicles operate on the manoeuvring area.

Note.— Air traffic incident report form together with instructions

for its completion is at attachment 30 on page 321.

--- oOo ---



74

CHAPTER II

SEHORSE APPROACH CONTROL PROCEDURE

2.1. GENERAL

2.1.1. Seahorse Approach Control Unit (SHE APP), provides :

a) approach control service;


c) alerting service.

2.1.2. SHE APP provides separation between controlled IFR and

controlled VFR flights, including special VFR flight :

a) arriving at or departing from Seahorse International Airport;

b) arriving at or departing from Brightstar Aerodrome;

c) arriving at or departing from Tigerfort Aerodrome;

d) overflying through SHE CTR.

from time, place or level at which arrivals are released by BTF

ACC until the aircraft has established visual contact or for

departures from the time the aircraft are transferred by SHE

TWR to SHE APP until the control is released to BTF ACC, or for

over flying aircraft during within SHE CTR.

2.2. FACILITIES, SERVICES AND PROCEDURES

2.2.1. ATC Unit Identification : SEAHORSE APPROACH (SHE APP);

Radio Frequency : 123.0 MHz.



75

2.2.2. Airspace dimension (see attachment 9 on page 231) :

a) lateral limit : a circle with radius of 40 NM centered at radar

head Seahorse (coordinate : 6°13'27.12'' S

106°40'27.12'' E)

b) vertical limit : 1) upper limit : 10,000 feet

2) lower limit : Ground or water

2.2.3. Navigation aids and reporting points

2.2.3.1. Navigation aids and reporting points within SHE CTR see

attachment 6 on page 228.

2.2.4. Holding points and level :

2.2.4.1. Holding points and level designated at Seahorse aerodrome are

as depicted in table 3 below.

Tabel 3

Holding points and level

Navigation aids orReporting Points

Holding level Remarks

NAV AIDS

BTF VOR/DME

BT NDBTF NDBSH NDB/LOC

3,000 ft. andabove

3,000 ft. andabove3,000 ft. andabove3,000 ft. up to6,000 ft.

IAF forrunway 16 RHolding pointHolding pointa. IAF for

runway34 L

b. Due toinaccuracyof lowpoweredNDB



76

2.3. ARRIVAL PROCEDURES

2.3.1. General

2.3.1.1. When it becomes evident that delays will be encountered by

arriving aircraft, operators or designated representatives shall, to

the extent practicable, be notified and kept currently informed of

any changes in such expected delays.

2.3.1.2. Arriving aircraft is required to report when :

2.3.1.2.1. Using VOR approach runway 16R :

a) passing/leaving BTF VOR/DME (to final approach);

b) 2 minutes after passing BTF VOR/DME (4 DME from BTF

VOR/DME/leaving 3,000 feet);

c) visual contact.

2.3.1.2.2. Using ILS approach runway 34L

a) Leaving 3,000 feet heading outbound;

b) passing/leaving SH NDB/LOC (to final approach);

c) visual contact.

2.3.1.3. An IFR flight shall not be cleared for an initial approach below

the 3,000 feet unless:

a) the pilot has reported passing BTF VOR/DME (for runway

16R) or SH NDB (for runway 34L); or

b) the pilot reports that the aerodrome is and can be maintained

in sight; or

c) the aircraft is conducting a visual approach; or



77

d) SHE APP has determined the aircraft’s position by the use of

an ATS surveillance system.

2.3.2. Approach instructions

2.3.2.1. Unless it is known that BTF ACC has already cleared arriving

aircraft to BTF VOR/DME or BT NDB or TF NDB as the

clearance limit (as specified in letter of agreement), SHE APP

shall clear the arriving aircraft to the clearance limit on initial

contact by specifying the following items :

a) BTF VOR/DME or SH NDB/LOC where initial approach will

be conducted or arriving aircraft will be held, or BT NDB/TF

NDB as feeder point when BTF VOR/DME or SH NDB/LOC

has fully been occupied;

b) route of flight, if any;

c) assigned altitude;

d) approach or holding instruction, when required; and

e) other significant weather information.

2.3.2.1.1. When the runway-in-use is 16R

2.3.2.1.1.1. BTF VOR/DME shall be designated as IAF (instrument approach

fix) and the following procedures shall apply :

a) Arriving aircraft shall be cleared to execute instrument

approach (for the first aircraft) or hold over BTF VOR/DME at

specified altitude (for the subsequent aircraft).

Note 1.— For the first aircraft, the issuance of approach

clearance should not be later than 5 minutes prior to reaching

BTF VOR/DME in order to permit the pilot to adjust aircraft

configuration.



78

Note 2.— Arriving aircraft coming from BURSA/COMET may

directly execute instrument approach provided that it has

reached and maintained 3,000 feet.

Note 3.— Arriving aircraft coming from other than

BURSA/COMET shall follow the entry procedure before

executing intrument approach (for the purpose of facilitating

the practical exercise, the time of entry, either parallel or

offset entry is 3 minutes).


1) For the first aircraft :

[ACID] DESCEND TO (or MAINTAIN) 3,000 [FEET]

CLEARED FOR VOR APPROACH RUNWAY 16R

REPORT PASSING 5,000 [FEET] (or PASSING/

LEAVING BTF).

2) For the subsequent aircraft :

[ACID] HOLD OVER BTF [VOR] DESCEND TO 5,000,

EAT : 0625, EXPECT VOR APPROACH RUNWAY 16R

WIND …….. QNH ……. REPORT REACHING 5,000 (or

OVER BTF)

b) If the holding aircraft are in such number that no level

available for additional aircraft, such aircraft shall be cleared

to hold over BT NDB (TF NDB) as feeder points.


[ACID] RECLEARED, HOLD OVER BT [NDB] MAINTAIN

6,000, EAT : 0653, OCT : 0646, EXPECT VOR APPROACH

RUNWAY 16R WIND …….. QNH ……. REPORT [OVER]

BT.

2.3.2.1.2. When the runway-in-use is 34L



79

2.3.2.1.2.1 SH NDB/LOC shall be designated as IAF and the following

procedures shall apply :

a) Arriving aircraft shall be recleared to SH NDB/LOC via BT

NDB/TF NDB or ECTOR or DORIN (whichever is the shorter)

to execute instrument approach (for the first aircraft) or hold

over BT/TF NDB at specified altitude (for subsequent aircraft),

except for aircraft from NORTHSTAR/BURSA or

STARFISH/COMET, when traffic condition permit, the aircraft

may be cleared to SH NDB/LOC via BTF VOR/DME.

Note 1.— For the first aircraft, the issuance of approach

clearance should not be later than 5 minutes prior to reaching

SH NDB/LOC in order to permit the pilot to adjust aircraft

configuration.

Note 2.— Arriving aircraft coming from TF NDB/DORIN may

directly execute instrument approach provided that it has

reached and maintained 3,000 feet.

Note 3.— Arriving aircraft coming from other than TF

NDB/DORIN shall follow the entry procedure before executing

intrument approach (for the purpose of facilitating the

practical exercise, the time of entry, either parallel or offset

entry is 3 minutes).


1) For the first aircraft :

[ACID] RECLEARED AFTER BT/TF [NDB] PROCEED

TO SH [NDB] DESCEND TO 3,000 [AND] CLEARED

FOR ILS APPROACH RUNWAY 34L REPORT

PASSING 5,000 FT. (or LEAVING 3,000 HEADING

OUTBOUND)

2) For the subsequent aircraft :



80

[ACID] RECLEARED AFTER COMET PROCEED TO SH

[NDB] VIA BTF [VOR/DME] DESCEND TO 5,000 [FT]

AND HOLD, EAT : 0625, EXPECT ILS APPROACH

RUNWAY 34L WIND …….. QNH ….… REPORT

REACHING 5,000 FT. (or OVER BTF)

b) If the holding aircraft are in such number that no level

available for additional aircraft, such aircraft shall be cleared

to hold over BT NDB/TF NDB as feeder points.

For the subsequent aircraft :


[ACID] RECLEARED, HOLD OVER BT/TF MAINTAIN 6,000

EAT : 0653, OCT : 0646 EXPECT ILS APPROACH

RUNWAY 34L WIND …….. QNH ……. REPORT REACHING

OVER BT/TF.

2.3.2.2. Instruction to contact SHE TWR will be issued by SHE APP

when aircraft executing instrument approach has reported

passing BTF VOR/DME or SH NDB/LOC (heading inbound to

final approach).

Note.— Even though aircraft has been instructed to contact SHE

TWR, the aircraft is still under the responsibility of SHE APP. The

purpose of this provision is for enabling the pilot to establish two-

way communication with and get landing clearance from SHE

TWR before he/SHE reaches missed approach point (MAPt) or

decision height/altitude (DH/A).

2.3.2.3. Instrument approach clearance for subsequent arriving aircraft

shall be given after SHE APP obtains information from SHE

TWR that the aircraft executing instrument approach has

established contact and sighted by SHE TWR.

2.3.3. Instrument approach



81

2.3.3.1. Instrument approach fix (IAF) and type Instrument approach fixes

(IAF) and types used in SHE aerodrome are as depicted in table

4 below).

Table 4

Instrument approach fixes (IAF) and type

used at Seahorse aerodrome

IAF RIU Remarks

BTF VOR/DME 16R 1. Non-precision

2. Consecutive

SH NDB/LOC 34L 1. Precision

2. Non-consecutive

2.3.3.1. Instrument approach procedures (IAP)

2.3.3.1.1. If a pilot reports or it is clearly apparent to SHE APP that the pilot

is not familiar with an instrument approach procedure, SHE APP

shall specify the instrument approach procedures in detail

covering the following item :

a) the initial approach level (IAL);

b) the point/time of turns or maneuvers must be started;

c) the level at which turns or maneuvers must be carried out;

d) final approach course/track (except if the aircraft is cleared

for straight-in approach);

e) minimum descent altitude (MDA) or decision height (DH);

f) frequencies of navigation aids and missed approach

procedure (MAP), if deemed necessary.



82

2.3.3.2. Instrument approach procedures BTF VOR/DME runway 16R

(see instrument approach chart in attachment 10 on page 232).

a) Holding : 1) Fix : BTF VOR/DME

2) Tracks : outbound : 345°

inbound : 165°

3) Leg : 1 minute

4) Pattern : standard (right turn)

5) Rate of turn : rate one turn (3°/second)

6) Minimm altitude : 3,000 feet

b) Procedure : 1) IAL : 3,000 feet

2) Pattern : Straight (direct)

3) Starting point : BTF VOR/DME

c) Manoeuver : 1) Leave BTF VOR/DME on track 160°

maintain 3,000 feet;

2) At a distance of 4 DME, leave 3,000 ft. to

the OCH (394 ft.);

3) If no visual contact at MAPt (12 DME from

BTF VOR/DME), execute MAP and contact

SHE APP for further instruction.

d) Missed

approach

: 1) Climb to 3,000 feet and turn right return to

BTF VOR/DME; or

2) As instructed by ATC



83

2.3.3.3. Instrument approach procedures SH NDB/LOC runway 34L (see

instrument approach chart in attachment 11 on page 233).

a) Holding : 1) Fix : SH NDB/LOC

2) Tracks : outbound : 220°

: inbound : 040°

3) Leg : 1 minute

4) Pattern : Non-standard (left turn)

5) Rate of turn : rate one turn (3°/second)

6) Minimm altitude : 3,000 feet

b) Procedure : 1) IAL : 3,000 feet

2) Pattern : Base turn

3) Starting point : SH NDB/LOC

c) Manoeuver 1) Leave 3,000 ft. at SH NDB/LOC on track 184°

(for aircraft category A and B) or on track 196°

(for aircraft category C, D and E) and keep on

track 196°/184° for one minute;

2) Turn left to intercept ILS localizer and maintain

2,000 ft. until intercept glide path;

3) On intercepting glide path, leave 2,000 ft. to

the decision height (DH);

4) If no visual contact at DH/A, execute MAP and

contact SHE APP for further instruction

d) Missed 1) Climb to 2,000 feet proceed to BTF VOR/DME; or



84

approach (if traffic condition permit) Climb to 3,000 feet

then turn left return to SH NDB/LOC; or

2) As instructed by ATC

2.3.4. Visual approach

2.3.4.1. Subject to the conditions in 2.3.4.3, clearance for an IFR flight to

execute a visual approach may be requested by a flight crew or

initiated by SHE APP. In the latter case, the concurrence of the

flight crew shall be required, using the following examples of

phraseology :

a) [ACID] [(instructions) MAINTAIN BELOW 2,000] CLEARED

[FOR] VISUAL APPROACH RUNWAY 34L REPORT

AERODROME IN SIGHT; or

b) [ACID] CLEARED [FOR] VISUAL APPROACH TO

SEAHORSE REPORT AERODROME IN SIGHT

2.3.4.2. When the flight crew of an aircraft request to execute a visual

approach but the weather condition is likely impossible to

approve the request, SHE APP may inform using phraseology :

[ACID] WEATHER NOT AVAILABLE or VERIFY THAT YOU

HAVE THE (airport) WEATHER.

Note.— Since SHE APP has also the responsibility to control

aircraft intend to land at Brightstar and Tigerfort, visual approach

may be given to those aircraft.

2.3.4.3. SHE APP shall exercise caution in initiating a visual approach

when there is reason to believe that the flight crew concerned is

not familiar with the aerodrome and its surrounding terrain. SHE

APP should also take into consideration the prevailing traffic and

meteorological conditions when initiating visual approaches.

2.3.4.4. An IFR flight may be cleared to execute a visual approach

provided the pilot can maintain visual reference to the terrain and



85

a) the reported ceiling is at or above 3,000 feet; or

b) the pilot reports at 3,000 feet or at any time during the

instrument approach procedure that the meteorological

conditions are such that with reasonable assurance a visual

approach and landing can be completed.

2.3.4.5. Separation shall be provided between an aircraft cleared to

execute a visual approach and other arriving and departing

aircraft.

2.3.4.6. For successive visual approaches, separation shall be

maintained by SHE APP until the pilot of a succeeding aircraft

reports having the preceding aircraft in sight. The aircraft shall

then be instructed to follow and maintain own separation from

the preceding aircraft.

2.3.4.6.1. When both aircraft are of a heavy wake turbulence category, or

the preceding aircraft is of a heavier wake turbulence category

than the following, and the distance between aircraft is less than

the appropriate wake turbulence minimum, SHE APP shall issue

a caution of possible wake turbulence.


[ACID] YOU ARE FOLLOWING A BOEING 747, 12 O'CLOCK

2.3.4.6.2. The pilot-in-command of the aircraft concerned shall be

responsible for ensuring that the spacing from a preceding

aircraft of a heavier wake turbulence category is acceptable. If it

is determined that additional spacing is required, the flight crew

shall inform SHE APP accordingly, stating their requirements.

2.3.4.7. Transfer of communications to SHE TWR should be effected

when the flight crew has reported runway in sight or has

established visual contact.

2.3.5. Approach sequence



86

2.3.5.1. The approach sequence shall be established in a manner which

will facilitate arrival of the maximum number of aircraft with the

least average delay.

2.3.5.2. Aircraft approaching aerodrome are considered to have priority

for approach in which they are estimated to arrive over the

holding point associated with the instrument approach. The first

aircraft to arrive over the holding point should be at the lowest

level with the following aircraft at successively higher level.

2.3.5.3. The sequence in which aircraft will approach shall be established

before the aircraft reach the transfer point (planning ahead).

2.3.5.4. Priority shall be given to :

a) aircraft which anticipates being compelled to land because

of factors affecting the safe operation of the aircraft (engine

failure, shortage of fuel, etc.);


has reported emergency message preceded by the word

MAYDAY MAYDAY MAYDAY.

b) hospital aircraft or aircraft carrying any sick or seriously

injured person requiring urgent medical attention;


has reported urgency message preceded by the word

PANPAN PANPAN PANPAN.

c) aircraft engaged in search and rescue operations; and

d) other aircraft as may be determined by the appropriate

authority.

Note 1.— For military aircraft, pursuant to the Memorandum

of Understanding between the Ministry of Transportation

and the Ministry of Defense and Security, will be handled as



87

civilian aircraft, except when there is a special letter or

notification from the Ministry of Defense and Security.

Note 2.— For VIP flight will only be handled in accordance

with the rules and procedure for VIP Flight Operation when

there is a NOTAM containing the VIP flight activities,

including the duration of closing of aerodrome.

Note 3.— The Presidential flight is usually treated as VIP

flight where special handling is exercised, such as closing

the aerodrome for any period of time (there may be a

welcome ceremony, etc). However, even though there is a

VIP flight, if there is an emergency aircraft, the latter shall

have the priority over the VIP flight.

2.3.5.4.1. For VOR approach runway 16R, the succeeding aircraft shall be

cleared for instrument approach when :

a) the preceding aircraft has reported that it is able to complete

its approach without encountering instrument meteorological

conditions (visual contact); or

b) the preceding aircraft is in communication with and sighted

by SHE TWR and reasonable assurance exist that a normal

landing can be accomplished. .

2.3.5.4.2. For ILS approach runway 34L, the succeeding aircraft shall be

cleared for instrument approach when :

a) the preceding aircraft has reported that it is able to complete

its approach without encountering instrument meteorological

conditions (visual contact); or

b) the preceding aircraft is in communication with and sighted

by SHE TWR and reasonable assurance exist that a normal

landing can be accomplished; or

c) the preceding aircraft has reported that he/she executes



88

missed approach procedure.

2.3.5.4.3. In establishing the approach sequence, the need for increased

longitudinal spacing between arriving aircraft due to wake

turbulence shall be taken into account.

2.3.5.4.4. If the pilot of an aircraft in an approach sequence has indicated

an intention to hold for weather improvement, or for other

reasons, such action shall be approved. However, when other

holding aircraft indicate intention to continue their approach to

land, the pilot desiring to hold should be cleared BT NDB or TF

NDB and be given with onward clearance time (OCT).

Alternatively, the aircraft should be given a clearance to place it

at the top of the approach sequence so that other holding aircraft

may be permitted to land. Coordination shall be effected with

BTF ACC, when required, to avoid conflict with the traffic under

the jurisdiction of BTF ACC.

2.3.5.4.5. When establishing the approach sequence, an aircraft which has

been authorized to absorb a specified period of notified terminal

delay by cruising at a reduced speed en route, should, in so far

as practicable, be credited with the time absorbed en route.

Note.— An aircraft which has been authorized to absorb a

specified period of terminal delay by reducing its speed may

arrive over holding fix (IAF) later than the previous issued EAT

(for example the previous EAT was 0610 and the sequence

number was 5 and the new ETA is 0630 and become number 7).

In this case, the aircraft shall be constantly be assigned as

number 5, it is therefore shall be allocated with an appropriate

level.

2.3.5.4.6. In case there is an aircraft which sensitive to high fuel

consumption at low levels, he shall be permitted to hold at

relatively higher level without loosing his order in the sequence.

The lower aircraft may be cleared to BT NDB/TF NDB for holding

to give way the aircraft which sensitive to high fuel consumption.



89

2.3.5.4.7 An aircraft on holding stack shall normally be cleared to descend

to lower level after the lower aircraft has reported vacating it,

except when severe turbulence is known to exist.

Note.— Since the instruction is the directives issued by air traffic

control for the purpose of requiring a pilot to take a specific action, it

gives the meaning that the action should be done spontaneously (ref to

the Doc, 8186-OPS/611 – Aircraft Operations the allocated pilot

reaction is between 3 – 6 seconds). For the purpose of avoiding

communication congestion and by the above reason, the applicable

rule at SHE APP, descent instruction may be issued when the

occupying aircraft has been instructed to descent (without waiting for

the report vacating/leaving the level).

2.3.5.4.8. Transfer of communications of IFR flight from SHE APP to SHE

TWR shall be effected at BTF VOR (heading to final approach)

when the runway-in-use is 16R and at SH NDB (heading to final

approach) when the runway-in-use is 34L.

2.3.6. Missed approach

2.3.6.1. Missed approach for VOR approach runway 16R.

2.3.6.1.1. Missed approach procedure for VOR approach runway 16R is

Climb to 3,000 feet and turn right return to BTF VOR/DME for

another approach or as instructed by SHE APP, consequently

the altitude 3,000 feet over BTF VOR/DME shall be reserved

until the aircraft executing instrument approach has positively

reported that it has established visual contact.

2.3.6.1.2. Due to the missed approaching aircraft returns to BTF VOR/DME

(the original instrument approach fix) for another approach and

the succeeding aircraft will be cleared for approach after the

preceding aircraft has established visual contact, in this case, the

first aircraft will land number one, the second aircraft will be

number two, and so on. This type of approach is named

consecutive approach.



90

2.3.6.2. Missed approach for ILS approach runway 34L

2.3.6.2.1. Missed approach for ILS approach runway 34L is Climb straight

ahead proceed to BTF VOR/DME climb to 2,000 feet for further

approach clearance or as instructed by SHE APP. Because of

this maneuver, the altitude 3,000 feet over SH NDB may be

assigned to succeeding aircraft after the preceding aircraft has

reported leaving 3,000 ft. heading outbound.

Note.— When missed approaching aircraft has reached BTF

VOR/DME 2,000 feet, the aircraft shall be climbed to 3,000 feet

or above (depend on SHE APP decision) over BTF VOR/DME

then be instructed to SH NDB/LOC for another approach. A new

expected approach time (EAT) shall be passed to aircraft without

delay.

2.3.6.2.2. Due to the missed approaching aircraft does not return to SH

NDB/LOC and climb to 2,000 feet until BTF VOR/DME and the

succeeding aircraft will be cleared for approach after the

preceding aircraft has established visual contact or has executed

missed approach, in this case, the second aircraft can be

number one, and the first aircraft will be number two or

something, and so on. This type of approach is named non-

consecutive approach.

In the type of non-consecutive approach, there can be a situation

where while the preceding missed approaching aircraft on climb

processing over BTF VOR/DME, the succeeding aircraft

executes missed approach. If so, further approach shall be

disallowed until one or of both have returned to the holding point

or have cleared the airspace for missed approach.

Aircraft carrying missed approach procedure shall be cleared as

the procedure specified in instrument approach chart. However,

if traffic condition permit or for expediting traffic, aircraft using

runway 34L, missed approaching aircraft may be cleared to climb

to 3,000 feet and then turn left return to SH NDB/LOC.



91

Note.— For avoiding an out of manoeuvre caused by the

communication congestion, for example, SHE TWR should

immediately :

a. instruct the aircraft to contact SHE APP when he/she gets

information that the approaching aircraft executing missed

approach due to weather; or

b. instruct the aircraft to join (proceed to) aerodrome traffic

circuit when he/she gets information that the approaching

aircraft executing missed approach due to other reason,

provided that the traffic condition permits.

2.3.7. Holding procedures

2.3.7.1. General

2.3.7.1.1. In the event of extended delays, aircraft should be advised of the

anticipated delay as early as possible and, when practicable, be

instructed or given the option to reduce speed en route in order

to absorb delay.

2.3.7.1.2. When delay is expected, BTF ACC shall normally be responsible

for clearing aircraft to the holding fix, and for including holding

instructions, and expected approach time or onward clearance

time, as applicable, in such clearances.

2.3.7.1.3. After coordination with SHE TWR, SHE APP may clear an

arriving aircraft to a visual holding location to hold until further

advised by SHE TWR.

2.3.7.1.4. Location at which the pilot can determine by visual reference to

the surface, if he is familiar with, it may be used as visual holding

point. Points ALPHA and BRAVO may also be designated as

visual holding point by SHE APP, provided that prior-coordination

has been effected with SHE TWR.

2.3.7.1.5. Levels at a holding fix or visual holding location shall as far as



92

practicable be assigned in a manner that will facilitate clearing

each aircraft to approach in its proper priority. Normally, the first

aircraft to arrive over a holding fix or visual holding location

should be at the lowest level, with following aircraft at

successively higher levels.

2.3.7.1.6. When extended holding is anticipated, turbojet aircraft should,

when practicable, be permitted to hold at higher levels in order to

conserve fuel, while retaining their order in the approach sequence.

2.3.7.1.7. If an aircraft is unable to comply with the published or cleared

holding procedure, alternative instructions shall be issued.

2.3.7.1.8. For the purpose of maintaining a safe and orderly flow of traffic,

an aircraft may be instructed to orbit at its present or at any other

position, provided the required obstacle clearance is ensured.

2.3.7.2. Holding pattern and entry

2.3.7.2.1. Holding Pattern

2.3.7.2.1.1. Holding patterns in use within SHE CTR are as contained in the

table 5 below.

Table 5

Holding patterns in use within SHE CTR

Holding fix Turn Leg Pattern

BTF VOR/DME Right 1 minute Standard

SH NDB/LOC Left 1 minute Non-standard

BT NDB Left 1 minute Non-standard

TF NDB Right 1 minute Standard

2.3.7.2.2. Holding entry

2.3.7.2.2.1. Holding entry procedures are as seen on figures 8 and 9 on



93

page 93 and figure 10 and 11 on page 94).

Figure 8. BTF VOR/DME holding

entry

a) BTF VOR/DME

1) From AMBER and BT

NDB : parallel entry

2) From BURSA, COMET

and : direct entry

3) From DORIN and TF

NDB : offset entry

Figure 9. SH NDB/LOC holding

entry

b) SH NDB/LOC

1) From BT NDB : offset

entry

2) From TF NDB and

DORIN : direct entry

3) From ECTOR : parallel

entry

2.3.7.3. Holding instruction

2.3.7.3. Holding instruction shall be issued as early as possible, normally

at the time an aircraft makes the initial contact and should not be

later than 5 minutes before aircraft estimated to arrive holding fix

to permit the pilot to arrange his/her flight to join holding pattern

in accordance with the entry procedure without delay.

0

9

18

27



94

Figure 10. BT NDB holding

Entry

c) BT NDB

1) From SW NDB and

AMBER : direct entry

2) From BTF VOR/DME :

parallel entry

3) From SH NDB/LOC and

ECTOR : offset entry

4) From SH NDB/LOC and

ECTOR : offset entry

Figure 11. TF NDB holdingentry

d) TF NDB

1) From BTF VOR/DME

and BURSA : parallel

entry

2) From COMET,

CORAL and DORIN :

direct entry

3) From SH NDB/LOC :

offset entry

2.3.7.3.1. Instruction to aircraft for holding shall be issued in the following

circumstances :

a) for approach sequence;

b) for separation purposes;

c) when due to weather (waiting for improvement); or



95

d) when due to other reason (runway is blocked, etc.)

2.3.7.4. Holding for weather improvement

2.3.7.4.1. Adverse weather condition on SHE aerodrome shall be relayed

to all aircraft, preferably at the earlier time.

2.3.7.4.2. For the first aircraft to arrive holding fix or enter holding pattern

shall be advised using the phraseology : NO DELAY

EXPECTED

2.3.7.4.3. Subsequent aircraft entering holding pattern, shall be advised

using the phraseology : DELAY NOT DETERMINED……

(number) AIRCRAFT HOLDING FOR WEATHER IMPROVEMENT,

REQUEST YOUR INTENTION

2.3.7.4.4. When a pilot holding above other traffic wishes to make an

approach, while the lower aircrafts intend to hold for weather

improvement, the aircraft desiring to hold shall be given with

instruction to proceed to BT NDB or TF NDB and be given with

onward clearance time (OCT).

2.3.7.4.5. If an attempt to execute a landing is not successful, SHE APP

shall provide route instruction to the aircraft. Climb instruction

shall be given as appropriate.

2.3.7.4.6. The possibility of missed approach shall be considered whenever

aircraft making approach in adverse weather condition. The

lowest holding altitude at the convenient holding point shall

normally be kept vacant for such eventuality (for accomodating

aircraft that executes missed approach).

2.3.8. Expected approach time (EAT)

2.3.8.1. EAT is the time at which ATC expects that an arriving aircraft,

following a delay, will leave holding point to complete its

approach for a landing.



96

Note.— The actual time of leaving the holding point will depend

upon the approach clearance.

2.3.8.2. An expected approach time shall be determined for an arriving

aircraft that will be subjected to a delay of 5 minutes or more.

2.3.8.3. The expected approach time shall be transmitted to aircraft as

soon as practicable and preferably at first contact.

2.3.8.4. A revised expected approach time shall be transmitted to aircraft

without delay whenever it differs from that previously transmitted

by 5 minutes or more.

2.3.8.5. EAT is issued to ;

a) enable the pilot-in-command to determine whether to divert

without delay or to hold;

b) enable the pilot-in-command to position his aircraft to

take advantage of a final approach/instrument approach

clearance without delay;

c) enable the pilot-in-command to decide whether to absorb a

specified period of notified terminal delay by cruising at

reduced speed en-route or not;

d) form a basis on which action subsequent to a radio failure

will be adopted.

2.3.8.6. Initial approach clearance or holding instruction shall include an

EAT if it is estimated that an aircraft will be required to hold at the

holding fix (IAF) before it comes its final approach.

2.3.8.7. EAT and approach sequence shall be based on the ETA over

BTF VOR/DME if the runway in use is runway 16L/16R or SH

NDB/LOC if the runway in use is runway 34L/34R.

2.3.8.8. For the purpose of uniformity for calculating EAT, the following



97

items should be taken into consideration :

2.3.8.8.1. Case 1 : When the first aircraft is able to descend directly to

3,000 feet over BTF VOR/DME or SH NDB/LOC :

a) EAT for the first aircraft which is not subject to delay will be

specified as : NO DELAY EXPECTED;

b) EAT for the second aircraft will be ETA of the first aircraft

over BTF VOR/DME or SH NDB/LOC added by the average

time interval (ATI);

Note 1.— Average time interval (ATI) is the time duration taken

by aircraft from the commencement of instrument approach until

the last time the aircraft is expected to establish visual contact.

Note 2.— In calculating EAT for the second aircraft, time of entry

of the first aircraft shall be considered;

Note 3.— ATI for :

a. VOR approach runway 16R is 7 minutes (derived from the

flying time using speed 120 – 125 knots 4 DME = 2

minutes and 9.16 DME = 4 minutes and 30 seconds = 6 m

30 s rounded off upward = 7 minutes); and

b. ILS approach runway 34L is 6 minutes (derived from the

sum of outbound time of base turn + turning + inbound time

to SH NDB/LOC then plus flying time from SH NDB/LOC to

DA/H).

c. EAT for the second aircraft will be ETA of the first aircraft

added by the ATI and EAT for the subsequence aircraft will

be the EAT of the preceding aircraft added by ATI (see

figure 12 on page 98).

2.3.8.8.2. Case 2 : When the first aircraft is unable to descend directly to

IAL but maintain at specified level until BTF VOR/DME or SH



98

NDB/LOC (on reaching BTF VOR/DME or SH NDB/LOC the

aircraft is able to descend to 3,000 feet) :

Figure 12. EAT calculation for Case 1.

a) EAT for the first aircraft which is not subject to delay will be

specified as : NO DELAY EXPECTED;

b) EAT for the second aircraft will be ETA of the first aircraft

over the BTF VOR/DME or SH NDB/LOC added by the

elapsed time of descent from the specified level to 3,000

feet and then added again by the ATI;

c) EAT for the subsequent aircraft will be EAT of the preceding

aircraft added with the ATI (see figure 13 below).


EAT ?

6 = (EAT5 + ATI) : 0642 ( )

5 = (EAT4 + ATI) : 0636

4 = (EAT3 + ATI) : 0630

3 = (EAT2 + ATI) : 0624

2 = (ETA1 + ATI) : 0618

1 = NO DELAY : ( )

IAF

MAPt

8000

7000

6000

5000

4000

3000

ETA

6 : 0644

5 : 0629

4 : 0624

3 : 0619

2 : 0615

1 : 0612

ATI = 6’

ATI = 6’EET = 5’

EAT

6 = (EAT5 + ATI) : 0647

5 = (EAT4 + ATI) : 0641

4 = (EAT3 + ATI) : 0635

3 = (EAT2 + ATI) : 0629

2 = (ETA1 + EET + ATI) : 0623

1 = NO DELAY :

IAF

MAPt

8000

7000

6000

5000

4000

3000

ETA

6 : 0644

5 : 0629

4 : 0624

3 : 0619

2 : 0615

1 : 0612



99

2.3.8.8.3. Case 3 : When the first aircraft is unable to descend directly to

IAL but maintain at specified level until the departure/en-route

aircraft has reached 5 minutes out of holding area (en-route

aircraft is maintaining 1,000 feet below the arriving aircraft) :

a) EAT for the first aircraft will be the time of the en-route

aircraft estimated to be 5 minutes out of holding area;

b) EAT for the second aircraft will be EAT of the first aircraft

added by the elapsed time of descent from the specified

level to IAL and added again by the ATI;

c) EAT for the subsequent aircraft will be EAT of the preceding

added with the ATI (see figure 14 below).


2.3.9. Onward clearance time (OCT)

2.3.9.1. In the event some aircraft are being held at BT NDB or TF NDB,

the aircraft concerned shall, as soon as practicable, be given an

expected onward clearance time. The aircraft shall also be

advised if further holding at subsequent holding points is expected.

Note 1.— OCT is the time at which an aircraft can expect to

leave the point at which it is being held (feeder point);

IAF

MAPt

8000

7000

6000

5000

4000

3000

ETA

6 : 0644

5 : 0629

4 : 0624

3 : 0619

2 : 0615

1 : 0612

EAT

6 = (EAT5 + ATI) : 0653

5 = (EAT4 + ATI) : 0647

4 = (EAT3 + ATI) : 0641

3 = (EAT2 + ATI) : 0635

2 = (EAT1 + EET + ATI) : 0629

1 = 0618

ATI = 6’EET = 5’

5’

0618

HOLDING AREA



100

Note 2.— The actual time of leaving the holding fix will depend

upon the approach clearance;

2.3.9.2. OCT is issued to :

a) enable the pilot-in-command to determine whether to divert

without delay or to hold;

b) enable the pilot-in-command to decide whether to absorb a

specified period of notified terminal delay by cruising at

reduced speed en-route or not;

c) form a basis on which action subsequent to a radio failure

will be adopted.

Note.— The example of OCT calculation : GIA 240 (aircraft

number 6 in the approach sequence) is held over BT NDB

maintain 6,000 ft.; Elapsed time from BT NDB to BTF VOR/DME

is 9 minutes; EAT aircraft number 5 is 0625 maintaining 7,000 ft.;

ATI : 6 minutes. The EAT for GIA 240 = 0625 + 6 = 0631. The

onward clearance time for GIA 240 will be 0631 - 9 minutes =

0622 (see figure 15 below). In case GIA 240 experiences

communication failure and he/she has received OCT, GIA 240

will leave TF NDB maintaining 6,000 at 0622.

Figure 15. OCT calculation

GIA 240

BTF VOR/DMEBT NDB

EAT

5 : 06254 : 06193 : 06132 : 06071 : NO DELAY

FLYING TIME BT - BTF = 9 MINUTES

6 : 0631

OCT = 0632 – 9 = 0622



101

2.4. DEPARTURE PROCEDURE

2.4.1. As far as standard instrument departure (SID) is not introduced

at SHE APT, SHE APP shall specify any or all of the following

items in issuing departure clearance :

a) direction of take-off and turn after take-off;

b) heading or track to be made good before taking up the

cleared departure track;

c) level to maintain before continuing climb to assigned level;

d) time, point and/or rate at which a level change shall be

made;

e) any other maneuver consistent with safe operation of the

aircraft.

2.4.2. Departing traffic shall be cleared in such a manner that to be on

en-route as soon as possible.

2.4.3. Departing IFR aircraft :

a) when runway-in-use is 16R and/or 16L, shall not be cleared

via BTF VOR/DME, except when there is no arriving IFR

aircraft proceeding to BTF VOR/DME for either approach or

holding; and

b) when runway-in-use is 34L and/or 34R, shall not be cleared

via SH NDB/LOC, except when there is no arriving IFR

aircraft proceeding to SH NDB/LOC for either approach or

holding.

2.4.4. Departing aircraft may be expedited by suggesting a take-off

direction which is not into the wind. It is the responsibility of the

pilot-in-command of an aircraft to decide between making such a

take-off or waiting for take-off in a preferred direction.



102

2.4.5. If departures are delayed, the delayed flights shall normally be

cleared in an order based on their estimated time of departure

(ETD), except that deviation from this order may be made to :

a) facilitate the maximum number of departures with the least

average delay; and

b) accommodate requests by an operator in respect of that

operator’s flights to the extent practicable.

2.4.6. SHE APP should, when practicable, advise aircraft operators or

their designated representatives when anticipated delays are

expected to exceed 30 minutes.

2.5. SEPARATION

2.5.1. General

2.5.1..1 All aircraft operating within SHE CTR shall be provided with

either horizontal or vertical separation.

2.5.1.2. When no lateral and/or longitudinal separation exist, vertical

separation shall be provided by the assigning the following levels :

3,000 feet, 4,000 feet and so on until 10,000 feet.

2.5.2. Lateral separation using th same navigation aid

2.5.2.1. All navigation aids and designated reporting points within BTF

CTA may be used for lateral separation application.

2.5.2.1.1. Lateral separation using the same navigation aid or DR shall not

be used if one or both aircraft are inbound.

Note.— This provision is applied by considering that from the

airmanship perspective, calculating outbound distance is

manageable (D = GS x t). Since the ground speed is derived

from wind correction against true airspeed, therefore, distance 15



103

NM cannot be obtained accurately (pilot does not know yet the

wind condition for the next route segment).

2.5.2.1.1.1. BTF VORDME : both aircraft are established on radials diverging

by at least 15 degrees and at least one aircraft is at a distance of

28 km (15 NM) or more from the facility (see figure 16 below);

Figure 16. Lateral separation using the same VOR

2.5.2.1.1.2. BT/TF NDB : both aircraft are established on tracks diverging

by at least 30 degrees and at least one aircraft at a distance of

28 km (15 NM) or more from the facility (see figure 17 below);

Figure 17. Lateral separation using the same NDB

2.5.2.1.1.3. AMBER, BURSA, COMET, DORIN and ECTOR : both aircraft

are established on tracks diverging by at least 45 degrees and

NDB

15 NM

30°

15 NM

15°

0

9

18

27



104

at least one aircraft is at a distance of 28 km (15 NM) or more

from the point of intersection of the tracks, this point being

determined either visually or by reference to a navigation aid and

both aircraft are established outbound from the intersection (see

figure 18 below); or

Figure 18. Lateral separation using the same dead reckoning

2.5.2.1.1.4. Lateral separation using different geographical location may be

applied for the following circumstances :

a) BTF VOR/DME and BT NDB :

1) Radial 215 BTF VOR/DME (W-12) and Radial 200 BTF

VOR/DME, separation will remain exist although one of

the aircraft has passed BT NDB following W-12 (not

need to be maintained on Radial 215 BTF VOR/DME

because the tracks of the flight are diverging) - see

figure 19 on page 105;

2) Radial 215 BTF VOR/DME (W-12) and Radial 230 BTF

VOR/DME, separation will not exist if one of the aircraft

has passed BT NDB following W-12 (need be

maintained on Radial 215 BTF VOR/DME until vertically

45°

FIX

15 NM



105

separated because the tracks of the flight are

converging/closing each other) - see figure 20 below;

Figure 19. Lateral separation using different

navigation aid (1)

Figure 20. Lateral separation using different

navigation aid (2)

NOTWITHSTANDING THE

AIRCRAFT HAS REPORTEDPASSING BT NDB, HE/SHE MAYNOT CLIMB CROSSING THE

LEVEL OF AIRCRAFT TOBOTH AIRCRAFT ARE CLOSINGONE TO EACH OTHER

8,000 ft

7,000 ft

BT NDB

BTFVOR/DME

8,000 ft

7,000 ft

WHEN AIRCRAFT REPORTSPASSING BT NDB, HE/SHE MAYCLIMB CROSSING THE LEVEL

OF AIRCRAFT

BT NDB

BTFVOR/DME



106

b) Designated reporting points AMBER/BURSA/COMET (as

DR) and BT NDB or TF NDB (BTF VOR/DME as the point

of intersection) also may be used for lateral separation

using different geographical location. Aircraft shall not be

maintained at the same level within the triangle area which

is defined by points of :

1) AMBER, BTF VOR/DME AND BT NDB; or

2) NIURS, BTF VOR/DME AND TF NDB; or

3) COMET, BTF VOR/DME AND TF NDB.

This kind of lateral separation may be used either both aircraft

are inbound or outbound or one inbound while another is outbound

to/from BTF VOR/DME (see figure 21 below).

Figure 21. Lateral separation using different geographicallocation

BURSA

COMET

DORIN

ECTOR

AMBERBTF

VOR/DME

BT NDB

TF NDB



107

For example :

SJY 233 from NORTHSTAR is maintaining FL 150 ETA COMET

0610 - BTF VOR/DME 0619; and

LNI 601 from SUNFISH is maintaining FL 240 ETA TF NDB 0608

- BTF VOR/DME 0615

Solution : LNI 601 DESCEND TO 6,000 [FT] CROSS TF NDB

AT OR BELOW FL 140

2.5.3. Separation between holdings and between holding area and en-

routes.

2.5.3.1. Except lateral separation exist, vertical separation shall be

applied between aircraft holding in flight and other en-route.

2.5.3.2. Separation criteria between holding area and en-routes

applicable at SHE CTR are illustrated on figure 22 below.

Figure 22. Criteria for holding area separation

2.5.3.2.1. Numeral 1, 2 and 3 minutes indicate the time duration taken by

en-route aircraft from the holding fix to the periphery of holding



108

area (including buffer area of 5 NM), may be used for providing

separation between holding and en-route aircraft.

2.5.3.2.2. Example : An aircraft is holding over holding fix at 8,000 feet. An

estimated time of departing aircraft (ACF 001) over the fix is

0613 while an estimated time of arriving aircraft (ACF 002) over

the fix is 0622. Refer to the above criteria, the solution will be as

follow (see figure 23 on below) :

1. ACF 001 shall be climbed initially to 7,000 feet and maintain

until 0619 (0613 + 1 + 5) with the phraseology : ACF 001

CLIMB AND MAINTAIN 7,000 UNTIL 0619 (or ACF 001

CLIMB TO FL 220 CROSS 7,000 AT OR AFTER 0619).

2. ACF 002 is descended to circuit altitude and shall cross

7,000 feet at or before 0614 (0622 - 3 - 5) with the

phraseology : ACF 002 DESCEND TO 3,000 CROSS 7,000

AT OR BEFORE 0614).

Figure 23. Example of application of separation betweenholding aircraft and en-route aircraft

2.5.3.3. The followings have lateral separation :

2.5.3.3.1. Between holding areas or between holding area and ATS routes

as depicted in table 6 on page 109.

9 000

8 000

7 000

5 MIN 1 MIN 3 MIN 5 MIN

0613

0622

ACF 001 CLIMB TOFL 190 CROSS 7 000 FT

AT OR AFTER 0619

ACF 002 DESCEND TO3 000 FT CROSS 7 000 FT

AT OR BEFORE 0614



109

Table 6Lateral separation between holding areas and

between holding area and en-route aircraft

Between Separated Remarks

BT NDB, BTF VOR/DME and TF NDB

holding areas

3,000 ft. and

above

SH NDB/LOC holding area and other

holding areas

3,000 ft. –

6,000 ft.

SH ndb/LOC

is low

powered NDB

SH NDB holding area and route segment :

BTF VOR/DME – TF/BT NDB

3,000 ft. –

10,000 ft

BTF VOR/DME holding area and route

segment : SH NDB/LOC – BT/TF NDB

3,000 ft. and

above

BT or TF NDB holding area and route

segment : BTF VOR/DME – SH NDB/LOC

BT NDB holding area and route segment :

SH NDB/LOC – ECTOR

TF NDB holding area and route segment :

BTF VOR/DME - COMET and DORIN - SH

NDB/LOC

3,000 ft. and

above

2.5.3.3.3. Between departing aircraft using runway 16R/16L for take-off and:

a) BTF VOR/DME holding area : after departing aircraft

intercepts QDM 280 BT NDB, or QDM 040 TF NDB, or

passing SH NDB/LOC, BT NDB or TF NDB;

b) TF NDB holding area except eastbound traffic via TF NDB

after 5 minutes from TF NDB holding area;

c) BT NDB holding area except south/southwest bound via BT

NDB after 5 minutes from BT NDB holding area.

2.5.3.3.4. Between departing aircraft using runway 34L/34R for take-off and:

a) SH NDB/LOC holding area : after departing aircraft

intercepts W-11, W-12, W-12E or passing BTF VOR/DME,

BT/TF NDB NDB;




110


c) BT NDB holding area except south/southwest bound via BT

NDB after 5 minutes from BT NDB holding area.

2.5.3.3.5. Between departing aircraft using runway 25 for take-off and :

a) SH NDB holding area : after departing aircraft intercepts

W-12 or passing BTF VOR/BT NDB;



c) BT NDB holding area : except south/southwest traffic via BT

NDB after 5 minutes from BT NDB holding area or for

westbound direct to intercept W-11 after intercepts W-11 or

passing BTF VOR;

d) BTF VOR holding area : after departing aircraft intercepts

QDR 310 BT NDB or passing BT NDB or SH NDB/LOC or

intercepting QDM 280 BT NDB or QDM 040 TF NDB.

2.5.3.3.6. Between departing aircraft using runway 07 for take-off and :

a) SH NDB holding area : after departing aircraft intercepts W-

11 or passing BTF VOR/DME or BT NDB;


after 5 minutes from TF NDB holding area and for southeast

bound direct via W-13 after DORIN;

c) BT NDB holding area : except south/southwest bound via

BT NDB after 5 minutes from BT NDB holding area or for

westbound direct to intercept W-11 after intercepts W-11 or

passing BTF VOR/DME;

d) BTF VOR holding area : after departing aircraft intercepts

QDM 280 BT NDB or QDM 040 TF NDB, or passing

SH NDB/LOC or BT NDB/TF NDB.



111

2.5.3.3.7. Between :

a) BTF VOR/DME holding area and QDR 310 TF NDB (TF

NDB – BURSA);

b) BTF VOR/DME holding area and QDR 310 BT (BT NDB –

AMBER);

c) SH NDB/LOC holding area and QDR 135 TF NDB (TF NDB

– DORIN);

d) SH NDB/LOC holding area and W-12E (BT NDB – ECTOR);

e) TF NDB holding area and W-12 (BTF VOR – COMET);

f) TF NDB holding area and QDR 070 SH NDB (SH NDB –

DORIN);

g) BT NDB holding area and QDR 200 SH NDB/LOC (SH NDB

– ECTOR);

h) BT NDB or TF NDB holding areas and route SH NDB/LOC

to BTF VOR/DME, vise versa.

2.5.4. Separation between arrivals

2.5.4.1. Aircraft on holding fix or at the approach sequence shall be

vertically separated 1,000 ft. and the higher aircraft shall only be

cleared to descend to lower level when the lower aircraft has

positively reported vacating level.

Note 1.— Since the instruction is the directives issued by ATC forthe purpose of requiring a pilot to take a specific action, it givesthe meaning that the action should be done spontaneously (atsome parts of the Doc, 8186-OPS/611 – Aircraft Operations isstated that allocated pilot reaction is between 3 – 6 seconds).

Note 2.— For the purpose of avoiding communication congestion

and by the above reason, descent instruction may be issued

when the occupying aircraft has been instructed to descent



112

(without waiting for the report leaving the level).

2.5.4.2. When arriving aircraft is cleared to BTF VOR/DME or SH

NDB/LOC from BT/TF NDB and the procedure specified in

2.5.2.1. is impracticable, it shall be maintained until BTF

VOR/DME or SH NDB/LOC (see the example in figure 24 and 25

below).

Figure 24. Separation between aircraft is cleared to BTFVOR/DME or SH NDB/LOC from BT/TF NDB and aircraft

holding over BT/TF NDB (a)


holding over BT/TF NDB (b)

HOLDING AREA ≤ 5 MINUTES

5000’

4000’X

BT/TF NDB BTF VOR/DMESH NDB/LOC

HOLDING AREA 8 MINUTES

TF/BT NDB BTF VOR/DMESH NDB/LOC

6000’

5000’

1’ 5’



113

2.5.4.3. Aircraft holding over BT/TF NDB shall only be cleared to proceed

to BTF VOR/DME or SH NDB/LOC when aircraft holding over

BTF VOR/DME or SH NDB/LOC has reported passing the level

1,000 ft. below the level of holding aircraft (see figure 26

below).


descend over BTF VOR/DME or SH NDB/LOC

2.5.4.4. Aircraft holding over BTF VOR/DME 4,000 ft. shall not be

descended to 3,000 ft until the preceding aircraft has reported

established visual contact (aerodrome/runway in sight and there

is reasonable assurance that normal landing can be

accomplished).

2.5.4.5. Aircraft holding over SH NDB/LOC 4,000 ft. may be descended

to 3,000 ft. after the preceding aircraft has reported leaving 3,000

feet heading outbound for approach.

2.5.4.6. Aircraft executing missed approach from SH NDB/LOC, shall be

climbed to 2,000 ft. until BTF VOR/DME, except when there is no

other aircraft holding over SH NDB/LOC at 3,000 ft., it may be

climbed to higher level subject to the level of aircraft holding over

SH NDB/LOC.

2.5.5. Separation between departures

BT/TF NDB BTF VOR/DMESH NDB/LOC

5000’

4000’

6000’

5000’

4000’

< 5’ HOLDING AREA



114

2.5.5.1. Departing aircraft following the same track

2.5.5.1.1. Longitudinal separation

2.5.5.1.1.1. When the preceding aircraft is faster than the following aircraft

and both aircraft will fly on the same track, the following criteria

shall be applied :

a) 10 minutes when the preceding aircraft is 0 – < 20 kt. faster

than the following aircraft;

b) 5 minutes when the preceding aircraft is 20 – < 40 kt.

faster than the following aircraft;

c) 2 minutes when the preceding aircraft is 40 kt. or more

faster than the following aircraft;

Note 1.— The words fly on the same track mean that the tracks

will be relatively coincide, therefore, this criteria shall only be

applicable for aircraft taking-off from RWY 16R direct to/via SH

NDB, RWY 25 direct to/via BT NDB, RWY 34L direct to/via BTF

VOR/DME and RWY 07 direct to/via TF NDB. For example : Two

aircraft intend to depart to NORTSTAR/STARFISH/SUNBIRD

using runway 34L for take-off and the speed difference between

them is more than 40 knots (the faster ahead) and both aircraft

will fly via BTF VOR/DME, in this case, the succeeding aircraft

may be cleared for take-off 2 minutes after the preceding aircraft

taking-off (2 minutes between take-off);

Note 2.— When after taking-off both aircraft turning to the right or

left direct to the facility other than stated in Note 1. above, this

criteria shall not be applicable. For example : Two aircraft intend

to depart to NORTSTAR/STARFISH/ SUNBIRD using runway

16R for take-off and the speed difference between them is more

than 40 knots (the faster ahead) and both aircraft will fly via BTF

VOR/DME, in this case, the succeeding aircraft may be cleared

for take-off at such time after the preceding aircraft taking-off that

3-minute longitudinal separation will be achieved when the



115

succeeding aircraft passes BTF VOR/DME (the simple way is the

succeeding aircraft is cleared for take-off 3 minutes after the

preceding aircraft taking-off (3 minutes between take-off)).

2.5.5.1.1.2. When the following aircraft is faster than the preceding aircraft,

the five-minute longitudinal separation shall be used while

vertical separation does not exist (see figure 27 below).

Figure 27. Five-minute separation of departing aircraft following

the same track (V1 < V2)

Example :

1. ACF 001 – SASH to SABD, FL 170, V = 280 kt. ETD : 0605;

2. ACF 002 – SASH to SATF, FL 330, V = 420 kt. ETD : 0610,

Rate of climb (R/C) : 2,000 feet/minute time of climb (tc) =

(17,000 + 1,000)/2,000 = 9 minutes.

3. If ACF 001 departs earlier and ACF 002 departs later, the

solution may be made as follow :

a. The suitable formula : x = ((V2 X (tc2 + 5))-V1 X tc2)/V1

= ((420 X 14)-280 X 9)/280

= 12 minutes

b. AFC 002 may be cleared for take-off 12 minutes after

AFC 001 has taken off (ATD2 = ATD1 + 12)

9000’

8000’

7000’

5 MIN

001

002



116

2.5.5.1.2. As an alternative, lateral separation may be applied as interim for

two aircraft departing on the same track, provided that vertical

separation shall be maintained when returning back the diverted

aircraft to intercept the designated track.

2.5.5.2. Departing aircraft following the different tracks

2.5.5.2.1. One-minute immediately after take-off (IATO) on tracks diverging

by at least 45 degrees (see figure 28 below).

Figure 28. One-minute separation between departing aircraftfollowing tracks diverging by at least 45 degrees

Note.— In applying this procedure, one of the tracks shall be the

straight line and the other turn left/right. This procedure is not

applicable if both tracks turn to the same direction (see table 7

below and figure 29 on page 117).

Table 7Tracks diverging criteria for one-minute IATO

Tracks divergence Applicable Remarks

One track turn left andthe other turn right

YesThere will no

confliction aftertake-off

One track straightahead and the otherturn left/right

Yes

Both tracks turn left orright

Not

Confliction mayoccurs after take-off

(see figure 20 onbelow)

45°

1 MINUTE



117

CONFLICTION

45°

Figure 29. Confliction which may occur after take-off

2.5.5.2.1.1. When the succeeding aircraft is slower than the preceding

aircraft, one minute between take-off may be applied, regardless

the preceding aircraft is straight ahead or turn to the left or right.

2.5.5.2.1.2. When the following aircraft is faster than the preceding aircraft,

one minute between take-off may only be applied when the

preceding aircraft is turning to the left/right and the succeeding

aircraft is straight ahead or turning to the opposite direction.

When the preceding aircraft is straight ahead and the

succeeding aircraft is turning to the left/right this method shall not

be used.

2.5.5.2.1.3. In applying procedure specified at 2.5.4.2.1.2. above, caution

must be advised that the release time for the succeeding aircraft

shall be made one minute after the preceding aircraft has

reported that it has established intended track (see figure 30

below).

Figure 30. Application of one-minute immediatelyafter take-off separation

ESTABLISHED INTENDEDTRACK HERE



118

2.5.5.2.2. Lateral separation specified in 2.5.4.1.2. may be applied, as

follow :

a) BTF VO/DME : 1)

2)

3)

4)

15 NM from BTF VOR/DME;

abeam BT NDB (R155 BTF VOR);

crossing QDM 040 TF NDB;

crossing QDM 280 BT NDB;

b) BT NDB : 1)

2)

15 NM from BT NDB;

crossing QDR 200 SH NDB/LOC;

c) TF NDB : 1)

2)

15 NM from TF NDB;

crossing QDR 070 SH NDB/LOC.

2.5.6. Separation between departure and arrival.

2.5.6.1. The following separation shall be applied when take-off

clearance is based on the position of an arriving aircraft:

2.5.6.1.1. Arriving aircraft executing BTF VOR/DME approach procedure

2.5.6.1.1.1. All directions take-off may be permitted until the arriving aircraft

has reported passing/leaving BTF VOR/DME;

2.5.6.1.1.2. Take-off runways 07, 16R and 25 may be permitted until the

arriving aircraft has reported at a distance of 4 DME or descend

leaving 3,000 ft. (2 minutes after leaving BTF VOR/DME);

2.5.6.1.1.3. No take-off may be permitted at all when the arriving aircraft has

reported at a distance of 4 DME or descend leaving 3,000 ft.;

(see figure 31 on page 120).

Note.— For the purpose of coordination between SHE TWR and



119

SHE APP, to define the distance of 4 DME is using time

reference 2 minutes. It means that when arriving aircraft has left

BTF VOR/DME for 2 minutes, no take-off may be permitted.

2.5.6.1.2. Arriving aircraft executing SH NDB approach procedure

2.5.6.1.2.1. All directions take-off may be permitted until the arriving aircraft

has reported starting base turn leading to final approach;

2.5.6.1.2.2. Take-off runways 07, 34L and 25 may be permitted until the arriving

aircraft has reported starting base turn leading to final approach;

2.5.6.1.2.3. No take-off may be permitted at all when the arriving aircraft has

reported at a distance of 4 DME or descend leaving 3,000 ft.;

(see figure 32 on page 120).

2.5.6.2. Except when lateral separation exists, vertical separation shall be

applied between aircraft holding in flight and other aircraft,

whether arriving, departing or en route, whenever the other

aircraft concerned are within five minutes flying time of the

holding area (see again figure 23 on page 108).

2.5.7. Arriving and/or overflying aircraft

2.5.7.1. Arriving and/or overflying aircraft proceeding to Brigtstar and/or

Tigerfort Aerodrome and vice-versa.

2.5.7.1.1. Arriving and/or overflying aircraft intend to land at Brigtstar or

Tigerfort Aerodrome shall be directed to BT NDB or TF NDB

respectively, and instructed to contact Brightstar AFISU (on

frequency 118.6 MHz) or Tigerfort AFISU (on frequency 118.2

MHz) after the pilot has reported that the aerodrome in sight.

2.5.7.1.2. For avoiding traffic conflict over BTF VOR/DME (IAF), overflying

aircraft through SHE CTR from west/southwest to east/northeast

and vice versa may be diverted via SH NDB/LOC instead of via

BTF VOR/DME.



120

POSN OFARR

TAKE OFFRUNWAYS

REMARKSPOSN OF

ARRTAKE OFFRUNWAYS

REMARKS

ALL RUNWAYS PERMITTED ALL RUNWAYS PERMITTED

07, 16R, 25 PERMITTED

07, 34L, 25 PERMITTED

34L NOT PERMITTED 16R NOT PERMITTED

ALL RUNWAYS NOT PERMITTED ALL RUNWAYS NOT PERMITTED

Figure 31. Separation ofdeparting aircraft from arriving

aircraft executing BTF VOR/DMEapproach procedure

Figure 32. Separation ofdeparting aircraft from arriving

aircraft executing SH NDBapproach procedure



121

2.5.7.2. Departure procedure

2.5.7.2.1. Aircraft departing from Brigtstar or Tigerfort Aerodrome shall

be handled accordingly. Released time is required for aircraft

departing from one of or both aerodromes.

2.6. AUTHORIZATION FOR THE CONDUCT OF VFR WITHIN CTR

2.6.1. VFR flight to operate within SHE CTR and BTF CTA shall :

a) have two-way radio communication;

b) obtain approval from ATC unit;

c) report position as required.

2.6.1.2. ATC service will be provided to all VFR flights within SHE

CTR/BTF CTA except within VFR corridor. Those VFR flights

are then complying with ATC clearance/instruction and to

request amended clearance when VMC can no longer be

maintained.

2.6.2. Entry and exit procedures for VFR flight at SHE aerodrome

are as follow :

2.6.2.1. VFR flight proceeding to SHE APT shall be cleared to contact

SHE TWR at or before BT NDB/WEBER (traffic from west)

and at or before TF NDB/ESTER (traffic from east).

2.6.2.2. Departing VFR will be cleared to contact SHE APP at or

before point ALPHA (for westbound traffic) and at or before

point BRAVO (for eastbound traffic).



122

2.7. SPECIAL VISUAL FLIGHT RULES (SVFR)

2.7.1 VFR flight in SHE CTR shall normally be conducted in VFR

condition. However, when VFR weather condition do not exist

and there is a good cause for an aircraft unable to comply with

IFR to operate, such aircraft may be granted special

authorization to enter, fly or leave the SHE CTR when :

a) traffic condition permit;

b) the operation of SVFR will not delay aircraft operate or

about to operate IFR;

c) ceiling is not less than 700 meters (2,000 ft.);

d) cloud formation is such that aircraft can be flown clear of

cloud and in sight of the ground or water;

e) horizontal visibility is not less than 1 mile (1,600 metres)

for take-off and 2 miles (3,200 metres) for landing.




2.8.1.1. When an emergency is declared by an aircraft, SHE APP

should take appropriate and relevant action as follows :

a) unless clearly stated by the flight crew or otherwise

known, take all necessary steps to ascertain aircraft

identification and type, the type of emergency, the

intentions of the flight crew as well as the position and

level of the aircraft;

b) decide upon the most appropriate type of assistance



123

which can be rendered;

c) enlist the aid of SHE TWR/BTF ACC or other services

which may be able to provide assistance to the aircraft;

d) provide the flight crew with any information requested as

well as any additional relevant information, such as

details on suitable aerodromes, minimum safe altitudes,

weather information;

e) obtain from the operator or the flight crew such of the

following information as may be relevant: number of

persons on board, amount of fuel remaining, possible

presence of hazardous materials and the nature thereof;

and

f) notify the appropriate ATS units and authorities as

specified in local instructions.


should normally be made only when or if an improved service

can be provided to the aircraft concerned. Manoeuvring

instructions to an aircraft experiencing engine failure should

be limited to a minimum. When appropriate, other aircraft

operating in the vicinity of the aircraft in emergency should be

advised of the circumstances.

2.8.1.3. An aircraft known or believed to be in state of emergency,

including being subjected to unlawful interference or in aircraft

bomb threat, shall be given priority over other aircraft.



subjected to unlawful interference, take any necessary actions

as follow :

a) report to the Supervisor/Senior Officer concerning the



124

situation, then if there is positive indication that the

aircraft is in such situation, notify Seahorse Airport

Manager, other ATS authorities, operator, designated

security authority;

b) transmit and continue to transmit, information pertinent to

the safe conduct of flight, without reply from the aircraft;

c) monitor and plot the progress of the flight;

d) inform other aircraft with the existing situation;

e) inform and continue to keep informed, appropriate ATS

units;

f) relay appropriate message, relating to the circumstances

associated with unlawful interference, between the

aircraft and designated authorities.


2.8. 3.1. If you are in communication with an aircraft believed to be in


actions as follow :


situation, then if there is positive indication that the

aircraft is in such situation, notify Seahorse Airport

Manager, other ATS authorities, operator, designated

security authority;

b) take or bring the aircraft to the designated isolated

parking area (IPA) in accordance with local instructions

(see attachment 2 on page 223);

2.8.4. Emergency descent

Upon receipt of advice that an aircraft is making emergency



125

descent through other traffic, all possible action should be

taken immediately to safeguard all aircraft concerned. When

deemed necessary, SHE APP should immediately broadcast

by means of the appropriate radio aids, or if not possible,

request the appropriate communication stations immediately

to broadcast an emergency message.

2.8.4.1. The possible actions should be taken into consideration such

as :

a) make sure that the expected flight path of aircraft

experiencing emergency descent will clear of traffic;

b) instruct other aircraft to keep away from the track which

will be flown by emergency aircraft using the example of

phraseology : ALL AIRCRAT ON WHISKEY ONE ONE

BELOW 10,000 FEET AVOID WHISKEY ONE ONE 20

NM TO THE LEFT [or RIGHT] MAINTAIN PRESENT

ALTITUDE DUE TO ONE B-747 EXECUTING

EMERGENCY DESCENT FROM FL 250 TO 3,000

FEET;

c) monitor the maneouver of emergency aircraft (position,

level, time, etc.)

d) recall other aircraft to resume their flight after obtaining

the assurance that the emergency aircraft has passed

initial approach level and on final approach to land;

e) coordinate with SHE TWR and other relevant units.

Note.— It is axiomatic that an aircraft which is experiencing

emergency is unable to be instructed to climb, maintain or

other unnecessary maneuver. It is therefore, the only

maneuver which can be done is subject to the pilot decision.




126

2.8.5.1. 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 transmission from the SHE APP or not.


instruction but SHE APP is still able to read any transmission

from the pilot, it indicates that the aircraft is experiencing

receiver failure. In this situation SHE APP shall take the

following actions :

a) clear other aircraft to avoid the route and/or altitude to

be flown by aircraft experiencing radio receiver failure, as

necessary;

b) when information is received from the aircraft

experiencing radio receiver failure that it has passed any

altitude/level, recall other aircraft which occupies the

altitude/level to return to original route;

c) when information is received from the aircraft

experiencing radio receiver failure that it has established

visual contact, inform SHE TWR about the conditions,

and handle other aircraft appropriately.

2.8.5.3. On the contrary, if there is no pilot transmission as well as

pilot response to ATC instruction, it indicates that the aircraft

is experiencing transmitter failure or total radio failure. In this

situation, SHE APP shall clear other aircraft to avoid the route

and/or altitude to be flown by aircraft experiencing radio

failure.



between the aircraft having the communication failure and

other aircraft, based on the assumption that the aircraft will :

2.8.5.4.1. If in visual meteorological conditions :



127

a) continue to fly in visual meteorological conditions;

b) land at the nearest suitable aerodrome; and

c) report its arrival by the most expeditious means to SHE

APP.

2.8.5.4.2. If in instrument meteorological conditions

a) maintain the last assigned speed and level to BTF

VOR/DME or other clearance limit as specified by SHE

APP (see again 3.4.1.1. and 3.4.1.2.) or minimum flight

altitude (MFA) if higher, for at least 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;

b) proceed to BTF VOR/DME or SH NDB/LOC conform to

the previous instruction from SHE APP or BTF ACC,

when required to ensure compliance with c) below, hold

over BTF VOR/DME or SHNDB/LOC until

commencement of descent;

c) commence descent from BTF VOR/DME or SH

NDB/LOC at, or as close as possible to, the EAT) last

received and acknowledge; or, if no EAT has been

received and acknowledge, at or as close as possible to,

the ETA resulting from the current flight plan;

d) complete a normal instrument approach procedure as

specified for BTF VOR/DME or SH NDB/LOC; and

e) land, if possible, within 30 minutes after the ETA or the

last acknowledge EAT, whichever is the later.

2.8.5.5. As soon as it is known that two-way communication has

failed, appropriate information describing the action taken by

SHE APP, or instructions justified by any emergency

situation, shall be transmitted blind for the attention of the



128

aircraft concerned, on the frequencies available on which the

aircraft is believed to be listening, including the voice

frequencies of available radio navigation or approach aids.

Information shall also be given concerning meteorological

conditions at suitable aerodromes.

2.8.5.6. Pertinent information shall be given to other aircraft in the

vicinity of the presumed position of the aircraft experiencing

the failure.

2.8.5.7. As soon as it is known that an aircraft which is operating in

SHE CTR is experiencing an apparent radio communication

failure, SHE APP shall forward information concerning the

radio communication failure to SHE TWR, or BST INFO

(Brightstar AFIS Unit) or TGF INFO (Tigerfort AFIS Unit) in

whose area the destination aerodrome is located.

2.8.5.8. If circumstances indicate that a controlled flight experiencing

a communication failure might proceed to (one of) the

alternate aerodrome(s) specified in the filed flight plan, the

ATS unit(s) serving the alternate aerodrome(s) and any other

ATS unit(s) that might be affected by a possible diversion

shall be informed of the circumstances of the failure and

requested to attempt to establish communication with the

aircraft at a time when the aircraft could possibly be within

communication range.


a) the ETA furnished by the pilot;

b) the ETA calculated by SHE APP; or

c) the last acknowledged EAT,

2.8.5.10. 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



129

desire. It is the responsibility of the aircraft operators, or their

designated representatives, and pilot-in-command of aircraft

to determine whether they will resume normal operations or

take other action.

2.8.5.11. Action taken to ensure suitable separation shall cease to be

based on the assumption stated in 2.8.5.4. when :

a) it is determined that the aircraft is following a procedure

differing from that in 2.8.5.4.; or

b) through the use of electronic or other aids, SHE APP

determine that action differing from that required by

2.8.5.4. may be taken without impairing safety; or

c) positive information is received that the aircraft has

landed.

2.8.6. Assistance to VFR flights

2.8.6.1. Strayed VFR flights or VFR flights encountering adverse

meteorological conditions

Note.— A strayed aircraft is an aircraft which has deviated

significantly from its intended track or which reports that it is

lost.

2.8.6.2. A VFR flight reporting that it is uncertain of its position or lost,

or encountering adverse meteorological conditions, should be

considered to be in a state of emergency and handled as

such. SHE APP shall, under such circumstances,

communicate in a clear, concise and calm manner and care

shall be taken, at this stage, not to question any fault or

negligence that the pilot may have committed in the

preparation or conduct of the flight. Depending on the

circumstances, the pilot should be requested to provide any of

the following information considered pertinent so as to better

provide assistance :



130

a) aircraft flight conditions;

b) position (if known) and level;

c) airspeed and heading since last known position, if

pertinent;

d) pilot experience;

e) navigation equipment carried and if any navigation aid

signals are being received;

f) departure and destination aerodromes;

g) number of persons on board;

h) endurance.

2.8.6.3. If communications with the aircraft are weak or distorted and

reporting difficulty in maintaining or unable to maintain VMC,

the pilot should be suggested to climb to minimum flight

altitude of the area.

2.8.6.4. If the position of the aircraft has been established with a

sufficient degree of probability, a track or heading, or a climb,

may be suggested to bring the aircraft to a safe level.

2.8.6.5. The pilot should be provided with reports and information on

suitable aerodromes in the vicinity where visual

meteorological conditions exist.

2.8.6.6. When providing assistance in adverse meteorological

conditions, the primary objective should be to bring the aircraft

into VMC as soon as possible.

Note 1.— The possibility of a VFR flight becoming strayed as

a result of encountering adverse meteorological conditions



131

must be recognized.

Note 2.— SHE APP should endeavour to make close

coordination with Meteorological Office to ensure the existing

weather conditions in the area.


2.8.7.1. Strayed or unidentified aircraft

Note 1.— The terms “strayed aircraft” and “unidentified

aircraft” in this paragraph have the following meanings:

a. Strayed aircraft : An aircraft which has deviated

significantly from its intended track or which reports that it

is lost.

b. Unidentified aircraft : An aircraft which has been reported

to be operating in a given area but whose identity has not

been established.

Note 2.— An aircraft may be considered, at the same time, as

a “strayed aircraft” by one unit and as an “unidentified aircraft”

by another unit.

Note 3.— A strayed or unidentified aircraft may be suspected

as being the subject of unlawful interference.

2.8.7.1.1. As soon as SHE APP becomes aware of a strayed aircraft, it

shall take all necessary steps as outlined in 2.8.7.1.1. a) and

b) to assist the aircraft and to safeguard its flight.

a) If the aircraft’s position is not known, SHE APP shall:



2) use all available means to determine its position;



132

3) inform other SHE TWR/BTF ACC into whose area the

aircraft may have strayed or may stray, taking into

account all the factors which may have affected the

navigation of the aircraft in the circumstances;

4) inform, in accordance with locally agreed procedures,

appropriate military units and provide them with

pertinent flight plan and other data concerning the

strayed aircraft;

5) request from the units referred to in 3) and 4) and

from other aircraft in flight every assistance in

establishing communication with the aircraft and

determining its position.

b) When the aircraft’s position is established, SHE APP shall:

1) advise the aircraft of its position and corrective action

to be taken; and

2) provide, as necessary, other ATS units and

appropriate military units with relevant information

concerning the strayed aircraft and any advice given

to that aircraft.

2.8.7.2. As soon as SHE APP becomes aware of an unidentified

aircraft in SHE CTR, it shall endeavour to establish the identity

of the aircraft whenever this is necessary for the provision of

air traffic services or required by the appropriate military

authorities in accordance with locally agreed procedures.

2.8.7.2.1. SHE APP shall, as necessary, inform the appropriate military

unit as soon as the identity of the aircraft has been

established.

2.8.7.3. Should SHE APP consider that a strayed or unidentified

aircraft may be the subject of unlawful interference, the

appropriate authority designated by the State shall



133

immediately be informed, in accordance with locally agreed

procedures.


2.8.8.1. As soon as SHE APP learns that an aircraft is being

intercepted in SHE CTR, it shall take such of the following

steps as are appropriate in the circumstances :

a) attempt to establish two-way communication with the


emergency frequency 121.5 MHz, unless such

communication already exists;

b) inform the pilot of the intercepted aircraft of the

interception;

c) establish contact with the intercept control unit

maintaining two-way communication with the

intercepting aircraft and provide it with available

information concerning the aircraft;

d) relay messages between the intercepting aircraft or the


necessary;

e) in close coordination with the intercept control unit take all

necessary steps to ensure the safety of the intercepted

aircraft; and

f) inform BTF ACC if it appears that the aircraft has strayed

from BTF CTA.

2.8.8.2. As soon as SHE APP learns that an aircraft is being

intercepted outside SHE CTR, it shall take such of the

following steps as are appropriate in the circumstances :

a) inform BTF ACC in which the interception is taking place,



134

providing this unit with available information that will

assist in identifying the aircraft and requesting it to take

action in accordance with 3.6.8.2.;

b) relay messages between the intercepted aircraft and the

appropriate ATS unit, the intercept control unit or the

intercepting aircraft.

2.8.9. Fuel dumping

2.8.9.1. General

2.8.9.1.1. An aircraft in an emergency or other urgent situation may

need to dump fuel so as to reduce to maximum landing mass

in order to effect a safe landing.

2.8.9.1.2. When an aircraft operating within SHE CTR needs to dump

fuel, the flight crew shall advise SHE APP then SHE APP

inform BTF ACC for airspace reservation. SHE APP should

then coordinate with the flight crew the following :

a) the route to the designated fuel dumping area;

b) the minimum level to be used is 6,000; and

c) the duration of the fuel dumping.

d) Inform BTF ACC the last position and the expected route

to be flown by aircraft.

2.8.9.1.3. Designated area for fuel dumping

2.8.9.1.3.1. The ATS Authority of Batfish has designated an area fo fuel

dumping with the following data :

a) Lateral limit : an area within radius of 25 NM centred

at a point DUMPY (05°28’02.28”S;

105°51’37.80”E) that located on radial



135

310° at a distance of 65 NM from BTF

VOR/DME (see CTA chart on

attachment 8 on page 230);

b) Vertical limit : - upper limit : 14,000 feet

- lower limit : 6,000 feet

2.8.9.1.3.2. When an aircraft that needs to dump fuel has been operating

within SHE CTR, it shall be cleared to dump his/her fuel at the

designated area. SHE APP shall advise BTF ACC about the

condition.

2.8.9.2. Separation

2.8.9.2.1. Other known traffic should be separated from the aircraft

dumping fuel by :

2.8.9.2.2. a) at least 19 km (10 NM) horizontally, but not behind the

aircraft dumping fuel;

b) vertical separation if behind the aircraft dumping fuel

within 15 minutes flying time or a distance of 93 km (50

NM) by:

1) at least 300 m (1,000 ft) if above the aircraft dumping

fuel; and

2) at least 900 m (3,000 ft) if below the aircraft dumping

fuel.

Note.— The horizontal boundaries of the area within which

other traffic requires appropriate vertical separation extend for

19 km (10 NM) either side of the track flown by the aircraft

which is dumping fuel, from 19 km (10 NM) ahead, to 93 km

(50 NM) or 15 minutes along track behind it (including turns) -

see figure 33 on page 136.



136

2.8.9.3. Communications

2.8.9.3.1. Ask the flight crew to contact BTF ACC for further instructionbefore proceeding to the designated fuel dumping area.

Figure 33. Vertical and horizontal separation betweenaircraft executing fuel dumping and other aircraft

2.8.9.4. Information to SHE TWR and non-controlled traffic

2.8.9.4.1. A warning message shall be broadcast on appropriatefrequencies for non-controlled traffic to remain clear of the areaconcerned.



2.8.10.1.1. General

2.8.10.1.2. ATC contingencies related to communications, i.e.

15 MINUTES (50 NM)

12,000 FT11,000 FT10,000 FT9,000 FT8,000 FT7,000 FT6,000 FT

DUMPING FUEL AIRCRAFT

R = RADIUS = 10 NM

R

R

R



137

circumstances preventing a controller from communicating with

aircraft under control, may be caused by either a failure of

ground radio equipment, a failure of airborne equipment, or by

the control frequency being inadvertently blocked by an aircraft

transmitter. The duration of such events may be for prolonged

periods and appropriate action to ensure that the safety of

aircraft is not affected should therefore be taken immediately.

2.8.10.1.2. Ground radio failure

2.8.10.1.2.1. In the event of complete failure of the ground radio equipment

used by SHE APP, the controller shall :

(1) where aircraft are required to keep a listening watch

on the emergency frequency 121.5 MHz, attempt to

establish radio communications on that frequency;

(2) without delay inform SHE TWR and BTF ACC, as

applicable, of the failure;

(3) appraise SHE TWR and BTF ACC of the current traffic

situation;

(4) if practicable, request their assistance, in respect of aircraft

which may establish communications with those positions

or units, in establishing separation between and

maintaining control of such aircraft; and

(5) ask BTF ACC to hold or re-route all controlled flights

outside SHE CTR until such time that the provision of

normal services can be resumed.

2.8.10.1.3. Blocked frequency

2.8.10.1.3.1. In the event that the control frequency is inadvertently blocked

by an aircraft transmitter, the following additional steps should

be taken :



138

a) attempt to identify the aircraft concerned;

b) if the aircraft blocking the frequency is identified, attempts

should be made to establish communication with that

aircraft, e.g. on the emergency frequency 121.5 MHz,

through the aircraft operator’s company frequency if

applicable, on any VHF frequency designated for air-to-air

use by flight crews or any other communication means or, if

the aircraft is on the ground, by direct contact;

c) if communication is established with the aircraft concerned,



frequency.

2.8.10.1.4. Unauthorized use of SHE APP frequency

2.8.10.1.4.1. Instances of false and deceptive transmissions on SHE APP


occasionally occur. In the event of such occurrences, SHE APP

concerned should :

a) correct any false or deceptive instructions or clearances

which have been transmitted;

b) advise all aircraft on the affected frequency(ies) that false

and deceptive instructions or clearances are being

transmitted;

c) instruct all aircraft on the affected frequency(ies) to verify


d) if practical, instruct aircraft to change to another frequency;

and

e) if possible, advise all aircraft affected when the false and


transmitted.



139

2.8.10.1.4.2. Flight crews shall challenge or verify with SHE APP any



2.8.10.1.4.3. When the transmission of false or deceptive instructions and




2.8.11. Other ATC contingency procedures

2.8.11.1. Emergency separation

2.8.11.1.1. During emergency situation, there will be possibility that the

standard separation minima can be maintained, therefore, SHE

APP may apply vertical emergency separation of 150 m (500 ft)

temporarily until the applicable horizontal separation.

2.8.11.1.2. When emergency separation is applied the flight crews

concerned shall be advised that emergency separation is being

applied and informed of the actual minimum used. Additionally,

all flight crews concerned shall be provided with essential traffic

information.

2.8.11.2. Procedures in regard to aircraft equipped with airborne collision

avoidance systems (ACAS)

2.8.11.2.1. 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 to the normal SHE APP procedures.

2.8.11.2.2. 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”.



140

2.8.11.2.3. 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 current clearance and

issues an alternative clearance which is acknowledged by

the flight crew (see figure 34 below).

Note .— Pilots are required to report RAs which require a deviation

from the current ATC clearance or instruction. This report informs

SHE APP that a deviation from clearance or instruction is taking place

in response to an ACAS RA.

Figure 34. Two aircraft are induced by resolution advisory (RA)

COLLISIONPOINT

COLLISION ISPREDICTED

TRAFFICTRAFFIC

COLLISION ISPREDICTED

TRAFFICTRAFFIC

CLIMBCLIMB

DESCENDDESCEND

CLEAR OFCONFLICT

CLEAR OFTRAFFIC

NO ATC INTERVENTION AMENDMENT CLR/INST

AMENDMENT CLR/INST NO ATC INTERVENTION



141

2.8.11.2.4. ACAS can have a significant effect on ATC. Therefore, the

performance of ACAS in the ATC environment should be

monitored.

2.8.11.2.5. Following a significant ACAS event, pilots and controllers should

complete an air traffic incident report.

Note .— The phraseology to be used by controllers and pilots is

contained in attachment 31 on page 325.


2.8.12.1. SHE APP may instruct an aircraft to change its type of RTF call


more aircraft RTF call sign is such that confusion is likely to

occur.


shall be applicable only within SHE CTR.

2.8.12.3. To avoid confusion, SHE APP should, if appropriate, identify the

aircraft which will be instructed to change its call sign by

referring to its position and/or level.

2.8.12.4. When SHE APP changes the type of call sign of an aircraft,

SHE APP shall ensure that the aircraft reverts to the call sign

indicated by the flight plan when the aircraft is transferred to

SHE TWR or BTF ACC, except when the call sign change has

been coordinated between SHE APP and BTF ACC.

2.8.12.5. SHE APP shall advise the aircraft concerned when it is to revert






142


a) engine shut-down or damage (either single or multi);

b) smoke or fire in the cockpit;

c) engine cut-off by automatic fire extinguisher;

d) creating cabin pressurization, loss of altitude or need to land

at the nearest aerodrome;

e) executing emergency landing; or

f) blocks the runway;

g) great activities in the cockpit;

h) passenger evacuation may be necessary;

i) panic ness of passenger;

j) land at other aerodrome.


a) ask the flight crew whether the dangerous good on board

and number of persons on board;

b) inform the aerodrome conditions;

c) offer land not into the wind;


e) clear the flight path in accordance with the existing

procedures;

f) coordinate with SHE TWR to :

1) prepare for emergency procedure in accordance with

the standard operating procedure (SOP);



143

2) prepare GSE (towing equipment);

3) prepare lighting facilities (runway and approach light);

4) coordinate with FFS;

g) inform Brightstar and Tigerfort aerodrome;

h) if the aircraft land at Brightstar ord Tigerfort, record the last


the condition of such aircraft;

i) report to OPR/designated representative;



of engine :


b) creates the pressurization problem;

c) executing fuel dumping;

d) executing emergency landing

e) great activities in the cockpit;

f) deviation from SID;

g) executing steep descent;

h) route deviation;






144




procedures;

f) coordinate with SHE TWR to :






g) inform Brightstar and Tigerfort aerodrome upon the

situation;

h) if the aircraft land at Brightstar or Tigerfort, record the last






b) evacuation of passengers;

c) blocks the runway;


e) route deviation;

f) the influency of communication (due to oxygen masker);



145

g) panic ness of passenger;

h) injury of passenger or flight crew.







f) offer the aircraft to land not into the wind;

g) clear the flight path in accordance with the existing

procedures;



i) coordinate with SHE TWR to :






j) in form Brightstar and Tigerfort aerodrome upon the

situation;

k) if the aircraft land at Brightstar or Tigerfort, record the last





146

2.9.4. Bird strike





d) failed to land;

e) return to base;

f) poor or limited visibility.



properly;

b) give the permission to extend downwind, if requested;

c) check the runway condition;


e) coordinate with SHE TWR to :







g) coordinate with the FFS and Security Units.




147




c) tire explosion;




a) inform the aerodrome conditions;

b) coordinate with SHE TWR to :






c) coordinate with the operator for standbying of aircraft

technician.

2.9.6. Gear problem








148




runway;

b) coordinate with SHE TWR to :






c) coordinate with BTF ACC in case of aircraft executing fuel

dumping;

d) coordinate with the operator for standbying of aircraft

technician.







e) limited readbacks





149

h) the possibility of subsequent engine failure;



runway;

b) inform the facilities which may be available;

c) coordinate with SHE TWR to :





4) coordinate with FFS.

d) coordinate with BTF ACC in case of aircraft executing fuel

dumping;

e) coordinate with the operator for standbying of aircraft

technician.




system, flaps, etc;







150






a) ask the flight crew whether the dangerous good on board ;

b) ask the number of persons on board;

c) inform the aerodrome conditions, including the length of

runway;

d) coordinate with SHE TWR to :






e) coordinate with BTF ACC in case of aircraft executing fuel

dumping;

f) coordinate with the operator for standbying of aircraft

technician.





emergency or ambulance/aircraft carrying seriously injured



151

person or aircraft engage in SAR oepration.

2.10.2. When necessary to close the aerodrome for VIP,

EXPECTED DELAY NOTAM shall be issued that define that

the closure of aerodrome as from 30 minutes before departure

until 15 minutes after departure fo VIP flight.

2.10.3. For anticipating the possibility of wrong handling of VIP flight

and enhancing situational awareness, VIP flight shall use the

following call sign :



2.10.4. Separation between VIP flight and other traffic shall be similar to

the existing criteria except for vertical is 2,000 feet.

2.10.5. For the purpose of regularity and efficiency, close coordination

is needed between SHE APP and other units involved in

handling VIP operation.





c) the State's Guest whose ranks equal to the President or

Vice President.

2.10.7. In case the President or the Vice President flies using the

regular flight (which is not exclusively stated as VIP flight), such

flight shall be handled as appropriate with the extra-caution and

close coordination and other units involved in handling VIP

operation is still necessary.



152



specifically related to the provision of air traffic services

involving such occurrences as aircraft proximity (AIRPROX) or

other serious difficulty resulting in a hazard to aircraft, caused

by, among others, faulty procedures, non-compliance with













from surveillance control to non-surveillance control (due to

unserviceable/malfunction) where separation of 5 NM must be

changed into non-surveillance separation (based on time or

vertical). Another example when there is an aircraft executing

emergency descent, etc.

2.11.2.3. No risk of collision : the risk classification of an aircraft proximity

in which no risk of collision has existed. Example of this



less than prescribed minima. Another example when the

separation between aircraft is less than minima but both aircraft

fly away one to each other, etc.

2.11.2.4. Risk not determined : the risk classification of an aircraft

proximity in which insufficient information was available to



153

determine the risk involved, or inconclusive or conflicting

evidence precluded such determination. Example of this

classification such as unidentified or strayed aircraft entering an

area of jurisdiction of an ATC Unit. Another example when the

conditions of visibility which prevent the aerodrome control

tower from applying visual separation between aircraft, and

between aircraft and vehicles operate on the manoeuvring area.



--- oOo ---



154

CHAPTER III

BATFISH AREA CONTROL PROCEDURE

3.1. GENERAL

3.1.1. Batfish Area Control Centre (BTF ACC), provides :

a) area control service;


c) alerting service

to controlled flights operate within BTF CTA.

3.1.2. BTF ACC provides separation (standard as well as local) between :

a) controlled flights that have been released by SHE APP until

the flights cross BTF CTA boundary;

b) controlled flights that have been transferred by the adjacent

ACC or FIC until the flights are released to SHE APP.

3.2. FACILITIES, SERVICES AND PROCEDURE

3.2.1. ATC Unit Identification : BATFISH CONTROL (BTF ACC);

Radio Frequency : 126.0 MHz.

3.2.2. Airspace dimension (see attachment 8 on page 230)

3.2.2.1. Batfish Control Area (BTF CTA)

a) lateral limit : PAPAH (03°12’44.64’’S;105°14’45.24’’E),

thence along an arc of the circle with

radius of 200 NM centered at Radar Head



155

Seahorse (06°12’44.64’’S; 105°14’45.24’’E),

QUEBEC (4°31'10.92"S 109°32'19.32"E),

ROMEO (07°55’43.32’’S; 109°32'19.32"E)

thence along an arc of the circle with

radius of 200 NM centered at Radar Head

Seahorse to PAPAH (03°12’44.64’’S;

105°14’45.24’’E).

b) vertical limit : 1) upper limit : FL 460

2) lower limit : 6,000 ft except above

SHE CTR is 10,000 ft.

3.2.2.2. Prohibited Area (SAP-2) Battlefield Air Force Base (BTF AFB)

a) lateral limit : a circle with radius of 20 NM centered at

AB NDB (06°14’46.32’’N;104°43’23.16’’E)

b) vertical limit : 1) upper limit : UNLIMITED

2) lower limit : ground/water

3.2.2.3. Designated area for fuel dumping

a) lateral limit : an area within radius of 25 NM centred at

a point DUMPY (05°28’02.28”S;

105°51’37.80”E) that located on radial

310° at a distance of 65 NM from BTF

VOR/DME;

b) vertical limit : 1) upper limit : 14,000 ft.

2) lower limit : 6,000 ft.

3.2.3. Navigation aids and reporting points :

Navigation aids and fixes within BTF CTA (see table 8 on page

158).



156

Table 8

Navigation aids and fixes within BTF CTA

Type of fix ID FreqHour of

opsLocation

(coordinates)Remarks

1 2 3 4 5 6

VOR/DME BTF 113.3 H – 2406°09’48.96”S,106°41’25.44”E

For IAP runway 16R/clearance limit for ARR

LOC SH 320 H – 2406°23'11.76"S,106°45'46.44"E

For IAP runway 34L

NDB BT 370 H – 2406°26'33.36"S,106°29'58.56"E

Holding/feeder point

NDB TF 380 H – 2406°09’48.96”S,107°05'12.48"E

Holding/feeder point

NDB WP 355 H – 2406°09’48.96”S,103°20’29.40”E

Transfer point (CTAwest boundary)

NDB SW 360 H – 2406°09’48.96”S,103°20’29.40”E

Transfer point(southwest)

NDB ET 345 H – 24 06°09’48.96”S,109°32’19.32”E

Transfer point (CTA eastboundary)

NDB AB 365 H – 1206°14’46.32”S,104°43’23.16’’E

Indonesian Air ForceBase

ILS ISHE 110.5 H – 2406°18'44.64'' S

106°44'45.96'' EPrecision ApproachCat. I for runway 34L

FIX AMBER - -06°09’48.96”S

106°00'41.76"EReporting point (CTRwest boundary)

FIX BURSA - -05°34'24.24"S

106°31'56.28"EReporting point (CTRnorth boundary)

FIX COMET - -05°46'07.32”S

107°09’39.60”EReporting point (CTRnortheast boundary)

FIX DORIN - -06°23'33.00”S

107°19'11.28”EReporting point (CTRsoutheast boundary)

FIX ECTOR - -06°53'26.88”S

106°39’45.72”EReporting point (CTRsouth boundary)

FIX PRADA - -06°09’48.96”S

104°58'42.24" EReporting point en-route

FIX AMINA - -02°59'47.40" S

106°00'39.96" EReporting point en-route

FIX NIKEL - -02°34’34.68”S105°50'30.48”E

Reporting point (CTAnorth boundary)

FIX ARDEE - -04°57'22.32”S

108°07'45.48”EReporting point en-route

FIX CANEE - -07°01'12.00”S


FIX RANEE - -07°18'48.24”S




157

1 2 3 4 5 6

FIX GOLAN - -07°12’22.32”S

109°32’19.32”EReporting point (CTAsoutheast boundary)

FIX SIMON - -09°25’48.36”S

107°35’12.84”EReporting point (CTAsouth boundary)

FIX MAHAR - -07°36'50.04"S

106°55'33.24"EReporting point en-route

FIX SANDY - -08°48'57.96”S

104°34'41.88”EReporting point (CTAsouthwest boundary)

3.3. GENERAL PROCEDURES

3.3.1. Except when traffic conditions permit authorization of cruise

climb, BTF ACC shall normally authorize only one level for an

aircraft beyond BTF CTA.

Note.— Traffic condition permit means that the aircraft

executing cruise climb will not prevent controller to do the

control of traffic properly because cruise climb needs relative

long time to change from one level to another (using low rate of

climb).

3.3.2. Aircraft authorized to employ cruise climb techniques shall be

cleared to operate between two levels or above a level.

Example phraseology for cruise climb :

a) [ACID] CRUISE CLIMB BETWEEN 10,000 [FEET] AND

FL 190

b) [ACID] CRUISE CLIMB ABOVE FL 130

3.3.3. If it is necessary to change the cruising level of an aircraft

operating along an established ATS route extending partly

within and partly outside BTF CTA and where the respective

series of cruising levels are not identical, the change shall,

whenever possible, be effected within BTF CTA.

3.3.4. When an aircraft has been cleared into NTR CTA or SGL CTA

at a cruising level which is below the established minimum



158

cruising level for a subsequent portion of the route, BTF ACC

should issue a revised clearance to the aircraft even though the

pilot has not requested the necessary cruising level change.

3.3.5. An aircraft may be cleared to change cruising level at a

specified time, place or rate.

3.3.6. In so far as practicable, cruising levels of aircraft flying to

the same destination shall be assigned in a manner that will be

correct for an approach sequence at destination (see figure 35

below).

Figure 35. Correct for an approach sequence at destination

3.3.7. An aircraft at a cruising level shall normally have priority over

other aircraft requesting that cruising level. When two or more

aircraft are at the same cruising level, the preceding aircraft shall

normally have priority (see figure 36 on page 159).

3.4. ARRIVAL PROCEDURES

3.4.1. Clearance limit

3.4.1.1. At the first contact to BTF ACC :

a) all incoming aircraft with the SHE APT as aerodrome of

destination shall be cleared to BTF VOR/DME as the

clearance limit, except when BTF ACC obtains information

CTAB

CTAA

1

2

34



159

from SHE APP that the runway-in-use for landing is 34L, after

coordination with SHE APP, BTF ACC may reclear the

arriving aircraft to SH NDB/LOC via BT/TF NDB or hold over

BT/TF NDB;

Figure 36. Aircraft at a cruising level priority has priority overother aircraft requesting that cruising level

Note.— For the purpose of separating traffic and/or efficiency,

arriving aicraft from :

1. AMBER, BURSA, COMET and TF NDB may be cleared

to SH NDB via BTF VOR/DME.

2. MAHAR/SIMON may be cleared to SH NDB via ECTOR.

3. CANEE/GOLAN may be cleared to SH NDB via DORIN.

b) all incoming aircraft with Brightstar as aerodrome of

destination shall be cleared to BT NDB as the clearance limit;

c) all incoming aircraft with Tigerfort as aerodrome of destination

shall be cleared to TF NDB as the clearance limit;

3.4.2. Route of flight

3.4.2.1. Diversionary routing (for separation) at low levels shall be

FL 170

ACFT : REQUEST FL 170ATC : NEGATIVE CLIMB TO FL 150 …ETC.

ACFT : REQUEST FL 170ATC : NEGATIVE DESCEND TO FL 190 …ETC.



160

informed to SHE APP.

3.4.3. Level

3.4.3.1. The level at which aircraft can be cleared to descend shall be

coordinated with SHE APP (for obtaining vacant level

information).

Note.— Vacant level is assigned for holding fix and reserved for

any aircraft that come first and not for particular aircraft. It is

therefore, SHE APP will not give vacant level for particular aircraft

but vacant level at BT NDB/TF NDB.

3.4.4. Separation

3.4.4.1. Vertical separation

The vertical separation minimum shall be a nominal 300 m (1,000

feet) below FL 290 and a nominal 600 m (2,000 feet) at or above

FL 290.

Note.— See again the description of lateral separation in

2.5.2.1.1. on page 100 up to 2.5.2.1.4. on page 104 and figure 16

oage 101 up to figure 21 on page 104.

3.4.4.2. Longitudinal separation

3.4.4.2.1. In applying a time or distance-based longitudinal separation

minimum between aircraft following the same track, care shall be

exercised to ensure that the separation minimum will not be

infringed whenever the following aircraft is maintaining a higher

airspeed than the preceding aircraft. When aircraft are expected

to reach minimum separation, speed control shall be applied to

ensure that the required separation minimum is maintained.

3.4.4.2.2. Longitudinal separation may be established by requiring aircraft :

a) to depart at a specified time (see figures 37, 38 and 39 on

page 161);



161

Figure 37. Longitudinal separation by requiring aircraft to depart

at a specified time (same track and crossing behind)


at a specified time (reciprocal track crossing behind)


at a specified time (reciprocal track crossing ahead)

b) to arrive over a geographical location at a specified time (see

figure 40 on page 162); or

D

E5’/10’

9000 FT

8000 FT

ATC : D TAKE-OFF AT OR AFTER (time)

D

E

9000 FT

8000 FT

ATC : D TAKE-OFF AT OR AFTER (time)

10’10’

D

E

9000 FT

8000 FT

ATC : D TAKE-OFF AT OR BEFORE (time)

10’10’



162

Figure 40. Longitudinal separation by requiring aircraft to arrive

over a geographical location at a specified time

c) to hold over a geographical location until a specified time (see

figure 41 below).

Figure 41. Longitudinal separation by requiring aircraft to hold

over a geographical location until a specified time

3.4.4.2.3. For the purpose of application of longitudinal separation, the

terms same track, reciprocal tracks and crossing tracks shall have

the following meanings :

a) Same track : same direction tracks and intersecting tracks or

portions thereof, the angular difference of which is less than

45 degrees or more than 315 degrees, and whose protected

airspaces overlap (see figure 42 on page 163).

b) Reciprocal tracks : opposite tracks and intersecting tracks or

portions thereof, the angular difference of which is more than

BTO VOR0613JAL 612 CROSS BTO AT OR AFTER 0623

JAL 612 CPA 101

JAL 612 HOLD OVER OW (NDB) UNTIL 0654

OW NDB

JAL 612

CPA 101

CPA 101 LEFTOW NDB AT 0644



163

135 degrees but less than 225 degrees, and whose protected

airspaces overlap (see figure 43 below).

Figure 42. Same track criterion

Figure 43. Reciprocal tracks criterion

c) Crossing tracks : intersecting tracks or portions thereof other

than those specified in a) and b) above (see figure 44 on page

164).

< 45°

> 315°

> 135°

< 225°



164

Figure 44. Crossing tracks criterion

3.4.4.2.4. There three kinds of longitudinal separation :

3.4.4.2.4.1. Longitudinal separation based on time (time-based separation)

that may be applied based on position information and estimates

derived from voice reports. The standard longitudinal separation

minima applicable within BTF CTA are :

a) Aircraft maintaining the same level and flying on the same track :

1) 10 minutes (see figure 45 (a) on page 165); or

2) 5 minutes, provided that the preceding aircraft is

maintaining a true airspeed of 37 km (20 knot) or more

faster than the succeeding aircraft; and

(a) between aircraft that have departed from the same

aerodrome; or

(b) between en-route aircraft that have reported over the

same exact significant point; or

45° TO 135°

225° TO 315°



165

(c) between departing and en-route aircraft after the en-

route aircraft has reported over a fix that is so located

in relation to the departure point as to ensure that five-

minute separation can be established at the point the

departing aircraft will join the air route (see on page 45

(b) below); or

3) 3 minutes for the same track, provided that the preceding

aircraft is maintaining a true airspeed of 74 km (40 knot)

or more faster than the succeeding aircraft (see on page

45 (c) below).

(a)

(b) (c)

Figure 45. Longitudinal separation between aircraft maintainingat the same level and flying on the same track

b) Aircraft maintaining the same level and flying on the crossing

tracks : 10 minutes (see figure 46 on page 166);

c) Aircraft climbing or descending and flying on the same track :

1) 10 minutes while vertical separation does not exist (see

figure 47 and 48 on page 166); or

2) 5 minutes while vertical separation does not exist,

provided that the level change is commenced within 10

10’

NAV AID NAV AID

5’

AD/RP 20 KTFASTER

3’

AD/RP 40 KTFASTER



166

minutes of the time the second aircraft has reported over

an exact reporting point (see figure 49 and 50 on page

167).

Figure 46. Longitudinal separation between aircraft flyingat the same level and on crossing tracks

Figure 47. Ten-minute separation between aircraft descendingand on same track (crossing behind)

Figure 48. Ten-minute separation between aircraft climbingand on same track (crossing ahead)

FL 260

FL 250

FL 24010 MIN 10 MIN

10 MIN

FL 260

FL 250

FL 240

10 MIN10 MIN

10 MIN

10’

NAV AID

NAV AID

NAV AID



167

Figure 49. Five-minute separation between aircraft descendingand on same track (crossing ahead)

Figure 50. Five-minute separation between aircraft climbingand on same track (crossing behind)

e) Aircraft climbing or descending and flying on crossing tracks :

10 minutes while vertical separation does not exist (see

figures 51 below and figure 52 on [page 168);

Figure 51. Ten-minute separation between aircraft descendingand on crossing tracks

FL 260

FL 250

FL 240

5 MIN 5 MIN

5 MIN

10 MIN

FL 260

FL 250

FL 24010 MIN 10 MIN

10 MIN

FL 260

FL 250

FL 240

5 MIN

10 MIN

5 MIN

5 MIN



168

Figure 52. Ten-minute separation between aircraft climbingand on crossing tracks

(6) Aircraft on reciprocal tracks : vertical separation shall be

provided for at least ten minutes prior to and after the time the

aircraft are estimated to pass, or are estimated to have

passed (see figures 53 below and 54 on page 164). Provided

it has been determined that the aircraft have passed each

other, this minimum need not apply.

Figure 53. Ten-minute separation between aircraft onreciprocal tracks (crossing behind)

3.4.4.2.4.2. Longitudinal separation based on distance (distance-based

separation) using DME.

Note.— When the term on track is used in the provisions relating

FL 260

FL 250

FL 240

10 MIN10 MIN

10 MIN

F250

F240

F230

F220

F210

10

10

ESTIMATED TIMEOF PASSING



169

to the application of longitudinal separation minima using DME, it

means that the aircraft is flying either directly inbound to or

directly outbound from the station (see figure 55 below) and the

term simultaneous DME reading means that distance

information from pilot shall be obtained at relatively same time. In

fact, it is impossible for controller to ask for distance to both pilots

simultaneously. It is therefore, this term is meant that controller

shall ask for distance of one aircraft as soon as possible after

obtaining distance from the other (see figure 56 on page 170).

Figure 54. Ten-minute separation between aircraft onreciprocal tracks (crossing ahead)

Figure 55. Aircraft on track DME and not on rack DME

a) Separation shall be established by maintaining not less than

ESTIMATED TIMEOF PASSING

F250

F240

F230

F220

F210

10 MIN 10 MIN



170

specified distance(s) between aircraft positions as reported by

reference to DME in conjunction with other appropriate

navigation aids. Direct controller-pilot communication shall be

maintained while such separation is used;

Figure 56. Simultaneous reading of DME

b) Separation criteria :

1) Aircraft at the same cruising level and flying on the same

track :

(a) 37 km (20 NM), provided:

(1) each aircraft utilizes the same on-track DME

stations and separation is checked by obtaining

simultaneous DME readings from the aircraft at

frequent intervals to ensure that the minimum will

not be infringed (see figure 57 on page 171);

(b) 19 km (10 NM), provided:

(1) the leading aircraft maintains a true airspeed of 37

km/h (20 kt) or more faster than the succeeding

aircraft;

FL160

FL150

FL140



171

(2) each aircraft utilizes the same on-track DME

stations and separation is checked by obtaining

simultaneous DME readings from the aircraft (see

figure 57 below).

Figure 57. DME-based separation between aircrafton the same track and same level

2) Aircraft on crossing tracks

(a) The longitudinal separation prescribed 1) above shall

also apply provided each aircraft reports distance from

the station located at the crossing point of the tracks

and that the relative angle between the tracks is less

than 90 degrees (see figure 58 below).

Figure 58. DME-based separation between aircrafton the crossing tracks and same level

VOR/DME

S

S = 37 KM (20 NM) IF V1 > V2 : < 20 KTS = 19 KM (10 NM) IF V1 > V2 : ≥ 20 KTS

2 1

VOR/DME

SECOND AIRCRAFT NOTTO BE INBOUND FROM

THE SHADED AREA

S = 37 KM (20 NM( IF V1 > V2 : < 20 KT19 KM (10 NM) IF V1 > V2 : > 20 KT



172

3) Aircraft climbing or descending and flying on the same

track : 19 km (10 NM) while vertical separation does not

exist, provided :

(a) each aircraft utilizes on-track DME stations;

(b) one aircraft maintains a level while vertical separation

does not exist; and

(c) separation is established by obtaining simultaneous

DME readings from the aircraft (see figure 59 and 60

below).

Figure 59. 19 KM (10 NM) DME-based separation betweenaircraft climbing on same track (crossing behind)

Figure 60. 19 KM (10 NM) DME-based separation betweenaircraft descending on same track (crossing ahead)

FL 260

FL 250

FL 240

10 NM 10 NM10 NM

FL 260

FL 250

FL 240

10 NM10 NM

10 NM



173

Note 1.— To facilitate application of the procedure where aconsiderable change of level is involved, a descending aircraftmay be cleared to some convenient level above the loweraircraft, or a climbing aircraft to some convenient level below thehigher aircraft, to permit a further check on the separation thatwill obtain while vertical separation does not exist.

Note 2.— The term “convenient level” in the previous paragraphis between 1,000 feet and 4,000 feet and the most convenientlevel is 1,000 feet (see figure 61 below)

Figure 61 The convenient level

4) Aircraft on reciprocal tracks. Aircraft utilizing on-track DME

may be cleared to climb or descend to or through the

levels occupied by other aircraft utilizing on-track DME,

provided that it has been positively established that the

aircraft have passed each other and are at least 10 NM

apart, or such other value as prescribed by the appropriate

ATS authority (see figure 62 on page 174).

Note.— With the above statement it is clear that DME-based

separation between aircraft descending on same track,

crossing ahead one to each other shall not be exercised.

FL190

FL180

FL170

FL160

FL150

FL140

FL130

FL120

FL110

FL100

FL090

FL080

FL070

FL060

FL050

FL040

FL030



174

Figure 62. 19 KM (10 NM) DME-based separation between aircraftdescending on reciprocal tracks

3.4.4.2.4.3 Mach number technique (MNT)

a) Longitudinal separation minima with Mach number technique

based on time;

b) Turbojet aircraft shall adhere to the Mach number approved by

BTF ACC and shall request approval before making any

changes thereto. If it is essential to make an immediate

temporary change in the Mach number (e.g. due to

turbulence), BTF ACC shall be notified as soon as possible

that such a change has been made.

c) If it is not feasible, due to aircraft performance, to maintain the

last assigned Mach number during en-route climbs and

descents, pilots of aircraft concerned shall advise BTF ACC at

the time of the climb/descent request.

1) When the Mach number technique is applied and provided

that the aircraft concerned have reported over the same

reporting point and follow the same track or continuously

diverging tracks until some other form of separation is

provided; or

FL160

FL150

FL140

10 NM



175

2) if the aircraft have not reported over the same reporting

point and it is possible to ensure, by radar or other means,

that the appropriate time interval will exist at the common

point from which they either follow the same track or

continuously diverging tracks;

d) minimum longitudinal separation between turbojet aircraft on

the same track, whether in level, climbing or descending flight

shall be :

1) 10 minutes; or

2) between 9 and 5 minutes inclusive, provided : the

preceding aircraft is maintaining a Mach number greater

than the following aircraft in accordance with the following

table:

(a) 9 minutes, if the preceding aircraft is Mach 0.02 faster


(b) 8 minutes, if the preceding aircraft is Mach 0.03 faster


(c) 7 minutes, if the preceding aircraft is Mach 0.04 faster


(d) 6 minutes, if the preceding aircraft is Mach 0.05 faster


(e) 5 minutes, if the preceding aircraft is Mach 0.06 faster

than the following aircraft.

(see figure 63 on page 176)

e) Entry and exit point for MNT implementation as depicted in

table 9 on page 176)



176

Figure 63. Longitudinal separation minima with mach number techniquebased on time (preceding aircraft is faster

than the succeeding aircraft)

Table 9

Entry and exit point for MNT

Route Entry Point Exit Point

W-13 NORTHBOUND GOLAN NIKEL

W-12 NORTHBOUND SW NDB SF NDB

W-13 SOUHBOUND NIKEL GOLAN

W-16 SOUHBOUND NIKEL ET NDB

3.4.5. Clearances to fly maintaining own separation while in visual

meteorological conditions.

Note 1.— The provision of vertical or horizontal separation by

BTF ACC is not applicable in respect of any specified portion of a

flight cleared subject to maintaining own separation and

remaining in visual meteorological conditions. It is for the flight so

cleared to ensure, for the duration of the clearance,

that it is not operated in such proximity to other flights as to create

a collision hazard.

≥ 10 MIN

SF

EXIT POINT ETRY POINT

0.065 MINUES6

0.056 MINUES5

0.047 MINUES4

0.038 MINUES3

0.029 MINUES2

0 (THE SPEED EQUAL OR GREATER)10 MINUES1

THE PRECEDING ACFT MACH …………FASTER THAN THE FOLLOWING ACFT

SEPARATIONNO



177

Note 2.— It is axiomatic that a VFR flight must remain in visual

meteorological conditions at all times. Accordingly,

the issuance of a clearance to a VFR flight to fly subject to

maintaining own separation and remaining in visual

meteorological conditions has no other object than to signify that,

for the duration of the clearance, separation from

other aircraft by air traffic control is not provided.

Note 3.— The procedures prescribed in this document do not

relieve pilots of their responsibility to ensure that any clearances

issued by BTF ACC are safe in this respect.

3.4.5.1. When so requested by an aircraft and provided it is agreed by the

pilot of the other aircraft and so authorized by the

appropriate ATS authority, an ATC unit may clear a controlled

flight, including departing and arriving flights, operating

in airspace Classes D and E in visual meteorological conditions

during the hours of daylight to fly subject to maintaining

own separation to one other aircraft and remaining in visual

meteorological conditions. When a controlled flight is so

cleared, the following shall apply :

3.4.5.1.1. The clearance shall be for a specified portion of the flight at or

below 3,050 m (10,000 ft), during climb or descent

and subject to further restrictions as and when prescribed on the

basis of regional air navigation agreements.

3.4.5.1.2. If there is a possibility that flight under VMC may become

impracticable, an IFR flight shall be provided with alternative

instructions to be complied with in the event that flight in VMC

cannot be maintained for the term of the clearance.

3.4.5.1.3. The pilot of an IFR flight, on observing that conditions are

deteriorating and considering that operation in VMC

will become impossible, shall inform ATC before entering IMC

and shall proceed in accordance with the alternative instructions

given.



178

For example of the case (see figure 64 on pae 179): ACF 001

departing SHE APT to SANF via W-11 maintaining FL 075 wih

TAS = 180 KT, ETA ET NDB 0645. ACF 002 overflying from

SABT to SAEN via W-11 is maintaining FL 115 with TAS 210,

ETA ET NDB 0651 and its rate of descent is 1,000 feet/minute. It

means that ACF 002 shall cross the level of ACF 001 at 10

minutes behind ACF 002. Refer to the appropriate formula, ACF

002 will be 10 minutes behind ACF 001 at 0618. If AFC 002

request descent at 0625 it is to late to descend crossing FL 075,

so AFC 002 shall be descended to FL 085 and hold over ET NDB

until 0659 (the time when ACF 001 has 5 minutes out of ET NDB

holding area. When weather is VMC, flight crew may request

descent maintaining own separation while in VMC. If so, the

following steps shall be done :

ACF 002 - BTF ACC ACF 002 REQUEST DESCENT

MAIN-TAINING OWN SEPARATION WHILE IN

VMC

BTF ACC - ACF 002 STANDBY

BTF ACC - ACF 001, ACF 002 WILL CROSS FL 075

BEHIND YOU LESS THAN SEPARATION

MINIMA, DO YOU HAVE ANY OBJECTION ?

ACF 001 - BTF ACC NEGATIVE

BTF ACC - ACF 002 DESCEND TO 2,500 [FEET]

MAINAINING OWN SEPARATION WHILE IN

VMC, IF NOT POSSIBLE DESCEND TO FL

165 AND HOLD OVER ET [NDB] UNTIL 0659,

AND ADVISE.

ACF 002 - (READBACK)

Note 1.— If there is any objection by ACF 001, ACF 002 shall

be descended to FL 085 and maintain until 0659

Note 2.— If during descent the weather change abruptly so that

fly in VMC is impossible, the pilot shall not continue descend o

2,500 feet, but shall descend to FL 085 and maintain then



179

advise BTF ACC

Figure 64. Descent maintaining own separation while in VMC

3.5. DEPARTURE PROCEDURES

3.5.1. Clearance limit

3.5.1.1. When the subsequent portion of flight will be NTR CTA or SGL

CTA, the clearance limit shall be the navigation aid serving the

aerodrome of destination, provided that prior-coordination has

been effected.

Note 1.— If prior-coordination has not been effected yet but there

is assurance that before crossing BTF CTA boundary

coordination will be able to be effected , the clearance limit shall

be : NIKEL (for northbound traffic), SF NDB (for northeast bound

traffic), ET NDB (for eastbound traffic) and GOLAN (for southeast

bound traffic).

Note 2.— If the coordination cannot been effected until the aircraft

reaches BTF CTA boundary, it shall be held within BTF CTA until

amended clearance is obtained from NTR ACC or SGL ACC.

IF WX IMC - DESCEND TO FL 085 AND MAINTAINFL 085

FL 105

FL 075

FL 095

FL 115

FL 125

FL 065

ET NDB

0645

0651

10 MINUTES

0618

0625 : REQUEST DESCENT TO CIRCUIT ALTITUDE



180

3.5.1.2. When the subsequent portion of flight will be BTF FIR, the

clearance limit shall be :

a) WP NDB for westbound traffic;

b) SW NDB for southwest bound traffic; and

c) SANDY or SIMON for southbound traffic.

3.5.2. Route

3.5.2.1. Departing aircraft shall be assigned to fly along the designated

ATS route and be cleared to be on en-route as soon as possible,

except otherwise determined by BTF ACC.

3.5.2.2. Before leaving BTF CTA, departing traffic shall be on the ATS

route specified in ATC clearance. Diversionary routing (for

separation) shall be informed to the adjacent ACC.

3.5.3. Assignment of cruising level

3.5.3.1. In so far as practicable, cruising level of aircraft flying to the same

direction shall be assigned in a manner that will be correct

for an approach sequence at destination (see again figure 35 on

page 153).

3.5.3.2. When two or more aircraft are on the same track and at the same

cruising level, the preceding aircraft shall have priority.

3.5.3.3. When two or more aircraft are at the same cruising level and on

crossing tracks, the first aircraft estimated to arrive over the

intersection point shall have priority.

3.5.4. Separation

3.5.4.1. Vertical separation

3.5.4.1.1. When no lateral or longitudinal separation exists, vertical

separation shall be applied.



181

3.5.4.2. Lateral separation

3.5.4.2.1. Lateral separation may be applied as interim for two aircraft

departing following the same track, provided that vertical

separation shall be maintained when returning back the diverted

aircraft to intercept the designated track.

3.5.4.3. Longitudinal separation

3.5.4.3.1. Standard longitudinal separation minima applicable within BTF

CTA are :

a) 10 minutes for the same track, reciprocal tracks or crossing

tracks;

b) 5 minutes for the same track, provided that the preceding

aircraft is maintaining a true airspeed of 37 km (20 kt) or more

faster than the succeeding aircraft; and

c) 3 minutes for the same track, provided that the preceding

aircraft is maintaining a true airspeed of 74 km (40 kt) or more

faster than the succeeding aircraft.




3.6.1.1. When an emergency is declared by an aircraft, BTF ACC should

take appropriate and relevant action as follows :

a) unless clearly stated by the flight crew or otherwise known,

take all necessary steps to ascertain aircraft;

b) identification and type, the type of emergency, the intentions

of the flight crew as well as the position and level of the

aircraft;



182

c) decide upon the most appropriate type of assistance which

can be rendered;

d) enlist the aid of any other ATS unit or other services which

may be able to provide assistance to the aircraft;

e) provide the flight crew with any information requested as well

as any additional relevant information, such as details on

suitable aerodromes, minimum safe altitudes, WX information;

f) obtain from the operator or the flight crew such of the following

information as may be relevant: number of persons on board,

amount of fuel remaining, possible presence of hazardous

materials and the nature thereof; and

g) notify the appropriate ATS units and authorities as specified in

local instructions.


should normally be made only when or if an improved service can

be provided to the aircraft concerned. Manoeuvring instructions

to an aircraft experiencing engine failure should be limited to a

minimum. When appropriate, other aircraft operating in the

vicinity of the aircraft in emergency should be advised of the

circumstances.

3.6.1.3. An aircraft known or believed to be in state of emergency,

including being subjected to unlawful interference or in aircraft

bomb threat, shall be given priority over other aircraft.



subjected to unlawful interference, take any necessary actions as

follow :


situation, then if there is positive indication that the aircraft is



183

in such situation, notify Airport Manager, other ATS

authorities, operator, designated security authority ;

b) transmit and continue to transmit, information pertinent to the

safe conduct of flight, without reply from the aircraft;

c) monitor and plot the progress of the flight;

d) inform other aircraft with the existing situation;

e) inform and continue to keep informed, appropriate ATS units;

f) relay appropriate message, relating to the circumstances

associated with unlawful interference, between the aircraft

and designated authorities.


3.6.3.1. If you are in communication with an aircraft believed to be in


actions as follow :


situation, then if there is positive indication that the aircraft is

in such situation, notify Airport Manager, other ATS

authorities, operator, designated security authority ;

b) take or bring the aircraft to the designated isolated parking

area in accordance with local instructions;

c) if there is no designated isolated parking area, take or bring

the aircraft as far away form other aircraft or installation as

possible and, if appropriate, to vacate the runway;

3.6.4. Emergency descent

3.6.4.1. Upon receipt of advice that an aircraft is making emergency

descent through other traffic, all possible action should be taken



184

immediately to safeguard all aircraft concerned. When deemed

necessary, SHE APP should immediately broadcast by means of

the appropriate radio aids, or if not possible, request the

appropriate communication stations immediately to broadcast an

emergency message.

3.6.4.2. The possible actions should be taken into consideration such as :

a) make sure that the expected flight path of aircraft

experiencing emergency descent will clear of traffic;

b) instruct other aircraft to keep away from the track which will

be flown by emergency aircraft using the example of

phraseology : ALL AIRCRAT ON WHISKEY ONE ONE

BELOW FL 250 AVOID WHISKEY ONE ONE 20 NM TO

THE LEFT [or RIGHT] MAINTAIN PRESENT FLIGHT

LEVEL DUE TO ONE B-747 EXECUTING EMERGENCY

DESCENT FROM FL 250 TO 3,000 FEET;

c) monitor the maneuver of emergency aircraft;

d) recall other aircraft to resume their flight after obtaining the

assurance that the emergency aircraft has passed initial

approach level and on final approach to land;

e) coordinate with SHE APP.

Note.— It is axiomatic that an aircraft which is experiencing

emergency is unable to be instructed to climb, maintain or other

unnecessary maneuver. It is therefore, the only maneuver which

can be done is subject to the pilot decision.


3.6.5.1 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 transmission from the BTF ACC unit or not.




185

instruction but BTF ACC is still able to read any transmission

from the pilot, it indicates that the aircraft is experiencing receiver

failure. In this situation BTF ACC shall take the following actions :

a) clear other aircraft to avoid the route and/or altitude to be

flown by aircraft experiencing radio receiver failure, asnecessary;

b) when information is received from the aircraft experiencing

radio receiver failure that it has passed any altitude/level,

recall other aircraft which occupies the altitude/level to return

to original route;

c) when information is received from the aircraft experiencing

radio receiver failure that it has established visual contact,

inform SHE APP or SHE TWR about the conditions, and

handle other aircraft appropriately.

3.6.5.3. On the contrary, if there is no pilot transmission as well as pilot

response to ATC instruction, it indicates that the aircraft is

experiencing transmitter failure or total radio failure. In this

situation, BTF ACC shall clear other aircraft to avoid the route

and/or altitude to be flown by aircraft experiencing radio failure.



between the aircraft having the communication failure and other

aircraft, based on the assumption that the aircraft will :

3.6.5.4.1. If in visual meteorological conditions :

a) continue to fly in visual meteorological conditions;

b) land at the nearest suitable aerodrome; and

c) report its arrival by the most expeditious means to the

appropriate ATC unit.

3.6.5.4.2. If in instrument meteorological conditions :



186

a) maintain the last assigned speed and level to BTF VOR/DME

or other clearance limit as specified by SHE APP (see again

3.4.1.1. and 3.4.1.2.) or minimum flight altitude (MFA) if

higher, for at least 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;

b) proceed to BTF VOR/DME or SH NDB/LOC conform to the

previous instruction from SHE APP or BTF ACC, when

required to ensure compliance with c) below, hold over BTF

VOR/DME or SHNDB/LOC until commencement of descent;

c) commence descent from BTF VOR/DME or SH NDB/LOC at,

or as close as possible to, the EAT) last received and

acknowledge; or, if no EAT has been received and

acknowledge, at, or as close as possible to, the ETA resulting

from the current flight plan;

d) complete a normal instrument approach procedure as

specified for BTF VOR/DME or SH NDB/LOC; and

e) land, if possible, within 30 minutes after the ETA or the last

acknowledge EAT, whichever is the later.

As soon as it is known that two-way communication has failed,

appropriate information describing the action taken by BTF ACC,

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 available radio

navigation or approach aids. Information shall also be given

concerning meteorological conditions at suitable aerodromes.

3.6.5.5. Pertinent information shall be given to other aircraft in the vicinity

of the presumed position of the aircraft experiencing the failure.

3.6.5.6. As soon as it is known that an aircraft which is operating in BTF



187

CTA is experiencing an apparent radio communication failure,

BTF ACC shall forward information concerning the radio

communication failure to NTR ACC, SGL ACC or BTF FIC in

whose area the destination aerodrome is located.

3.6.5.7. If circumstances indicate that a controlled flight experiencing a

communication failure might proceed to (one of) the alternate

aerodrome(s) specified in the filed flight plan, the ATS unit(s)

serving the alternate aerodrome(s) and any other ATS unit(s) that

might be affected by a possible diversion shall be informed of the

circumstances of the failure and requested to attempt to establish

communication with the aircraft at a time when the aircraft could

possibly be within communication range.


a) the ETA furnished by the pilot;

b) the ETA calculated by BTF ACC; or

c) the last acknowledged EAT,

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.

3.6.6. Assistance to VFR flights

3.6.6.1. Strayed VFR flights or VFR flights encountering adverse

meteorological conditions

Note.— A strayed aircraft is an aircraft which has deviated

significantly from its intended track or which reports that it is lost.



188

3.6.6.2. A VFR flight reporting that it is uncertain of its position or lost, or

encountering adverse meteorological conditions, should be

considered to be in a state of emergency and handled as such.

The controller shall, under such circumstances, communicate in a

clear, concise and calm manner and care shall be taken, at this

stage, not to question any fault or negligence that the pilot may

have committed in the preparation or conduct of the flight.

Depending on the circumstances, the pilot should be requested

to provide any of the following information considered pertinent

so as to better provide assistance :

a) aircraft flight conditions;

b) position (if known) and level;

c) airspeed and heading since last known position, if pertinent;

d) pilot experience;

e) navigation equipment carried and if any navigation aid signals

are being received;

f) departure and destination aerodromes;

g) number of persons on board;

h) endurance.

3.6.6.3. If communications with the aircraft are weak or distorted and

reporting difficulty in maintaining or unable to maintain VMC, the

pilot should be suggested to climb to minimum flight altitude.

3.6.6.4. If the position of the aircraft has been established with a sufficient

degree of probability, a track or heading, or a climb, may be

suggested to bring the aircraft to a safe level.

3.6.6.5. The pilot should be provided with reports and information on

suitable aerodromes in the vicinity where visual meteorological

conditions exist.



189

3.6.6.6. When providing assistance in adverse meteorological conditions,

the primary objective should be to bring the aircraft into VMC as

soon as possible.

Note 1.— The possibility of a VFR flight becoming strayed as a

result of encountering adverse meteorological conditions must be

recognized.

Note 2.— BTF ACC should endeavour to make close coordination

with Meteorological Office to ensure the existing weather

conditions in the area.


3.6.7.1. Strayed or unidentified aircraft

Note 1.— The terms “strayed aircraft” and “unidentified aircraft” in

this paragraph have the following meanings :

a. Strayed aircraft : An aircraft which has deviated significantly

from its intended track or which reports that it is lost.

b. Unidentified aircraft : An aircraft which has been reported to

be operating in a given area but whose identity has not been

established.

Note 2.— An aircraft may be considered, at the same time, as a

“strayed aircraft” by one unit and as an “unidentified aircraft” by

another unit.

Note 3.— A strayed or unidentified aircraft may be suspected as

being the subject of unlawful interference.

3.6.7.2. As soon as BTF ACC becomes aware of a strayed aircraft, it shall

take all necessary steps as outlined in 3.6.7.1.1. a) and b) to

assist the aircraft and to safeguard its flight.

Note.— Navigational assistance by an air traffic services unit is



190

particularly important if the unit becomes aware of an aircraft

straying, or about to stray, into an area where there is a risk of

interception or other hazard to its safety.

a) If the aircraft’s position is not known, BTF ACC shall :



2) use all available means to determine its position;

3) inform other ATS units into whose area the aircraft may

have strayed or may stray, taking into account all the

factors which may have affected the navigation of the

aircraft in the circumstances;

4) inform, in accordance with locally agreed procedures,

appropriate military units and provide them with pertinent

flight plan and other data concerning the strayed aircraft;

5) request from the units referred to in 3) and 4) and from

other aircraft in flight every assistance in establishing

communication with the aircraft and determining its

position.

b) When the aircraft’s position is established, BTF ACC shall:

1) advise the aircraft of its position and corrective action to

be taken; and

2) provide, as necessary, other ATS units and appropriate

military units with relevant information concerning the

strayed aircraft and any advice given to that aircraft.

3.6.7.3. As soon as BTF ACC becomes aware of an unidentified aircraft in

BTF CTA, it shall endeavour to establish the identity of the aircraft

whenever this is necessary for the provision of air traffic services

or required by the appropriate military authorities in accordance

with locally agreed procedures. To this end, the air traffic services



191

unit shall take such of the following steps as are appropriate in

the circumstances :

a) attempt to establish two-way communication with the aircraft;

b) inquire of other air traffic services units within the BTF CTA

about the flight and request their assistance in establishing

two-way communication with the aircraft;

c) inquire of BTF FIC about the flight and request their

assistance in establishing two-way communication with the

aircraft;

d) attempt to obtain information from other aircraft in the area.

3.6.7.4. BTF ACC shall, as necessary, inform the appropriate military unit

as soon as the identity of the aircraft has been established.

3.6.7.5. Should BTF ACC consider that a strayed or unidentified aircraft

may be the subject of unlawful interference, the appropriate

authority designated by the State shall immediately be informed,

in accordance with locally agreed procedures.


3.6.8.1. As soon as BTF ACC learns that an aircraft is being intercepted in

BTF CTA, it shall take such of the following steps as are

appropriate in the circumstances :

a) attempt to establish two-way communication with the


emergency frequency 121.5 MHz, unless such communication

already exists;

b) inform the pilot of the intercepted aircraft of the interception;

c) establish contact with the intercept control unit maintaining

two-way communication with the intercepting aircraft and



192

provide it with available information concerning the aircraft;

d) relay messages between the intercepting aircraft or the


necessary;

e) in close coordination with the intercept control unit take all

necessary steps to ensure the safety of the intercepted

aircraft; and

f) inform BTF FIC, NTR ACC or SGL ACC if it appears that the

aircraft has strayed from such adjacent region or area.

3.6.8.2. As soon as BTF ACC learns that an aircraft is being intercepted

outside BTF CTA, it shall take such of the following steps as are

appropriate in the circumstances :

a) inform BTF FIC, NTR ACC or SGL ACC in which the interception

is taking place, providing this unit with available information

that will assist in identifying the aircraft and requesting it to

take action in accordance with 3.6.8.2.;

b) relay messages between the intercepted aircraft and the

appropriate ATS unit, the intercept control unit or the

intercepting aircraft.

3.6.9. Fuel dumping

3.6.9.1. General

3.6.9.1.1. An aircraft in an emergency or other urgent situation may need to

dump fuel so as to reduce to maximum landing mass in order to

effect a safe landing.

3.6.9.1.2. When an aircraft needs to dump fuel, the flight crew shall advise

BTF ACC for airspace reservation. BTF ACC should then

coordinate with the flight crew the following :



193

a) the route to the designated fuel dumping area;

b) the minimum level to be used is 6,000; and

c) the duration of the fuel dumping.

3.6.9.2. Separation

3.6.9.2.1. Other known traffic should be separated from the aircraft dumping

fuel by :

a) at least 19 km (10 NM) horizontally, but not behind the aircraft

dumping fuel;

b) vertical separation if behind the aircraft dumping fuel within 15

minutes flying time or a distance of 93 km (50 NM) by:

1) at least 300 m (1,000 ft) if above the aircraft dumping fuel;

2) at least 900 m (3,000 ft) if below the aircraft dumping fuel.

Note.— The horizontal boundaries of the area within which

other traffic requires appropriate vertical separation extend for

19 km (10 NM) either side of the track flown by the aircraft

which is dumping fuel, from 19 km (10 NM) ahead, to 93 km

(50 NM) or 15 minutes along track behind it (including turns) –

see again figure 33 on page 140.

3.6.9.3. Communications

3.6.9.3.1. If the aircraft will maintain radio silence during the fuel dumping

operation, the frequency to be monitored by the flight crew and

the time when radio silence will terminate should be agreed.

3.6.9.4. Information to other ATS units and non-controlled traffic

3.6.9.4.1. A warning message shall be broadcast on appropriate

frequencies for non-controlled traffic to remain clear of the area

concerned. Adjacent ATC units and control sectors should be



194

informed of the fuel dumping taking place and requested to

broadcast on applicable frequencies an appropriate warning

message for other traffic to remain clear of the area concerned.



3.6.10.1.1. ATC contingencies related to communications, i.e. circumstances

preventing a controller from communicating with aircraft under

control, may be caused by either a failure of ground radio

equipment, a failure of airborne equipment, or by the control

frequency being inadvertently blocked by an aircraft transmitter.

The duration of such events may be for prolonged periods and

appropriate action to ensure that the safety of aircraft is not

affected should therefore be taken immediately.

3.6.10.2. Ground radio failure

3.6.10.2.1. In the event of complete failure of the ground radio equipment

used for ATC, the controller shall :

a) where aircraft are required to keep a listening watch on the

emergency frequency 121.5 MHz, attempt to establish

radiocommunications on that frequency;

b) without delay inform all adjacent control positions or ATC

units, as applicable, of the failure;

c) appraise such positions or units of the current traffic

situation;

d) if practicable, request their assistance, in respect of aircraft

which may establish communications with those positions or

units, in establishing separation between and maintaining

control of such aircraft; and

e) instruct adjacent control positions or ATC units to hold or re-



195

route all controlled flights outside the area of responsibility of

the position or ATC unit that has experienced the failure until

such time that the provision of normal services can be

resumed.

3.6.10.3. Blocked frequency

3.6.10.3.1. In the event that the control frequency is inadvertently blocked by

an aircraft transmitter, the following additional steps should be

taken :

a) attempt to identify the aircraft concerned;

b) if the aircraft blocking the frequency is identified, attempts

should be made to establish communication with that aircraft,

e.g. on the emergency frequency 121.5 MHz, through the

aircraft operator’s company frequency if applicable, on any

VHF frequency designated for air-to-air use by flight crews or

any other communication means or, if the aircraft is on the

ground, by direct contact;

c) if communication is established with the aircraft concerned,



frequency.

3.6.10.4. Unauthorized use of BTF ACC frequency

3.6.10.4.1. Instances of false and deceptive transmissions on BTF ACC


occasionally occur. In the event of such occurrences, BTF ACC

concerned should :

a) correct any false or deceptive instructions or clearances which

have been transmitted;

b) advise all aircraft on the affected frequency(ies) that false and

deceptive instructions or clearances are being transmitted;



196

c) instruct all aircraft on the affected frequency(ies) to verify


d) if practical, instruct aircraft to change to another frequency;

and

e) if possible, advise all aircraft affected when the false and


transmitted.

3.6.10.4.2. Flight crews shall challenge or verify with BTF ACC any



3.6.10.4.3. When the transmission of false or deceptive instructions and




3.6.11. Other ATC contingency procedures

3.6.11.1. Emergency separation

3.6.11.1.1. If, during an emergency situation, it is not possible to ensure that

the applicable horizontal separation can be maintained,

emergency separation of half the applicable vertical separation

minimum may be used, i.e. 150 m (500 ft) between aircraft in

airspace where a vertical separation minimum of 300 m (1,000 ft)

is applied, and 300 m (1,000 ft) between aircraft in airspace

where a 600 m (2,000 ft) vertical separation minimum is applied.

3.6.11.1.2. When emergency separation is applied the flight crews concerned

shall be advised that emergency separation is being applied and

informed of the actual minimum used. Additionally, all flight crews

concerned shall be provided with essential traffic information.

3.6.11.2. Procedures in regard to aircraft equipped with airborne collision

avoidance systems (ACAS)



197

3.6.11.2.1. 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

to the normal BTF ACC procedures and shall exclude

consideration of aircraft capabilities dependent on ACAS

equipment.

3.6.11.2.2. 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”.

3.6.11.2.3. 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 current 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. This

report informs the controller that a deviation from clearance or

instruction is taking place in response to an ACAS RA.

3.6.11.2.4. ACAS can have a significant effect on ATC. Therefore, the

performance of ACAS in the ATC environment should be

monitored.



198

3.6.11.2.5. Following a significant ACAS event, pilots and controllers should

complete an air traffic incident report.

Note.— The phraseology to be used by controllers and pilots is

contained in attachment 31 on page 327.


3.6.12.1. BTF ACC may instruct an aircraft to change its type of RTF call


more aircraft RTF call signs are such that confusion is likely to

occur.


shall be applicable only within BTF CTA.

3.6.12.3. To avoid confusion, BTF ACC should, if appropriate, identify the

aircraft which will be instructed to change its call sign by referring

to its position and/or level.

3.6.12.4. When BTF ACC changes the type of call sign of an aircraft, BTF

ACC shall ensure that the aircraft reverts to the call sign indicated

by the flight plan when the aircraft is transferred to another ATC

unit, except when the call sign change has been coordinated

between the two ATC units concerned.

3.6.12.5. BTF ACC shall advise the aircraft concerned when it is to revert


3.6.13. Procedures for BTF ACC when a volcanic ash cloud is reported

or forecast

3.6.13.1. If a volcanic ash cloud is reported or forecast in BTF CTA, the

controller should :

a) relay all information available immediately to pilots whose

aircraft could be affected to ensure that they are aware of the

ash cloud’s position and the flight levels affected;



199

b) suggest appropriate re-routing to the flight crew to avoid an

area of known or forecast ash clouds;

c) if the BTF ACC has been advised by an aircraft that it has

entered a volcanic ash cloud the controller should:

1) consider the aircraft to be in an emergency situation;

2) not initiate any climb clearances to turbine-powered

aircraft until the aircraft has exited the ash cloud; and

3) not initiate vectoring without pilot concurrence.

Note.— Experience has shown that the recommended escape

manoeuvre for an aircraft which has encountered an ash cloud is

to reverse its course and begin a descent if terrain permits. The

final responsibility for this decision, however, rests with the pilot.




a) engine shut-down or damage (either single or multi);

b) smoke or fire in the cockpit;

c) engine cut-off by automatic fire extinguisher;

d) creating cabin pressurization, loss of altitude or need to land at

the nearest aerodrome;

e) executing emergency landing; or

f) blocks the runway;


h) passenger evacuation may be necessary;



200

i) panic ness of passenger;

j) land at other aerodrome.




c) inform the aerodrome conditions, if any;

d) clear the flight path in accordance with the existing

procedures;

e) Coordinate with SHE APP and/or SHE TWR to :

1) prepare for emergency procedure in accordance with the



3) prepare lighting facilities (particularly runway and

approach light);



g) if the aircraft land at the nearest aerodrome, record the last

position and time the aircraft is in communication with and the

condition of such aircraft;

h) in form the nearest and the most suitable aerodrome upon the

situation, when practicable;

i) report to OPR/designated representative.





201

of engine :

a) creates the pressurization problem;

b) executing fuel dumping;

c) executing emergency landing


e) deviation from SID;

f) executing steep descent;

g) route deviation;

h) blocks the runway;




c) inform the aerodrome conditions, if any;



procedures;

f) Coordinate with SHE APP and/or SHE TWR to :





approach light);




202

g) inform weather conditions;

h) in form the nearest and the most suitable aerodrome upon the


i) if the aircraft land at the nearest aerodrome, record the last


condition of such aircraft.

j) report to OPR/designated representative.



a) evacuation of passengers;

b) blocks the runway;

c) great activities in the cockpit;

d) route deviation;

e) the influency of communication (due to oxygen masker);

f) panic ness of passenger;

g) injury of passenger or flight crew.





d) inform the aerodrome conditions, if any;




203

f) clear the flight path in accordance with the existing

procedures;

g) Coordinate with SHE APP and/or SHE TWR to :





approach light);


h) inform weather conditions;

i) in form the nearest and the most suitable aerodrome upon the


j) if the aircraft land at the nearest aerodrome, record the last


condition of such aircraft.

k) report to OPR/designated representative.

3.7.4. Cabin pressurized problem


a) aircraft stops climbing;

b) request high rate of descent or descend at a high rate without

notification;

c) descend without pre-notification;

d) route deviation;

e) the influency of communication (due to oxygen masker);



204

f) minor or major injury to passenger or flight crew;


h) panic passenger.


a) clear the aircraft which is/are flying at the same or reciprocal

track at the level below the abnormal aircraft;

b) essential traffic information for the aircraft surrounding the

abnormal aircraft;

3.7.5. Bird strike





d) failed to land;

e) return to base;

f) poor or limited visibility;



properly;

b) Coordinate with SHE APP and/or SHE TWR to :





205



approach light);


c) inform weather conditions;

d) report to OPR/designated representative.





c) tire explosion;





properly;






approach light);




206



3.7.7. Gear problem









properly;






approach light);






207







e) limited readbacks



h) the possibility of subsequent engine failure;



properly;






approach light);



d) report to OPR/designated representative..



208




system, flaps, etc;











properly;






approach light);





209


3.7.9. Icing problem


a) flight crew requests abrupt change of level or heading;

b) speed of ascent or descent will be obstructed;

c) speed increases;

d) stall speed increases;


a) be aware of the route to be flown by aircraft;

b) inform other surrounding aircraft;

c) remind the flight crew to check the anti-icing equipment (pitot,

stall warning device, carburettor, propeller blade, leading edge

of wing, glass of cockpit).





emergency or ambulance/aircraft carrying seriously injured person

or aircraft engage in SAR oepration.

3.8.2. When necessary to close the aerodrome for VIP, EXPECTED

DELAY NOTAM shall be issued that define that the closure of

aerodrome as from 30 minutes before departure until 15 minutes

after departure fo VIP flight.

3.8.3. For anticipating the possibility of wrong handling of VIP flight and

enhancing situational awareness, VIP flight shall use the following



210

call sign :



3.8.4. Separation between VIP flight and other traffic shall be similar to

the existing criteria except for vertical is 2,000 feet.

3.8.5. For the purpose of regularity and efficiency, close coordination is

needed between SHE APP and other units involved in handling

VIP operation.





c) the State's Guest whose ranks equal to the President or Vice

President.

3.8.7. In case the President or the Vice President flies using the regular

flight (which is not exclusively stated as VIP flight), such flight

shall be handled as appropriate with the extra-caution and close

coordination and other units involved in handling VIP operation is

still necessary.



specifically related to the provision of air traffic services involving

such occurrences as aircraft proximity (AIRPROX) or other

serious difficulty resulting in a hazard to aircraft, caused by,

among others, faulty procedures, non-compliance with




211












from surveillance control to non-surveillance control (due to

unserviceable/malfunction) where separation of 5 NM must be

changed into non-surveillance separation (based on time or

vertical). Another example when there is an aircraft executing

emergency descent, etc.

3.9.2.3. No risk of collision : the risk classification of an aircraft proximity in

which no risk of collision has existed. Example of this



less than prescribed minima. Another example when the

separation between aircraft is less than minima but both aircraft

fly away one to each other, etc.

3.9.2.4. Risk not determined : the risk classification of an aircraft proximity

in which insufficient information was available to determine the

risk involved, or inconclusive or conflicting evidence precluded

such determination. Example of this classification such as

unidentified or strayed aircraft entering an area of jurisdiction of

an ATC Unit. Another example when the conditions of visibility

which prevent the aerodrome control tower from applying visual

separation between aircraft, and between aircraft and vehicles

operate on the manoeuvring area.




212


--- oOo ---



213

BIBLIOGRAPHY

Directorate General of Air Communication, Aeronautical Information

Publication, 7th Edition, Jakarta : Aeronautical Information Service

Head Quarter, 2003 (plus AIP Supplement until 2014).

Directorate General of Air Communication, Advisory Circular 170-02 Amdt. 0,

Jakarta : Aeronautical Information Service Head Quarter, 2009.

Ministry of Transportation, Civil Aviation Safety Regulation Part 91, Jakarta :

Aeronautical Information Service Head Quarter, 2011.

Ministry of Transportation, Civil Aviation Safety Regulation Part 170, Jakarta :

Aeronautical Information Service Head Quarter, 2009.

Federal Aviation Administration, Doc. 7110.65V, Air Traffic Control,

Washington : US Department of Transportation, 2014.

Federal Aviation Administration, Federal Aviation Regulation Aeronautical

Information Manual (FARAIM), Newcastle : Aviation Supplies &

Academics, Inc., 2014.

International Civil Aviation Organization, Annex 2, Rule of the Air, 10th

Edition, Montreal : Secretariat General, 2005 (Last amended 15

November 2012).

International Civil Aviation Organization, Annex 4, Aeronautical Chart, 10th

Edition, Montreal : Secretariat General, 2001(Last amended 14

November 2013).

International Civil Aviation Organization, Annex 10, Vol. II, Aeronautical

Telecommunication Service, 6th Edition, Montreal : Secretariat

General, 2001 (Last amended 22 November 2007).

International Civil Aviation Organization, Annex 11, Air Traffic Services, 13th

Edition, Montreal : Secretariat General, 2001 (Last amended 14

November 2013).



214

International Civil Aviation Organization, Annex 14, Aerodrome, 4th Edition,

Montreal : Secretariat General, 2004 (Last amended 18 November

2010).

International Civil Aviation Organization, Document 4444/501, Air Traffic

Management, 15th Edition, Montreal : Secretariat General, 2007 (Last

amended 15 November 2013).

International Civil Aviation Organization, Document 7910, Location Indicator,

1145th Edition, Montreal : 2012.

International Civil Aviation Organization, Document 8168 – OPS/611, Aircraft

Operation, 5th Edition, Montreal : 2006 (Last amended 17 November

2011).

International Civil Aviation Organization, Document 8585/147, Designator for

Aircraft Operating Agencies, 162th Edition, Montreal : Secretariat

General, 2012.

International Civil Aviation Organization, Document 8643/28, Aircraft Type

Designator, 35th Edition, Montreal : Secretariat General, 2012.

International Civil Aviation Organization, Document 8697/02, Aeronautical

Chart Manual, 2nd Edition, Montreal : Secretariat General, 1987

(Reprinted Desember 2006).

International Civil Aviation Organization, Document 9426, Air Traffic Services

Planning Manual, 1st Edition, Montreal : 1984 (Last amended 30

Desember 1992 and reprinted October 1997).

--- oOo ---



215

Attachment 1

AERODROME DATA

SASH AD 2.1. AERODROME LOCATION INDICATOR AND NAMESASH – BATFISH INTERNATIONAL / SEAHORSE

SASH AD 2.2. AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATAARP coordinates and site at AD ……………….. 6°23’02.76” S; 106°46’37.92” EDirection and distance from (city) ……………… 10 NM (18 km)

SW from the center of BATFISHElevation/Reference temperature ……………… 83 ft /32° CMAG VAR/Annual change ……………………… 0.30° EAD administration ……………………………….. PT (Persero) PRADANA AVIANTARAAddress …………………………………………… BATFISH INTERNATIONAL/

Seahorse Airport17

thFloor – Flight Safety Training

Dept. Bldg. P.O.Box 509BATFISH 15001

Telephone ………………………………………… 62-21-598-2205/05 Ext. 54462-21-598-8338

Telefax ……………………………………………. 62-21-598-2234Telex ……………………………………………… 131052 BSHE IAAFTN ……………………………………………… SASHPAPXe-mail ……………………………………………… [email protected] ……………………………………….. http://www.pradanavia.com.idType of traffic permitted ………………………… IFR and VFRRemarks …………………………………………. Local flying restriction :

Prior permission from ATS Authority isrequired for non-scheduled aircraft.Area in which exercise will beconducted (except touch and golanding) should avoid overheadaerodrome and climb out or approacharea

SASH AD 2.3. OPERATIONAL HOURSAD administration…………………………………

MON – THU 0100 – 0900FRI 0100 – 0800

Customs and immigration ………………………. H – 24Health and sanitation ……………………………. H – 24AIS Briefing Office ……………………………….. H – 24ATS Reporting Office (ARO) …………………… H – 24MET Briefing Office ……………………………… H – 24ATS ……………………………………………….. H – 24Fuelling …………………………………………… H – 24Handling ………………………………………….. H – 24Security …………………………………………… H – 24De-icing …………………………………………… NILRemarks ………………………………………….. NIL



216

SASH AD 2.4. HANDLING SERVICE AND FACILITIESCargo handling facilities ………………………… 5 Cargo terminal equipped with

advanced storage, stacker materialand Pallet Container Handling System(PCHS). Computerized CargoInformation, Forklift 6 tons. Aircraftmain deck loaders (30 tons) andtrailers. Cold storage, Strong Room,Cool Room, Container Rack, Palletrack, Pallet Scale, X-Ray small cargoare available

Fuel/Oil/Type …………………………………….. - Fuel : Jet a 1 (for jet aircraft), Avtur50/JP, Water methan 45/55

- Oil : ASW 100, AS 120, ASTO 600,ASTO 750

Fuelling facilities …………………………………. No limitation and H – 24De-icing facilities ………………………………… NILHangar space for visiting aircraft ……………… Available for 3 B747 and 4 B737Repair facilities for visiting aircraft …………….. Available for :

- Major repair (overhaul) at WestApron (for large aircraft)

- Major repair (overhaul) at WestApron (for small aircraft)

Remarks ………………………………………….. Oxygen and relating services :- Oxygen for all cabin and aircraft

system- CO2, Oxygen and fire recharging

facilities- Disabled aircraft removal :

pneumatic bag and accessoryequipment of handling all wide-bodied aircraft up to b-747

SASH AD 2.5. PASSENGER FACILITESHotel..………………………………………………

90 rooms at Terminal Bravo 2nd

floor.Approximately 25 000 rooms in thecity (Batfish).

Restaurant…………………………………………

Available both in public and transitarea

Transportation ……………………………………. Bus, Taxi, Car rental are availablefrom 0700 – 2400 LT.AVIS/HERTZ : 0800 – 2400 LT.Car rental : H – 24

Medical facilities …………………………………. Available 24 hours at airportGeneral Hospital at Seahorse (5 km)and Batfish (18 km)

Bank and Post Office ……………………………. Available at airportTourist office ……………………………………… Available at airport : 0800 – 2200 LT.Remarks ………………………………………….. Fitness center, amusement center

and music studio available at airport;



217

SASH AD 2.6. RESCUE AND FIRE FIGHTINGAD Category for fire fighting ……………………. Category 9 with 2 independent parallel

runways. Foaming facilities availableRescue equipment ………………………………. Adequate provided as recommended

by ICAOCapabilities for removal of disabled aircraft ….. Four 80 tons (type F) and six 40 tons

(type G) and three 25 tons (type H),10 unit tethering equipment, 5 unitswinch machine and 2 crane mobile

Isolated Parking Area (IPA) …………………….. Available for B747 and equivalentRemarks ………………………………………….. All airport emergency service

personnel are trained in Rescue andFire Fighting as well as Medical FirstAids

SASH AD 2.7. SEASONAL AVAILABILITY CLEARINGType of clearing equipment …………………….. AvailableClearance priorities ……………………………… AvailableRemarks ………………………………………….. NIL

SASH AD 2.8. APRONS, TAXIWAYS AND CHECK LOCATION DATAApron surface and strengthMain Apron Alpha (International)Main Apron Bravo (Domestic)West Apron (Maintenance)

Surface : RigidStrength : PCN 120 R/D/W/T

East Apron (Maintenance)Military Apron

Surface : RigidStrength : PCN 80 R/D/W/T

Taxiway width, surface and strength

Width : 25 m (all taxiway)Surface : RigidStrength : PCN 120 R/D/W/T

West helicopter take-off/landing area (spot) 30 m south of west apronEast spot : at the intersection of taxiways KILO and LIMAIntersection west spot : at the intersection of runways 16R/34L and 07/25Intersection east spot : at the intersection of taxiways 16L/34R and 07/25Charlie spot : at the intersection of runway 16R/34L and taxiway CHARLIEHotel spot : at the intersection of runway 16L/34R and taxiway HOTELACL location and elevation………………………

At compass swinging area (CSA)62 FT

VOR/INS Check point …………………………… BTF VOR06°09;48.96’’ S 106°41’25.44’’ E

Remarks ………………………………………….. Compass swinging area (CSA)located at 30 m north of the beginningof runway 25



218

SASH AD 2.9. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM ANDMARKINGUse of aircraft ID sign, taxiway guidance linesand visual docking/parking guidance system ofaircraft stands ……………………………………. AvailableRunway and taxiway marking and lighting ……. AvailableStop bars …………………………………………. Red stop bar light at taxiway holding

position entrances to runway arepermanently on.

Remarks ………………………………………….. - Approach lighting :RWY 34L – precision approach lightcategory 1 consisting of centerlinebarrette, showing with flashes, onecross bar approach beacon flashingstrobe light.RWY 34R. 16L. 16R, 07 and 25 aresimple approach lighting system(SALS)

- VASIRWY 16R is T-VASIS; RWY 34L isT-VASIS based on 3.00° glide slope.RWY 16L, 34R, 07 and 25 are T-VASIS

- Threshold lightingGreen lights, supplemented bygreen wing bar and two thresholdidentification light

SASH AD 2.10. AERODROME OBSTACLESee aerodrome obstacle chart Type A (page …)

SASH AD 2.11. METEOROLOGICAL INFORMATIONPROVIDEDAssociated MET Office ………………………….. BATFISH INTL/SeahorseHours of service MET Office outside hours……

H – 24

Office responsible for TAF preparation periodof validity ………………………………………….. BATFISHType of landing forecast interval of issuance … 9, 12, 24 hours TREND TYPEBriefing/Consultation provided …………………. AvailableFlight documentation – Language used ………. Chart – EnglishCharts and other information available forbriefing or consultation ………………………….. NILSupplementary equipment available forproviding information ……………………………. NILATS Units provided with information……………

Briefing Office

Additional information (limitation of service) ….. NIL



219

SASH AD 2.12. RUNWAY PHYSICAL CHARACTERISTICS

1 2 3 4 5 6

DesignationsRWY NR

True &Mag. BRG

Dimensionof RWY

Strength(PCN)

and surfaceof RWY and

SWY

THR Coordinates

THRelevation

and highestelevation of

TDZ ofprecision

APP RWY

16R 162.10

4000 X 60

PCN 120R/D/W/TRIGID

6°22’06.60” S106°46’01.20” E

58 FT

34L 342.106°24’10.08” S

106°46’41.16” E65 FT

16L 162.106°21’55.80” S

106°46’34.68” E56 FT

34R 342.106°23’59.28” S

106°47’14.64” E64 FT

07 071.302350 X 45

PCN 80R/D/W/TRIGID

6°22’55.92” S106°45’55.80” E

61 FT

25 251.306°22’32.16” S

106°47’08.16” E63 FT

7 8 9 10 11 12Slope ofRWY –SWY

SWYdimension

CWYdimension

Stripdimension

OFZ Remarks

2° 100 X 60 600 X 1504320 X 300

NILSee thefollowing notes

3° 100 X 60 900 X 1502° 100 X 60 600 X 150

4320 X 3001° 100 X 60 900 X 1502° 100 X 45 650 X 150

2610 X 3003° 60 X 45 650 X 150

Remarks :

1. Nose-in parking aircraft on the apron (terminal APLHA and BRAVO) shall be

pushed back before taxiing out.

2. In case there is an aircraft taxiing on or approaching taxiway CHARLIE and

HOTEL, aircraft on parking stands A-2/A-3 or B-4 must be pushed back and

towed without engine on until their body are parallel to the taxiway

ALPHA/INDIA.

3. Propeller engine aircraft are not allowed to be started when being pushed back.

4. Runway 07/25 only available for aircraft with the type of FK28/FK100 or smaller

aircraft or aircraft with MTOW equal to or less than 40 000 kg.



220

SASH AD 2.13. DECLARED DISTANCE

RWYDesignator

TORA TODA ASDA LDA

16R 4000 4600 4100 400034L 4000 4900 4100 400016L 4000 4600 4100 400034R 4000 4900 4100 400007 2350 3000 2450 235025 2350 3000 2410 2350

--- oOo ---



221

SA

SH

AD

2.1

4.A

PP

RO

AC

HA

ND

RU

NW

AY

LIG

HT

ING

10

Rem

ark

s

NIL

NIL

NIL

NIL

NIL

NIL

Blu

e/T

WY

edg

e.G

ree

n/c

en

terlin

eo

fh

ighs

pee

dT

WY

and

red

atT

WY

ho

ldin

gpo

siti

on

en

trance

toR

WY

Auto

matic

sta

ndby

ge

nera

tor,

pow

er

supp

lyavaila

ble

NIL

9

SW

YLG

TLE

N(M

)C

olo

r

NIL

NIL

NIL

NIL

NIL

NIL

8

RW

Yedg

elig

ht

Colo

rW

BA

R

RE

D

RE

D

RE

D

RE

D

RE

D

RE

D

SA

SH

AD

2.1

5.

OT

HE

RLIG

HT

ING

,S

EC

ON

DA

RY

PO

WE

RS

UP

PLY

7

RW

Yed

ge

LG

TLE

NS

pacin

gC

olo

r

WH

ITE

WH

ITE

WH

ITE

WH

ITE

WH

ITE

WH

ITE

6

RW

YC

ente

rlin

eLG

TLeng

thS

pacin

gC

olo

r

WH

ITE

WH

ITE

WH

ITE

WH

ITE

WH

ITE

WH

ITE

AB

N/IB

Nlo

ca

tion,ch

ara

cte

ristic

and

ho

urs

opera

tion

LD

Ilo

cation

and

LG

TA

ne

mom

ete

rlo

cation

an

dL

GT

TW

Yedg

ea

nd

cen

ter

line

LG

T

Secon

dary

pow

er

supp

ly/w

ith

over

tim

e

Rem

ark

s

5

TD

ZLG

TLE

N

NIL

NIL

NIL

NIL

NIL

NIL

4

VA

SIS

(ME

HT

)P

AP

I

3°

3°

3°

3°

3°

3°

3

TH

RLG

TC

olo

rW

BA

R

GR

EE

N

GR

EE

N

GR

EE

N

GR

EE

N

GR

EE

N

GR

EE

N

2

AP

PC

HLIG

HT

Type

LE

N

Sim

ple

app

lgt

Pre

cap

plg

tcat.

IIS

imple

app

lgt

Sim

ple

app

lgt

Sim

ple

app

lgt

Sim

ple

app

lgt

1

RW

YD

esig

nato

r

16R

34L

16L

34R

07

25 1 2 3 4 5



222

SA

SH

AD

2.1

6.H

ELIC

OP

TE

RLA

ND

ING

AR

EA

SA

SH

AD

2.1

7.A

TS

AIR

SP

AC

E

SE

AH

OR

SE

CO

NT

RO

LL

ED

AD

–30

NM

2,0

00

FT

(AD

)

C SE

AH

OR

SE

TO

WE

R

(Eng

lish)

11,0

00

FT

NIL

Coord

inate

sT

LO

FofT

HR

FA

TO

TLO

Fand/o

rF

AT

Oe

levation

(M/F

T)

TLO

Fand

FA

TO

are

ad

ime

nsio

n,

surf

ace,str

en

gth

,m

ark

ing

Tru

ebe

arin

gan

dM

AG

bea

ring

ofF

AT

O

Decla

red

dis

tance

availa

ble

AP

Pa

nd

FA

TO

lightin

g

Rem

ark

s

Desig

nation

and

late

rallim

its

Vert

ica

llim

its

Airspace

cla

ssifi

ca

tion

AT

SU

nit

call

sig

n

(Lang

uag

e(s

)

Tra

nsiti

on

Altitu

de

Rem

ark

s

1.

2.

3.

4.

5.

6.

7.

1.

2.

3.

4.

5.

6.



223

Attachment 2

SEAHORSE AIRPORT MOVEMENT AREA

A1 = HOLDING POINT

IPA = ISOLATED PARKING AREA



224

Attachment 3

AIRCRAFT STAND NUMBER AND COORDINATES

APRONAIRCRAFTSTANDSNUMBER

COORDINATEREMARKSSOUTH

LATITUDEEAST

LONGITUDE

MAINAPRON

TERMINALALPHA

A-1A-2A-3A-4A-5A-6A-7A-8

06°19’45.56’’06°19’49.80’’06°19’53.04’’06°19’56.28’’06°19’59.52’’06°20’02.40’’06°20’05.64’’06°20’08.88’’

106°45’20.16’’106°45’21.24’’106°45’22.32’’106°45’23.40’’106°45’24.48’’106°45’25.56’’106°45’26.64’’106°45’27.36’’

NOSE INAND

PUSH OUT

MAINAPRON

TERMINALBRAVO

B-1B-2B-3B-4B-5B-6B-7B-8

06°20’05.64’’06°20’02.40’’06°19’59.16’’06°19’56.28’’06°19’53.04’’06°20’49.80’’06°20’46.56’’06°20’43.32’’

106°45’37.44’’106°45’36.36’’106°45’35.28’’106°45’34.56’’106°45’33.48’’106°45’32.40’’106°45’31.32’’106°45’30.24’’

NOSE INAND

PUSH OUT

REMARKS : 1. Apron marking (main apron)a. taxiway line, aircraft stand number and aircraft lead-in line are

yellowb. nose wheel position :

- a line at the end of lead-in line for all aircraft except B747 andas such

- the second line from the end of lead-in line is for DC9- a circle in front of lead-in line is for B747 and as such- color is yellow

c. stop bar with aircraft stand number :- indicate the point at which stops- the bar is to the left of lead-in line- color is yellow

d. security line : limit of the tail aircraft – yellow

2. Parking for general aviation at west/east apron in accordance withthe location of the representative or requested by the pilot

3. Civil aircraft are allowed to taxi via military apron/taxiway MIKE



225

Attachment 4

AIRCRAFT STAND AND TAXIWAY LINES

N



226

Attachment 5

REMAINING DISTANCE BETWEEN INTERSECTIONS AND END OF RUNWAYS

IPA =ISOLATEDPARKINGAREAA1 = HOLDING POINT



227

Attachment 5 (Cont'd)

REMAINING DISTANCE BETWEEN INTERSECTIONS AND END OF RUNWAYS

NO.FROM ……… TO ……………. DISTANCE

(M)INTERSECTION END OF RWY

1. MAIN INTERSECTION (EAST OR WEST) 16L/16R 2634

2.RWY 16R/34L AND TWY CHARLIE; OR

RWY 16L/34R AND TWY HOTEL34L/34R 2146

3.RWY 16R/34L AND TWY DELTA; OR

RWY 16L/34R AND TWY GOLF34L/34R 2423

4.RWY 16R/34L AND TWY JULIET; OR

RWY 16L/34R AND TWY BRAVO16L/16R 3413

5. MAIN INTERSECTION WEST 07 1686

6. MAIN INTERSECTION EAST 25 1752

7. RWY 07 AND TWY ALPHA 07 1502

8. RWY 25 AND TWY INDIA 25 1473

--- oOo ---



228

Attachment 6

NAVIGATION AIDS POINTS WITHIN BTF CTA

TYPES

OF NAV

AIDS

IDENTIFI-

CATIONFREQ. COORDINATES REMARKS

VOR/DME BTF 113.3 MHz 06°09’48.96’’ S;

106°41'25.44" E

IAF runway 16R

(non-precision)

NDB BT 370 kHz 6°26'33.36" S;

106°29'58.56" E

Holding/feeder

point (west)

NDB TF 380 kHz 6°09'48.96" S;

106°05'12.48" E

Holding/feeder

point (east)

LOCATOR SH 320 kHz 6°23'11.76" S;

106°45'46.44" E

IAF runway 34L

(precision)

LLZ SSHE 110.5 MHz 6°15'00.30" S;106°43'13.44" E

ILS runway 34L

GP - 329.5 MHz 6°165'40.68" S;

106°43'16.68" E

ILS runway 34L

(2.6°)

MARKER OM 75 MHz 6°21'08.64" S;

106°45'06.12" E

6967 M from the

beginning runway

34L

MARKER MM 75 MHz 6°18'51.84" S;

106°44'21.84" E

2535 M from the

beginning runway

24L

MARKER IM 75 MHz 6°18'05.76" S;

106°44'06.72" E

1034 M from the

beginning runway

34L

NDB WP 355 kHz 6°09'48.96" S;

103°24'21.24" E

West boundary

NDB SF 335 kHz 3°51'40.68" S;

109°26'03.12" E

Northeast

transfer point

NDB ET 345 kHz 6°09'48.96" S;

109°32'19.32" E

East boundary

NDB SW 360 kHz 8°02'15.00" S;

104°12'54.36" E

Southwest

transfer point

NDB AB 365 kHz 5°14'45.60" S;

104°43'24.24" E

Within SAP-2

Battlefield AFB



229

Attachment 7

REPORTING POINTS WITHIN BTF CTA

REPORTING

POINTSCO-ORDINATE REMARKS

AMBER

BURSA

COMET

DORIN

ECTOR

A M I N A

P R A D A

N I K E L

A R D E E

C A N E E

R A N E E

G O L A N

S I M O N

M A H A R

S A N D Y

06°09'48.96" S; 106°00'41.76" E

05°34'24.24" S; 106°31'56.28" E

05°46'07.32" S; 107°09'39.60" E

06°23'33.00" S; 107°19'11.28" E

06°53'26.88" S; 107°39'45.72" E

03°37'42.60" S; 106°00'39.96" E

06°09'48.96" S; 104°58'42.24" E

02°59'47.40" S; 105°50'30.48" E

04°57'22.32" S; 108°07'45.48" E

07°01'12.00" S; 109°01'37.20" E

07°18'48.24" S; 108°51'06.12" E

07°12'22.32" S; 109°32'19.32" E

09°25'48.36" S; 107°35'12.84" E

07°36'50.04" S; 106°55'33.24" E

08°48'57.96" S; 104°34'41.88" E

Intersection between R270 BTF VOR

and QDR 299 BT NDB


and QDR 317 TF NDB


and QDR 011 TF NDB


and QDR 135 TF NDB

Intersection between QDR 160 BT NDB

and QDR 200 SH NDB

Within BTF CTA

Within BTF CTA

North transfer point

Within BTF CTA

Within BTF CTA

Within BTF CTA

Southeast transfer point

South transfer point

Within BTF CTA

Southwest transfer point

--- oOo ---



230

Attachment 8

EN-ROUTE CHART – BATFISH CONTROL AREA (CTA)

110°

290°

110°

CTANORTHST

ARFL 460

6 000’/10000’



231

Attachment 9

SEAHORSE CONTROL ZONE (CTR)



232

Attachment 10

INSTRUMENT APPROACH PROCEDURE (BTF VOR 16R)

MISSED APPROACH PROCEDURE :Turn Right and climb to 3 000’ toproceed to BTF VOR/DME or asInstructed by ATC

Big Valley

BATFISH

Richmond

SEAHORSE

Sterlingdrive

106°30’E 106°40’E 106°50’E

06°10’S

06°10’S

MSA 25 NMBTF VOR

ELEV. ALT IN FEETDIST IN NMVIS IN MBRG IN MAGVAR 0.30° E

JAN 23, 2015 DIRECTORATE GENERAL OF CIVIL AVIATION AIP, 4TH EDITION

BTF

NM from RWY 16R

THR ELEV : 58 FT

MAPt

165°3 000(2 942)

165°

452(394)

(IAF)

(IAF)

TRANSITION LEVEL : FL 130TRANSITION ALT : 11 000 FT

OCA (H) Distance 4 DME – MAPt : 8.00 NMCat. ACFT A B C D Speed KT 120 130 140 150 160

Straight-in 452(394) Time Min/sec 4:35 4:14 3:56 3:40 3:26Vis for S-in 1600 2000 2400 2800 R/D Ft/min 632 685 737 790 843

Circling 505(422) 758(675) 980(897) 991(908) Timing not authorized for defining the MAPtVis for circling 1900 2800 3700 4600



233

Attachment 11INSTRUMENT APPROACH PROCEDURE (SH NDB 34L)

JAN 23, 2015 DIRECTORATE GENERAL OF CIVIL AVIATION AIP, 4TH EDITION

3 000(2 935)IM

MM

OMMISSED APPROACH PROCEDURE :Climb to 2 000’ and proceed toBTF VOR/DME or as Instructedby ATC

TRANSITION LEVEL : FL 130TRANSITION ALT : 11 000FT

NM from RWY 34L

SHTHR ELEV : 65 FT

220°

196°

340°

340°GP : 3.00°

(FAF)2 000

(1 935)ILS RDH 50

SEAHORSE

OCA (H) Distance SH NDB – MAPt : 5.36 NMCat. ACFT A B C D Speed KT 120 130 140 150 160

Str-In

App.

Cat. I 292(227) 305(240) (313)248 324(259) Time Min/sec 2:41 2:28 2:18 2:09 2:01

Vis for S-in 1600 2000 2400 2800 R/D Ft/min 637 690 743 796 849GP-inop 705(640)

Vis for GP-Inop 1600 2000 2400 2800Circling 505(422) 758(675) 980(897) 991(908)

Vis for circling 1900 2800 3700 4600



234

Attachment 12

SEAHORSE AERODROME TRAFFIC CIRCUIT

N



235

Attachment 13

CIRCUIT FOR CIRCLING APPROACH

(FROM INSTRUMENT APPROACH RUNWAY 16R)

N

CIRCLING FOR RUNWAY 34L

CIRCLING FOR RUNWAY 07 OR 25

CIRCLING FOR RUNWAY 16L OR 34R

16R 16L

34R34L

MAPt(MDA)

2000 FEET



236

Attachment 13 (Cont’d)

CIRCUIT FOR CIRCLING APPROACH

(FROM INSTRUMENT APPROACH RUNWAY 34L)

N

16R 16L

34R34L

MAPt(DA/H)

2000 FEET

CIRCLING FOR RUNWAY 16R

CIRCLING FOR RUNWAY 07 OR 25

CIRCLING FOR RUNWAY 16L OR 34R



237

Attachment 14

HELICOPER LANDING AREA



238

Attachment 15

VFR CORRIDOR WITHIN SEAHORSE CTR



239

Attachment 16

VFR ROUTE WITHIN SEAHORSE CONTROL ZONE

Route designatorSignificant points

Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)

Direction ofCruising Level

RemarksControlling

UnitFrequency

AirspaceClassification

Odd Even

1 2 3 4 5 6

V – 1VICTOR ONE

A M B E R6°09'48.96’’S

119299

276 000 ft

GND/WTR

3000 FTG

10

SHE APP123.0MHz

106°00'41.76’’E

W E B E R06°19’48.72’’S

090270

12

6 000 ftGND/WTR

SHE TWR118.3MHz

106°18’21.60’’E

A L P H A06°19’48.72" S

10

2000 FTG

106°26'09.60" E

“SHE” AD06°19’48.72’’S

8106°36’28.80’’E

B R A V O06°19’48.72" S

11

3000 FTG

106°44'19.08" E

E S T E R06°19’48.72" S

092272

146 000 ft

GND/WTR

SHE APP123.0MHz

107°04'53.04" E

D O R I N06°23’33.00’’S107°19’09.48’’E

V – 2VICTOR TWO

B R A V O06°19’48.72" S

040220

17

6 000 ftGND/WTR

3 000 FTG

10

SHE TWR118.3MHz

106°44'19.08" E

“TF” NDB06°09’48.96’’S

011191

24SHE APP

123.0MHz

107°05’12.12’’E

C O M E T05°46’07.32’’S107°09’39.50’’E



240




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

V – 2AVICTOR TWOALPHA

“TF” NDB06°09’48.96’’S

090270

15 6 000 FT3 000 FT

G10

SHE APP123.0MHz

107°05’12.12’’E

C O R A L06°09’48.96’’S107°20’17.16’’E

V – 3VICTOR THREE

B U R S A06°09’48.96’’S

137317

49

6 000 FT3 000 FT

G10

SHE APP123.0MHz

107°20’17.16’’E

“TF” NDB06°09’48.96’’S

135315

20107°05’12.12’’E

D O R I N06°23’33.00’’S107°19’09.48’’E

V – 4VICTOR THREE

P O L A R06°39’54.36’’S

055235

24

6 000 FT3 000 FT

G10

SHE APP123.0MHz

106°10’27.12’’E

“BT” NDB06°26’17.88’’S

035215

4SHE TWR

118.3MHz

106°29’52.80’’E

A L P H A06°19’48.72" S106°26'09.60" E



241




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

V – 5VICTOR FIVE

B U R S A06°09’48.96’’S

019199

38

6 000 FTGND/WTR

3 000 FTG

10SHE TWR

118.3MHz

107°20’17.16’’E

K O S E R06°09'48/96" S

162342

14106°19'42.24" E

W E B E R06°19'38.64" S

119299

7106°18'03.96" E

“BT” NDB06°26’17.88’’S

160340

29106°29’52.80’’E

E C T O R06°53’26.88’’S106°39’45.72’’E

Note : 1. WEBER is identified by a red-white huge factory chimney

2. ALPHA is identified by Lake Seahorse (7 NM west of SHE APT)

3. BRAVO is identified by Main Railway Station of Seahorse

4. ESTER is identified by a highway junction near a large bridge

5. KOSER is identified by Fuel Depot of PERTAMINA

--- oOo ---



242

Attachment 17

ATS ROUTE WITHIN BATFISH FIR AND CTA


Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

W-09WHISKEYZERO NINE

“SST” VOR02°54'41.68" S

039219

90FL 460

15 000 FT

5 000 FTG

10

BTF FIC8896 kHz6556 kHz

11396 kHz13318 kHz3470 kHz

100°54'41.04" E

B R A V O08°56'51.00" S

149FL 460

GND/WTR112°20'16.80" E

S I E R A08°56'51.00" S

47FL 460

10 000 FT112°20'16.80" E

“NTR” VOR00°47'12.12" S104°49'41.16" E

W-10WHISKEYONE ZERO

“SST” VOR02°54'41.68" S

90FL 460

15 000 FT5 000 FT

G10


11396 kHz13318 kHz3470 kHz

100°54'41.04" E

Z E W U N02°56'47.04" S

091271

42

FL 460GND/WTR

5 000 FTG

10

103°19'41.16" E

B O O D Y02°57'37.44" S

69104°01'38.28" E

A Z E Z A02°59'01.32" S

40105°11'04.56" E

N I K E L02°59'47.40" S105°50'30.48" E



243

Attachment 17 (cont’d)



Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

10

W-11WHISKEYONE ONE

“WP” NDB06°09’48.96’’S

090270

89

FL4606 000 FT

6 000 FTA, B

BTFACC126.0MHz

106°00’37.08’’E

P R A D A06°09'48.96" S

71106°58'42.24" E

A M B E R06°19’48.72’’S

40

FL 46010 000 FT

3 000 FTA, B

106°18’21.60’’E

“BTF” VOR06°09’48.96’’S

24106°41’25.44’’E

“TF’ NDB06°19’48.72’’S

133FL 460

6 000 FT6 000 FT

A, B106°45’28.80’’E

“ET” NDB06°19’48.72’’S

186FL460

10 000 FT5 000 FT

A, B

SGL ACC133.7MHz

106°56’50.64’’E

“SNF” VOR06°09’48.96’’S112°38’19.32’’E

W-12WHISKEYONE TWO

“SPF” VOR01°45’03.60’’S

055235

90FL460FL 150

6 000 FTG

10BTF FIC8896 kHz

111°56’56.76’’E



244




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

Cont. W-12WHISKEYONE TWO

Z F I V E09°29'13.92" S

055235

56

FL 460GND/WTR

6000 FTG

10

BTF FIC8896 kHz

655611396 kHz13318 kHz3470 kHz

102°08'31.56" E

B E E A N08°57'19.08" S

964000 FT

G102°54'12.24" E

“SW’ NDB08°02’12.84’’S

144FL 460

6000 FT6000 FT

A, B

BTF ACC126.0MHz

104°12’54.00’’E

“BT” NDB06°26’17.88’’S

035215

20

FL 460GND/WTR

3 000 FTA, B, C

SHE APP123.0MHz

BTF ACC126.0MHz

106°29’52.80’’E

“BTF” VOR06°09’48.96’’S

050230

37106°41’25.44’’E

C O M E T05°46’07.32’’S

76

FL 4606 000 FT

6 000 FTA, B

BTF ACC126.0MHz

107°09’39.50’’E

A R D E E04°47’22.32’’S

103108°07’45.48’’E

“SF” NDB03°51’40.68’’S

197FL 460

6 000 FT8 000 FT

A, B

NTR ACC129.5MHz

109°26’03.12’’E

“SBD” VOR01°45’03.60’’S111°56’56.76’’E



245




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

W-12EWHISKEYONE TWO EAST

“BT” NDB06°26’17.88’’S

160340

29FL 460

GND/WTR

6 000 FTA, B, C

10

SHE APP123.0 MHzBTF ACC

126.0 MHz

106°29’52.80’’E

E C T O R06°53’26.88’’S

46

FL 4606 000 FT

BTF ACC126.0MHz

106°39’45.72’’E

M A H A R07°36’50.04’’S

116106°55’33.24’’E

S I M O N09°25’48.36’’S

162FL 460

GND/WTR8 000 FT

GBTF FIC8896 kHz

107°35’12.84’’E

“SSK” VOR11°51’26.28’’S108°28’13.08’’E

W-13WHISKEYONE THREE

“NTR” VOR00°47’13.20’’S

165345

235FL 460

6 000 FT9 000 FT

A, B

10

NTR ACC129.5 MHz

104°49’40.80’’E

N I K E L02°59’47.40’’S

39FL 460

6 000 FT6 000 FT

A, B

BTF ACC126.0 MHz

105°50’30.48’’E

A M I N A03°37'42.60" S

121FL 460

6 000 FT6 000 FT

A, B106°00'39.96" E

B U R S A06°09’48.96’’S

37FL 460GND

3 000 FTA, B


126.0 MHz

107°20’17.16’’E



246




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

Cont. W-13WHISKEYONE THREE

“BTF” VOR06°09’48.96’’S

110290

37FL 460

GND/WTR3 000 FTA, B, C

10


126.0 MHz

106°41’25.44’’E

D O R I N06°23’33.00’’S

107FL 460

6 000 FT6 000 FT

A, CBTF ACC

126.0 MHz107°19’09.48’’E

C A N E E07°12’00.00’’S

33

FL 4606 000 FT

6 000 FTA, C

BTF ACC126.0MHz

109°16’12.00’’E

G O L A N07°12’22.32’’S

220SGL ACC

133.7MHz

109°32’19.32’’E

“SGL” VOR08°27’37.44’’S112°59’04.56’’E

W-14EWHISKEYONE FOUREAST

“STY” VOR02°54’58.68’’S

155335

215FL 460

GND/WTR8 000 FT

GBTF FIC8896 kHz

101°49’38.28’’E

Z E E T O04°16’34.32”S102°27’41.04”E

“WP” NDB06°09’48.96’’S

52FL 460

6 000 FT6 000 FT

A, BBTF ACC

126.0 MHz106°00’37.08’’E

S E A B E06°56’38.76”S

124FL 460

6 000 FT3 000 FTA, B, G

BTF ACC126.0 MHzBTF FIC8896 kHz

103°42’19.44”E



247




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

Cont. W-14EWHISKEYONE FOUREAST

“SW’ NDB08°02’12.84’’S

155335

52FL 460

6 000 FT3 000 FTA, B, G

BTF ACC126.0 MHzBTF FIC8896 kHz

104°12’54.00’’E

S A N D Y08°48’58.32’’S

55

FL 460GND/WTR

4 000 FTG

BTF FIC8896 kHz

104°34’42.24’’E

H A Y O O09°46’57.72”S

121301

1094 000 FT

G105°01’45.48”E

Z E A I T10°43’14.88”S

724 000 FT

G106°35’06.72”E

Z N I N E11°20’27.60”S

603 000 FT

B, G

SSK ACC133.0 MHzBTF FIC8896 kHz

107°36’50.04”E

“SSK” VOR11°51’26.28’’S108°28’13.08’’E

185FL 460

GND/WTR8 000 FT

GBTF FIC8896 kHz

W-15WHISKEYONE FIVE

“SW” NDB07°02’12.84’’ S

022202

121

FL 460GND/WTR

7 000 FTA, B, G

10

BTF ACC126.0 MHzBST AFIS8977 kHz

104°12’54.00’’ E

P R A D A6°09'48.96" S

022202

164106°58'42.24" E

A M I N A3°37'42.60" S

165345

39106°00'39.96" E



248




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

Cont. W-15WHISKEYONE FIVE

N I K E L02°59’47.40’’S

165345

285FL 460

6 000 FT9 000 FT

A, B10

NTR ACC129.5 MHz

105°50’30.48’’E

“NTR” VOR00°47’13.20’’S104°49’40.80’’E

W-16WHISKEYONE SIX

N I K E L02°59’47.40’’S

131311

181

FL 4606 000 FT

7 000 FTA, B

BTF ACC126.0 MHz

105°50’30.48’’E

A R D E E04°57’22.32’’S

1114 000 FT

A, B108°07’45.48’’E

“ET” NDB06°19’48.72’’S

124304

248

5 000 FTA, B

SGL ACC133.7 MHz

106°56’50.64’’E

“SGL” VOR08°27’37.44’’S

8 000 FTA, B

112°59’04.56’’E

W-17WHISKEYONE SEVEN

“SW’ NDB08°02’12.84’’S

081261

167FL 460

GND/WTR7 000 FT

F10

BTF ACC126.0MHz

104°12’54.00’’E

M A H A R07°36’50.04’’S

117FL 460

6 000 FT7 000 FT

A, C106°55’33.24’’E



249




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

Cont. W-17WHISKEYONE SEVEN

R A N E E07°18’48.24’’S

081261

42

FL 4606 000 FT

7 000 FTA, B

10BTF ACC

126.0 MHz

108°51’06.12’’E

G O L A N07°12’22.32’’S

071251

196109°32’19.32’’E

“SNF” VOR06°09’48.96’’S112°38’19.32’’E

W-18WHISKEYONE EIGHT

S I M O N09°25’48.36’’S

031211

148FL 460

6 000 FT7 000 FT

A, B

10

BTF ACC126.0 MHz

107°35’12.84’’E

R A N E E07°18’48.24’’S

21FL 460

6 000 FT7 000 FT

A, B108°51’06.12’’E

C A N E E07°12’00.00’’S

60FL 460

6 000 FT7 000 FT

A, B109°16’12.00’’E

“ET” NDB06°19’48.72’’S

029209

302FL 460

GND/WTR7 000 FT

A, BSGL ACC133.7 MHz

106°56’50.64’’E

“SBD” VOR01°45’03.60’’S111°56’56.76’’E



250




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLTALT

LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

1 2 3 4 5 6

W-19WHISKEYONE NINE

“SPF” VOR01°45’03.60’’S

082262

90FL 460Fl 150

7 000 FTA, B,G

10

SPF ACC129.7 MHz

111°56’56.76’’E

Z E S I X10°08'40.92" S

65

FL 460GND/WTR

4 000 FTG


11396 kHz13318 kHz3470 kHz

103°23'58.56" E

Z E V E N9°59'45.24" S

946 000 FT

G103°28'50.52" E

H A Y O O9°46'57.72" S

155

4 000 FTG

105°01'45.48" E

S I M O N09°25’48.36’’S

080260

187107°35’12.84’’E

D E E N Y8°52'48.00" S

623 000 FT

G110°39'00.00" E

B E O N E8°41'57.12" S

633 000 FTA, B, G

SGL ACC133.7 MHz

111°39'20.88" E

“SGL” VOR8°27'37.44" S112°59'04.56" E

W-20WHISKEYTWO ZERO

“SPF” VOR01°45’03.60’’S

101281

90FL 460

GND/WTR5 000 FTA, B, G

10SPF ACC129.7 MHz

111°56’56.76’’E



251




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLT ALT LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

Cont. W-20WHISKEYTWO ZERO

F O X T O10°38'37.32" S

101281

162

FL 460GND/WTR

6 000 FTG

10


11396 kHz13318 kHz3470 kHz

102°23'01.68" E

G O L F S11°10'16.68" S

150105°01'48.00" E

H O T E L11°39'42.48" S

604 000 FT

B, GSSK ACC133.0 MHz

107°29'22.56" E

“SSK” VOR11°51'26.28" S110°24'55.80" E

W-21WHISKEYTWO ONE

“SSK” VOR

053233

60FL 460

10 000 FT

5 000 FTG

10


11396 kHz13318 kHz3470 kHz

11°51'26.28" S110°24'55.80" E

I N D I A11°15'21.96" S

128FL 460

GND/WTR109°16'10.20" E

K E E L O9°58'03.72" S

053233

102FL 460

GND/WTR

5 000 FTG

110°58'55.20" E

L E E M A8°56'51.00" S

49FL 460

10 000 FT

112°20'16.80" E

“SGL” VOR8°27'37.44" S112°59'04.56" E



252




Coordinates

TrackMAG

DIST(NM)

UpperLimit

LowerLimit

MNM FLT ALT LateralLimits(NM)


RemarksControlling

UnitFrequency


Odd Even

W-22WHISKEYTWO TWO

“SSK” VOR11°51'26.28" S

036216

60

FL 460GND/WTR

5 000 FTB, G

10

SSK ACC133.0 MHz

110°24'55.80" E

Z E L E V11°03'01.44" S

68

5 000 FTG


11396 kHz13318 kHz3470 kHz

109°03'39.60" E

B E E Z E10°07'50.52" S

93109°44'03.48" E

D E E N Y8°52'48.00" S

32110°39'00.00" E

T A N G O8°26'53.52" S110°57'57.96" E

--- oOo ---



253

Attachment 18

LOCATION INDICATOR

ENCODE DECODE

NAME OF AIRPORTLOCATIONINDICATOR

LOCATIONINDICATOR

NAME OF AIRPORT

BATTLEFIELD AFB

BRIGHTSTAR

EASTTOWN

NORTHSTAR

SANDSHARK

SEAGULL

SEAHORSE

SOUTHVIEW

SPRINGFIELD

STARFISH

STINGRAY

SUNBIRD

SUNFISH

TIGERFORT

WESTPOINT

SAAF

SABT

SAEN

SANS

SASK

SAGL

SASH

SAUW

SAFD

SATF

SAST

SABD

SANF

SAFT

SAPT

SAAF

SABD

SABT

SAEN

SAFD

SAFT

SAGL

SANF

SANS

SAPT

SASH

SASK

SAST

SATF

SAUW

BATTLEFIELD AFB

SUNBIRD

BRIGHTSTAR

WASTTOWN

SPRINGFIELD

TIGERFORT

SEAGULL

SUNFISH

NORTHSTAR

WESTPOINT

SEAHORSE

SANDSHARK

STINGRAY

STARFISH

SOUTHVIEW

--- oOo ---



254

Attachment 19

AIRCRAFT NATIONALITY AND REGISTRATION MARK

ENCODE DECODE

STATESNATIONALITY

MARKNATIONALITY

MARKSTATES

AUSTRALIA

BANGLADESH

BELGIUM

BURMA

FIJI

FRANCE

GERMANY

INDIA

INDONESIA

ITALY

JAPAN

MALAYSIA

NETHERLAND

NEW ZEALAND

PAKISTAN

PAPUA NEW GUINEA

PHILIPPINES

KOREA

SINGAPORE

SRILANKA

SWITZERLAND

TAHILAND

RUSSIA

UNITED KINGDOM

UNITED STATES

VH

S2

OO

XX, XZ

DQ

F

D

VT

PK

I

JA

9M

PH

ZK, ZL, ZM

AP

PZ

RP

HL

9V

4R

HB

HS

CCCP

G

N

AP

CCCP

D

DQ

F

G

HB

HL

HS

I

JA

N

OO

PH

PK

PZ

RP

S2

VH

VT

XY, XZ

ZK, ZL, ZM

4R

9M

9V

PAKISTAN

RUSSIA

GERMANY

FIJI

FRANCE

UNITED KINGDOM

SWITZERLAND

KOREA

THAILAND

ITALY

JAPAN

UNITED STATES

BELGIUM

NETHERLAND

INDONESIA

PAPUA NEW GUINEA

PHILIPPINES

BANGLADESH

AUSTRALIA

INDIA

BURMA

NEW ZEALAND

SRILANKA

MALAYSIA

SINGAPORE

--- oOo ---



255

Attachment 20

RESPONSIBILITY OF FEEDER AND PILOT

I. FEEDER POSITION

1. Function

The function of feeder is as supplier unit represents the relevant technical units

which supply information to ATC unit currently in operations, it is therefore it acts as

one or more ATS unit(s) or other technical unit(s).

2. Responsibility

a. Tower simulator

At TWR simulator, feeder will act as :

1) Briefing Office which supplies ETD, NOTAM, etc.;

2) APP which coordinates for departure/arrival of IFR traffic;

3) Fire Fighting Unit which coordinates in case of emergency exercise;

4) Meteorological office which supplies weather report for take-of and

landing (QAM);

5) Adjacent ATC/ATS unit(s)

6) Other relevant units.

b. Approach simulator

1) As ACC : shall keep APP promptly advised of pertinent data on

controlled traffic such as :

a) ETA of arriving aircraft (at least 15 minutes before ETA including

ACID, type, point of departure and destination);

b) estimated and proposed level of aircraft will be transferred;

c) transfer of control time, position and altitude;

d) EAT that has been issued by ACC to aircraft;

e) anticipated delay for departure due to congestion;

f) any other pertinent information.



256

2) As TWR : shall keep APP promptly advised of pertinent data on


a) for departing traffic :

information that aircraft ready for pushback/start engine;

information that aircraft (IFR) ready for departure (request

release time);

request ATC clearance;

information concerning aircraft that constitute essential traffic

to aircraft under the jurisdiction of SHE APP;

information that departure aircraft can not depart in

accordance with the clearance expired time (CET);

departure time/airborne time and route to be flown;

any other pertinent information.

b) for arriving traffic :

landing time;

missed approach;

an overdue or unreported aircraft;

statement that arriving IFR has established visual contact;


c. Area Simulator

1) As APP : shall keep ACC promptly advised of pertinent data on


a) for arriving traffic :

lowest vacant level available at individual fix;

average time interval (ATI) between successive approaches;

EAT and revision thereof;

missed approach, if considered constitute conflict to traffic

under BTF ACC;


b) for departing traffic :

departure time;

statement that departing aircraft has been cleared to contact

ACC;




257

2) As other technical units or adjacent ACC/FIC : is to conduct the co-

ordination as instructed in the scenario.

d. In APP/ACC non-radar simulator

The function of feeder other than the above mentioned is the preparation

of pilot strip which is done before the exercise starts. The pilot strip will be

completed with the aircraft data (call sign, type, speed, route to be flown,

ETA reporting points, etc.) as described on the problem sheet(s). After

completion of the strip, the strip will be handed over to Pilot Position

when :

1) Departing traffic : as soon as departing aircraft has airborne or has

been transferred by SHE TWR to APP or by APP to ACC;

2) Arriving traffic : as soon as arriving aircraft has been transferred by

APP to TWR or by adjacent ACC/FIC to ACC.

and these strips will be returned to Feeder Position from the Pilot Position

when :

1) Departing traffic : has been cleared to contact APP, ACC or adjacent

ACC/FIC to which the aircraft will fly (next accepting unit);

2) Arriving traffic : has been cleared to contact APP or TWR.

II. PILOT POSITION

1. The responsibility of Pilot Position is to record all data required in accordance

with the progress of flight at all time reference to flight level, time, position,

clearance/instruction, etc. on the pilot strip.

2. Guidance for data insertion on the pilot strips are as follow :

Note : Data which will be inserted on pilot strips based on the data on the

scenario sheet.



258

Call sign : Speed : Rate D/C Route :

First contact : Posn LevelTime

Posn LevelTime

R L R L

Rwy : IAF :

ATC Clr.

Remark :

Legend :

Call sign : aircraft identification (flight number or nationality & registration mark

Speed : in KNOT

Rate D/C : rate of descent or rate of climb (feet perminute/FPM)

Route : the last two letter of location indicator (exp. SH – NF)

First contact : in minute

Rwy : runway-in-use for take-off or landing

IAF : instrument approach fix (BTF or SH)

ATC Clr. : ATC clearance from ACC

Remark : any other information or instruction

Posn : reporting points

Level : altitude or FL

Time : time of reaching or leaving any level at specified position

R : reaching

L : leaving

--- oOo ---



259

Attachment 21

FLIGHT PROGRESS STRIP

(STRIP MARKING)

I. GENERAL

1. Definition

a. BAY : a sloping panel of flight progress board.

b. BAY DIVIDER : an adjustable horizontal divider used to separate prepared

strip holders being held in suspense bay.

c. BOX : one sub-division of flight progress strip.

d. DESIGNATOR : an approved abbreviation used to identify a reporting

point, holding point or other location.

e. FLIGHT PROGRESS BOARD (DISPLAY) : a unit comprising sufficient

bays to accommodate the flight progress strip necessary for the provision

of respective ATC unit. The board will normally consist of minimum two

bays, i.e. active and suspense bays. Whereas the active bay may consist

of more than one bay dependent upon the number of designated/holding

point or routes structures.

f. FLIGHT PROGRESS STRIP (FPS) : a paper strip measuring

approximately 26 cm X 2.5 cm containing essential flight data necessary

for control unit respect to one fix. A strip for the fix representing the point of

departure or intended landing is known respectively as a departure or

arrival strip.

g. STRIP HOLDER : a metal/plastic structure which hold the flight progress

strip.

h. SUSPENSE BAY : a bay or portion reserved for the accommodation of

strip which is not active yet.

2. The objective of flight progress strip



260

The primary objectives of flight progress strip are :

a. to enable the controllers to visualize current as well as projected traffic

situation;

b. to serve as an aide-memoirs on the action taken by controller;

c. to assist the authority in investigation of accident/incident;

d. to serve airport management as data for statistic purpose.

3. Design and color

a. Design of flight progress strips are made in such a way based on the

function of the ATC units (ACC as En-route Controller is different to

APP/TWR which deals with departing/arriving traffic). Detailed explanation

of the flight progress strip boxes is on page ……

b. Color codes are assigned to flight progress strip to make them distinguish

for control purposes. Three colors are designated for control flight

operations namely blue/green, yellow/buff and white. The following flight

progress strips are used in the respective ATC unit in Indonesia :

1) light blue/green : for departure/outbound flight;

2) yellow/buff : for arrival/inbound traffic;

3) white : for local flight;

4) plan reverse side of white : for porting flight information of an

urgent matter/nature such as NOTAM,

SIGMET etc.

4. Procedure

In the interest of overall efficiency and to avoid misinterpretation, the following

flight progress strip principles shall strictly be followed :



261

a. symbol and abbreviation used shall conform to those listed in ICAO

Document, AIP Indonesia and Airways Operation Instruction (AOI);

b. entries on air traffic and ATC clearance shall be legible hand-printed

(inerasable pencil or ballpoint pen is preferable);

c. correction or revision to data posted shall be made by drawing a single

horizontal line through/cross the incorrect data and writing correct data

adjacent thereto 9in the same column/box);

d. do not draw a horizontal line through/cross an altitude being changed until

the aircraft has reported leaving the altitude (vacating the altitude);

e. do not erase or overwrite any item;

f. insert a check mark () against any data to indicate that it has been

passed to either pilot or other ATS units.

5. Posting of flight progress strip

a. Arrange flight progress strip under the appropriate designators in the

following manners :

1) sequence in chronological order of arrival over particular fix (time

sequencing) or in ascending/descending order of assigned altitude

over a holding fix (level sequencing);

2) time sequencing under the same fix designator with the earliest time

at the bottom.

b. Remove the flight progress strip from the flight progress board when no

longer required for control purposes (to avoid incorrect instrument

approach clearance issuance, arrival strip of APP will normally be withheld

until visual contact information has been obtained from TWR);

c. Used flight progress strip shall be filled and in no case shall such flight

progress strip be destroyed/thrown away;



262

II. DATA ENTRY

1. TWR and APP flight progress strip

a. Arrival

1) In most cases, the APP flight progress strip is equal to the TWR flight

progress strip. The only difference is that TWR as visual controller

does not need for insertion of data concerning instrument approach

clearance. TWR then enter landing time only instead. Whereas the

APP as instrument controller need to insert data related to the

instrument.

2) Flight progress strip box function

Legend :

BOX TOWER APPROACH

A ETA destination aerodromeETA holding fix/instrument

approach fix (IAF)

B time of first contact time of first contact

C level of aircraft at transfer time level of aircraft at transfer time

D level of aircraft on rep. point(s) level restriction

Etype, speed and wake

turbulence category

type, speed and wake turbulence

category

F aircraft identification/call sign aircraft identification/call sign

G runway-in-use for landing runway-in-use for landing

H blanktime of instrument approach

clearance is given

J blanktime of instrument approach

clearance is commenced

K landing time landing time

G H J K

L RA

B

CD1D2D3

E

F

S

M PN Q



263

L point of departure point of departure

M blank ETA holding (feeder) point

N blank ATA holding (feeder) point

P blank time leaving holding (feeder) point

Q blank ATA instrument approach fix (IAF)

R missed approach time missed approach time

S

Any other pertinent information

such as ETA significant points,

conflicting traffic, communication

failure, emergency etc.





b. Departure

1) In most cases, the APP flight progress strip is also equal to the TWR

flight progress strip. The only difference is that TWR as visual

controller is dealing with pushback, start engine and taxi, whereas the

APP as instrument controller is not. For the purpose of conducting the

function of instrument controller some boxes are modified which

conform to the need if APP.


Legend :

BOX TOWER APPROACH

A ETD ETD

Bblank (available for the time of

setting course)time of first contact

C iIntended cruising level iIntended cruising level

D level restriction level restriction

E type, speed and wake type, speed and wake turbulence

G H J K

LA

B

CD3D2

D1

E

F

N

M



264

turbulence category category


G runway-in-use for take-off runway-in-use for take-off

H time of start enginetime of ATC clearance is passed to

TWR

J time of commencing taxi release time, if any

K airborne time airborne time

L aerodrome of destination aerodrome of destination

M ATC clearance ATC clearance

N

any other pertinent information




any other pertinent information




c. Local flight

1) In most cases, the APP flight progress strip is equal to the TWR flight

progress strip. The only difference is that TWR as visual controller is

dealing with pushback, start engine and taxi, whereas the APP as

instrument controller is not. For the purpose of conducting the function

of instrument controller some boxes are modified which conform to the

need if APP.


Legend :

BOX TOWER APPROACH

A ETD ETD

B Duration of flight Duration of flight

C Number of fuel/endurance Number of fuel/endurance

G H J K

L M N PA

B

CD3D2

D1

E

F

Q



265

D Intended manoeuvre/area Intended manoeuvre/area

Etype, speed and wake

turbulence category

type, speed and wake turbulence

category


G runway-in-use for take-off runway-in-use for take-off

H time of start enginetime of ATC clearance is passed to

TWR

J time of commencing taxi release time, if any

K airborne time airborne time

L runway-in-use for landing runway-in-use for landing

M blanktime of instrument approach

clearance is given

N blanktime of instrument approach

clearance is commenced

P landing time landing time

Q









2. ACC flight progress strip

a. Arrival and departure

1) In most cases, the ACC flight progress strip for departure and arrival

are equal.


A

BC D

EFG

H

S K L J K L M O Q

J K L J K L

N P RJ K L J K L

Legend :

BOX DEPARTURE ARRIVAL

A type of aircraft Type of aircraft

I



266

B aircraft identification/call sign aircraft identification/call sign

C true airspeed prefixed by T true airspeed prefixed by T

D ground speed ground speed

Efix to which the strip refers (PoD/

PoA/RP)

fix to which the strip refers (PoD/

PoA/RP)

F ETA/pilot’s ETO fix of E ETA/pilot’s ETO fix of E

GATC estimate (if differs from

pilot’s ETA)

ATC estimate (if differs from pilot’s

ETA)

H EET to the next fix/RP EET to the next fix/RP

I ATA over fix of E ATA over fix of E

Jassigned level (FL/altitude by

ATC (cross when vacated)

assigned level (FL/altitude by ATC

(cross when vacated)

K time reaching FL/altitude time reaching FL/altitude

L time leaving FL/altitude time leaving FL/altitude

Mcontrol symbol enter/while or

leave control area

control symbol enter/while or leave

control area

N

time of first contact (for first FPS)

or time of transfer to the next

ATC/ATS units (for the last FPS)

time of first contact (for first FPS) or

time of transfer to the next ATC/ATS

units (for the last FPS)

O time of ATC clearance Q is given time of ATC clearance Q is given or

P ETA aerodrome of destination ATD of aerodrome of departure

QATC clearance/instruction/control

data/detail of information

ATC clearance/instruction/control

data/detail of information

R the route of flight the route of flight

Sintended FL/cleared FL (to be

entered on all fixes)

intended FL/cleared FL (to be

entered on all fixes)

Note :

For local flight, some boxes have different function as follow :

E departure/arrival point/fix

N time of first contact and of transfer to APP (box is divided two sections)

O number of fuel/endurance

P planned duration of flight

Q ATC instruction/information/control data

R area in which the flight is to be conducted



267

III. POSTING OF THE FLIGHT PROGRESS STRIP

1. Seahorse Aerodrome Control Tower (SHE TWR)

a. There is only one flight progress strip (FPS) is needed for one aircraft;

b. There are two sloping bays on the SHE TWR control desk, left side sloping

bay is generally used for posting the non-active (suspense) FPS, whereas

the right side of sloping bay for the active FPS;

c. Position of FPS is not fixed but mobile/changeable dependent upon the order

of arriving aircraft. In case the third aircraft becomes earlier to arrive at an

aerodrome than those the first and the second, the third aircraft’s FPS shall

be moved to the lowest position, and so on;

d. For avoiding confusion in detecting conflicting traffic, FPS of overflying

aircraft should be replaced by the light blue/green strip immediately he/she

reports overhead station;

e. FPS will be removed from the bay when the departing aircraft has been

instructed to contact SHE APP (after acknowledgement of receipt from the

pilot) or when the arriving aircraft has been instructed to taxi to apron (caution

should be advised when the taxiway is relatively long and there are some

taxiway intersections, the FPS may be removed when the aircraft has nearly

reached the parking stand).

2. Seahorse Approach Control Office (SHE APP)

a. There is only one flight progress strip (FPS) is needed for one aircraft;

b. There are five sloping bays on the SHE APP control desk. The function of

each sloping bay are as follow :

1) the most left sloping bay is generally used for posting the non-active

(suspense) FPS;

2) the second from left sloping bay is used for posting the active FPS of

traffic coming from south/southwest or west;



268

3) the center sloping bay is used for posting the active FPS of arriving

traffic holding over IAF or departing traffic awaiting take-off clearance;

4) the second from right sloping bay is used for posting the active FPS of

traffic coming from north/northeast/east or southeast;

5) the most right sloping bay is generally used for posting the FPS of

traffic which have been transferred to TWR and ACC (for Instructor

analysis).

c. On the active bays, there are 9 (nine) designators represent the reporting

points (BTF VOR, SH NDB, BT NDB, TF NDB) and at SHE CTR BDRY

(AMBER, BURSA, COMET, DORIN and ECTOR);

d. The FPS of aircraft(s) that have obtained ETA and other flight data (for

arrival) the FPS should normally be posted on the designators in

accordance with the intended route or flight path of aircraft. The FPS of

aircraft(s) that have requested ATC clearance should normally be posted

on the central bay;

e. APP is the instrument controller and in the provision of vertical separation

is by assigning specified altitude, the sequence of FPS should normally be

level wise, it means that the FPS of lower aircraft should be posted

beneath the strip of higher aircraft;

f. Position of FPS is not fixed but mobile/changeable correspond to the

aircraft position. Position of strip is on the designator to which the aircraft

is proceeding. For example, if the position of an aircraft has left BURSA

and proceeding to TF NDB, the FPS shall be posted at TF NDB

designator. Every time an aircraft passes the designated reporting points,

the FPS shall be moved to the next designator;

g. For avoiding confusion in detecting conflicting traffic, FPS of overflying


reports over BTF VOR/DME or SH NDB/LOC if the aircraft is diverted via

SH NDB/LOC;

h. FPS will be removed from the bay when the departing aircraft has been

instructed to contact BTF ACC (after acknowledgement of receipt from the



269

pilot) or when the arriving aircraft has been instructed to contact SHE TWR

or has established visual contact, whichever is specified.

3. Batfish Area Control Center (BTF ACC)

a. There are more than one FPS for one aircraft. The number of FPS

depends on the number of fix/reporting point (designators) that will be

passed over by the aircraft. For example, an aircraft is overflying from

NORTHSTAR to SEAGULL, the number of FPS will 5 (five) for NIKEL,

BURSA, BTF VOR, DORIN and GOLAN.;

b. There are five sloping bays on the BTF ACC control desk. There are 17

(seventeen) designators which represent the reporting points within BTF

CTA (BTF VOR, SH NDB, BT NDB, TF NDB, AMBER, BURSA, COMET,

DORIN, ECTOR and SW NDB), at BTF CTA BDRY (WP NDB, NIKEL,

ET NDB, GOLAN, SIMON and SANDY) and at the outside of BTF CTA

(SF NDB);

c. The FPS of active as well as non-active aircraft are posted on the

designators in accordance with the intended route/flight path of aircraft;

d. ACC is the instrument controller and in the provision of vertical separation

is by assigning specified altitude, the sequence of FPS should normally be

level wise, it means that the FPS of lower aircraft should be posted

beneath the strip of higher aircraft;

e. Position of FPS is not fixed but mobile/changeable correspond to the

aircraft position. Position of strip is on the designator to which the aircraft

is proceeding. For example, if the position of an aircraft has left BURSA

and proceeding to TF NDB, the FPS shall be posted at TF NDB

designator. Every time an aircraft passes the designated reporting points,

the FPS shall be moved to the next designator;

f. For avoiding confusion in detecting conflicting traffic, FPS of overflying


reports over BTF VOR/DME or SH NDB/LOC if the aircraft is diverted via

SH NDB/LOC;

g. FPS will be removed from the bay one by one (not simultaneously), except

for the last two FPS. FPS at any designator will be removed when aircraft



270

has passed the next designator. For example, if an aircraft over flying from

SPRINGFIELD to SUNBIRD via W-12, the designator will be passed over

are SW NDB, BT NDB, BTF VOR, COMET, SF NDB. The FPS of SW

NDB will be removed when the aircraft has passed BT NDB (not SW NDB)

and the FPS of BT NDB will be removed when the aircraft has passed BTF

VOR.

---oOo---



271

Attachment 22

CONTROL ABBREVIATION

ABBREV MEANING ABBREV MEANING

ABM

APT

APCH

ASC

BC

BT

BDRY

DCT

DLA

EAT

EFC

FPM

H

HFR

ILS

M

MA

abeam

airport

any authorized/approvedauthorized IAP

ascent or ascend to

back course

base turn

boundary

direct

delay

expected approach time

expect further clearance

feet per minute

hold

hold for release

instrument landing system

magnetic (when precededby three figure)

missed approach

PT

R

RL

RLS

RP

RR

RX

SI

SYD

SYT

TL

TR

UFA

UFC

VA

VR

procedure turn

radial (when preceded bythree figure)

report leaving

release

report passing

report reaching

report crossing

straight-in-approach

release subject to yourdiscretion

release subject to your owntraffic

turn left

turn right

until further advice

until further clearance

visual approach

VOR approach



272

Attachment 23

CONTROL SYMBOL

SYM-BOL

MEANINGSYM-BOL

MEANINGSYM-BOL

MEANING

climb to

descend to

cruise

at

cross

maintain

cross airway/route/course

intercept airway/route/course

while in controlarea

enter of controlarea **

out of controlarea **

enter controlzone **

out of controlzone **

through controlzone **

local flight

abeam

depart (turn aftertake-off)

until

alternateinstruction

restriction

at or above

at or below

from – to

special VFRoperation in thevicinity of AD

Pilot cancelledFPL

Information/flightdata has beenpassed torecipient

DME holding(use mileage)

No delayexpected

Contact ….. (ATSUnit) on ….(frequency – ifother thanstandard)

Before

After

At or BEFORE

At or after

Note : ** arrowindicatesdirection of flight

@

X

M T

( )

( )

W

C

2025

C



273

Attachment 24

LETTER OF AGREEMENT

PT (Persero) PRADANA AVIANTARASEAHORSE INTERNATIONAL AIRPORT BATFISH

17th

Floor – Flight Safety Training Department Building P.O.Box 509Batfish 15001, INDONESIA

[email protected] - http://www.pradanavia.co.id

LETTER OF AGREEMENTBETWEEN BATFISH ACC, SEAHORSE APPROACH AND SEAHORSE TOWER

I. SUBJECT : ATC CO-ORDINATION PROCEDURES

II. UNITS INVOLVED : a. BATFISH CONTROL CENTER

b. SEAHORSE APPROACH CONTROL UNIT

c. SEAHORSE AERODROME CONTROL TOWER

III. PURPOSE : The purpose of this letter of agreement of

responsibility procedures in respect of aircraft

operate within SHE CTR and BTF CTA to ensure a

safe expeditious and orderly flow of traffic

IV. SCOPE : Involved in this letter agreement are the following

items :

a. Area of jurisdiction

b. Exchange of flight data

c. ATC clearance, and

d. Transfer of responsibility



274

V. AREA OF JURISDICTION :

5.1. Area of jurisdiction of Seahorse Tower (SHE TWR) :

a. lateral limit : A circle with a radius of 30 NM centered at ARP

b. vertical limit : - upper limit : 2,000 feet

- lower limit : ground/water

5.2. Area of jurisdiction of Seahorse Approach Control Office (SHE APP) :

a. lateral limit : A circle with a radius of 40 NM centered at Seahorse

Radar Head (06°13’27.12’’ S 106°40’27.12’’ E)

b. vertical limit : - upper limit : 10,000 feet

- lower limit : ground/water

5.3. Area of jurisdiction of Batfish Control Center (BTF ACC) :

a. lateral limit : QUEBEC (06°13’27.12’’ S 106°40’27.12’’ E) – ROMEO

(06°13’27.12’’ S 106°40’27.12’’ E) thence along an arc

of the circle with a radius of 200 NM centered at

Seahorse Radar Head (06°13’27.12’’ S 106°40’27.12’’ E)

clockwise to QUEBEC

b. vertical limit : - upper limit : FL 460

- lower limit : 6,000 feet except above SHE CTR is

10,000 feet

VI. EXCHANGE OF FLIGHT DATA :

6.1. Arrival

a. BTF ACC shall keep the SHE APP promptly advised of pertinent data

such as :

1) ETA of arriving aircraft (at least 15 minutes before ETA including ACID,

type, point of departure and destination);



275

2) estimated and proposed level of aircraft will be transferred;

3) transfer of control time, position and altitude;

4) EAT that has been issued by BTF ACC to aircraft;

5) expected delay for departure due to congestion;

6) any other pertinent information.

b. SHE APP shall keep the SHE TWR promptly advised of pertinent data

such as :

1) estimated and proposed level of aircraft over aerodrome;

2) statement that an aircraft has been cleared to contact SHE TWR;

3) anticipated delay departure traffic due to congestion.

c. SHE TWR shall keep the SHE APP promptly advised of pertinent data

such as :

1) arrival time, if necessary;

2) statement that an aircraft is in communication with and sighted by SHE

TWR;

3) all available information relating to overdue aircraft;

4) information concerning missed approach

6.2. Departure

a. SHE TWR shall keep the SHE APP promptly advised of pertinent data

such as :

1) information that aircraft ready for pushback/start engine;

2) information that aircraft (IFR) ready for departure (request release

time);

3) information concerning aircraft that constitute essential traffic to aircraft



276

under the jurisdiction of SHE APP;

4) information that departure aircraft can not depart in accordance with

the clearance expired time (CET);

5) departure time/airborne time and route to be flown;


b. SHE APP shall keep the BTF ACC promptly advised of pertinent data

such as :

1) lowest vacant level available at individual fix;

2) departure time;

3) missed approach, if considered constitute conflict to traffic under BTF

ACC;;

4) EAT and revision thereof;


VII. AIR TRAFFIC CONTROL CLEARANCE

7.1. Request and the clearance delivery

a. SHE TWR request clearance to SHE APP then SHE APP request

clearance to BTF ACC;

b. BTF ACC shall issue ATC clearance subject to traffic under its

jurisdiction to SHE APP and SHE APP relay ATC clearance to SHE TWR

with the additional clearance subject to traffic under control of SHE APP.

7.2. Content of ATC clearance

The content of ATC clearance consist of :

a. clearance limit;

b. route of flight;

c. level;



277

d. departure instruction; and

e. any other instruction/information.

Example : GIA 893 CLEARED TO NIKEL/NTR VIA W-13 FL 310 AFTER

TAKE-OFF TURN (LEFT/RIGHT) TRACK 090 DEGREES

MAGNETIC TO INTERCEPT QDM 040 TF MAINTAIN 2,000 FT

VIII. TRANSFER OF CONTROL

8.1. Departure

a. Departure (IFR) aircraft will be transferred from SHE TWR to SHE APP

immediately after airborne and clear of other traffic;

b. Departure (VFR) aircraft will be transferred from SHE TWR to SHE APP

at point ALPHA (for westbound traffic) or point BRAVO (for eastbound

traffic) at altitude below 3 000 feet;

c. VFR traffic from SHE APT bound for BRIGHTSTAR shall maintain 1 000

feet and to TIGERFORT shall maintain 1 500 feet;

d. Unless prior co-ordination, SHE APP shall not climb outbound traffic

higher than 10 000 feet;

e. Departure traffic will be transferred from SHE APP to BTF ACC at SHE

CTR BDRY or at any point/time/level agreed by the two units.

8.2. Arrival

a. Arrival (IFR) will be transferred from SHE APP to SHE TWR when the

aircraft passing instrument approach fix (IAF) inbound at 2 000 feet

(BTF VOR/DME) or on ILS slope (SH NDB).

b. Arriving (VFR) will be transferred from SHE APP to SHE TWR at BT

NDB/WEBER (for traffic from the west/south/southwest) or TF

NDB/ESTER (for traffic from the north/northeast/east/southeast);

c. VFR traffic coming from BRIGHTSTAR shall maintain 1 500 feet and

from TIGERFORT shall maintain 1 000 feet;



278

d. Unless prior co-ordination, BTF ACC shall not descend inbound traffic

lower than 11 000 feet;

e. Arrival traffic will be transferred from BTF ACC to SHE APP at SHE

CTR BDRY or at any point/time/level agreed by the two units.

IX. DEVIATION

9.1. Any deviation from or change to the procedures contained in this letter of

agreement may only be made with the concurrence to the purpose of

enhancing the safe, expeditious and orderly flow of air traffic.

for SHE APP,

ALPHA NOVEMBER BRAVO PAPA

for ATC SECTION OF DGAC,

ALPHA MIKE INDIA NOVEMBER

Batfish, September 12th , 2009

for SEAHORSE TWR

,

ALPHA MIKE KILO ROMEO

for BATFISH ACC,

PAPA DELTA NOVEMBER



279

Attachment 25

LETTER OF AGREEMENT

PT (Persero) PRADANA AVIANTARASEAHORSE INTERNATIONAL AIRPORT BATFISH

17th

Floor – Flight Safety Training Department Building P.O.Box 509Batfish 15001, INDONESIA

[email protected] - http://www.pradanavia.co.id

LETTER OF AGREEMENTBETWEEN SEAHORSE TOWER AND SEAHORSE FIRE FIGHTING STATION

I. SUBJECT : CO-ORDINATION PROCEDURES

II. UNITS INVOLVED : a. SEAHORSE AERODROME CONTROL TOWER

b. SEAHORSE FIRE FIGHTING STATION

III. PURPOSE : The purpose of this letter of agreement of responsibility

procedures in respect of aircraft operate within SHE

APT to ensure a safe, effective and efficient handling of

abnormal and emergency conditions

IV. SCOPE : Involved in this letter agreement are the following items :

a. Responsibility

b. Exchange of flight data

c. Action to be taken

V. RESPONSIBILITY :

5.1. Seahorse Aerodrome Control Tower (SHE TWR) is responsible for alertingthe rescue and fire fighting services whenever:

a) an aircraft accident has occurred on or in the vicinity of the aerodrome;



280

b) information is received that the safety of an aircraft which is or willcome under the jurisdiction of the aerodrome control tower may haveor has been impaired; or

c) requested by the flight crew; or

d) when otherwise deemed necessary or desirable.

5.2. Seahorse Fire Fighting Station (SHE FFS) is responsible for giving the

response as described in point VII below as soon as possible whenever :

a) information is received from SHE TWR stating that there is an aircraft

accident has occurred on or in the vicinity of the aerodrome; or

b) crash-bell is activated by SHE TWR

VI. EXCHANGE OF FLIGHT DATA

6.1. SHE TWR shall keep SHE FFS promptly advised of pertinent data on

abnormal traffic such as :

a) Aircraft identification (ACID);

b) Type of aircraft, including serial number (e.g. B737-400);

c) Nature of abnormalities;

d) Expected runway in use;

e) Surface wind direction and speed;

f) Number of person on board the aircraft (POB);

g) Fuel remaining;

h) Statement whether dangerous good on board or not;

i) Other pertinent information.

6.2. SHE FSS shall keep SHE TWR promptly advised of pertinent data on the

expected deployment such as :

a) Number and type of major vehicle or RPV will be deployed;

b) Grid position of destination;

c) Route to be followed;



281

d) Commander-in-charge;

e) Other pertinent information.

VII. ACTION TO BE TAKEN

7.1. When SHE TWR receives an emergency message from an aircraft :

a) which is still at the outside of SHE CTR : SHE TWR shall immediately

inform SHE FSS an accordance with point 6.1 above;

b) which has entered SHE CTR : SHE TWR shall immediately inform SHE

FSS an accordance with point 6.1 above;

c) which has been in the vicinity of SHE APT : SHE TWR shall

immediately inform SHE FSS an accordance with point 6.1. above;

d) which has been joining SHE aerodrome traffic circuit or an accident

has occurred : SHE TWR shall push the crash-bell button, and if

practicable, followed by giving information described in point 6.1.

above.

7.2. When SHE FFS receives information of abnormalities or emergency from

SHE TWR as described in :

a) 7.1.a) : SHE FFS shall take ALERT III-B :

- Vehicle(s) that will be deployed should be run-up (may be

done within the garage);

- Crews should be standby around the vehicle(s);

- Commander-in-charge should be standby at the appropriate

position.

b) 7.1.b) : SHE FFS shall take ALERT III-A :

- Vehicle(s) including ambulance that will be deployed shall be

run-up and standby at the outside of the garage;

- Crews should be standby within and on the vehicle(s);

- Commander-in-charge shall be standby at the appropriate

position.



282

c) 7.1.c) : SHE FFS shall take ALERT II :

- Vehicle(s) including ambulance shall be positioned at the

appropriate grid position;

- Crews shall be standby at the respective functions;

- Commander-in-charge shall be at the appropriate position.

d) 7.1.d) : SHE FFS shall take ALERT I :

- Vehicle(s) including ambulance shall be directed to accident

site and extinguish the existing fire;

- Crews conduct the tasks in accordance with their respective

functions;

- Commander-in-charge conduct the task in accordance with

his/her function;.

VIII. DEVIATION

9.1. Any deviation from or change to the procedures contained in this letter of

agreement may only be made with the concurrence to the purpose of

enhancing the safe, expeditious and orderly handling of abnormal and

emergency conditions.

for SHE FFS,

ALPHA ROMEO MIKE HOTEL

Batfish, January 3rd , 2009

for SEAHORSE TWR,

,

ALPHA MIKE KILO ROMEO

for AIRPORT MANAGER,

SIERRA INDIA MIKE ALPHA



283

Attachment 26

AIRCRAFT APPROACH CATEGORY

Note :

1. Aircraft performance ha a direct effect on the airspace and visibility needed to

perform the various maneuvers associated with the conduct of instrument

approach procedure. The most significant factor is the speed.

2. Approach speed categories are established based on 1.3 times the stall speed

in the landing configuration at maximum certificated landing mass.

AIRCRAFT

CATEGORY

AIRCRAFT

SPEED (KT)EXAMPLE

A < 91 CS12, AC50, BE80, BE95, CD22, C308 ETC.

B 91 - <121 AT42, AT72, FK50, CN35, MA60, ND16, LR28,

LR29, YK40/YK42, L382 ETC.

C 121- <141 FK10, LR54/55/56, B737, EA32, AN22, IL76 ETC.

D 141 - <166 LR35/36, B747, EA33, EA38, B777, TU54, IL24,

ETC.

E 166 - <211 TU44, SR71, MILI JET, ETC

--- oOo ---



284

Attachment 27

AIRCRAFT TYPE DESIGNATOR

Note : L

A

H

P

T

:

:

:

:

:

land plane

amphibian

helicopter

piston engined

turbine engined

J

1-8

speed

blank

:

:

:

:

jet engined

number of engine

max. cruising speed at or

above 10 000 ft

nil (data unavailable)

I. BY CIVIL DESIGNATOR

DESIGNATORNAME OF MODEL

DESC

.

MTOW

(KG)

SPEE

D (KT)MANUFACTURER

CIVIL MILI

-

-

-

AC21

AC50

AC68

A3ST

A6T

-

-

-

AN12

AN22

AN24

AN30

AN32

AN72

AN4C

AN4R

AN5M

-

AT42

AT72

-

-

A3

A4

A6

-

-

U4

-

A37

AH1

A400

-

-

-

-

-

-

-

-

-

AJET

-

-

B1

B52

Skywarrior

Skyhawk

Intruder

Jet Commander

Aerocommander 50

Supercommander

Beluga Super Transp.

Turbocommander

Dragonfly

Huey/Cobra

A400m

Antonov 12

Antonov 22

Antonov 24

Antonov 30

Antonov 32

Antonov 72

Antonov 324/Condor

Antonov 124/Ruslan

Antonov 225/Mirya

Alphajet

ATR 42

ATR 72

Bomber B-1

Stratofortress

L2J/M

L1J/M

L2J/M

L2J/M

L2P/L

L2P/L

L2J/H

L2J/L

H2T/L

L4T/M

L4T/M

L4T/H

L2T/M

L2T/M

L2T/M

L2T/M

L4J/H

L4J/H

L6J/H

L2J/L

L2T/M

L2T/M

L4J/H

L8J/H

37 200

11 113

27 500

9 298

3 175

3060

155 000

4 265

6 230

4 309

130 000

61 000

250 000

21 000

28 500

27 000

33 000

385 560

405 000

421 350

6 550

16 750

19 990

181 450

221 350

530

560

595

471

176

242

M0.82

241

440

190

300

324

399

243

294

290

422

500

500

525

450

272

294

1 262

565

McDonnel Douglas, USA


Grumman Aviation, USA

Rockwell Intl., USA

Rockwell Intl., USA

Rockwell Intl., USA

Airbus Industry, Fr.

Rockwell Intl., USA

Cessna Acft., USA

Bell Heli. Co., USA


Antonov, Russian Fed.









Dassault-Breguet, Fr.

Aerospatiale, Fr.

Aerospatiale, Fr.

Boeing Co., USA

Boeing Co., USA



285



DESIGNATORNAME OF MODEL DESC.

MTOW

(KG)

SPEED

(KT)MANUFACTURER

CIVIL MILI

B737

B73F

B73S

B737

B747

B74F

B74S

B747

B747

B767

B777

B787

BA11

BA32

BA46

BATP

BE10

BE18

B1B

BE20

BE23

BE36

BE45

BE55

BE58

BE80

BE90

BE95

BH06

BH13

BH41

BH47

BN2

-

T43A

-

-

-

E4A

-

-

-

-

-

-

-

-

-

-

U21F

C45

-

-

-

-

T34

T42

-

UBF

U21A

-

H139

-

-

H47

-

737-100/200

B737-400

B737-300/500

B737-800 BBJ/Max

B747-100/200

B747-400

B747-300/500

B747 LCF/SCF

B747-8

B767

B777

Dreamliner

BAC-One-eleven

Jetsream 32

Bae 146-100/200

Adv. Turbo prop.

King Air 100A

Twin Beech 18

King Air 100B

Super King Air

Sundowner

Bonanza

Mentor

Baron 55

Baron 58

Queen Air 80

King Air

Traveller

Jet Ranger

Sioux/trooper 47G/J

Bell 412

Chinook

BN2A Islander

L2J/M

L2J/M

L2J/M

L2J/H

L4J/H

L4J/H

L4J/H

L4J/H

L4J/H

L2J/H

L2J/H

L2J/H

L2J/M

L2T/L

L4J/M

L2T/M

L2T/L

L2T/L

L2T/L

L2T/L

L1P/L

L1P/L

L1P/L

L2P/L

L2P/L

L2P/L

L2T/L

L2P/L

H1T/L

H2P/L

H2T/L

L2T/M

L2P/L

60 000

128 000

128 000

171 000

370 000

396 000

390 000

364 000

448 000

450 000

352 000

253 000

47 400

5 667

42 184

22 930

4 580

3959

6 050

5 670

1 560

1 633

1 703

2 449

2 449

3 992

5 667

1 900

1 451

1 338

5 397

22 680

2 993

520

M0.82

528

M0.82

535

M.96

535

M0.82

M0.85

M0.86

M0.64

M0.92

470

230

432

268

270

195

235

294

150

170

180

200

200

195

248

183

118

73

133

170

140

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Bae. Ltd., UK

Bae. Ltd., UK

Bae. Ltd., UK

Bae. Ltd., UK

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Beechcraft Co., USA

Bell Helicopter, USA



Boeing Co., USA

Britten Norman, UK



286




MTOW

(KG)

SPEED

(KT)MANUFACTURER

CIVIL MILI

BN3

-

C150

C172

C175

C177

C180

C182

C185

C206

C210

C310

C337

C401

C402

C414

C425

C441

C500

C500

C501

C502

C20A

-

-

-

-

CD22

CD24

CL60

CL61

CN35

CONC

-

BUC

-

T41

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

--

-

C135

C5A

C130

C141

-

-

-

-

-

-

BN3A Trilander

Buccaneer

Cessna 150

Cessna Skyhawk

Cessna Skylark

Cessna Cardinal

Cessna 180

Cessna Skylane

CessnaSkywagon

Cessna 206

CessnaCenturion

CessnaThree-ten

CessnaSkymaster

Cessna 401

Cessna 402

Cessna 414

Cessna Corsair

Cessna 441

Cessna Citation

Cessna Citation M3

Cessna Citation I

Cessna Citation V

Gulfstream III

Stratolifter

Galaxy

Hercules

Starlifter

Nomad Floatmaster

Nomad Searchmaster

Challenger

Canadair CL601

CN 235

Concorde

L3P/L

L2J/M

L1P/L

L1P/L

L1P/L

L1P/L

L1P/L

L1P/L

L1P/L

L1P/L

L1P/L

L2P/L

L3P/L

L2P/L

L2P/L

L2P/L

L2T/L

L2T/L

L2J/L

L2J/M

L2J/L

L2J/L

L2J/M

L4J/H

L4J/H

L4T/M

L4J/H

L2T/L

L2T/L

L2J/M

L2J/M

L2T/M

L4J/H

4 241

28 123

726

1 519

1 519

1 525

1 496

1 338

1 496

1 724

1 723

2 710

677

2 857

2 857

3 375

3 033

3 379

5 210

9 526

5 210

9 550

31 615

134 715

380 454

70 308

155 909

4 050

4 120

18 463

19 550

13 000

182 000

156

560

102

125

124

126

122

136

135

138

163

163

140

189

192

200

230

234

348

486

340

486

505

462

450

327

510

180

190

472

475

245

M2.05

Britten Norman, UK

Hawker Siddeley, UK

Cessna Acft. Co. USA




















Gulfstream AS, USA

Boeing Co., USA

Lockheed, USA

Lockheed, USA

Lockheed, USA

Govt Acft Co., Australia

Govt Acft Co., Australia

Canadair, Canada

Canadair, Canada

CASA/PT. DI, Indonesia

BAC/Aerosp/UK/France



287




MTOW

(KG)

SPEED

(KT)MANUFACTURER

CIVIL MILI

CS01

CS12

CV60

CV64

CV88

CV99

-

DA01

DA10

DA20

DA50

DA90

DC3

DC10

DH4

DH5

DH6

DH7

DH8

-

-

-

-

-

-

EA30

EA31

EA32

EA33

EA34

EA35

EA38

E25

T12

-

-

-

-

CNBR

-

-

-

-

-

C47

-

CC08

GT15

-

-

-

E2

E135

E137

E3A

EA6

ETAR

-

-

-

-

-

-

-

Aviojet

CASA Aviocar

Convair 600

Convair 640

Convair 880

Convair 990/Coronado

Canberra

Mercure 100

Falcon 10

Falcon 20

Falcon 50

Falcon 90

Dakota/Sjytrain

DC10

Caribou DHC4

Buffalo DHC5

Twin Otter DHC6

Dash Seven

Dash Eight

Hawkeye

Boeing EC135

Boeing VC137

AWACS

Bomber

Etendard

Airbus 300

Airbus 310

Airbus 320

Airbus 330

Airbus 340

Airbus 350

Airbus 380

L1J/L

L2T/L

L2T/M

L2T/M

L2T/M

L4J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2P/M

L3J/H

L4T/M

L2T/M

L2T/L

L4T/M

L4T/M

L4T/M

L4J/H

L4J/H

L4J/M

L2J/M

L1J/M

L2J/H

L2J/H

L2J/H

L2J/H

L2J/H

L2J/M

L4J/H

6 300

7 450

24 450

24 950

87 410

114 790

24 945

85 000

8 300

13 00

16 250

20 640

12 700

251 000

12 500

13 250

5 670

19 995

13 835

23 335

134 715

134 715

116 000

26 535

10 275

137 000

137 000

77 000

217 000

160 000

268 000

590 000

463

208

261

265

482

504

504

503

M0.87

465

475

495

160

495

230

255

182

236

278

315

462

462

520

595

585

505

500

487

475

500

M0.85

587

CASA, ESpana

CASA, Espana

Convair Div. GE., USA




British Acft. Co., UK








De Havilland, Canada





Grumman, USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Germany











288




MTOW

(KG)

SPEED

(KT)MANUFACTURER

CIVIL MILI

FK10

FK27

FK28

FK50

FK70

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

G64

G159

G2

G4

-

HE1

H3

HN32

HS21

-

-

-

-

-

F1

F4

F5

F6

F8

F14

F15

F16

F18

F20

F86

F100

F101

F102

F104

F105

F106

F111

F117A

U16

C4

-

-

GNAT

-

-

-

-

Fokker 100

Fokker Friendship

Fokker Fellowship

Fokker 50

Fokker 70

Mirage I

Phantom

Tiger

Delta Dart

Crusader

Tomcat

Eagle

Fighting Falcon

Hornet

Tigershark

Sabre

Super Sabre

Voodoo

Delta Dagger

Starfighter

Thunderchief

Delta Dart

Bomber F-111

Bomber Stealth

Albatros

Gulfstream V

Gulfstream I

Gulfstream IV

Gnat F141/144

Helio Courier

Super Courier

Alouette III

Trident

L2J/M

L2T/M

L2J/M

L2T/M

L2T/M

L1J/M

L2J/M

L2J/M

L1J/M

L1J/M

L1J/M

L2J/M

L1J/M

L2J/M

L1J/M

L1J/M

L1J/M

L1J/M

L1J/M

L1J/M

L1J/M

L1J/M

L2J/M

L4J/M

A2P/M

L2T/M

L2J/M

L2J/M

L1J/L

L1P/L

L1P/L

H1T/L

L3J/M

40 000

20 000

33 112

18 990

41 730

14 900

26 035

15 875

15 875

13 000

30 228

30 845

16 057

25 400

25 402

9 350

40 000

21 090

12 515

14 060

16 350

15 875

41 500

23 814

15 800

15 920

28 122

31 616

3 010

1 542

1 542

2 250

13 560

M0.75

260

485

295

508

1 259

1 262

917

1 324

1 227

1 149

1 146

M0.93

M1.80

M2.0

597

M0.75

1 059

716

1 259

1 240

1 324

1 433

559

176

302

511

M0.85

603

143

150

119

520

Fokker-VFW, BV, Neth.







Grumman, USA

Convair Div. GE, USA


Grumman, USA


General Dynamic, USA


Northrop, USA

Rockwell Intl., USA

Rockwell Intl., USA



Lockheed, USA

Fairchild Ind., USA



Lockheed, USA

Grumman, USA

Grumman, USA

Grumman, USA

Grumman, USA

Hawker Siddeley, UK

Helio Acft., USA

Helio Acft., USA

SNIAS, France

HS Aviation, UK



289




MTOW

(KG)

SPEED

(KT)MANUFACTURER

CIVIL MILI

HS25

HS74

HU50

HV34

-

-

-

-

-

IL14

IL18

IL28

IL38

IL62

IL76

IL86

IL96

-

-

-

-

L101

L188

L329

L382

LR23

LR25

LR35

LR54

LR55

-

MBH5

MBK7

-

-

H6

H47

H53

HAR

SHAR

HAWK

HUN

-

-

-

-

-

-

-

-

JAGR

KC10

KC97

KC135

-

P3

C40

C130

-

-

-

-

-

LTNG

-

-

HS 125

Andover

Hughes Pawnee

Chinook

Sea Stallion

Harrier

Sea Harrier

Hawk

Hunter

Ilyushin 14

Ilyushin 18

Ilyushin 28

Ilyushin 38

Ilyushin 62

Ilyushin 76

Ilyushin 86

Ilyushin 96

Jaguar

DC10-Tanker

Stratofeighter

Stratotanker

Lockheed Tristar

Electra/Orion

Jetstar

Hercules

Learjet 23

Learjet 25

Learjet 35

Learjet 54

Learjet 55

Lightning

Boelkow 105A

Boelkow-Kawasaki

L2J/M

L2T/M

H1T/L

H2T/M

H2T/M

L1J/M

L1J/M

L1J/M

L1J/M

L2P/M

L4T/M

L2J/M

L2T/M

L4J/H

L4J/H

L4J/H

L4J/H

L2J/M

L3J/H

L4P/M

L4J/H

L3J/H

L4T/M

L4J/M

L4T/M

L2J/L

L2J/L

L2J/M

L2J/M

L2J/M

L2J/M

H2T/L

H2T/L

12 430

20 182

1 157

20 845

19 050

11 339

11 612

8 342

10 885

18 000

61 200

21 000

63 500

162 000

157 000

206 000

235 000

14 500

208 211

79 450

134 715

225 000

52 664

19 051

70 308

6 803

6 803

6 904

10 600

9 750

21 770

2 300

2 800

450

242

117

123

170

640

645

555

616

162

364

485

347

486

458

528

525

860

490

325

462

M0.85

352

495

327

441

441

450

425

477

1 146

125

152

HS Aviation, UK

HS Aviation, UK

Hughes Tools, USA

Boeing Co., USA

Sikorsky, USA

British Acft., UK

British Acft., UK

British Acft., UK

British Acft., UK

Ilyushin, Russian Fed.








British Acft., UK


Boeing Co., USA

Boeing Co., USA

Lockheed, USA

Lockheed, USA

Gates Learjet, USA

Gates Learjet, USA

Gates Learjet, USA

Gates Learjet, USA

Gates Learjet, USA

Gates Learjet, USA

Gates Learjet, USA

British Acft., UK

MBB, Germany

MBB/Kawasaki Japan



290




MTOW

(KG)

SPEED

(KT)MANUFACTURER

CIVIL MILI

MD11

MD80

-

-

-

-

-

-

-

-

-

-

-

-

-

-

NAS2

NB05

NB12

NC12

ND16

NSAO

-

-

-

PA23

PA24

PA25

PA28

PA30

PA31

PA34

PA38

-

-

MI17

MI19

MI21

MI23

MI25

MI27

MI29

MI31

MIR1

MIR2

MIR3

MIR4

MIR5

MRC

-

-

-

-

-

-

NIM

OV1

OV10

-

-

-

T35

-

-

-

-

MD-11

MD-80

Mig 17/Fresco

Mig 19/Farmer

Mig 21/Fishbed

Mig 23

Mig 25/Foxbat

Mig 27/Flogger

Mig 29/Fulcrum

Mig 31/Foxhound

Mirage 1

Mirage 2000

Mirage III

Mirage IV

Mirage V

Tornado

Superpuma

Boelkow BO105

Bell 412

CASA Aviocar

Transall C160

Puma SA330

Nimrod

Mohawk

Bronco

Apache

Commanche

Pawnee

Cherokee

Twin Commanche

Navajo/Mojave

Seneca

Tomahawk

L3J/H

L2J/M

L1J/M

L2J/M

L1J/M

L1J/M

L2J/M

L1J/M

L2J/M

L2J/M

L1J/M

L1J/M

L1J/M

L2J/M

L1J/M

L2J/M

H2T/M

H2T/L

H2T/M

L2T/L

L2T/M

H2T/M

L1J/M

L2T/M

L2T/L

L2P/L

L1P/L

L1P/L

L1P/L

L2P/L

L2P/L

L2P/L

L1P/L

285 990

63 503

6 069

8 700

8 200

12 700

29 120

20 410

16 330

29 575

14 900

13 500

13 500

31 600

13 500

18 140

9 000

2 300

5 347

7 450

52 090

6 700

87 090

8 214

6 563

2 177

1 451

1 365

1 202

1 633

2 812

3 800

757

525

456

617

783

1 203

1 233

1 836

M0.95

1 358

M2.20

1 259

1 386

1 258

1 262

1 258

1 146

102

125

133

208

250

147

500

265

244

166

165

155

143

178

185

162

109



Mikoyan, Russian Fed.














SNIAS, France

PT. DI, Indonesia

PT. DI, Indonesia

PT. DI, Indonesia

SNIAS, France

PT. DI, Indonesia

Hawker Siddeley, UK

Rockwell Intl., USA

Rockwell Intl., USA

Piper Acft. Co., USA










291




MTOW

(KG)

SPEED

(KT)MANUFACTURER

CIVIL MILI

PA42

PA44

PA46

PASE

PAZT

-

-

-

-

S210

S315

S316

S318

S319

S321

S330

S332

S341

S351

S360

SB32

SB35

SB37

SK58

SK59

SK61

SK62

SK64

SK70

SK76

-

-

-

-

-

-

-

U11

P2

P3

PML

PROV

-

-

A103

-

-

SFRL

-

-

-

-

-

J32

J35

J37

H35

-

-

H52

H54

-

-

S34

SR71

SU7B

Cheyenne

Seminole

Malibu

Seneca II

Aztec

Neptune

Orion

Tornado

Jet Provost

Caravelle

Lama SA315

Alouette III

Alouette II

Alouette III S319

Super Frelon

Puma SA330

Super Puma SA332

Gazelle SA341/342

Ecureuil A351

Dauphin SA360

SAAB 35/Lausen

SAAB 35/Draken

SAAB 37/Viggen

Choctaw/Seahorse

Sikorsky S59

Sikorsky S61

Sikorsky S62

Sikorsky S64

Sikorsky S70

Sikorsky S76

Viking

Blackbird

Sukhoi 7/ Filler

L2T/L

L2P/L

L1P/L

L2P/L

L2P/L

L2P/M

L4T/M

L2J/M

L1J/M

L2J/M

H1T/L

H1T/L

H1T/L

H1T/L

H3T/M

H2T/L

H2T/M

H1T/L

H1T/L

H1T/L

L1J/M

L1J/M

L1J/M

H1P/L

H1P/L

H2T/M

H1T/M

H2T/M

H2T/M

H2T/M

L2J/M

L2J/M

L2J/M

5 466

1 780

1 746

3 800

2 360

36 240

52 664

25 402

5 215

58 000

1 951

2 200

1 650

2 250

13 000

6 700

9 000

1 800

4 960

3 000

13 000

16 000

16 000

6 350

5 896

8 450

8 620

19 050

9 977

5 307

19 277

77 110

13 500

290

168

270

162

182

309

352

M2.20

410

445

113

115

102

119

135

147

102

168

155

170

608

1 146

1 146

110

115

144

140

110

159

155

440

1 720

917






Lockheed, USA

Lockheed, USA

Northrop, USA


SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

SAAB Scania, Sweden

SAAB Scania, Sweden

SAAB Scania, Sweden

Sikorsky Acft. Div. USA







Lockheed, USA

Lockheed, USA

Sukhoi, Russian Fed.



292




MTOW

(KG)

SPEED

(KT)MANUFACTURER

CIVIL MILI

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

VC8

VC9

VC10

VC15

-

YK40

YK42

YS11

SU9

SU11

SU22

SU24

SU25

SU27

TU16

TU22

TU22M

TU28

TU34

TU44

TU54

TU95

TU114

-

-

-

-

VLCN

-

-

-

Sukhoi 9/Fishpot

Sukhoi 11/Flagon

Sukhoi 22/Fitter

Sukhoi 24/Fencer

Sukhoi 25/Frogfoot

Sukhoi 27/Flanker

Tupolev 16/Badger

Tupolev 22/Blinder

Tupolev 22M/Backfire

Tupolev 28/Fiddler

Tupolev 134

Tupolev 144

Tupolev 154

Tupolev 95/Bear

Tupolev 114/Moss

Vickers Viscount 800

Vanguard 952/953

VC-Ten 1100

Super VC10-1150

Vulcan

Yak-40

Yak-42

YS11/YS11-S

L1J/M

L2J/M

L1J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2J/M

L4J/H

L3J/M

L4JH

L4J/H

L4T/M

L4T/M

L4J/H

L4J/H

L4J/M

L3J/M

L3J/M

L2T/M

12 750

16 000

17 700

29 500

16 785

28 805

68 000

83 900

123 350

45 000

44 500

180 000

90 000

154 220

163 295

32 886

66 448

141 000

151 000

81 645

43 256

45 562

25 000

1 033

1 320

1 275

1 359

465

802

510

800

1 430

1 000

469

1 350

526

434

400

306

369

505

510

542

425

432

252






Tupolev, Russian Fed.















Yakovlev Russian Fed.





293



II. BY AIRCRAFT TYPE OR MODEL

NAME OF MODELDESIGNATOR

DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

Adv. Turbo prop.

Aerocommander 50

Airbus 300

Airbus 310

Airbus 320

Airbus 330

Airbus 340

Airbus 380

Albatros

Alouette II

Alouette III

Alouette III

Alouette III S319

Alphajet

Andover

Antonov 10

Antonov 12

Antonov 124/Ruslan

Antonov 22

Antonov 225/Mirya

Antonov 24

Antonov 30

Antonov 32

Antonov 324/Condor

Antonov 72

Apache

ATR 42

ATR 72

AWACS

Aztec

B707-100/200

BATP

AC50

EA30

EA31

EA32

EA33

EA34

EA38

G64

S318

S316

HN32

S319

-

HS74

AN10

AN12

AN4R

AN22

AN5M

AN24

AN30

AN32

AN72

AN4C

PA23

AT42

AT72

-

PAZT

B707

-

-

-

-

-

-

-

-

U16

-

A103

-

-

AJET

-

-

-

-

-

-

-

-

-

-

-

-

-

-

E3A

U11

-

L2T/M

L2P/L

L2J/H

L2J/H

L2J/H

L2J/H

L2J/H

L4J/H

A2P/M

H1T/L

H1T/L

H1T/L

H1T/L

L2J/M

L2T/M

L4T/M

L4T/M

L6J/H

L4J/H

L4T/H

L2T/M

L2T/M

L2T/M

L4J/H

L2T/M

L2P/L

L2T/M

L2T/M

L4J/M

L2P/L

L4J/M

22 453

3 175

137 000

137 000

77 000

275 000

160 000

590 000

15 800

1 650

2 200

2 250

2 250

6 550

20 182

55 110

61 000

405 909

250 000

421 350

21 000

28 500

27 000

385 560

33 000

2 177

16 750

19 990

370 000

2 360

116 575

272

176

505

500

487

567

500

687

176

102

115

119

119

450

242

366

324

500

399

525

243

294

290

500

422

166

272

294

520

182

537

Bae. Ltd. UK

Rockwell Intl., USA







Grumman, USA

SNIAS, France

SNIAS, France

SNIAS, France

SNIAS, France

Dasult-Breguet, Fr.

HS Aviation, UK











Piper Acft Co., USA

Aerospatiale, Fr.

Aerospatiale, Fr.

Boeing Co., USA

Piper Acft Co., USA

Boeing Co., USA



294




DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

B707-300/400

B720B

B727-All series

B737-100/200

B737-300/500

B737-400

B747-100/200

B747-300/500

B747-400

B757

B767

B777

BAC-One-eleven

Bae 146-100/200

Baron 55

Baron 58

Bell 412

Bell 412

Blackbird

BN2A Islander

BN3A Trilander

Boeing EC135

Boeing VC137

Boelkow 105A

Boelkow BO105

Boelkow-Kawasaki

Bomber

Bomber B-1

Bomber F-111

Bomber Stealth

Bonanza

Bronco

Buccaneer

B707

B72S

B727

B737

B73S

B73S

B747

B74S

B74F

B757

B767

B777

BA11

BA46

BE55

BE58

BH41

NB12

-

BN2

BN3

-

-

NB05

MBH5

MBK7

-

-

-

-

BE36

-

-

-

-

-

T43A

-

-

E4A

-

-

-

-

-

-

-

T34

T42

-

-

SR71

-

-

E135

E137

-

-

-

E6A

B1

F111

F117A

-

OV10

BUC

L4J/M

L4J/M

L3J/M

L2J/M

L3J/M

L2J/M

L4J/H

L4J/H

L4J/H

L2J/M

L4J/H

L2J/H

L2J/M

L4J/M

L2P/L

L2P/L

H2T/L

H2T/L

L2J/M

L2P/L

L3P/L

L4J/M

L4J/M

H2T/L

H2T/L

H2T/L

L2J/M

L4J/M

L2J/M

L4J/M

L1P/L

L2T/L

L2J/M

120 750

106 000

95 000

55 600

60 000

52 400

371 000

370 000

380 000

99 790

136 080

268 000

45 000

42 184

2 449

2 449

5 397

5 297

77 110

2 993

4 241

134 715

134 715

2 300

2 300

2 800

26 535

181 450

41 500

-

1 633

6 563

28 123

535

520

527

525

520

509

528

535

532

509

497

554

470

437

200

200

133

133

1 720

140

156

462

462

125

125

152

595

1262

1 433

170

244

560

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Boeing Co., USA

Bae Ltd. UK

Bae Ltd. UK

Beechcraft Co., USA

Beechcraft Co., USA


IPTN. Indonesia

Lockheed, USA

Britten Norman, UK

Britten Norman, UK

Boeing Co., USA

Boeing Co., USA

IPTN, Indonesia

MBB, Germany

MBB/Kawasaki, Japan

Germany

Rockwell Intl., USA


Beechcraft Co., USA

Rockwell Intl., USA

Hawker Sideley, UK



295




DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

Buffalo DHC5

Canadair CL601

Canberra

Caravelle

Caribou DHC4

CASA Aviocar

CASA Aviocar

Cessna 150

Cessna 180

Cessna 206

Cessna 401

Cessna 402

Cessna 414

Cessna 441

Cessna Cardinal

Cessna Citation

Cessna Citation I

Cessna Citation M3

Cessna Citation V

Cessna Corsair

Cessna Skyhawk

Cessna Skylane

Cessna Skylark

CessnaCenturion

CessnaSkymaster

CessnaSkywagon

CessnaThree-ten

Challenger

Cherokee

Cheyenne

Chinook

Choctaw/Seahorse

CN 235

DH5

CL61

-

S210

DH4

CS12

NC12

C150

C180

C206

C401

C402

C414

C441

C177

C500

C501

C500

C502

C425

C172

C182

C175

C210

C337

C185

C310

CL60

PA28

PA41

HV34

SK58

CN35

GT15

-

CNBR

-

CC08

T12

-

-

-

-

-

-

-

-

-

-

-

-

-

-

T41

-

-

-

-

-

-

-

T35

-

H47

H35

-

L2T/M

L2J/M

L2J/M

L2J/M

L2P/M

L2T/L

L2T/L

L1P/L

L1P/L

L1P/L

L2P/L

L2P/L

L2P/L

L2T/L

L1P/L

L2J/L

L2J/L

L2J/M

L2J/L

L2T/L

L1P/L

L1P/L

L1P/L

L1P/L

L3P/L

L1P/L

L2P/L

L2J/M

L1P/L

L2T/L

H2T/M

H1P/L

L2T/M

13 250

19 550

24 945

58 000

12 500

7 450

7 450

726

1 496

1 7241

2 857

2 857

3 375

3 379

1 525

519

9 526

5 210

9 550

3 033

5 210

1 338

1 519

1 723

677

1 496

2 710

18 643

1 202

5 466

20 845

6 350

13 000

255

475

504

445

230

208

208

102

122

138

189

192

200

234

126

348

340

486

486

230

125

136

124

163

140

135

163

472

143

362

123

110

245



British Acft., UK

SNIAS, France


CASA, Espana

IPTN, Indonesia





















Canadair, Canada

Piper Acft Co., USA

Piper Acft Co., USA

Boeing VERTOL, USA

Sikorsky Acft Div., USA

CAS/IPTN, Indonesia



296




DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

Commanche

Concorde

Convair 600

Convair 640

Convair 880

Convair 990Coronado

Crusader

Dakota/Sjytrain

Dash Eight

Dash Seven

Dauphin SA360

DC10

DC10-Tanker

DC8

DC9

Delta Dagger

Delta Dart

Dragonfly

Eagle

Ecureuil A351

Electra/Orion

Etendard

Falcon 10

Falcon 20

Falcon 50

Falcon 90

Fighting Falcon

Fokker 100

Fokker 50

Fokker 70

Fokker Fellowship

Fokker Friendship

Galaxy

PA24

CONC

CV60

CV64

CV88

CV99

-

DC3

DH8

DH7

S360

DC10

-

DC8

DC9

-

-

-

-

S351

L188

-

DA10

DA20

DA50

DA90

-

FK10

FK50

FK70

FK28

FK27

-

-

-

-

-

-

-

F8

C47

-

-

-

-

KC10

-

-

F102

F106

A37

F15

-

P3

ETAR

-

-

-

-

F16

-

-

-

-

-

C5A

L1P/L

L4J/H

L2T/M

L2T/M

L2T/M

L4J/M

L1J/M

L2P/M

L4T/M

L4T/M

H1T/L

L3J/H

L3J/H

L4J/M

L2J/M

L1J/M

L1J/M

L2J/L

L2J/M

H1T/L

L4T/M

L1J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2J/M

L2T/M

L2T/M

L2J/M

L2T/M

L4J/H

1 451

182 000

24 450

24 950

87 410

114 790

13 000

12 700

13 835

19 995

3 000

251 000

208 211

158 750

54 900

14 515

15 875

6 320

30 845

4 960

52 664

10 275

8 300

13 00

16 250

20 640

16 057

40 000

18 990

38 100

33 112

20 000

380 454

165

M2.05

261

265

482

504

1 227

160

278

236

170

495

490

520

487

716

1 324

440

1 146

155

352

585

M0.87

465

475

495

M0.93

M0.75

295

508

485

260

450

Piper Acft Co., USA

BAC/AEROS, UK/Fr.









SNIAS, France







Cessna Acft. Co., USA


SNIAS, France

Lockheed, USA







Fokker VFW, Netherland





Lockheed, USA



297




DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

Gazelle SA341/342

Gnat F141/144

Gulfstream I

Gulfstream III

Gulfstream IV

Gulfstream V

Harrier

Hawk

Hawkeye

Helio Courier

Hercules

Hercules

Hornet

HS 125

Huey/Cobra

Hughes Pawnee

Hunter

Ilyushin 14

Ilyushin 18

Ilyushin 28

Ilyushin 38

Ilyushin 62

Ilyushin 76

Ilyushin 86

Ilyushin 96

Intruder

Jaguar

Jet Commander

Jet Provost

Jet Ranger

Jetsream 32

Jetstar

King Air

S341

-

G2

C20A

G159

G4

-

-

-

HE1

-

L382

-

HS25

-

HU50

-

IL14

IL18

IL28

IL38

IL62

IL76

IL86

IL96

-

-

AC21

-

BH06

BA32

L329

BE90

-

GNAT

-

-

-

-

HAR

HAWK

E2

-

C130

C130

F18

-

AH1

H6

HUN

-

-

-

-

-

-

-

-

A6

JAGR

-

PROV

H139

-

C40

U21A

H1T/L

L1J/L

L2J/M

L2J/M

L2T/M

L2J/M

L1J/M

L1J/M

L4T/M

L1P/L

L4T/M

L4T/M

L2J/M

L2J/M

H2T/L

H1T/L

L1J/M

L2P/M

L4T/M

L2J/M

L2T/M

L4J/H

L4J/H

L4J/H

L4J/H

L2J/M

L2J/M

L2J/M

L1J/M

H1T/L

L2T/L

L4J/M

L2T/L

1 800

3 010

28 122

31 615

15 920

31 616

11 339

8 342

23 335

1 542

70 308

70 308

25 400

12 430

4 309

1 157

10 885

18 000

61 200

21 000

63 500

162 000

157 000

206 000

235 000

27 500

14 500

9 296

5 215

1 451

10 895

19 051

5 667

168

603

511

505

302

511

640

645

315

143

327

327

M1.80

450

190

117

616

162

364

485

347

486

458

528

525

595

860

471

410

118

295

495

248

SNIAS, France

Hawker Sideley, UK

Grumman, USA

Gulfstream AS, USA

Grumman, USA

Grumman, USA

British Acft., UK

British Acft., UK

Grumman, USA

Helio Acft. USA

Lockheed, USA

Gates Learjet, USA


Hs Aviation, UK


Hughes Tools, USA

British Acft., UK









Grumman Aviation, USA

British Acft., UK

Rockwell Intl. USA

British Acft., UK

Bell helicopter, USA

Bae Ltb, UK

Gates Learjet, USA

Beechcraft Co., USA



298




DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

King Air 100A

King Air 100B

Lama SA315

Learjet 23

Learjet 25

Learjet 35

Learjet 54

Learjet 55

Lightning

Lockheed Tristar

Malibu

MD-11

MD-80

Mentor

Mercure 100

Mig 17/Fresco

Mig 19/Farmer

Mig 21/Fishbed

Mig 23

Mig 25/Foxbat

Mig 27/Flogger

Mig 29/Fulcrum

Mig 31/Foxhound

Mirage 1

Mirage 1

Mirage 2000

Mirage III

Mirage IV

Mirage V

Mohawk

Navajo/Mojave

Neptune

Nimrod

BE10

B1B

S315

LR23

LR25

LR35

LR54

LR55

-

L101

PA46

MD-11

MD80

BE45

DA01

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

PA31

-

-

U21F

-

-

-

-

-

-

-

LTNG

-

-

-

-

T34

-

MI17

MI19

MI21

MI23

MI25

MI27

MI29

MI31

MIR1

F1

MIR2

MIR3

MIR4

MIR5

OV1

-

P2

NIM

L2T/L

L2T/L

H1T/L

L2J/L

L2J/L

L2J/M

L2J/M

L2J/M

L2J/M

L3J/H

L1P/L

L3J/H

L2J/M

L1P/L

L2J/M

L1J/M

L2J/M

L1J/M

L1J/M

L2J/M

L1J/M

L2J/M

L2J/M

L1J/M

L1J/M

L1J/M

L1J/M

L2J/M

L1J/M

L2T/M

L2P/L

L2P/M

L1J/M

5 667

4 490

1 951

6 803

6 803

6 904

10 600

9 750

21 770

225 000

1 746

285 990

63 503

1 703

85 000

6 069

8 700

8 200

12 700

29 120

20 410

16 330

29 575

14 900

14 900

13 500

13 500

31 600

13 500

8 214

2 812

36 240

87 090

245

235

113

441

441

450

425

477

1 146

M0.85

270

525

456

180

503

617

783

1 203

1 233

1 836

M0.95

1 358

M2.20

1 259

1 259

1 386

1 258

1 262

1 258

265

185

309

500

Beechcraft Co., USA

Beechcraft Co., USA

SNIAS, France

Gates Learjet, USA

Gates Learjet, USA

Gates Learjet, USA

Gates Learjet, USA

Gates Learjet, USA

British Acft., UK

Lockheed, USA




Beechcraft Co., USA
















Rockwell intl., USA


Lockheed, USA

Hawker Siddeley, UK



299




DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

Nomad Floatmaster

Nomad Searchmaster

Orion

Pawnee

Phantom

Puma SA330

Puma SA330

Queen Air 80

SAAB 35/Draken

SAAB 35/Lausen

SAAB 37/Viggen

Sabre

Sea Harrier

Sea Stallion

Seminole

Seneca

Seneca II

Sikorsky S59

Sikorsky S61

Sikorsky S62

Sikorsky S64

Sikorsky S70

Sikorsky S76

Sioux/trooper 47G/J

Skyhawk

Skyraider

Skywarrior

Starfighter

Starlifter

Stratofreighter

Stratofortress

Stratolifter

Stratotanker

CD22

CD24

-

PA25

-

NSAO

SA330

BE80

SB32

SB35

SB37

-

-

-

PA 44

PA34

PASE

SK59

SK61

SK62

SK64

SK70

SK76

BH13

-

-

-

-

-

-

-

-

-

-

P3

-

F4

-

-

-

J32

J35

J37

F86

SHAR

H53

L2P/L

L2P/L

L2P/L

-

-

H52

H54

-

-

-

A4

A1

A3

F104

C141

KC97

B52

C135

KC135

L2T/L

L2T/L

L4T/M

L1P/L

L2J/M

H2T/M

H2T/M

L2P/L

L1J/M

L1J/M

L1J/M

L1J/M

L1J/M

H2T/M

-

-

-

H1P/L

H2T/M

H1T/M

H2T/M

H2T/M

H2T/M

H1P/L

L1J/M

L1P/M

L2J/M

L1J/M

L4J/H

L4P/M

L8J/H

L4J/H

L4J/H

4 050

4 120

52 664

1 365

26 035

6 700

6 700

3 992

13 000

16 000

16 000

9 350

11 612

19 050

1 780

3 800

3 800

5 896

8 450

8 620

19 050

9 977

5 307

1 338

11 113

11 340

37 200

14 060

155 909

79 450

221 350

134 715

134 715

180

190

352

155

1 262

147

147

195

608

1 146

1 146

597

645

170

168

162

162

115

144

140

110

159

155

73

560

280

530

1 259

510

352

565

462

462

Govt. Acft. Co. USA

Govt. Acft. Co. USA

Lockheed, USA



IPTN, Indonesia

SNIAS, France

Beechcraft Co., USA

SAAB Scania, Sweden

SAAB Scania, Sweden

SAAB Scania, Sweden

Rockwell Intl., USA

British Acft., UK

Sikorsky, USA














Lockheed, USA

Lockheed, USA

Boeing Acft. Co., USA






300




DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

Sukhoi 11/Flagon

Sukhoi 22/Fitter

Sukhoi 24/Fencer

Sukhoi 25/Frogfoot

Sukhoi 27/Flanker

Sukhoi 7/ Filler

Sukhoi 9/Fishpot

Sundowner

Super Courier

Super Frelon

Super King Air

Super Puma SA332

Super Sabre

Super VC10-1150

Supercommander

Superpuma

Thunderchief

Tiger

Tigershark

Tomahawk

Tomcat

Tornado

Tornado

Tracer/Tracker

Transall C160

Traveller

Trident

Tupolev 114/Moss

Tupolev 134

Tupolev 144

Tupolev 154

Tupolev 16/Badger

Tupolev 22/Blinder

-

-

-

-

-

-

-

BE23

H3

S321

BE20

SA332

-

VC15

AC68

NAS2

-

-

-

PA38

-

-

-

-

ND16

BE95

HS21

-

-

-

-

-

-

SU11

SU22

SU24

SU25

SU27

SU7B

SU9

-

-

SFRL

-

-

F100

-

-

-

F105

F5

F20A

-

F14

MRC

PML

E1

-

-

-

TU114

TU34

TU44

TU54

TU16

TU22

L2J/M

L1J/M

L2J/M

L2J/M

L2J/M

L2J/M

L1J/M

L1P/L

L1P/L

H3T/M

L2T/L

H2T/M

L1J/M

L4J/H

L2P/L

H2T/M

L1J/M

L2J/M

L1J/M

L1P/L

L1J/M

L2J/M

L2J/M

L2P/M

L2T/M

L2P/L

L3J/M

L4J/H

L2J/M

L4J/H

L3J/M

L2J/M

L2J/M

16 000

17 700

29 500

16 785

28 805

13 500

12 750

1 250

1 542

13 000

5 670

9 000

40 000

151 000

3 060

9 000

16 350

15 875

25 402

757

30 028

18 140

25 402

13 222

52 090

1 900

13 580

154 220

44 500

180 000

90 000

68 000

17 700

1 320

1 275

1 359

465

802

917

1 033

127

150

135

294

102

M0.75

510

242

102

1 240

917

M2.00

109

1 149

1 146

M2.20

230

250

183

520

400

469

1 350

526

510

800








Beechcraft, USA

Helio Acft., USA

SNIAS, France

Beechcraft, USA

SNIAS, France

Rockwell Intl., USA

British Acft., UK

Rockwell Intl., USA

IPTN, Indonesia

Fairchild Ind., USA

Grumman, USA

Northrop, USA


Grumman, USA

Dassault-Brehuet, Fr.

Northrop, USA

Grumman, USA

SNIAS, France

Beechcraft, USA

HS Aviation, UK

Tupolev Russian, Fed.








301




DESC.MTOW

(KG)

SPEED

(KT)MTOW (KG)

CIVIL MILI

Tupolev 22M/Backfire

Tupolev 28/Fiddler

Tupolev 95/Bear

Turbocommander

Twin Beech 18

Twin Commanche

Twin Otter DHC6

Vanguard 952/953

VC-Ten 1100

Vickers Viscount 800

Viking

Voodoo

Vulcan

Yak-40

Yak-42

YS11/YS11-S

-

-

-

A6T

BE18

PA30

DH6

VC9

VC10

VC8

-

-

-

YK40

YK42

YS11

TU22M

TU28

TU95

-

-

-

-

-

-

-

S34

F101

VLCN

-

-

-

L2J/M

L2J/M

L4J/H

L2T/L

L2T/L

L2P/L

L2T/L

L4T/M

L4J/H

L4T/M

L2J/M

L1J/M

L4J/M

L3J/M

L3J/M

L2T/M

123 350

45 000

154 220

4 265

4 490

1 633

5 670

66 448

141 000

32 886

19 227

21 090

81 645

43 256

45 562

25 000

1 430

1 000

434

241

180

178

182

369

505

308

440

1 059

542

425

432

252




Rockwell Intl., USA

Beechcraft, USA



British Acft., UK

British Acft., UK

British Acft., UK

Lockheed, USA


British Acft., UK

Yakovlev Russian, Fed.

Yakovlev Russian, Fed.

Nihon Aeroplane, Jap.

--- oOo ---



302

Attachment 28

DESIGNATOR FOR AIRCRAFT OPERATING AGENCY

Note.— Two-letter designator is IATA code and three-letter designator is ICAO code.

I. ENCODE

AIRCRAFT OPERATING AGENCYDESIGNATOR

TELEPHONY STATETWO THREE

AEROFLOT SOVIET AIRLINES

AEROLINEAS ARGENTINAS

AIR ALGERIE

AIR ASIA

AIR BELGIUM

AIR CANADA

AIR CHINA

AIR FRANCE

AIR INDIA

AIR NEW ZEALAND LTD.

AIR NIUGINI

AIR PANAMA INTERNACIONAL

AIR TANZANIA

AIR WAGON INTERNATIONAL

AIFAST SERVICE INDONESIA

ALL NIPPON AIRWAYS

ALITALIA LINEE AEREE ITALIANE, SPA

AMERICAN AIRLINE INCORPORATION

ANSETT AIRLINES AUSTRALIA

AUSTRIAN AIRLINES

AUVIA AIR

BALI INTERNATIONAL AIR SERVICES

BANGLADESH BIMAN

BAYU INDONESIA AIR

BOURAQ INDONESIA AIRLINES

BRISTOW MASAYU HELICOPTER

BRITISH AIRWAYS

CANADIAN AIRLINE INTERNATIONAL

SU

AR

AH

AK

AJ

AC

CA

AF

AI

NZ

PX

OP

TC

QZ

-

NH

AZ

AA

AN

OS

-

-

BG

-

BO

-

BA

CP

AFL

ARG

DAH

AXM

ABB

ACA

CCA

AFR

AIC

ANZ

ANG

API

ATC

AWQ

AFE

ANA

AZA

AAL

AAA

AUA

UVT

BLN

BBC

BYU

BOU

BMH

BAW

CDN

AEROFLOT

ARGENTINIA

AIR ALGERIE

ASIAN

EXPRESS

AIR BELGIUM

AIR CANADA

AIR CHINA

AIRFRANS

AIR INDIA

NEW ZEALAND

NIUGINI

ARPA

TANZANIA

WAGON AIR

AIRFAST

ALL NIPPON

ALITALIA

AMERICAN

ANSETT

AUSTRIA

AUVIA

BIAR

BANGLADESH

BAYU

BOURAQ

MASAYU

SPEEDBIRD

CANADIAN

RUSSIAN

ARGENTINE

ALGERIE

MALAYSIA

BELGIQUE

CANADA

CHINA

FRANCE

INDIA

NEW ZEALAND

PNG

PANAMA

TANZANIA

INDONESIA

INDONESIA

JAPAN

ITALY

USA

AUSTRALIA

AUSTRIA

INDONESIA

INDONESIA

BANGLADESH

INDONESIA

INDONESIA

INDONESIA

UK

CANADA



303





CARDIG AIR

CATHAY PACIFIC

CEBU PACIFIC AIR

CESKOSLOVENSKI AEROLINE (CSA)

CHINA AIRLINES

CHINA SOUTHERN AIRLINES

CONTINENTAL AIRLINES

DELTA AIRLINES

DERAYA AIR TAXI

DERAZONA AIR SERVICE

DHL AIRWAYS

DIRGANTARA AIR SERVICE

EFATA PAPUA AIRLINE

EGYPT AIR

EMIRATES

ETIHAD AIRWAYS

EVA AIR

FAR EASTERN AIR TRANSPORT

FEDERAL EXPRESS

FINNAIR

GARUDA INDONESIAN AIRWAYS

GATARI HUTAMA AIR SERVICE

GULF AIR

HAWAIIAN AIRLINES

IBERIA, LINEAS AEREAS DE ESPANA

INDONESIAN AIR TRANSPORT

INDONESIAN AIRLINES

IRAN INTERNATIONAL INCORP.

IRAQI AIRWAYS

JAMAHIRIYA LIBYAN ARAB AIRLINE

JALWAAYS CO, LTD.

JAPAN AIRLINES

8K

CX

5J

OK

CI

CZ

CO

DL

-

-

ER

AW

-

MS

EK

EY

BR

EF

FX

AY

GA

-

GF

HA

IB

-

-

IR

IA

LN

JO

JL

CAD

CPA

CEB

CSA

CAL

CSN

COA

DAL

DRY

DRZ

DHL

DIR

EIJ

MSR

UAE

ETD

EVA

FEA

FDX

FIN

GIA

GHS

GFA

HAL

IBE

IDA

IAA

IRA

IAW

LAA

JAZ

JAL

CARDIG

CATHAY

CEBU PACIFIC

CSA LINES

DINASTY

CHINA

SOUTHERN

CONTINENTAL

DELTA

DERAYA

DERAZONA

DAHL

DIRGANTARA

EFATA

EGYPT AIR

EMIRATES

ETIHAD

EVA AIR

FAR EASTERN

FEDEX

FINNAIR

INDONESIA

GATARI

GULF AIR

HAWAIIAN

IBERIA

INTRA

INDOLINES

IRANAIR

IRAQI

LINAIR

J-WAYS

JAPAN AIR

INDONESIA

HONGKONG

PHILLIPINES

CZECHOS

TAIWAN

CHINA

USA

USA

INDONESIA

INDONESIA

GERMANY

INDONESIA

INDONESIA

EGYPT

UAE

UAE

TAIWAN

CHINA

USA

FINLAND

INDONESIA

INDONESIA

BAHRAIN

USA

SPAIN

INDONESIA

INDONESIA

IRAN

IRAQ

LIBYA

JAPAN

JAPAN



304





JATAYU GELANG SEJAHTERA

JUGOSLOVENSKI AEROTRANSPORT

KALSTAR AVIATION

KARTIKA AIRLINE

KLM ROYAL DUTCH AIRLINES

KOREAN AIRLINES

KURA-KURA AVIATION

KUWAIT AIRWAYS

LEBANESE AIR TRANSPORT

LINUS AIRWAYS

LION MENTARI AIRLINE

LOT-POLSKIE LINIE LOTNIEZE

LUFTHANSA (DEUTSCHE LUFTHANSA)

LUXAIR SOCIETE LUXEMBOURGEOUISE

MALAYSIAN AIRLINES SYSTEM

MANDALA AIRLINES

MARTIN AIR

MEGANTARA AIR

MERPATI NUSANTARA AIRLINE

METRO BATAVIA

MISSION AVIATION FELLOWSHIP

MONACAIR-AGUSTA

MYANMAR AIRWAYS

NATIONAL AIR CHARTER

NORWAY AIRLINES

NURMAN AVIA INDOPURA

OLYMPIC AIRWAYS

OMAN AIRLINES

PT. DIRGANTARA INDONESIA

PAKISTAN INTERNATIONAL AIRLINES

PARADISE AIRLINE

PELANGI AIR SDN BHD

PELITA AIR SERVICE

VJ

JU

-

3Y

KL

KE

-

KU

LQ

-

JT

LO

LH

LG

MH

QH

MP

-

MZ

7V

-

-

UB

-

-

-

OA

WY

-

PK

-

-

6D

JTY

JAT

KLS

KAE

KLM

KAL

KUR

KAC

LAQ

LAI

LNI

LOT

DLH

LGL

MAS

MDL

MPH

MKE

MNA

BTV

MAF

MCR

UBA

NSR

NOS

NIN

OAL

OMA

IPN

PAL

PRZ

PEG

PAS

JATAYU

JAT

KALSTAR

KARTIKA

KLM

KOREANAIR

KAY-AVIATION

KUWAITI

LAT

AIRLINUS

LION

POLLOT

LUFTHANSA

LUXAIR

MALAYSIA

MANDALA

MARTINAIR

MEGANTARA

MERPATI

BATAVIA

MISSI

MONACAIR

UNIONAIR

NASAIR

NORSPEED

NURVINDO

OLYMPIC

OMAN AIR

NUSANTARA

PAKISTAN

PARADISE

PELANGI

PELITA

INDONESIA

YUGOSLAVIA

INDONESIA

INDONESIA

NETHERLAND

KOREA

INDONESIA

KUWAIT

LIBAN

INDONESIA

INDONESIA

POLAND

GERMANY

LUXEMBOURG

MALAYSIA

INDONESIA

NETHERLAND

INDONESIA

INDONESIA

INDONESIA

INDONESIA

MONACO

MYANMAR

INDONESIA

NORWAY

INDONESIA

GREECE

OMAN

INDONESIA

PAKISTAN

INDONESIA

MALAYSIA

INDONESIA



305





PHILIPPINE AIRLINE CORPORATION

PUSDIKLAT UDARA/STPI

QANTAS AIRWAYS

QATAR AMIRI FLIGHT

RED ARROWS DISPLAY SQUADRON

REPUBLIC EXPRESS AIRLINE

RIAU AIRLINE

ROYAL AIR MAROC

ROYAL BRUNEI AIRLINES

ROYAL YORDAN

ROYAL NEPAL AIRLINES

SABAH AIR

SABANG MERAUKE AIR CHARTER

SABENA SOC. ANONYME BELGE D’EXP

SAMPOERNA AIR NUSANATARA

SAUDI ARABIA AIRLINES

SEULAWAH NAD AIR

SILK AIR PTE LTD

SINGAPORE AIRLINES

SRILANKAN AIRLINES

SRIWIJAYA AIR

SWISS AIR

SOUTHWEST AIRLINE

STAR AIR

SURVEY UDARA

SYRIAN ARAB AIRLINES

THAI AIRWAYS INTERNATIONAL

TIGER AIRWAYS

TOP SKY INTERNATIONAL

TRAVEL EXPRESS AVIATION SERVICES

PR

-

QF

QR

-

RH

-

AT

BI

RJ

RA

SG

-

SK

-

SV

QE

MI

SQ

UL

SJ

LX

WN

-

-

RB

TG

TU

-

XN

PAL

UDA

QFA

QTR

SAK

RPH

RIU

RAM

RBA

RJA

RNA

SAX

SMC

SAS

SAE

SVA

NAD

SLK

SIA

ALK

SJY

SWR

SWA

STQ

PNS

SYR

THA

TGW

LKW

XAR

PHILIPPINE

UDARA

QANTAS

QATARI

RED ARROWS

PUBLIC

EXPRESS

RIAU AIR

MAROCAIR

BRUNEI

JORDANIAN

ROYAL NEPAL

SABAH AIR

SAMER

SCANDINAVIA

SAMPOERNA

SAUDIA

SEULAWAH

SILK AIR

SINGAPORE

SRILANKAN

SRIWIJAYA

SWISS AIR

SOUTHWEST

STERA

PENAS

SYRIAN AIR

THAI INTER

GTO CAT

TOPINTER

TRAVEL

EXPRESS

PHILIPPINE

INDONESIA

AUSTRALIA

QATAR

UK

INDONESIA

INDONESIA

MAROC

BRUNEI

JORDAN

NEPAL

MALAYSIA

INDONESIA

SANDINAVIA

INDONESIA

SAUDI ARABIA

INDONESIA

SINGAPORE

SINGAPORE

SRI LANKA

INDONESIA

SUISSE

USA

INDONESIA

INDONESIA

SYRIA

THAILAND

SINGAPORE

INDONESIA

INDONESIA



306





TRIGANA AIR SERVICE

TRI-M.G AIRLINES

TUNIS AIR – SOCIETE TUNISIE DEL’AIR

TURK HAVA YOLLARI/TURKISH AIR

UNION DES TRANSPORTS ARIENS

UNITED AIRLINES

UNITED PARCEL SERVICE COMPANY

VALU AIR LIMITED

VIVA MACAU LIMITED

WINGS ABADI AIRLINES

YEMEN AIRWAYS

ZAIREAN AIRLINE

ZAMBIAN AIRWAYS

-

GY

TU

TK

UT

UA

5X

VF

ZG

-

IY

JZ

Q3

TGN

TMG

TAR

THY

UTA

UAL

UPS

VLU

VVM

WON

IYE

ZAR

MAZ

TRIGANA

TRILINES

TUNAIR

TURK AIR

UTA

UNITED

UPS

VALU AIR

JACKPOT

WINGS ABADI

YEMENI

ZAIREAN

ZAMBIA

INDONESIA

INDONESIA

TUNISIE

TURKEY

FRANCE

USA

USA

SINGAPORE

MACAU

INDONESIA

YEMEN

ZAIRE

ZAMBIA

II. DECODE

DESIGNATORTELEPHONY AIRCRAFT OPERATING AGENCY STATES

THREE TWO

AAA

AAL

ABB

ACA

AFE

AFL

AFR

AIC

ALK

ANA

ANG

ANZ

API

ARG

ATC

AN

AA

AJ

AC

-

SU

AF

AI

UL

NH

PX

NZ

OP

AR

TC

ANSETT

AMERICAN

AIR BELGIUM

AIR CANADA

AIRFAST

AEROFLOT

AIRFRANS

AIR INDIA

SRILANKA

ALL NIPPON

NIUGINI

NEW ZEALAND

ARPA

ARGENTINA

TANZANIA

ANSETT AIRLINES OF AUSTRALIA

AMERICAN AIRLINES CORPORATION

AIR BELGIUM

AIR CANADA

AIRFAST SERVICE INDONESIA

AEROFLOT SOVIET AIRLINES

AIR FRANCE

AIR INDIA

SRILANKAN AIRLINES

ALL NIPPON AIRWAYS

AIR NIUGINI

AIR NEW ZEALAND LTD

AIR PANAMA INTERNATIONAL

AEROLINEAS ARGENTINAS

AIR TANZANIA

AUSTRALIA

USA

BELGIQUE

CANADA

INDONESIA

RUSSIAN

FRANCE

INDIA

SRILANKA

JAPAN

PNG

NEW ZEALAND

PANAMA

ARGENTINA

TAANZANIA



307




THREE TWO

AUA

AWQ

AXM

AZA

BAW

BBC

BLN

BMH

BOU

BTV

BYU

CAD

CAL

CCA

CDN

CEB

COA

CPA

CSA

CSN

DAH

DAL

DHL

DIR

DLH

DRY

DRZ

EIJ

ETD

EVA

FEA

OS

QZ

AK

AZ

BA

BG

-

-

BO

7V

-

8K

CI

CA

CP

5J

CO

CX

OK

CZ

AH

DL

ER

AW

LH

-

-

-

EY

BR

EF

AUSTRIA

WAGON AIR

ASIAN

EXPRESS

ALITALIA

SPEEDBIRD

BANGLADESH

BIAR

MASAYU

BOURAQ

BATAVIA

BAYU

CARDIG

DINASTY

AIR CHINA

CANADIAN

CEBU PACIFIC

CONTINENTAL

CATHAY

CSA LINES

CHINA

SOUTHERN

AIR ALGERIE

DELTA

DAHL

DIRGANTARA

LUFTHANSA

DERAYA

DERAZONA

EFATA

ETIHAD

EVA AIR

FAR EASTERN

AUSTRIAN AIRLINES

AIR WAGON INTERNATIONAL

AIR ASIA

ALITALIA LINEE AEREE ITALIANE, SPA

BRITISH AIRWAYS

BANGLADESH BIMAN

BALI INTERNATIONAL AIR SERVICE

BRISTOW MASAYU HELICOPTER

BOURAQ AIRLINES

METRO BATAVIA

BAYU INDONESIA AIR

CARDIG AIR

CHINA AIRLINE

AIR CHINA

CANADIAN AIRLINE INTERNATIONAL

CEBU PACIFIC AIR

CONTINENTALLINES CATHAY PACIFIC

AIRWAYS

CESKOSLOVENSKI AEROLINE, CSA

CHINA SOUTHERN AIRLINES

AIR ALGERIE

DELTA AIRLINES

DHL AIRWAYS

DIRGANTARA AIR SERVICES

DEUTSCHE LUFTHANSA

DERAYA AIR TAXI

DERAZONA AIR SERVICE

EFATA PAPUA AIRLINE

ETIHAD AIRWAYS

EVA AIR

FAR EASTERN AIR TRANSPORT

AUSTRIA

INDONESIA

MALAYSIA

ITALY

UK

BANGLADESH

INDONESIA

INDONESIA

INDONESIA

INDONESIA

INDONESIA

INDONESIA

TAIWAN

CHINA

CANADA

PHILLIPINES

USA

UK

CZECHOS

CHINA

ALGERIE

USA

GERMANY

INDONESIA

GERMANY

INDONESIA

INDONESIA

INDONESIA

UAE

TAIWAN

CHINA



308




THREE TWO

FDX

FIN

GFA

GHS

GIA

HAL

IAA

IAW

IBE

IDA

IPN

IRA

IYE

JAL

JAT

JAZ

JTY

KAC

KAE

KAL

KLM

KLS

KUR

LAA

LAI

LAQ

LGL

LKW

LNI

LOT

MAF

MAS

MAZ

FX

AY

GF

-

GA

HA

-

IA

IB

-

-

IR

IY

JL

JU

JO

VJ

KU

3Y

KE

KL

-

-

LN

-

LQ

LG

-

JT

LO

-

MH

Q3

FEDEX

FINNAIR

GULF

GATARI

INDONESIA

HAWAIIAN

INDOLINES

IRAQI

IBERIA

INTRA

NUSANTARA

IRAN AIR

YEMENI

JAPAN AIR

JAT

J-WAYS

JATAYU

KUWAITI

KARTIKA

KOREANAIR

KLM

KALSTAR

KAY-AVIATION

LIBAIR

AIRLINUS

LAT

LUXAIR

TOPINTER

LION INTER

POLLOT

MISSI

MALAYSIA

ZAMBIA

FEDERAL EXPRESS

FINNAIR

GULF AIR

GATARI HUTAMA AIR SERVICE

GARUDA INDONESIA AIRWAYS

HAWAIIAN AIRLINES

INDONESIAN AIRLINES

IRAQI AIRWAYS

IBERIA, LINEAS AEREAS DE ESPANA

INDONESIA AIR TRANSPORT

PT. DIRGANTARA INDONESIA

IRAN NATIONAL AIRLINES INCORP.

YEMEN AIRWAYS

JAPAN AIRLINES

JUGOSLOVENSKI AEROTRANSPORT

JALWAYS CO. LTD

JATAYU AIR SERVICE

KUWAIT AIRWAYS

KARTIKA AIRLINES

KOREAN AIRLINES

KLM ROYAL DUTCH AIRLINES

KALSTAR AVIATION

KURA-KURA AVIATION

JAMAHIRIYA LIBYAN ARAB AIRLINES

LINUS AIRWAYS

LEBANESE AIR TRANSPORT

LUXAIR SOCIETE LUXEMBOURGEOUISE

TOP SKY INTERNATIONAL

LION MENTARI AIRLINE

LOT-POLSKIE LINIE LOTNIEZE

MISSION AVIATION FELLOWSHIP

MALAYSIA AIRLINES SYSTEM

ZAMBIA AIRWAYS

USA

FINLAND

BAHRAIN

INDONESIA

INDONESIA

USA

INDONESIA

IRAQ

SPAIN

INDONESIA

INDONESIA

IRAN

YEMEN

JAPAN

JUGOSLAVIA

JAPAN

INDONESIA

KUWAIT

INDONESIA

KOREA

NETHERLAND

INDONESIA

INDONESIA

LIBYA

INDONESIA

LEBAN

LUXEMBURG

INDONESIA

INDONESIA

POLAND

INDONESIA

MALAYSIA

ZAMBIA



309




THREE TWO

MCR

MDL

MKE

MNA

MPH

MSR

NAD

NIN

NOS

NSR

NWA

OAL

OMA

PAL

PAS

PEG

PIA

PNS

PRZ

QAF

QFA

RAM

RBA

RIU

RJA

RNA

RPH

SAE

SAK

SAS

SAX

SIA

-

QH

-

MZ

MP

MS

QE

-

-

-

NW

OA

WY

PR

EP

-

PK

-

-

QX

QF

AT

BI

-

RJ

RA

RH

-

-

SK

SG

SQ

MONACAIR

MANDALA

MEGANTARA

MERPATI

MARTINAIR

EGYPTAIR

SEULAWAH

NURVINDO

NORSPEED

NASAIR

NORTHWEST

OLYMPIC

OMAN AIR

PHILIPPINE

PELITA

PELANGI

PAKISTAN

PENAS

PARADISE

QATARI

QANTAS

MAROCAIR

BRUNEI

RIAU AIR

JORDANIAN

ROYAL NEPAL

PUBLIC

EXPRESS

SAMPOERNA

RED ARROWS

SCANDINAVIA

SABAH AIR

SINGAPORE

MONACAIR-AGUSTA

MANDALA AIRLINES

MEGANTARA AIR

MERPATI NUSANTARA AIRLINES

MARTIN AIR HOLLAND

EGYPT AIR

SEULAWAH NAD AIR

NURMAN AVIA INDOPURA

NORWAY AIRLINES

NATIONAL AIR CHARTER

NORTHWEST ORIENT AIRLINES

OLYMPIC AIRWAYS

OMAN AIRLINES

PHILIPPINE AIRLINES CORPORATION

PELITA AIR SERVICE

PELANGI AIR SDN BHD

PAKISTAN INERNATIONAL AIRLINES

SURVEY UDARA

PARADISE AIRLINE

QATAR AMIRI FLIGHT

QANTAS AIRWAYS

ROYAL AIR MAROC

ROYAL BRUNEI AIRLINES

RIAU AIRLINE

ROYAL JORDANIAN

SOYAL NEPAL AIRLINES

REPUBLIC EXPRESS AIRLINE

SAMPOERNA AIR NUSANATA

RED ARROWS DISPLAY SQUADRON

SABENA-SOC. ANONYME BELGE D’EXP

SABAH AIR

SINGAPORE AIRLINES

MONACO

INDONESIA

INDONESIA

INDONESIA

NETHERLAND

EGYPT, AR

INDONESIA

INDONESIA

NORWAY

INDONESIA

USA

GREECE

OMAN

PHILIPPINE

INDONESIA

MALAYSIA

PAKISTAN

INDONESIA

INDONESIA

QATAR

AUSTRALIA

MAROC

BRUNEI

INDONESIA

JORDANIA

NEPAL

INDONESIA

INDONESIA

UK

SCANDINAVIA

MALAYSIA

SINGAPORE



310




THREE TWO

SJY

SLK

SMC

STQ

SVA

SWA

SWR

SYR

TAR

TGN

TGW

THA

THY

TMG

UAE

UAL

UBA

UDA

UPS

UTA

VLU

VVM

WON

XAR

ZAR

SJ

MI

-

-

SV

WNX

LX

RB

TU

-

-

TG

TK

GY

EK

UA

UB

-

5X

UT

VF

ZG

-

XN

JZ

SRIWIJAYA

SILK AIR

SAMER

STERA

SAUDIA

SOUTHWEST

SWISSAIR

SYRIANAIR

TUNAIR

TRIGANA

GO CAT

THAI INTER

TURKAIR

TRILINES

EMIRATES

UNITED

UNIONAIR

UDARA

UPS

UTA

VALU AIR

JACKPOT

WINGS ABADI

TRAVEL

EXPRESS

ZAIREAN

SRIWIJAYA AIR

SILK AIR PTE LTD

SABANG MERAUKE AIR CHARTER

STAR AIR

SAUDI ARABIA AIRLINES

SOTHWEST AIRLINES

SWISS AIR

SYRIAN ARAB AIRLINES

TUNIS AIR – SOCIETE TUNISIE DEL’AIR

TRIGANA AIR SERVICE

TIGER AIRWAYS

THAI AIRWAYS INTERNATIONAL

TURK HAVA YOLLARI/TURKISH AIR

TRI-M.G AIRLINES

EMIRATES

UNITED AIRLINES

MYANMAR AIRWAYS

PUSDIKLAT UDARA/STPI

UNITED PARCEL SERVICE COMPANY

UNION DES TRANSPORTS ARIENS

VALU AIR LIMITED

VIVA MACAU LIMITED

WINGS ABADI AIRLINES

TRAVEL EXPRESS AVIATION SERVICES

ZAIREAN AIRLINES

INDONESIA

SINGAPORE

INDONESIA

INDONESIA

SAUDI ARABIA

USA

SUISSE

SYRIA, AR

TUNISIE

INDONESIA

SINGAPORE

THAILAND

TURKEY

INDONESIA

EMIRATES. UA

USA

MYANMAR

INDONESIA

USA

FRANCE

SINGAPORE

MACAU

INDONESIA

INDONESIA

ZAIRE



311

III. DOMESTIC AIRCRAFT OPERATING AGENCY


TELEPHONY REMARKSIATA ICAO

1 2 3 4 5

AIR MALEO - - - PK ZMX

ASIALINK CARGO EXPRESS - AKC ASIALINK

CARGO

PK KRX

ASI PUDJIASTUTI AVIATION SI SQS SKY QUEEN PK VVX

AVIASTAR MANDIRI MV VIT AVIASTAR PK BRX

BOURAQ AIRLINES *) BO BOU BOURAQ PK IJX

BATIK AIR ID BTK BATIK PK LXX

CITILINK QG CTV SUPER GREEN PK GXX

DERAYA AIR CHARTER - DRY DERAYA PK DDX

DERAZONA AIR TAXI - DRZ DERAZONA PK DAX

EASTINDO - ESD EASTINDO PK

EXPRESS AIR RH RPH PUBLIC

EXPRESS

PK TXX

GARUDA INDONESIA GA GIA INDONESIA PK GXX

GATARI AIR - GHS GATARI PK HXX

INDONESIA AIR ASIA ZQ AWQ WAGON AIR PK AXX

INDONESIA AIR TRANSPORT I8 IDA INTRA PK TXX

KALSTAR AVIATION KD KLS KALSTAR PK BRX

JOHNLIN AIR TRANSPORT - JLB JOHNLIN PK JBX

KARTIKA AIRLINES *) 3Y KAE KARTIKA PK

LION MENTARI AIR JT LNI LION INTER PK LXX

MANDALA AIRLINES *) QH MDL MANDALA PK RMX

MANUNGGAL AIR - MNS MANUNGGAL PK VTX

MERPATI NUSANTARA AILINE *) MZ MNA MERPATI PK MXX

METRO BATAVIA *) Y6 BTV BATAVIA PK YUX

NAM AIR IN NIH NAM PK FAX

NUSANTARA AIR CHARTER - SJK NUSANTARA PK

PELITA AIR SERVICE EP PAS PELITA PK PXX

PREMI AIR - - - PK RJX

RIAU AIR PK RIU RIAU AIR PK

SABANG MERAUKE AIR CHARTER - SMC SAMER PK SXX

SAFARI AIR FS AFE AIRFAST PK OAX

SAMPURNA AIR NUSANTARA - SAE SAMPOERNA PK ZAX



312

1 2 3 4 5

SKY AVIATION SY SYA SKY PK ECX

SRIWIJAYA SJ SJY SRIWIJAYA PK CLX

TRANS NUSA AIR SERVICES - TNU NUSA PK TNX

TRANSWISATA PRIMA AVIATION - TWT TRANSWISATA PK

TRAVEL EXPRESS AVIATION

SERVICE

XN XAR TRAVEL

EXSPRESS

PK

TRAVIRA AIR TR TVV PARAMITA PK

TRI GANA AIRLINES IL TGN TRIGANA PK YRX

TRI MG ASIA AIRLINES GY TMG TRILINES PK YGX

WING ABADI AIR IW WON WINGS ABADI PK WFX

LINUS AIRWAYS - LAI AIRLINUS PK LNX

*) DO NOT OPERATIONAL ANYMORE

IV. FLYING SCHOOL

NAME OF SCHOOL FLEET REGISTRATION

AEROFLYER C172 PK HAX

ALFA FLYING SCHOOL C172 PK WTX / PK SDX

BALI INTERNATIONAL FLIGHT ACADEMY (BIFA) C172 PK ROX

BANDUNG FLYING SCHOOL C172 PK IUX

DERAYA FLYING SCHOOL VARY PK DDX

FLYBEST FLIGHT ACADEMY C172 PK KFX

LOKA PENDIDIKAN DAN PELATIHAN

PENERBANGAN BANYUWANGI

BE23

TB10

PK BYX

MERPATI FLYING SCHOOL C172 PK MSX

NAM FLYING SCHOOL C172 PK FAX

PROFLIGHT SCHOOL C150 PK KOX

SEKOLAH TINGGI PENERBANGAN INDONESIA BE23

TB10

BE55/BE58

PK ANX

PK AGX

PK ABX



313

V. GOVERNMENT BODIES AND MILITARY

NAME OF AGENCY FLEETREGISTRATION

(EXAMPLE)1 2 3

SEARH AND RESCUE (SAR) MB05

B412

HR 1524

HR 4121

NATIONAL POLICE OF INDONESIA MB05

CN12

BE19

B412

Dauphin AS565 MBe

PZL M28 Skytruck

Enstrom 480B

PZL W-3 Sokol

BELL 206

BEECH 18CH

FK50

P 1013

P 2120

P 1902

P 5001

P 3101

P ####

P ####

P ####

P ####

P ####

P ####

INDONESIA AIRFORCE (IAF) TA-50 Golden Eagle

GROB G120TP

KT-1B Wongbee

T34 Mentor

Su-27 and Su-30MK

F-16 Fighting Falcon

B737 Marine Patrol

Hawk 209

C130 Hercules

FK27 Friendship

CN35 110/220M

F-5E/F

CN-295M

NC-212

F-28

NAS-332 Super Puma

NAS 330J Puma

EC-120B Colibri



314

1 2 3

INDONESIAN NAVY N.24 Nomad

NC-212 MPA

Beech G-36 Bonanza

CN35 MPA

NBO-105

Bell 412EP

EC-120B Colibri

Dauphin AS565 MBe

AX 2339

NV 403

HU 411

MP 617

INDONESIAN ARMY AH-64E Apache

Mi-35 Helicopter

AS355 Eurocopter

Mi-17-V5 Helicopter

UH-1D Iroquois

B412EP

AC 680 Aerocommader

Cessna C310

C212 Aviocar

VI. NATIONAL OPERATOR WHICH HAVE NEITHER 2-LETTER NOR 2-LETTER

DESIGNATOR YET

AIR PACIFIC UTAMA

ALFA TRANS DIRGANTARA - PA34 - PK SUX

ASSOCIATION OF MISSION AVIATION (AMA) - Pillatus PC6 - PK RJX

ATLAS DELTASATYA - PA31 / PA23 - PK

DABI AIR NUSANTARA - Cessna C560 - PK DPD

INTAN ANGKASA AIR SERVICE - PA31 - PK IWX

MIMIKA AIR - Pilatus PC6 - PK LTX

NATIONAL UTILITY HELICOPTER - EC145 - PK UHX

NUSANTARA BUANA AIR - D228 - PK TLX

NYAMAN AIR - BELL B412 - PK FUX

PENERBANGAN ANGKASA SEMESTA

PURA WISATA BARUNA - B200C - PK JCX

SAYAP GARUDA INDAH - B206 - PK ZGX

YAYASAN JASA AVIASI - PillausPC6 - PK UCX



315

Attachment 29

ICAO MODEL RUNWAY INCURSION

INITIAL REPORT FORM

Report No. :

A. Date/time of runway incursion (in UTC) Day Night (YYYYMMDDhhmm)

B. Person submitting the report

Name:

Job title:

Telephone no.:

Facility/unit:

Date/time/place of completionof form:

C. ICAO aerodrome designator

D. Surface conditions (Braking)

E. Aircraft, vehicle or person involved in the runway incursion (indicate all those involved in the occurrence)

Aircraft 1:

Aircraft 2:

Aircraft 3:

Vehicle:

Person:

F. Weather conditions

Wind: Visibility/RVR:

Temperature (° Celsius): Ceiling/cloud:

Additional information:



316

G. Evasive action — Aircraft 1

No

Yes Select from the list below as appropriate:

Cancelled take-off clearance

Rejected take-off distance rolled:

Rotated early

Delayed rotation

Abrupt stop

Swerved

Missed approach distance to runway threshold:

Other

H. Evasive action — Aircraft 1

No


Cancelled take-off clearance

Rejected take-off distance rolled:

Rotated early

Delayed rotation

Abrupt stop

Swerved

Missed approach distance to runway threshold:

Other

I. Evasive action — Vehicle

No


Abrupt stop

Swerved distance rolled:

Other

J. Closest proximity

Vertical (ft): Horizontal (m):

K. Communication difficulties

No


Readback/hearback

Blocked communication

Confused call signs

Aircraft on wrong frequency/no radio

Non-standard phraseology



317

L. ATC

Did ATC forget about: Yes No

An aircraft/person/vehicle cleared onto or to cross a runway?

An aircraft on approach to land?

A runway closure?

M. Description of the incident and relevant circumstances

1. A description or diagram of the geometry of the incident scenario:Description:

Diagram:

2. A description of any evasive or corrective action taken to avoid a collision:

3. An assessment of the available reaction time and the effectiveness of the evasive or corrective action:

4. An indication of whether a review of voice communication has been completed and the results of thatreview:



318

5. Initial assessment of severity:

N. Aircraft details — Aircraft 1

Registration no.: Call sign: SSR code (if applicable):

Flight no.: Owner/operator:

Aircraft 1 type:

Flight details (select from the list below as appropriate):

Type of flight Flight rules

General aviation IFR

Military VFR

Non-scheduled

Scheduled

Other

Not applicable

O. Aircraft details — Aircraft 1



Aircraft 1 type:

Flight details (select from the list below as appropriate):

Type of flight Flight rules

General aviation IFR

Military VFR

Non-scheduled

Scheduled

Other

Not applicable

P. Vehicle details — Vehicle 1



Vehicle 1 type:



319

Other details (select from the list below as appropriate):

Type of vehicle Other:

Runway inspection

Bird control

Tugging/towing

Fire brigade

Maintenance

Snow clearing

Military

Q. Vehicle details — Vehicle 1



Vehicle 1 type:

Other details (select from the list below as appropriate):

Type of vehicle Other:

Runway inspection

Bird control

Tugging/towing

Fire brigade

Maintenance

Snow clearing

Military

R. Report received by

(name of person) (date)

S. Date when detailed investigation will commence

INSTRUCTIONS FOR COMPLETING THERUNWAY INCURSION INITIAL REPORT FORM

Item

A Indicate the date/time (in UTC) and conditions (day or night) of the runway incursion.

B Provide details about the person submitting the report.

C Provide the aerodrome designator as indicated in Location Indicators(Doc 7910).

D Supply information regarding the runway condition at the time of the runway incursion, whichaffected the braking action of the aircraft.

E Identify the aircraft, vehicles or persons involved in the runway incursion. More details shouldbe provided in N, O, P and Q.



320

F Provide information on weather conditions such as wind, visibility, RVR, temperature, ceiling,cloud and additional information as required.

G, H, I Provide information regarding evasive action taken bythe aircraft and/or vehicles.

J Provide information regarding the closest proximity or distance, horizontally and/or vertically,between both parties during the runway incursion or at the point at which both parties wereaware of the situation and the aircraft was under control at taxi speed or less.

K, L Provide information regarding communication difficulties and ATC memory lapses.

M Describe the runway incursion, by providing the information requested. Attach additional pagesas required.

N, O, P, Q Supply detailed information regarding the aircraft and vehicles involved in the runway incursion.

R Provide the name of the person receiving the report and date.

S Indicate the date when the detailed investigation of the runway incursion will commence.

--- oOo ---



321

Attachment 30

AIR TRAFFIC INCIDENT REPORT

1. Air traffic incident report form

AIR TRAFFIC INCIDENT REPORT FORM

For use when submitting reports on air traffic incidents. In an initial report by radio, shaded items should be included.

A — AIRCRAFT IDENTIFICATION B — TYPE OF INCIDENT

AIRPROX / OBSTRUCTION ON RUNWAY / RUNWAYINCURSION / PROCEDURE / FACILITY *

C — THE INCIDENT

1. General

a) Date / time of incident ______________________________________________________________ UTC

b) Position _________________________________________________________________________

2. Own aircraft

a) Heading and route _________________________________________________________________

b) True airspeed _______________________ measured in ( ) kt ___________ ( ) km/h ___________

c) Level and altimeter setting ___________________________________________________________

d) Aircraft climbing or descending

( ) Level flight ( ) Climbing Descending

e) Aircraft bank angle

( ) Wings level ( ) Slight bank ( ) Moderate bank

( ) Steep bank ( ) Inverted ( ) Unknown

f) Aircraft direction of bank

( ) Left ( ) Right ( ) Unknown

g) Restrictions to visibility (select as many as required)

( ) Sun glare ( ) Windscreen pilar ( ) Dirty windscreen

( ) Other cockpit structure ( ) None

h) Use of aircraft lighting (select as many as required)

( ) Navigation lights ( ) Strobe lights ( ) Cabin lights

( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights

( ) Other ( ) None



322

i) Traffic avoidance advice issued by ATS

( ) Yes, based on ATS ( ) Yes, based on visual sighting ( ) Yes, based on other

surveillance system information

( ) No

j) Traffic information issued



( ) No

k) Airborne collision avoidance system — ACAS

( ) Not carried ( ) Type ( ) Traffic advisory issued

( ) Resolution advisory issued Traffic advisory or resolution

advisory not issued

l) Identification

( ) No ATS surveillance system ( ) Identification ( ) No identification

available

m) Other aircraft sighted

( ) Yes ( ) No ( ) Wrong aircraft sighted

n) Avoiding action taken

( ) Yes ( ) No

o) Type of flight plan IFR / VFR / None *

3. Other aircraft

a) Type and call sign / registration (if known) _______________________________________________

b) If a) above not known, describe below

( ) High wing ( ) Mid wing ( ) Low wing

( ) Rotorcraft

( ) 1 engine ( ) 2 engines ( ) 3 engines

( ) 4 engines ( ) More than 4 engines



323

Marking, colour or other available details

_______________________________________________________________________________

___________________________________________________________________________

____________________________________________________________________________

____________________________________________________________________________

c) Aircraft climbing or descending

( ) Level flight ( ) Climbing ( ) Descending

( ) Unknown

d) Aircraft bank angle

( ) Wings level ( ) Slight bank ( ) Moderate bank

( ) Steep bank ( ) Inverted ( ) Unknown

e) Aircraft direction of bank

( ) Left ( ) Right ( ) Unknown

f) Light displayed

( ) Navigation lights ( ) Strobe lights ( ) Cabin lights

( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights

( ) Other ( ) None

g) Traffic avoidance advice issued by ATS



( ) No ( ) Unknown

h) Traffic information issued



( ) No ( ) Unknown

i) Avoiding action taken

( ) Yes ( ) No

4. Distance

a) Closest horizontal distance __________________________________________________________

b) Closest vertical distance ____________________________________________________________



324

5. Flight meteorological conditions

a) IMC / VMC*

b) Above / below* clouds / fog / haze or between layers*

c) Distance vertically from cloud __________ m / ft* below __________ m / ft* above

d) In cloud / rain / snow / sleet / fog / haze*

e) Flying into / out of* sun

f) Flight visibility _______ m / km*

6. Any other information considered important by the pilot-in-command

________________________________________________________________________________

_________________________________________________________________________________

_________________________________________________________________________________

________________________________________________________________________________

________________________________________________________________________________

D — MISCELLANEOUS

1. Information regarding reporting aircraft

a) Aircraft registration _________________________________________________________________

b) Aircraft type ______________________________________________________________________

c) Operator _________________________________________________________________________

d) Aerodrome of departure _____________________________________________________________

e) Aerodrome of first landing ________________ Destination _________________________________

f) Reported by radio or other means to _______________ (name of ATS unit) at date/time __________ UTC

g) Date / time / place of completion of form ________________________________________________

2. Function, address and signature of person submitting report

a) Function _________________________________________________________________________

b) Address _________________________________________________________________________

c) Signature ________________________________________________________________________

d) Telephone number _________________________________________________________________

3. Function and signature of person receiving report

a) Function ________________________ b) Signature ______________________________________



325

E — SUPPLEMENTARY INFORMATION BY ATS UNIT CONCERNED

1. Receipt of report

a) Report received via AFTN / radio / telephone / other (specify)* ______________________________

b) Report received by __________________________________ (name of ATS unit)

2. Details of ATS action

Clearance, incident seen (ATS surveillance system/visually, warning given, result of local enquiry, etc.)

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

_____________________________________________________________________________________

DIAGRAMS OF AIRPROX

Mark passage of other aircraft relative to you, in plan on the left and in elevation on the right, assuming YOU are atthe centre of each diagram. Include first sighting and passing distance.

VIEW FROM ABOVE

14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 1410

9

8

7

6

5

4

3

2

1

0

1

2

3

4

5

6

7

8

9

10

300

270

240

210

180

150

120

90

60

30

0

30

60

903

120

150

180

210

240

270

300



326

VIEW FROM ASTERN

2. Instructions for the completion of the air traffic incident report form

Item

A : Aircraft identification of the aircraft filing the report.

B : An AIRPROX report should be filed immediately by radio.

C1 : Date/time UTC and position in bearing and distance from a navigation aid or

in LAT/LONG.

C2 : Information regarding aircraft filing the report, tick as necessary.

C2 : c) E.g. FL350/1013 hPa or 2 500 ft/QNH 1007 hPa or 1 200 ft/QFE 998 hPa.

C3 : Information regarding the other aircraft involved.

C4 : Passing distance — state units used.

C6 : Attach additional papers as required. The diagrams may be used to show

the aircraft’s positions.

D1 : f) State name of ATS unit and date/time in UTC.

D1 : g) Date and time in UTC and place of completion of form.

E2 : Include details of ATS unit such as service provided, radiotelephony

frequency, SSR codes assigned and altimeter setting. Use diagram to show

the aircraft’s position and attach additional papers as required.

--- oOo ---

14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 1410

9

8

7

6

5

4

3

2

1

0

1

2

3

4

5

6

7

8

9

10

300

270

240

210

180

150

120

90

60

30

0

30

60

903

120

150

180

210

240

270

300



327

Attachment 31

PHRASEOLOGY

I. GENERAL

1. Radiotelephony (RTF) provides the means by which pilots and ground

personnel communicate with each other. The information and instructions

transmitted are of vital importance in the safe and expeditious operation of

aircraft. Incidents and accidents have occurred in which a contributing factor

has been the use of non-standard procedures and phraseology. The

importance of using correct and precise standardized phraseology cannot be

overemphasized.

2. The following transmitting techniques will assist in ensuring that transmitted

speech is clear and satisfactorily received:

a. before transmitting, listen out on the frequency to be used to ensure that

there will be no interference with a transmission from another station;

b. be familiar with good microphone operating techniques;

c. use a normal conversational tone, and speak clearly and distinctly;

d. maintain an even rate of speech not exceeding 100 words per minute.

When it is known that elements of the message will be written down by the

recipient, speak at a slightly slower rate;

e. maintain the speaking volume at a constant level;

f. a slight pause before and after numbers will assist in making them easier

to understand;

g. avoid using hesitation sounds such as “er”;

h. be familiar with the microphone operating techniques, particularly in

relation to the maintenance of a constant distance from the microphone if

a modulator with a constant level is not used;



328

i. suspend speech temporarily if it becomes necessary to turn the head

away from the microphone;

j. depress the transmit switch fully before speaking and do not release it until

the message is completed;

k. the transmission of long messages should be interrupted momentarily from

time to time to permit the transmitting operator to confirm that the

frequency in use is clear and, if necessary, to permit the receiving operator

to request repetition of parts not received.

3. Most phraseology contained in this attachment show the text of a complete

message with and/or without call signs. They are not intended to be

exhaustive, and when circumstances differ, pilots, ATS personnel and other

ground personnel will be expected to use plain language, which should be as

clear and concise as possible, to the level specified in the ICAO language

proficiency requirements contained in Annex 1 — Personnel Licensing, in

order to avoid possible confusion by those persons using a language other

than one of their national languages.

4. The phraseologies are grouped according to types of air traffic service for

convenience of reference. However, users shall be familiar with, and use as

necessary, the general phraseology. All phraseologies shall be used in

conjunction with call signs as appropriate.

5. The communication procedures shall be in accordance with

a. Annex 10, Volume II – Aeronautical Telecommunication Service;

b. Document 4444 ATM/501 – Air Traffic Management; and

c. Document 9432 – Manual of Radiotelephony.

6. Runway-in-use, altimeter settings, SSR codes, level instructions, heading and

speed instructions and, where so required by the appropriate authority,

transition levels, shall always be read back.

Example :

C : GIA 893 SQUAWK ONE THREE ONE ZERO

P : SQUAWK ONE THREE ONE ZERO, GIA 893



329

7. During operations in or vertical transit through reduced vertical separation

minimum (RVSM) airspace with aircraft not approved for RVSM operations,

pilots shall report non-approved as follows:

a) at initial call on any channel within RVSM airspace;

b) in all requests for level changes; and

c) in all read backs of level clearances.

8. Air traffic controllers shall explicitly acknowledge receipt of messages from

aircraft reporting RVSM non-approved status.

9. Phraseologies for the movement of vehicles, other than tow-tractors, on the

manoeuvring area shall be the same as those used for the movement of

aircraft, with the exception of taxi instructions, in which case the word

“PROCEED” shall be substituted for the word “TAXI” when communicating with

vehicles.

10. Conditional phrases, such as “behind landing aircraft” or “after departing

aircraft”, shall not be used for movements affecting the active runway(s),

except when the aircraft or vehicles concerned are seen by the appropriate

controller and pilot. The aircraft or vehicle causing the condition in the

clearance issued shall be the first aircraft/vehicle to pass in front of the other

aircraft concerned. In all cases a conditional clearance shall be given in the

following order and consist of:

a) identification;

b) the condition;

c) the clearance; and

d) brief reiteration of the condition,

for example: GIA 083, BEHIND EA32 ON SHORT FINAL, LINE UP BEHIND.

Note.— This implies the need for the aircraft receiving the conditional

clearance to identify the aircraft or vehicle causing the conditional clearance.

11. Words in parentheses indicates that specific information, such as a level, a

place or a time, etc. must be inserted to complete the phrase, or alternatively

that optional phrases may be used. Words in square parentheses indicate



330

optional additional words or information that may be necessary in specific

instances.

12. The followings are some example of standard phraseology (compiled from

Document 4444 – Air Traffic Management and Document 9432 – Manual of

Radiotelephony) which are composed in such a way that resembling the active

conversation between controller and pilot. The letter P represents the pilot

transmission and C represents the approach radar controller transmission.

II. STANDARD WORDS AND PHRASES

The following words and phrases shall be used in radiotelephony

communications as appropriate and shall have the meaning given below.

ACKNOWLEDGE “Let me know that you have received and understood this

message.”

AFFIRM “Yes.”

APPROVED “Permission for proposed action granted.”

BREAK “I hereby indicate the separation between portions of the

message.”

Note. — To be used where there is no clear distinction

between the text and other portions of the message.

BREAK BREAK “I hereby indicate the separation between messages

transmitted to different aircraft in a very busy environment.”

CANCEL “Annul the previously transmitted clearance.”

CHECK “Examine a system or procedure.”

Note. — Not to be used in any other context. No answer is

normally expected.



331

CLEARED “Authorized to proceed under the conditions specified.”

CONFIRM “I request verification of: (clearance, instruction, action,

information).”

CONTACT “Establish communications with . . .”

CORRECT “True” or “Accurate”.

CORRECTION “An error has been made in this transmission (or message

indicated). The correct version is . . .”

DISREGARD “Ignore.”

HOW DO YOU READ “What is the readability of my transmission?”

I SAY AGAIN “I repeat for clarity or emphasis.”

MAINTAIN Continue in accordance with the condition(s) specified or in its

literal sense, e.g. “maintain VFR”.

MONITOR “Listen out on (frequency).”

NEGATIVE “No” or “Permission not granted” or “That is not correct” or “not

capable”.

OVER "My transmission is ended, and I expect a response from you"

Note.— Not normally used in VHF communication.

OUT “This exchange of transmissions is ended and no response is

expected.”

Note.— Not normally used in VHF communications.

READ BACK “Repeat all, or the specified part, of this message back to me



332

exactly as received.”

RECLEARED “A change has been made to your last clearance and this new

clearance supersedes your previous clearance or part thereof.”

REPORT “Pass me the following information . . .”

REQUEST “I should like to know . . .” or “I wish to obtain . . .”

ROGER “I have received all of your last transmission.”

Note.— Under no circumstances to be used in reply to a

question requiring “READ BACK” or a direct answer in the

affirmative (AFFIRM) or negative (NEGATIVE).

SAY AGAIN “Repeat all, or the following part, of your last transmission.”

SPEAK SLOWER “Reduce your rate of speech.”

STANDBY “Wait and I will call you.”

Note.— The caller would normally re-establish contact if the

delay is lengthy. STANDBY is not an approval or denial.

UNABLE “I cannot comply with your request, instruction, or clearance.”

Note.—UNABLE is normally followed by a reason.

WILCO (Abbreviation for “will comply”.)

“ I understand your message and will comply with it.”

WORDS TWICE a) As a request:

“Communication is difficult. Please send every word or

group of words twice.”



333

b) As information:

“Since communication is difficult, every word or group of

words in this message will be sent twice.”

III. CALL SIGN

1. Call signs for aeronautical stations

a. Area control centre (procedural) : CONTROL

b. Radar (in general) : RADAR

c. Approach control (procedural) : APPROACH

d. Approach control radar arrivals : ARRIVAL

e. Approach control radar departures : DEPARTURE

f. Approach control radar (departures and arrivals) : DIRECTOR *)

g. Aerodrome control : TOWER

h. Surface movement control : GROUND

i. Clearance delivery : DELIVERY

j. Precision approach radar : PRECISION

k. Direction-finding station : HOMER

l. Flight information service : INFORMATION

m. Apron control : APRON

n. Company dispatch : DISPATCH

o. Aeronautical station : RADIO

Note. — *) Refer to AIP Indonesia, 7th Edition, point 1.6.2.b. on page ENR 1.6-1.

2. Aircraft call signs

a. An aircraft call sign shall be one of the following types :

1) the characters corresponding to the registration

marking of the aircraft;

G-ABCD orBoeing G-ABCD



334

2) the telephony designator of the aircraft operating

agency, followed by the last four characters of the

registration marking of the aircraft; orINDONESIA DCAB


agency, followed by the flight identification.INDONESIA 345

b. After satisfactory communication has been established, and provided that no

confusion is likely to occur, aircraft call signs specified in a. above may be

abbreviated as follows:

1) the first and at least the last two characters of the

aircraft registration;

G-CD or

Beoing G-CD


agency followed by at least the last two characters of

the aircraft registration;

INDONESIA AB

3) no abbreviated form.—

c. An aircraft shall use its abbreviated call sign only after it has beenaddressed in this manner by the aeronautical station.

d. An aircraft shall not change its type of call sign during flight except whenthere is a likelihood that confusion may occur because of similar callsigns. In such cases, an aircraft may be instructed by an air traffic controlunit to change the type of its call sign temporarily.

e. Except for reason of safety, no transmission shall be directed to anaircraft during take-off, during the last of the final approach or during thlanding roll.

f. Aircraft in the heavy wake turbulence category shall include the word“HEAVY” immediately after the aircraft call sign in the initial call to theaerodrome control tower and the approach control unit.

IV. GENERAL PHRASEOLOGY

General phraseology is the phraseology that can be used by Aerodrome

Control Tower, Approach Control Office or Area Control Centre.



335

1. Description of levels : a) FLIGHT LEVEL (number); or

(subsequently referred to as

“(level)”)

: b) (number) METRES; or

: c) (number) FEET.

2. Level changes, reports and : a) CLIMB (or DESCEND);

rates

followed as necessary by:

1) TO (level);

... instruction that a climb (ordescent) to a level within the

vertical range defined is tocommence

2) TO AND MAINTAIN BLOCK (level) TO

(level);

3) TO REACH (level) AT (or BY) (time or

significant point);

4) REPORT LEAVING (or REACHING, or

PASSING) (level);

5) AT (number) METRES PER SECOND

(or FEET PER MINUTE) [or OR

GREATER (or OR LESS)];

... for SST aircraft only 6) REPORT STARTING ACCELERATION

(or DECELERATION).

: b) MAINTAIN AT LEAST (number) METRES

(or FEET) ABOVE (or BELOW) (aircraft

call sign);

: c) REQUEST LEVEL (or FLIGHT LEVEL or

ALTITUDE) CHANGE FROM (name of

unit) [AT (time or significant point)];

: d) STOP CLIMB (or DESCENT) AT (level);



336

: e) CONTINUE CLIMB (or DESCENT) TO

(level);

: f) EXPEDITE CLIMB (or DESCENT) [UNTIL

PASSING (level)];

: g) WHEN READY CLIMB (or DESCEND) TO

(level);

: h) EXPECT CLIMB (or DESCENT) AT (time

or significant point);

... to require action at a specific : a) IMMEDIATELY;

time or place

: b) AFTER PASSING (significant point);

: c) AT (time or significant point);

... to require action when: d) WHEN READY (instruction);

convenient

... to require an aircraft to climb

or descend maintaining own

separation and VMC

: e) MAINTAIN OWN SEPARATION AND

VMC [FROM (level)] [TO (level)];

: f) MAINTAIN OWN SEPARATION AND

VMC ABOVE (or BELOW, or TO) (level);

... when there is doubt that an

aircraft can comply with a

clearance or instruction

: g) IF UNABLE (alternative instructions) AND

ADVISE;

... after a flight crew starts to

deviate from any ATC

clearance or instruction to

comply with an ACAS

resolution advisory (RA) (Pilot

and controller interchange)

: h) ROGER;



337

... after the response to an

ACAS RA is completed and a

return to the ATC clearance or

instruction is initiated (Pilot and

controller interchange)

: i) ROGER (or alternative instructions);

… after the response to an

ACAS RA is completed and the

assigned ATC clearance or

instruction has been resumed

(Pilot and controller

interchange)

: j) ROGER;

… after an ATC clearance or

instruction contradictory to the

ACAS RA is received, the flight

crew will follow the RA and

inform ATC directly (Pilot and

controller interchange)

… clearance to cancel level

restriction(s) of the vertical

profile of a SID during climb

:

:

k)

l)

ROGER;

CLIMB TO (level) [LEVEL RESTRICTION

(SID designator) CANCELLED (or) LEVEL

RESTRICTION(S) (SID designator) AT

(point) CANCELLED];

… clearance to cancel level

restriction(s) of the vertical

profile of a STAR during

descent

: m)DESCEND TO (level) [LEVEL

RESTRICTION (STAR designator)

CANCELLED (or) LEVEL RESTRICTION

(STAR designator) AT (point)

CANCELLED].

3. Minimum fuel

... indication of minimum fuel : a) ROGER [NO DELAY EXPECTED or

EXPECT (delay

information)].

4. Transfer of control and/or

frequency change

: a) CONTACT (unit call sign) (frequency)

[NOW];



338

: b) AT (or OVER) (time or place) [or WHEN]

[PASSING/LEAVING/REACHING (level)]

CONTACT (unit call sign) (frequency);

Note.— An aircraft may berequested to “STAND BY” on a

frequency when it is intendedthat the ATS unit will initiate

communications soon and to“MONITOR” a frequency wheninformation is being broadcast

thereon.

: c) IF NO CONTACT (instructions);

: d) STAND BY FOR (unit call sign) (freq);

: e) FREQUENCY CHANGE APPROVED;

: f) MONITOR (unit call sign) (frequency);

: g) WHEN READY CONTACT (unit call sign)

(frequency);

: h) REMAIN THIS FREQUENCY.

5. Change of call sign : a) CHANGE YOUR CALL SIGN TO (new call

sign) [UNTIL FURTHER ADVISED];

... to instruct an aircraft to

change its type of call sign... to advise an aircraft to

revert to the call sign indicated

in the flight plan

: b) REVERT TO FLIGHT PLAN CALL SIGN

(call sign) [AT (significant point)].

6. Traffic information : a) TRAFFIC (information);

... to pass traffic information : b) NO REPORTED TRAFFIC;

: c) [ADDITIONAL] TRAFFIC (direction) BOUND

(type of aircraft) (level) ESTIMATED (or

OVER) (significant point) AT (time);

: d) TRAFFIC IS (classification) UNMANNED

FREE BALLOON(S) WAS [or

ESTIMATED] OVER (place) AT (time)

REPORTED (level(s)) [or LEVEL

UNKNOWN] MOVING (direction) (other

pertinent information, if any).



339

7. Meteorological conditions : a) [SURFACE] WIND (number) DEGREES

(speed) (units);

Note.— Wind is always

expressed by giving the mean

direction and speed and any

significant variations thereof

: b) WIND AT (level) (number) DEGREES

(number) KILOMETRES PER HOUR (or

KNOTS);

: c) VISIBILITY (distance) (units) [direction];

: d) RUNWAY VISUAL RANGE (or RVR)

[RUNWAY (number)] (distance) (units);

: e) RUNWAY VISUAL RANGE (or RVR)

RUNWAY (number) NOT AVAILABLE (or

NOT REPORTED);

... for multiple RVR

observations

: f) RUNWAY VISUAL RANGE (or RVR)

[RUNWAY (number)] (first position)

(distance) (units), (second position)

(distance) (units), (third position) (distance)

(units);

... in the event that RVRinformation on any one

position is not available thisinformation will be included in

the appropriate sequence

: g) RUNWAY VISUAL RANGE (or RVR)

[RUNWAY (number)] (first position)

(distance) (units), (second position) NOT

AVAILABLE, (third position) (distance)

(units);

: h) PRESENT WEATHER (details);

: i) CLOUD (amount, [(type)] and height of

base) (units) (or SKY CLEAR);

: j) CAVOK;

: k) TEMPERATURE [MINUS] (number)

(and/or DEWPOINT [MINUS] (number));



340

: l) QNH (number) [units];

: m)QFE (number) [(units)];

: n) (aircraft type) REPORTED (description)

ICING (or TURBULENCE) [IN CLOUD]

(area) (time);

: o) REPORT FLIGHT CONDITIONS.

8. Position reporting : a) NEXT REPORT AT (significant point);

... to

: b) OMIT POSITION REPORTS [UNTIL

(specify)];

: c) RESUME POSITION REPORTING

9. Additional reports : a) REPORT PASSING (significant point);

... to request a report at a

specified place or distance

: b) REPORT (distance) MILES (GNSS or

DME) FROM (name of DME station) (or

significant point);

: c) REPORT PASSING (three digits) RADIAL

(name of VOR) VOR;

... to request a report of present

position

: d) REPORT (GNSS or DME) DISTANCE

FROM (significant point) or (name of DME

station);

10. Aerodrome information : a) [(location)] RUNWAY SURFACE

CONDITION RUNWAY (number)

(condition);

: b) [(location)] RUNWAY SURFACE

CONDITION RUNWAY (number) NOT

CURRENT;



341

: c) LANDING SURFACE (condition);

: d) CAUTION CONSTRUCTION WORK

(location);

: e) CAUTION (specify reasons) RIGHT (or

LEFT), (or BOTH SIDES) OF RUNWAY

[number];

: f) CAUTION WORK IN PROGRESS (or

OBSTRUCTION) (position and any

necessary advice);

: g) RUNWAY REPORT AT (observation time)

RUNWAY (number) (type of precipitant) UP

TO (depth of deposit) MILLIMETRES.

BRAKING ACTION GOOD (or MEDIUM

TO GOOD, or MEDIUM, or MEDIUM TO

POOR, or POOR or UNRELIABLE) [and/or

BRAKING COEFFICIENT (equipment and

number)];

: h) BRAKING ACTION REPORTED BY

(aircraft type) AT (time) GOOD (or

MEDIUM, or POOR);

: i) BRAKING ACTION [(location)] (measuring

equipment used), RUNWAY (number),

TEMPERATURE [MINUS] (number),

WAS (reading) AT (time);

: j) RUNWAY (or TAXIWAY) (number) WET

[or DAMP, WATER PATCHES, FLOODED

(depth), or SNOW REMOVED (length and

width as applicable), or TREATED, or

COVERED WITH PATCHES OF DRY

SNOW (or WET SNOW, or COMPACTED

SNOW, or SLUSH, or FROZEN SLUSH, or



342

ICE, or ICE UNDERNEATH, or ICE AND

SNOW, or SNOWDRIFTS, or FROZEN

RUTS AND RIDGES)];

: k) TOWER OBSERVES (weather

information);

: l) PILOT REPORTS (weather information).

11. Operational status of visual

and non-visual aids

: a) (specify visual or non-visual aid) RUNWAY

(number) (description of deficiency);

: b) (type) LIGHTING (unserviceability);

: c) GBAS/SBAS/MLS/ILS CATEGORY

(category) (serviceability state);

: d) TAXIWAY LIGHTING (description of

deficiency);

: e) (type of VASI) RUNWAY (number)

(description of deficiency).

12. Reduced vertical separation

minimum (RVSM) operations

: a) CONFIRM RVSM APPROVED;

... to deny ATC clearance into

RVSM airspace: b) UNABLE ISSUE CLEARANCE INTO

RVSM AIRSPACE, MAINTAIN [or

DESCEND TO, or CLIMB TO] (level);

: c) REPORT WHEN ABLE TO RESUME

RVSM;

: d) CONFIRM ABLE TO RESUME RVSM;

13. GNSS service status : a) GNSS REPORTED UNRELIABLE (or

GNSS MAY NOT BE AVAILABLE [DUE

TO INTERFERENCE]);



343

1) IN THE VICINITY OF (location) (radius)

[BETWEEN (levels)];

2) IN THE AREA OF (description) (or IN

(name) FIR) [BETWEEN (levels)];

: b) BASIC GNSS (or SBAS, or GBAS)

UNAVAILABLE FOR (specify operation)

[FROM (time) TO (time) (or UNTIL

FURTHER NOTICE)];

14. Degradation of aircraft

navigation performance

: UNABLE RNP (specify type) (or RNAV) [DUE

TO (reason, e.g. LOSS OF RAIM or RAIM

ALERT)].

V. EXAMPLE OF PHRASEOLOGIES USED IN THE PROVISION OF

AERODROME CONTROL SERVICE

1. Outbound traffic

a. Fixed wing

1) Situation : Aircraft on parking stand (main apron) requests

aerodrome information.

Phraseology : P - SHE TWR GIA 782 ON [STAND] ALPHA THREE

REQUEST DEPARTURE INFORMATION

C - GIA 782 DEPARTURE RWY (number) WIND

(direction and speed) QNH (in whole hPa)

TEMPERATURE (number) DEW POINT (number)

RVR (number) TIME (number)

P - RWY (number) QNH (in whole hPa) WILL CALL

FOR START UP, GIA 782



344

2) Situation : Aircraft on parking stand (main apron) requests

pushback.

Phraseology : P - SHE TWR GIA 782 ON [STAND] ALPHA THREE

REQUEST PUSHBACK CLEARANCE

C - GIA 782 PUSHBACK APPROVED HEADING

SOUTH/NORTH [EXPECT RWY (number)] or

[STANDBY PUSHBACK] or [EXPECT PUSHBACK

AT (time)]

3) Situation : Aircraft requests start engine.

Phraseology : P - SHE TWR PK ABP [POSITION] REQUEST

START UP CLEARANCE

C - PK ABP START UP APPROVED TEMPE-

RATURE (number) [EXPECT RWY (number)] or

[STANDBY START UP] or [EXPECT START UP

AT (time)]

Note.— Temperature will only be provided, in the

case of turbine-engined aircraft.

4) Situation : Aircraft requests taxi from one to another point at

aerodrome.

Phraseology : P - SHE TWR PK ABP POSITION WEST APRON

REQUEST TAXI [CLEARANCE] TO COMPASS

SWINGING AREA (or other location)

C - PK ABP TAXI TO COMPASS SWINGING AREA

VIA TXIWAY ALPHA AND KILO REPORT ….

ETC.

5) Situation : Aircraft requests taxi for departure.

Phraseology : P - SHE TWR PK ABP [POSITION] REQUEST TAXI



345

CLEARANCE [BOUND FOR (destination)] [VFR/

IFR]

C - PK ABP VIA TAXIWAY (identification) TAXI TO

HOLDING POINT (number) RWY (number) WIND

(direction and speed) QNH (in whole hPa) TIME

(number) REPORT ……. ETC.

Note.— For taxi instruction, there is not absolute

formula such as instruction first then information,

or vice-versa. You may take either instruction first

or information first. Below is another example of

taxi instruction.

C - UDA 090 WIND (direction and speed) QNH (in

whole hPa) VISIBILITY 8 KM TIME (number)

TAXI TO HOLDING POINT HOLDING POINT

(number) RWY (number) VIA TAXIWAY

(identification) REPORT ……. ETC.

6) Situation : The issuance of ATC clearance (for IFR departure) and

its position on short of runway.

Phraseology : C - GIA 782 CROSS [or ENTER] RWY (number) ATC

CLEARANCE AVAILABLE

P - CROSSING RWY (number) GO AHEAD ATC

CLEARANCE GIA 782

C - GIA 782 CLEARED TO (clearance limit) VIA (ATS

route) FL ……. (three digits) AFTER TAKE-OFF

TURN LEFT TRACK (degrees) MAGNETIC TO

INTERCEPT [QDM or ATS ROUTE] MAINTAIN

(initial altitude), ETC.

Note 1.— No ATC clearance for VFR flight.

Note 2.— ATC clearance shall be issued before



346

take-off clearance is given (preferably during taxi

or as soon as after aircraft commencing taxi).

7) Situation : Aircraft is ready for take-off.

Phraseology : P - SHE TWR PK ABP READY [FOR TAKE-OFF or

FOR DEPARTURE]

C - PK ABP RWY (number) CLEARED FOR TAKE-

OFF [or HOLD POSITION, or LINE UP AND

WAIT], or

if traffic information will be included …..

PK ABP TRAFFIC ONE [PIPER] NAVAJO

COMING FROM EASTTOWN POSITION

APPROACHING (designated reporting point)

PASSING [MAINTAINING] (altitude) ESTI-

MATING SEAHORSE (time) [LEFT/RIGHT TURN

AFTER] RWY (number) CLEARED FOR TAKE-

OFF

Note.— For IFR departure, before issuing ATC

clearance TWR shall obtain approval (release

time) from APP to ensure that the departing

aircraft will not conflict with the traffic still under the

control of APP.

8) Situation : Aircraft just airborne.

Phraseology : C - GIA 782 AIRBORNE 15 [or AIRBORNE TIME AT

15] CONTACT [i] APPROACH [ON (frequency)

MHz], or

PK ABP AIRBORNE 15 [or AIRBORNE TIME AT

15] REPORT [PASSING or OVER] POINT

[ALPHA or BRAVO]



347

P - AIRBORNE 15 [or AIRBORNE TIME AT 15]

CONTACT [SHE] APPROACH [ON (frequency)

MHz], GIA 782, or

AIRBORNE 15 [or AIRBORNE TIME AT 15] WE

ARE CLIMBING PASSING 1,500 [FEET] TO

6,000 [FEET] ESTIMATING [ALPHA or BRAVO

(time), PK ABP

9) Situation : Departing VFR passing point ALPHA/BRAVO.

Phraseology : P - [SHE TWR] PK ABP PASSING [OVER] POINT

[ALPHA or BRAVO] [1,500 FT]

P - PK ABP CONTACT [SHE] APPROACH [ON

(frequency) MHz]

10) Situation : After contact SHE APP, aircraft reports intend to return

to base (SHE APT) due to engine failure or any other

reason.

Phraseology : P - MAYDAY …… MAYDAY …… MAYDAY ……

SHE TWR [THIS IS] GIA 782 (may be repeated

three times) DUE TO LEFT [RIGHT] ENGINE [or

ENGINE NUMBER (number)] ON FIRE WE ARE

RETURNING TO SHE APT ESTIMATING SHE

(time) REQUEST FURTHER INSTRUCTION

C - GIA 782 ROGER MAYDAY, WIND CALM [or

direction and speed) QNH (in whole hPa) MAKE

STRAIGHT-IN-APPROACH RWY (number)

REPORT ….. ETC.

Note 1.— Consideration should be taken that for

aircraft having emergency situation should be

assigned with the nearest and the most suitable

runway-in-use except for the reason of cross

wind or tail component or other reason so that



348

aircraft is unable to use the assigned runway-in-

use, another runway assignment may be made.

Note 2.— Remember, aircraft experiencing

emergency has the priority from other aircraft, it is

therefore if we have parallel runways operation,

aircraft approaching to land may be continued to

do so. But if we have a single or crossing

runway(s), aircraft approaching to land shall be

cleared to go round and held overhead station or

at other location.

Note 3.— If aircraft return to base due to other

than distress situation but experiencing technical

reason (trouble), TWR can ask whether the

aircraft needs any assistance on arrival or not

using the following phraseology : PK ABP

[CONFIRM] DO YOU NEED ANY ASSISTANCE

ON ARRIVAL ?

b. Rotary wing (helicopter)

1) Situation : A helicopter on west apron intends to depart to

TIGERFORT (eastbound).

Phraseology : P - SHE TWR PK HBB POSITION ON WEST

APRON REQUEST TAXI CLEARANCE [BOUNG

FOR] TIGERFORT

C - PK HBB TAKE-OFF DIRECTION (number) EAST

SPOT (or other spot) WIND (direction and speed)

QNH (in whole hPa) TIME (minute) TAXI VIA

TAXIWAY (taxiway identification) REPORT …..

ETC.

Note.— Subsequent reports are similar to fixed

wing aircraft.



349

2. Inbound traffic

a. Fixed wing

1) Situation : IFR aircraft leaving instrument approach fix (BTF

VOR/SH NDB).

Phraseology : P - SHE TWR GIA 783 LEAVING [or PASSING] BTF

VOR [or SH NDB] [HEADING] INBOUND

AERODROME IN SIGHT [VISUAL CONTACT]

C - GIA 783 REPORT FINAL [or CLEARED TO

LAND]

Note 1.— If the arriving IFR aircraft does not

report aerodrome in sight or visual contact, TWR

shall instruct the aircraft to report established

visual contact or aerodrome in sight first.

Note 2.— Approach clearance has been given by

SHE APP, so TWR need not to give landing

instruction anymore. Just say : GIA 783 REPORT

LONG FINAL, except when due to wind or other

reason the aircraft will be assigned to another

runway.

2) Situation : Arriving IFR aircraft has been cleared for instrument

approach by SHE APP but wind condition changes so

that impossible to use the runway specified for straight-

in-approach or other reason (runway is blocked, etc.),

the aircraft shall be cleared to make circling approach.

Phraseology : P - SHE TWR GIA 783 LEAVING [or PASSING] BTF

VOR [or SH NDB] [HEADING] INBOUND

C - GIA 783 DUE TO WIND CHANGE TO (direction

and speed) [RWY (number) IS BLOCKED BY

(type of aircraft)] CIRCLING FOR RWY (number)



350

REPORT DOWNWIND/RIGHT HAND DOWNWIND

(of new runway) …. ETC.

3) Situation : Arriving IFR aircraft is unable to establish visual contact.

Phraseology : P - SHE TWR GIA 783 UNABLE TO ESTABLISH

VISUAL CONTACT [NEGATIVE VISUAL

CONTACT] WE ARE MAKING MISSED

APPROACH [OVERSHOOTING]

C - GIA 783 STANDBY [FOR FURTHER

INSTRUCTION]

Note 1.— If TWR say STANDBY, the aircraft will

follow missed approach procedure (MAP)

specified for the runway.

Note 2.— SHE TWR request/inform SHE APP for

further instruction, and after obtaining instruction,

instruct the aircraft accordingly.

Example :

GIA 783 TURN RIGHT AND CLIMB TO 3,000

FEET PROCEED TO BTF VOR [or CLIMB

STRAIGHT AHEAD TO 2,000 FEET PROCEED

TO BTF VOR] CONTACT [SHE] APPROACH

[ON (frequency) MHz]

4) Situation : Arriving IFR aircraft, after getting landing clearance from

TWR, aircraft is unable to continue its approach to land

due to technical reason.

Phraseology : P - [SHE TWR] GIA 783 DUE TO TECHNICAL

REASON WE ARE PULLING UP AND GO

ROUND [OVERSHOOTING]

C - GIA 783 [ROGER] JOIN DOWNWIND/RIGHT



351

HAND DOWNWIND RWY (number) REPORT

……. ETC.

Note.— Aircraft which is making a missed

approach due to technical reason (other than

weather or WX reason) such as : the aircraft is not

aligned (is not precisely with runway centerline),

altitude is too high or too low corresponding to the

appropriate altitude, the slope of aircraft is too

steep or other reason is necessary to be cleared

to original instrument approach fix (IAF) and there

is reasonable assurance that circling can be

accomplished, the aircraft may be cleared to join

downwind, directed to base leg, etc.

5) Situation : Arriving VFR aircraft is just transferred by APP over

ESTER.

Phraseology : P - [SHE TWR] PK ABP COMING FROM SEAGULL

POSITION ESTER LEAVING 3,000 FEET

ESTIMATING BRAVO (time) REQUEST LANDING

INSTRUCTION

C - PK ABP JOIN DOWNWIND [RIGHT HAND

DOWNWIND] RWY (number) [or DIRECT BASE

LEG RWY (number), or MAKE STRAIGHT-IN-

APPROACH RWY (number)] WIND (direction and

speed) QNH (in whole hPa) REPORT …….. ETC.

Note.— Aircraft which is making a missed

approach due to technical reason (other than

weather or WX reason) such as : the aircraft is not

aligned (is not precisely with runway centerline),

altitude is too high or too low corresponding to the

appropriate altitude, the slope of aircraft is too

steep or other reason is necessary to be cleared

to original instrument approach fix (IAF) and there

is reasonable assurance that circling can be

accomplished, the aircraft may be cleared to join



352

downwind, directed to base leg, etc.

6) Situation : Arriving VFR aircraft has been cleared for instrument

approach by SHE APP but wind condition changes so

that impossible to use the runway specified for straight-

in-approach or other reason (runway is blocked, etc.),

the aircraft shall be cleared to make circling approach.

Phraseology : P - SHE TWR PK ABP LEAVING ALPHA [BRAVO]

LEAVING 2,000 FEET

C - PK ABP DUE TO WIND CHANGE TO (direction

and speed) [RWY (number) IS BLOCKED BY

(type of aircraft)] CIRCLING FOR RWY (number)

REPORT DOWN WIND/RIGHT HAND DOWN-

WIND (of new runway) …. ETC.

7) Situation : Arriving VFR approaching overhead station and there

have been one or more aircraft on the traffic circuit so

that they need to be sequenced properly.

Phraseology : C - PK ABP OBSERVE [TRAFFIC] ONE [PIPER]

NAVAJO ON DOWNWIND/RIGHT HAND

DOWNWIND [or DAKOTA ELEVEN O’CLOCK]

TURN RIGHT YOU ARE NUMBER TWO TO

LAND FOLLOW (type of aircraft), REPORT ……..

ETC., or

PK ABP OBSERVE [TRAFFIC] ONE (type of

aircraft) [POSITION] YOU ARE NUMBER TWO

TO LAND FOLLOW (type of aircraft), REPORT

…….. ETC.,

8) Situation : Arriving aircraft experiencing transmitter failure

(indicated by the absence of any message or report

from the flight crew). To ensure that aircraft is still able

to read any message, use the following phraseology.



353

Phraseology : C - PK ABP ONE TWO THREE FOUR FIVE THIS IS

SHE TWR HOW DO YOU READ …… (if there is

no response) … PK ABP THIS IS SHE TWR

[APP or BTF ACC] IF YOU READ ME

ACKNOWLEDGE BY ROCKING WING

[FLASHING LANDING LAIGHT TWICE]

Note 1.— Request an acknowledgement by

rocking wing shall not be implemented when the

aircraft is on base leg or final.

Note 2.— If the flight crew does maneuver or take

action as requested, it means that the receiver is

normal but the transmitter is not, then the

subsequent instructions be transmitted by means

of appropriate radio communication.

9) Situation : Arriving aircraft experiencing receiver failure (indicated

by the condition that message or report from the flight

crew is readable but there is no acknowledgement of

received for any instruction/message). To ensure that

aircraft is still able to read any message, use the

following phraseology.


SHE TWR HOW DO YOU READ

Note.— If there is no response, it means that the

transmitter of aircraft is normal but the receiver is

not, then the subsequence instructions be

transmitted by means of light signal.

10) Situation : Arriving aircraft experiencing total radio failure

(indicated by the condition that there is neither any

message/report nor acknowledgement of received

from flight crew). To ensure that aircraft is still able to

read any message, use the following phraseology.



354


SHE TWR HOW DO YOU READ

Note.— If there is no response, it means that the

transmitter and receiver of aircraft is abnormal,

then the subsequence instructions be transmitted

by means of light signal.

11) Situation : Arriving aircraft experiencing emergency.

Phraseology : P - MAYDAY …… MAYDAY …… MAYDAY ……

SHE TWR [THIS IS] PK ANU (may be repeated

three times) POSITION APPROACHING POINT

BRAVO (or at any point) LEFT [RIGHT] ENGINE

[or ENGINE NUMBER (number)] ON FIRE

REQUEST TO MAKE STRAIGHT-IN-APPROACH

RUNWAY 25

C - PK ANU ROGER MAYDAY, WIND CALM [or

direction and speed) QNH (in whole hPa) MAKE

STRAIGHT-IN-APPROACH RWY 25 APPROVED

REPORT ….. ETC (if practicable).

Note 1.— In case the aircraft having emergency

situation did not give any reason, TWR may

request additional information such as the runway

intended to be used for landing, number of

persons on board, the fuel remaining and other

necessary information.


aircraft having emergency should be given with

the nearest and the most suitable runway-in-use

except that by the reason of cross/tail wind

component or other reason.

12) Situation : Aircraft on base or final but the runway-in-use is still

occupied by other aircraft.



355

Phraseology : P - SHE TWR [THIS IS] PK ABP ON BASE LEG

[FINAL]

C - PK ABP [CONTINUE APPROACH] REPORT

SHOT FINAL

Note 1.— If the approaching aircraft on short final

and runway-in-use has vacated : PK ABP RWY

(number) CLEARED TO LAND.

Note 2.— If the approaching aircraft on short final

and apparent that there is enough time for

arriving aircraft to continue its approach : PK

ABP CONTINUE APPROACH STANDBY PULL

UP.

Note 3.— If there is certainty that the arriving

aircraft is unable to land : PK ABP PULL UP

AND GO ROUND AGAIN REPORT …….. ETC.

12) Situation : Aircraft just landed.

Phraseology : C - PK ABP LANDED AT (time) [LANDING TIME

(time)] TAXI TO MAIN [WEST/EAST/MILITARY]

APRON VIA TAXIWAY (taxiway identification)

C - LANDED AT (time) [LANDING TIME (time)]

TAXI TO MAIN [WEST/EAST/MILITARY]

APRON VIA TAXIWAY (taxiway identification)

PK ABP

b. Unexpected or oveflying traffic

1) Situation : Unexpected overflying traffic.

Phraseology : P - SHE TWR [THIS IS] PK AMH

C - PK AMH [THIS IS] SHE TWR GO AHEAD



356

P - PK AMH (OVERFLYING) FROM BRIGHTSTAR

TO TIGERFORT POSITION JUST LEFT BT NDB

MAINTAINING 2,000 FEET ESTIMATING ALPHA

(time) OVERHEAD STATION (time) BRAVO

(time) AND TIGERFORT (time)

C - PK AMH QNH SEAHORSE (in whole hPa) i.

2) Situation : Unexpected arriving traffic.

Phraseology : P - SHE TWR [THIS IS] PK ANB

C - PK NBP [THIS IS] SHE TWR GO AHEAD

P - PK ANB COMING FROM STARFISH POSITION

OVER TF NDB LEAVING 3,000 FT ESTIMATING

ALPHA (time) SEAHORSE (time) REQUEST

LANDING INSTRUCTION

C - PK ANB MAKE STRAIGHT-IN-APPROACH

[JOIN DOWNWIND/RIGHT HAND DOWNWIND

VIA OVERHEAD or DIRECT BASE LEG] RWY

(number) WIND (direction and speed) QNH (in

whole hPa) REPORT ……. ETC.

c. Rotary wing (helicopter)

11) Situation : Arriving helicopter.

Phraseology : P - PK HDH COMING FROM TIGERFORT

POSITION APPROACHING POINT BRAVO

MAINTAINING 1,000 FET REQUEST LANDING

INSTRUCTION

C - PK HDH LANDING DIRECTION (conform to

runway-in-use) EAST SPOT (or other conform to

runway-in-use) WIND (direction and speed) QNH

(in whole hPa) REPORT ……. ETC.



357

Note 1.— In case the aircraft having emergency

situation did not give any reason, TWR may

request additional information such as the runway

intended to be used for landing, number of

persons on board, the fuel remaining and other

necessary information.


aircraft having emergency should be given with

the nearest and the most suitable runway-in-use

except that by the reason of cross/tail wind

component or other reason.

1. Miscellaneous

a. Identification of aircraft : SHOW LANDING LIGHTS.

b. Acknowledgement by visual

means

: 1) ACKNOWLEDGE BY MOVING

AILERONS (or RUDDER);

2) ACKNOWLEDGE BY ROCKING

WINGS;

3) ACKNOWLEDGE BY FLASHING

LANDING LIGHTS.

c. Starting procedures : 1) START UP APPROVED;

2) START UP AT (time);

3) EXPECT START UP AT (time);

4) START UP AT OWN DISCRETION;

5) EXPECT DEPARTURE (time) START

UP AT OWN DISCRETION.



358

d. Pushback procedures : 1) PUSHBACK APPROVED;

Note.— When localprocedures so prescribe,authorization for pushbackshould be obtained from

the control tower.

2) STAND BY;

3) PUSHBACK AT OWN DISCRETION;

4) EXPECT (number) MINUTES DELAY

DUE (reason).

e. Towing procedures : 1) TOW APPROVED VIA (specific routing

to be followed);

2) HOLD POSITION;

3) STAND BY.

f. To request aerodrome data

for departure and/or time

check

1) RUNWAY (number), WIND (direction

and speed) (units) QNH (or QFE)

(number) [(units)] TEMPERATURE

[MINUS] (number), [VISIBILITY

(distance) (units) (or RUNWAY

VISUAL RANGE (or RVR) (distance)

(units))] [TIME (time)].

2) TIME (time);

g. Taxi procedures (for

departure)

: 1) TAXI TO HOLDING POINT [number]

[RUNWAY (number)] [HOLD SHORT

OF RUNWAY (number) (or CROSS

RUNWAY (number))] [TIME (time)];

2) TAXI TO HOLDING POINT [number]

[RUNWAY (number)] VIA (specific route

to be followed) [TIME (time)] [HOLD

SHORT OF RUNWAY (number) (or

CROSS RUNWAY (number))];




359

followed by aerodrome information as

applicable) [TIME (time)];

4) TAKE (or TURN) FIRST (or SECOND)

LEFT (or RIGHT);

5) TAXI VIA (identification of taxiway);

6) TAXI VIA RUNWAY (number);

7) TAXI TO TERMINAL (or other location,

e.g. GENERAL AVIATION AREA)

[STAND (number)];

h. Taxi procedures (for

helicopter)

: 1) AIR-TAXI TO (or VIA) (location or

routing as appropriate) [CAUTION (dust,

blowing snow, loose debris, taxiing light

aircraft, personnel, etc.)];

2) AIR TAXI VIA (direct, as requested, or

specified route) TO (location, heliport,

operating or movement area, active or

inactive runway). AVOID (aircraft or

vehicles or personnel);

i. Taxi procedures (after : 1) BACKTRACK APPROVED;

landing)

2) TAXI STRAIGHT AHEAD;

Note.— Phraseology

“BACKTRACK” may be used

for taxiing departure aircraft

3) TAXI WITH CAUTION;

4) GIVE WAY TO (description and position

of other aircraft);

5) TAXI INTO HOLDING BAY;

6) FOLLOW (description of other aircraft or

vehicle);



360

7) VACATE RUNWAY;

8) EXPEDITE TAXI [(reason)];

9) [CAUTION] TAXI SLOWER [reason];

j. Holding : 1) HOLD (direction) OF (position, runway

number, etc.);

2) HOLD POSITION;

3) HOLD (distance) FROM (position);

4) HOLD SHORT OF (position);

k. To cross a runway : 1) CROSS RUNWAY (number) [REPORT

VACATED];

2) EXPEDITE CROSSING RUNWAY

(number) TRAFFIC (aircraft type)

(distance) KILOMETRES (or MILES)

FINAL;


[RUNWAY (number)] VIA (specific route

to be followed), [HOLD SHORT OF

RUNWAY (number)] or [CROSS

RUNWAY (number)];

l. Preparation for take-off : 1) UNABLE TO ISSUE (designator)

DEPARTURE (reasons);

2) REPORT WHEN READY [FOR

DEPARTURE];

3) ARE YOU READY [FOR

DEPARTURE]?;



361

... if unable to issue take-off

clearance

4) WAIT [reason];

... clearance to enter runway 5) LINE UP [AND WAIT];

and await take-off clearance

6) LINE UP. BE READY FOR IMMEDIATE

DEPARTURE;

... confirmation or otherwiseof the readback of

conditional clearance

7) [THAT IS] CORRECT (or NEGATIVE) [I

SAY AGAIN] ... (as appropriate).

m. Take-off clearance : 1) RUNWAY (number) CLEARED FOR

TAKE-OFF [REPORT AIRBORNE];

... when reduced runway

separation is used2) (traffic information) RUNWAY (number)

CLEARED FOR TAKE-OFF;

... when take-off clearance

has not been complied with3) TAKE OFF IMMEDIATELY OR

VACATE RUNWAY [(instructions)];

4) TAKE OFF IMMEDIATELY OR HOLD

SHORT OF RUNWAY;

... to cancel a take-off

clearance

5) HOLD POSITION, CANCEL TAKE-OFF

I SAY AGAIN CANCEL TAKE-OFF

(reasons);

... to stop a take-off after an

aircraft has commenced

take-off roll

6) STOP IMMEDIATELY [(repeat aircraft

call sign) STOP IMMEDIATELY];

... for helicopter operations 7) CLEARED FOR TAKE-OFF [FROM

(location)] (present position, taxiway,

final approach and take-off area, runway

and number);

8) AFTER DEPARTURE TURN RIGHT (or



362

LEFT, or CLIMB) (instructions as

appropriate).

n. Turn or climb instructions : 1) RIGHT (or LEFT) TURN APPROVED;

after take-off

2) WILL ADVISE LATER FOR RIGHT (or

LEFT) TURN;

... to request airborne time 3) REPORT AIRBORNE;

4) AIRBORNE (time);

5) AFTER PASSING (level) (instructions);

... heading to be followed 6) CONTINUE RUNWAY HEADING

(instructions);

... when a specific track is

to be followed

7) TRACK EXTENDED CENTRE LINE

(instructions);

8) CLIMB STRAIGHT AHEAD

(instructions).

o. Entering an aerodrome

traffic circuit

: 1) JOIN [(direction of circuit)] (position in

circuit) (runway number) [SURFACE]

WIND (direction and speed) (units)

[TEMPERATURE [MINUS] (number)]

QNH (or QFE) (number) [(units)]

[TRAFFIC (detail)];

2) MAKE STRAIGHT-IN APPROACH,

RUNWAY (number) [SURFACE] WIND

(direction and speed) (units)

[TEMPERATURE [MINUS] (number)]

QNH (or QFE) (number) [(units)]

[TRAFFIC (detail)];

3) JOIN (position in circuit) [RUNWAY



363

(number)] QNH (or QFE) (number)

[(units)] [TRAFFIC (detail)].

p. In the circuit : NUMBER ... FOLLOW (aircraft type and

position) [additional instructions if required].

q. Approach instructions : 1) MAKE SHORT APPROACH;

Note.— The report “LONG

FINAL” is made when

aircraft turn on to final

approach at a distance

greater than 7 km (4 NM)

from touchdown or when an

aircraft on a straight-in

approach is 15 km (8 NM)

from touchdown. In both

cases a report “FINAL” is

required at 7 km (4 NM) from

touchdown.

2) MAKE LONG APPROACH (or EXTEND

DOWNWIND);

3) REPORT BASE (or FINAL, or LONG

FINAL);

4) CONTINUE APPROACH [PREPARE

FOR POSSIBLE GO

AROUND].

r. Landing clearance : 1) RUNWAY (number) CLEARED TO

LAND;

... when reduced runway

separation is used2) (traffic information) RUNWAY (number)

CLEARED TO LAND;

... special operations 3) CLEARED TOUCH AND GO;

4) MAKE FULL STOP;

5) CLEARED LOW APPROACH

[RUNWAY (number)] [(altitude

restriction if required) (go around

instructions)];

6) CLEARED LOW PASS [as in f)];



364

7) MAKE STRAIGHT-IN (or CIRCLING

APPROACH, LEFT (or RIGHT) TURN

TO (location, runway, taxiway, final

approach and take-off area)) [ARRIVAL

(or ARRIVAL ROUTE) (number, name,

or code)]. [HOLD SHORT OF (active

runway, extended runway centre line,

other)]. [REMAIN (direction or distance)

FROM (runway, runway centre line,

other helicopter or aircraft)]. [CAUTION

(power lines, unlighted obstructions,

wake turbulence, etc.)]. CLEARED TO

LAND.

t. Delaying aircraft : 1) CIRCLE THE AERODROME;

2) ORBIT (RIGHT, or LEFT) [FROM

PRESENT POSITION];

3) MAKE ANOTHER CIRCUIT.

u. Missed approach : GO AROUND.

v. Information to aircraft : 1) LANDING GEAR APPEARS DOWN;

... when pilot requestedvisual

inspection of landing gear

2) RIGHT (or LEFT, or NOSE) WHEEL

APPEARS UP (or DOWN);

3) WHEELS APPEAR UP;

4) RIGHT (or LEFT, or NOSE) WHEEL

DOES NOT APPEAR UP (or DOWN);

... wake turbulence 5) CAUTION WAKE TURBULENCE

[FROM ARRIVING (or DEPARTING)

(type of aircraft)] [additional information

as required];



365

... jet blast on apron or

taxiway

6) CAUTION JET BLAST;

... propeller-driven aircraft

slipstream

7) CAUTION SLIPSTREAM.

w. Runway vacating and : 1) CONTACT GROUND (frequency);

Communications after

landing 2) WHEN VACATED CONTACT GROUND

(frequency);

3) EXPEDITE VACATING;

4) YOUR STAND (or GATE) (designation);

5) TAKE (or TURN) FIRST (or SECOND,

or CONVENIENT) LEFT (or RIGHT)

AND CONTACT GROUND (frequency);

x. Runway vacating and

communications after

landing (helicopter)

: 1) AIR-TAXI TO HELICOPTER STAND

(or) HELICOPTER PARKING

POSITION (area);

2) AIR-TAXI TO (or VIA) (location or

routing as appropriate) [CAUTION (dust,

blowing snow, loose debris, taxiing light

aircraft, personnel, etc.)];

3) AIR-TAXI VIA (direct, as requested, or

specified route) TO (location, heliport,

operating or movement area, active or

inactive runway). AVOID (aircraft or

vehicles or personnel).

y. Essential aerodrome

information

: 1) CAUTION CONSTRUCTION WORK

ADJACENT TO GATE 37;

2) WORK IN PROGRESS AHEAD NORTH

SIDE OF TAXIWAY ALPHA;



366

3) CENTRE LINE TAXIWAY LIGHTING

UNSERVICEABLE;

4) VASIS RUNWAY 27 UNSERVICEABLE

5) LARGE FLOCK OF BIRDS NORTH OF

RUNWAY 27 NEAR CENTRAL

TAXIWAY

6) ILS 09 UNSERVICEABLE

7) RUNWAY CONDITIONS 09:

AVAILABLE WIDTH 32 METRES,

COVERED WITH THIN PATCHES OF

ICE, BRAKING ACTION POOR

SNOW UP TO 30 CM ALONG EDGES

VI. PHRASEOLOGY USED IN THE PROVISION OF APPROACH CONTROL

SERVICE

1. Outbound traffic

There is nothing special phraseology for outbound traffic by the reason of

departing traffic is transferred by TWR immediately after airborne. The only thing

should be paid attention is when departing aircraft is unable to climb farther and be

maintained at specified level until specified time or point, the aircraft shall be advised

by using the following phraseology : MNA 090 MAINTAIN 4,000 FEET EXPECT

FURTHER CLIMB AT OR AFTER (point or time).

2. Inbound traffic

The following examples are the phraseologies used in non-timed approach

type of instrument approach procedure.

1) Situation : After first contact or accept control (aircraft is instructed to

proceed to the instrument approach fix BTF VOR or SH NDB at



367

assigned level).

Phraseology : P - SHE APP PAS 028 POSITION APPROACHING AMBER

(other point) MAINTAINING 6,000 FEET ESTIMATING

BTF VOR (time) OVER

a) PAS 028 is

the first

aircraft

C - PAS 028 CLEARED FOR VOR APPROACH RWY 16R

REPORT PASSING (altitude) [REPORT LEAVING

BTF VOR], or

PAS 028 RECLEARED AFTER AMBER TO SH NDB VIA

BT [NDB] DESCEND TO 3,000 FEET NO DELAY

EXPECTED EXPECT RWY 34L WIND (direction and

speed) QNH (in whole hPa) REPORT PASSING (altitude

or point) … ETC.

b) PAS 028 is

the second

or thereafter

C - PAS 028 HOLD OVER BTF [VOR] MAINTAIN 6,000 FEET

[DESCEND TO (altitude)] EXPECTED APPROACH TIME

(four digits) EXPECT RWY 16R WIND (direction and


or point) … ETC., or

PAS 028 RECLEARED AFTER AMBER TO SH NDB VIA

BT [NDB] MAINTAIN 6,000 FEET [DESCEND (altitude)]



or point) … ETC. , or

PAS 028 RECLEARED AFTER AMBER TO BT NDB AND

HOLD MAINTAIN 6,000 FEET [DESCEND (altitude)]



or point) … ETC.

Note.— If ATIS is introduced, runway and weather

information which are included in ATIS broadcast are need

not be retransmitted to aircraft except runway-in-use and

the current QNH.



368

2) Situation : First aircraft commences instrument approach.

Phraseology : P - [SHE APP] PAS 028 OVER BTF [VOR] MAINTAINING

3,000 FEET

C - PAS 028 REPORT LEAVING BTF VOR

P - PAS 028 LEAVING BTF VOR

C - PAS 028 REPORT LEAVING 3,000 FEET

P - PAS 028 LEAVING 3,000 FEET

C - PAS 028 REPORT [ESTABLISH] VISUAL CONTACT

P - PAS 028 [ESTABLISH] VISUAL CONTACT

C - PAS 028 CONTACT [SHE] TWR [ON (frequency) MHz]

3) Situation : Second holding aircraft that has the turn for executing instrument

approach.

Phraseology : ………. MDL 337 is maintaining 3,000 feet or above ………

C - MDL 337 CLEARED FOR ILS APPROACH RWY 16R

REPORT LEAVING 3,000 [FEET] HEADING OUTBOUND

P - MDL 337 LEAVING 3,000 [FEET] HEADING OUTBOUND

C - MDL 337 REPORT PASSING BTF [VOR] INBOUD

P - MDL 337 PASSING BTF [VOR] INBOUD

C - MDL 337 REPORT [ESTABLISH] VISUAL CONTACT

P - MDL 337 [ESTABLISH] VISUAL CONTACT

C - MDL 337 CONTACT [SHE] TWR [ON (frequency) MHz)

C - MDL 337 CONTACT [SHE] TWR [ON (frequency) MHz]



369

4) Situation : First aircraft executing missed approach.

Phraseology : P - [SHE APP] PAS 028 OVER BTF [VOR] MAINTAINING

3 000 FEET

C - PAS 028 REPORT LEAVING BTF VOR

P - PAS 028 LEAVING BTF VOR

C - PAS 028 REPORT LEAVING 3,000 FEET

P - PAS 028 LEAVING 3,000 FEET

C - PAS 028 REPORT [ESTABLISH] VISUAL CONTACT

P - PAS 028 [ESTABLISH] VISUAL CONTACT

C - PAS 028 CONTACT [SHE] TWR [ON (frequency) MHz)

…… or if PAS 028 is unable to establish visual contact …...

P - SHE APP PAS 028 IS UNABLE [TO ESTABLISH]

VISUAL CONTACT [WE ARE MAKING MISSED

APPROACH]

C - PAS 028 TURN RIGHT AND CLIMB TO 3,000 FEET

RETURN TO BTF [VOR] REPORT …… ETC.

Note.— If missed approaching aircraft impossible to be

returned to BTF VOR for any reason, it may be instructed

to proceed to SH NDB, BT NDB or TF NDB whichever is

possible, provided that it will not conflict with other aircraft.

5) Situation : Aircraft not familiar with the procedure.

Phraseology : P - [SHE APP] RBA 112 NOT FAMILIAR WITH HOLDING

AND [INSTRUMENT] APPROACH PROCEDURES,

REQUEST INSTRUCTION TO BE FOLLOWED

a) RWY 16R C - RBA 112 HOLDING NORTH OF BTF VOR/DME

INBOUND TRACK 165 [DEGREES] OUTBOUND TRACK



370

345 [DEGREES] ONE MINUTE LEG STANDARD TURN –

INITIAL APPROACH LEVEL IS 3,000 [FEET] – [NON-

PRECISION] APPROACH : LEAVE BTF VOR ON

HEADING 160 [DEGREES] MAGNETIC MAINTAIN 3,000

[FEET] UNTIL 4 DME BTF [VOR]. AFTER PASSING 4

DME BTF [VOR] DESCEND ON TRACK 160 [DEGREES]

MAGNETIC TO OCH 394 FEET. MISSED APPROACH

PROCEDURE : [IF VISUAL CONTACT CAN NOT BE

ESTABLISHED] TURN RIGHT AND CLIMB TO 3,000

[FEET] AND RETURN TO BTF [VOR] AND CONTACT

SHE APP FOR FURTHER INSTRUCTION

b) RWY 34L C - THA 414 HOLDING NORTHEAST OF SH NDB INBOUND

TRACK 220 [DEGREES] OUTBOUND TRACK 040

[DEGREES] ONE MINUTE LEG LEFT TURN – INITIAL

APPROACH LEVEL IS 3,000 [FEET] – [PRECISION]

APPROACH : LEAVE 3,000 [FEET] ON HEADING 196

DEGREES [MAGNETIC] FOR MINUTE THEN TURN

LEFT MAINTAIN 2,000 [FEET] UNTIL INTERCEPT

LOCALIZER AFTER INTERCEPTING LOCALIZER

DESCEND ON THE GLIDE PATH. DECISION HEIGHT

163 FEET. MISSED APPROACH PROCEDURE : [IF

VISUAL CONTACT CAN NOT BE ESTABLISHED]

CLIMB STRAIGHT AHEAD TO 2,000 [FEET] PROCEED

TO BTF [VOR] AND CONTACT SHE APP FOR

FURTHER INSTRUCTION

3. Miscellaneous

a. Departure instructions : 1) [AFTER DEPARTURE] TURN RIGHT

(or LEFT) HEADING (three digits) (or

CONTINUE RUNWAY HEADING) (or

TRACK EXTENDED CENTRE LINE)

TO (level or significant point) [(other

instructions as required)];

2) AFTER REACHING (or PASSING)

(level or significant point) (instructions);



371

3) TURN RIGHT (or LEFT) HEADING

(three digits) TO (level) [TO

INTERCEPT (track, route, airway,

etc.)];

4) (standard departure name and number)

DEPARTURE;

5) TRACK (three digits) DEGREES

[MAGNETIC (or TRUE)] TO (or FROM)

(significant point) UNTIL (time, or

REACHING (fix or significant point or

level)) [BEFORE PROCEEDING ON

COURSE];

6) CLEARED VIA (designation).

b. Approach instructions : 1) CLEARED (or PROCEED) VIA

(designation);

2) CLEARED TO (clearance limit) VIA

(designation);

3) CLEARED (or PROCEED) VIA (details

of route to be

followed);

4) CLEARED (type of approach)

APPROACH [RUNWAY (number)];

5) CLEARED (type of approach)

RUNWAY (number) FOLLOWED BY

CIRCLING TO RUNWAY (number);

6) CLEARED APPROACH [RUNWAY

(number)];

7) COMMENCE APPROACH AT (time);



372

8) CLEARED STRAIGHT-IN [(type of

approach)] APPROACH

[RUNWAY (number)];

9) REPORT VISUAL;

10) REPORT RUNWAY [LIGHTS] IN

SIGHT;

11) CLEARED VISUAL APPROACH

RUNWAY (number);

… to request if a pilot is able

to accept a visual approach

12) ADVISE ABLE TO ACCEPT VISUAL

APPROACH RUNWAY (number);

… in case of successive

visual approaches when the

pilot of a succeeding aircraft

has reported having the

preceding aircraft in sight

13) CLEARED VISUAL APPROACH

RUNWAY (number), MAINTAIN OWN

SEPARATION FROM PRECEDING

(aircraft type and wake turbulence

category as appropriate) [CAUTION

WAKE TURBULENCE];

14) REPORT (significant point);

[OUTBOUND, or INBOUND];

15) REPORT COMMENCING

PROCEDURE TURN;

16) MAINTAIN OWN SEPARATION;

17) MAINTAIN VMC;

18) ARE YOU FAMILIAR WITH (name)

APPROACH PROCEDURE;

19) CLEARED (MLS/RNAV plain-language

designator).



373

c. Holding clearances : 1) HOLD VISUAL [OVER] (position), (or

BETWEEN (two prominent

landmarks));

... published holding

procedure over a facility or

fix

2) CLEARED (or PROCEED) TO

(significant point, name of facility or fix)

[MAINTAIN (or CLIMB or DESCEND

TO) (level)] HOLD [(direction)] AS

PUBLISHED EXPECT APPROACH

CLEARANCE (or FURTHER

CLEARANCE) AT (time);

... when a detailed holding

clearance is required

3) CLEARED (or PROCEED) TO

(significant point, name of facility or fix)

[MAINTAIN (or CLIMB or DESCEND

TO) (level)] HOLD [(direction)]

[(specified) RADIAL, COURSE,

INBOUND TRACK (three digits)

DEGREES] [RIGHT (or LEFT) HAND

PATTERN] [OUTBOUND TIME

(number) MINUTES] EXPECT

APPROACH CLEARANCE (or

FURTHER CLEARANCE) AT (time)

(additional instructions, if necessary);

4) CLEARED TO THE (three digits)

RADIAL OF THE (name) VOR AT

(distance) DME FIX [MAINTAIN (or

CLIMB or DESCEND TO) (level)]

HOLD [(direction)] [RIGHT (or LEFT)

HAND PATTERN] [OUTBOUND TIME

(number) MINUTES] EXPECT



(additional instructions, if necessary);

5) CLEARED TO THE (three digits)



374

RADIAL OF THE (name) VOR AT

(distance) DME FIX [MAINTAIN (or

CLIMB or DESCEND TO) (level)]

HOLD BETWEEN (distance) AND

(distance) DME [RIGHT (or LEFT)

HAND PATTERN] EXPECT



(additional instructions, if necessary).

d. Expected approach time : 1) NO DELAY EXPECTED;

2) EXPECTED APPROACH TIME (time);

3) REVISED EXPECTED APPROACH

TIME (time);

4) DELAY NOT DETERMINED (reasons).

VII. PHRASEOLOGY USED IN THE PROVISION OF AREA CONTROL SERVICE

There is not significant differences between outbound and inbound traffic for

ACC. The only difference is the word climb for departing aircraft from aerodromes

located within the lateral limit of BTF CTA and descend for arriving aircraft to

aerodromes located within the lateral limit of BTF CTA.

1. Phraseology

1) Situation : An aircraft is maintained at specified level until specified time or

point.

Phraseology : C - MNA 737 MAINTAIN 4,000 [FEET] EXPECT FURTHER

CLIMB [DESCEND] AT OR AFTER (time or point).

2) Situation : An aircraft is requested to reach a specified level until at

specified time or point.



375

Phraseology : C - BOU 773 CLIMB [DESCEND] TO REACH (FL or altitude)

AT OR BEFORE [AFTER] (time or point).

3) Situation : An aircraft is requested to cross a specified level until at

specified time or point.

Phraseology : C - JTI 373 CLIMB TO FL 330 [DESCEND TO FL 100]

CROSS FL 170 AT OR BEFORE [AFTER] (time or point).

2. Miscellaneous

a. Issuance of a clearance : 1) (name of unit) CLEARS (aircraft call

sign);

2) (aircraft call sign) CLEARED TO;

3) RECLEARED (amended clearance

details) [REST OF CLEARANCE

UNCHANGED];

4) RECLEARED (amended route portion)

TO (significant point of original route)

[REST OF CLEARANCE

UNCHANGED];

5) ENTER CONTROLLED AIRSPACE (or

CONTROL ZONE) [VIA (significant

point or route)] AT (level) [AT (time)];

6) LEAVE CONTROLLED AIRSPACE (or

CONTROL ZONE) [VIA (significant

point or route)] AT (level) (or

CLIMBING, or DESCENDING);

7) JOIN (specify) AT (significant point) AT

(level) [AT (time)].

b. Indication of route and : 1) FROM (location) TO (location);



376

Clearance limit

2) TO (location),

followed as necessary by:

a) DIRECT;

b) VIA (route and/or significant

points);

c) VIA FLIGHT PLANNED ROUTE;

d) VIA (distance) DME ARC

(direction) OF (name of DME

station);

3) (route) NOT AVAILABLE DUE

(reason) ALTERNATIVE[S] IS/ARE

(routes) ADVISE.

c. Maintenance of specified

levels

: 1) MAINTAIN (level) [TO (significant

point)];

2) MAINTAIN (level) UNTIL PASSING

(significant point);

3) MAINTAIN (level) UNTIL (minutes)

AFTER PASSING (significant point);

4) MAINTAIN (level) UNTIL (time);

5) MAINTAIN (level) UNTIL ADVISED BY

(name of unit);

6) MAINTAIN (level) UNTIL FURTHER

ADVISED;

7) MAINTAIN (level) WHILE IN



377

CONTROLLED AIRSPACE;

8) MAINTAIN BLOCK (level) TO (level).

d. Specification of cruising

levels

: 1) CROSS (significant point) AT (or

ABOVE, or BELOW) (level);

2) CROSS (significant point) AT (time)

OR LATER (or BEFORE) AT (level);

3) CRUISE CLIMB BETWEEN (levels) (or

ABOVE (level));

4) CROSS (distance) MILES, (GNSS or

DME) [(direction)] OF (name of DME

station) OR (distance) [(direction)] OF

(significant point) AT (or ABOVE or

BELOW) (level).

e. Emergency descent : ATTENTION ALL AIRCRAFT IN THE

VICINITY OF [or AT] (significant point or

location) EMERGENCY DESCENT

IN PROGRESS FROM (level) (followed as

necessary by specific instructions,

clearances, traffic information, etc.).

f. If clearance cannot be

issued

Immediately upon request

: EXPECT CLEARANCE (or type of

clearance) AT (time).

g. When clearance for

deviation

Cannot be issued

: UNABLE, TRAFFIC (direction)

BOUND (type of aircraft) (level)

ESTIMATED (or OVER) (significant

point) AT (time) CALL SIGN (call sign)

ADVISE INTENTIONS.

h. Separation instructions 1) CROSS (significant point) AT (time)

[OR LATER (or OR BEFORE)];



378

2) ADVISE IF ABLE TO CROSS

(significant point) AT (time or level);

3) MAINTAIN MACH (number) [OR

GREATER (or OR LESS)] [UNTIL

(significant point)];

4) DO NOT EXCEED MACH (number).

i. Instructions associated with

Flying a track (offset),

Parallel to the cleared route

: ADVISE IF ABLE TO PROCEED

PARALLEL OFFSET;

PROCEED OFFSET (distance)

RIGHT/LEFT OF (route) (track)

[CENTRE LINE] [AT (significant point

or time)] [UNTIL (significant point or

time)];

CANCEL OFFSET (instructions to

rejoin cleared flight route or other

information).

VIII. PHRASEOLOGY USED FOR COORDINATION BETWEEN ATC UNITS

1. Calling procedure : name of unit called followed by the calling and the type of

message.

2. Terminating conversation : by saying the initial name of person on duty.

1) Situation : ACC transmits ETA of arriving aircraft to APP.

Phraseology : ACC - APPROACH TWR REQUEST

APP - TOWER APPROACH GO AHEAD

ACC - ESTIMATE [direction of flight] (aircraft call



379

sign) (type) ESTIMATED (significant point)

(time) (level) (or DESCENDING FROM

(level) TO (level)) [SPEED (filed TAS)]

(route) [REMARKS];

APP - SIERRA HOTEL (controller : Suci Hasanah)

ACC - ALPHA HOTEL (controller : Afalia Hamima)

2) Situation : ACC transmits ETA of arriving aircraft to APP.

Phraseology : ACC - APPROACH CENTER ESTIMATE

APP - CENTER APPROACH GO AHEAD

ACC - CPA 411 L101 NORTHSTAR TO

SEAHORSE NIKEL (time) BURSA (time)

AND BTF [VOR] (time)

APP - ALPHA NOVEMBER (controller : Ardhi

Nugroho)

ACC - MIKE HOTEL (controller : Maharani)

3) Situation : ACC transfer arriving aircraft to APP.

Phraseology : ACC - APPROACH CENTER TRANSFER

APP - CENTER APPROACH GO AHEAD

ACC - CPA 411 [POSITION] 6 MINUTES FROM

BURSA MAINTAINING 1,000 [FEET] or

DESCEND PASSING FL 130 [ETA ISSUED

: 0641] YOUR CONTROL AFTER BURSA


Nugroho)




380

4) Situation : APP transmits information of departing aircraft to APP.

Phraseology : APP - CENTER APPROACH DEPARTURE

ACC - APPROACH CENTER GO AHEAD

APP - JAL 612 AIRBORNE 0625 [VIA] WILL BE

TRANSFERRED AT (time or level)



Nugroho)

5) Situation : TWR request ATC clearance to APP.

Phraseology : TWR - APPROACH TWR REQUEST

APP - TOWER APPROACH GO AHEAD

TWR - REQUEST [ATC] CLEARANCE FOR SIA

205 [POSITION NOW] …… ETC.

APP - TOWER STANDBY

TWR - ALPHA HOTEL (controller : Afalia Hamima)

6) Situation : APP sends ATC clearance to TWR.

Phraseology : APP - TOWER APPROACH CLEARANCE

TWR - APPROACH TOWER GO AHEAD

APP - SIA 205 CLEARED TO NTR [VOR] VIA W-

13 FL 350 AFTER TAKE-OFF TURN

RIGHT DCT TO BTF [VOR] MAINTAIN 2

000 [FEET]

TWR - (read back if there is any doubtful)


Nugroho)

6) Situation : TWR request release to APP.

Phraseology : TWR - APPROACH TOWER REQUEST

RELEASE OF LNI 600;



381

APP - LNI 600 RELEASED 0615 MAINTAIN

[2,000 FEET]; or

LNI 600 NOT RELEASED UNTIL 0620; orUNABLE LNI 600 TRAFFIC IS ONE B747HOLDING OVER BTF/AH MAINTAINING2,000 FEET.

TWR - (read back if there is any doubtful)

APP - ALPHA LIMA (controller : Azizah Latifah)

--- oOo ---



382

ABOUT THE AUTHOR

I. IDENTITY

II. EDUCATION AND TRAINING

1. Formal education

a. Elementary School : SR Negeri Kauman I, Nganjuk (1964)b. Junior High School : SMP Negeri II, Malang (1967)c. Senior High School : SMA Negeri I, Malang (1970)d. College/University : 1) S1 – Education Technology, IKIP Negeri, Jakarta (1991)

2) D4 – Air Traffic Control, STPI, Tangerang (2000)3) S2 – Human Resource Management, STIE Jakarta (2003)

2. Structural training

a. Stage II : ADUM/Sepala – DEPHUB/LAN (1997)

3. Professional training

a. Domestic

1) Instruction Technique/UNDP-ICAO in Curug (1976).2) Short Intensive Video Programme Production/SONY ITC in Curug (1985).3) Aviation Security Supervisor/IAL-PAP-PUSDIKLAT. PERHUD. in Curug

(1986).4) AVSEC Instructor/IAL-PAP-PUSDIKLAT. PERHUD. in Curug (1986).5) ATC Automation/IAL-MEE di Denpasar (1992).6) Civil Aviation Management/PUSDIKLAT. PERHUD. in Curug (1996).7) BEST Radar Training Course, Micronav. in Curug (2010).

b. Oversea

1) General Aeronautical Information Service/LIGA ARAB at CATI Imbaba,Cairo, Republic Arab of Egypt (1980/1981).

1. Name : AMINARNO BUDI PRADANA2. Rank : Pembina Utama Muda (IV/c) –

Lektor Kepala3. Place/date of birth : Nganjuk, 13 October 19524. Sex : Male5. Religion : Moslem6. Address : Kompeks PLP/STPI Blok C/15

RT 03/05 Serdang Wetan, Legok,Tangerang, P.O.Box 509Tangerang 15001Phone (021) 598-2204/2205 Ext.477or (021) 598-1073, Mobile(HP) : 08111773635e-mail : [email protected]



383

2) Advanced Aeronautical Information Service/SOFRE AVIA at ENACToullouse, France (1984).

3) Briefing Practice/SOFRE AVIA at Aeroport de Marseilles Marignan,Marseilles, France (1984).

4) Cartography and NOTAM/SOFRE AVIA at SIA, Athismon, Paris, France(1984).

5) Approach/Terminal Radar/US-AID at FAA, Oklahoma City, Oklahoma, USA(1987).

6) ATZ-ATC Radar Simulator/TOSHIBA at Kawasaki, Japan (1988).7) Future Air Navigation System or FANS/JICA at Tokyo, Japan (1992).8) Air Traffic Procedure Design (PANS-OPS)/FAA at FAA, Oklahoma City,

Oklahoma, USA (1995).9) FIRSTplus Transfer of Technology/Raytheon Canada Limited at

Richmond/Vancouver, Canada (2002).10) FPDAM System Administrator, IDS Ingegneria Dei Sistemi S.p.A., Rome,

Italy (2008).11) ATS Engineering, COMSOFT, Karlsruhe, Germany (2009).12) Technical Training and Introduction to BEST, MICRONAV, Karlsruhe,

Germany (2009).13) ATSSim-AMHS/AIM COMSOFT, Karlsruhe, Germany (2011).14) Flight Procedure Design (RNAV), JICA, Tokyo (2013).

III. JOB HISTORY

1. Senior ATM Lecturer (2012 – present)2. Deputy Director of ICAI Curug (2008 – 2012).3. The Head of Flight Safety Training Department at ICAI Curug (2001-2008).4. The Chief of Student Recruitment and Public Relation Affairs at ICAI Curug (1999 –

2001).5. The Chief of ATC Training Division at ICAI Curug (1986 – 1998).6. ATC/ATS Lecturer at ICAI Curug (1976 – prewsent).7. The Chief of AIS Training Division at ICAI Curug (1981 – 1986).8. The Chief of Student Affairs at ICAI Curug (1978 – 1990).9. Air Traffic Controller at Makassar/Manado/Jakarta (1973 – 1976).

IV. MISCELLANEOUS

Married to KARNI RAHAYU (was born on 12 September 1953 in Jakarta) in 1978 andhave two children ARDHI NUGROHO BUDI PRADANA (born on 3 January 1980 inTangerang) and ARDIANA MAHARANI (born on 25 November 1982 in Tangerang) plustthree grandchildren AZIZAH LATIFAH PRADANA PUTRI (born on 5 May 2008 inTangerang), AFALIA HAMIMA PUTRI MALIKA (born on 27 May 2009 in Tangerang) andABYAN FAZLI PUTRA PAMUNGKAS (born on 5 October 2011 in Tangerang).

--- oOo ---

chapter i sehorse aerodrome control procedure 1.1. … · 2018-02-03 · seahorse – batfish air...

Documents