temporary revision (tr) 02/2016 car part viii … · unauthorised rpas event affecting...

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TEMPORARY REVISION (TR) 02/2016

CAR PART VIII Subpart 4 - AIR TRAFFIC SERVICES ORGANISATIONS

Issue Date: 4th Sep 2016 Effective Date: 4th Sep 2016

General Overview

This Temporary Revision (TR) to CAR PART VIII Subpart 4 Issue 04 Revision 00 is issued due to recent safety and security events that were not immediately reported to the Accident Investigation Authority of the GCAA as required by CAAP 22.

This TR addresses changes in Appendix 4 to CAR PART VIII Subpart 4.

The text of the TR is arranged to show deleted text with a line through it and new text highlighted with grey shading, as shown below:

1. Text deleted : Text to be deleted is shown with a line through it. 2. New text inserted: New text to be inserted is highlighted with grey shading. 3. New text replacing existing text: Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. Details of Revision:

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APPENDIX 4 — ATC OCCURRENCE REPORTING A.4.1 ATC OCCURRENCE REPORTING

(a) An applicant for an ATS certificate shall establish internal procedures for reporting of and

investigating ATC occurrences as required in this appendix.

(b) In the event of an accident, serious incident, runway incursion/excursion, significant

operational safety/security event, unlawful interference, emergency (e.g. full emergency), or

unauthorised RPAS event affecting safety/security in the UAE airspace, the relevant unit

ATCU shall make an initial report to and contact the GCAA Duty Investigator, via the

promulgated reporting process, (Contact details can be found in CAAP 22) as a priority as

soon as practicable after the event containing as much of the following information as

possible:

1. Emergency Phase (if declared) (DETRESFA/ALERFA/INCERFA)

2. Aircraft identification (call sign and/or registration);

3. Aircraft type;

4. POB;

5. Nature of accident/occurrence;

6. Time of accident/occurrence;

7. Site of accident or location of occurrence;

8. Broad indication of casualties;

9. Broad indication of damage to airframe(s); and

10. Impact on other traffic, and estimated duration.

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Information not immediately available shall be forwarded to the GCAA Duty Investigator

immediately on receipt.

Following the initial report for an accident, unlawful interference or serious incident a ROSI shall

be submitted within 3 hours of the event.

---- END OF THE TR ----

CAR PART VIII

SUBPART 4

AIR TRAFFIC SERVICES ORGANISATIONS

UNCONTROLLED COPY WHEN DOWNLOADED OR PRINTED

Check with GCAA Website to verify current version before using

CAR Part VIII Subpart 4

Issue: 04 Page 2 of 161 Date of Issue: May 2016 Rev: 00 Date of Revision: May 2016

FOREWORD

1. The General Civil Aviation Authority (hereafter “GCAA” or “Authority”) has

implemented CAR Part VIII, Subpart 4 as the Regulations governing Air Traffic

Services Organisations.

2. This issue 04 is based on NPA 18-2015, the associated Comments Response

Document (CRD) and responses to feedback by GCAA.

3. The Authority has included some changes post-NPA as detailed in the history of

amendments.

4. Additional post-NPA requirements as agreed upon during the ATC Technical

Committee meeting on 03 November 2015, have been added and are detailed in CAR

4.24(b)9 and 4.34 (d).

5. Definitions and abbreviations of terms used in CAR Part VIII, Subpart 1 shall always

be interpreted as per the applicable international standards.

6. Definitions and abbreviations of terms used in CAR Part VIII, Subpart 4 shall always

be interpreted as per CAR Part I unless a different definition is provided in this

Subpart.



RECORD OF AMENDMENTS

Rev. No Date of issue Entered by

Issue 01 Rev. 00 01 November 2009 GCAA Regulation and Investigation Section

Issue 02 Rev. 00 20 February 2012 ANA Department Aviation Safety Affairs Sector

Issue 03 Rev. 00 June 2014 ANA Department

Aviation Safety Affairs Sector

Issue 04 Rev. 00 May 2016 ANA Department

Aviation Safety Affairs Sector

AMENDMENTS HISTORY

Amendment Source(s) Subject(s) Issue Date

Issue 04 Rev.00

Rule development, Industry responses, GCAA review.

General: Editorial amendments and cross references have not been highlighted. Air Traffic Services (ATS) is mainly used throughout this regulation, unless Air Traffic Control Service is applicable. However, ATS unit (ATSU) has been replaced by Air Traffic Control Unit (ATCU). References to Aerodrome Flight Information Services (AFIS) have been removed without track changes or vertical bars in the margin and should be referred to in Subpart 9. Affected sections are: 4.1, 4.4, 4.10, 4.14, 4.27, 4.28 (RESERVED), 4.29, 4.31 and 4.33. Main Regulation: 4.1 (b): refer to CAR PART VIII Subpart 9 made for AFIS. 4.3 (k): added (post-NPA). 4.6 (c)(6): email address added 4.7(a): word “contract” deleted (post-NPA) 4.7(b): additional documents to be provided to the GCAA 4.7 (c): Email correspondence requirements. 4.7(d): added reference to Apepndix 2 & 3 and CAR PART II 4.8(a): added reference to CAR PART II 4.8(c): amended (post-NPA) 4.8(d) & (e): deleted and moved to Appendix 2 4.8(f): renumbered as 4.8(d) 4.9 (b): Ancillary tasks moved from CAR 4.46(d) and amended. 4.12 (b): Required documentation for GCAA Q-pulse and review period. 4.12(c)(3): mandatory review of all documentation added 4.13(b): amended.

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4.13(c): Keeping contingency plans up to date. 4.14(d): Declared ATM system and aerodrome capacity. 4.14(e): amended 4.16(a)(3) and (5): word “servicabelity” and “wildlife“ respectively added 4.17(a): word “qualified” added 4.17(e): word “supplying the applicant” added 4.19(a)(4): word “aircraft” deleted 4.19(a)(5): Maintaining continuous watch. 4.19(c)(3): “when the flight visibility is reported to be less than 5 km” deleted 4.22(a) and (i): amended and improved (post-NPA) 4.24(b)(4)(v): “time of validity” deleted 4.24(b)(8)(v) and (b)(9): added (post-NPA) 4.25(a): amended and “weather” removed under (a)(3) 4.27(a)(5): added 4.29(a): amended 4.33(a): English language and professional attitude ((a)(6) added post-NPA). 4.33(d): amended 4.33(e): Restrictions on mobile phones or any other electronic devices. 4.33(f): Call sign similarity procedures. 4.34(d): amended (post-NPA) 4.34(g): amended (post-NPA) 4.34(o)(4): amended 4.35(d): Fuel Emergency and Minimum Fuel procedures. 4.35 (e): Fuel dumping procedures 4.35 (f): added 4.37 (a) – (c): Recording requirements and unofficial recordings and its dissemination. 4.40(b)(2): amended 4.41(a): Document compliance matrix detailing the requirements in CAR X. 4.41(b): amended. 4.41(e): deleted (since in CAR X already) and consequently 4.41(f) renumbered as (e) 4,41(f): “to the Authority for acceptance” added 4.41(g)(3): “using a methogology…” removed 4.41(i): Operational risk arising from stress and fatigue to be managed through SMS. 4.41(k): added 4.42: Renaming QAS to QMS. 4.42(c): added (post-NPA) 4.43(e): Permanent approval following a trial. 4.45: Complete amendment. Previous requirements for “Duty Hours” unchanged apart from consecutive night duties. 4.45(d)(2): deleted 4.45(d)(10): amended 4.46: Removed and reserved for future Management of fatigue-related safety risks issues.



4.47(a)(3): Name and titles of post holders to be required in the exposition. 4.47(a)(8): amended 4.48(a): amended with Training and assessment not to be included in the Operations Manual; SMS not to be included in the Operations Manual; QMS not to be included in the Operations Manual; Procedures for the denial of an ATC clearance to be included in the Operations Manual. 4.48(b): Document compliance matrix detailing the requirements of 4.48. Appendix 1: A.1.1(c)(5): amended A.1.1(e)(4): amended A.1.4(a): amended A.1.13: “reserved” A.1.14: “reserved” A.1.16: New paragraph incorporating ICAO wake turbulence categories. A.1.17: New paragraph incorporating ICAO time-based wake turbulence longitudinal separation minima (non-radar) including SUPER. A.1.18: New paragraph incorporating ICAO distance-based wake turbulence separation minima (surveillance) including SUPER and a conservative definition of the approach and departure phases. Appendix 2: Complete amendment with following Post-NPA changes: -A.2.3: note under (b) added -A.2.5: The requirements for Unit Training Instructors detailed in A.2.5 (b) have been moved to the Initial Training Instructors requirements in A.2.5 (a). -A.2.7(a) extended to “other personnel supervising ATS” -A.2.12(f)(1)(ii): amended -A.2.13(b) and (c): note added -A.2.13(h)(2): note amended -A.2.14(j)(2)(ii): amended -A.2.14(l)(2): amended Appendix 3: Complete amendment with following Post-NPA changes: -A.3.1(k): note added -A.3.8(c)(2)(i): amended and note added -A.3.8(c)(2)(ii): added -A.3.8(c)(d)(i): note added -A.3.12(b)(i): amended to authorise assessment by “examiner” Appendix 4: A.4.2(a): amended A.4.2(k): Investigative data to be included in investigation reports. A.4.5(b): deleted Attachment A: Revised definition of Apron incident.



Attachment A: Definition and reporting of Medical Emergency removed. Attachment A: Revised definition of ASMI CAT A – CAT E. Attachment A: New definition of Fuel Dumping event. Attachment A: Revised definition of Runway Incursion CAT A, D and E. Attachment A: Revised definition of Runway Operation incident. Attachment A: New definition of UAS event. Appendix 5: A.5.8 (c) – (d): Procedures for lost aircraft or vehicles and blocked runway/taxiways. A.5.10 (c): Refresher training. Appendix 6: added to cancel and superseds ANSIN 02-2013 In-Flight Emergency Response Manual (IFER)



TABLE OF CONTENT

FOREWORD .......................................................................................................................................................... 2 RECORD OF AMENDMENTS ................................................................................................................................. 3 AMENDMENTS HISTORY ...................................................................................................................................... 3 TABLE OF CONTENT ............................................................................................................................................. 7 SUBPART A — GENERAL PROVISIONS ............................................................................................................... 11

CAR 4.1 APPLICABILITY ............................................................................................................................ 11 CAR 4.2 DEFINITIONS AND ACRONYMS .................................................................................................. 11 CAR 4.3 ATS CERTIFICATE ........................................................................................................................ 11 CAR 4.4 PRIVILEGES OF CERTIFICATE ...................................................................................................... 12 CAR 4.5 VALIDITY OF CERTIFICATE .......................................................................................................... 12 CAR 4.6 CONTINUED COMPLIANCE......................................................................................................... 13

SUBPART B — CERTIFICATION REQUIREMENTS ................................................................................................ 14 CAR 4.7 PERSONNEL REQUIREMENTS .................................................................................................... 14 CAR 4.8 ATS TRAINING ............................................................................................................................ 15 CAR 4.9 SHIFT ADMINISTRATION ............................................................................................................ 15 CAR 4.10 FACILITY REQUIREMENTS .......................................................................................................... 16 CAR 4.11 ESTABLISHMENT AND TRANSFER OF SERVICE .......................................................................... 19 CAR 4.12 DOCUMENTATION ..................................................................................................................... 19 CAR 4.13 CONTINGENCY PLAN .................................................................................................................. 20 CAR 4.14 ATC COORDINATION REQUIREMENTS ...................................................................................... 20 CAR 4.15 NOTIFICATION OF FACILITY STATUS.......................................................................................... 22 CAR 4.16 RECEIPT OF INFORMATION REQUIREMENTS ............................................................................ 22 CAR 4.17 METEOROLOGICAL INFORMATION AND REPORTING .............................................................. 23 CAR 4.18 AREA AND APPROACH CONTROL SERVICES .............................................................................. 23 CAR 4.19 AERODROME CONTROL SERVICES ............................................................................................ 23 CAR 4.20 SPECIAL USE AIRSPACE .............................................................................................................. 25 CAR 4.21 RESPONSIBILITY FOR CONTROL ................................................................................................. 25 CAR 4.22 PRIORITIES.................................................................................................................................. 25 CAR 4.23 AIR TRAFFIC FLOW MANAGEMENT (ATFM) .............................................................................. 26 CAR 4.24 ATC CLEARANCES ....................................................................................................................... 27 CAR 4.25 DEVIATION FROM AN ATC CLEARANCE .................................................................................... 28 CAR 4.26 CRUISING LEVELS ....................................................................................................................... 29 CAR 4.27 FLIGHT INFORMATION SERVICES .............................................................................................. 29 CAR 4.28 RESERVED ................................................................................................................................... 31 CAR 4.29 ALERTING SERVICE ..................................................................................................................... 31 CAR 4.30 FLIGHT PLANS ............................................................................................................................. 34 CAR 4.31 TIME ........................................................................................................................................... 34 CAR 4.32 ALTIMETER SETTING PROCEDURES ........................................................................................... 34 CAR 4.33 RADIO AND TELEPHONE PROCEDURES ..................................................................................... 35 CAR 4.34 ATS SURVEILLANCE SERVICES .................................................................................................... 36 CAR 4.35 AIRCRAFT EMERGENCIES AND IRREGULAR OPERATIONS ........................................................ 39 CAR 4.36 ACCIDENT, INCIDENT AND OCCURRENCE REPORTING ............................................................. 41 CAR 4.37 RECORDINGS AND RECORDS ..................................................................................................... 42 CAR 4.38 LOGS, POSITION LOGS AND DUTY HOUR LOGS ........................................................................ 43 CAR 4.39 SECURITY .................................................................................................................................... 45 CAR 4.40 SERVICE DISRUPTIONS ............................................................................................................... 45 CAR 4.41 SAFETY MANAGEMENT SYSTEM (SMS) REQUIREMENTS ......................................................... 45 CAR 4.42 QUALITY MANAGEMENT SYSTEM (QMS) REQUIREMENTS ...................................................... 47 CAR 4.43 TRIALS ......................................................................................................................................... 47 CAR 4.44 DENIAL OF AN ATC CLEARANCE ................................................................................................ 48



CAR 4.45 ATC SCHEDULING ....................................................................................................................... 48 CAR 4.46 RESERVED (MANAGEMENT OF FATIGUE-RELATED SAFETY RISKS) .......................................... 51 CAR 4.47 ORGANISATION EXPOSITION .................................................................................................... 51 CAR 4.48 OPERATIONS MANUAL .............................................................................................................. 52 CAR 4.49 CHANGES TO CERTIFICATE HOLDER’S ORGANISATION ............................................................ 53 CAR 4.50 WITHDRAWAL OR TRANSFER OF SERVICE ................................................................................ 53

APPENDIX 1 — SEPARATION CRITERIA AND MINIMA ....................................................................................... 54 A.1.1 GENERAL .............................................................................................................................................. 54 A.1.2 SEPARATION INVOLVING MILITARY AIRCRAFT .................................................................................. 55 A.1.3 FORMATION FLIGHTS .......................................................................................................................... 55 A.1.4 SEPARATION FROM ACTIVE SPECIAL USE AIRSPACE ......................................................................... 55 AREA AND APPROACH SEPARATION CRITERIA ........................................................................................... 56 A.1.5 LONGITUDINAL SEPARATION BY TIME ............................................................................................... 56 A.1.6 LONGITUDINAL SEPARATION BY DISTANCE ....................................................................................... 56 A.1.7 LATERAL SEPARATION ........................................................................................................................ 56 RADAR SEPARATION .................................................................................................................................... 56 A.1.8 RADAR SEPARATION FROM AN UNIDENTIFIED CONTROLLED FLIGHT .............................................. 56 A.1.9 RADAR SEPARATION FROM HOLDING AIRCRAFT .............................................................................. 57 A.1.10 RADAR SEPARATION FOR AIRCRAFT ON RECIPROCAL TRACKS ....................................................... 57 AERODROME SEPARATION CRITERIA .......................................................................................................... 57 A.1.11 SEPARATION OF SUCCESSIVE IFR DEPARTURES ............................................................................... 57 A.1.12 REDUCED RUNWAY SEPARATION..................................................................................................... 58 A.1.13. RESERVED ......................................................................................................................................... 58 A.1.14. RESERVED ......................................................................................................................................... 58 A.1.15. COMPOSITE VISUAL SEPARATION ................................................................................................... 58 WAKE TURBULENCE SEPARATION CRITERIA ............................................................................................... 58 A.1.16. WAKE TURBULENCE CATEGORIES ................................................................................................... 58 A.1.17. TIME-BASED WAKE TURBULENCE LONGITUDINAL SEPARATION MINIMA (NON-RADAR) ........... 58 A.1.18. DISTANCE-BASED WAKE TURBULENCE SEPARATION MINIMA BASED ON ATS SURVEILLANCE SYSTEMS 60

APPENDIX 2 — TRAINING AND COMPETENCY REQUIREMENTS ....................................................................... 61 A.2.1 APPROVED TRAINING ................................................................................................................ 61 A.2.2 TRAINING AND COMPETENCY MANUAL ................................................................................... 62 A.2.3 TRAINING RECORDS ................................................................................................................... 62 A.2.4 HEAD OF ATC TRAINING ............................................................................................................ 62 A.2.5 INSTRUCTORS............................................................................................................................. 63 A.2.6 EXAMINERS ................................................................................................................................ 63 A.2.7 ATC SUPERVISORS...................................................................................................................... 63 A.2.8 ATC SAFETY INVESTIGATORS ..................................................................................................... 64 A.2.9 INITIAL TRAINING ...................................................................................................................... 64 A.2.10 UNIT TRAINING .......................................................................................................................... 65 A.2.11 ON-THE-JOB TRAINING (OJT) ..................................................................................................... 66 A.2.12 MINIMUM EXPERIENCE REQUIREMENTS (MER) ...................................................................... 66 A.2.13 DEVELOPMENT AND CONTINUATION TRAINING ..................................................................... 68 A.2.14 CERTIFICATE OF COMPETENCE (CoC) EXAMINATION ............................................................... 74 A.2.15 FAILURE TO MAINTAIN COMPETENCE ...................................................................................... 78 A.2.16 ASSESSMENT OF INSTRUCTORS, EXAMINERS, SUPERVISORS AND SAFETY INVESTIGATORS . 79 A.2.17 ASSESSMENT OF PREVIOUS COMPETENCE (APC) ..................................................................... 79 A.2.18 REMEDIAL/REVALIDATION TRAINING ...................................................................................... 80

APPENDIX 3 — LICENSING AND CURRENCY REQUIREMENTS ........................................................................... 81 A.3.1 APPLICABILITY ............................................................................................................................ 81 A.3.2 APPLICATION PROCEDURES ...................................................................................................... 82 A.3.3 VALIDITY OF LICENCES ............................................................................................................... 82



A.3.4 PRIVILEGES ................................................................................................................................. 83 A.3.5 STUDENT ATC LICENCE............................................................................................................... 83 A.3.6 ATC LICENCE ............................................................................................................................... 85 A.3.7 RATINGS ..................................................................................................................................... 85 A.3.8 ENDORSEMENTS ........................................................................................................................ 86 A.3.9 ENGLISH LANGUAGE PROFICIENCY (ELP) .................................................................................. 87 A.3.10 MEDICAL FITNESS....................................................................................................................... 88 A.3.11 MINIMUM TIME-IN-POSITION .................................................................................................. 88 A.3.12 FAILURE TO MAINTAIN CURRENCY ........................................................................................... 89 A.3.13 INSTRUCTOR CURRENCY ............................................................................................................ 89 A.3.14 EXAMINER CURRENCY ............................................................................................................... 89

APPENDIX 4 — ATC OCCURRENCE REPORTING ................................................................................................. 90 A.4.1 ATC OCCURRENCE REPORTING ........................................................................................................... 90 A.4.2 ATC OCCURRENCE INVESTIGATION .................................................................................................... 90 A.4.3 RELIEF FROM DUTY ............................................................................................................................. 93 A.4.4 ATC OCCURRENCE RECORDS ............................................................................................................... 94 A.4.5 INCIDENTS INVOLVING AIRLINE OPERATORS .................................................................................... 94 ATTACHMENT A to Appendix 4 .................................................................................................................... 95

APPENDIX 5 — LOW VISIBILITY OPERATIONS .................................................................................................... 99 A.5.1 INTRODUCTION ................................................................................................................................... 99 A.5.2 DEFINITIONS AND ACRONYMS ........................................................................................................... 99 A.5.3 AIR TRAFFIC MANAGEMENT PROCEDURES ....................................................................................... 99 A.5.4 INITIATION / CANCELLATION OF ATC LOW VISIBILITY PROCEDURES ............................................. 100 A.5.5 RUNWAY RESTRICTIONS AND PROTECTION .................................................................................... 100 A.5.6 LOW VISIBILITY TAXI ROUTES ........................................................................................................... 101 A.5.7 SURFACE MOVEMENT SURVEILLANCE ............................................................................................. 101 A.5.8 LVO CONTINGENCY PROCEDURES .................................................................................................... 101 A.5.9 AIR TRAFFIC FLOW MANAGEMENT (ATFM) ..................................................................................... 102 A.5.10 TRAINING ......................................................................................................................................... 102 A.5.11 AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) ............................................................... 102 A.5.12 EQUIPMENT ..................................................................................................................................... 102 A.5.13 REPORTS .......................................................................................................................................... 103

APPENDIX 6 — IN-FLIGHT EMERGENCY RESPONSE MANUAL ......................................................................... 104 A.6.1 INTRODUCTION ................................................................................................................................. 104

A.6.1.1 GENERAL ...................................................................................................................................... 104

A.6.1.2 DOCUMENTATION ....................................................................................................................... 104

A.6.1.3 NATURE OF SERVICE .................................................................................................................... 104

A.6.1.4 STRESS FACTOR ........................................................................................................................... 105

A.6.1.5 COMPLEMENTARY TRAINING ...................................................................................................... 105

A.6.1.6 IFER MANAGEMENT IN UAE ........................................................................................................ 106

A.6.1.7 CHECKLISTS .................................................................................................................................. 107

A.6.1.8 IFER MANUAL UPDATE ................................................................................................................ 107

A.6.2 GLOSSARY AND DEFINITIONS ........................................................................................................... 108 A.6.3 AN OVERVIEW OF FLIGHT CREW ACTIONS DURING AN IN-FLIGHT EMERGENCY ........................... 110

A.6.3.1 INTRODUCTION ........................................................................................................................... 110

A.6.3.2 AVIATE ......................................................................................................................................... 110

A.6.3.3 NAVIGATE .................................................................................................................................... 111

A.6.3.4 COMMUNICATE ........................................................................................................................... 111

A.6.4 IN-FLIGHT EMERGENCY RESPONSE TECHNIQUES ............................................................................ 112 A.6.4.1 INITIAL ACTIONS: A GENERAL OVERVIEW ................................................................................... 112

A.6.4.2 THE IFER MANAGER .................................................................................................................... 114



A.6.5 HUMAN FACTORS AFFECTING IN-FLIGHT EMERGENCY RESPONSES ............................................... 115 A.6.5.1 GENERAL ...................................................................................................................................... 115

A.6.5.2 FLIGHT CREW ............................................................................................................................... 115

A.6.5.3 HYPOXIA ...................................................................................................................................... 116

A.6.6 AIRCRAFT MALFUNCTION AND IMPAIRMENT AND UNUSUAL CIRCUMSTANCES .......................... 116 A.6.6.1 GENERAL ...................................................................................................................................... 116

A.6.6.2 REJECTED TAKE-OFF .................................................................................................................... 116

A.6.6.3 FLIGHT CONTROL SYSTEMS ......................................................................................................... 117

A.6.6.4 FLAPS ........................................................................................................................................... 118

A.6.6.5 SPEED CONTROL SURFACES ........................................................................................................ 118

A.6.6.6 ENGINE FAILURES ........................................................................................................................ 118

A.6.6.7 ENGINE FAILURE IN A MULTI ENGINE AIRCRAFT ........................................................................ 119

A.6.6.8 ENGINE ON FIRE or APU ON FIRE ................................................................................................ 120

A.6.6.9 LOW ENGINE OIL PRESSURE ........................................................................................................ 121

A.6.6.10 ELECTRICAL MALFUNCTIONS .................................................................................................... 121

A.6.6.11 HYDRAULIC MALFUNCTIONS ..................................................................................................... 122

A.6.6.12 INSTRUMENT MALFUNCTIONS ................................................................................................. 122

A.6.6.13 LANDING GEAR PROBLEMS ....................................................................................................... 123

A.6.6.14 PRESSURISATION LOSS AND SLOW, CATASTROPHIC AND EMERGENCY DESCENT ................... 124

A.6.6.15 SMOKE OR FIRE ON THE FLIGHT DECK OR IN THE CABIN ......................................................... 125

A.6.6.16 WINDSHIELD/CANOPY CRACKS OR BREAKAGE ......................................................................... 125

A.6.6.17 UNUSUAL CIRCUMSTANCES ...................................................................................................... 126

A.6.7 AIRCRAFT SUBJECT TO ACTS OF UNLAWFUL INTERFERENCE ................................................. 129 A.6.7.1 GENERAL .................................................................................................................................. 129

A.6.7.2 PROCEDURES ........................................................................................................................... 131

A.6.7.3 COORDINATION ....................................................................................................................... 132

A.6.8 HELICOPTER EMERGENCIES ..................................................................................................... 133 A.6.9 DANGEROUS GOODS ............................................................................................................... 133

A.6.9.1 COMMON DANGEROUS GOODS IN AIR CARGO ― (CLASSES, DIVISIONS AND EXAMPLES) .... 133

A.6.9.2 HANDLING AND LOADING ....................................................................................................... 134

A.6.9.3 EMERGENCY AND CONTAMINATION. .................................................................................... 135

A.6.10 CHECKLISTS ...................................................................................................................................... 135 A.6.10.1 CRITICAL INITIAL ACTIONS ................................................................................................... 136

A.6.10.2 UNLAWFUL INTERFERENCE ................................................................................................. 136

A.6.10.3 GENERAL AIRCRAFT EMERGENCIES........................................................................................... 138

A.6.10.4 LANDING .............................................................................................................................. 145

A.6.10.5 PILOT MEDICAL EMERGENCIES ............................................................................................ 147

A.6.10.6 UNCERTAIN OF POSITION .................................................................................................... 148

A.6.10.7 VFR EMERGENCIES .............................................................................................................. 151

A.6.10.8 EMERGENCY DECLARATIONS BY DATA LINK ....................................................................... 157

A.6.10.9 ELT SIGNAL HEARD .............................................................................................................. 158

A.6.10.10 ON-BOARD MEDICAL EMERGENCY ...................................................................................... 159

A.6.10.11 ICING .................................................................................................................................... 159

A.6.11 IFER TRAINING ................................................................................................................................ 160



SUBPART A — GENERAL PROVISIONS

CAR 4.1 APPLICABILITY

(a) Civil Aviation Regulations (CAR) Part VIII, Subpart 4 is issued by the General Civil Aviation Authority (GCAA) in pursuit of its obligations to ensure enforcement of accepted international regulations and standards within organisations providing Air Traffic Services (ATS) within the UAE FIR as designated by the Authority, and within airspace of other States for which responsibility has been transferred to the UAE. These Regulations shall also apply in UAE airspace delegated to another State.

(b) These Regulations govern the certification and operation of organisations providing an ATS, other than an Aerodrome Flight Information Service (AFIS) as regulated in CAR Part VIII, Subpart 9.

(c) Air Traffic Services (ATS) consists of:

1. Air Traffic Control Services (ATCS)

i. area control service

ii. approach control service

iii. aerodrome control service

2. Flight Information Service (FIS)

3. Alerting Service (ALRS)

4. Any other service provided in accordance with the requirements of the Authority.

(d) The standards contained herein are based on ICAO Annex 2, Annex 11 and PANS-ATM Doc 4444, in so far as they have been adopted by the United Arab Emirates (UAE).

(e) These Regulations also set out certain rules that apply to the Authority in administering ATS certificates.

(f) ATC shall be provided to all:

1. IFR flights in airspace Classes A, B, C, D and E;

2. VFR flights in airspace Classes B, C and D;

3. Special VFR flights;

4. Aerodrome traffic at controlled aerodromes.

CAR 4.2 DEFINITIONS AND ACRONYMS

(a) Definitions and acronyms existing in CAR Part I and Part VIII, Subpart 1 shall form part of this Regulation, supplemented by the definitions contained in ICAO Annexes and Documents.

CAR 4.3 ATS CERTIFICATE

(a) No person or organisation shall provide an ATS except under the authority of, and in accordance with the provisions of, an ATS certificate issued under this Part. A person or organisation may in writing request the Authority to determine whether an aviation related service is an ATS under CAR 4.4.(a).6.

(b) The application for an ATS certificate shall be submitted to the Authority for approval via the E services ATS Certification Section on the GCAA website. All elements of the application shall be completed.



(c) The application shall include the aerodrome locations and airspace designations at or within which the services will be provided.

(d) The application shall be submitted to Authority along with supporting documentation which shall include the exposition required by CAR 4.47.

(e) An applicant is entitled to an ATS certificate if—

1. The applicant and persons holding positions listed in CAR 4.7.(a).1 to 4.7.(a).5 inclusive are acceptable to the Authority;

2. The organisations exposition as required by CAR 4.47 is acceptable to the Authority; and

3. The Authority is satisfied that the granting of the certificate is not contrary to the interests of aviation safety.

(f) In the interests of aviation safety, only one certificate for the same ATS at the same location is current at any time.

(g) The validity of an ATS certificate is based on continued operation is accordance with Civil Aviation Regulations (CAR), Civil Aviation Advisory Publications (CAAP) and Information Bulletins (IB) as published by the Authority

(h) An ATS certificate remains in force until it expires, is suspended or revoked.

(i) The holder of an ATS certificate that expires or is revoked shall surrender the certificate to the Authority.

(j) The holder of an ATS certificate that is suspended shall immediately return the certificate to the Authority for appropriate endorsement.

(k) Generic certification requirements shall be referred to in CAR Part III, Chapter 9.

CAR 4.4 PRIVILEGES OF CERTIFICATE

(a) An ATS certificate specifies which of the following ATS the certificate holder is authorised to provide:

1. Area control service;

2. Approach control service;

3. Aerodrome control service;

4. Flight information service;

5. Alerting service;

6. Any other service provided in accordance with the requirements of the Authority.

CAR 4.5 VALIDITY OF CERTIFICATE

(a) The ATS certificate shall remain valid subject to audits and inspections conducted at the discretion of the Authority, confirming on-going compliance with the CAR.

(b) The Authority shall undertake a complete ATS certification audit at least once in every three year period following the issue of an ATS certificate.



CAR 4.6 CONTINUED COMPLIANCE

(a) The holder of an ATS certificate shall:

1. Ensure its exposition is amended so as to remain a current description of the holder’s organisation and services;

2. Provide access to a complete and current copy of its exposition at each ATCU listed in its exposition and to personnel who require access to carry out their duties,

3. Provide access to a current and complete operations manual or system of manuals for the services listed in its exposition, for compliance by its personnel;

4. Where a holder is certificated to provide more than one ATS, or an ATS or services from more than one location, publish a core manual together with manual supplements specific to each service or location;

5. Comply with all procedures and standards detailed in its exposition in order to continue to meet the standards and comply with the requirements prescribed for certification under this part; and

6. Promptly notify the Authority of any change of address for service, telephone number, facsimile number or email address required by the E Services ATS Certification section on the GCAA website.



SUBPART B — CERTIFICATION REQUIREMENTS CAR 4.7 PERSONNEL REQUIREMENTS

(a) The applicant for an ATS certificate shall engage, and/or employ:

1. An Accountable Manager who has the authority within the applicant’s organisation to ensure that each ATS listed in its exposition can be financed and is provided in accordance with the requirements of this Part;

2. A Head of ATC responsible for ensuring that the organisation complies with the ATC provision requirements of this Part;

3. A Head of ATC training responsible for ensuring that the organisation complies with the training and licensing requirements of this Part;

4. A Safety Management post holder responsible for the provision of a safety management system according to the requirements of CAR Part X; and

5. A Quality Management post holder responsible for the provision of a quality management system; and

6. Sufficient personnel to manage, supervise, provide and support the air traffic control service and any associated training or assessment listed in the applicant’s exposition, plus meet the requirements of CAR Part X to develop and maintain an effective SMS.

(b) Qualifications and experience details, including a signed job description detailing the post holder requirements and the person’s curriculum vitae, for the persons nominated by the applicant for the positions listed in CARs 4.7.(a).1 to 4.7.(a).5 inclusive shall be forwarded to the Authority for acceptance prior to the person being named in that position by the applicant.

(c) The persons listed in CARs 4.7.(a).2 to 4.7.(a).5 inclusive above shall ultimately be responsible to the Accountable Manager.

Note: Email correspondence between the Authority and the persons listed in CARs 4.7.(a).2 to 4.7.(a).5 inclusive should be through generic email accounts. Personal company emails should be limited and private emails shall be avoided.

(d) The applicant shall establish procedures to:

1. Ensure the competence of those personnel who:

i. supervise personnel providing ATS;

ii. provide the ATS listed in the applicant’s exposition;

iii. provide training and assessment for those ATS in accordance with the requirements of Appendix 2 and 3 of this Subpart and CAR Part II;

iv. provide immediate operational support for those ATS;

2. Provide personnel listed in CAR 4.7.(d).1 with written evidence of the scope of their authorisation;

3. Ensure that those personnel hold appropriate current licences and ratings issued under CAR Part II and this Subpart;

4. Ensure that those personnel only exercise the privilege of their licence and rating(s) if they are familiar with all relevant and current information;

5. Facilitate, for air traffic control licence holders, compliance with the recent experience requirements of this Subpart;

6. Ensure that an air traffic controller (ATCO) shall not exercise the privileges of their rating or ratings unless they comply with any endorsements on their medical certificate, or when any



decrease in their medical fitness might render them unable to safely exercise these privileges; and

7. Ensure that no person whose function is critical to the safety of aviation (safety sensitive personnel) shall undertake that function while:

v. under the influence of any psychoactive substance, by reason of which human performance is impaired and

vi. that they shall not engage in any problematic use of substances,

vii. suffering from fatigue to the degree that their performance may be impaired.

(e) A holder of an ATC Licence shall not be entitled to exercise the privileges of a rating contained in that licence unless he holds a current CoC specific to the unit/sector/ equipment at and with the aid of which the air traffic control service is to be provided.

CAR 4.8 ATS TRAINING

(a) The applicant for an ATS certificate shall establish procedures and programmes in accordance with this Subpart and CAR Part II for the training, supervision and assessment of the following personnel—

1. Air traffic controllers;

2. Personnel directly involved in supervision of, or immediate operational support to, personnel providing ATS listed in the applicant’s exposition.

(b) The applicant shall establish procedures to ensure that personnel giving instruction in an operational environment hold an appropriate current OJT instructor endorsement issued in accordance with this Subpart and CAR Part II.

(c) The applicant shall establish procedures to ensure that personnel carrying out assessment for the issue of licences, or the issue/re-issue or validation of ratings, hold an appropriate current examiner endorsement and hold or have held an OJT instructor endorsement in accordance with this Subpart and CAR Part II.

(d) The applicant for an ATS certificate shall establish procedures to ensure that student ATCO and licensed ATCOs achieve and retain at least ICAO English language proficiency rating scale level 4.

CAR 4.9 SHIFT ADMINISTRATION

(a) The applicant for an ATS certificate shall establish a procedure to ensure that-

1. Adequate time is provided at the beginning and end of each shift for the performance of those duties required-

i. before providing an air traffic control service including ATC briefing;

ii. after ceasing to provide an air traffic control service; and

2. Adequate time is provided for each transfer of position responsibility at an operational ATC position through mandatory use of a position relief checklist that includes the current status of position related equipment and operational conditions or procedures. This information is to be clearly visible from the control position at all times.

(b) ATCUs shall not require ATCOs to carry out ancillary tasks while they are providing ATC, unless this

can be accomplished without negative effects on safety. The ATCU shall conduct a safety

assessment prior to permitting ancillary tasks to be carried out in combination with ATC.



Note: An ancillary task is any task at an operational control position, which is not directly associated

with the provision of an air traffic control service.

CAR 4.10 FACILITY REQUIREMENTS

(a) An applicant for an ATS certificate shall establish the following facilities appropriate to the ATSs listed in the applicant’s exposition:

1. Aerodrome control towers:

2. Approach control units:

3. Area control centres:

4. Dedicated training and assessment facilities.

(b) Working conditions shall meet established levels for temperature, humidity, ventilation, noise and ambient lighting, and do not adversely affect controller performance.

(c) An applicant for an aerodrome control service shall establish procedures to ensure that any aerodrome control tower, listed in their exposition, is:

1. Constructed and situated to provide :

i. the maximum practicable visibility of aerodrome traffic ;

ii. protection from glare and reflection;

iii. protection from noise;

2. Safeguarded from any development that would affect the requirements of CAR 4.10.c.1;

3. At solo watch locations, provided with toilet facilities to ensure the minimum possible interruption to, or degradation of, ATS;

4. Provided with equipment for two way voice communication or data link meeting the required communication performance (RCP) type prescribed by the Authority with:

i. any aircraft, in or adjacent to airspace for which the applicant has responsibility;

ii. any aircraft, vehicle, and person, on, or adjacent to, the manoeuvring area;

5. Provided with the following minimum equipment:

i. a display system or systems designed to show the disposition of current and pending aerodrome traffic together with ancillary information for individual aircraft;

ii. a power supply;

iii. appropriate current maps and charts;

iv. binoculars;

v. clocks;

vi. a log keeping system;

vii. outside temperature indicator;

viii. QNH displays;

ix. signal lamp with green, red and white functions;

x. telephone communications;

xi. status indicators for approach and landing aids and any road signalling equipment affecting the use of a runway;



xii. visibility and cloud height checkpoints;

xiii. voice including background recording of the aural environment of the ATC workstations, and, if applicable, data recording equipment;

Note: The aural environment recording should preferably be by means of live headset microphones. Wind direction and speed display/s related to the same location(s) of observation and be fed from the same sensor(s) as the corresponding display(s) in the meteorological station, where such a station exists. Where multiple sensor(s) are used, the displays to which they are related shall be clearly marked to identify the runway and section of the runway monitored by each sensor:

xiv. an audible emergency alerting system;

xv. an AFTN terminal or, if provided for in a letter of agreement, an alternative means of reception and transmission of information normally conveyed by AFTN;

xvi. display(s) permitting read-out of the current runway visual range value(s) where runway visual range values are measured by instrumental means. The display(s) shall be related to the same location(s) of observation and be fed from the same sensor(s) as the corresponding display(s) in the meteorological station, where such a station exists;

xvii. display(s) permitting read-out of the current value(s) of the height of cloud base, where the height of cloud base is assessed by instrumental means. The displays should be related to the same location(s) of observations and be fed from the same sensor(s) as the corresponding display(s) in the meteorological station, where such a station exists;

xviii. If applicable, airfield lighting control panel.

6. Provided with adequate facilities for staff off watch break periods.

Note: Where a continuous watch of the entire aerodrome is not possible, electronic means of surveillance should be considered.

(d) The applicant for an area control service, flight information service or approach control service shall establish procedures to ensure that any area control centre, flight information centre and approach control unit is:

1. Provided with equipment enabling two way voice communication meeting the required communication performance types prescribed by the Authority, to the fullest extent possible;

2. If applicable, data communication with any aircraft in or adjacent to airspace for which the applicant has responsibility;

3. Provided with the following minimum equipment:

i. a display system or systems designed to show the disposition of current and pending flights together with ancillary information for individual aircraft:

ii. a power supply:

iii. appropriate current maps and charts:

iv. clocks:

v. log keeping system:

vi. status indicator as appropriate for navigation, approach and landing aids:

vii. telephone communications:



viii. voice recording equipment including background recording of the aural environment of the ATC workstations and, if applicable, data recording equipment:

Note: The aural environment recording should preferably be by means of live headset microphones.

ix. an AFTN terminal or, if provided for in letter of agreement, an alternative means of reception and transmission of information normally conveyed by AFTN:

x. For an approach control unit, an ILS status indicator at the approach control or approach control radar operating position for the aerodrome concerned:

xi. For an approach control operating position responsible for aircraft on final approach, or aircraft landing or taking off:

A. a wind direction and wind speed display fed from the same source as the corresponding unit in the aerodrome control tower.

B. RVR display(s) permitting read-out of the current runway visual range value(s), where RVR is assessed by instrumental means. The display(s) shall be related to the same location(s) of observation and be fed from the same sensor(s) as the corresponding displays in the aerodrome control tower.

C. display(s) permitting read-out of the current value(s) of the height of cloud base where cloud base is assessed by instrumental means. The displays should be related to the same location(s) of observations and be fed from the same sensor(s) as the corresponding display(s) in the aerodrome control tower.

4. Provided with adequate facilities for staff off watch break periods.

(e) The applicant shall establish procedures to ensure that the aeronautical telecommunications equipment required by CAR 4.10.(c) and 4.10.(d) are maintained in accordance with CAR Part VIII, Subpart 5.

(f) The applicant shall establish procedures to ensure that any equipment, maps, charts, monitors and displays used by air traffic control service personnel are positioned with due regard to the relative importance of the information displayed and ease of use by the staff concerned.

(g) The equipment required by CARs 4.10.(c).4, 4.10.(c).5, 4.10.(d).1, 4.10.(d).2 and 4.10.(d).3, shall have a level of reliability, availability and redundancy that minimises the possibility of failure, non-availability, or significant degradation of performance.

(h) The applicant shall establish procedures to ensure that the status indicators required by CAR 4.10.(c).5.xi and CARs 4.10.(d).3.vi and x are fitted with:

1. An aural alarm to indicate a change of status; and

2. A visual indication of the current status.

(i) A temporary aerodrome control tower and a temporary aerodrome flight information office are not required to be provided with the equipment required under CARs 4.10.(c).5.xi, xv and xviii. If it is impracticable to do so and other appropriate measures are taken, as the case may be to:

1. Provide the person/s providing the air traffic control service from the temporary tower or unit with the information that would be available from the equipment required under CARs 4.10.(c).5.xi and xv; and

2. Control the aerodrome lighting if applicable.



CAR 4.11 ESTABLISHMENT AND TRANSFER OF SERVICE

(a) The applicant for an ATS certificate shall include with its application:

1. For each aerodrome and airspace, a schedule of the proposed hours of service for the first 12 months of operation; and

2. In respect of an aerodrome, or airspace, not currently provided with an air traffic control service, a copy of the safety study that led to the decision to provide the air traffic control service.

(b) The applicant for an ATS certificate intending to assume responsibility for providing any air traffic control service from an existing certificate holder, shall include with its application, full details of transitional arrangements endorsed by the Heads of ATC of both organisations.

CAR 4.12 DOCUMENTATION

(a) The applicant for an ATS certificate shall hold copies of the relevant technical manuals and all other documents necessary for the provision and operation of the services listed in its exposition.

(b) The following documents shall be submitted to the Authority for acceptance through GCAA Q-pulse Document Module including Change Requests for any amendments.

1. Exposition (refer CAR 4.47)

2. Safety Management System Manual (refer CAR 4.41)

3. Quality Management System Manual (refer CAR 4.42)

4. Operations Manual (refer CAR 4.48)

5. Training and Competency Manual (refer A.2.2)

Note: Each document shall be submitted separately as individual documents.

(c) The applicant shall establish a procedure to control all the documentation required by CAR 4.12.(a). The procedure shall ensure that:

1. Appropriate arrangements are in place to ensure receipt of amendments to documents held by the unit;

2. All incoming documentation is reviewed and actioned as required by authorised personnel;

3. All documentation is reviewed at intervals not exceeding 12 months. The review shall be recorded and the updated document shall be authorised before issue;

4. Current issues of all relevant documentation are available to personnel at all locations where they need access to such documentation for the provision and operation of ATS;

5. All obsolete documentation is promptly removed from all points of issue or use;

6. Any obsolete documents retained as archives are suitably identified as obsolete;

7. The current version of each item of documentation can be identified to preclude the use of out of date documents; and

8. A regular document audit is made of the amendment status of controlled documents held on the unit.

(d) The order of precedence of publications is as follows:

1. UAE Civil Aviation Law;

2. UAE Civil Aviation Regulations;

3. Other regulatory material published by the Authority;



4. ICAO Annexes;

5. ICAO Documents.

(e) ICAO Standards & Recommended Practices (SARPs) and Procedures for Air Navigation Services (PANS) have the following regulatory status:

1. Standards: Mandatory unless specifically modified in the applicable parts of Supplements to the Annexes or in the CAR.

2. Recommended Practices: Mandatory unless the organisation has obtained approval by the Authority of an alternative provision, resulting in a level of safety equal to or greater than that achieved by application of the recommended practice.

3. PANS: Shall be applied, with similar Mandatory status as for the SARPs, except where specifically deleted or modified in the CAR.

4. Definitions, tables, figures and appendices contained in ICAO Annexes are to be considered as Standards and therefore mandatory.

(f) Attachments to ICAO Annexes are supplementary to SARPs or included as general guidance material. Where specific or general applications are considered necessary for additional safety levels, these are included in the CAR and carry Mandatory status.

CAR 4.13 CONTINGENCY PLAN

(a) The applicant for an ATS certificate shall establish, in accordance with the requirements of ICAO Annex 11, Attachment C, a contingency plan and appropriate facility and equipment providing for the safe and orderly flow of traffic in the event of a disruption of an air traffic control service or a related support service.

(b) The applicant for an ATS certificate shall establish processes and procedures to ensure contingency plans related to the evacuation of each ATC operational facility are practiced annually. A full evacuation of the ATC operational facility is not required. Written reports including any shortcomings shall be forwarded to the Authority within one month of conducting the practice contingency plan.

(c) Contingency plans shall be kept current and included in the Operations Manual.

CAR 4.14 ATC COORDINATION REQUIREMENTS

(b) The applicant for an ATS certificate shall establish appropriate co-ordination and communication systems between each ATCU listed in the applicant’s exposition and the following organisations where applicable:

1. Any holder of an aeronautical information service certificate issued under CAR Part VIII, Subpart 2 (AIS);

2. Any holder of an aeronautical telecommunication service organisation certificate issued under CAR Part VIII, Subpart 5 (CNS);

3. Any holder of an air navigation service organisation certificate issued under CAR Part VIII, Subpart 6 (IFPD);

4. Any holder of an aviation meteorological service organisation certificate issued under CAR Part VIII, Subpart 7 (MET);

5. Aircraft operators;

6. The UAE armed forces; and

7. Search and rescue authorities.



(c) The applicant shall establish appropriate communication systems and coordination by written agreement between each ATCU in their exposition and:

1. The ATCU responsible for adjoining airspace, and

2. Any other ATCU with which regular operational co-ordination is required.

3. Where the listed ATCU is an aerodrome control unit:

i. the aerodrome operator;

ii. any apron management service, if that service is not provided by the aerodrome control unit;

iii. rescue and emergency services;

iv. meteorological office serving the unit concerned

(d) The applicant shall ensure that each ATC agreement specified in CARs 4.14.(a) and 4.14.(b);

1. Details such matters necessary for effective coordination between the units party to the agreement, including, in the case of CAR 4.14.b.3.i, details of those aerodrome safety management programmes in which ATC shall be required to participate, and declared ATC system and/or aerodrome capacity under various circumstances, i.e. weather, special activities, degraded or failed equipment, runway utilization/configuration and resource limitations;

2. Is kept current;

3. Has the written agreement of the Head of ATC of the relevant ATCUs and the equivalent representative of the other organisations; and

4. Is part of the applicant’s operations manual.

(e) The applicant shall establish systems and procedures to facilitate communications with other organisations having an operational requirement to communicate with, and to ensure that, unless another language is used by mutual agreement, the English language is used for all coordination.

(f) The applicant shall provide systems and procedures to ensure that ATCUs are provided, where they require the information through the exchange of ATS messages, with details of:

1. The intended movement of each aircraft for which a flight plan has been filed, and any amendments to that flight plan; and

2. Current information on the actual progress of the flight.

(g) The applicant shall establish procedures to ensure that ATS messages are prepared and transmitted in accordance with procedures detailed in ICAO PANS-ATM Doc 4444, Chapter 11.

(h) The applicant shall ensure that procedures and communication systems established under CAR 4.14.(a).6 shall:

1. Permit information pertinent to safe and expeditious civil flights to be promptly exchanged between military and ATCUs;

2. Ensure that activities potentially hazardous to civil aircraft are coordinated between military and ATCUs to:

i. allow timely promulgation of information;

ii. minimize interference with normal civil aircraft operations;

iii. avoid hazards to civil aircraft.

3. Ensure that ATCUs are advised by the military if a military unit observes civil aircraft approaching or in an area where interception might be necessary;



4. Require the ATS authority to initiate the promulgation of information regarding the activity; and

5. Promote the flexible use of airspace reserved for military or other special activities.

(i) The applicant shall establish procedures to ensure that failures in the ATC coordination processes required in CAR 4.14.(b) are investigated and recorded and that appropriate corrective and preventive action is undertaken where necessary. ROSI reports shall be filed where the ATC coordination failure affected, or may have affected flight safety.

(j) The communication systems required in CARs 4.14.(a), 4.14.(b) and 4.14.(g) shall include provisions for:

1. Communications by direct speech alone, or in combination with data link communications, whereby for the purpose of transfer of control using radar or ADS-B, is established instantaneously and for other purposes it is established within fifteen seconds;

2. Printed communications, when a written record is required; the message transit time for such communications being no longer than five minutes.

3. Where considered necessary, the communications systems shall be supplemented by other

forms of visual or audio communications such as CCTV, or separate information processing

systems.

(k) The communication systems required in CARs 4.14.(a).6, 4.14.(b).3.iii shall include provisions for direct speech arranged for conference communications.

CAR 4.15 NOTIFICATION OF FACILITY STATUS

(a) An applicant for an ATS certificate shall establish procedures to notify the users of its ATS of relevant operational information and of any changes in the operational status of each facility or service listed in the applicant’s exposition.

(b) The applicant shall ensure that procedures established under CAR 4.15.(a). require:

1. Operational information for each of the applicant’s ATS to be forwarded to the holder of the

aeronautical information service certificate in accordance with CAR Part VIII, Subpart 2 for

the AIP service; and

2. The users of the applicant’s ATS to be notified without delay of any change in operational

status of a facility or service that may affect the safety of air navigation, and, except if the

change is temporary in nature, information concerning any change in operational status is

forwarded to the holder of the aeronautical information service certificate in accordance

with CAR Part VIII, Subpart 2 for the NOTAM service.

(c) In the event that the type or level of ATC service changes within a given period, clear operational information shall be communicated in a timely manner through the AIS System to ensure there is no possibility that the users will be confused as to which service they are receiving.

CAR 4.16 RECEIPT OF INFORMATION REQUIREMENTS

(a) The applicant for an ATS certificate shall establish procedures to ensure that each Air Traffic Control unit (ATCU), receives the following information in a timely manner when the activity could affect airspace used by flights within the unit’s area of responsibility:

1. SIGMET, METAR and AIRMET information;

2. Information concerning the release of radioactive materials or toxic chemicals into the atmosphere;



3. Information on changes in the availability and serviceability of radio navigation services and visual aids;

4. Information on changes in condition of aerodromes and associated facilities, including information on the state of the aerodrome movement areas when they are affected by contaminants and temporary hazards;

5. The presence of birds and wildlife to the degree that could be a hazard to aerodrome traffic;

6. Information on unmanned free balloons.

CAR 4.17 METEOROLOGICAL INFORMATION AND REPORTING

(a) The applicant for an ATS certificate shall establish systems and procedures to ensure the supply of all meteorological information required for the performance of the various ATC functions and that the information is supplied by the holder of an aviation meteorological service organisation certificate issued under CAR Part VIII, Subpart 7 or is issued as an observation by qualified ATC personnel.

(b) The applicant shall establish systems to ensure that ATCUs are supplied with the above meteorological information in a form that requires a minimum of interpretation by ATC personnel.

(c) The applicant shall establish procedures to ensure that equipment used in the compilation of ATC observations supplies data representative of the area for which the measurements are required

(d) The applicant shall establish a procedure to ensure that the information contained in a meteorological bulletin remains unchanged through onward transmission.

(e) The applicant shall establish a procedure to ensure that aircraft reports of weather or atmospheric phenomena are forwarded to the meteorological service provider supplying the applicant without delay, and to other aircraft and ATCUs when applicable and relevant.

CAR 4.18 AREA AND APPROACH CONTROL SERVICES

(a) An applicant for an ATSs certificate in respect of an area or approach control service shall establish systems and procedures to:

1. Determine from information received, the positions of known aircraft relative to each other ;

2. Provide for the issue of ATC clearances, instructions, and information in accordance with the airspace classification and type of flight for the purpose of preventing collisions between aircraft under the control of the unit, and for expediting and maintaining a safe and efficient flow of traffic;

3. Coordinate clearances with other ATCUs as necessary; and

4. Display information on aircraft movements together with a record of clearances issued, in a manner that permits ready analysis of such information.

(b) The separation required by CAR 4.18.(a).2 shall be in accordance with the applicable criteria and minima prescribed by Appendix 1.

CAR 4.19 AERODROME CONTROL SERVICES

(a) The applicant for an ATS certificate in respect of an aerodrome control service shall establish systems and procedures to:

1. Determine, from information received and visual observation, the relative positions of known aircraft to each other;



2. Provide for the issue of ATC clearances, instructions and information, including the runway in use at controlled aerodromes, for the purpose of preventing collisions between:

i. aircraft flying in the vicinity of the aerodrome;

ii. aircraft landing and taking off;

iii. aircraft operating on the manoeuvring area;

iv. aircraft, vehicles, and persons, operating on the manoeuvring area;

v. aircraft on the manoeuvring area and obstructions on that area;

3. Provide for the issue of ATC clearances, instructions, and information, for the purpose of expediting and maintaining a safe and efficient flow of traffic; and, except as provided in CAR 4.25 and Appendix A.1.1.(d), provide runway and wake turbulence separation.

4. Ensure that emergency vehicles responding to an emergency are given priority over all other surface movement traffic;

5. Ensure aerodrome controllers maintain a continuous watch on all flight operations on and in the vicinity of an aerodrome as well as vehicles and personnel on the manoeuvring area. Watch shall be maintained by visual observation, augmented in low visibility conditions by an ATS surveillance system when available.

6. Provide for the control of the movement of persons or vehicles, including towed aircraft, on the manoeuvring area, as necessary to avoid hazard to them or to aircraft landing, taxiing, or taking off;

7. Coordinate as necessary with other ATCUs; and

8. Display, at operating positions, such continuously updated information on aircraft movements as is necessary for the provision of an aerodrome control service in a manner that permits ready analysis of such information.

(b) The separation required by CAR 4.19.(a).2 and 4.19.(a).3 shall be in accordance with the applicable criteria and minima prescribed by Appendix 1.

(c) The applicant shall establish a procedure to ensure that, except as provided in CAR 4.25, and subject to authorisation by the applicable approach control unit, if an approach control service is provided, aerodrome control units provide separation in accordance with Appendix 1 between:

1. IFR flights and IFR flights;

2. IFR and Special VFR flights; and

3. Special VFR flights.

(d) The applicant shall establish a procedure to ensure that, when radio communication is not available, basic clearances and instructions required by CAR 4.19.(a).2 can be conveyed by the use of light signals described in ICAO Annex 2, Appendix 1.

(e) The applicant shall establish procedures to ensure that when required by either the weather, or category of approach, or both:

1. Aircraft on an ILS approach are informed of ILS critical area incursions, or the imminent possibility of an incursion; or

2. The applicable ILS critical areas are protected from incursion when an aircraft is on an ILS approach.

(f) The applicant shall establish a procedure to ensure that, when authority has been delegated by, and accepted from, the applicable area or approach control unit, aerodrome control units provide separation between controlled flights in accordance with the delegation.



CAR 4.20 SPECIAL USE AIRSPACE

(a) An applicant for an ATS certificate in respect of an air traffic control service shall establish systems and procedures to ensure that separation in accordance with Appendix A.1.4 is provided between controlled flights and active special use airspace designated under CAR Part VIII, Subpart 3, except when:

1. In the case of a restricted area or military operations area, the pilot has approval from the administering authority to operate in the airspace; or

2. In the case of a danger area the pilot has notified an express intention to operate in the relevant area; or

3. It is known, that the pilot of a VFR flight or an IFR flight navigating by visual reference is aware that the airspace is active; or

4. Upon a request by the pilot, the flight is cleared to maintain its own separation from the airspace.

CAR 4.21 RESPONSIBILITY FOR CONTROL

(g) The applicant for an ATS certificate in respect of an air traffic control service shall establish procedures to ensure that any controlled flight is under the control of only one ATC position at any given time.

(h) The applicant shall establish procedures to ensure that responsibility for the control of all aircraft operating within a given block of airspace is vested in a single operating position. Control of aircraft or groups of aircraft may be delegated to other operating positions provided that coordination between all affected parties is assured.

(i) The applicant shall establish procedures for transfer of responsibility for the control of an aircraft in accordance with ICAO PANS-ATM Doc 4444. These procedures shall include details of the time, place or level at which responsibility for an aircraft shall be transferred from one unit to another. The transfer process shall not be considered complete until the receiving unit notifies acceptance of the aircraft.

(j) The procedures required by CAR 4.21.(c). shall ensure that transfer arrangements are:

1. Agreed between ATCUs responsible for adjacent airspaces and published in letters of agreement; and

2. In place for separate operating positions within an ATCU and promulgated in the holder’s operations manual.

(k) The procedures required by CAR 4.21.(c). shall ensure that responsibility for control of an aircraft is not transferred from one ATCU to another without:

1. Communication of appropriate parts of the current flight plan;

2. Any relevant control information; and

3. The consent of the receiving unit.

CAR 4.22 PRIORITIES

(a) The applicant for an ATS certificate shall ensure that, provided safety is not jeopardised, ATCUs apply the following priorities:

1. An aircraft known or believed to be in a state of emergency or impaired operation, including being subjected to unlawful interference, shall be given maximum consideration, assistance and priority over other aircraft as may be necessitated by the circumstances;

2. An aircraft landing, or in the final stages of an approach to land has priority over a departing aircraft;



3. An aircraft landing or taking off has priority over a taxiing or towing aircraft.

(b) The applicant shall establish procedures to ensure that, where practical, following a request from the pilot, an aircraft involved in, or positioning for, the following activities is granted priority:

1. Ambulance or mercy mission:

2. Search and rescue:

3. Civil defence or police emergency:

4. Carriage of head of State, head of government or equivalent dignitary.

(c) The applicant shall establish procedures to ensure that an aircraft at cruising level generally has priority over other aircraft requesting that level, except that:

1. An aircraft may be given priority for a cruising level in accordance with procedures published in ICAO Doc 7030, or letter of agreement; and

2. An aircraft occupying a cruising level may be reassigned another level to maintain separation.

(d) The applicant for an ATS certificate may establish procedures regarding priorities to be applied in airspace designated as RNAV, RNP or RVSM airspace under CAR Part VIII, Subpart 3.

(e) Subject to the requirements of CARs 4.22.(a) and 4.22.(b), an applicant may put in place priority and air traffic management schemes for arriving and departing flights, provided that consultation with interested parties, including the Authority, is undertaken prior to implementing the scheme.

(f) The applicant shall ensure priorities established under CAR 4.22.(d) and 4.22.(e) are published in the UAE AIP.

(g) The applicant shall establish procedures to ensure that, providing safety is not jeopardised, due regard is given to those priorities determined in conjunction with the aerodrome operator for:

1. Aircraft arriving and departing the aerodrome; and

2. Other operations in a control zone associated with the aerodrome.

(h) The applicant shall establish procedures to ensure that, except when applying priority in accordance with other provisions of this rule, priority for arriving and departing aircraft is allocated on a first come, first served basis.

(i) The applicant shall establish procedures to ensure that the provision of an air traffic control service takes precedence:

1. Over the provision of flight information service whenever the provision of air traffic control service so requires; and

2. Over the performance of any non-ATC tasks.

Note: It is recognised that in certain circumstances aircraft on final approach, landing, take-off and climb may require receiving without delay essential information other than that pertaining to the provision of air traffic control service.

CAR 4.23 AIR TRAFFIC FLOW MANAGEMENT (ATFM)

(a) The applicant for an ATS certificate in respect of an air traffic control service shall establish ATFM procedures where, due to limitations in the ATC system declared capacity or aerodrome capacity, the applicant considers the procedures necessary.

(b) The procedures shall take account of:

1. Traffic demand (forecast) and available resources of airspace, ATC and aerodrome capacity.



2. The requirements of the affected aerodrome operators including their traffic handling priorities;

3. The needs of the aircraft operators, and other ATCUs, which will be affected by the procedures; and

4. The requirements of the aeronautical information service, including advance notice, and information on the method of activation and de-activation.

(c) The procedures shall include the role and relationships among ATFM main factors, airspace, aircraft operator, aerodrome, ATCU managers (and military related representatives) and the Regulator in establishing the process on strategy, pre-tactical and tactical level.

(d) Initiation, cancellation and changes to ATFM shall be recorded in the ATC log.

CAR 4.24 ATC CLEARANCES

(a) The applicant for an air traffic control service certificate in respect of an air traffic control service shall establish procedures for the provision of ATC clearances.

(b) The procedures shall ensure that:

1. No person knowingly issues an ATC clearance or instruction that requires or invites a pilot to violate the provisions of any other rule;

2. Clearances and instructions contain positive and concise data and are, where practicable, phrased in a standard manner;

3. If a pilot advises that a clearance or instruction is unsuitable, an amended clearance or instruction is, if practicable, issued;

4. An ATC clearance for an en-route flight consists of:

i. the aircraft identification as shown on the flight plan or, where similarity with another flight may cause confusion, an alternative identification provided by ATC;

ii. the clearance limit;

iii. the route of the flight;

iv. the level(s) of flight for the entire route, or part thereof, and changes of level if required;

v. any necessary instructions or information on other matters such as approach or departure manoeuvres, communications, and the expiry of the clearance;

5. An ATC clearance for a local flight, defined as operations within the aerodrome circuit, a flight operating in defined areas, or a flight operating in a random manner, includes those elements detailed in CAR 4.24.(b).4 that are appropriate;

6. An ATC clearance shall be issued in a timely manner, to ensure that they are transmitted to the aircraft in sufficient time for them to be complied with;

7. A clearance issued as a downstream clearance shall be clearly identified as such to the pilot. A downstream clearance shall not affect the aircraft’s original flight profile in airspace other than that of the unit responsible for the clearance;

8. All Clearances or instructions are read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with. Read back of the following clearances and information is required:

i. ATC route, approach and departure clearances and amendments thereto;



ii. Clearances to VFR aircraft to operate within controlled airspace, to enter or vacate the circuit;

iii. Clearances and instructions to enter, land on, take off from, hold short off, cross or backtrack on, any runway;

iv. Runway in use, altimeter setting, SSR codes, level instructions, heading and speed instruction, transition levels, whether issued by the controller or contained in an ATIS broadcast;

v. Instructions to push back and taxi on the movement area; and

vi. Conditional clearances.

9. ATS personnel shall read back any clearances, instructions or operationally significant information contained in direct verbal or telephone coordination messages, including (but not limited to):

i. Levels;

ii. Headings;

iii. Speed Restrictions;

iv. Airways or route instructions;

v. Runway in use;

vi. SSR Codes;

vii. Pressure Settings;

viii. Frequencies; and

ix. Release and contact points

Positive coordination is deemed to be successful and effective once the receiver has read back correctly. A receiver not reading back coordination messages shall be requested to do so, otherwise such coordination cannot be considered completed.

Note: Read back of coordination messages from Military units and non-UAE ATCUs may be challenging and should therefore be detailed in letters of agreement.

10. Controllers shall insist upon and listen to the read back to ascertain that the clearance or instruction has been correctly acknowledged by the flight crew/vehicle driver and shall take immediate action to correct any discrepancies revealed by the read-back.

CAR 4.25 DEVIATION FROM AN ATC CLEARANCE

(a) The applicant for an ATS certificate shall establish procedures to ensure that instructions issued by ATC to restore prescrebied separation do not hinder the responses of a pilot to:

1. An ACAS resolution advisory;

2. A GPWS or TAWS alert; or

3. Any other emergency situation which requires a deviation from an ATC clearance.

(b) The procedures required by CAR 4.25.(a) shall specify that if any separation has been lost it is restored once the emergency situation has been resolved.



CAR 4.26 CRUISING LEVELS

(a) The applicant for an ATS certificate in respect of an air traffic control service shall establish procedures to ensure that cruising levels allocated within the UAE FIR are selected in accordance with ICAO Annex 2, Appendix 3 (Table of Cruising Levels), except that, within controlled airspace:

1. For both IFR and VFR flights, correlation of cruising level with track need not apply; and

2. VFR flights may be allocated IFR levels.

CAR 4.27 FLIGHT INFORMATION SERVICES

(a) The applicant for an ATS certificate shall establish procedures to ensure that a flight information service is provided to the following;

1. Each aircraft being provided with an ATC service that is likely to be affected by the information in CAR 4.27.(b):

2. Each aircraft operating IFR that is likely to be affected by the information in CAR 4.27.(b):

3. Any aircraft operating VFR for which the pilot has submitted a VFR flight plan to an ATCU:

4. Any aircraft operating VFR if the pilot makes a specific request to an ATCU for flight information;

5. Any aircraft having encountered wake turbulence, or reporting having deviated off its intended track due to the effect of wake turbulence from generating aircraft. ATC shall issue traffic information to the encountering aircraft with regards to aircraft type, distance, level and relative position of the potential generating aircraft.

(b) The applicant shall ensure that the procedures required by CAR 4.27.(a) for the provision of flight information services include the provision of available and relevant:

1. SIGMET and AIRMET information;

2. Information on weather conditions reported or forecast at departure, destination, and alternate aerodromes;

3. Information concerning pre-eruption volcanic activity, volcanic eruptions and ash clouds;

4. Information concerning the release into the atmosphere of radioactive materials or toxic chemicals;

5. Information on changes in the operational state of the radio navigation services and visual aids;

6. Information on changes in the condition of aerodromes and associated facilities, including information on the state of the aerodrome movement area when they are affected by contaminants;

7. Information on unmanned free balloons; and

8. Other information likely to affect safety.

(c) The applicant for an ATS certificate for an aerodrome control service shall establish procedures to ensure that, whenever water is present on a runway, a description of the runway surface conditions on the centre half of the width of the runway is made available using one of the following terms:

1. DAMP – the surface shows a change of colour due to moisture;

2. WET – the surface is soaked but there is no standing water;



3. STANDING WATER – where more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by water more than 3mm deep.

(d) The applicant for an ATS certificate for an aerodrome control service or approach control service shall establish procedures to ensure that, if practical, local aircraft operators likely to be affected by the information are advised of short notice changes to published hours of service if they are unlikely to have the information from any other source.

(e) The applicant for an ATS certificate for an air traffic control service shall establish procedures to ensure that essential traffic information is passed to all affected traffic.

(f) The applicant for an ATS certificate shall establish procedures to ensure that each ATCU operating under that certificate provides traffic information to flights that are known to the ATCU and are likely to be affected by the information as follows:

1. In class C airspace, between VFR flights together with traffic avoidance advise on request;

2. In class D airspace, between IFR and VFR flights, and between VFR flights, together with traffic avoidance advice on request;

3. If practical, in class E airspace, between IFR and VFR flights, and between VFR flights on request;

4. In class G airspace, between IFR flights and, if practical, between other flights on request.

(g) The applicant for an ATS certificate shall establish procedures to ensure that automatic terminal information service (ATIS) broadcasts shall be provided at aerodromes where there is a requirement to reduce the communication load on the ATC VHF air-ground communication channels.

(h) ATIS information shall:

1. Relate to a single aerodrome,

2. Contain information relevant to the mode of operation, e.g. departure or arrival, as per ICAO Annex 11, chapter 4.3,

3. Contain information extracted from the local meteorological routine or special report/s,

4. Be updated immediately a significant change occurs,

5. Be prepared and disseminated by the relevant ATCU,

6. Be identified by use of the ICAO spelling alphabet, in consecutive alphabetical order.

(i) Receipt of current ATIS shall be acknowledged by aircraft.

(j) ATC shall pass the QNH to an aircraft irrespective of the aircraft acknowledging the current ATIS.

(k) Where an aircraft acknowledges receipt of an ATIS that is no longer current, any element of information that needs updating shall be transmitted to the aircraft without delay.

Note: Where rapidly changing weather conditions prevent weather being included in the ATIS message, the ATIS shall indicate that relevant weather information will be given on initial contact with the applicable ATCU.

(l) Where Voice-ATIS is provided, it shall comprise:

1. One broadcast serving arriving aircraft; or

2. One broadcast serving departing aircraft; or

3. One broadcast serving both arriving and departing aircraft; or



4. Two broadcasts serving arriving and departing aircraft respectively at those aerodromes where the length of a broadcast serving both arriving and departing aircraft would be excessively long.

5. The broadcast designation shall follow the requirements of ICAO Annex 11, chapter 4.3.

(m) A discrete frequency shall be used whenever practicable. If not practicable, the transmission may be made on the voice channel/s of applicable terminal navigation aids/s provided:

1. The range and readability are adequate, and

2. The identification of the navigation aid is not obliterated. and

3. Voice-ATIS shall not be broadcast on the voice channel of an ILS, and

4. The broadcast is continuous and repetitive, and

5. The broadcast is in English, and

6. Human performance factors are taken into account, and

7. A Voice-ATIS broadcast shall be as short as possible.

(n) Where D-ATIS supplements Voice-ATIS:

1. The information broadcast on both shall be identical,

2. Information shall be updated simultaneously.

CAR 4.28 RESERVED

CAR 4.29 ALERTING SERVICE

(a) The applicant for an ATS certificate shall establish systems and procedures to ensure the provision of an alerting service within its area of responsibility:

1. For all aircraft provided with an air traffic control service;

2. In as far as is practicable, for all aircraft having filed a flight plan; or otherwise known by any air traffic control service to be in need of assistance; and

3. To any aircraft known or believed to be the subject of unlawful interference.

(b) The applicant for an ATS certificate shall establish procedures to ensure that, in the event of a state of emergency described in CAR 4.29.(c):

1. Immediate declaration of an INCERFA, ALERFA or DETRESFA is made, in accordance with 4.29.(e);

2. The declaration of an appropriate phase is made by the ATCO first becoming aware of the state of emergency; and

3. The declaration is notified to the RCC (via the UAE ACC) except where the emergency can be dealt with by an aerodrome emergency plan.

(c) The applicant for an ATS certificate shall establish procedures to ensure that notification of emergency phases shall follow the following criteria:

1. Uncertainty phase, when:

i. no communication has been received from an aircraft within a period of thirty minutes after the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is the earlier, or



ii. an aircraft fails to arrive within thirty minutes of the estimated time of arrival last notified to or estimated by the ATCU, whichever is the later;

Except when no doubt exists as to the safety of the aircraft and its occupants.

2. Alert Phase, when:

i. following the uncertainty phase, subsequent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft, or

ii. an aircraft has been cleared to land and fails to land within five minutes of the estimated time of landing and communication has not been re-established with the aircraft, or

iii. information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely;

Except when evidence exists that would allay apprehension as to the safety of the aircraft and its occupants, or

iv. An aircraft is known or believed to be the subject of unlawful interference.

3. Distress phase, when:

i. following the alert phase, further unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in distress, or

ii. the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety, or

iii. information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely, or

iv. information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing,

Except when there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance.

(d) The applicant for an ATS certificate in respect of an area control service or flight information service shall establish procedures to ensure that, in the event of a state of emergency, the UAE ACC:

1. Forwards such information without delay to the RCC and the Authority; and

2. Serves as the central point within the FIR for collecting all information relevant to the state of emergency.

(e) Notwithstanding CAR 4.29.(b), the applicant for an ATS certificate for an aerodrome control service or approach control service, shall establish procedures to ensure that whenever the urgency of the situation so requires, those services shall first notify appropriate local emergency organisations.

(f) The applicant for an ATS certificate shall establish procedures to ensure the notification of an emergency situation required by CAR 4.29.(c). includes such of the following information as is available, in the order listed:

1. INCERFA, ALERFA or DESTRESFA as appropriate to the phase of the emergency;

2. Agency and person calling;

3. Nature of the emergency;

4. Significant information from the flight plan;



5. Unit that made last contact, time and means used;

6. Last position report and how determined;

7. Colour and distinctive marks of the aircraft;

8. Dangerous goods carried as cargo;

9. Any action taken by the reporting office; and

10. Any other pertinent remarks.

Any information not available on the initial notification shall be obtained and passed prior to the declaration of the distress phase.

(g) The applicant for an ATS certificate shall establish procedures to ensure that, following the notification of an emergency situation, the RCC is provided without delay, with:

1. Any useful additional information; and

2. Notification when the emergency situation no longer exists however only the RCC can terminate an ALERFA or DETRESFA phase.

(h) The applicant for an ATS certificate shall establish procedures to ensure, as necessary, the use of all available means to establish and maintain communication with, and surveillance of, an aircraft in a state of emergency.

(i) The applicant for an ATS certificate shall establish procedures to ensure that, when a state of emergency is considered to exist, the last known position of any aircraft involved is established and recorded. Radar data shall be retained for flights involved in a state of emergency. The positions of other aircraft in the vicinity should be established to determine those most suitable to provide assistance.

(j) The applicant for an ATS certificate shall establish procedures to ensure that:

1. When an INCERFA or ALERFA phase is declared it shall, where practical, advise the aircraft operator prior to notifying the RCC;

2. When a DETRESFA phase is declared, the RCC shall be notified immediately, then the aircraft operator; and

3. All information notified to the RCC by the UAE ACC shall, where practical, also be communicated to the aircraft operator without delay.

(k) The applicant for an ATS certificate shall establish procedures to ensure that, in the event of an ELT signals being received and immediate checks fail to identify the source of the signal, the RCC is notified via UAE ACC without delay.

(l) The applicant for an ATS certificate shall establish procedures to ensure that—

1. When it has been established by an ATCU that an aircraft is in a state of emergency, other aircraft known to be in the vicinity and which may be affected by the situation of the aircraft involved, shall be informed of the nature of the emergency as soon as practicable, and

2. When an ATCU knows or believes that an aircraft is being subjected to unlawful interference, no reference shall be made in ATC air-ground communications to the nature of the emergency unless it has first been referred to in communications from the aircraft involved and it is certain that such reference will not aggravate the situation.

(m) The applicant for an ATS certificate shall establish procedures to ensure that if an ATCU becomes aware of a situation or receives information relevant to a state of emergency of an aircraft operating within a flight information region or controlled airspace not under the control of that unit, it shall confirm that that the phase declaration has been made and not assume that another ATCU has declared the phase.



CAR 4.30 FLIGHT PLANS

(a) The applicant for an ATS certificate shall establish procedures for the acceptance and processing of flight plans, unless this function has been allocated to a centralised flight planning office, when necessary for the provision of ATS including:

1. A check for compliance with any prescribed flight plan format and data conventions;

2. A check for completeness, and, to the extent practical, for accuracy; and

3. Provision for any action necessary to make the plan acceptable to ATC.

(b) The applicant for an ATS certificate operating a centralised flight planning office shall ensure that the office is equipped with:

1. Appropriate communication facilities, for the acceptance of flight plans from aircraft operators and any other ATCU; and

2. Facilities for the advance filing, retention, and activation of standard or repetitive elements of flight plan information.

(c) Flight plans may be filed by radio if the ATCU has the capacity to accept such plans.

CAR 4.31 TIME

(a) The applicant for an ATS certificate shall establish a procedure to ensure that ATCU clocks and other time recording devices:

1. Use Co-ordinated Universal Time (UTC) and express that time in hours and minutes and, when required, seconds of the 24 hour day beginning at 00:00 UTC; and

2. Are correct to within 5 seconds of UTC, or, wherever data link communications are utilized by an ATCU, clocks and other time-recording devices shall be checked as necessary to ensure correct time to within 1 second of UTC as determined by reference to a standard time station or corrected GPS time standard.

(b) The applicant shall establish procedures to ensure that the correct time, to the nearest half minute, is provided:

1. In respect of any aerodrome control service to aircraft prior to taxiing for take-off unless arrangements have been made for the pilot to obtain it from other sources; and

2. To any other aircraft on request.

CAR 4.32 ALTIMETER SETTING PROCEDURES

(a) The applicant for an ATS certificate shall establish a procedure to ensure that:

1. QNH altimeter settings are in hectopascals (hPa) rounded down to the nearest whole hectopascal;

2. The appropriate aerodrome QNH altimeter setting or area QNH zone altimeter setting is provided to all aircraft on initial radio contact, including aircraft that advise having received the current applicable ATIS broadcast except where it is known that an aircraft has already received the information;

3. ATCUs provide to an aircraft on request, the current applicable aerodrome QNH altimeter setting or area QNH zone altimeter setting; and

4. Where local traffic requires the altimeter setting in inches, a standard conversion is applied.



CAR 4.33 RADIO AND TELEPHONE PROCEDURES

(a) The applicant for an ATS certificate shall establish procedures to ensure that:

1. The standard telephony and radiotelephony phraseology prescribed in CAR 4.33.(b) is used wherever possible;

2. In all radiotelephony communications, discipline is observed by transmitting only those messages that do not have an adverse effect on the provision of an air traffic control service, or safety:

i. Standard phraseology and the English language shall be used at all times for all communication, unless the use of another language may assist in clarifying understanding between users. In such circumstances use of a language other than English shall be a last resort and kept to an absolute minimum;

ii. Users, i.e. ATCOs, shall not argue or participate in irrelevant, non-operational related conversations on radiotelephony frequencies or operational coordination/telephone lines.

3. Communications procedures are in accordance with the applicable communications procedures prescribed in ICAO Annex 10 Volume II, except that:

i. procedures relating to call signs for domestic use by UAE registered aircraft are those approved by the Authority.

4. Particular caution is exercised when language difficulties exists.

5. Transmissions are not clipped.

6. ATS personnel actively listen to read back of clearances or instructions and take immediate action to correct any discrepancies revealed by the read-back or lack thereof.

7. Incorrect use of radiotelephony call sign by flight crew is monitored and addressed.

8. All aircraft affected are instructed to retransmit their message or clearance whenever a transmission has or suspected to have been blocked by two or more aircraft, or whenever a transmission was incomplete or garbled.

(b) The applicant shall establish procedures to ensure that, for the purposes of CAR 4.33.(a), the standard phraseology, and the circumstances in which it is used, is that published in:

1. CAAP 69 UAE Radiotelephony Standards;

2. ICAO Annex 10;

3. ICAO PANS-ATM Doc 4444;

4. ICAO Doc 9432.

(c) For the purposes of CAR 4.33.(b), where differences occur between the stated documents, the particular phraseology shall be selected according to the order of precedence of the documents as listed.

(d) Where conditions warrant, separate communication channels shall be provided for the control of vehicles on the manoeuvring area, however a vehicle operating on a runway shall operate on the appropriate aerodrome control frequency.

(e) The applicant for an ATS certificate shall establish procedures to ensure that personal mobile phones or electronic devices are switched off or muted prior to entering the ATS operational control room. These devices shall not be used while performing operational duties nor allowed to distract ATS personnel at operational control positions.



Note – Aviation incident investigations have shown that the presence of mobile phones either voice or text messages poses significant distraction, which results in unacceptable levels of risk to the provision of ATC.

(f) The applicant for an ATS certificate shall establish procedures to ensure the management and reporting of call sign similarity, which may lead to call sign confusion affecting safety. The procedure shall include, but not limited to:

1. Ensuring that aircraft are made aware and warned of any actual or potential call sign similarity and confusion, when other aircraft with similar call sign is operating within the same airspace or aerodrome;

2. Warning adjacent ATCUs or sectors that aircraft with similar sounding call signs will affect their airspace or sector prior to transfer of communication;

3. Temporarily changing aircraft call sign(s) when similarity or confusion between two or more aircraft exists within its airspace or aerodrome.

CAR 4.34 ATS SURVEILLANCE SERVICES

(a) In this rule, the use of the word surveillance includes ADS-B and Multilateration systems as well as primary and secondary radar in accordance with the provisions of ICAO PANS-ATM Doc 4444, chapter 8.

(b) A safety case for the introduction of ADS-B and Multilateration systems shall be presented to the Authority, prior to such equipment being introduced to operational service.

(c) The applicant for an ATS certificate shall establish procedures to ensure that, where radar or automatic dependent surveillance is used to support the provision of an air traffic control service:

1. All surveillance separations are in accordance with the requirements of Appendix A.1 and ICAO PANS-ATM Doc 4444;

2. Mode A SSR code allocation shall be made by the ATCUs in accordance with the ORCAM allocation procedures.

3. Full information is made available to pilots and aircraft operators on:

i. the nature and extent of the surveillance services provided;

ii. any significant limitations regarding such surveillance services;

4. The information displayed at individual surveillance operating positions is that required for the ATS to be provided, including the display of safety related alerts and warnings, where the Authority has determined that the facility is required; and

5. The surveillance system used shall be provided and maintained in accordance with the provisions of Subpart 5 of the CAR PART VIII.

(d) Verification of pressure-altitude-derived level information (Mode C) displayed to the ATCO shall be effected by simultaneous comparison (reported and observed) at least once on initial contact by the first UAE ATCU providing a surveillance service, when an aircraft enters civil controlled airspace after departure from an aerodrome within the UAE or, on arrival/transit into civil controlled airspace within the UAE FIR.

Following successful verification, the Mode C information may be considered to remain verified provided it is associated with a Mode A SSR Code that has been previously validated by another UAE ATCU and that the observed Mode C information remains 200ft or less at all levels within the UAE FIR.

Note: Each UAE ATCU shall notify relevant adjacent ATCUs should they confirm or discover any discrepancy in the Mode C value observed.

1. Determination of level occupancy:



i. Maintaining a level: An aircraft can determine to be maintaining a level when the observed level is within the tolerances, indicated above, of the assigned level;

ii. Vacating a level: An aircraft can be considered to have vacated a level when the observed level is more than 200ft from the previously occupied level, in the anticipated direction;

iii. Passing a level: An aircraft can be considered to have crossed a level when the observed level has passed the level by more than 200ft in the required direction.

iv. Reaching a level: An aircraft is considered to have reached a level to which it had been cleared when whichever is the greater of 3 sensor or display updates, or 15 seconds has passed since the level information has indicated that it is within the appropriate tolerance required in CAR 4.34.(d).1.

2. Departing a runway:

v. The surveillance display indicates a positive rate of climb from the aerodrome elevation however Mode C information shall not be used when the display varies by more than 200ft from the aerodrome elevation during the take-off roll.

(e) If the reported level and the observed level differ by more than the criteria above, the pilot shall be asked to check the pressure setting and confirm the aircraft’s level.

(f) ADS-B may be used alone for separation of aircraft provided the:

1. Identification of ADS-B equipped aircraft is established and maintained;

2. There is no requirement for detection of aircraft not transmitting ADS-B;

3. The integrity of the ADS-B is adequate to support the separation minima; and

4. The sole use of ADS-B has been approved by the Authority.

(g) The display system shall provide a continuously updated presentation of the surveillance information with Human Factor design principles ensuring that “alerts, warnings and any other displayed information presented on situation display systems shall not obscure information and data on aircraft for which the ATCO is responsible.”

(h) Position symbols may represent the raw data source of the position information, or a combined symbol.

(i) Safety related and automated coordination information shall be displayed in a clear and distinct manner to facilitate ease of recognition.

(j) Labels associated with displayed targets shall show, as a minimum, information relating to the identity of the aircraft and, if available, pressure altitude derived information in a clear and concise manner.

(k) Labels shall be associated with the aircraft symbol in a manner precluding erroneous identification or confusion for the controller.

(l) Identification shall be established prior to the provision of any surveillance service, and the pilot informed. Identification shall be maintained until the termination of the surveillance service.

(m) Identification shall be established by one of the following methods:

1. ADS-B

i. direct recognition of aircraft identification in an ADS-B label; or

ii. transfer of ADS-B identification; or

iii. observance of compliance with an instruction to transmit ident.

2. SSR

i. direct recognition of aircraft identification in a radar label; or



ii. transfer of identification; or

iii. observance of compliance with an instruction to squawk ident; or

iv. recognition in a radar label, of an assigned discrete code which has been verified;

v. observation of compliance with an instruction to set a specific code.

3. PSR

i. by correlating a radar position indication with an aircraft reporting its position over, or as a bearing and distance from a point shown on the display, and by ascertaining that the track of the target is consistent with the aircraft’s path or heading; or

ii. by correlating an observed radar position indication with an aircraft that is known to have just departed, provided that the identification is established within 1 NM of the end of the runway used, or

iii. by transfer of identification; or

iv. after ascertaining the aircraft’s heading, by instructing a pilot to change heading by 30 degrees or more for a period long enough, based on the aircraft’s speed, to allow the track change to be identified and correlating the movements of a particular radar position symbol with the aircraft’s acknowledged compliance with the instruction ; or

v. by correlating the movements of a particular position indication with movements currently reported by an aircraft.

Note: When using methods 3.iv and 3.v, the controller shall verify that only one radar position indication has carried out the manoeuvre, and that the aircraft will remain within coverage of both radar and the situation display.

4. Transfer of identification shall be effected by one of the following means:

i. automated designation of the position indication; or

ii. notification of the aircraft’s SSR code, Mode S or ADS-B identification feature; or

iii. manual indication of the target where displays are adjacent or common; or

5. Designation of a position indication by reference to, or bearing and distance from a significant point or fix, together with the track of the position indication.

6. Instruction by the transferring controller to change SSR code and observation by the receiving controller of the change; or

7. Instruction by the transferring controller to squawk/ transmit ident and the observation of this response by the receiving controller.

(n) The use of methods 6 and 7 require prior coordination between the controllers.

(o) The applicant for an ATS certificate shall establish procedures to ensure position information shall be passed to an aircraft receiving a surveillance service:

1. Upon identification except when identification is based upon departure, SSR, Mode S or ADS-B, or transfer of identification; or

2. When requested by the pilot; or

3. When the pilot’s estimate differs significantly from that estimated by the controller, based on the observed position; or

4. When the pilot is instructed to resume own navigation after vectoring if the current instructions had diverted the aircraft significantly from a previously assigned route; or



5. Immediately before the termination of an ATS surveillance service, if the aircraft is observed to deviate from its intended route.

(p) Position information shall be passed in one of the following forms:

1. As a well-known geographical position; or

2. Magnetic track and distance to a significant point, en-route or approach aid; or

3. Compass direction and distance from a known position; or

4. Distance to touchdown if on final approach; or

5. Distance and direction from the centreline of an ATS route.

CAR 4.35 AIRCRAFT EMERGENCIES AND IRREGULAR OPERATIONS

(a) The applicant for an ATS certificate shall establish procedures to ensure maximum assistance and priority is given to an aircraft known, or believed to be, in a state of emergency.

To indicate that it is in a state of emergency, an aircraft equipped with an appropriate data link capability and/or an SSR transponder may operate the equipment as follows:

1. on Mode A, Code 7700;

2. on Mode A, Code 7600;

3. on Mode A, Code 7500, to indicate specifically that it is being subjected to unlawful interference; and/or

4. activate the appropriate emergency and/or urgency capability of ADS-B or ADS-C; and/or transmit the appropriate emergency message via CPDLC

(b) The applicant shall, where appropriate, establish procedures in accordance with ICAO PANS-ATM Doc 4444, to assist strayed aircraft, unidentified aircraft, and aircraft subject to military interception.

(c) In communications between ATCUs and aircraft in the event of an emergency, Human Factors principles, as shown in ICAO Doc 9683, should be observed.

(d) Fuel Emergency and Minimum Fuel

1. ATCUs shall establish procedures for handling aircraft declaring a fuel emergency or minimum fuel.

2. The pilot-in-command is required to advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot calculates that any change to the existing clearance to that aerodrome may result in landing with less than the planned final reserve fuel.

Note: The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options

have been reduced to a specific aerodrome of intended landing and any change to the

existing clearance may result in landing with less than the planned final reserve fuel. This is

not an emergency situation but an indication that an emergency situation is possible should

any additional delay occur.

3. When a pilot reports a state of minimum fuel, the controller shall inform the pilot as soon as practicable of any anticipated delays or that no delays are expected.

Note: Minimum fuel is the term used to describe a situation in which an aircraft’s fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted.



4. The pilot-in-command is required to declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to be available upon landing at the nearest aerodrome where a safe landing can be made is less than the planned final reserve fuel.

Note 1: The planned final reserve fuel refers to the value calculated and is the minimum amount of fuel required upon landing at any aerodrome.

Note 2: The words “MAYDAY FUEL” describe the nature of the distress conditions as required in ICAO Annex 10, Volume II, 5.3.2.1.1 b) 3

5. Subsequent ATC action with respect to the aircraft declaring a fuel emergency shall be based on the intentions of the pilot and the overall air traffic situation.

(e) Fuel Dumping: ATCUs shall have procedures in place to ensure pilots, wherever possible, adhere to the following requirements when a fuel dumping event is necessary:

1. Except in case of emergency, fuel dumping shall be carried out over water, i.e. the Arabian Gulf or Gulf of Oman, or clear of populated areas at or above 6,000 ft. altimeter setting.

2. In case of emergency, fuel dumping shall, whenever possible, not be carried out:

i. over the congested area of cities, towns or settlement

ii. at an altitude lower than 4000 ft. AGL.

iii. in holding patterns less than 3 000 ft. above other aircraft

Note: For fuel to be jettisoned while not meeting the above requirements the situation must be unavoidable and shall be reported immediately to the GCAA Duty Investigator and relevant public authorities including police, coast guard and environmental and health agencies

3. When an aircraft in controlled airspace needs to dump fuel, ATC shall coordinate with the flight crew the:

i. route to be flown which, if possible, is compliant with 1/ above

ii. level to be flown during the fuel dump;

iii. estimated duration of the fuel dumping; and

iv. radio frequency to be monitored whilst the aircraft is dumping fuel.

4. During the dumping phase, the ATC shall ensure following separation minima with other known traffic from the aircraft dumping fuel by:

i. at least 10 NM horizontally, but not behind the aircraft dumping fuel; or

ii. at least 50 NM behind the aircraft dumping fuel, when at or above the level of the

aircraft dumping fuel; or

iii. at least a vertical separation of 1000 ft. above or 3000 ft. below the aircraft dumping

fuel, if behind or crossing the flight path within 15 MIN flying of the aircraft dumping

fuel.

5. Information to other ATCUs and non-controlled traffic.

i. A warning message shall be broadcast on appropriate frequencies for non-controlled

traffic to remain clear of the area concerned.

ii. Adjacent ATCUs and control sectors should be 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.



iii. Upon completion of the fuel dumping, adjacent ATCUs and control sectors should be

advised that normal operations can be resumed.

6. Reporting of fuel dumping events

i. ATCUs shall report fuel dumping events through the ROSI system, including details of

location, altitude, duration and reason for the fuel dump.

ii. In the event that due to the urgency of the emergency situation the fuel dumping

occurs below 6,000 ft. within populated areas or an environmentally sensitive area,

the event shall be reported directly to the Authority through the Duty Investigator

serious incident contact.

iii. ATCUs shall consider procedures for communicating directly with the relevant police

organisations, to notify them of any fuel dump which occurs below 6,000 ft. within

populated areas or an environmental sensitive area.

(f) In-flight Emergency Response (IFER)

1. ATCUs shall develop IFER Checklists tailored to meet the ATCU’s needs.

2. ATCUs shall ensure that ATCOs are provided with and use IFER Checklist while handling aircraft in emergency situations.

3. ATCUs shall incorporate the content of the IFER Manual into both the ATC ab-initio training and regular Emergency Continuation Training.

Note 1: The IFER service is designed to ensure standardization of ATS handling and management of emergency situations and effective bridging between Pilots in emergency situations, ATS providers and Search and Rescue (SAR) service providers. IFER services serve that critical period of flight in which an aircraft’s operations are identified as being abnormal while not necessarily being so immediately critical as to suggest the imminence of a crash, ditching or forced landing.

Note 2: The IFER Manual provides general guidance, procedures and cautions to ATC Officers when handling various emergency situations, together with generic ATC Emergency Handling Checklists, which should be tailored to suit the ATCU’s needs. The manual aims to enhance and standardize the service provided by ATCOs managing aircraft emergencies. See Appendix A.6 IFER Manual.

CAR 4.36 ACCIDENT, INCIDENT AND OCCURRENCE REPORTING

(a) The applicant for an ATS certificate shall establish procedures for:

1. The notification, investigation, and reporting of incidents in accordance with CAR Part VIII Subpart 4 Appendix 4; and

2. The forwarding of facility malfunction reports required by CAR Part VIII, Subpart 4 to the applicable aeronautical telecommunication service certificate holder.

(b) The applicant for an ATS certificate shall establish procedures regarding an accident, serious incident or occurrence to:

1. Determine if any air navigation facilities have contributed to the event;

2. Ensure immediate action is taken to:

i. warn other aircraft that may be using or intending to use the facilities;

ii. advise the operator of the facility of the occurrence, and that the facility may be implicated;



iii. assist the operator of the facility with the prompt promulgation of any decision to withdraw the equipment from service; and

3. Ensure that any facility identified in CAR 4.36.(b).1 is not used in the provision of separation to IFR aircraft until cleared for use by the relevant holder of an aeronautical telecommunications service certificate issued under CAR Part VIII, Subpart 5.

CAR 4.37 RECORDINGS AND RECORDS

(a) The applicant for an ATS certificate shall establish procedures to ensure that recording facilities are available and operational at all times when ATC are being provided, including but not limited to:

1. Radiotelephony frequencies;

2. Surveillance data, e.g. radar, ADSB, multilateration, video;

3. Coordination lines and telephone lines.

(b) Unofficial recording of operational ATC data/voice is not permitted without specific approval from the ATCU.

(c) Records of ATC data/voice shall be considered as confidential and shall not be disseminated outside the organisation without express approval from the ATCU Management or the Authority.

(d) The applicant for an ATS certificate shall establish systems and procedures to identify, collect, store, secure, maintain, access, and dispose of, records necessary for:

1. The operational provision of ATS;

2. The purpose of assisting with any accident or incident investigation;

3. The on-going SMS improvement process;

4. Low visibility operations where applicable.

(e) Records shall include electronic recordings of:

1. Telephone communications;

2. Radio broadcasts and communications;

3. Air/ground or ground/ground digital data exchanges displayed at unit, regardless of source;

4. Radar data and information displayed at unit, regardless of source;

5. Automatic dependent surveillance data and information;

6. Any other communication or surveillance system;

7. Any electronic means of providing situational awareness such as electronic flight strips; and

8. The aural environment at ATC work stations including the background communications.

Note: The requirements in 4.37.(e).3 and 4 for recording of data may be met by LoA with the unit from which the data is received.

(f) The records shall include:

1. Filed flight plans including standard and repetitive plans;

2. Flight progress strips;

3. Appropriate meteorological and aeronautical information, except where the information is retained for an equivalent period by a meteorological or AIS organisation;

4. Staff duty rosters;



5. ATC logs and position logs;

6. A record of each internal audit report, corrective action, preventive action and management review required by CAR 4.42. The record shall detail the activities reviewed and any necessary follow-up corrective and preventive actions; and

7. Unit occurrence investigation records.

(g) The applicant shall establish systems and procedures to ensure that electronic records required by CAR 4.37.(e):

1. Include time recording, correct to 5 seconds of UTC, as determined by reference to a standard time station or GPS time standard; and

2. Replicate the voice communications, and, if applicable, the surveillance picture, applying at the particular operating position.

(h) The applicant for an ATS certificate shall establish systems and procedures to ensure that all records, except where replication is required by CAR 4.37.(g).2, are of sufficient clarity to convey the required information.

(i) The applicant shall establish procedures to ensure that the records referred to in CARs 4.37.(e) and 4.37.(f) are retained for 31 days from the date of entry, except for:

1. Staff duty rosters;

2. Written records associated with the requirements of CARs 4.40.(a).1 and 4.40.(a).2;

3. ATC logs,

which shall be retained for 3 years, and

4. Records of occurrence investigations and associated data,

which shall be retained for a period of not less than 5 years.

(j) Records shall be made available, in a format acceptable to the Authority, when requested. The acceptable formats include:

1. All Microsoft applications, i.e. Office and Windows; or

2. Any media player (video and/or audio recordings) compatible with Microsoft Windows;

3. PDF, JPEG, Zip, PNG, JPG,

4. If files cannot be uploaded to ROSI due to the size of the file(s), recordings may be burned on to a DVD/CD or stored on a USB external hard-disk or flash memory stick and forwarded to the Authority.

CAR 4.38 LOGS, POSITION LOGS AND DUTY HOUR LOGS

(a) The applicant for an ATS certificate shall establish procedures to ensure that a log is kept at each ATCU, and, where a unit has physically separate operations areas, at each such location within the unit.

(b) The log shall be used to record all significant occurrences and actions relating to operations, facilities, equipment and staff at an ATCU including, but not limited to, such matters as:

1. Incidents, accidents, non-compliance with Regulations or ATC clearances regardless of whether an additional separate report is required;

2. Aerodrome inspections, details of work in progress and other essential aerodrome information;

3. Changes to the status of navigation facilities, services and procedures;



4. Receipt of special aerodrome reports, SIGMET reports or other significant meteorological phenomena

(c) The procedure shall ensure that:

1. The log is maintained by the senior person on duty, or the person on watch at a nominated operating position;

2. The log is maintained throughout the hours of watch of the ATCU or operations room;

3. If a logbook is used, the pages are sequentially numbered, all entries are:

i. in chronological order, include the time of entry in UTC;

ii. are in ink; and without erasure, defacement, or obliteration;

iii. corrected by drawing a single line through the erroneous information and initialling the correction;

4. When the Log is in an electronic format, measures shall be taken to ensure that all entries made in the log are traceable and protected. The electronic format shall not permit entries to be subsequently altered or tampered with in any way;

5. Actual times of opening and closing watch are recorded in the log, together with the reason for every variation from published hours of service; and

6. Reviewed by the ATC Manager, or designee, daily to note all significant entries.

(d) The applicant shall establish procedures to ensure the keeping of an operating position log, when such information is not available in the logbook required by CAR 4.38.(a)

(e) The procedure shall ensure that the operating position log contains sufficient information to identify:

1. When that position was in operation;

2. The services being provided from that position; and

3. The identity of the individual providing the service.

(f) An air traffic controller duty hour log shall be maintained at each ATC operational position. Controllers are responsible for ensuring that the entries made in the duty hour log are complete and accurate.

(g) Unit management shall have a process in place to ensure that entries made in the duty log are complete and accurate and to oversight the controller duty hours so that, in the event that a controller will or has worked outside the duty hour restrictions, the controller shall not be permitted to continue operational duties until the duty hours requirements can be met and if necessary the controller has been counselled on the issue.

(h) Each duty hour log shall include unit and operational position identifiers. ATCOs shall enter the following information into the log during handover procedures:

1. The controller identifier;

2. The date-time controller accepted handover from previous controller; and

3. The date-time controller completed handover to on-coming controller.



CAR 4.39 SECURITY

(a) The applicant for an ATS certificate shall prepare an ATC security programme.

(b) Each ATC security programme shall specify the physical security requirements, practices and procedures to be followed for the purposes of minimising the risk of destruction of, damage to, or interference with the operation of any ATCU operated by the applicant where such destruction, damage or interference is likely to endanger the safety of aircraft.

(c) Without limiting the generality of CAR 4.39.(b), the security programme shall specify such physical security requirements, practices and procedures as may be necessary:

1. To ensure that entrances to permanent ATC facilities operated by the applicant are subject to positive access control at all times, so as to prevent unauthorised entry;

2. To monitor unattended permanent ATC buildings to ensure that any intrusion or interference is detected;

3. To protect personnel on duty; and

4. To be followed in the event of a bomb threat or other threat of violence against an ATCU.

CAR 4.40 SERVICE DISRUPTIONS

(a) The applicant for an ATS certificate shall establish procedures, in addition to any reporting requirements in CAR Part VIII, Subpart 4, Appendix A.4 to:

1. Advise the Authority of any planned disruption to the provision of ATS that could have an impact on safety;

2. Investigate any unplanned disruption to the provision of ATS;

3. Report to the Authority, within 48 hours of the occurrence, the circumstances surrounding any unplanned disruption to ATS when the disruption affected, or could have affected, the safety of air traffic.

(b) Disruptions reportable under CAR 4.40(a) shall include, but are not limited to, any :

1. Failure to open watch within 15 minutes of the promulgated opening time;

2. Interruption, of greater than 10 minutes, to the normal provision of an air traffic control service when safety was affected; and

3. Curtailment of watch, by greater than 30 minutes, from the promulgated off watch time.

CAR 4.41 SAFETY MANAGEMENT SYSTEM (SMS) REQUIREMENTS

(a) The applicant for an ATS certificate shall establish, develop and implement a safety management system acceptable to the Authority compliant with the requirements of CAR Part X.

(b) In the case of an aerodrome control service, the safety management system shall include the requirement to participate in relevant Aerodrome safety management programmes such as:

1. Runway safety teams;

2. Low visibility operations programmes.

(c) The safety management system shall clearly define lines of safety accountability throughout the ATC organisation, including a direct responsibility for safety on the part of senior management.

(d) An ATCU shall ensure that any significant change to the ATC system, including but not limited to proposed amendments to separation minima, operational equipment or procedures, ATC sectorisation, coordination procedures and hours of duty shall be subject to a safety assessment,



demonstrating that an acceptable level of safety shall be met, prior to implementation. User consultation shall form part of the safety assessment.

(e) An ATCU shall define appropriate safety performance indicators, safety performance targets and alert levels for the following occurrences, in which an ATC staff member’s action, were contributory to the occurrence.

1. Airborne Separation Minima Infringement (ASMI) Category A & B

2. ASMI Category C & D

3. ASMI Category E

4. Loss of Runway Separation Category A & B

5. Loss of Runway Separation Category C & D

6. Runway Incursion Category A & B

7. Runway Incursion Category C & D

8. Level Bust Category A & B

9. Level Bust Category C & D

(f) ATCUs shall forward to the Authority for acceptance the defined safety performance indicators, safety performance targets and alert levels for each of the above occurrences specified in CAR 4.41.e, calculated quantitatively in accordance with ICAO Doc 9859, by a process determined by the Authority.

(g) ATCUs shall conduct a monthly safety performance assessment and forward it to the Authority by the last day of the month following the end of each reporting month. The assessment must contain as a minimum:

1. monthly ATCU traffic movements,

2. the status of current safety performance and alert levels,

3. identification of risk elements within those incidents related to the safety performance indicators and targets,

4. the unit response to any breached alert level, and

5. A summary of actions taken to maintain or improve safety performance and a review of the effectiveness of any actions in progress relating to measured risks.

(h) An annual assessment shall be conducted that must contain as a minimum:

1. a summary of the monthly elements required in CAR 4.41.(i) above

2. an evaluation of the controls implemented to manage safety performance and identified safety risks,

3. a summary of actions taken to maintain or improve safety levels and a timeline for implementation of identified improvements.

(i) ATCUs shall ensure that any operational risk arising from ATCO’s stress and fatigue is managed through its safety management system.

(j) ATCUs shall comply with any request for information regarding safety performance as deemed

necessary by the Authority.

(k) The SMS Manual shall include a document compliance matrix detailing where the requirements of

CAR X are contained within the SMS manual.



CAR 4.42 QUALITY MANAGEMENT SYSTEM (QMS) REQUIREMENTS

(a) The applicant for an ATS certificate shall establish an internal quality management system (QMS) acceptable to the Authority to ensure compliance with, and the adequacy of, the procedures required by these Regulations.

(b) The QMS shall include:

1. A quality assurance policy and procedures that are relevant to the applicant’s organisational goals and the expectations and needs of its customers;

2. Procedures to ensure that aeronautical data at any moment is traceable to its origin so as to allow any data anomalies or errors, detected during production/maintenance phases or in operational use to be corrected;

3. Procedures to ensure quality indicators relevant to the service being provided, including but not limited to, samples of radio and telephone records, defect and incident reports, and personnel and customer feedback, are monitored to identify existing problems or potential causes of problems within the system;

4. A procedure for corrective action to ensure existing problems that have been identified within the system are corrected;

5. A procedure for preventive action to ensure that potential causes of problems that have been identified within the system are remedied;

6. An internal quality audit programme to audit the applicant’s organisation for conformity with its quality management system; and

7. Management review procedures to ensure the continuing suitability and effectiveness of the internal quality management system in satisfying the requirements of this Part.

(c) The QMS Manual shall include a document compliance matrix detailing where the requirements are contained within the QMS manual.

CAR 4.43 TRIALS

(a) The Authority may, upon application in writing from the holder of an ATS certificate, approve, subject to such conditions on that approval as the Authority considers necessary in the interests of aviation safety, the conduct of trials regarding:

1. Reduced separation minima; or

2. New operating procedures or routes; or

3. Standard phraseology; or

4. ATS surveillance procedures, or

5. Data link procedures.

(b) The application shall include a safety assessment in accordance with ICAO PANS-ATM Doc 4444, Chapter 2 and Doc 9859.

(c) A trial may be approved by the Authority for a single period of no longer than 6 months, and upon further application in writing by the certificate holder, be extended by the Authority for a single period of no longer than 3 months.

(d) A trial approved under this rule may be terminated by the Authority at any time.

(e) On completion of the trial ATCUs may request in writing approval, supported by a safety assessment, for introduction of the trialled process/procedures on a permanent basis.



CAR 4.44 DENIAL OF AN ATC CLEARANCE

(a) The holder of an ATS certificate in respect of an aerodrome control service shall not deny the pilot of an aircraft an ATC clearance on the basis of non-payment of charges owed to the certificate holder unless:

1. The aircraft is on the ground; and

2. That clearance is for entry onto the manoeuvring area.

(b) The certificate holder shall continue to provide normal ATC service for any aircraft without an ATC clearance entering the manoeuvring area.

CAR 4.45 ATC SCHEDULING

(a) General

1. Within this regulation:

i. UAE local time is the time used unless otherwise stated.

ii. References made to ATCOs shall also mean Student ATCOs and ATCOs under supervision.

iii. ATC scheduling requirements within these regulations shall include, and take into account, any unlicensed duties such as administrative tasks or office work, training, courses, meetings, seminars, workshops etc. performed prior to commencing any duty period(s) for those persons providing ATC.

iv. ATCUs should implement similar scheduling requirements for other ATS personnel who interact directly with ATCOs.

2. In order to prevent and mitigate the negative effect of fatigue the ATCU shall:

i. Develop and maintain a policy for the management of fatigue;

ii. Establish and maintain procedures for the identification of sources of occupational fatigue, together with prevention, mitigation and monitoring strategies;

iii. Provide education and information programmes on prevention of personal fatigue such as the benefit of napping and the impact of sleep inertia risk.

3. The management of fatigue shall be a dual responsibility between the ATCU and employees.

Note: While it is the ATCOs responsibility to arrive for work in a fit state to carry out their

duties by having obtained sufficient rest and sleep, it is the ATCU’s responsibility to ensure

that it is not causing unfitness to work by not having adequate and effective fatigue

management practices.

4. Napping or sleeping at operational control positions shall be strictly prohibited.

Note: Napping is recognised as an effective fatigue countermeasure and should be permitted

by the ATCU where opportunities exist during rest breaks.

5. ATCUs shall have a documented process in place to oversight adherence of the prescriptive

duty limitations.

(b) Staffing Levels



1. ATCUs shall determine the minimum number of full-time operational ATCOs required per

calendar year for the provision of ATC by taking into account days when ATCOs are not

available for duty due to, but not limited to:

i. Non-duty periods, i.e. sleep days and rest days;

ii. Leave periods;

iii. Emergency or compassionate leave;

iv. Public holidays;

v. Sickness;

vi. Days in lieu;

vii. On-the-Job Training;

viii. Development and continuation training;

ix. Certificate of competence examination;

x. Suspension from operational duty;

xi. Remedial training;

xii. Medical suspensions;

xiii. Maternity and paternity leave;

xiv. Hajj leave; and

xv. National service, long term absence, resignations and retirement etc.

2. ATCUs should consider annual staff turnovers when calculating the minimum staffing

requirements, taking into account the recruitment period and duration of the training

programme.

3. ATCUs should implement and maintain effective systems to monitor staffing levels including

current and future forecast workload for each control position and, routinely review these

records to ensure sufficient staffing levels are maintained and planned for.

(c) Duty Scheduling

1. ATCUs shall take into account fatigue-related risks before issuing, or making alterations to,

monthly schedules.

2. ATCUs should only allow one duty period to commence within the same calendar day and

should implement forward duty rotation for the purpose of allowing the body’s circadian

rhythm to better adjust when moving ahead rather than back.

Note: “Forward duty rotation” is defined as duties rotating forward from morning to

afternoon to night.

3. Monthly schedules should be published no later than 15 calendar days in advance prior to

the new month.

4. Alterations to published schedules should be communicated with the affected ATCO as soon

as possible. ATCO consent is required for alterations effective within 24 hours and the

acceptance by the ATCO concerned shall be documented.

(d) Prescriptive Limitations



1. Complying with the regulatory prescriptive limitations does not relieve the ATCU of its

responsibility to manage risks, including fatigue-related risks, using its SMS in accordance

with the provisions of CAR Part X.

2. No duty period shall exceed 10 hours.

3. There shall be an interval of not less than 10 hours between the conclusion of one duty

period and the commencement of the next duty period. This interval may be reduced by up

to 20 minutes solely for the purpose of orderly shift handover.

4. An ATCO shall not be scheduled to work more than 3 night duties within 240 consecutive

hours (10 days).

5. Within 40 consecutive hours the aggregate of duty periods shall not exceed 20 hours.

6. Within 720 consecutive hours (30 days) the aggregate of duty periods and standby duties

shall not exceed 300 hours, provided that duty periods do not exceed 200 hours. For the

purpose of this limitation, standby duty is calculated at 50 per cent of duty time.

7. Within 720 consecutive hours (30 days) the sum of hours of 3 separate off duty periods shall

total more than 168hrs.

8. Upon the conclusion of seven duty periods within 168 consecutive hours (seven days), or

upon duty periods within 168 consecutive hours reaching a total of 55 hours, whichever is

the earlier, there shall be an interval of a minimum of 60 hours before the commencement

of the next duty period.

9. ATC operational duties shall not normally exceed 2 ½ hours. During any 3 hour period

consisting of ATC operational duties there shall normally be at least one break not less than

30 minutes in duration immediately prior to the resumption of operational duties. Frequent

break periods shall be considered during heavy or complex traffic situations, the hours of

00:00 - 07:00 and, periods with low visibility conditions for aerodrome control rated ATCOs.

10. The ATCU may, where workload, density and complexity, for any part of the day are judged

to be low and the activity is sporadic rather than continuous, increase the ATC operational

duty period stated in CAR 4.45.(d) 10 to a maximum of 4 hours. Following a 4 hour period,

the affected ATCO shall arrange “self-breaks” lasting not less than 30 minutes, by closing a

control position when there are no aircraft being controlled on the frequency or expected

within this period, provided that prior coordination is affected with, but not limited to, the

adjacent ATCU(s), and the affected ATCO is reachable by telephone.

11. Minimum leave entitlement per calendar year

i. The total leave entitlement per calendar year for licence holders shall be in compliance with the UAE Labour Law.

ii. Unless otherwise agreed, the ATCO shall not be rostered to provide operational duties, neither scheduled nor standby duties, during the non-duty periods both prior to and subsequent to duty cycle(s) taken as leave.

Note: The non-duty periods (off days) in a common duty pattern of M-M-A-A-N-N-S-O-O-O shall not be deducted from the ATCOs leave balance.

iii. Once an ATCO has commenced a leave period he should not be recalled to the workplace or scheduled for standby duties, unless he accepts to do so.



iv. ATCUs shall implement procedures and plans for allocating at least one leave period of not less than 10 consecutive days per calendar year for all operational ATCOs, unless an ATCO willingly elects not to take such period of leave.

Note: ATCUs are encouraged to afford ATCOs the opportunity to take at least one leave period of not less than 20 consecutive days per calendar year.

CAR 4.46 RESERVED (MANAGEMENT OF FATIGUE-RELATED SAFETY RISKS)

CAR 4.47 ORGANISATION EXPOSITION

(a) The applicant for an ATS certificate shall provide the Authority with an exposition containing:

1. A statement signed by the Accountable Manager on behalf of the applicant’s organisation confirming that the exposition and any associated manuals or procedures:

i. Define the organisation and demonstrate its means and methods for ensuring on-going compliance with any applicable requirements;

ii. Are required to be complied with by its personnel at all times;

2. A statement signed by the Accountable Manager on behalf of the applicant’s organisation confirming that:

i. the organisation has sufficient financial strength to provide the services contained within the organisation’s exposition;

ii. the organisation has sufficient liability and insurance cover to meet any claims that could be made relating to the services contained within the organisation’s exposition;

3. The title and name of the person required by CARs 4.7.(a).1, and the titles of the persons required by CARs 4.7.(a).2 to 4.7.(a).5 inclusive.

Note: The names of those post holders required by CARs 4.7.(a).2 to 4.7.(a).5 inclusive are not required to be included in the exposition as these will be listed through the GCAA E-Service (Part III of the ATS certificate);

4. The duties and responsibilities of the person or persons specified in CAR 4.47.(a).3 , including matters for which they have responsibility to deal directly with the Authority on behalf of the organisation;

5. An organisation chart showing lines of responsibility of the persons specified in CAR 4.47.(a).3., and extending to each location listed under CAR 4.47.a. 6.i and ii;

6. In the case of an organisation providing ATS from more than one ATCU, a table listing:

i. locations of ATCUs;

ii. the aerodrome or airspace being serviced;

iii. the services provided;

7. Details of the applicant’s staffing structure for each ATCU;

8. A document compliance matrix detailing where the requirements of CARs 4.7 to 4.46 are contained within the organisations operational manuals; and

9. Procedures to control, amend and distribute the exposition.

(b) The applicant’s exposition must be acceptable to the Authority.



CAR 4.48 OPERATIONS MANUAL

(a) The applicant for an ATS certificate shall provide an Operations Manual containing the following:

1. The procedures required by CAR 4.7.(d) regarding the competency, qualifications, maintenance of current operating practice, and medical fitness of personnel;

2. The procedures regarding shift administration required by CAR 4.9;

3. A description of the display systems to be used in meeting the requirements of CARs 4.10.(c).5.i and 4.10.(d)3.i;

4. The information required by CAR 4.11 regarding hours of service, the establishment of an air traffic control service, and any transitional arrangements;

5. The procedures required by CAR 4.12;

6. The contingency plan required by CAR 4.13;

7. The procedures required by CAR 4.14 regarding coordination requirements;

8. The procedures required by CAR 4.15 regarding the notification of facility status;

9. The procedures required by CAR 4.16 regarding the receipt of information requirements;

10. The procedures required by CAR 4.17 regarding meteorological information and reporting;

11. Where applicable, the procedures required by CAR 4.18 regarding the provision of area control and approach control services;

12. Where applicable, the procedures required by CAR 4.19 regarding the provision of aerodrome control service;

13. The procedures required by CAR 4.20 regarding the separation of controlled flights and special use airspace;

14. The procedures required by CAR 4.21 regarding responsibility for control;

15. Where applicable, the procedures required by CAR 4.22 regarding the application of priorities;

16. Where applicable, the procedures required by CAR 4.23 regarding flow control;

17. The procedures required by CAR 4.24 regarding ATC clearances;

18. The procedures required by CAR 4.25 regarding deviations from an ATC clearance;

19. The procedures required by CAR 4.26 regarding the allocation of cruising levels;

20. The procedures required by CAR 4.27 regarding the provision of flight information service;

21. The procedures required by CAR 4.29 regarding the provision of alerting service;

22. The procedures required by CAR 4.30 regarding the processing of flight plans;

23. The procedures required by CAR 4.31 regarding time;

24. The altimeter setting procedures required by CAR 4.32;

25. The radio and telephone procedures required by CAR 4.33;

26. The procedures required by CAR 4.34 regarding the provision of surveillance services;

27. The procedures required by CAR 4.35 regarding aircraft emergencies and irregular operations;

28. The procedures required by CAR 4.36 regarding actions following an air safety incident or accident;



29. The procedures required by CAR 4.37 regarding the gathering and management of recordings and records;

30. The procedures required by CAR 4.38 regarding the keeping of logbooks and position logs;

31. Details of the programme required by CAR 4.39 regarding security arrangements;

32. The procedures required by CAR 4.40 regarding disruption to service;

33. The procedures required by CAR 4.44 regarding the denial of an ATC clearance;

34. The procedures and processes required by CAR 4.45 regarding ATC scheduling; and

(b) The operations manual, including a document compliance matrix detailing where the requirements of CAR 4.48 are contained within the organisation manuals, must be acceptable to the Authority.

CAR 4.49 CHANGES TO CERTIFICATE HOLDER’S ORGANISATION

(c) The holder of an ATS certificate shall ensure that the holder’s exposition is amended so as to remain a current description of the holder’s organisation and services.

(d) The holder of an ATS certificate shall ensure that any amendment to the holder’s exposition:

1. Meets the applicable requirements of this Part; and

2. Complies with the amendment procedures contained in the holder’s exposition.

(e) The holder of an ATS certificate shall provide the Authority with a copy of each amendment to the holder’s exposition as soon as practicable after its incorporation into the exposition,

(f) If the holder of an ATS certificate proposes to make any change to any of the following, prior notification to and acceptance by the Authority is required:

1. The Accountable Manager;

2. The post holders shown in CAR 4.7.(a) 2-5 inclusive;

3. Any aspect of air traffic management that may have an adverse impact on ATS provided by a State responsible for adjacent airspace.

(g) The Authority may specify conditions under which the holder of an ATS certificate may operate during or following any of the changes specified in CAR 4.49.(d), and the holder shall comply with any conditions specified.

(h) If any of the changes referred to in this rule require an amendment to the certificate, the holder of the ATS certificate shall forward the certificate to the Authority as soon as practicable.

(i) The holder of an ATS certificate shall make amendments to the holder’s exposition as the Authority considers necessary in the interests of aviation safety.

CAR 4.50 WITHDRAWAL OR TRANSFER OF SERVICE

(a) The holder of an ATS certificate who wishes to permanently withdraw or significantly reduce the hours of operation of an air traffic control service shall give the Authority at least 90 days’ notice of the proposal and include in that notice a summary of factors considered in arriving at the decision to withdraw the service.

(b) The holder of an ATS certificate who is the outgoing organisation of an air traffic control service shall not hinder the preparation and execution of the transitional arrangements required by CAR 4.11.(b).



APPENDIX 1 — SEPARATION CRITERIA AND MINIMA

A.1.1 GENERAL

(a) Separation criteria shall be those contained in ICAO PANS-ATM Doc 4444 and Regional Supplementary Procedures supplemented by the CARs below.

(b) Other separation minima may be established by the Authority following consultation with operators and adjacent ATS Authorities, where the separation is required close to a common boundary, following a safety assessment and proposal by the ATCU.

(c) Except as provided in CAR 4.25 and Appendix A.1.1(d), the procedures required by CAR 4.18.(a).2 and 4.19.(a).2 shall specify that vertical, horizontal or composite separation shall be provided between:

1. All flights in class A and B airspace;

2. IFR flights in class C, D, and E airspace;

3. IFR flights and VFR flights in class C airspace;

4. IFR flights and special VFR flights in classes B, C and D control zones; and

5. Special VFR flights.

(d) In class D or E airspace, the ATC separation required by CAR 4.18.(b) does not apply to an IFR flight if the pilot has been cleared to maintain own separation from other IFR flights. The clearance shall not be issued unless:

1. The clearance is in response to a specific request from the pilot of the aircraft;

2. The flight is during the day and visual meteorological conditions apply;

3. The clearance is for a specific portion of the flight, at or below 10,000ft;

4. The pilots of all flights that will be essential traffic agree with the application of the procedure;

5. Essential traffic information is passed to the pilots of all affected flights; and

6. The flights concerned are on the same ATC frequency.

(e) An IFR flight may be cleared to execute a visual approach provided that the pilot can maintain visual reference to the terrain, subject to the following conditions:

1. The reported ceiling is at or above the level of the beginning of the initial approach segment of the aircraft so cleared;

2. The aircraft shall not be cleared for an initial approach below the appropriate minimum altitude nor to descend below that altitude until the pilot reports that the meteorological conditions are such that the pilot can maintain visual reference to the terrain and that there is reasonable assurance that a visual approach and landing can be completed;

3. Prior to, and upon commencement of, vectoring for approach, the pilot shall be advised of the type of approach as well as the runway to be used. Clearance for visual approach shall be issued only after the pilot has reported the aerodrome or the preceding aircraft in sight, at which time vectoring would normally be terminated;

4. Separation shall be provided between an aircraft cleared for a visual approach and other arriving and departing aircraft, except that, for successive visual approaches, the pilot of a succeeding aircraft reports having the preceding aircraft in sight and is instructed to maintain own separation;



5. When applicable, the controller shall issue a caution of possible wake turbulence; and

6. The aircraft are transferred to the aerodrome controller in sufficient time that information on essential local traffic, if applicable, and clearance to land or alternative instructions can be issued in a timely manner.

A.1.2 SEPARATION INVOLVING MILITARY AIRCRAFT

(a) The separation criteria and minima prescribed in this Subpart shall be applied to military aircraft unless there is written agreement between the ATCU, the Authority and the UAE Defence Force, or a military agency of a foreign state, authorising the use of reduced military separation when it is:

1. Between military aircraft;

2. Agreed to by the pilots of the aircraft involved; and

3. In accordance with the written agreement.

(b) Essential traffic information shall be passed to affected controlled flights whenever ATC is aware of Code Red operations.

A.1.3 FORMATION FLIGHTS

(a) Separation need not be applied between individual aircraft in formation flight when:

1. Prior notice of the flight has been given to ATC ; or

2. The flight consists of an aircraft in distress and its escort.

A.1.4 SEPARATION FROM ACTIVE SPECIAL USE AIRSPACE

(a) When applying the separation required in CAR 4.18 and 4.19, the minimum separation shall be:

1. When aircraft operating within the special use airspace:

i. 1000 ft. vertical separation up to FL 290; or

ii. 2000 ft. vertical separation above FL 290; or

iii. Applicable radar separation.

2. Achieved by the use of minima or procedures designed by a procedure design organisation and approved by the Authority.

3. When the SUA is established for purposes other than aircraft activities, separation must be achieved by keeping controlled flights clear of active SUA. This may be achieved by:

i. Radar vectoring clear of the SUA; or

ii. Aircraft operating on ATS routes or procedures designed so that the procedure primary area is clear of the SUA boundary; or

iii. The pilot maintaining own separation from the SUA visually; or

iv. Maintaining an altitude at or above the published SUA upper level.



AREA AND APPROACH SEPARATION CRITERIA

A.1.5 LONGITUDINAL SEPARATION BY TIME

(a) When separating aircraft that are on the same track, and on opposite sides of a VOR or VORTAC, at which both aircraft are required to report, 5 minutes minimum separation may be applied, provided:

1. One aircraft is in level flight and the other aircraft is climbing or descending to achieve vertical separation;

2. The preceding aircraft has passed the applicable aid by at least 5 minutes; and

3. Confirmation is obtained from the following aircraft that it has not yet reached the applicable aid.

A.1.6 LONGITUDINAL SEPARATION BY DISTANCE

(a) Separation may be established or maintained between aircraft using GNSS derived distance in lieu of DME derived distance, or one aircraft using GNSS and the other using DME, provided that both aircraft are using the same DME station, same GNSS waypoint or when the GNSS waypoint and DME station are collocated.

(b) GNSS based distance is acceptable from either GNSS standalone equipment or an integrated navigation system incorporating GNSS

(c) Separation is assured by obtaining frequent, and immediately consecutive, distance readings from both aircraft.

(d) A minimum separation of 10 NM may be applied:

1. When changing from longitudinal to vertical separation, where the following aircraft is instructed to reach a vertical separation level 10 NM prior to the last distance report of the preceding aircraft ; or

2. When separating an aircraft beyond, and flying away from a DME arc, from an aircraft on the arc, using the same DME.

A.1.7 LATERAL SEPARATION

(a) Lateral separation may only be applied according to the criteria and minima contained in ICAO PANS-ATM Doc 4444, Chapter 5 or where approved by the holder of a flight procedure design certificate issued by the Authority.

RADAR SEPARATION

A.1.8 RADAR SEPARATION FROM AN UNIDENTIFIED CONTROLLED FLIGHT

(a) A minimum radar separation of 5nm may be applied between an identified aircraft and an unidentified controlled flight entering or about to enter radar coverage, in accordance with the provisions of ICAO PANS-ATM Doc 4444, Chapter 8, paragraph 8.7.2.8.

(b) Radar separation may be applied between a previously identified aircraft which has since passed out of radar cover, and a following identified aircraft, provided the following aircraft can achieve the appropriate vertical separation at least 5 NM before the position at which the preceding aircraft passed out of radar cover.

(c) Radar separation may be applied between aircraft on reciprocal tracks, when an identified aircraft is at least 5 NM past the position at which a previously identified aircraft passed out of radar cover.



(d) A minimum radar separation of 5 NM may be applied between identified aircraft and the cleared route of an unidentified controlled VFR flight.

(e) Except when transfer of control is to be effected, aircraft shall not be vectored closer than 2.5 NM or, where the minimum permissible separation is greater than 5 NM, a distance equivalent to one-half of the prescribed separation minimum, from the limit of the airspace for which the controller is responsible, unless formal arrangements have been made with adjacent units or sectors to ensure that separation will exist with aircraft operating in adjoining areas.

A.1.9 RADAR SEPARATION FROM HOLDING AIRCRAFT

(a) In airspace where the radar separation minima is 5 NM or less, a minimum of 5 NM shall be applied between an identified aircraft that is not holding, and other identified aircraft that are holding notwithstanding that individual identity of the holding aircraft may be lost.

(b) In airspace with higher radar separation minima, those minima shall be used between holding and non-holding aircraft.

A.1.10 RADAR SEPARATION FOR AIRCRAFT ON RECIPROCAL TRACKS

(a) Reciprocal tracks are as defined in ICAO PANS ATM Doc 4444, 5.4.2.1.5 (b) and Figure 5.7.

(b) Where confirmation has been obtained from radar derived information that aircraft on reciprocal tracks have passed, there is no requirement to ensure that minimum radar separation exists before reducing minimum vertical separation provided that:

1. Both aircraft are properly identified;

2. Radar label leader lines for both tracks are not crossed;

3. The distance between the position symbols is increasing; and

4. The position symbols are not touching or overlapping.

AERODROME SEPARATION CRITERIA

A.1.11 SEPARATION OF SUCCESSIVE IFR DEPARTURES

(a) Notwithstanding wake turbulence requirements, a following IFR aircraft may be cleared for take-off when:

1. Its initial departure track differs by at least 30 degrees from the departure track of the leading aircraft, and visual observation by the aerodrome controller confirms that the leading aircraft:

i. has turned to clear the departure track of the following aircraft; or

ii. has reached a point where appropriate separation will exist from the following aircraft; or

2. The initial track differs by at least 20 degrees from the departure track of the leading aircraft;

i. radar identification will be established within 1 NM from the departure end of the runway used for take-off; and

ii. the leading aircraft is 1 NM ahead of the following aircraft, and confirmed by visual or radar observation as having turned to clear the departure track of the following aircraft.



A.1.12 REDUCED RUNWAY SEPARATION

(a) The Authority may authorise reduced separation between aircraft using the same runway in accordance with the requirements of ICAO PANS-ATM Doc 4444, Chapter 7, paragraph 7.11.

(b) The ATCU shall carry out a safety assessment which shall form part of the application to the authority for reduced separation approval.

A.1.13. RESERVED

A.1.14. RESERVED

A.1.15. COMPOSITE VISUAL SEPARATION

(a) An aerodrome controller may apply a composite of geographical and visual separation, provided instructions are issued as necessary to maintain adequate separation, between:

1. An aircraft continuously in sight of the aerodrome controller, and within 10 NM of the aerodrome; and

2. An aircraft not in sight of the controller, but whose current position has been determined by radar or pilot position report.

WAKE TURBULENCE SEPARATION CRITERIA

A.1.16. WAKE TURBULENCE CATEGORIES

(a) Wake turbulence separation minima shall be based on a grouping of aircraft types into four categories according to the maximum certificated take-off mass as follows:

1. SUPER (J) — Airbus A380 and Antonov A124/A225 types;

2. HEAVY (H) — all aircraft types of 136 000 kg or more;

3. MEDIUM (M) — aircraft types less than 136 000 kg but more than 7 000 kg; and

4. LIGHT (L) — aircraft types of 7 000 kg or less.

Note: The Boeing B747-800 has by ICAO been categorized as a HEAVY aircraft.

A.1.17. TIME-BASED WAKE TURBULENCE LONGITUDINAL SEPARATION MINIMA (NON-RADAR)

(a) Aerodrome controllers shall, when applicable, apply the wake turbulence separation minima specified within this regulation. Whenever the responsibility for wake turbulence avoidance rests with the pilot-in-command, aerodrome controllers shall, to the extent practicable, advise aircraft of the expected occurrence of hazards caused by turbulent wake.

(b) The ATCU concerned shall not be required to apply wake turbulence separation:

1. for arriving VFR flights landing on the same runway as a preceding landing SUPER, HEAVY or MEDIUM aircraft; and

2. 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.



(c) The ATCU shall, in respect of the flights specified in A.1.17. (a), 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 ATCU accordingly, stating their requirements.

(d) Arriving aircraft

1. Except as provided for in A.1.17. (a), the following separation minima shall be applied to aircraft landing behind a SUPER aircraft:

i. HEAVY aircraft behind SUPER aircraft: 2 minutes;

ii. MEDIUM aircraft behind SUPER aircraft: 3 minutes;

iii. LIGHT aircraft behind a SUPER aircraft: 4 minutes.

2. Except as provided for in A.1.17. (a), the following separation minima shall be applied to aircraft landing behind a HEAVY or MEDIUM aircraft:

iv. MEDIUM aircraft behind HEAVY aircraft: 2 minutes;

v. LIGHT aircraft behind a HEAVY or MEDIUM aircraft: 3 minutes.

(e) Departing aircraft

1. A minimum separation of 3 minutes shall be applied between a LIGHT or MEDIUM aircraft taking off behind a SUPER and, 2 minutes shall be applied between a HEAVY aircraft taking off behind a SUPER aircraft and, 2 minutes shall be applied between a LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft and a LIGHT aircraft taking off behind a MEDIUM aircraft when the aircraft are using:

i. the same runway;

ii. parallel runways separated by less than 760 m;

iii. crossing runways if the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 1,000 ft. below;

iv. parallel runways separated by 760 m or more the projected flight path of the second aircraft will cross the projected flight path of the first aircraft at the same altitude or less than 1,000 ft. below.

2. A separation minimum of 4 minutes shall be applied between a LIGHT or MEDIUM aircraft when taking off behind a SUPER aircraft and, 3 minutes shall be applied between a LIGHT or MEDIUM aircraft when taking off behind a HEAVY aircraft and a LIGHT aircraft when taking off behind a MEDIUM aircraft from:

i. an intermediate part of the same runway; or

ii. an intermediate part of a parallel runway separated by less than 760 m.

(f) Displaced landing threshold

1. A separation minimum of 3 minutes shall be applied between a LIGHT or MEDIUM aircraft and a SUPER aircraft and, 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:

i. a departing LIGHT or MEDIUM aircraft follows a HEAVY or SUPER aircraft arrival and a departing LIGHT aircraft follows a MEDIUM aircraft arrival; or



ii. an arriving LIGHT or MEDIUM aircraft follows a HEAVY or SUPER aircraft departure and an arriving LIGHT aircraft follows a MEDIUM aircraft departure if the projected flight paths are expected to cross.

(g) Opposite direction

1. A separation minimum of 3 minutes shall be applied between a LIGHT or MEDIUM aircraft and a SUPER aircraft and, 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:

i. utilizing an opposite-direction runway for take-off; or

ii. landing on the same runway in the opposite direction, or on a parallel opposite-direction runway separated by less than 760 m.

A.1.18. DISTANCE-BASED WAKE TURBULENCE SEPARATION MINIMA BASED ON ATS SURVEILLANCE SYSTEMS

(a) The following distance-based wake turbulence separation minima shall be applied to aircraft being provided with an ATS surveillance service at or below 6,000 ft. in the circumstances given in A.1.18 (b) below.

Note: ICAO PANS-ATM Doc 4444 states that wake turbulence separation is required in the approach and departure phases of flight. However, until suitable definitions of these phases of flight have clearly been established the Authority adapts a conservative means of compliance as it would be likely that the majority of aircraft above this level to be in clean configuration.

Leading aircraft Following aircraft Wake turbulence

separation minima

SUPER SUPER

HEAVY

MEDIUM

LIGHT

NOT APPLIABLE

6 NM

7 NM

8 NM

HEAVY HEAVY

MEDIUM

LIGHT

4 NM

5 NM

6 NM

MEDIUM LIGHT 5 NM

(b) The minima set out in A.1.18 (a) above shall be applied when:

1. an aircraft is operating directly behind another aircraft at the same altitude or less than 1,000 ft. below; or

2. both aircraft are using the same runway, or parallel runways separated by less than 760 m; or

3. an aircraft is crossing behind another aircraft, at the same altitude or less than 1,000 ft. below.



APPENDIX 2 — TRAINING AND COMPETENCY REQUIREMENTS A.2.1 APPROVED TRAINING

(a) Training courses leading to the issuance of a licence, rating or endorsement shall be approved by the Authority prior to the commencement of such training.

Note: The approval of training organisations shall meet the requirements detailed in CAR Part II supplemented by this Subpart and ICAO Annex 1 when applicable.

(b) Approved training courses shall subsequently be incorporated into the Training and Competency Manual.

(c) Amendments to training courses previously approved by the Authority shall be resubmitted for approval.

(d) ATCU or ATC Training Organisations requesting approval of training courses leading to the issuance of a licence, rating or endorsement shall submit the following information to the Authority for review prior to commencing the course:

1. Name of the course;

2. Course objectives

3. Contents and syllabus;

4. Schedule and duration;

5. Detailed theoretical classroom lectures;

6. Number of simulation exercises per course participant;

7. Assessment process;

8. List of course Instructors and/or Examiners including copies of their ATC licences and CVs.

(e) Except for classroom lectures and simulator training, only one instructor shall train, monitor and assess one student at any one time.

(f) In order to attain a course certificate, the student shall achieve a minimum of 75 % of the marks allocated to that examination to successfully pass theoretical examination(s).

(g) Assessment(s) of practical skills on a simulator shall include evaluation of the following performance objectives:

1. checking and using the working position equipment;

2. developing and maintaining situational awareness by monitoring traffic and identifying

aircraft when applicable;

3. monitoring and updating flight data display(s);

4. maintaining a continuous listening watch on the appropriate frequency;

5. issuing appropriate clearances, instructions and information to traffic;

6. using approved phraseology;

7. communicating effectively;

8. applying separation;

9. applying coordination as necessary;

10. applying the prescribed procedures for the simulated airspace.

(h) A pass in practical skills assessment(s) in a simulator shall be awarded to a student who consistently demonstrate the required performance as listed in above paragraph and displays the behaviour required for safe operations within the air traffic control service.



(i) Sufficient additional training shall be provided prior to re-examination of any failed parts of a training course.

(j) The student shall pass all subject examinations appropriate to the course to be eligible to successfully pass the overall course.

(k) The student shall be provided with a final course report indicating areas of strengths and weaknesses, the levels of achievement attained and the number of simulation exercises completed.

A.2.2 TRAINING AND COMPETENCY MANUAL

(a) The Training and Competency Manual, and future revisions, shall be forwarded to the Authority for acceptance including a document compliance matrix detailing where the requirements of this Subpart are contained within the Training and Competency Manual.

(b) In addition to the requirements listed in this Subpart, the Training and Competency Manual shall as a minimum include:

1. A description of the duties and qualification of the personnel designated as responsible for

planning, performing and supervising the training and assessment programmes;

2. Detailed descriptions of the courses leading to the issue of a Student ATC licence, ATC

licence including ratings and endorsements;

3. Detailed descriptions of the competency assessment procedures; and

4. A description of the method used for the completion and retention of training records.

A.2.3 TRAINING RECORDS

(a) Training records shall be dated and signed by the student and instructor following a mandatory debriefing of each training session.

(b) Training records for ATC personnel holding or having held a licence, rating or endorsement shall be retained for minimum 3 years after the completion of the training or until the person ceases the function for which a rating or endorsement has been issued or ceases employment at an ATCU, whichever is longer.

Note: Electronically saved and stored records are acceptable, provided that reliable and accurate back-up systems are available to ensure these are all kept and maintained appropriately.

(c) Training days or training hours in terms of MER shall be recorded in a training summary report.

A.2.4 HEAD OF ATC TRAINING

(a) The Head of ATC Training shall ensure that:

1. Unit training is effectively managed;

2. Individual training records are reviewed frequently, maintained to the appropriate standard

and filed within the unit;

3. Competence of instructors are reviewed and assessed annually;

4. On-the-job training is conducted by appropriately endorsed instructors as determined by the

ATCU;

5. Students are appropriately licensed prior to commencing OJT;

6. The Training and Competency Manual is reviewed at least annually and revisions are

submitted to the Authority;



7. Request for approval of external training courses not detailed in the Training and

Competency Manual is submitted to the Authority in a timely manner.

A.2.5 INSTRUCTORS

(a) Initial and Unit Training (theoretical classroom and simulator training)

1. ATC Training Instructors shall be certified by the ATCU prior to conducting theoretical

classroom and simulator training.

2. ATC Training Instructors shall meet the following requirements:

i. Hold or have held a licence for a minimum of 2 years in a rating for which training will be conducted;

ii. Have completed classroom instructional techniques and instructor courses;

iii. Demonstrate competency in the conduct of classroom and simulator instruction acceptable to the Head of Training.

(b) On-the-Job Training (OJT)

1. ATCUs shall ensure that instructors are endorsed by the Licensing Authority as OJT

Instructor prior to conducting OJT leading to a licence, rating or endorsement, provided that

the instructor meets the following requirements:

i. Hold a current CoC at the ATCU in a rating for which training will be conducted.

Note: additional requirements for instructors endorsed as OJTI are detailed in A.3.8 (b).

(c) OJT Instructors conducting operational OJT shall, as a minimum, be responsible for:

1. Monitoring student ATCOs or ATCOs under supervision at all times; and

2. Taking over a control position whenever the objective of ATS have been or is about to be

jeopardised by the student ATCO or ATCO under supervision.

A.2.6 EXAMINERS

(a) First or Subsequent Issues of CoC

1. ATCUs shall ensure that an examiner is endorsed by the Licensing Authority as an ATC

Examiner (EXM) prior to conducting an examination for the first or subsequent issues of a

CoC.

(b) Renewal or Re-issue of CoC

1. ATCUs shall ensure that an examiner is endorsed by the Licensing Authority as a Local

Competency Examiner (LCE) prior to conducting an examination for a renewal or re-issue of

a CoC.

(c) An examiner supervising an examiner under training shall be considered the lead examiner taking accountability and responsibility for the conduct of the CoC examination, and shall be the examiner authorising and signing the CoC.

A.2.7 ATC SUPERVISORS

(a) ATC Supervisors, and other personnel supervising ATS, are required to be certified by the ATCU prior to commencing duties related to this job function.



(b) The ATCU shall ensure that procedures and processes are established for the certification of ATC Supervisors and other personnel supervising ATS, which shall meet the following qualifications, experience and competency requirements:

i. Minimum of 5 years ATC experience, of which 2 years have been at the ATCU in a rating where supervision will be conducted;

ii. Possess good skills in leadership, decision making, team work and overall ATC knowledge;

iii. Possess a high level of written and verbal English communications skills;

iv. Have completed a supervisory management course or similar;

v. Demonstrate competency in the conduct of supervisory duties to the satisfaction of the Head of ATC.

A.2.8 ATC SAFETY INVESTIGATORS

(a) ATC Safety Investigators are required to be certified by the ATCU prior to commencing duties related to this job function.

(b) The ATCU shall ensure that procedures and processes are established for the certification of ATC Safety Investigators, which shall meet the following qualifications, experience and competency requirements:

i. Minimum 5 years ATC experience in a rating where investigation will be conducted;

ii. Possess a high level of written and verbal English communications skills;

iii. Have completed an Incident Investigation course;

iv. Upon request from the Authority, attend a Safety Investigation Training Workshop conducted by GCAA;

v. Demonstrate competency in the conduct of investigator duties to the satisfaction of the Safety Management post holder.

A.2.9 INITIAL TRAINING

(a) ATCUs shall ensure that the initial training programmes for ATC Students are comprehensive and meets the ICAO Annex 1 requirements. In addition, the objectives of the EUROCONTROL Common Core Content specification and ICAO Trainair Plus guidelines should be considered to form part of initial training.

1. ATC Basic course (ICAO 051)

i. This course is mandatory for ab-initio ATC Students. Student Air Traffic Control Assistants should also attend this course.

2. Aerodrome Control course (ICAO 052)

i. This course is mandatory for ab-initio ATC Students prior to commencing unit training and OJT in Aerodrome Control;

ii. To successfully pass this course the ATC Student shall be able to manage the workload and provide ATS within a defined aerodrome area of responsibility and, apply aerodrome control techniques and operational procedures to aerodrome traffic.

3. Approach Control Procedural course (ICAO 053)



i. This course is mandatory for ab-initio ATC Students prior to commencing unit training and OJT in Approach Control Procedural.

ii. To successfully pass this course the ATC Student shall be able to manage the workload and provide ATS within a defined approach control area of responsibility and, apply procedural approach control, planning techniques and operational procedures to arriving, holding, departing and transiting traffic.

4. Approach Control Surveillance course (ICAO 054)

i. This course is mandatory for ab-initio ATC Students prior to commencing unit training and OJT in Approach Control Surveillance.

ii. To successfully pass this course the ATC Student shall be able to manage the workload and provide ATS within a defined approach control area of responsibility and, apply approach surveillance control, planning techniques and operational procedures to arriving, holding, departing and transiting traffic.

5. Area Control Surveillance course (ICAO 054)

i. This course is mandatory for ab-initio ATC Students prior to commencing unit training and OJT in Area Control Surveillance.

ii. To successfully pass this course the ATC Student shall be able to manage the workload and provide ATS within a defined area control area of responsibility and, apply area surveillance control, planning techniques and operational procedures to area traffic.

(b) The prerequisite required to attend the courses listed in A.2.9 (a) 2 to 5 is to have completed the ATC Basic Course successfully.

(c) ATCUs shall ensure that the initial training programmes listed above for Ab-initio ATC Students include training in the following subjects:

1. Threat and Error Management;

2. Human Factors including Team Resource Management (TRM), fatigue management and

stress management;

3. Theoretical and practical training and assessment in Alerting Service and In Flight Emergency

Response.

Note: Guidance material on the application of threat and error management and human

factor is found in the ICAO Doc 9868 Procedures for Air Navigation Services — Training,

Attachment C to Chapter 3; Doc 9683 Human Factors Training Manual, Part II, Chapter 2;

Circular 314, Threat and Error Management in Air Traffic Control and Circular 241 Human

Factor Digest no. 8 Human Factor in ATC.

A.2.10 UNIT TRAINING

(a) Prior to attending unit training the ATC Student or ATCO shall have completed the appropriate course(s) listed in A.2.9 (a) 2 to 5 successfully.

(b) Prior to commencing OJT the licence holder shall have completed training and assessment in the following subjects:

1. Operational procedures;

2. Task specific aspects;

3. Abnormal and emergency situations, i.e. ECT;

4. Working position equipment;



5. Human factor including Team Resource Management, fatigue management and stress

management;

6. Safety Management Systems (SMS);

7. Low Visibility Operations (LVO) where applicable;

8. Radiotelephony and call sign similarity.

Note: The use of simulator training should form part of unit training.

A.2.11 ON-THE-JOB TRAINING (OJT)

(a) Prior to commencing OJT a Student ATCO or an ATCO with previous experience in a different rating must:

1. Hold a current Student ATC licence, Class 3 Medical Certificate and ELP Level 4 (Operational)

or greater;

2. Have successfully completed the required initial and unit training courses.

(b) Prior to commencing OJT an ATCO with previous experience in the same rating must:

1. Hold a current Student ATC Licence, Class 3 Medical Certificate and ELP Level 4 (Operational)

or greater;

2. Have successfully completed the required unit training course(s).

(c) The OJT programme shall be based on the applicable MER where OJT will be conducted.

A.2.12 MINIMUM EXPERIENCE REQUIREMENTS (MER)

(a) MER may be outlined as a minimum period of training under supervision, stated in:

1. Training Days; or

2. Training Hours.

(b) Valid Training Days and Training Hours

1. If Training Days are being used to calculate MER, then there shall be not less than 4 hours of

total time-in-position training for a Training Day to be counted as valid.

2. If Training Hours are being used to calculate MER, then the total hours worked during a shift

that provided operationally valuable training, as determined by the OJT Instructor or ATC

Supervisor is to be counted as valid Training Hours.

(c) Prior to the commencement of OJT ATCUs shall decide whether to use either Training Days or Training Hours in determining compliance with the MER.

(d) The minimum period of training shall be not less than the MER tabulated below and those experience requirements listed in ICAO Annex 1.

(e) ATCUs shall determine and periodically review which Traffic Density Category is appropriate for the ATCU, which shall be acceptable to the Authority. Complexity should be taken into account when determining one of the following categories:

1. High

2. Medium

3. Low

(f) The traffic density category is to determine the MER for each rating as listed below:



1. Student ATCOs with no previous rating experience (Ab-initio) and ATCOs with previous

experience in a different rating:

Training Days/Hours HIGH MEDIUM LOW

Aerodrome Control

150/600 100/400 50/200

Approach Control (Procedural)

Approach Control (Surveillance)

Area Control (Surveillance)

NOT APPLICABLE

i. The following minimum number of documented assessments of the licence holder’s

practical skills shall be conducted in the operational environment under normal operational conditions prior to the end of OJT:

HIGH MEDIUM LOW

9 assessments 6 assessments 3 assessments

ii. ATCUs may request a reduction of the above MER for ATC licence holders with previous experience in a different rating, provided that the following are submitted to the Authority for review:

- Training needs analysis;

- Proposed MER of not less than 50% of the above MER and number of documented assessments;

- Evidence that the licence holder, an Area Control Surveillance Student ATCO with previous Approach Control Surveillance experience or an Approach Control Surveillance Student ATCO with previous Area Control Surveillance experience, has completed minimum 1-year full-time operational experience and exercised the privileges of the different rating within 90 days of commencing unit training;

Note: A reduction of the above MER will not normally be granted if the traffic density category where OJT will be conducted is a higher category than the different rating was held or previously held.

2. ATCOs with previous experience in the same rating:

Training Days/Hours HIGH MEDIUM LOW

Aerodrome Control

45/180 30/120 15/60

Approach Control (Procedural)

Approach Control (Surveillance)

Area Control (Surveillance)

NOT APPLICABLE

i. The following minimum number of documented assessments of the licence holder’s practical skills shall be conducted in the operational environment under normal operational conditions prior to the end of OJT:



HIGH MEDIUM LOW

3 assessments 2 assessments 1 assessment

ii. Reduction of the MER detailed in CAR A.2.12 (f) 2. for ATC licence holders with previous experience may be granted at the discretion of the Authority, provided that a request for dispensation is submitted in writing to the Authority.

(g) A licence holder shall have demonstrated, at a level appropriate to the privileges being granted, the skills, judgement and performance required to provide a safe, orderly and expeditious control service, including the recognition and management of threats and errors prior to being scheduled for a certificate of competence examination.

A.2.13 DEVELOPMENT AND CONTINUATION TRAINING

(a) Developing and maintaining the competence of ATC personnel through periodic refresher and emergency training is a fundamental requirement for a safe, orderly and expeditious air traffic control service.

(b) The ATCU shall ensure that ATCOs complete the following training courses annually:

1. Unit Safety Management Systems (SMS);

2. Emergency Continuation Training (ECT);

3. Low Visibility Operations (LVO) where applicable;

4. Radiotelephony and call sign similarity;

5. Go-around training (where applicable).

Note: ATCUs shall ensure that scheduled annual training plans are documented in the

Training and Competency Manual.

(c) The ATCU shall ensure that ATCOs attend the following training courses at least once every 3 years:

1. Threat and Error Management;

2. Human Factors including Team Resource Management (TRM), fatigue management and

stress management.

Note: ATCUs shall ensure that scheduled training plans are documented in the Training and

Competency Manual.

(d) ATCUs shall provide training for operationally significant subjects based on the particular ATCU, i.e. new procedures, airspace changes, military procedures, ATFM, new equipment, reviewing both local and global incident and accident reports including learning outcomes as a basis for evaluating both the ATCU’s procedures and individual practices in similar situations.

(e) Simulation exercises, appropriate educational, informative and instructive videos and brainstorming sessions are also acceptable types of development and continuation training.

(f) Unit Safety Management System (SMS) Training

1. ATCUs shall develop and maintain a safety-training programme that ensures that personnel

are trained and competent to perform SMS-related duties. The scope of the safety training

shall be appropriate to each individual’s involvement in the SMS.

2. Prior to the CoC examination for the issuance of a first or subsequent rating the licence

holder shall successfully have completed SMS training as part of the unit training;

3. ATCOs shall successfully have completed SMS training prior to the renewal of a CoC;



4. Unit SMS training should include:

i. Safety policy and objectives;

ii. Safety risk management;

iii. Safety assurance;

iv. Safety promotion;

v. Procedures for completing and submitting a GCAA Reporting of Safety Incident (ROSI);

vi. Awareness of completing and submitting GCAA Voluntary Reporting System (VORSY).

(g) Emergency Continuation Training (ECT)


holder shall successfully complete minimum of 8 hours ECT including the handling of

emergencies and unusual occurrences in complex situations;

2. Prior to the renewal of a CoC, ATCOs shall successfully complete a minimum of 4 hours ECT

annually;

3. ECT should include (as applicable to the rating):

i. Handling of aircraft emergencies and unusual/abnormal situations;

ii. Prevention of level bust and awareness;

iii. Criteria for a stabilised approach and the consequences associated with an unstable approach;

iv. Runway safety including runway incursion/excursion, (reduced) runway separation and protection;

v. Wake turbulence separation and awareness of safety issues linked to wake vortices;

vi. Interaction with live or simulated emergency services for the purpose of passing emergency messages, and ensuring the Aerodrome Control rated ATCOs can direct emergency vehicles to an accident/incident site; Note: An operational turn out is not necessarily required.

vii. Sufficient instruction with regard to aircraft types, structures and systems to enable ATCOs to understand information provided by pilots which may have a bearing on the handling of emergencies;

viii. A comprehensive range of emergency situations for the aircraft types and phases of flight handled by the ATCU;

ix. Unexpected occurrences, and ATC errors, requiring avoiding action and the passing of traffic information, to prevent loss of separation, or to re-establish separation as well as TCAS actions;

x. Failures of ATC systems and equipment;

xi. Observation of pilot emergencies on flight simulators

xii. Human Factors principles, in relation to communication between ATCUs and aircraft subject to emergencies;

xiii. Theoretical and practical training in Alerting Service, In Flight Emergency Response (IFER) and Search and Rescue (SAR) requirements to adequately assess ATCOs knowledge, understanding and ability to practically meet the phase declaration requirements;

xiv. Practical use of emergency checklists and local alerting plans.



Note: Simulator training is recommended to form part of ECT.

4. ATCUs should consult with local and/or global operators, as often as possible, to determine

specific operator requirements that may influence the handling of aircraft subject to

emergencies.

(h) Low Visibility Operations (LVO)


holder shall successfully have completed LVO training as part of the unit training;

2. ATCOs shall successfully have completed LVO training prior to the renewal of a CoC;

Note: Seasonal LVO refresher training should be conducted at least once annually.

3. LVO training should include (as applicable to the rating):

i. Air traffic management procedures;

ii. Initiation/cancellation of Low Visibility Procedures (LVP);

iii. Runway restrictions and protection;

iv. Criteria of CAT I, CAT II, CAT IIIA and CAT IIIB approaches;

v. Low visibility take-offs;

vi. Handling of stop-bars and the aerodrome lighting system;

vii. Taxi routes;

viii. Surface movement surveillance systems;

ix. Contingency procedures;

x. Air traffic flow management (ATFM).

(i) Radiotelephony (RTF) and call sign similarity (CSS)


holder shall successfully have completed RTF and CSS training as part of the unit training;

2. ATCOs shall successfully have completed RTF and CSS training prior to the renewal of a CoC;

3. RTF and CSS training should include (as applicable to the rating):

i. Transmitting techniques;

ii. Order of priority;

iii. Standard words and phrases;

iv. Clearances and read-back requirements;

v. Re-clearances;

vi. Conditional clearances;

vii. Radio test procedures;

viii. Level instructions;

ix. Aerodrome control related procedures;

x. Approach control (procedural) related procedures;

xi. Approach control (surveillance) related procedures;

xii. Area control (surveillance) related procedures;

xiii. Distress and urgency procedures;



xiv. Loss of communication and light signals;

xv. Call-sign confusion (call-sign similarity).

(j) Go-around Training


holder shall successfully have completed go-around training as part of the unit training;

2. ATCOs shall successfully have completed go-around training prior to the renewal of a CoC;

3. Go-around training should include (as applicable to the rating):

i. Situational awareness;

ii. Effective and proactive decision making;

iii. Communication, coordination and standard phraseology, e.g. go-around instruction, (essential local) traffic information, caution of possible wake turbulence;

iv. Missed approach procedure(s);

v. Separation or collision-avoidance to other aircraft, e.g. departures and arrivals, possible wake turbulence exposure;

vi. Risk awareness, e.g. increased workload for pilots, go-around from final approach fix, at minima, below minima, during flare and after touch-down, aircraft performance (such as low airspeed, low thrust, high energy go-around manoeuvre);

vii. Lessons learned.

(k) On-the-Job Training Instructor (OJTI) course

1. Prior to conducting simulator unit training and OJT instructor duties and being endorsed by

the Licensing Authority the ATC licence holder shall successfully have completed an OJTI

course;

2. An OJTI course should include:

i. Training techniques;

ii. How people learn;

iii. Briefing/Debriefing techniques;

iv. Teaching on-the-job;

v. Human behaviour;

vi. Monitoring and error correction;

vii. Writing reports.

3. ATCOs endorsed as OJT Instructors by the Licensing Authority shall complete a refresher OJTI

course least once every 3 years.

(l) Classroom Instructional Techniques course

1. Prior to conducting classroom instructor duties and being certified by the ATCU the ATCO

shall successfully have completed an approved classroom instructional techniques course;

2. A classroom instructional techniques course should include:

i. Principles of learning;

ii. Classroom management;

iii. Training objectives;



iv. Audio-visual aids;

v. Question techniques;

vi. Teaching methods;

vii. Lesson planning and preparation;

viii. Short presentation and mini-lessons with video-analysis.

3. ATCOs certified as ATC Training Instructors by the ATCU shall complete a refresher

classroom instructional techniques course least once every 3 years.

(m) Examiner course

1. Prior to conducting examiner duties and being endorsed by the Licensing Authority the ATC

licence holder shall successfully have completed an approved examiner course;

2. An examiner course should include:

i. Features and performance criteria of tests/examinations;

ii. Different kinds of examinations and tests;

iii. How to organise examinations;

iv. Performance evaluation for examinations;

v. Working with checklists.

3. ATCOs endorsed as LCE by the Licensing Authority shall complete a refresher examiner

course least once every 3 years.

(n) Supervisor course

1. Prior to conducting supervisory duties and being certified by the ATCU the ATC licence

holder shall successfully have completed a supervisor course;

2. A supervisor course should include:

i. Management and communication skills;

ii. Communication with external agencies/public;

iii. Staff planning;

iv. Shift rosters

v. Safety management objectives and processes;

vi. Civil/Military cooperation;

vii. Environmental aspects of service provision;

viii. Handling of abnormal situations and emergencies;

ix. Behaviour after critical incidents;

x. First communication with a hijacker or bomb-threat, i.e. unlawful interference;

xi. Air traffic flow management (ATFM);

xii. Flexible use of airspace (FUA);

xiii. Cooperation with operators and airport management;

xiv. Decisions on traffic restrictions.

3. ATCOs certified as ATC Supervisors by the ATCU shall complete a refresher supervisor course

least once every 3 years.



(o) Critical Incident Stress Management (CISM) course

1. Prior to conducting CISM peer duties and being certified by the ATCU the person should

successfully have completed a CISM course;

2. A CISM course should include:

i. Individual crisis intervention and peer support;

ii. Group crisis intervention;

iii. Strategic response to a crisis.

(p) Incident Investigation course

1. Prior to conducting incident investigation duties and being certified by the ATCU the person

shall successfully have completed an incident investigation course;

2. An incident investigation course should include:

i. Purpose of investigation;

ii. Occurrence reporting and SMS;

iii. Human factors;

iv. Understanding hindsight bias;

v. Gathering facts;

vi. Interview techniques;

vii. Analysis process;

viii. Writing recommendations.

3. ATCOs certified as ATC Safety Investigators by the ATCU shall complete a refresher incident

investigation course least once every 3 years.

(q) English Language Proficiency training

1. Training in ATC phraseology and common English language shall be provided at least once

every 3 years for ATCOs having obtained ELP Level 4 (Operational).

2. ATCUs shall provide ATC phraseology and common English language training to operational

air traffic control assistants and simulator pilots (pseudo pilots).



A.2.14 CERTIFICATE OF COMPETENCE (CoC) EXAMINATION

(a) ATCUs shall ensure that the competency assessment programme is maintained at a satisfactory level for issuing, re-issuing and renewing CoC in accordance with this Subpart.

(b) ATCUs shall establish procedures to ensure that the privileges granted by a licence, or related ratings and endorsements, are not exercised unless the licence holder meets the requirements detailed in this Subpart.

(c) The Authority may require a CoC examination to be carried out by an examination board, which should normally consist of an ATC Examiner (EXM) and a representative from the Authority, i.e. ATS Inspector.

(d) Before a licence holder is assessed for the issue of CoC, the ATCU shall ensure that the licence holder has successfully completed the MER for the ATC rating for which competency will be assessed.

(e) Before the issue of a CoC for the first or subsequent issue of a licence and rating the student shall have demonstrated a level of knowledge and compliance with appropriate to the holder of an ATC licence, in at least the following subjects:

1. Air law

i. Rules and regulations relevant to the licence holder.

2. ATC equipment

i. Principles, use and limitations of equipment used in air traffic control.

3. General knowledge

i. Principles of flight; principles of operation and functioning of aircraft, engines and systems; aircraft performance relevant to air traffic control operations.

4. Human performance

i. Human performance, including principles of human factors, i.e. fatigue, threat and error management relevant to ATC including handling of aircraft subject to an emergency.

Note: Guidance material to design training programmes on human performance, including threat and error management, can be found in the Human Factors Training Manual (Doc 9683).

5. Meteorology

i. Aeronautical meteorology; use and appreciation of meteorological documentation and information; origin and characteristics of weather phenomena affecting flight operations and safety; altimetry.

6. Navigation,

i. Principles of air navigation; principle, limitation and accuracy of navigation systems and visual aids.

7. Operational procedures

i. Operations Manual;

ii. Civil Aviation Regulations (CAR);

iii. ICAO Standards and Recommended Practices;



iv. Air traffic control, communication, radiotelephony and phraseology procedures (routine, non-routine and emergency), i.e. CAAP 69;

v. Safety practices associated with flight, i.e. Alerting Services, In-Flight Emergency Response (IFER) and Search and Rescue (SAR) phraseologies and processes;

vi. Unit Safety Management System (SMS).

(f) Before a CoC examination is conducted the examiner shall ensure:

1. That the person being assessed is fully briefed on:

i. the schedule for the examination and its essential parts;

ii. the persons involved and their roles in the examination;

iii. the right to appeal in respect of the conduct of the examination.

2. That the person being assessed and those involved in the examination are appropriately

licensed and endorsed;

3. That the person being assessed is fully debriefed following each examination with, if

appropriate, the reasons for failure; and

4. That the necessary documentation is completed accurately.

(g) A CoC shall be held for each control position on which the licence holder provides an unsupervised ATC service. A single CoC may be issued for multiple control positions for which the licence holder has been assessed as competent to exercise the privileges of the rating, provided that all relevant control positions are clearly printed on the CoC.

(h) A CoC denotes that the licence holder has been certified by an examiner endorsed by the Licensing Authority as being competent to provide an unsupervised air traffic control service at a specific control position(s), and has successfully completed:

1. Training within the previous 12 months applicable to the ATCU and rating in the following

subjects:

i. Unit Safety Management System (SMS);

ii. Emergency Continuation Training (ECT);

iii. Low Visibility Operations (LVO);

iv. Radiotelephony and call sign similarity;

v. Go-around training.

2. Tape Review

3. CoC Examination

i. Written examination

ii. Practical examination

iii. Oral examination

(i) Tape Review.

1. Prior to a CoC examination licence holders are required to complete a Tape Review of live

voice and/or surveillance data related to the ratings and control position(s) for which

competency is being assessed.

2. Tape Reviews shall be conducted by an examiner endorsed by the Licensing Authority in the

presence of the licence holder being assessed.



3. The primary objectives of the Tape Review are to allow the licence holder to listen to the

quality of the his speech including speed of delivery and clarity, and compliance with the

requirement of using standard phraseology in all situations for which it has been specified.

Only when standard phraseology cannot serve an intended transmission shall plain English

be used in a clear and concise manner.

4. Examiners responsible for the Tape Review assessment shall choose random but recent

recordings that are not connected to a particular duty or incident.

5. While licence holders shall be informed of the requirement for these Tape Reviews, they

shall not be advised of the periods being assessed prior to the Tape Review.

6. The outcome of the Tape Review assessment shall be recorded, dated and signed by the

examiner and the licence holder and subsequently filed.

(j) CoC examination.

1. Written examination

i. The written paper or computer based examination shall be completed not earlier than 10 days before the practical examination covering the following areas as a minimum:

- Operations Manual;

- SMS;

- Current Supplementary and Temporary Instructions;

- Other relevant operational documentation;

- Relevant parts of CAR Part VIII, Subpart 4 and CAR PART II;

- Relevant parts of ICAO Annex 2, Annex 11 and PANS-ATM Doc 4444;

- Relevant parts of AIP, NOTAMs and AICs;

- Operational aspects of equipment used at the relevant control position;

ii. Following the written examination the examiner shall mark the examination and de-brief the licence holder and apprise him of his performance.

iii. In the event of a failed written examination the CoC examination shall cease at this point.

iv. The written examination shall be conducted under supervision and without interference.

v. The ATCU shall determine whether or not to allow “open book” written examinations with reference to documentations, maps, charts or any other material. This shall be detailed in the Training and Competency Manual.

2. Practical examination

i. The practical examination shall be conducted after the successful completion and review of the written examination at the control position(s) where the licence holder will be exercising the privileges of a rating;

ii. The duration of the practical examination shall depend on the traffic situation at the time of assessment and last a minimum of:

- 1 hour for renewal of a CoC. For ratings with multiple control positions this shall include assessment of not less than 30 minutes per control position for which a CoC will be issued;



- 2 hours for initial issue or re-issue of a CoC. For ratings with multiple control positions this shall include assessment of not less than 1 hour per control position for which a CoC will be issued.

iii. A representative level of traffic density and complexity for that ATCU must be observed during the examination. Where the traffic requirements are not met the practical examination shall be rescheduled;

iv. The examiner may require the licence holder to demonstrate the handling of a simulated emergency, a communications exercise, or a simulated practice call out of the Rescue and Fire Fighting Services (RFFS) at the aerodrome;

v. The examiner shall sit adjacent, or remotely, to the licence holder provided that he can observe any surveillance or data display being used and to monitor the frequency and telephones;

vi. If there are overriding operational reasons, the examiner may assess the licence holder from a remote position. It is important in these circumstances that the licence holder is advised of the situation, and that the examiner can take control from the licence holder working under supervision should this be required;

vii. Following the practical examination, the examiner shall de-brief the licence holder and apprise him of his performance;

viii. In the event of a failed practical examination, the CoC examination shall cease at this point.

3. Oral examination

i. The oral examination shall be conducted after the successful completion and review of the practical examination normally covering topics not covered during the written and/or practical examinations.

ii. Areas identified in the written and/or practical examination where the licence holder’s knowledge was seen to be deficient or a wider understanding needs to be given special emphasis.

4. Examination Pass Mark

i. The pass mark for written examinations shall be not less than 75%.

ii. The pass mark for written examinations for licence holders holding OJTI, LCE and/or EXM endorsements shall be not less than 85%.

iii. Licence holders holding OJTI, LCE and/or EXM endorsements achieving 75% to 84% may retain their CoC, but shall not exercise the privileges of the endorsement(s) until a successful re-examination.

iv. The ATCU shall establish processes and procedures to determine the pass/fail criteria for practical and oral examination including retake examinations. The examiner shall indicate the examination with a “Pass” when the licence holder has been assessed to be competent.

5. Following successful completion of the CoC examination, the examiner conducting the

examination, the licence holder being assessed and the Head of ATC post holder or his

suitable representative shall sign and date the CoC. The names of these persons shall be

printed on the CoC form to allow for identification.

6. The CoC shall subsequently be submitted to the Licensing Authority through E-Services

within 5 working days of completing the CoC examination.



7. A copy of the student’s training summary report for recording training days or training hours

shall be submitted to the Licensing Authority as evidence of having met the MER for a

licence or rating application.

8. A record of the current CoC shall be kept on file within the ATCU.

(k) Failure of CoC Examination

1. If the examiner is not satisfied with the competency of the licence holder he is to

immediately inform the licence holder concerned. Notwithstanding that a previous CoC has

not expired, the licence holder shall not be permitted to exercise the privileges of the

particular rating or ratings for which he has been found not competent.

2. A student failing an examination for the issue of a CoC for the first or subsequent issue of a

licence and rating shall be required to successfully complete an additional period of training

before being permitted to retake the CoC examination. In such a case, the ATCU, in

consultation with the Authority, shall agree on the minimum additional training required.

3. A licence holder failing an examination for the re-issue of a CoC following a period of

remedial training shall be required to successfully complete an additional period of remedial

training before being permitted to retake the CoC examination. In such a case, the ATCU, in

consultation with the Authority, shall agree on the minimum additional training required.

4. A licence holder failing an examination for the renewal of a CoC shall be afforded

appropriate time to gain competence either through training or self-studying before being

permitted to retake the CoC examination. In such a case, the ATCU shall withdraw the CoC

and notify the Licensing Authority.

(l) Validity

1. A CoC acts as a provisional ATC licence for the specific rating and control position for a

period of 90 days from the date of issue.

2. Provided that the licence holder maintains competency as detailed in this Subpart, a CoC is

valid for a period of 12 months from the end of the calendar month of the date of issuance

when signed by an authorised examiner.

3. A CoC in a rating shall cease to be valid when the ATC licence holder has not exercised the

privileges of the rating for a period exceeding 90 days.

4. The CoC shall become invalid at 23:59 local time the day before the ATC licence holder’s 65th

birthday.

(m) ATCUs shall establish procedures to ensure that records of CoC examinations are securely kept on file for each licence holder for a period of not less than 3 years after the licence holder has ceased operational duties.

A.2.15 FAILURE TO MAINTAIN COMPETENCE

(a) Where a CoC ceases to be valid for one rating, an ATCO may continue to exercise the privileges of any other rating for which he holds a current CoC, unless the competency is in doubt or a CoC has been withdrawn.

(b) CoC Withdrawal

1. Whenever the competency of an ATCO is in doubt, the ATCU shall promptly suspend the

ATCO concerned from operational duties and withdraw his CoC.

2. ATCUs shall subsequently notify the Licensing Authority within 5 working days.



3. The Authority may at their discretion withdraw a CoC whenever the competency of an ATCO

is considered in doubt.

(c) ATCUs shall forward training needs analysis and propose the amount of training required for ATCOs who have failed to maintain competency or have had their CoC withdrawn, to the Authority for acceptance.

(d) Licence Suspension and Revocation

1. ATCUs shall notify the Authority if an ATCO fails to regain competency following an agreed

period of remedial training;

2. The Authority may subsequently suspend the concerned ATCO’s ATC licence or revoke it

permanently.

(e) ATCOs shall surrender their ATC licence to the Licensing Authority whenever their licence has been suspended or revoked.

A.2.16 ASSESSMENT OF INSTRUCTORS, EXAMINERS, SUPERVISORS AND SAFETY INVESTIGATORS

(a) ATCUs shall establish procedures to ensure that the following ATC personnel are assessed for competence annually:

1. ATC Training Instructors;

2. OJT Instructors;

3. Examiners;

4. Supervisors;

5. Safety Investigators.

(b) The assessment of the above ATC personnel shall be conducted by appropriate personnel as determined by the ATCU.

(c) Records of each assessment shall be signed, dated and filed accordingly.

A.2.17 ASSESSMENT OF PREVIOUS COMPETENCE (APC)

(a) The APC will be based on the ATC licence holder’s experience, the period of time elapsed since the ATC licence holder has exercised the privilege of the particular rating and the relevance of duties performed in the intervening period, or the period of time which has elapsed since a Student ATCO completed initial or unit training.

(b) APC is required for:

1. ATC licence holders joining an ATCU from another ATCU for the purpose of commencing OJT

and validation;

2. Military ATCOs not holding an ICAO recognised ATC license, or who cannot provide evidence

of civilian experience. The objective of the APC for a military ATCO is to determine the

training needs in relation to Civil Aviation Regulations and ICAO Standards and

Recommended Practices. This training needs analysis shall be approved by the Authority

prior to commencement of OJT;

3. The holder of a Student ATC licence who has not exercised the privileges of that licence for a

period of 1 year. The Student ATCO may only commence or continue unit training in that

rating after the APC in order to determine whether he continues to satisfy the requirements

relevant to that rating, and after satisfying any training needs that result from this

assessment.



4. An ATC licence holder has not exercised the privileges of a particular rating for more than 12

months but less than 4 years. The ATC licence holder may only commence unit training in

that rating after the APC in order to determine whether the person concerned continues to

satisfy the conditions of that rating, and after satisfying any training needs that result from

this assessment.

(c) If the privileges of a particular rating has not been exercised for more than 4 years the ATC licence holder is required to complete an initial training refresher course applicable to the rating and approved by the Authority.

(d) The person, to whom responsibility for this evaluation has been delegated, shall conclude the APC with a report indicating the training needs. Head of Training in conjunction with Head of ATC shall consequently determine the amount of training required.

A.2.18 REMEDIAL/REVALIDATION TRAINING

(a) ATCUs shall conduct remedial/revalidation training evaluation for ATC licence holders who have not exercised the privileges of a rating for a period exceeding 90 days, or have been suspended from operational duties.

(b) If the ATC licence holder has not exercised the privileges of a rating for a period exceeding 12 months he shall be required to complete an APC as per A.2.17 above.

(c) The remedial/revalidation training evaluation shall include a training needs analysis to determine the amount of refresher training required prior to scheduling a CoC examination.

(d) Remedial training following relief from operational duties shall be acceptable to the Authority as per Appendix 4, A.4.3.



APPENDIX 3 — LICENSING AND CURRENCY REQUIREMENTS A.3.1 APPLICABILITY

(a) The United Arab Emirates (UAE), as a member of ICAO and signatory to the Chicago Convention complies, as far as is practicable, with the standards published in the Annexes to the Convention on International Civil Aviation. The Civil Aviation Law, as supplemented by Law Number Four of 1996, empowers the Authority to implement the Chicago Convention and this Subpart, supplemented by CAR Part II, is the Authority’s implementation of those parts of ICAO Annex 1, Personnel Licensing, which relate to the licensing of ATCOs. The Licensing Authority of the GCAA is responsible for the administration of licensing applications.

(b) Where this Subpart refers to the Licensing Authority it means the GCAA Licensing Department, otherwise the Authority refers to the GCAA Air Navigation and Aerodromes (ANA) Department.

(c) A valid or current licence and certificate means one that is sound and sufficient in law, and has been signed by H.E. Director General of the GCAA or suitable representative as well as the licence holder where applicable.

(d) ATCU shall have a process in place to ensure that licences and certificates are signed by the holder and securely kept within the ATCU.

(e) ATCUs shall retain ATC licences and Class 3 Medical Certificates and have a process in place to monitor the renewal and currency requirements.

(f) An ATC licence is not required by a person who passes information, advice or ATC departure clearances on behalf of an ATCO by the use of radiotelephony or telecommunication lines, provided that the ATCU submits an application for approval including:

1. Indication of types of messages that will be passed and the safety implications of using such

a procedure;

2. Training and assessments plans to ensure that those who will pass clearances, information

and/or advice on the ATCOs behalf are competent to do so and are assessed annually to

ensure they remain competent.

(g) Licences may be handed over to a licence holder who permanently ceases operational duties at the ATCU; unless the licence has been suspended or revoked in which case it shall be surrendered to the Licensing Authority.

(h) Prior to undertaking OJT on an ATC control position, under the supervision of an OJTI endorsed by the Licensing Authority, the Student ATCO shall ensure he holds a current:

1. Student ATC licence for the relevant ATC rating(s);

2. Class 3 Medical Certificate; and

3. ELP Level 4 (Operational) or greater.

(i) Prior to taking responsibility of an ATC control position the ATCO shall ensure he holds a current:

1. ATC licence for the relevant ATC rating(s);

2. CoC for the relevant rating(s) and control position(s);



(j) Prior to taking responsibility of supervising a student undertaking OJT the instructor shall ensure he holds a current:


2. OJTI endorsement;






(k) Subject to CAR A.3.8 (e) and prior to taking responsibility of a CoC examination the examiner shall ensure he holds a current:


2. LCE endorsement (as applicable to the examination);

3. EXM endorsement (as applicable to the examination);




Note: When assessing for the purpose of issue or re-issue of a rating, and for ensuring

supervision on the operational working position, the examiner shall also hold an OJTI

endorsement, or an OJTI holding the valid endorsement associated with the assessment shall

be present.

(l) The licence holder shall advise the ATCU of any conditions or limitations applicable to his licence including his medical fitness which may affect his ability to adequately perform safety-related operational duties.

A.3.2 APPLICATION PROCEDURES

(a) Applications for, but not limited to, Student ATC licences, ATC licences, ratings and endorsements shall be submitted through E-Services (E-Licensing Services - ATC Licensing) from the GCAA website in accordance with the requirements therein.

(b) Correspondence and enquiries or general queries regarding any application requirements, shall be directed to the Licensing Authority.

(c) The Head of ATC post holder or his suitable representative shall be responsible for making the licensing applications on behalf of the applicant.

(d) By submitting the application the Head of ATC post holder or his suitable representative accepts accountability that the applicant has been trained and assessed as being compliant with the training, assessment and licensing requirements as detailed in this Subpart and CAR Part II.

(e) It is the ATCU’s responsibility to ensure that applications for renewal, where required, are submitted in a timely manner prior to the expiry date.

(f) The ATCU shall obtain a temporary copy of a licence, rating and/or endorsement in the event of this having been lost or destroyed, which then shall be carried as proof of the licence holder’s status until it has been replaced by a permanent licence, rating and/or endorsement.

(g) All applications for licences shall be subject to the applicant holding a current Class 3 Medical Certificate.

A.3.3 VALIDITY OF LICENCES

(a) The validity of a Student ATC licence or ATC licence shall not exceed 2 years from the end of the Gregorian month it was issued.

(b) Unless renewed, licences will automatically expire after 23:59 local time on the last day of the Gregorian month 2 years after it was issued.



(c) The ATC licence (including ratings, endorsements, medical certificates and ELP) shall become invalid at 23:59 local time the day before the licence holder’s 65th birthday.

(d) The holder of a Student ATC licence who has not exercised the privileges of that licence for a period of 1 year may only commence or continue OJT in that rating after completing an APC in order to determine if the student continues to satisfy the requirements relevant to that rating, and after satisfying any training needs that result from this assessment, which shall be acceptable to the Authority.

A.3.4 PRIVILEGES

(a) The privileges of the holder of the ATC rating(s) and the conditions to be observed in exercising such privileges shall be subject to:

1. Validity of licences;

2. Medical fitness;

3. Use of psychoactive substances;

4. English language proficiency.

(b) The privileges of the holder of an ATC licence endorsed with one or more of the under-mentioned ratings shall be:

1. Aerodrome Control:

To provide or to supervise the provision of aerodrome control service for the aerodrome for

which the licence holder is rated;

2. Approach Control Procedural:

To provide or to supervise the provision of approach control service for the aerodrome or

aerodromes for which the licence holder is rated, within the airspace or portion thereof,

under the jurisdiction of the unit providing approach control service;

3. Approach Control Surveillance:

To provide and/or supervise the provision of approach control service with the use of

applicable ATS surveillance systems for the aerodrome or aerodromes for which the licence

holder is rated, within the airspace or portion thereof, under the jurisdiction of the unit

providing approach control service;

4. Area Control Surveillance:

To provide and/or supervise the provision of area control service with the use of an ATS

surveillance system, within the control area or portion thereof, for which the licence holder

is rated.

(c) Before exercising the privileges indicated above, the licence holder shall be familiar with all pertinent and current information through self-briefings and/or watch briefings.

(d) Licence holders shall not be permitted to conduct instruction or examination unless holding the applicable endorsement(s) issued by the Licensing Authority.

A.3.5 STUDENT ATC LICENCE

(a) A person who provides an air traffic control service under supervision, towards the grant of an ATC licence or an additional first or subsequent rating, shall be required to hold a Student ATC licence under the requirements of this Subpart and CAR Part II.

(b) To be granted a Student ATC licence, the applicant shall satisfy the appropriate requirements for age, knowledge, experience, competence, skill, linguistic ability and physical and mental fitness as detailed in this Subpart and CAR Part II.



(c) Furthermore, the applicant shall only exercise the privileges of the Student ATC licence at an ATCU subject to the Civil Aviation Regulations.

(d) Students not holding a UAE ATC licence

1. Prior to the issuance of a Student ATC licence, the Licensing Authority requires the student

to meet the following conditions:

i. 18 years or older and less than 65 years of age on application date;

ii. Have successfully completed Initial Training approved by the Authority for the applicable rating for which the student will undergo OJT; or

iii. Have acted as a certified civilian ATCO performing full time operational duties in the applicable rating the student will undergo OJT, at a civil ATC facility under the jurisdiction of an authority whose ATC licensing system has been deemed by the Licensing Authority as meeting the requirements laid down in these regulations; or

iv. Have successfully completed an APC for Military ATCOs as per CAR 2.17.

v. Demonstrate to the satisfaction of the Licensing Authority, through a test acceptable to the Licensing Authority, an English language proficiency to at least the minimum level specified in the language proficiency requirements in ICAO Annex 1, and

vi. Hold a current Class 3 Medical Certificate.

(e) Students holding a current UAE ATC licence

1. Prior to the issuance of a Student ATC licence, the Licensing Authority requires the student

to meet the following conditions:

i. Have successfully completed Initial Training approved by the Authority for the applicable rating for which the student will undergo OJT; or

ii. Have acted as a certified civilian ATCO performing full time operational duty in the applicable rating the student will undergo OJT, at a civil ATC facility under the jurisdiction of an authority, whose ATC licensing system has been deemed by the Licensing Authority as meeting the requirements laid down in these regulations.

(f) Student ATC licence applications shall include the following documentation:

1. Valid passport copy (proof of age);

2. Current UAE Class 3 Medical Certificate;

3. Current ELP Level 4 (Operational) or greater;

4. Copy of Initial Training course certificates;

5. Copy ATC licence (ATCOs only);

6. Verification Letter from the civil aviation authority having issued their ATC licence (ATCOs

only). Alternatively, the UAE Licensing Authority may at their discretion accept an

Authentication Letter from the ATCU where the licence holder was employed.

(g) The Licensing Authority will, at its discretion and subject to an evaluation of training plans and facilities, ATC systems, airspace structure, operating procedures, applied standards, safety management systems and general service level; identify States and ATCUs, from whom civil ATC credentials will be accepted to meet the above requirements.

(h) The issuance of a Student ATC licence will not normally be permitted in combined ratings. In exceptional circumstances, ATCUs requiring combined training in two ratings, e.g. aerodrome control and approach control procedural, may be granted.



A.3.6 ATC LICENCE

(a) A person who provides an air traffic control service in the UAE shall be required to hold a current ATC licence issued by the Licensing Authority under the requirements of this Subpart and CAR Part II.

(b) To be granted an ATC licence, the applicant shall satisfy the appropriate requirements for age, knowledge, experience, competence, skill, linguistic ability and physical and mental fitness as detailed in this Subpart and CAR Part II.

(c) Furthermore, the applicant shall only exercise the privileges of the ATC licence at an ATCU subject to the Civil Aviation Regulations.

(d) Issuance of a UAE ATC licence

1. Prior to the issuance of an ATC licence, the Licensing Authority requires the applicant to meet the following conditions:

i. 21 years or older and less than 65 years of age on application date;

ii. Hold a current Student ATC licence;

iii. Hold a current UAE Class 3 Medical Certificate;

iv. Hold a current ELP Level 4 (Operational) or greater;

v. Have successfully completed the OJT programme and MER in the rating(s) for which the licence will be issued; and

vi. Have successfully completed a CoC in the ratings(s) for which the licence will be issued.

(e) ATC licence applications shall include the following documentation:

1. Valid passport copy (proof of age); 2. Copy Student ATC licence; 3. Current UAE Class 3 Medical Certificate; 4. Current ELP Level 4 (Operational) or greater; 5. Training summary report indicating that the applicant has met the MER; and 6. CoC for the applicable rating(s).

A.3.7 RATINGS

(a) The Licensing Authority currently recognise the following ATC ratings:

1. Aerodrome control (ADC)

2. Approach control procedural (APP)

3. Approach control surveillance (APS)

4. Area control surveillance (ACS)

Note: The approach precision radar control and area control procedural ratings are not

applicable to the UAE.

(b) The licence holder shall not be permitted to simultaneously hold the same or different rating at another ATCU outside the organisation for which an ATS certificate has been issued. Within one organisation the licence holder will not be permitted to hold more than two ratings. However, for ATCOs holding Approach Control Procedural (APP) and Approach Control Surveillance (APS) ratings these are to be considered as one rating.

(c) The licence holder shall not simultaneously perform the functions of more than one rating except at ATCUs where it has been determined by the ATCU through a safety assessment that this can be achieved safely.



(d) Where a rating is divided into more than one control position, an ATCO shall be competent on the control positions determined by the ATCU, before a CoC related to the rating will be issued.

(e) At units where ATS surveillance systems are the primary controlling aid, ATCOs are not necessarily required to hold a procedural rating provided that:

1. Surveillance derived information is continuously available during the notified period of the

provision of an ATS surveillance service;

2. Contingency measures and the procedures to be used in the event of a surveillance failure

are published in the unit’s Operations Manual;

3. The surveillance used to provide the ATS surveillance service is a surveillance radar;

4. The ATCU provides such additional procedural training as is appropriate to unit procedures.

This training may be undertaken either at the unit or at an ATS Training Organisation

providing the training under a programme acceptable to the Licensing Authority;

5. Procedures for ATS surveillance service contingencies are assessed as part of CoC

examinations.

A.3.8 ENDORSEMENTS

(a) ATCUs shall apply to the Licensing Authority for an adequate number of instructors and examiners to permit coverage for leave, long-term sick leave and staff turnover, i.e. resignations, retirement and career progression etc.

(b) OJT Instructor (OJTI)

1. The OJTI endorsement shall entitle the holder of a licence to conduct On-the-Job Training

(OJT) in simulators and at operational control positions on which the holder is currently

competent.

2. An ATCO may be endorsed as an OJTI at the discretion of the Licensing Authority, provided

that the ATCO:

i. Has at least 2 years ATC experience in the rating for which instruction will be conducted;

ii. Maintains, and has held for a minimum period of 1 year, a CoC for the control positions for which instruction will be conducted;

iii. Has completed an OJT Instructor course including unit specific training requirements as per the Training and Competency Manual.

(c) Local Competency Examiner (LCE)

1. The LCE endorsement shall entitle the holder of a licence to conduct examinations for the

renewal and re-issues of CoC at operational control positions on which the holder is

currently competent.

2. An ATCO may be endorsed as an LCE at the discretion of the Licensing Authority, provided

that the ATCO:

i. Holds or have held an OJTI endorsement for the rating and control positions, which has been held for not less than 1 year, at the ATCU for which examination will be conducted;

Note: When assessing for the purpose of re-issue of a rating, and for ensuring supervision on the operational working position, the LCE shall also hold an OJTI endorsement, or an OJTI holding the valid endorsement associated with the assessment shall be present.



ii. Holds and maintains CoC for the rating and control positions, which has been held for not less than 2 years, at the ATCU for which examination will be conducted;

iii. Has completed an examiner course including unit specific examination requirements as per the Training and Competency Manual; and

iv. Has successfully conducted not less than 2 CoC renewal examinations under the supervision of an endorsed EXM.

(d) ATC Examiner (EXM)

1. The EXM endorsement shall entitle the holder of a licence to conduct examinations for the

first and subsequent issue and renewal of CoC at operational control positions on which the

holder is currently competent.

2. An ATCO may be endorsed as an EXM at the discretion of the Licensing Authority, provided

that the ATCO:

i. Holds a current LCE endorsement, which has been held for not less than 1 year, at the ATCU for which examination will be conducted;

Note: When assessing for the purpose of issue of a rating, and for ensuring supervision on the operational working position, the EXM shall also hold an OJTI endorsement, or an OJTI holding the valid endorsement associated with the assessment shall be present.

ii. Holds and maintains CoC for the control positions for which examination will be conducted;

iii. Has successfully conducted not less than 2 first or subsequent issues of CoC examinations under the supervision of an endorsed EXM.

(e) Examiners shall only conduct examinations at control positions for which they hold a current CoC, except where, in extenuating circumstances, an appropriately rated and endorsed OJTI is responsible during the examination, for a control position for which the examiner does not hold a CoC. In such cases the OJTI shall be responsible for the operation and safety of the control position, and shall sign the CoC under the lead examiner’s signature.

(f) The UAE ATC licence shall reflect the applicable rating(s) for which the endorsement is valid.

(g) On transfer to another ATCU or cease of employment, all endorsements and ATC Training Instructor certificates becomes invalid.

A.3.9 ENGLISH LANGUAGE PROFICIENCY (ELP)

(a) Licence holders shall demonstrate the ability to speak and understand the English language used for radiotelephony communications within UAE to the level specified in the language proficiency requirements in ICAO Annex 1, Appendix 1.

(b) Licence holders shall be evaluated, by means of a test at an English testing facility approved by the Licensing Authority, for ELP, and demonstrate Level 4 (Operational) or greater.

(c) Licence holders demonstrating Level 6 (Expert), are normally not required to undergo further evaluation unless doubt is raised against the proficiency of English language.

(d) Licence holders demonstrating ELP below Level 6 (Expert), shall be evaluated:

1. At intervals not exceeding 3 years for those licence holders having demonstrated ELP Level 4

(Operational);

2. At intervals not exceeding 6 years for those licence holders having demonstrated ELP Level 5

(Extended).



A.3.10 MEDICAL FITNESS

(a) Medical fitness requirements shall be those detailed in CAR Part II.

(b) Licence holders shall hold a Class 3 Medical Certificate issued in accordance with the provisions of CAR Part II Chapter 5.

(c) The period of validity of a Medical Certificate shall begin on the day the medical assessment is performed. The duration of the period of validity shall be in accordance with the provision of CAR Part II Chapter 1, 1.6.

(d) Licence holders shall not exercise the privileges of their licence, with or without supervision, unless they hold a current Class 3 Medical Certificate appropriate to the licence in accordance with CAR Part II.

(e) The ATCO’s medical fitness shall be assessed by an approved aeromedical examiner at intervals not exceeding those requirements specified in CAR Part II.

(f) Licence holders are responsible for ensuring that the Class 3 Medical Certificate is renewed in a timely manner and, that examinations and tests are completed when required prior to the expiry date.

(g) Licence holders failing a medical assessment shall not be permitted to exercise the privileges of his licence, rating and endorsements. He shall subsequently surrender his Class 3 Medical Certificate to the Medical Examiner or forward it to the Licensing Authority and notify the ATCU promptly.

(h) ATCU and licence holders shall refer to CAR Part II, Chapter 5 for the decrease in medical fitness requirements.

(i) Drug Screening

1. License holders shall not exercise the privileges of their license and related rating while

under the influence of any psychoactive substance, which might render them unable to

safely and properly exercise these privileges.

2. License holders shall not engage in any problematic use of substances.

(j) Random Testing for Psychoactive Substances

1. Licence holders may, without notification, be subjected to random test to indicate the use

of alcohol and/or psychoactive substances including post incident.

(k) ATCUs requiring advice on the medical aspects of limitations imposed on licences should contact the appropriate Medical Examiner or the Licensing Authority. ATCUs requiring advice on the operational aspects of any limitation imposed should contact the Licensing Authority.

A.3.11 MINIMUM TIME-IN-POSITION

(a) To maintain currency, the ATCO shall have completed, during the previous calendar month, a minimum of 2 hours of time-in-position, without supervision or without conducting instructor or examiner duties, on each control position per rating for which a CoC has been issued, accumulating not less than 15 hours per rating.

Note: Combined control positions are included in this requirement.

(b) ATCOs failing to meet the requirements detailed in A.3.11 (a) shall not exercise the privileges of his licence, applicable rating(s) and endorsement(s) and subsequently notify the ATCU.

(c) ATCU shall establish a process to ensure ATCO’s currency are being monitored and adhered to.



A.3.12 FAILURE TO MAINTAIN CURRENCY

(a) The CoC shall become invalid in the event of an ATC licence holder does not exercise the privileges of the rating for a period exceeding 90 days. To gain competency the ATCU shall carry out a remedial/revalidation training evaluation as per Appendix 2, 2.18.

(b) To regain currency after failing to meet the minimum period of time-in-position requirement detailed in CAR A.3.11 (a) the ATCO shall complete a Currency Check

i. Assessed by an OJT instructor or examiner endorsed by the Licensing Authority. The OJT instructor or examiner conducting the assessment is the ATCO responsible for the control position.

ii. Not less than 1 hour on each control position per rating for which a current CoC has been issued;

iii. Under normal traffic conditions permitting an evaluation of performance, at the discretion of the OJT instructor or examiner;

Note: The above requirement is applicable to combined control positions.

(c) The OJTI or examiner responsible shall record successful completion of a currency check in the ATC watch log or similar.

(d) The OJTI or examiner responsible for the currency check shall inform the ATCU in the event an ATCO fails a currency check. The ATCO shall remain relieved from all operational duties related to the failed rating(s) until the ATCU has completed a remedial/revalidation training evaluation and the ATCO has successfully completed a Currency Check.

(e) ATCOs requiring more than 2 currency checks from the time the current CoC was issued shall be required to complete a full CoC.

(f) Following a currency check the ATCO is required to consolidate the minimum period of time-in-position within 15 calendar days subsequent to the currency check. The hours gained during the currency check may be included, unless the currency check was unsuccessful.

A.3.13 INSTRUCTOR CURRENCY

(a) Instructors shall conduct a minimum of 12 hours instructor duties annually.

(b) Instructors who do not meet this requirement shall be required to conduct 4 hours training of a student, under the supervision of a current OJTI or, undergo an assessment acceptable to the ATCU.

(c) OJTI not completing the annual currency requirement shall have their endorsement removed from the ATC licence to indicate the appropriate status.

(d) ATCU shall establish a process to ensure that instructor’s currency are being monitored and adhered to.

A.3.14 EXAMINER CURRENCY

(a) Examiners shall conduct a minimum of 2 CoC examinations annually.

(b) Examiners who do not meet this requirement shall be required to conduct 1 CoC examination under the supervision of an EXM, before conducting further examinations.

(c) Examiners not completing the annual currency requirement shall have their endorsement removed from the ATC licence to indicate the appropriate status.

(d) ATCU shall establish a process to ensure that examiner’s currency are being monitored and adhered to.



APPENDIX 4 — ATC OCCURRENCE REPORTING A.4.1 ATC OCCURRENCE REPORTING

(a) An applicant for an ATS certificate shall establish internal procedures for reporting of and investigating ATC occurrences as required in this appendix.

(b) In the event of an accident, unlawful interference or serious incident in the UAE Airspace the relevant unit shall make an initial report to the Duty Investigator, via the promulgated reporting process, as a priority as soon as practicable after the event containing as much of the following information as possible:

1. Emergency Phase (if declared) (DETRESFA/ALERFA/INCERFA) 2. Aircraft identification (call sign and/or registration); 3. Aircraft type; 4. POB; 5. Nature of accident/occurrence; 6. Time of accident/occurrence; 7. Site of accident or location of occurrence; 8. Broad indication of casualties; 9. Broad indication of damage to airframe(s); and 10. Impact on other traffic, and estimated duration.

Information not immediately available shall be forwarded to the Duty Investigator immediately on receipt. Following the initial report for an accident, unlawful interference or serious incident a ROSI shall be submitted within 3 hours of the event.

(c) A ROSI for ATC occurrences other than those in CAR A.4.1.(b) shall be submitted within 72 hours of the event.

(d) ATS personnel submitting a GCAA ROSI shall ensure that information given is accurate, unambiguous and complete.

(e) Guidance for units as to what ATC occurrences shall be reported via the ROSI system is contained in Attachment A.

(f) If an ATCU becomes aware of an AIRPROX which occurred in an adjacent FIR, the ATCU shall ensure that the relevant ATCU in that FIR is notified of the AIRPROX. The UAE ATCU shall also submit a ROSI.

(g) The UAE ATCU should expect a reply from the Authority that the ROSI has been received. The reply may include requests for information to be included in the subsequent investigation.

(h) In the event that notification is not received, the ATCU shall communicate with the Authority to confirm receipt.

A.4.2 ATC OCCURRENCE INVESTIGATION

(a) It is the ATCU’s responsibility to initiate and conduct an investigation of ATC Occurrences in accordance with ICAO Doc 9426, Part 2, Section 1, Chapter 3, including any classification of occurrence for which a safety performance target has been established, using the principles of just culture.

(b) An investigation report including any other requested data shall be submitted to the Authority within 10 working days of the GCAA ROSI acceptance in the case of accident, AIRPROX, serious incident or any classification of occurrence for which a safety performance target has been established. For any other occurrence, the investigation report and any requested data shall be provided within 20 working days. ATCUs shall contact the Authority in writing should an extension



be needed, which may be granted provided that an extension request is submitted by the Safety Management post holder with a justifiable reason prior to the deadline.

(c) ATCUs shall cooperate fully with any requests from Air Accident Investigation Department regarding determined or potential ICAO Annex 13 investigations.

(d) ATCUs shall ensure that sufficient appropriately trained and experienced investigators are available to fulfil these investigation requirements.

(e) The ATCU investigation shall be conducted by an impartial person. Personnel potentially involved in an ATC occurrence shall not be involved in the conduct of the investigation.

(f) The Authority may require an Inspector to assist unit investigators, or conduct independent investigations.

(g) The Authority shall review the unit findings, conclusions and actions and may require further or amended actions to be taken by the unit.

(h) The Authority has the final decision on required remedial actions and incident classification.

(i) In the event of an Accident, AIRPROX or serious incident, requiring an investigation interview of the persons involved, the following procedure shall be followed:

1. The person being interviewed shall be given the option to review recorded audio and/or surveillance data prior to the interview;

2. There shall be a minimum of two investigators present during the interview; 3. The person being interviewed shall be given the option of having an impartial witness

present at the interview; and 4. Minutes of the interview shall be documented and signed by all persons in attendance.

The interview may be recorded, subject to the acceptance of all present. In this circumstance, the recording of the interview shall be retained with the investigation report.

(j) The Authority may require additional information to assist in reviewing the unit investigation.

(k) The following investigative data shall be included, where relevant or requested by the Authority, in a Unit Investigation Report:

1. Written statement/s from ATCO/s involved See note below;

2. Written statement from supervisor;

3. Voice recordings and/or tape transcript;

4. Surveillance data, video recordings and/or radar display screen shots. Surveillance

recordings and screen shots shall illustrate the exact same environment, as seen by the

controller,

5. Aircraft details;

6. Meteorological information;

7. Summary of interviews of ATCO/s and Supervisor/s involved;

8. Excerpt of any relevant unit procedures or references to unit procedures;

9. Traffic level, density (light, moderate, heavy) and complexity (low, medium, high) at the

time of the incident;

10. Operational status of equipment;

11. The shift roster and monthly roster of the ATCO/s involved;

12. Rostered and actual staffing of all operational positions; 13. Details of the ATCO/s involved

i. ATC Licence number and date of first issue; ii. Dates of last Certificate of Competence, Emergency Continuation Training and Tape

Review;



iii. Duration on position when the occurrence took place; iv. Assessment of fatigue factors: - Hours on position within last 30 days; - Actual duties worked in the previous 240 hours; - Shift breaks prior to occurrence; - Off duty rest and sleep obtained prior to shift.

14. Identification of similar incidents within last 12 months. 15. Unit findings, causal factors, contributing factors, human factors/limitations, conclusions,

safety recommendations, incident classification and category, lesson learnt; 16. Evidence of the Corrective and/or Preventive actions taken as a result of the investigation; 17. A statement verifying the accuracy of recorded time stamps; 18. Any other items relevant to the investigation.

Note: For any accident, AIRPROX, serious incident, or any occurrence classification with an established safety performance target, a written statement of the events and circumstances of the occurrence shall be completed by all involved controllers and the shift supervisor (or other person acting in the capacity of a supervisor) prior to the end of the shift.

(l) Unless otherwise requested by the Authority or, if an audio recording is not available, an ATC

transcript shall be compiled in compliance with the following requirements: 1. The text shall be clear, legible and in a format suitable for sending by email or facsimile; 2. All transcript entries shall be written using letter; 3. All transcript entries shall be written as they are pronounced on the ATC recording. For

example, the word “NINER” should be written when the correct pronunciation is heard on the recording or “NINE” if that pronunciation is heard;

4. Each transcript entry shall include the time indicated on the recording when that transmission was made;

5. Times shall be in the format (HH:MM:SS); 6. Checks shall be made to determine any discrepancies that exist between the recording

times and the actual time. Whenever a discrepancy is found it shall be documented in the title section of the ATC transcript report;

7. Each transcript entry shall include the transmitter’s ATCU, Ground Unit or Aircraft Call sign identity, and frequency if relevant;

8. In the event that the investigator determines that there are irrelevant segments on the recording that do not need to be transcribed, then a chronological entry shall be made on the transcript indicating the missing transmission, and the title of the ATC transcript shall indicate “Excerpt of ATC Recording.”

The person taking responsibility for the accuracy of the ATC transcript shall clearly enter his name and title and sign the document, indicating that the ATC transcript is an accurate reflection of the ATC recording

(m) The completed ATCU investigation report shall be signed by the person taking responsibility, confirming that the investigation contents, findings, conclusions are complete, correct and accurate and that any unit safety or staff remedial action proposed is appropriate.

(n) Learning outcomes from incident investigations shall be provided to front-line operational staff.

(o) For the purposes of investigation and auditing, GCAA Inspectors shall be granted unrestricted access to ANS facilities under all conditions. GCAA Inspectors shall be permitted to carry laptop computers, digital cameras and audio recording devices under all conditions.

(p) ATCUs shall provide all necessary assistance in the application process for airport security passes and equipment approvals for nominated GCAA Inspectors.



A.4.3 RELIEF FROM DUTY

(a) When an ATCO’s actions may have been a contributing factor in an ATC occurrence such as an

accident, AIRPROX, serious incident, loss of separation or hazardous situation where the safety of an

aircraft was or may have been jeopardized, he shall be relieved as soon as reasonably practicable

from all operational duties pending a unit investigation.

Note: There shall be no partial removal from duty.

(b) The controller’s relief from duty should not be taken as a suspicion of guilt but purely to protect the

controller and the unit in the following ways:

1. To ensure a potentially unsettled controller does not make post occurrence errors; 2. To allow the controller to be available to write a statement and assist in the initial

investigation; 3. To allow the controller time for recovery and be offered post-incident stress counselling, i.e.

critical incident stress management (CISM); and 4. To give the unit protection if in fact some actions are required to raise the controller’s

competence to the required standard.

(c) Following an accident or serious incident, an ATCO relieved from duty shall not be returned to operational duties without approval from the Authority.

(d) If during or after the ATCU investigation of an ATC occurrence other than an accident or serious incident, it is found that the controller’s actions were correct and did not contribute to the occurrence, an ATCU may return the controller to operational duties. The ATCU shall notify the Authority accordingly.

(e) If during or after the ATCU investigation of an ATC occurrence other than an accident or serious incident, it is found that the controller’s actions did or may have contributed to the occurrence, the controller shall remain relieved of all operational duties until successfully completing remedial actions.

(f) The Head of ATC shall determine, after consultation with ATC operational management, the remedial actions required to ensure that a controller relieved of duty has the required knowledge and competence to return to duty. The remedial actions shall be documented, dated and signed by all parties and kept on the concerned controller’s file for a minimum 3 years after the occurrence.

(g) Where it is determined that remedial training is required, the controller’s CoC for the affected rating/s shall be withdrawn and the Authority be notified. A CoC shall only be re-issued after the successful completion of a full CoC examination (written, practical and oral examination) and the Licensing Department is to be informed when the CoC has been re-issued.

(h) When ATC remedial training is required, the controller involved shall first be counselled with the objective of ensuring that he understands what errors were made, accepts ownership of his actions, and will be receptive to training. This shall be documented, dated and signed by all parties and kept on the concerned controller’s file for a minimum 3 years after the occurrence.

In cases where remedial training is required a training needs analysis shall be carried out by the ATCU and documented to determine specific training requirements.



A.4.4 ATC OCCURRENCE RECORDS

(a) An ATCU shall retain the unit’s occurrence investigation records required by CARs 4.37.(c).7 for the period specified in CAR 4.37.(f).4 of Rule VIII, Subpart 4.

A.4.5 INCIDENTS INVOLVING AIRLINE OPERATORS

(a) Following an aviation incident, controllers shall ensure that pilots involved in the incident are aware that the incident has occurred and that reporting action is being taken.



ATTACHMENT A to Appendix 4 This list is in no way exhaustive and any occurrence which is believed to be a flight safety issue shall be reported Note: Bird strike and wildlife (BWI) reports related to events on or in the immediate vicinity of an aerodrome shall be reported according to the procedures in force at the relevant aerodrome.

CATEGORY DESCRIPTION

ACAS Event An incident where a resolution advisory event (RA) did or may have occurred

Accident An occurrence meeting the definition of an accident contained in CAR Part VIII, Subpart 1.

AIRPROX A situation in which, in the opinion of a pilot or air traffic control services personnel, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised. Risk of collision. The risk classification of an aircraft proximity in which serious risk of collision has existed Safety not assured. The risk classification of an aircraft proximity in which the safety of the aircraft may have been compromised. No risk of collision. The risk classification of an aircraft proximity in which no risk of collision has existed. 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

Apron Incident An incident where an aircraft, vehicle or persons operates on the apron area in a manner where operational safety was or may have been affected.

ASMI Category A An incident in which a reduction in prescribed separation, including separation from airspace boundaries, occurs where the separation remaining is 25% or less of the prescribed minimum, regardless of whether or not corrective action or an evasive response to avoid a collision was taken.

ASMI Category B An incident in which a reduction in prescribed separation, including separation from airspace boundaries, occurs where the separation remaining is 26% up to and including 50% of the prescribed minimum and no ATC action is taken, or the initial action to resolve the situation was determined by the pilot or ACAS.

ASMI Category C An incident in which a reduction in prescribed separation, including separation from airspace boundaries, occurs where: 1) The separation remaining is 26% up to and including 50% of the prescribed minimum and ATC resolved the situation; or 2) The separation remaining is 51% up to and including 75% of the prescribed minimum and no ATC action is taken, or the initial action to resolve the situation was determined by the pilot or ACAS.

ASMI Category D An incident in which a reduction in prescribed separation, including separation from airspace boundaries, occurs where: 1) The separation remaining is 51% up to but not including 90% of the prescribed minimum and ATC resolved the situation; or 2) The separation remaining is 76% or more of the prescribed minimum and no ATC action is taken, or the pilot or ACAS resolved the situation.

ASMI Category E An incident in which a reduction in prescribed separation, including separation from airspace boundaries, occurs where the separation remaining is 90% or more of the prescribed minimum and ATC resolved the



situation.

ATC Co-ordination Error

An incident where the coordination between ATC Sectors or units is not completed correctly, where the ATC coordination failure affected flight safety.

ATC/Aerodrome Equipment failure

An incident where there is a failure or irregularity of ATC or Aerodrome communication, navigation or surveillance systems or any other safety-significant systems or equipment which could adversely affect the safety or efficiency of flight operations and/or the provision of an air traffic control service.

ATC Operational issue

An incident, not resulting in any other category, where incorrect ATCO actions or ATC procedures affected, or may have affected flight safety.

Communications failure

An incident where an aircraft experiences a total or partial communications failure.

Deviations from ATC Clearance (not including a level bust)

An incident where an aircraft fails to comply with any component of an ATC clearance, excluding a cleared altitude or flight level.

Emergency (other than engine failure or fuel shortage)

An incident, excluding an accident, security event, engine failure, fuel emergency or medical emergency, where a pilot declares an emergency, Mayday or Pan.

Engine failure An incident where a pilot reports he has experienced an engine failure during take-off, in flight or landing, or reports that he has shut down an engine due to a technical problem.

Flight planning error An incident where a flight planning error has been reported which may affect the safety of a flight

FOD An incident involving FOD detected on a runway including reported tyre bursts from aircraft which have recently operated on a runway. 1) Category A: FOD which is likely to cause damage to an aircraft on a runway or runway shoulder; 2) Category B: FOD which is likely to cause damage to an aircraft found within runway strip or RESA; 3) Category C: FOD which is likely to cause damage to an aircraft on taxiways or taxiway shoulders; 4) Category D: FOD which is likely to cause damage to an aircraft found on the taxiway strips, apron areas or elsewhere on the airfield.

Fuel dumping An event where aircraft requires dumping or jettisoning fuel.

Fuel emergency An incident where a pilot reports he is experiencing a minimum fuel situation which requires an emergency declaration.

Go-around Any go-around event, except where an aircraft intentionally goes around for training purposes.

Level Bust Category A

An incident where an aircraft deviates from an assigned level by 800 ft. or more, and there was no loss of separation.

Level Bust Category B

An incident where an aircraft deviates from an assigned level by 600 or 700 ft. and there was no loss of separation.

Level Bust Category C

An incident where an aircraft deviates from an assigned level by 400 or 500 ft., and there was no loss of separation.

Level Bust Category D

An incident where an aircraft deviates from an assigned level by 300 ft. or less and there was no loss of separation.



Loss of Runway separation Category A

An incident in which a reduction in prescribed runway separation occurs where: 1) A collision is narrowly avoided; or 2) The separation remaining is 25% or less of the prescribed minimum, regardless of whether or not corrective action or an evasive response to avoid a collision was taken.

Loss of Runway separation Category B

An incident in which a reduction in prescribed runway separation occurs where: 1) A significant potential for collision which may result in a time-critical corrective evasive response to avoid a collision; or 2) The separation remaining is 26% up to and including 50% of the prescribed minimum, and no ATC action is taken, or the initial action to resolve the situation was determined by the pilot.

Loss of Runway separation Category C

An incident in which a reduction in prescribed runway separation occurs where: 1) There is ample time or distance to avoid a potential collision; or 2) The separation remaining is 26% up to and including 50% of the prescribed minimum, and ATC resolved the situation; or 3) The separation remaining is 51% or more of the prescribed minimum and no ATC action is taken, or the initial action to resolve the situation was determined by the pilot.

Loss of Runway separation Category D

An incident in which a reduction in prescribed runway separation occurs where: 1) The separation remaining is 51% or more of the prescribed minimum and ATC resolved the situation; or 2) An aircraft is in receipt of a landing or take-off clearance, while another aircraft is on the runway, and the initial action to resolve the situation was determined by the pilot

LSALT/Terrain event An incident where an IFR aircraft is flown below a Lowest Safe Altitude (LSALT) or an ATC Minimum Radar Vectoring Altitude (MRVA)

LVP Violations An incident where an aircraft conducts an operation when RVR, Met visibility and/or cloud-base conditions are below the prescribed approach minima or the aerodrome operator minima.

Manoeuvring Area Excursion

1) Category A: An incident in which an aircraft has an excursion from a runway, i.e. overruns, excursion off the side of the runway, resulting in damage to aircraft 2) Category B: An incident in which an aircraft has an excursion from a taxiway, excursion off the side of the taxiway, resulting in damage to aircraft 3) Category C: An incident in which an aircraft has an excursion from a runway, i.e. overruns, excursion off the side of the runway, resulting in no damage to aircraft 4) Category D: An incident in which an aircraft has an excursion from a taxiway, excursion off the side of the taxiway, resulting in no damage to aircraft

Military due regard event

An incident where actions of a military aircraft under limited civil ATC control results in a situation where flight safety in controlled airspace is or may have been compromised.

Non-compliance with climb gradient

An incident where an aircraft fails to comply with the published minimum departure climb gradient requirement.

Operator complaint or operational issue (not resulting in any

An incident involving: 1) A direct operational related complaint or query received from an operator or State; or



other category) 2) An ATC issue with an operator

Runway incursion Category A

A runway incursion in which a collision is narrowly avoided. Note: Definition of Runway Incursion is detailed in CAR Part I and CAR Part VIII Subpart 1.

Runway incursion Category B

A runway incursion in which the separation decreases and there is a significant potential for collision, which may result in a time-critical corrective/evasive response to avoid a collision. This includes a runway incursion occurring while a departing aircraft has commenced its take-off roll or an arriving aircraft has crossed the threshold. Note: Definition of Runway Incursion is detailed in CAR Part I and CAR Part VIII Subpart 1.

Runway incursion Category C

A runway incursion characterised by ample time and/or distance to avoid a collision, including a runway incursion occurring while a departing aircraft has been cleared to line up, or cleared for take-off or an arriving aircraft has been cleared to land but has not crossed the threshold. Note: Definition of Runway Incursion is detailed in CAR Part I and CAR Part VIII Subpart 1.

Runway incursion Category D

A runway incursion with no immediate safety consequences. Note: Definition of Runway Incursion is detailed in CAR Part I and CAR Part VIII Subpart 1.

Runway incursion category E

A runway incursion with insufficient information or inconclusive or conflicting evidence precludes a severity assessment. Note: Definition of Runway Incursion is detailed in CAR Part I and CAR Part VIII Subpart 1.

Runway operation incident

An incident occurring on a runway, excluding a runway incursion, where the incorrect action(s) of a pilot, vehicle or person affected or may have affected operational safety.

Security event An incident involving a security event relating to an aircraft, which may adversely affect flight safety, such as an unlawful interference, bomb warning or an unruly passenger, which results in a request for a priority diversion or landing, or the attendance to an aircraft by security personnel.

Taxiway operation incident

An incident, excluding an actual or attempted take-off or landing on a taxiway, where an aircraft, vehicle or person operates on a taxiway in a manner where operational safety was or may have been affected, including taxiway incursion.

Technical problem An incident excluding a declared emergency where a pilot reports an aircraft technical problem.

UAS event An incident where an UAS enters controlled airspace or SUA without clearance or proper authorization, or is operated in a manner affecting safety.

Unauthorised Penetration of Airspace

The penetration by an aircraft into a portion of airspace without prior permission of the controlling authority (when such prior permission is required).

Visual hazard report An incident where a pilot or ATCU becomes aware of a situation involving a light source, including laser, spotlights or pyrotechnics, where flight safety was or may have been compromised.

Wake turbulence event.

An incident where a pilot reports encountering moderate or severe wake turbulence from generating aircraft and the impact had a significant effect on the control of the aircraft, e.g. roll, altitude deviation, pitch or speed loss/gain.



APPENDIX 5 — LOW VISIBILITY OPERATIONS A.5.1 INTRODUCTION

(a) The Low Visibility Regulations contained herein address the safety and regularity issues related to:

1. Approaches and landings in Category II and Category III meteorological conditions;

2. Take offs in RVR less than 550 metres;

3. Control of surface movements in meteorological conditions not permitting ATC to be carried out with visual reference.

(b) These regulations prescribe the circumstances in which Low Visibility Procedures (LVP) are required as well as the requirements to be addressed by these procedures.

The additional measures required to support safe operations at an airport in Low Visibility Conditions (LVC) shall be specified in local procedures as “Low Visibility Procedures” (LVP)

LVPs shall be established to:

1. Prevent collisions between aircraft on the ground;

2. Prevent collisions between aircraft and vehicles;

3. Prevent runway incursions;

4. Protect and extend the integrity of ground based navigation equipment;

5. Extend protection from obstacles and confusing lighting effects;

6. Maintain continuity of service of visual and non-visual aids;

7. Extend ability to give adequate guidance to rescue and fire fighting services;

8. Extend meteorological services; and

9. Provide reporting for enforcement and monitoring of safety levels.

A.5.2 DEFINITIONS AND ACRONYMS

(a) Definitions and acronyms are contained in Subpart 1 to CAR Part VIII.

A.5.3 AIR TRAFFIC MANAGEMENT PROCEDURES

(a) The actual LVP required at an airport will depend on the type of operations conducted. The types of operations requiring LVP approval are listed in CAR 5.1.(a).

The general provisions in ICAO Doc 4444, Pans ATM shall apply.

(b) Local ATS Instructions (LATSI) shall specify types of approved LVO along with associated procedures

The LATSI shall contain detailed procedures for the following:

1. The RVR values at which the LVP shall be implemented;

2. Minimum ILS equipment requirements for Category II/III operations;

3. Other facilities and aids, such as lighting, required for category II/III operations;

4. Criteria for and circumstances under which ILS equipment requirements from category II/III operations capability shall be made;



5. Runway holding positions to be used;

6. Minimum spacing between an arriving and a departing aircraft to ensure protection of the sensitive and critical areas;

7. Minimum spacing between successive approaching aircraft;

8. Procedures to verify that aircraft and vehicles have vacated the runway and sensitive areas for ILS components;

9. Procedures applicable to separation of aircraft on the manoeuvring area;

10. Procedures applicable to separation of aircraft and vehicles;

11. Low visibility taxi routes;

12. Staffing of operational positions.

A formal agreement between ATC and the Apron Management Service, where provided, shall define the LVP to be used and clearly state the tasks and responsibilities of each party in LVC, in particular including provisions for the movement of vehicles on the apron.

Except as required for essential operational reasons, vehicles shall not be permitted on the manoeuvring area in LVC.

A.5.4 INITIATION / CANCELLATION OF ATC LOW VISIBILITY PROCEDURES

(a) The conduct of LVO depends on the existence of suitable runway protection measures, surface movement guidance and control, emergency procedures and apron management.

(b) LVO shall be initiated by the aerodrome control tower, once the aerodrome operator has advised that all measures required to protect aircraft operations in poor weather conditions are in place.

(c) The aerodrome control tower shall inform the approach control unit concerned when procedures for precision approach category II/III and low visibility operations will be applied and also when such procedures are discontinued.

(d) The aerodrome control tower shall inform the approach control unit concerned when procedures for precision approach category II/III and low visibility operations will be applied and also when such procedures are discontinued.

(e) Criteria for Category II/III status shall be clearly established. Procedures shall be established to manage full or partial failure of the overall system, to enable one of the following to occur:

1. Downgrade LVO for all aircraft movements;

2. Continue LVO for specified types/categories of movements;

3. Continue LVO without restrictions.

(f) Based on the defined and approved criteria, ATC shall communicate the low visibility status of the airport / runway to pilots.

A.5.5 RUNWAY RESTRICTIONS AND PROTECTION

(a) The following shall not be permitted in LVC:

1. Intersection take-offs;

2. Use of operational runways as taxi routes.



(b) Critical and Sensitive areas shall be clearly identified to the aerodrome controller(s) on radar maps or charts on display.

(c) For Category II and III operations, the sensitive areas shall be protected when aircraft are close to the runways during take-off and landing operations.

(d) When take-off is carried out on a runway with a radiating localizer, the critical and sensitive areas for the localizer shall be kept clear of all vehicles, aircraft or mobile objects.

(e) A Surface Movement Guidance and Control System (SMGCS) or Advanced Surface Movement Guidance and Control System (ASMGCS) required for operations in LVC shall be used to assist in prevention of incursions of aircraft and vehicles on active runways and associated critical and sensitive areas for ILS components.

A.5.6 LOW VISIBILITY TAXI ROUTES

(a) LVP taxi routes shall be established and enforced in LVC to facilitate navigation, reduce traffic complexity and minimise risk of runway incursions.

(b) LVP taxi routes shall minimise manoeuvring between runway and apron.

(c) SMGCS and signs shall support standard LVP taxi routes.

(d) LVP taxi routes shall be indicated on charts.

A.5.7 SURFACE MOVEMENT SURVEILLANCE

(a) A Surface Movement Surveillance system shall be provided for the manoeuvring area:

1. At airports intended for use in RVR conditions less than 300 metres;

2. Where airport layout is complex and/or visual guidance makes surveillance required to protect the runway/s and sensitive areas from incursions;

3. Where traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities.

(b) Surveillance can be used for:

1. Confirmation that the runway and associated critical and sensitive areas are clear of aircraft, vehicles and other obstructions prior to a departure or landing;

2. Ensuring that a departing aircraft is lined up on the correct runway;

3. Ascertaining that a departing aircraft has commenced take-off run;

4. Guiding and monitor aircraft and vehicles on the manoeuvring area as required;

5. Expediting surface traffic flows by directing along optimum routings;

6. Providing guidance to emergency vehicles;

7. Ensuring pushback will not conflict with traffic on the manoeuvring area.

A.5.8 LVO CONTINGENCY PROCEDURES

(a) Detailed LVO contingency procedures shall be established to address failures of essential components of the SMGCS.

(b) These contingency procedures shall be in compliance with the aerodrome fall-back procedures required by CAR Part IX.



(c) Procedures shall include actions to be taken in the event of a lost aircraft or vehicle and when ATC becomes uncertain of an aircraft or vehicle’s position.

(d) Procedures shall include actions to be taken, including movement restrictions and limitations, when runways or taxiways are blocked or unavailable requiring manoeuvring area access by ground personnel.

A.5.9 AIR TRAFFIC FLOW MANAGEMENT (ATFM)

(a) Impact on airport / runway capacity shall be reflected in procedures to be established between the aerodrome control tower and the unit providing approach control service.

(b) Spacing between successive aircraft on final shall be determined and included in local instructions for the aerodrome control tower and the unit providing approach control service.

(c) The requirement for ATFM measures shall be determined and included in a Letter of Agreement with Emirates ACC. Traffic acceptance rates shall be established for CAT II and III conditions and these shall be provided to the Emirates ACC.

A.5.10 TRAINING

(a) ATC staff involved in LVO shall be trained in knowledge and application of the approved procedures. Understanding and skills shall be demonstrated as part of periodic competency checking.

(b) The training syllabus shall include handling of failures and emergency situations.

(c) Documented refresher training shall be conducted annually, preferably before each LVO season.

A.5.11 AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

(a) Availability of low visibility facilities shall be communicated to pilots by means of the ATIS broadcast, where available, except for short notice changes which shall be passed by radio.

(b) The following standard phraseology shall be used in ATIS broadcasts:

“Low Visibility Procedures..(CAT II or III) in operation”

(c) Additionally, when local conditions require specific holding positions to be used the following message shall be used if necessary:

“Use Category XX Holding Positions”

Where XX is replaced by the relevant category of operation (II or III) as appropriate.

(d) When LVP are terminated, the ATIS shall be updated by removing the “Low Visibility Procedures…(CAT II or CAT III) in operation” message.

A.5.12 EQUIPMENT

(a) Requirements for Radiotelephony (RTF)

1. In addition to RTF redundancy requirement elsewhere in Subpart 4, a battery powered emergency transceiver shall be available and selectable to any frequency used by aerodrome control.

(b) Secondary Power Supply

1. Secondary power supply shall be provided to maintain continuity of communications services during LVP.



2. The following facilities shall be supplied with secondary power:

i. RTF equipment;

ii. Telephone equipment;

iii. Any data link equipment used in support of LVO.

(c) Meteorological Displays

1. RVR measurements shall be continuously displayed for the controller/s providing ATC for aircraft taking off and for approaching aircraft within eight nautical miles from the runway.

2. Multi-site RVR measurements shall be made for low visibility take-offs.

3. Measurements of ceiling/cloud height shall be continuously displayed for the controller/s providing ATC for approaching aircraft within eight nautical miles from the runway.

A.5.13 REPORTS

(a) Excerpts from the airport movement log for periods when LVP have been implemented shall be

forwarded to the Flight Operations Department of the GCAA at the end of every week during which

operations in conditions below normal CAT I minima have occurred

(b) Reporting shall be made in the following format:

1. Aircraft call sign;

2. Type of movement (ARR/DEP).



APPENDIX 6 — IN-FLIGHT EMERGENCY RESPONSE MANUAL A.6.1 INTRODUCTION

A.6.1.1 GENERAL

This manual answers the need for formal procedures for in-flight emergency response (IFER) by ATCOs as a counter to the threat of unlawful interference to aircraft and other in-flight emergencies. As a result of investigation findings of a series of accidents and serious incidents a growing awareness amongst ATSs providers and regulators has arisen of a need for well-developed IFER procedures and training as an integral part of an ATS provider’s safety culture. The IFER service has come to be widely accepted as a necessary adjunct to ATC and SAR services in consideration of an identified risk that an insufficient ATC response to a pilot experiencing an in-flight emergency which results in loss of life, injury or damage to property could have severe safety, business and political consequences. The IFER service is designed as an effective bridge between the provision of regular ATC, when aircraft are operating normally, and the SAR service, that is needful at the onset of any situation that portends grave and imminent danger. IFER services, then, serve that critical period of flight in which an aircraft’s operations are identified as being abnormal while not being so immediately critical as to suggest the imminence of a crash, ditching or forced landing.

A.6.1.2 DOCUMENTATION

UAE Civil Aviation Law at Chapter 2 (General) Article 19 states that “The Chicago Convention and other protocols and agreements pertaining to civil aviation and its protection, of which the State is a party, shall be considered complementary to the provisions of this Law in as much as they do not contradict its provisions. ICAO doc 4444 at paragraph 8.8.1.1 states that “In the event of an aircraft in, or appearing to be in, any form of emergency, every assistance shall be provided by the ATCO, and the procedures prescribed herein may be varied according to the situation”. This implies a high service priority requirement but allows for application of procedures, perhaps spontaneously developed by individual controllers, of varying appropriateness. Although there are clear demands made of ATCOs to respond to in-flight emergencies in several ICAO Documents, it may be concluded that they lack specificity. Guidance material directly related to management of in-flight emergencies is lacking. It is intended that this GCAA IFER manual should provide sufficient IFER structured processes, procedures and guidance to ATCUs to allow them to enhance IFER Service and ATC emergency handling skills and knowledge, through a well-documented and structured IFER System.

A.6.1.3 NATURE OF SERVICE

In-Flight Emergency Response (IFER) is defined as a service provided by ATCOs that provides reasonable advice and actions to assist a pilot who is or may be in distress or not operating under normal safe conditions to:

a) operate in safe airspace (e.g. VFR aircraft to re-establish flight in VMC); b) resume normal operations; or



c) land the aircraft safely. Incidents of unlawful interference can rapidly change from a situation of aeronautical emergency to one with serious significance for national defence and the safety of many lives on the ground. Of special importance, then, is the requirement for rapid transfer of information to State security forces and the enactment of extraordinary procedures, including relegation of management responsibility to designated external personnel. There is a similar need for rapid and effective information transfer between ATS units and RCCs across the whole range of emergency situations when RCCs will have to assume operational responsibility after an aircraft in an emergency situation is subject to a SAR Phase Declaration.

A.6.1.4 STRESS FACTOR

In view of the potentially traumatic situations that may develop out of in-flight emergencies, it is important that consideration be given to the impact of stress and shock on ATCOs’ response in the development of IFER procedures. For the same reason, attention should be given to the need for psychologically based ATCO training that is designed to increase controllers’ ability to cope and to effectively assist flight crews confronted with extraordinary emergencies. While it is not suggested that this manual meets these needs in their entirety, the procedures listed here have been developed with these imperatives in mind. The adverse effects of nervousness in humans are well documented. Stress and “the startle factor” cause the sympathetic nervous system (SNS) to activate the fight-or-flight syndrome. The activation of the SNS in ATCOs responsible for responding to in-flight emergencies can be an impediment to their effective performance. Just when controllers’ cognitive processing should be at its peak, the fight-or-flight syndrome can degrade the response capacity and memory recollection of controllers and jeopardize the quality of their assistance. It is important that controllers are aware of this prospect whenever emergencies arise and that they take special counter-active measures to ensure that vital actions are not forgotten and critical coordination is not overlooked. One effective means of ensuring that vital actions are appropriately taken is to use memory aids or, as they are sometimes called, mnemonics. Situations can, however, arise that defy the application of such simple aids and require that controllers, as for pilots on the flight deck, take recourse to comprehensive checklists. Checklists, therefore, are an important inclusion in this manual and a vital part of IFER. Their use, however, should not be indiscriminate or slavish. It is recommended that they be consulted after the initial stage of notification and acknowledgement has passed and the situation has stabilized to the point where assessment and review of the situation can be systematically accomplished. Check lists, at this time, can serve a valuable purpose in jogging controllers’ memories and drawing attention to actions worthy of controllers’ consideration.

A.6.1.5 COMPLEMENTARY TRAINING

It is recommended that this manual be complemented with regular training of controllers that takes into account:

a) ATS / RCC interface; b) coordination and communication requirements with aircraft operators, external emergency authorities and other concerned parties;



c) aviation human factors considerations and lessons from research and development activities; and d) procedures already developed for the management of in-flight emergencies by flight crews.

This training should be conducted in classrooms and simulators for both ab-initio training and regular refresher training for ATC Officers. Computer based training (CBT) is a very useful and cost effective training method because it can partly replace classroom training (with all its rostering difficulties and costs) and it can be easily “path-tracked” for recency record keeping. It is, however, evident that CBT on its own does not suffice for effective refresher training. A team learning environment with discussion of case studies and participation in desktop scenarios that illustrate application of basic principles is also required. There has been an acceptance by ATS providers (ATSPs) that it is impracticable to develop procedures and train controllers for response to all conceivable abnormal or emergency events. It is, however, desirable and possible to develop generic skills and procedures which have application in a wide range of scenarios. It has become increasingly accepted that a helpful means of optimising such an affective awareness is to involve controllers in simulated emergency situations. It is recommended that the ATCU’s Training Departments consider development of emergency simulation training programmes, directly linked with local airline operators. Operators provide emergency simulation training for pilots on a regular basis and would normally welcome direct involvement of ATC during the simulation to act as the communicator to the pilot. This would result in an improved awareness by ATC of the issues faced by pilots during emergency situations and would permit valuable practical emergency handling practise by the ATC Officers. However to ensure that the involvement of ATC during such simulations did not negatively disrupt or distract the exercises from the operator’s training objectives, close coordination and preplanning would be required with the Airline’s and ATCU’s training departments to ensure maximum benefit to both parties.

A.6.1.6 IFER MANAGEMENT IN UAE

In order to standardise the level of performance delivered within the UAE, ATCUs shall endeavour, wherever practicable, to provide necessary training to senior ATC Staff and Management to enable them to accept the role of IFER Manager. This role would normally be taken by ATC Supervisors and appropriately trained senior ATC Staff with the responsibility to manage the handling of the emergency situation by providing coordination and guidance, supported with the use of IFER checklists, to assist the controller confronted with the emergency. ATCUs Shall establish procedures to enable the IFER Manager to exercise his role when an emergency situation exists, and to ensure that the ATC Officer communicating directly with the pilot subject to the emergency is relieved from additional pressure. ATCUs shall ensure that whenever practicable, an IFER Manager, preferably with appropriate training, shall take over responsibility to manage an emergency situation, to relieve the pressure from the ATC Officer communicating directly with the pilot subject to the emergency, to enable the best possible service to be provided. This is particularly important during emergencies which extend over a prolonged period. It is understood that during the initial stabilisation phase of an emergency and in cases where a controller is operating in an operational position, such as a single man tower, where a senior staff member with IFER Manager training may not be available, that the IFER Service needs to be managed, at least in the short term by the ATC Officer communicating with the pilot in distress. However in these cases the ATCU’s IFER checklist, relevant to the type of emergency, shall be utilised by the ATC Officer.



It is envisaged that some specialist skills for the IFER Manager role should be developed through specific IFER Manager training, including assistance to lost aircraft, plotting of intercept and escort procedures and particular skills associated with communicating with an aircraft subject to unlawful interference.

A.6.1.7 CHECKLISTS

IFER Checklists shall be provided to ATC Officers for use in the handling of aircraft emergency situations. Section A.6.10 of this Appendix includes examples of generic checklists that may be used by ATCUs as guidance material to respond to various in-flight emergencies. These checklists are comprehensive and describe proposed mandatory required actions, possible required actions and highlights cautions which IFER Managers and ATC Officers need to adhere to and take into account during the handling of an emergency. These are however generically based and in many cases it is expected that the ATCUs develop specific tailored IFER Checklists to best suit their ATCU requirements. It is not possible to prescribe checklists to cater for every possible emergency or aircraft impairment or malfunction that may arise without prejudicing the brevity required for controllers to quickly respond to an emergency. A failure of one aircraft system may cause impairment of another and emergencies often escalate unpredictably. IFER Managers and ATC Officers should receive instruction and training to understand that apart from mandatory required actions, the IFER Checklists serve as a memory tool to assist in the provision of the best possible quality of IFER Service. No claim is made for the checklists being exhaustive, and ATCUs should regularly review and update their unit specific IFER Checklist and ATC Officers shall be required to exercise discretion in their use.

A.6.1.8 IFER MANUAL UPDATE

It’s understood that while utilising this IFER manual during ATS unit emergency training, areas of improvement maybe identified. Units are requested to forward any ideas for improvement of the IFER manual content to the GCAA for consideration for inclusion in the next IFER annual update. The IFER manual will be updated at the beginning of each year.



A.6.2 GLOSSARY AND DEFINITIONS ACAS Aircraft Collision Alerting System ADEQUATE AERODROME An aerodrome approved by an air operating company for emergency use ADS – B Automatic Dependent Surveillance (Broadcast) ADS – C Automatic Dependent Surveillance (Contract) AEP Aerodrome Emergency Procedures AGL Above ground level AIP Aeronautical Information Publication ANSP Air Navigation Service Provider APU Auxiliary Power Unit ARFF Airport Rescue and Firefighting ATCO Air Traffic Controller ATS ATS ATSP ATS Provider CISM Critical Incident Stress Management COSPAS – SARSAT Space System for Search of Craft in Distress - Search and Rescue Satellite-

aided Tracking CPDLC Controller Pilot Data Link Communications DH Decision Height EAT Estimated Approach Time ELT Emergency Locator Transmitter EPIRB Emergency Position Indicating Radio Beacon EST Estimate(d) ETA Estimated Time of Arrival FANS1 Future Air Navigation System FORCED LANDING A landing necessitated by failure of engines, systems or components that

makes continued flight impossible, and which may or may not result in damage or injury.

FPL Flight Plan GA General Aviation HVDF High Frequency and Very High Frequency Direction Finding IFE In-flight Emergency IFER In-flight Emergency Response IMC Instrument Meteorological Conditions JBAR Jet Barrier JRCC Joint Rescue Coordination Centre Km Kilometer(s) MDA Minimum Descent Altitude MDH Minimum Descent height MEA Minimum En-Route Altitude MSA Minimum Safe Altitude NAVAID Radio Aid to Navigation Nm Nautical mile(s) NOTAM Notice(s) to Airmen POB Persons On Board PRECAUTIONARY LANDING A landing necessitated by apparent impending failure of engines, systems

or components or incapacitation of the flight crew, or, in the case of a VFR pilot, encounter with adverse meteorological conditions that makes continued flight inadvisable.

RA Resolution Advisory RCC Rescue Coordination Centre



RFF Rescue and Firefighting RSC Rescue Sub-centre SAR Search and Rescue SID Standard Instrument Departure SKEDS Scheduled Radio Reports SMC Search and Rescue Mission Coordinator SPL Supplementary Flight Plan SUITABLE AERODROME An aerodrome approved by an air operating company for normal use TA Traffic Advisory TCAS Traffic Collision Alerting Service UHF Ultra High Frequency VFR Visual Flight Rules VHF Very High Frequency



A.6.3 AN OVERVIEW OF FLIGHT CREW ACTIONS DURING AN IN-FLIGHT EMERGENCY

A.6.3.1 INTRODUCTION

A.6.3.1.1 In order to be better prepared to support aircraft in distress, it is important for ATCOs to

have an understanding of the general ways in which flight crews can be expected to react in various emergency situations. It is therefore appropriate that ATCs become familiar with flight crew emergency response actions on the flight deck. One of the aims of this manual, therefore, is to provide an effective knowledge of flight crew emergency procedures and, thus, establish a foundation for cooperative and effective interaction between ATCs and flight crews during in-flight emergencies.

A.6.3.1.2 Sections A.6.3 through A.6.7 provide general knowledge relative to many emergencies.

Together, these chapters provide a basis for broad, effective response by ATCs to in-flight emergencies by detailing a basic set of knowledge-based skills.

A.6.3.1.3 When confronted by an in-flight emergency, it is generally acknowledged that flight crews

should set the following priorities in taking actions:

- Aviate; - Navigate; and - Communicate.

A.6.3.2 AVIATE

A.6.3.2.1 The flight crew’s immediate priority is to safeguard their aircraft’s flying condition and to

ensure that it follows a safe flight-path. The flight crew needs to complete checklist drills whilst continuing to maintain a safe profile. In some circumstances, a rapid descent may be initiated.

A.6.3.2.2 On modern aircraft operating with two pilots on the flight deck, the work-load will be

distributed as evenly as possible. One flight crew member, for example, may take responsibility for the aircraft’s flight path and the conduct of radio communications while the other may consult the checklist and perform the listed actions.

A.6.3.2.3 Controllers should be aware that the flight crew work-load during the initial stages of an in-

flight emergency may be high with many prioritized actions placing stressful demands on pilots.

A.6.3.2.4 Once the flight crew have completed the checklist actions and established a safe flight-path,

they will normally reassess the emergency situation. A.6.3.2.5 The reassessment process normally involves a systematic thought process that is aided by a

mnemonic. Typical of the mnemonics used by aircraft operating companies are the following: D diagnose the problem; O options available; D decide what to do; A allocate tasks; and R review;



or; G gather information about the problem; R review the information; A analyse the situation and consider alternative course of action D decide on a solution and implement it; and E evaluate the solution for effectiveness and appropriateness.

A.6.3.2.6 By using mnemonics, flight crews are enabled to take action then review it, and continually

recycle through the process to ultimately ensure the best outcome.

A.6.3.3 NAVIGATE

A.6.3.3.1 During the decision-making process, the flight crew will determine whether to continue the

flight to destination, return to the departure aerodrome or proceed to an alternate aerodrome.

A.6.3.3.2 While the decision to divert to an alternate aerodrome may be almost immediate, the actual

diversion of the flight will usually require coordination with ATS and other agencies. The flight crew may require extra information before a plan is agreed upon and request assistance from ATS before advising their intentions. While the flight crew may derive some of the information they require by direct communication with the operating company or other sources, the most accessible and most likely provider will be the ATS system.

A.6.3.4 COMMUNICATE

A.6.3.4.1 “Communicate” may be last action to be taken by flight crews experiencing a high workload

in-flight emergency, thus controllers may not be made aware of an in-flight emergency until either the flight crew has stabilized the situation or it has become seriously adverse.

A.6.3.4.2 Pilots subject to an emergency, once they have analysed the circumstances and have initially

stabilised the situation, are required to notify ATC either verbally or through selection of emergency transponder code.

A.6.3.4.3 Controllers should be aware that, in practice, flight crews may be reluctant or overlook to

use the standard phraseology: MAYDAY MAYDAY MAYDAY for distress, and PAN PAN PAN for situations of urgency. They may, rather, use a phrase such as, “We have a problem”.

A.6.3.4.4 If, however, flight crews do not formally declare a distress or urgency condition when

controllers have a realistic concern, controllers should consider making a specific request to the flight crew to confirm the state of operations.

A.6.3.4.5 In the extreme circumstance of a flight crew declining to declare an emergency when the

controller has reason to believe that an emergency does, in fact, exist, the controller should carry out the actions appropriate to an emergency whilst maintaining a completely supportive role to the flight crew.



A.6.4 IN-FLIGHT EMERGENCY RESPONSE TECHNIQUES

A.6.4.1 INITIAL ACTIONS: A GENERAL OVERVIEW

A.6.4.1.1 Immediately upon receipt, ATCs should acknowledge any MAYDAY, PAN or less formal call

notifying an emergency. A.6.4.1.2 As a general early response, if the subject aircraft is within ATS surveillance system

coverage, ATC should advise the flight crew of their position and the nearest suitable and/or adequate aerodrome. In doing so, however, controllers should be careful not to initiate communications that may interfere with flight crew activity or cause an unnecessary burden. In this regard, controllers should, at first, limit their input to responses to flight crew requests and only go on to provide further information as the situation requires and seems to reasonably allow.

Note: The nearest suitable aerodrome is the closest aerodrome to the aircraft’s position that has the required manoeuvring dimensions, surface bearing capacity and available emergency services and is approved by the aircraft’s operating company for normal use. An adequate aerodrome is one approved by the aircraft’s operating company for emergency use. After the crew has notified its intentions, controllers should provide flight crews with accurate range checks to their selected diversion or destination aerodrome, or, alternatively, the distance to travel if a significant turn is involved. A.6.4.1.3 If the subject aircraft is not within ATS surveillance system coverage, controllers should

notify the flight crew of the nearest suitable aerodrome from their estimated position. A.6.4.1.4 Controllers should make provision to reduce their workload as much as possible by

immediately alerting the supervisor and requesting assistance. Switching from headphones to loudspeaker operation will attract the attention of other colleagues and the supervisor.

A.6.4.1.5 If the emergency is likely to be of more than a short duration, the support of an IFER

Manager should be requested whenever practicable. Note: The responsibilities of an IFER Manager are listed at paragraph 4.2 below. A.6.4.1.6 Just as flight crews use memory aids (mnemonics) to govern their response to IFEs, so can

ATCs use similar aids to facilitate their response. An example of the mnemonic aids that may be used by ATCs is ASSIST:

A - Acknowledge. Controllers should ensure that they understand the nature of the emergency and acknowledge accordingly. S - Separate. Controllers should continue to establish and maintain separation. S - Silence. Consideration should be given to imposing silence on the IFE frequency. Flight deck activity should not be disturbed by unnecessary transmissions. I - Inform. Notify appropriate parties as required by the relevant IFER Checklist. S - Support. Maximum support should be given to the IFE flight crew. Check lists should be consulted. T - Time. The flight crew should be allowed sufficient time to stabilise or resolve their emergency situation.



A.6.4.1.7 Controllers should ensure that the vital task of separating aircraft continues throughout the above initial actions bearing in mind that in rare cases, separation standards may need to be reduced.

A.6.4.1.8 To provide clear airspace in which the subject aircraft may manoeuvre, and to provide

maximum support for its crew, the IFER Manager or responsible controller should consider:

a) If the subject aircraft is within or adjacent to an area of ATS surveillance coverage, requesting the flight crew to squawk 7700;

b) Holding other traffic outside or diverting it around affected airspace;

Note: It is relatively easy for modern commercial air transport aircraft to set up non-standard holding patterns.

c) Reserving a runway for the exclusive use of the subject aircraft;

d) Using a discrete radio frequency for communicating with the subject aircraft if its selection will not impose an undue workload on the flight crew;

e) Transferring other aircraft from the frequency being used by the aircraft subject to an emergency to another frequency;

f) Imposing radio silence.

Note: ICAO Annex 10, Volume II, Chapter 5 refers to imposition of radio silence. Caution should be exercised in Class E, F and G airspace since pilots depend on radio monitoring to ensure situational awareness in ensuring their own separation. A.6.4.1.9 On-going considerations for the IFER Manager or the responsible controller should include:

a) minimisation of frequency changes;

b) meteorological and operational conditions at the nearest adequate aerodrome;

c) meteorological and operational conditions at the nearest suitable aerodrome;

d) the prospect of the subject aircraft either continuing to destination or diverting to an alternate;

e) the estimated time required to stabilize, improve or resolve the emergency;

f) the vectors or tracks required to minimise the subject aircraft’s flight over populous areas;

g) the flight crews’ awareness of the full extent of the damage to or unserviceability of the aircraft and the effect that it may have on its handling characteristics.

A.6.4.1.10 The subject aircraft’s flight crew may need time to isolate the problem(s) and decide on

their best course of action.



A.6.4.1.11 Communication difficulties may be experienced, particularly if dependent on a second language during a time of stress and/or if the flight crew is wearing oxygen masks.

A.6.4.1.12 To minimize potential communication overload, controllers should not request too much

information at any one time. Standardized phraseology should be used whenever appropriate.

A.6.4.2 THE IFER MANAGER

A.6.4.2.1 During an aircraft emergency it may be advantageous to have a single person appointed to

assume overall command of the ATS response, particularly in an emergency situation that is likely to be prolonged. Ideally, the IFER manager should have immediate responsibility for no other duties throughout the duration of the emergency or until responsibility is handed-over to an adjacent ATS unit.

A.6.4.2.2 As a general rule, the role of IFER manager should be assumed by a senior ATC Officer or

supervisor of the unit, with appropriate IFER training and assessment. A supervisor may elect to dedicate themselves to the handling of emergency situation and may call for support to conduct other supervisory activities.

A.6.4.2.3 In any case, because of the high workload customarily generated by an emergency situation

and the need to control other traffic, the controller communicating with the pilot/s involved in an emergency should not retain responsibility for management of the handling of the emergency for a prolonged period.

A.6.4.2.4 The responsibilities of the IFER Manager should include, but not be limited to:

- obtaining all relevant information; - coordinating emergency relevant information with other ATCUs or organisations; - monitoring the workload of the controller and providing assistance when necessary; - conducting briefings; - managing ATC resource acquisition and tasking; - oversight of the ATC delivery of assistance; - assessing the effectiveness of the ATS response; - modifying response as necessary, and - administrative follow-up - handing over the responsibility for IFER Management to another unit if necessary.

A.6.4.2.5 The ATC in communication with the subject aircraft should remain responsible for:

- the safe management of the airspace and ensuring that separation and/or traffic information, as appropriate, continues to be provided to all traffic within that airspace;

- the coordination of level, route and estimates for the subject aircraft if it will cross or fly adjacent to an airspace boundary;

- acting as a communications link between the IFER Manager and the subject aircraft.



A.6.5 HUMAN FACTORS AFFECTING IN-FLIGHT EMERGENCY RESPONSES

A.6.5.1 GENERAL

A.6.5.1.1 The human body’s performance of voluntary and involuntary actions is controlled by the

nervous system. Some aspects of the nervous system require conscious control but others, known as autonomic functions, are governed unconsciously.

A.6.5.1.2 At any given time, the state of the human body is dependent on a variety of inputs to its

nervous system. A.6.5.1.3 Stress and “the startle factor” activate a gland known as the adrenal medulla. This gland

floods the bloodstream with neurotransmitters and the hormones of adrenaline and noradrenalin that prepare the body for the fight-or-flight response.

A.6.5.1.4 The following effects can result:

- loss of short vision; - disruption of depth perception; - reduction in the peripheral vision field (i.e. tunnel vision); - loss of colour and night vision in low light conditions and at night; - degradation in performance of fine motor skills; and, importantly, in the context of IFER,

inhibition of higher brain function in the cerebral cortex leading to an impeded ability to decide upon optimal response action and to communicate complex concepts,

- degradation of memory.

A.6.5.2 FLIGHT CREW

A.6.5.2.1 Flight crews managing in-flight emergencies are frequently subjected to very high workload.

Some of the human factors that affect flight crews during an in-flight emergency are:

- high stress levels; - distortion of time perception - time appears to be compressed; - language problems, especially if communicating in a second language.

A.6.5.2.2 ATCs may notice:

- a reluctance by the flight crew to acknowledge the extent of a problem; and - that communication with ATC is given a low flight crew priority.

A.6.5.2.3 Being aware of the possibility of the above is the first step in neutralizing their effects. With

practice and preparation, pilots and controllers can become quite adept at consciously reducing their negative effects and performing their duties in a calm and effective manner. Participation in simulated exercises in controlled environments has proven to be an excellent means of preparing operational personnel for effective emergency action by reducing the adverse effects of autonomic nervous system responses.

A.6.5.2.4 Commercial pilots are exposed to frequent checks of their proficiency in handling simulated

emergencies. However, private pilots often do not receive the same degree of training and



controller should be aware that they may need more assistance when confronted with an emergency situations.

A.6.5.3 HYPOXIA

A.6.5.3.1 Hypoxia is a state of oxygen deficiency in the body sufficient to impair functions of the brain

and other organs. Because of the nature of flight, it is vital that flight crews maintain a high level of competency and mental performance. Knowing what to look for and how to react to resolve a situation which may induce hypoxic effects is essential to maintain flight safety.

A.6.5.3.2 In aeronautics, hypoxia typically results from a decompression or lack of pressurization of

the aircraft cabin. If there is a cabin rupture or other cabin depressurization that occurs extremely quickly, hypoxia can occur within a few seconds, especially if cabin pressure altitude is higher than 7,500 m (about 25,000 ft). This sudden onset hypoxia is termed fulminant hypoxia. At high altitudes, loss of consciousness could occur within a few seconds without any warning symptoms. At lower altitudes a person may generally feel certain signs, such grogginess, dizziness or a feeling of overconfidence or complacency.

A.6.5.3.3 There is no way for physiological adaptation to prevent hypoxia effect in the aeronautical

environment when there is a rapid decrease in barometric and lung pressure. Pressurization of the aircraft cabins together with numerous alerts and warnings act as the first line of defense against hypoxia. In case of a significant cabin pressurization failure in commercial aircraft, supplemental oxygen is provided.

A.6.6 AIRCRAFT MALFUNCTION AND IMPAIRMENT AND UNUSUAL CIRCUMSTANCES

A.6.6.1 GENERAL

A.6.6.1.1 This chapter briefly sets out some situations that ATCs may expect during aircraft

malfunctions or impaired operation. A.6.6.1.2 The last section of the chapter contains information relevant to unusual circumstances that

may arise during aircraft operations.

A.6.6.2 REJECTED TAKE-OFF

A.6.6.2.1 Flight crews may reject a take-off in the event of a serious warning such as engine failure or

fire warning or because of imminent danger arising from, for example, a runway incursion. A.6.6.2.2 Maximum use of brakes may be required to bring a large aircraft moving at high speed and

at maximum take-off mass (MTOM) to a halt. This may cause aircraft’ tires to burst or ignite or the brakes to over-heat.

A.6.6.2.3 In the event of a serious emergency, the aircraft may be brought to a stop either on a

runway or in an overrun area and the passengers may need to be quickly evacuated via the emergency escape slides. If passengers are evacuated onto operational areas of an



aerodrome, care will need to be exercised to ensure their safety after they have left the aircraft.

A.6.6.2.4 If a take-off is rejected within normal operating confines, once normal taxiing speed is

achieved, the flight crew may position their aircraft on a taxiway, clear of the runway, and any danger to aircraft occupants can be more easily managed and mitigated.

A.6.6.2.5 Controllers should be aware that after a rejected take-off, even if there is no obvious tyre

burst or fire, pilots often need to request a period of delay, due to ‘Hot Brake’ indications. Controllers should consider the need to adjust the traffic sequence and position the subject aircraft in a suitable location while the brakes are cooled.

A.6.6.3 FLIGHT CONTROL SYSTEMS

A.6.6.3.1 Flight control systems consist of the flight control surfaces, their respective flight deck

controls, connecting linkages and the necessary operating mechanisms to move the aircraft about the three rotational axes. The elevators control an aircraft’s rotation about the pitch axis, the ailerons the roll axis and the rudder the yaw axis.

A.6.6.3.2 In light aircraft, the flight control surfaces are operated by direct pilot input to mechanical

linkages and wire cables. A.6.6.3.3 Larger aircraft require flight control surfaces of such a size that, if mechanical, they would

need unreasonable physical effort to move them. Thus, some form of power assistance is needed to augment pilots’ physical input. Power assistance is often achieved by using hydraulic (hydro-mechanical) actuators.

A.6.6.3.4 Some aircraft have been built with electrically operated servo-tabs attached to their control

surfaces. These tabs operate in the airflow in such a manner as to move the control surface in the required direction. Since the pilot has no direct linkage connection to the control surfaces, it has become necessary to build in a “feel simulator” to replicate the resistance usually felt by the pilot when moving the controls.

A.6.6.3.5 Many modern aircraft employ “fly-by-wire” flight control systems. In some of these aircraft,

the flight control surfaces are operated by self-contained, electrically driven pumps that move hydraulic actuators. Computers monitor the operation of the systems and provide “feel simulation”.

A.6.6.3. 6 “Feel simulators” provide feed-back to the control column and rudder bar, (or to the side-

stick, as it is in some modern aircraft types), so that increasing resistance is felt as the control column and rudders are moved toward the extremity of their travel, thus they guard against excessive control inputs.

A.6.6.3.7 Failure of “fly-by-wire” systems is virtually unknown since they are usually triplicated or

sometimes quadriplexed. A.6.6.3.8 There have been some emergency situations arise in which, when damage was sustained to

flight control surfaces, asymmetric engine thrust was used to control the direction of flight. A.6.6.3.9 The protrusion of trim-tabs into the airflow around aircraft control surfaces can induce drag,

thus increase fuel consumption. To reduce this drag, some modern turbo-jets employ fuel



pumps to move fuel between internal fuel tanks, thereby reducing the extent of trim input required. Onboard computers continuously monitor the trim of the aircraft and automatically distribute the fuel between the tanks to maintain optimum trim.

A.6.6.4 FLAPS

A.6.6.4.1 To provide greater lift at slow speeds, flaps are lowered or extended to change the effective

aerofoil shape of aircraft wings. The extended flaps increase the drag of the wing, consequently higher engine power settings are needed when the flaps are lowered. The construction of trailing edge flaps varies, some of their type names are: normal flaps, simple split flaps, slotted flaps, zap flaps, fowler flaps, and extending flaps.

A.6.6.4.2 Many aircraft types have, in addition to trailing edge wing flaps, flaps on the leading edges

of their wings. These leading edge wing flaps are variously named according to their style of construction. They are: slats, Kruegers, variable camber flaps, and droops or profiled leading edge flaps. On most modern turbo-jet aircraft, the leading edge flaps are deployed when the first trailing-edge flap setting is selected, usually ten to fifteen degrees.

A.6.6.4.3 Flaps on light aircraft are usually extended by the pilot moving a lever or depressing an

electric switch. Flap retraction is achieved by moving the lever in the opposite direction or depressing the electric switch.

A.6.6.4.4 On large aircraft, flaps are deployed by hydraulic or electrical systems. Failure of the

electrical or hydraulic systems that operate the flaps in larger aircraft will prevent flap extension, thus higher approach and landing speeds will become necessary. High landing speed will require a greater landing distance and may need excessive braking that could cause brake overheating. The brakes may need time to cool before taxiing can be resumed.

A.6.6.4.4 In extreme circumstances, brake fires may result. These are extinguished with dry powder,

not liquid based suppressants, to avert explosive fracturing of brake disks.

A.6.6.5 SPEED CONTROL SURFACES

A.6.6.5.1 Small flat surfaces that can be extended vertically from the upper surface of the wings of

aircraft are known as spoilers and are used to decrease lift and thus control the glide angle of the aircraft. After landing with spoilers up, lift is quickly lost and an aircraft is enabled to more easily settle onto its landing gear without bouncing. Some large commercial turbo-jet aircraft have spoilers that operate in concert with the ailerons at low speeds. These spoilers can dump lift on only one wing and so assist the action of the ailerons.

A.6.6.5.2 Some civil aircraft are fitted with speed brakes. They take the form of panels on either side

of the rear fuselage that are deployed by hydraulic actuators. They enable the aircraft to quickly lose altitude without increasing speed. This prevents possible engine damage from shock cooling if the power were to be rapidly reduced to a minimum to maximise rate of descent. The speed brakes enable rapid loss of height while maintaining moderate engine power settings.

A.6.6.6 ENGINE FAILURES



A.6.6.6.1 Engine failure in a single engine aircraft is critical. In many instances, engine failures occur as a result of human factors. An engine failure immediately after take-off will normally force a pilot to commit to a crash landing in an area within approximately 45 degrees either side of the extended runway centre-line. If sufficient height has been achieved, the pilot may request a contraflow landing (i.e. on the reciprocal runway).

A.6.6.6.2 If an engine failure occurs en-route, there may be a loss of cabin pressure in a pressurised

aircraft that may require an emergency descent and or landing at the nearest available aerodrome.

A.6.6.6.3 Further effects of engine failure may be;

- failure of the attitude indicator and directional indicator if they are suction driven from an engine pump. If they are electrically operated, they will continue to function while battery power lasts;

- a requirement to manually extend the landing gear, (although this may not be advisable before

a crash landing or ditching due to the risk of a “nose-over”). A.6.6.6.4 Beside taking the actions set out in Checklists 10.4.1, “Aerodrome Emergency Landing” or

10.4.2, “Forced Landing or Ditching”, ATCs may suggest that the pilot:

- check that the fuel selector is set to the fullest fuel tank; - ensure that the booster pump is set to “on”; - ensure that the mixture is set to rich; - ensure that both magnetos are on; - that if a restart fails, the aircraft is trimmed to its best gliding speed.

A.6.6.7 ENGINE FAILURE IN A MULTI ENGINE AIRCRAFT

A.6.6.7.1 If an engine becomes inoperative in a multi-engine aircraft, flight crews may have a very

high workload. To work through the checklists may take up to 10 minutes on some types. As a consequence, ATC may not be informed until well after the occurrence of the event.

A.6.6.7.2 When advised of the circumstances, ATCs should not engage in radio communication within

the flight crew until the crew open communication or for some compelling reason. A.6.6.7.3 If an engine fails immediately after take-off, flight crews will often maintain runway heading

and discontinue climb at 1000 to 1500 ft AGL after the landing gear has been retracted. When the aircraft has accelerated to flap retraction speed, climb will be resumed. The pilot can then, on request, be given appropriate instructions to re-join the landing sequence.

A.6.6.7.4 Engine failure during cruise in both turbine and piston powered aircraft will normally result

in descent to a lower cruising level. A.6.6.7.5 Piston powered aircraft experiencing an engine failure may have pressurisation difficulties

that require a lower cruising level. A.6.6.7.6 After engine failure, turbine engine aircraft may need to descend to a lower level in order to

put the APU into operation and, if a decision is made to attempt a restart of the failed engine, to achieve an increased airflow through the failed engine.



A.6.6.7.7 With some aircraft types, usually piston engine powered, it may not be possible to make steep, small radius turns, in the direction of an inoperative engine. ATCs should check with flight crews about the feasibility of making turns in the direction of the inoperative engine before issuing instructions for them to do so.

A.6.6.7.8 In the event of engine failure, ATCs may expect:

- high flight deck workload; - the possibility of a landing at the nearest suitable aerodrome; - pressurisation problems; - deviation from assigned track or SID; and - an immediate levelling-off or descent.

A.6.6.7.9 An engine failure in a multi-engine aircraft may result in:

- a rejected take-off; - fuel dumping; and - pressurisation difficulties.

A.6.6.8 ENGINE ON FIRE or APU ON FIRE

A.6.6.8.1 An engine fire or APU fire is a serious emergency. A.6.6.8.2 ATCs may expect:

- a heavy flight deck workload; - the possibility of a landing at the nearest adequate aerodrome; - engine shutdown and fire extinguishing procedures; - loss of altitude; - high vertical rates of descent commensurate with restricting the spread of the fire; - an emergency landing; - once the aircraft is on the ground, passenger-escape slides may be deployed and the

passengers evacuated; and - the runway may be blocked.

A.6.6.8.3 The fire may result in:

- a crash landing; - engine failure; - rejected take-off; - smoke or fire in the cockpit; - pilot incapacitation; - difficulty in maintaining pressurisation; and - brake/anti-skid problems.

A.6.6.8.4 If controllers sight flames or smoke, consideration should be given to advising the flight

crew of the location on the aircraft and apparent source of the flames or smoke. A.6.6.8.5 Pilots may put their aircraft into a sideslip to keep flames away from the cockpit.



A.6.6.8.6 Prior to a crash landing, once the pilot is committed, it may be desirable to suggest that the following checks are made:

- fuel pump off; - fuel selector to off; - cabin heating and venting off; - just prior to touch down, electrical master switch off, and cabin door(s) unlocked to the first

detent (to facilitate door opening in the event of frame distortion resulting from the crash).

A.6.6.9 LOW ENGINE OIL PRESSURE

A.6.6.9.1 If low engine oil pressure is indicated in a piston engine aircraft, the pilot will normally check

the engine oil temperature. If the temperature remains constant, it is likely that the pressure gauge is defective.

A.6.6.9.2 In turbine engine aircraft, there are usually two independent oil pressure-monitoring

systems. Flight crews’ normal procedure is to make a comparison of the engine power setting and the oil pressure indication. Only if there is an abnormal engine power reading will the engine be shut down.

A.6.6.9.3 When low engine oil pressure affects a single engine aircraft on take-off, controllers should

expect that it may result in a request for a close circuit to return for landing or perhaps a contraflow landing, and when en-route, a request may be made to maintain altitude for as long as is practicable and for a landing at the nearest suitable aerodrome. In the case of a multi-engine aircraft, ATCs may expect the possibility of:

a) a precautionary engine shut down; b) a request for a lower cruising level; and c) a landing at the next suitable aerodrome.

A.6.6.9.4 ATCs should follow the actions set out in Checklists A.6.10.4.1, “Aerodrome Emergency

Landing” or A.6.10.4.2, “Forced Landing or Ditching”, as appropriate.

A.6.6.10 ELECTRICAL MALFUNCTIONS

A.6.6.10.1 If an aircraft sustains total failure of its generator(s) or alternators, the only power available

will be from batteries. This is an emergency situation. A.6.6.10.2 Depending on the number of electrically driven systems in use, batteries’ ability to deliver

power is restricted to approximately 30 minutes, thus a landing will have to be made within this time. Flight crews will normally have access to an appropriate checklist indicating the systems that may be switched off to preserve electrical power.

A.6.6.10.3 If the radio navigation aids are switched off, ATCs may expect that surveillance system

vectoring with continual position update information will be required. If available, primary radar will normally be used for surveillance to enable the aircraft\s transponder to be switched to “standby”.

A.6.6.10.4 ATCs should expect:

a) high stress levels for the flight crew;



b) a landing at the nearest suitable aerodrome; c) the inability of the aircraft to report its position, and; d) limited read back of instructions.

A.6.6.10.5 The situation may result in complete radio communication failure. The checklist A.6.10.3.3

“Radio Communications Failure”, provides guidance. In this situation, there should be no expectation that the aircraft will necessarily hold or divert to an alternate aerodrome; neither should flight crews be requested to ‘squawk indent’.

A.6.6.11 HYDRAULIC MALFUNCTIONS

A.6.6.11.1 Malfunction or impairment of the hydraulic system may cause a complete or partial failure

in the operation of:

- flight controls; - leading and trailing edge wing flaps; - speed brakes and spoilers; - landing gear extension or retraction; - wheel brakes; and - nose wheel steering.

A.6.6.11.2 Some of the effects of impairment of these controls are listed at paragraphs A.6.6.3.1 to

A.6.6.5.2 Flight Control Systems.

A.6.6.12 INSTRUMENT MALFUNCTIONS

A.6.6.12.1 The following guidance notes augment the checklist actions in Checklist A.6.10.3.2,

“Instrument Failure”. A.6.6.12.2 Light aircraft instruments are usually electrically driven but some that are fitted in older

aircraft rely on gyroscopic principles for their operation and are operated by an engine-driven air suction pump.

A.6.6.12.3 The gyroscopic instruments include the turn indicator that displays the degree of bank, the

artificial horizon (AH) [also known as the attitude indicator (AI)] and the heading indicator (HI) [also known as the directional indicator or directional gyro (DG)].

A.6.6.12.4 In small aircraft, the pilot resets the HI to the reading of the magnetic compass at

approximately 15 minute intervals. This procedure is necessary because the magnetic compass is affected by the dip or downward slope of the earth’s magnetic field. It is subject to acceleration errors when the aircraft is banked and, as a result, is difficult to use. The gyroscope in the HI drifts away from the magnetic heading because of the effects of friction and the earth’s rotation.

A.6.6.12.5 Failure to reset the HI can result in an aircraft becoming uncertain of its position. See

Checklist A7.10.6, “Uncertain of Position”. A.6.6.12.6 Larger aircraft have gyro-magnetic compasses that continually sense the earth’s magnetic

field and contain a servomechanism that constantly corrects the heading indicator.



A.6.6.12.7 Most large modern turbo jets have ‘glass cockpits’. Electronic video display units have replaced the electro-mechanical instruments that were installed in older aircraft. The captain and first officer each have screens in front of them that show, on a video map, the aircraft’s attitude and horizontal situation, speed, position, time to the next waypoint and other data. These video displays are known as Electronic Flight Information Systems or EFIS.

A.6.6.12.8 Above the centre console are screens that display engine operating data and provide visual

alerts when one of the engines or its associated systems requires the crew’s attention. They are called either the Engine Indications and Crew Alerting System (EICAS) or Electronic Centralised Aircraft Monitor (ECAM). Failures of any of these screens are rare.

A.6.6.13 LANDING GEAR PROBLEMS

A.6.6.13.1 The flight deck display of the landing gear status appears during the undercarriage extension

or retraction phase on approach or after take-off. If there is an unsafe indication when the aircraft is on final approach, a missed approach procedure will be followed.

A.6.6.13.2 Flight crews will usually attempt to recycle the landing gear by retracting it and then

extending it again. If the recycling of the electrical or hydraulic extension system does not produce a safe indication, flight crews may attempt to extend it manually using a manual override system.

A.6.6.13.3 If manual extension is not successful, a ‘g-load’ manoeuvre may be attempted. This involves

violent and abrupt flight manoeuvres to utilise gravitational and centrifugal forces to cause the undercarriage to extend and lock. Once the landing gear has been extended in this fashion, it cannot be retracted. When an aircraft is in this circumstance, an ATM instruction to “go around” should be avoided. With the undercarriage down, the aircraft performance is severely restricted.

A.6.6.13.4 Occasionally, a pilot will request a low fly past to facilitate a visual inspection. At pilot

request, ATC should make arrangements for licensed aircraft mechanical engineer or type-familiar pilot to make the inspection from the control tower or alongside a runway. However, these inspections are often inconclusive.

A.6.6.13.5 When confronted with this type of situation, flight crews of a major air carrier will usually

seek technical advice from company engineers over company radio frequencies. General aviation pilots, on the other hand, may request ATCs to seek engineering advice on their behalf.

A.6.6.13.6 In the case of GA aircraft, ATCs should consider requesting that the pilot confirm that all

relevant emergency checks have been made, including checking or changing the landing gear indicator lights.

A.6.6.13.7 If flight crews decide to make a landing with an unsafe landing gear indication, the actions

listed in Checklist A.6.10.4.1, “Aerodrome Emergency Landing”, should be taken. A.6.6.13.8 Nose wheel steering may become restricted or inoperative in the event of a hydraulic

failure. If this happens, an uncontrolled excursion from the runway may occur after landing.



A.6.6.14 PRESSURISATION LOSS AND SLOW, CATASTROPHIC AND EMERGENCY DESCENT

A.6.6.14.1 De-pressurisation is experienced in the event of engine failure in a single engine, pressurised

aircraft. A.6.6.14.2 In multi-engine pressurised aircraft, loss of pressurisation is generally slow and usually

caused by faulty operation of pressure regulating valves, permitting too much air to escape from the cabin.

A.6.6.14.3 In large passenger turbo-jets, cabin altitude is maintained at about the equivalent of 7000ft,

irrespective of the actual altitude. If cabin altitude pressure falls below that experienced at 14,000ft, oxygen masks are automatically deployed. In this circumstance, flight crews may be expected to make a rapid descent to 10,000 ft or lower.

A.6.6.14.4 ATCs may observe:

a) that the aircraft will stop climbing; b) a rapid descent without warning, and c) a turn away from the assigned track; d) poor quality radio communications due to flight crew donning oxygen masks.

A.6.6.14.5 The crew may have no opportunity to squawk the emergency code before commencing

emergency action. A.6.6.14.6 The slow loss of pressurisation in smaller turbo-jets may not be readily detected although

many aircraft are now being fitted with equipment that generates an audible warning if a significant drop in pressure occurs. A slow loss of cabin pressure, if made known to ATC, requires action to which the checklist at 10.5.1 “Hypoxia” refers.

A.6.6.14.7 If the pressure hull of a pressurised aircraft sustains a significant rupture, an explosive

decompression may occur. The cabin may fog due to the reduced atmospheric pressure no longer being able to retain the same amount of water in vapour form. This cabin fog may take some time to dissipate. Dust, light objects and papers are likely to fly through the cabin, drawn to the site of the hull rupture by the outward flow of air. For flight crews experiencing an explosive decompression above 40,000 ft., their time of useful consciousness, without oxygen, will be limited to between 12 and 25 seconds. In this situation, an emergency descent may be expected to be commenced immediately while the crew takes access to oxygen.

A.6.6.14.8 ATCs may observe:

a) very high rates of descent at up to 8,000 ft/minute; b) difficulty in communication because of high ambient noise levels.

A.6.6.14.9 Additional technical problems may occur if there is damage to aircraft systems. Flight crews

may report feeling very unwell due to the expansion of gas within their intestines, caused by the rapid depressurisation of the cabin.

A.6.6.14.10 If an emergency descent is commenced above 25,000ft, medical problems such as burst

eardrums and bleeding noses may occur and ATCs should alert the destination aerodrome to the possible need for medical aid.



A.6.6.15 SMOKE OR FIRE ON THE FLIGHT DECK OR IN THE CABIN

A.6.6.15.1 Smoke or fire on board an aircraft is a serious emergency. Flight crews should be expected

to don oxygen masks and goggles as soon as they become aware of the situation. This support equipment tends to restrict the pilots’ vision and inhibit their performance. Increasing smoke may make the crew’s ability to see instruments and controls very difficult.

A.6.6.15.2 If the smoke or fire is of electrical origin, the crew will attempt to detect its origin and

prevent its progress by shutting off individual electrically operated systems. This may mean the loss of navigation aids and/or radio communication.

A.6.6.15.3 ATCs should expect:

a) high stress levels and increased workload on the flight deck; b) a request for the shortest high-speed vector to a suitable aerodrome; c) poor or no radio communication; d) Limited visibility within the cockpit; e) Possibility of pilot incapacitation f) a need to set approach and runway lighting at high settings; g) deployment of emergency slides and immediate passenger evacuation after landing.

A.6.6.15.4 Flight crews should be advised, when appropriate:

a) track miles to run to the closest suitable aerodrome; b) aerodrome operational and meteorological information; c) availability of any available automatic approach if the aircraft and aerodrome are

appropriately certified. A.6.6.15.5 ATCs should request:

a) crew are on masks b) Is the smoke in the cockpit Continuous or Clearing? c) If Continuous, can the crew see the instruments or the view outside the outside world?

A.6.6.15.6 ATCs should be careful not to be overly prescriptive in their instructions and to keep the

number and length of transmissions to the minimum necessary.

A.6.6.16 WINDSHIELD/CANOPY CRACKS OR BREAKAGE

A.6.6.16.1 Windshield breakages and cracks are usually caused by bird strikes or hail. Cracks may

appear in the windshield of a pressurised civil aircraft because of failure of the windshield heating system. Pilots of small civil aircraft and military aircraft with canopies may sustain injuries in the event of breakage. In the event that a pressure loss occurs through cracking/breakage, an emergency descent may be conducted. Flight crew experiencing a wind shield cracking without pressure loss will normally require descent to around 10,000ft to reduce the cabin differential pressure.

A.6.6.16.2 ATCs should be prepared to provide information on the nearest suitable aerodrome and its

operational and meteorological conditions. ATCs should expect the likelihood of:

a) an emergency descent;



b) poor quality of radio communication due to the use of an oxygen mask; c) requests for ATS surveillance system vectors;

A.6.6.16.3 ATCs should alert emergency services at the destination aerodrome.

A.6.6.17 UNUSUAL CIRCUMSTANCES

A.6.6.17.1 LIGHTNING STRIKE

A.6.6.17.1.1 Aircraft lightning strikes usually occur around the freezing level. They may cause complete

or partial failure of aircraft electrical systems. Structural damage to the wings, fuselage and radome may also occur.

A.6.6.17.1.2 The damage may cause:

a) control problems for the flight crew; b) radio communication failure; and c) navigation difficulties, leading to track or altitude deviations.

A.6.6.17.1.3 ATCs should:

- consider the assistance of another aircraft to intercept, escort and

provide navigational assistance to the damaged aircraft; and - try to ascertain the extent of the precipitation area in which the lightning

strike occurred, for relay to meteorological services and other aircraft in the vicinity.

A.6.6.17.2 BIRD STRIKE

A.6.6.17.2.1 Bird strikes sometimes occur during take-off or landing. Typically, at low altitudes, aircraft

damage is caused by flocks of smaller birds, however single bird strikes also occur. Large birds, such as migratory geese that often fly as high as 8,000 ft, have caused significant damage to the airframe and engines of large turbo-jet aircraft. Ingestion of a medium to large size bird usually causes significant damage to the turbo-jet fan, and sometimes to the compressor and turbine, requiring the engine to be shut down.

A.6.6.17.2.2 A bird strike may cause:

- engine failure; - airframe damage and control problems; - hydraulic problems; - brake problems; - a broken windshield or canopy.

A.6.6.17.2.3 Multiple bird strikes may cause more than one engine failure in multi-engine aircraft

A.6.6.17.2.4 ATCs may expect:



- reduced manoeuvrability if there is structural damage; - the need to land at the nearest suitable aerodrome; - the need for a long final approach to give the pilot time to check the

handling of the aircraft; - reduced forward visibility for the flight crew if there is significant carcase

residue from the impact. A.6.6.17.2.5 ATCs should consider the need:

- for an intercept and escort aircraft to provide navigational assistance; - to provide medical or ambulance assistance if crew or passengers are

injured; - for a runway inspection after impact on take-off or landing to check for

debris and identification of the bird type.

A.6.6.17.3 MULTIPLE LOCUST STRIKES

A.6.6.17.3.1 The density of some locust swarms has been estimated to be as high as 50 million insects

per square kilometre. Some species are known to fly as high as 1,500 m above ground level. Inadvertent flight into a dense swarm of locusts can cause significant damage to small and medium sized aircraft. Dented cowlings and wing leading edges may result. Forward visibility may be significantly reduced due to numerous insect smears across the windshield. Pitot tube blockage, caused by remains of insects, can cause erroneous readings or no readings at all on the airspeed indicator. The carcases and wings of locusts can block off the airflow through the oil coolers on piston engines and obstruct air-cooling ducts. These obstructions can give rise to engine overheating and may necessitate a precautionary landing.

A.6.6.17.3.2 ATCs may expect the possibility of:

- requests for information on and vectoring to the nearest suitable aerodrome; - possible damage to radio antennas causing radio communication difficulties; - possible pilot distraction, injury or incapacitation caused by the ingress of locusts through open direct-vision panels.

A.6.6.17.4 FUEL DUMPING

A.6.6.17.4.1 Fuel dumping may be necessary in the case of an aircraft sustaining an engine failure after take-off. In an emergency, the dumping may be initiated without prior approval to reduce the aircraft’s weight for an immediate landing.

Note: The procedures to be followed during fuel dumping are set out in CAR 4.35 (e) and ICAO PANS – ATM, Doc. 4444, Chapter 15, 15.4.3.



A.6.6.17.5 PILOT INCAPACITATION

A.6.6.17.5.1 Pilot incapacitation can have a number of causes, for example, coronary attack, a sudden

illness and food poisoning. A.6.6.17.5.2 ATCs may expect the possibility:

a) of a high workload on the pilot in normal health in an aircraft with two flight crew;

b) of multiple distractions on the flight deck leading to poor attention to ATC instructions;

c) of a declaration of an emergency and request for diversion to the nearest suitable aerodrome;

d) that after landing, towing equipment may be needed if the nose wheel steering control is available only to the incapacitated pilot in an aircraft with two flight crew.

A.6.6.17.5.3 ATCs should check for any handling limitations of the aircraft. A.6.6.17.5.4 ATC instructions should be kept simple. A.6.6.17.5.5 Medical services should be arranged at the destination airport.

A.6.6.17.6 AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) ADVISORIES

A.6.6.17.6.1 ACAS II equipment provides an independent, airborne, defence against collisions between

aircraft, if both of them are equipped with active transponders including altitude reporting (Mode C).

When a collision risk is detected, ACAS II calculates the necessary avoidance manoeuvre and communicates the solution directly to the flight crew. A.6.6.17.6.2 ACAS II can issue two types of advisory warnings: The Traffic Advisory (TA) alerts the flight crew to a potential Resolution Advisory (RA) and helps the crew in visually acquiring the potentially conflicting aircraft. The TA is activated between 20 and 48 seconds before the Closest Point of Approach (CPA); A.6.6.17.6.3 The Resolution Advisory alerts the flight crew to necessary avoidance manoeuvres in the

vertical plane. The RA is activated between 15 and 35 seconds before the CPA.

A.6.6.17.6.4 The TA or RA is communicated directly to the flight crew by means of both a visual display and an aural alert.

A.6.6.17.6.5 ATCs can expect the possibility of:

- climb or descent without prior warning; - two or more aircraft to be involved; - notification from the flight crew of ACAS climb or ACAS descent



A.6.6.17.6.6 Emergency avoidance action is likely to be taken by the crew without selecting emergency squawk.

A.6.6.17.6.7 If an aircraft experiences severe turbulence that causes it to deviate vertically toward

another aircraft, ACAS may detect a high vertical speed and may issue an alert. These incidents are rare but turbulence that affects aircraft at adjacent flight levels or altitudes may cause RAs or TAs.

Note: Controller responsibilities in relation to a pilot reporting an ACAS advisory-induced manoeuvre are contained in PANS – ATM (Doc 4444), Chapter 15, 15.6.3.

A.6.6.17.7 WINDSHEARS

A.6.6.17.7.1 Windshears are dangerous to aircraft on final approach and immediately after becoming

airborne. A.6.6.17.7.2 A flight crew experiencing a sudden downburst will apply maximum power and configure

the aircraft for a maximum rate of climb. The crew will not be able to comply with ATC manoeuvring instructions until the windshear effect has abated. If the aircraft is on final approach, there is a likelihood of a go around.

A.6.6.17.7.3 Descriptions of windshears notified by aircraft should be relayed to following arriving aircraft and to departing aircraft.

A.6.6.17.8 ELT SIGNAL HEARD

Note: Emergency Locator Transmitters (ELT) operate on the distress frequencies 406 MHz. The types of ELT that operate on the lower two frequencies do not transmit encoded signals that will identify the beacon or aircraft, whereas those that operate on 406 MHz emit digital signals that encode identifying data. These signals are received by the Cospas-Sarsat satellite system and the details of the process, while beyond the scope of this document, may be found in the IAMSAR Manual, Doc 9731, Volume II, Chapter 2. Many air carriers require their aircrews to monitor 121.5 MHz in addition to the ATS radio frequency in use. Aircrews will report hearing ELT signals to ATS units.

A.6.6.17.8.1 The International Cospas-Sarsat (http://www.cospas-sarsat.org) system has ceased satellite

processing of 121.5/243 MHz beacons since 01 February 2009 in response to guidance by the ICAO recognizing the limitations of the 121.5/243 MHz ELT and the superior capabilities of the 406 MHz ELT. Only 406 MHz beacons will be detected by the Cospas-Sarsat satellite system. This affects all ELTs using 121.5/243 MHz frequencies (TSO C91A).

A.6.7 AIRCRAFT SUBJECT TO ACTS OF UNLAWFUL INTERFERENCE

A.6.7.1 GENERAL

A.6.7.1.1 This chapter sets out some principles of management of acts of unlawful interference. It is

recognised that despite increasingly stringent efforts to make aircraft secure, both on the ground and in the air, threats and acts of unlawful interference are likely to arise from time



to time. The timing, nature and potential outcome of such events is impossible to predict. Response plans should, therefore, be flexible, and in preparing the resources, facilities and personnel to be called upon in these contingencies. Administrations should ensure that they are attuned to the critical and unpredictable nature of such emergencies and are readily available, appropriately qualified, trained and responsive.

A.6.7.1.2 Acts of unlawful interference, perhaps more than any other emergency events, are likely to

impact on a wide cross section of the community thus will be a legitimate concern of a broad range of authorities with various responsibilities. The need to closely define functions and responsibilities, establish lead agencies and agree upon a line of authority is paramount. The task of developing response plans is unusually complicated. They should take account of all possible outcomes, pay due regard to all interest groups’ concerns and prerogatives, and give greatest possible scope for optimal mitigation of risk.

A.6.7.1.3 Controllers should pay particular heed to any preferred actions expressed by the pilot-in-

command of the subject aircraft and also to the views of the operator and the State whose airline is operating the aircraft.

A.6.7.1.4 The safety of the aircraft’s crew and passengers should, at all times, be paramount. A.6.7.1.5 Controllers should be aware of some general principles of management that are commonly

agreed upon by States. While these principles may not dictate specific actions to be taken by controllers in a particular situation or in the airspace of the UAE, they may establish a framework of reference for controllers’ responses.

A.6.7.1.6 Controllers should be mindful that it is common for absolute authority for management of

acts of unlawful interference to be vested in a government agency not customarily involved in aviation emergency response procedures.

A.6.7.1.7 All parties involved in management of acts of unlawful interference, should take great care

not to divulge sensitive information to third parties that might jeopardise safety. Relations with the media are critically sensitive in this respect.

A.6.7.1.8 Airport manoeuvring and movement areas should be left open during periods of unlawful

interference. Similarly, all available communications facilities and navigation aids, electronic and visual, should be left in working mode. Non-availability of facilities could add to the degree of hazard.

A.6.7.1.9 All personnel confronted with an emergency involving an act of unlawful interference

should be alert to the risk of:

- injury to persons on board the subject aircraft; - damage to the aircraft as a result of an in-flight explosion; - mechanical or electrical failure; - fuel shortage; and - erratic behaviour on the part of the perpetrators.

A.6.7.1.10 Common wisdom is that the safest place for an aircraft subject to unlawful interference is

on the ground and controllers should anticipate that the response effort will likely be directed towards detaining the aircraft on the ground without, however, taking any action designed to compromise the aircraft’s airworthiness or mobility which could add to the degree of hazard implicit in the situation.



A.6.7.1.11 Controllers should understand that the process of negotiation is a skilled activity that should be conducted only by persons specially trained. Overall response will likely be focused on the conduct of negotiations for the safe release of hostages and minimisation of damage to or loss of property. Untrained persons and persons not in a position to refer decisions to more senior personnel in a genuine position of authority should not, as a general rule, be directly involved in negotiations with perpetrators of acts of unlawful interference.

A.6.7.1.12 When on the ground, the subject aircraft, when possible, should be parked in a designated,

isolated parking position to reduce disruption to airport operations and minimise impact of any disaster.

A.6.7.2 PROCEDURES

A.6.7.2.1 When controlling an aircraft that is known or suspected to be unlawfully interfered with,

controllers should exercise extreme care in communicating. In particular, controllers should:

- not necessarily expect normal communication responses from the flight crew; - exercise discretion in communicating with the flight crew, bearing in mind the

possibility of transmissions being monitored by the perpetrators; - unless and until there is positive indication that nothing is to be gained by

constraining communication, not make overt reference to a suspected or known act of unlawful interference.

A.6.7.2.2 Controllers should record the last observed or reported position, level, track and speed of

the subject aircraft and maintain a close watch over its progress.

A.6.7.2.3 In conducting hand-off procedures, controllers should not require responses from the crew unless the crew has established already apparently normal two way communications.

A.6.7.2.4 Controllers should consider alerting other aircraft in the vicinity of the subject aircraft and

using them as sources of information about the subject flight’s progress. A.6.7.2.5 If military aircraft are dispatched to intercept and escort the subject aircraft, controllers

should provide all required assistance to position the intercepting aircraft behind and below the subject aircraft.

A.6.7.2.6 If the subject aircraft passes outside radar coverage, controllers should consider increasing

its ADS report rate to 5 minutes. A.6.7.2.7 If the subject aircraft is airborne, controllers should, at the request of the pilot-in-command,

clear the aircraft to land or otherwise facilitate its landing. Controllers should be alert to the possible need for aircraft subject to unlawful interference to enter an airport traffic circuit and land without proper authorization. Controllers should facilitate the safe movement of the subject aircraft and clear airspace and the affected runway(s). If, on the other hand, the pilot-in-command makes a decision to continue flight, or is compelled to do so, action should be taken to ensure separation of the aircraft from all other traffic. To that end, coordination should be effected with adjoining ATSs units.

A.6.7.2.8 If the aircraft is on the ground prior to an intended departure, controllers should deny any

request for take-off clearance until and unless the aircraft is positively known, on advice from responsible authorities, to be no longer subject to unlawful interference.



A.6.7.2.9 If the aircraft is on the ground after a recent arrival, controllers should clear appropriate

taxiways and runways and clear the aircraft to taxi or be towed to the designated, isolated parking position, or facilitate it doing so.

A.6.7.2.10 Controllers should expect that flight crew in aircraft suitably equipped may notify an act of

unlawful interference by transmitting transponder code 7500, thus alerting all secondary radar stations within range. Controllers may consider responding to their observation of code 7500 by requesting that flight crew “confirm squawking assigned code”.

A.6.7.2.10.1 Failing access to transponder equipment, flight crew may communicate in plain language

but will not necessarily do so, depending on the in-flight situation. A.6.7.2.10.2 Where transmission of a transponder code is not an option, flight crews may append the

phrase “channel 7500” to voice transmissions immediately after transmitting the aircraft’s call sign as a means of signifying the status of the flight.

A.6.7.2.10.3 The UAE may develop alternative covert communication codes for internal distribution. A.6.7.2.11 In being alert to various means by which flight crew may communicate an act of unlawful

interference, controllers should be aware of the possibility of false alerts and be prepared to exercise caution and discretion in determining consequential action.

A.6.7.2.12 To the extent possible, controllers should provide a flight information service to the subject

aircraft and other affected aircraft in accordance with ICAO Annex 11 and PANS-ATM Doc 4444.

A.6.7.2.13 Controllers should provide an alerting service in accordance with ICAO Annex 11, Annex 12

and PANS-ATM Doc 4444. A.6.7.2.14 To the extent appropriate and possible, controllers should implement procedures relating to

emergencies and radio communication failure in accordance with ICAO PANS-ATM Doc 4444.

Note: In consideration of its particular airspace environments, facilities and resources, ATS units shall publish their own plans for response to acts of unlawful interference that include specific instructions for ATCOs for application within the airspace of their jurisdiction. It is of prime importance that a comprehensive system of notification be developed and maintained that will ensure effective coordination between all responsible authorities. This system may incorporate transponder codes, CPDLC, ADS(B), voice communications and/or visual codes.

A.6.7.3 COORDINATION

A.6.7.3.1 It is likely that ATCOs will be the first point of contact with flight crews whose aircraft are

subject to acts of unlawful interference. It is critical, therefore, that controllers provide an accurate, timely and complete coordination service with all designated responsible authorities. GCAA have published coordination procedures that are relevant to the UAE system of governance and its underlying infrastructure. Upon becoming aware of an apparent act of unlawful interference, controllers shall immediately notify:



- the Duty Investigator; - the UAE ACC supervisor (Declare appropriate SAR Phase); - Unit Management (As per local procedures); - Adjacent ATCUs which may be affected by the unlawful interference; - the UAE RCC (Declared SAR Phase forwarded from ACC Supervisor to RCC).

A.6.8 HELICOPTER EMERGENCIES

RESERVED

A.6.9 DANGEROUS GOODS

A.6.9.1 COMMON DANGEROUS GOODS IN AIR CARGO ― (CLASSES, DIVISIONS AND EXAMPLES)

Common dangerous goods include the following goods listed by UN Class and Division:

Class 1 Explosives - rifle ammunition, fireworks, flares, blasting explosives and toy caps. Class 2.1 Flammable Gases - disposable cigarette lighters and refills for gas lighters, acetylene (for oxy-acetylene welding and brazing), ethylene (for ripening fruit) and hydrogen (for university and some industry use). Class 2.2 Non-Flammable Non-Toxic Gases - carbon dioxide (found in soft drink dispensing machines), oxygen (for hospitals and oxy-acetylene welding), compressed air, freons (for refrigeration, air conditioning and polyurethane manufacture), compressed nitrogen and argon (for welding) also, liquid oxygen and liquid nitrogen (for industrial applications). Class 2.3 Toxic Gases - methyl bromide and ethylene oxide (for fumigation), chlorine (for commercial swimming pool water sanitation) and ammonia (for industrial freezing works). Aerosols - fly sprays, room fresheners, aerosol deodorants and some oven cleaners etc. are assigned to Division 2.1 or 2.2 depending on their properties. Class 3 Flammable Liquids - petrol, mineral turpentine, kerosene, methylated spirits, enamel paints, car lacquers, polyurethane varnish, two-pot polyurethanes and their solvents, most varnishes and some dry-cleaning fluids, methanol, methyl ethyl ketone and polyester resin kits. Class 4.1 Flammable Solids - fire lighters, matches, sulphur powder, synthetic camphor and naphthalene (moth balls). Class 4.2 Substances Liable to Spontaneous Combustion - white or yellow phosphorous, copra and un-stabilised fish meal.

Class 4.3 Dangerous When Wet - sodium and potassium metals and calcium carbide - used to produce acetylene gas. Class 5.1 Oxidisers – calcium hypochlorite (pool chlorine HTH), some home bleaches, hydrogen peroxide for swimming pool treatment and some fertilisers such as ammonium nitrate. Products used for tripping printed circuit board. Class 5.2 Organic Peroxides – tert-butyl hydroperoxide and other thermally unstable substances.



Class 6.1 Toxic - some pesticides (e.g. most agricultural insecticides and some weed killers), and industry products such as sodium cyanide for metal treatment. Several metal degreasers are poisons, such as chromium salts in electroplating and copper chrome arsenate mixtures for timber preservatives. There are many, many more examples in this class. Class 6.2 Infectious – examples are blood samples from people with infectious and/or notifiable diseases, septic tank effluent wastes, cultures containing pathogen(s) which may cause infection, needles and syringes under the ’needle and syringe programme’. Class 7 Radioactive materials - used in industrial thickness measuring devices, for the sterilisation of medical products and as a treatment for cancer. Class 8 Corrosives –car and truck batteries, glacial acetic acid used for peeling processed fruit, caustic soda (sodium hydroxide) and caustic potash (potassium hydroxide), and acids such as hydrochloric, sulphuric and nitric used in many industrial processes. Many dairy sanitisers and industrial cleaners are corrosive. Class 9 Miscellaneous dangerous goods - a diverse range of substances or articles that have dangerous properties not covered by Classes 1 to 8. Also includes substances transported at elevated temperature and genetically modified organisms.

A.6.9.2 HANDLING AND LOADING

A.6.9.2.1 Dangerous goods are articles or substances which are capable of posing a risk to health,

safety, property or the environment and which are shown in the list of dangerous goods of IATA Dangerous Goods Regulations.

A.6.9.2.2 Some dangerous goods have been identified as being too dangerous to be carried on any

aircraft under any circumstances; others are forbidden under normal circumstances but may be carried with specific approvals from the States concerned; some are restricted to carriage on all cargo aircraft; most however, can be safely carried on passenger aircraft as well, provided certain requirements are met.

A.6.9.2.3 Packaging is the essential component in the safe transport of dangerous goods by air. The

packing instructions normally require the use of UN performance-tested specification packagings, however these are not required when dangerous goods are shipped in Limited Quantities under the provisions of Limited Quantity "Y" Packing Instructions. The quantity of dangerous goods permitted within these packagings is strictly limited by the Regulations so as to minimize the risk should an incident occur.

A.6.9.2.4 The proper declaration of dangerous goods by the shipper ensures that all in the

transportation chain know what dangerous goods they are transporting, how to properly load and handle them and what to do if an incident or accident occurs either in-flight or on the ground. The pilot-in-command must know what is on board the aircraft in order to properly deal with the emergencies, which may occur.

A.6.9.2.5 Dangerous goods can be transported safely by air transport provided certain principles are

strictly followed. A.6.9.2.6 Last in the chain of handling dangerous goods is the person responsible for loading the

aircraft, whether it is a handling agent or one of the pilots. Distributing the load in the aircraft may require some thought and planning, particularly if there are other special loads



involved such as live animals or foodstuffs. Certain dangerous goods must be kept apart from each other but we must also consider other special loads. There are various ways of separating different forms of cargo depending on if the aircraft is ULD-loaded or bulk-loaded, or a combination of the two. Some things must be loaded in separate compartments while others only need to be kept well apart.

A.6.9.2.7 Dry ice emits carbon dioxide, which is suffocating so it must not be loaded in the same

compartment as live animals or they may not reach the destination alive. Radioactive materials may be loaded in the same compartment as live animals as long as there is sufficient distance separating them to prevent the animal from being contaminated. Another situation is live animals and infectious substances. These may not be loaded in the same compartment or on adjacent pallets but may be loaded in adjacent, enclosed containers.

A.6.9.2.8 Before accepting a package of dangerous goods for loading, the person supervising the

loading must inspect the goods to make sure the packages or labels are not damaged. He must also make sure all the documentation is in order and that the goods are loaded and secured safely. His signature on the NOTOC must be a trustworthy guarantee for the crew who are taking the hazard with them into the air.

A.6.9.3 EMERGENCY AND CONTAMINATION.

A.6.9.3.1 If a package of dangerous goods has been damaged to the extent that it spills its contents,

the situation must be handled promptly and correctly. Regardless of the nature of hazard everyone not immediately required in the vicinity must be kept well away. Anyone who may have been affected (harmed or contaminated) must be taken care of and their names and addresses noted.

A.6.9.3.2 The person supervising the situation must consult a suitable “Dangerous Goods Emergency

Chart” (ICAO Doc. 9481) to see what immediate remedial action may be required. The wrong action may make the situation worse. As soon as possible expert help must be acquired. There are seldom any established official channels for this, the local telephone directory is usually the best way of getting expert help. In the case of leaking toxins, for instance, one could simply call the nearest hospital and get help from their toxicologists.

A.6.9.3.3 All handling agents (GHAs) should have an emergency chart be readily available together

with types of procedures and kits to handle these type of emergencies.

A.6.10 CHECKLISTS The following generic checklists, serve as guidance only for ATCUs on the format and content needed to assist controllers in providing a thorough, standard level of service to pilots who are subjected to specific emergencies. The GCAA requires that an ATC Officer shall be provided with and use appropriate IFER Checklists to support his IFER service. ATCUs are however expected to review and tailor these checklists to best suit their type of operations and to conform with their operational procedures and management requirements.



A.6.10.1 CRITICAL INITIAL ACTIONS

ACKNOWLEDGE

acknowledge the emergency

cancel any SSR or ADS alarm

confirm aircraft’s identity and location

record time ASSESS

nature of the problem

pilot’s intentions

pilot’s requirement for assistance

time available for response SEPARATE

resolve immediate separation/conflict problems

provide safety alerts on traffic, terrain or other hazards COORDINATE

complete immediate coordination requirements PHASE

declare the appropriate phase

notify UAE ACC Supervisor

A.6.10.2 UNLAWFUL INTERFERENCE

A.6.10.2.1 BOMB WARNING

The following guidance applies to aircraft that are airborne or on the ground at an aerodrome where either ATSs are not available or are not currently provided. Record

- the last observed/known position, altitude, track and speed of the subject aircraft. Notify

a) Duty Investigator; b) Unit Management (As per local procedure);

- Adjacent ATS units; - The ACC supervisor, who should notify: the RCC, JRCC, RSC or military authority, as

appropriate. Consider

- if the aircraft is outside radar coverage but FANS-1 equipped, increasing the ADS contract reporting rate to every 5 minutes;



- initiating scheduled reports (SKEDS); - reassessing the situation after an appropriate elapsed time (30 minutes is common); - treating the threat as genuine if no official assessment from the operator or representative

is available; - upgrading from alert phase to distress phase.

Notify any reassessment to:

a) Duty Investigator; b) Unit Management (As per local procedure);

- Adjacent ATS units; - The ACC supervisor, who should notify: the RCC, JRCC, RSC or military authority, as

appropriate.

Relay - appropriate messages between the subject aircraft and local authorities.

A.6.10.2.2 HIJACK

Communication

Be cautious, particularly if it is not known whether communication is

monitored by perpetrators. Be careful not to aggravate the situation.

- avoid overt reference to the nature of the emergency and maintain normal transmissions; - do not expect normal responses from the subject aircraft; - be alert to covert messages including transponder code 7500; - consider responding with “confirm squawking assigned code”.

Record

a) last observed or known position, altitude, track and speed of the subject aircraft. Maintain

- surveillance of subject aircraft; - separation with other aircraft.

Consider

- advising aircraft in vicinity and using them as sources of information; - increasing the ADS report rate to 5 minutes if aircraft outside radar range; - using an alternative radio frequency.

Remember

a) to facilitate unauthorised movement of the aircraft including circuit operation and landing if necessary; b) to leave negotiation with perpetrators to skilled and trained personnel; that the safest place for aircraft is on the ground; c) to deny take-off clearance (as directed by senior personnel); d) to leave open all airport manoeuvring and movement areas en-route to the designated parking area; e) to leave operative all communication and navigation facilities.



Declare Appropriate Phase

- Declare Alert Phase (ALERFA) when: An aircraft is known or believed to be the subject of unlawful interference. Declare Distress Phase (DETRESFA) when: An aircraft is considered to be in grave or imminent danger and require immediate assistance.

- Fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety, or

- Information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely, or

- Information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing.

Notify

- Duty Investigator; - Unit Management (As per local procedure); - Adjacent ATS units; - the ACC supervisor, who should notify: the RCC, JRCC, RSC or military authority, as

appropriate.

A.6.10.3 GENERAL AIRCRAFT EMERGENCIES

A.6.10.3.1 AIRCRAFT MALFUNCTION

Obtain

- POB; - fuel endurance, if appropriate; - position of any dangerous goods; - operational implications of the malfunction.

Note: ICAO Doc 9481 Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods, contains information on the handling of dangerous goods. Record

- last observed/known position, altitude, track and speed of the subject aircraft. - If malfunctioning aircraft is able to continue to destination with only limited impairment to

operating systems: - provide traffic priority to destination and/or diversion/alternate aerodrome (ICAO PANS-

ATM Doc 4444, Chapter 15, 15.1.2) Consider

a) Use of other aircraft for:

sightings or intercept and escort;

meteorological reports;

communications relay;

handling advice, if same type as malfunctioning aircraft;

possible SAR action.



b) Contacting an aircraft-type specialist for advice to the pilot with respect to:

any requirement for a long final approach;

any requirement for a straight-in approach;

any special military approach and landing requirements.

c) If there is prospect of emergency landing at destination or alternate aerodrome:

go to AERODROME EMERGENCY LANDING at Checklist 10.4.1

If malfunctioning aircraft is unable to continue to destination: Advise

a) MEA, MSA or MDA/MDH as appropriate; Consider

- possible landing areas:

lighting;

dimensions;

operational status (NOTAM);

availability of emergency services;

- meteorological conditions; - terrain; - providing navigational assistance; - tracking the malfunctioning aircraft clear of populous areas; - using other aircraft in the vicinity for:

possible sighting or intercept/sighting and escort,

meteorological reports/observations,

communications relay,

handling advice if same type as malfunctioning aircraft,

possible SAR action;

- contacting an aircraft-type specialist for advice to the pilot. Declare Appropriate Phase

- Declare Alert Phase (ALERFA) when:

- information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely;

- Except when evidence exists that would allay apprehension as to the safety of the aircraft and its occupants.

- Declare Distress Phase (DETRESFA) when:



the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety, or information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely, information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing, except when there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance.

Notify

- Duty Investigator; - Unit Management (As per local procedure); - Adjacent ATS units; - The ACC supervisor, who should notify: the RCC, JRCC, RSC or military authority, as

appropriate. Further Action

- for hypoxia (from smoke and fumes) go to HYPOXIA at Checklist 10.5.1

- for emergency landing at an aerodrome go to AERODROME EMERGENCY LANDING at Checklist 10.4.1

- for crash or landing at an unsuitable, unknown or unprepared area go to FORCED LANDING or DITCHING at Checklist 10.4.2

A.6.10.3.2 INSTRUMENT FAILURE OR MALFUNCTION

Obtain

- POB; - Fuel endurance, if appropriate; - Position of any dangerous cargo; - Operational implications of the malfunction.

Record

- Last observed/known position, altitude, track and speed of the subject aircraft. Consider

- providing meteorological information; - providing navigational assistance to establish VMC; - obtaining assistance from other pilots; - using aircraft in the vicinity for advice or intercept and escort; - monitoring height and heading on ATS Surveillance System; - amending the ADS periodic contract to increase the periodicity of reports, - amending the ADS agreement in terms of the event; - implementing no-compass ATS surveillance system vectoring.

Declare Phase

- Consider declaring appropriate phase. Notify

- Unit Management (As per local procedure); - Adjacent ATS units (If subject aircraft may enter their airspace);



If the incident is escalating and there is apprehension for the safety of the flight or the incident may become more serious in nature then the following should be notified.

- Duty Investigator; - the ACC supervisor, who should notify: the RCC, JRCC, RSC or military authority, if SAR action

is likely.

A.6.10.3.3 RADIO COMMUNICATIONS FAILURE

ATCs should first check their own radio equipment – the problem may be with a ground failure not an aircraft failure. Determine

a) last known contact by radio and/or ATS surveillance system. Attempt to contact the aircraft on alternative frequencies

a) request ground stations and other aircraft to call on:

current, previous and next planned frequency,

the aircraft’s company frequency or military ATS frequency as appropriate

the distress frequencies 121.5 MHz and 243.0 MHz,

other local ATS frequencies within range,

ground stations by modulating transmissions of radio navigation aids, e.g. NDB, where such facilities exists,

request the operating company, or if a military aircraft, the appropriate military service, to check their radio networks for possible contact,

SELCAL/HF radio, (consider the possibility of ionospheric disturbance to HF radio propagation);

Skyphone, mobile/cell phone, or pager on board, (Voice Over Internet Protocol) Assessment of the problem

a) determine if the aircraft receiver is functioning by:

instructing the aircraft to “Squawk Ident”, or

instructing the aircraft to change mode or code, or

instructing the aircraft to make an identifying turn. Note: If an un-modulated reply is received the microphone may be unserviceable.

b) If the aircraft can be observed from a control tower, determine if the aircraft receiver is functioning by:

instructing the pilot to manoeuvre the aircraft in such a manner as to alternately raise and lower the wings in a rocking motion;

if observed from a control tower by night, by instructing the pilot to flash the landing and navigation lights twice.

If the receiver is functioning



a)continue to pass information and instructions as appropriate; repeat instructions to the aircraft; b) obtain pilot acknowledgement by:

requesting unmodulated transmission from the aircraft;

requesting “Squawk Ident” if complete transmitter(s) failure. If sufficient time is available, try to determine

a) malfunctioning of any other systems; b) additional requirements of the pilot.

If the receiver is not functioning

a) respond on the basis that the pilot will conform to the radio communication failure procedures at ICAO PANS-ATM Doc 4444, Chapter 15, section 15.2; b) separate other traffic from the aircraft suffering radio communication failure based on the pilot’s expected action as above and taking into account:

any additional requirements made known by the pilot;

malfunctioning of any other systems. Within ATSs surveillance system coverage

a) monitor flight progress to determine the pilot’s intentions; b) if the aircraft is leaving surveillance system coverage, record the last observed position, altitude, track and speed; c) alert other units if the aircraft is likely to enter their coverage.

Outside ATSs surveillance system coverage

a) determine the aircraft’s last known or reported position; b) check the flight plan for consistency with position estimates.

Provide assistance

a) continue transmitting information and instructions even if no acknowledgement is received; b) broadcast the following information on appropriate frequencies at H (hour), +10, H+25,

H+40 and H+55: c) control instructions to continue the flight as planned, d) options available, e.g. return to departure aerodrome or divert to nearest suitable

aerodrome, e) appropriate navigational advice, f) meteorological conditions ahead of the aircraft, nearby and at flight planned destination

and alternate aerodrome(s), g) minimum altitude to maintain surveillance coverage, h) position advice.

Calculate

a) latest time of arrival and fuel expiry time from flight plan or other notification of remaining endurance.

b) if no flight plan or flight notification has been filed, obtain the information from the owner, operating company or military service to determine the fuel expiry time and latest time of arrival



Reserve airspace a) maintain separation between the aircraft having the communications failure and other traffic en-route and at destination for descent and approach; en-route from flight planned destination to alternate aerodrome until ETA or EAT (whichever is the later), plus 30 minutes (unless GCAA local procedures differ from ICAO PANS-ATM Doc 4444, Chapter 15, Section 15.2, in which case, reserve airspace in conformity with the AIP procedures).

Advise

- other aircraft likely to be affected by the circumstances; - the operating company or military service if a military aircraft.

Consider

- the possibility of other compounding difficulties in the emergency situation; - the possibility of hypoxia affecting the pilot(s) go to Checklist 10.5.1 “HYPOXIA” - the use of other aircraft to sight the subject aircraft or to intercept and escort it.

Check

- for aircraft arrival at destination aerodrome or at nominated alternate. Declare Phase


- the ACC supervisor, who should notify:

the appropriate JRCC, RSC or if a military service aircraft, the appropriate military authority, when communication checks have failed to determine the location of the aircraft and SAR action seems likely.

Further action

a) for other related system failures:

go to AIRCRAFT MALFUNCTION at Checklist 10.3.1

b) for emergency situation if pilot indicates only one approach is possible due to fuel state or other reason:

go to AERODROME EMERGENCY LANDING at Checklist 10.4.1.

A.6.10.3.4 FUEL SHORTAGE

Obtain

- POB; - endurance; - location of any dangerous goods; - in-flight meteorological conditions.

Record

- last observed or known position, altitude, track and speed of the subject aircraft.



Consider - if aircraft limited to flight in VMC and flight is encountering IMC, take action to achieve and

maintain:

possible landing areas

pilot’s local knowledge,

lighting, if available and appropriate,

dimensions of the landing area and suitability,

NOTAM,

availability of emergency and other services

meteorological conditions including:

o en route winds, head or tailwind component, o areas where VMC likely, o destination actual and forecast conditions

the terrain en route and at destination,

providing navigational assistance:

o to track the aircraft clear of populous areas;

using other aircraft in the vicinity for:

o intercept and escort, o meteorological reports, o local knowledge, o communications relay.

- obtaining aircraft handling advice including optimal use of remaining fuel; - straight in approach requirement particularly for military jet aircraft.

Further action

- for emergency landing at aerodromes:


- for ditching:

go to FORCED LANDING OR DITCHING at Checklist 10.4.2

- for crash or landing at an unsuitable, unknown or unprepared area:

go to FORCED LANDING OR DITCHING at Checklist 10.4.2 Declare Phase





- the appropriate JRCC or RSC.

A.6.10.4 LANDING

A.6.10.4.1 AERODROME EMERGENCY LANDING

Obtain

- scope of service appropriate and as requested by the pilot:

if no Airport Rescue and Fire Fighting (ARFF) services are available, advise the pilot and request what services are required, e.g. “Full Emergency” or “Local Standby”.

Note: The classification of Emergencies for Rescue and Fire Fighting purposes are listed in the Airport Services Manual, Doc 9137, Part I.

- Estimated time of arrival (ETA); - POB; - location of any dangerous goods on board; - fuel on board; - operating company or owner.

Notify

- ATC at destination aerodromes [where they are on duty at the time of activation of Aerodrome Emergency Procedures (AEP)], or,

- at aerodromes where ATCs are not on duty:

police or the appropriate authority responsible for activating AEP,

aircraft operating company or owner, if possible,

military services (if landing at a military aerodrome), for activation of AEP. Note: Planning for Aerodrome Emergency Procedures is detailed in Airport Services Manual, Doc 9137, Part 7.

On approach If pilot elects to continue past minimum descent altitude/height (MDA/MDH) or decision height (DH) until in visual contact on a ground based navigation aid approach, emphasize that any heading and/or altitude information advised after MDA/MDH or DH is advisory only and should be used at the pilot’s discretion.

Consider

- runway suitability:

dimensions;

surface wind for landing and, in the event of a fire, after landing;

approach path and relationship of flight to populous areas;

impact on operations after the emergency aircraft has landed;

holding the subject aircraft, if appropriate, to facilitate the management of other traffic;

straight in approach requirement, particularly for fast military aircraft;



- the possible requirement to divert other aircraft after the emergency aircraft has landed; - possibility of cable engagement or JBar for military aircraft.

Declare Phase

- Consider declaring appropriate phase if the emergency cannot or may not be handled within the scope of the aerodrome emergency plan. For example, if a pilot near an aerodrome indicates he may not reach the aerodrome and may need to make a forced landing, a Distress Phase shall be declared as well as the aerodrome emergency.

Advise

- If a SAR Phase is declared advice the ACC supervisor, who should notify:

the appropriate RCC, JRCC, RSC that there is doubt that the subject aircraft will safely reach the aerodrome of intended landing.

A.6.10.4.2 FORCED LANDING OR DITCHING

Obtain (if time permits)

- POB; - dangerous goods on board; - position (or description) of area in which landing or ditching is to be made; - in-flight conditions; - survival equipment carried, (may be available from flight plan);

Advise

- the pilot to activate the aircraft emergency locator transmitter (ELT) before - the forced landing or ditching, if the aircraft installation allows; - a frequency or telephone number for the pilot to call after landing.

Record

- the last known or observed position of the aircraft and its altitude, track and speed. Declare Phase

- Declare Distress Phase (DETRESFA) when:

- the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety, or

- information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely,

- information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing,

- Except when there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance.

Notify


the RCC, JRCC or RSC; and

the meteorological service provider for a ditching forecast



Consider - obtaining and advising known meteorological conditions for the area; - providing information on possible landing sites; - advising aircraft in the vicinity that may be suitable for:

intercept and escort,

SAR assistance,

communications relay.

When radio contact is achieved on the ground Coordinate

- with the RCC, JRCC or RSC (or military authority), and Obtain

- number of survivors - injuries - damage - any assistance required until rescue, and - arrange for scheduled reports.

A.6.10.5 PILOT MEDICAL EMERGENCIES

A.6.10.5.1 HYPOXIA

Expect

- pilot speech to become slower or slurred; - pilot to become increasingly relaxed or euphoric; - pilot to be slow in reaction to instructions; - pilot to increasingly show poor decision-making ability.

Advise

- pilot to check aircraft pressurization system; - pilot to check oxygen system and connectors (if appropriate to aircraft type). - Once pressurization/oxygen checked and confirmed and there is either no change or

worsening of the pilot’s condition: - pilot to “descend immediately ”.

Note: Sample transmission: “Oxygen, oxygen, oxygen - suggest descend to flight level one zero zero (or “one zero thousand” if below transition altitude).

repeat the action listed above if considered necessary

consider taking action to maintain or enter the aircraft into surveillance coverage Note: The symptoms of Hyperventilation, (rapid shallow breathing), sometimes induced by stress, are almost identical to those of Hypoxia. However, the breathing of 100% oxygen is not appropriate in the case of hyperventilation. Record



- the last known or observed position, altitude, track and speed

Pilot unconscious or communication lost - be prepared for an emergency or uncontrolled descent; - plot position if identified on ATS surveillance system; - pass all information to the JRCC or RSC:

report when the aircraft commences descent, when the fuel is exhausted or if pilot loses control.

Obtain

- from aircraft operator or other available source:

POB;

fuel endurance;

dangerous goods, type and location on board. Consider

- the possibility of an emergency or uncontrolled descent; - the possibility of continuous flight on autopilot until fuel exhaustion; - aircraft in the vicinity that may be suitable for intercept and escort; - SAR assistance; - communications relay; - visual check of pilot condition if communications have been lost; - seeking advice from aircraft in vicinity on position and level of subject aircraft (if not

available from ATS Surveillance system sensors).

Hypoxia may result in

- loss of radio communications:

go to RADIO COMMUNICATION FAILURE at Checklist 10.3.3

- emergency landing at an aerodrome - go to AERODROME EMERGENCY LANDING at Checklist 10.4.1 - ditching, crashing or landing at an unsuitable, unprepared or unknown area:

go to FORCED LANDING OR DITCHING at Checklist 10.4.2

A.6.10.6 UNCERTAIN OF POSITION

Obtain

- last known positive fix; - headings and times flown on each heading since that fix; - true airspeed and altitudes for each heading since the fix; - fuel endurance remaining; - serviceable and usable on-board navigation aids; - in-flight conditions:

for VFR category flights, any flight conditions affecting the ability to proceed in any direction



Advise

- the pilot to report any changes to heading, airspeed and altitude; - for VFR aircraft, the pilot to remain in VMC when following ATS guidance; - en-route MSA and or highest terrain in areas where the pilot may not be able to remain

visual. Determine position

Within ATS surveillance system coverage:

- request squawk code 7700 or IDENT - (for identification of non-transponder equipped aircraft, request alteration of heading); - provide position fix or vectoring as required; - record last known position, track, speed and altitude if surveillance lost.

Outside surveillance coverage, consider:

- suggesting to the subject aircraft to enter surveillance coverage; - ascertaining pilot’s ability to use navaids on aircraft and providing frequencies of

appropriate navigation aids:

if the pilot is able to satisfactorily interrogate a radio navigation aid, obtain the aircraft’s heading, the relative bearing and the distance from the navigation aid;

- obtaining pilot reports of:

topographical features (e.g. towns, lakes, river orientation, roads, railways);

meteorological phenomena (e.g. thunderstorms);

- advising the pilot to track to and then along a topographical “line” feature, e.g. a coastline, road, railway-tracks, river; Note any changed headings and any new features encountered, e.g. rail/river bridge;

- advising the pilot to circle a prominent feature or town to facilitate identification by ground observers (e.g. local police);

- ascertaining if pilot is able to activate an on-board ELT.

Note: Do not instruct pilot to activate the ELT without the concurrence of the JRCC or RSC.

- requesting JRCC or RSC assistance; - if available, the use of direction-finding equipment; - the activation and deactivation of aerodrome beacons, aerodrome or other lights as points

of identification; - the use of another aircraft as an aerial light house by requesting its pilot to orbit with

landing lights on; - the use of an aircraft as an escort/guide for the subject aircraft; - using VHF/UHF range intelligence;

Note: VHF range in nautical miles (nms) is approximately 1.2 x square root of the height of the aircraft in feet above the ground-based receiving antenna; UHF range in nms is approximately the square root of the height of the aircraft in feet above the ground-based receiving antenna.



Note: Annex 11, Chapter 5, 5.4, requires that the position of aircraft in a state of emergency be plotted on a chart.

When the aircraft’s position is determined

- provide navigation assistance to:

next prominent feature on track, or

return to an earlier known position or departure aerodrome, or

land at the nearest suitable aerodrome;

- provide vectors, position, heading and distance information:

using ATS surveillance system, if available;

- provide advice from company or other pilots; - provide aerodrome details if required:

obtain the details from the Aeronautical Information Publication, NOTAM, the JRCC or RSC or electronic databases, if available.

- if there is insufficient fuel to proceed to the nearest suitable aerodrome, or if

meteorological conditions preclude flight in VMC for a VFR-only rated pilot, or if there is insufficient daylight remaining for a day-only VFR-rated pilot to proceed to the nearest suitable aerodrome, suggest a precautionary landing on the best available surface in the vicinity, e.g. a lightly trafficked road, whilst the engine(s) are still able to deliver power.

Uncertain of position may result in

- VFR rated pilot on top of cloud:

go to VFR ON TOP OF CLOUD at Checklist 10.7.2

- Day-VFR rated pilot flying at night:

go to DAY VFR AT NIGHT at Checklist 10.7.3

- Fuel shortage:

go to FUEL SHORTAGE at Checklist 10.3.4

- Forced Landing or Ditching:


Consider declaring appropriate phase. If phase is declared notify




the JRCC or RSC if SAR action is likely.

A.6.10.7 VFR EMERGENCIES

A.6.10.7.1 VFR IN IMC

Instil confidence, and keep instructions simple and to a minimum, as the pilot may be inexperienced and emotionally distressed. Advise

the pilot:

- to keep wings level; - to keep speed constant; - to trust the instruments; - the en-route MSA; - to turn on pitot heat and anti-icing if available and appropriate.

Obtain

from the pilot:

- the time since encountering IMC; - type of meteorological conditions encountered; - instrument flight experience; - availability of autopilot or wing leveller and pilot competence in its use; - POB;

last observed or known position, altitude, track and speed unless it is available from an ATS

surveillance system;

- remaining fuel endurance.

Manoeuvring

- no abrupt manoeuvres; - shallow (low gradient) descents and climbs and gentle turns; - turn first, re-establish straight and level flight then climb or descend; - suggest pilot engage the autopilot if the aircraft equipped and pilot is competent in its use.

Options

- turn onto reciprocal track to return to last known area of VMC; - climb above cloud tops and proceed to known breaks in the cloud; - descent below the cloud base (consider the MSA); - track to areas of VMC or an aerodrome or landing area known to be free of cloud and

otherwise clear. Consider

- retaining the services of an experienced pilot if available; - transferring other aircraft to another frequency; - pilot’s preferred course of action;



- obtaining reports of areas known to be in VMC from:

other aircraft,

the meteorological service providers,

ground observers.

- matching reports of areas of VMC with areas of low terrain or sea/inland waterway.

When established in VMC

- provide further assistance as required for:

navigation to destination or alternate;

avoidance of IMC.

- advise next ATS unit that will provide services to the subject aircraft of the circumstances of the emergency.

VFR in IMC may result in:

- aircraft established in VMC but lost:

go to UNCERTAIN OF POSITION at Checklist 8.12

- aircraft established in VMC but on top of cloud:

go to VFR ON TOP OF CLOUD at Checklist 8.14

- ditching, crash or landing on an unknown, unsuitable or unprepared area:

go to FORCED LANDING OR DITCHING at Checklist 8.8 Declare Phase




A.6.10.7.2 VFR ON TOP OF CLOUD

Instil confidence and keep instructions simple and to a minimum, as the pilot may be inexperienced and emotionally distressed. Obtain

- last observed or known position, altitude, track and speed of the aircraft; - last time or position at which pilot had visual reference to the ground (or water); - extent of the cloud cover;



- pilot’s flying experience and/or instrument flight experience; - pilot’s method of navigation; - fuel endurance remaining.

Ascertain position

- by ATS surveillance system or pilot report. - If unable to determine the subject aircraft’s position, go to UNCERTAIN OF POSITION at

Checklist 10.6 Consider

- retaining the services of an experienced pilot for assistance if available; - transferring other aircraft to another frequency; - pilot’s preferred course of action; - obtaining reports of areas of known VMC from:

other aircraft

the meteorological service provider

ground-based observers

- matching reports of areas of VMC with areas of low terrain or sea/inland waterway; - the use of other aircraft, preferably with IFR rated pilots for:

diversion to the subject aircraft’s position to provide escort;


Establish ground or water sighting by

- assisting with the selection of and navigation to an area clear or partially clear of cloud; If visual contact is established

- provide further assistance as required for:

navigation to destination or alternate aerodrome;

IMC avoidance;

- advise the next ATS unit that will provide services to the aircraft of the circumstances of the emergency;

If no visual contact established

- If descent through cloud breaks is not achievable:

establish area of thinnest cloud for minimum flight time in IMC;

keep pilot informed of the MSA;

obtain experienced IFR pilot assistance for briefing prior to cloud entry, if available

- suggest to the pilot:



operating on autopilot or with wing leveller engaged, if the aircraft is equipped with either and the pilot is competent to use the equipment;

practise IMC descents clear of and above cloud;

maintain a steady heading on descent;

keep wings level;

keep speed constant;

maintain trust in aircraft instruments;

trim the aircraft to establish a shallow and constant rate of descent;

turn on the pitot heat and anti-icing if available prior to entering cloud;

apply carburettor heat, if appropriate to aircraft type and meteorological conditions, before entering cloud.

VFR on top of cloud may result in:

- aircraft established in VMC but lost:


- aircraft unable to successfully descend through cloud:

go to VFR IN IMC at Checklist 10.7.1

- fuel exhaustion while attempting to clear cloud:


- ditching, crashing or landing on an unknown, suitable or unprepared area:





A.6.10.7.3 DAY VFR AT NIGHT

Instil confidence, and keep instructions simple and to a minimum, as the pilot may be inexperienced and emotionally distressed. Obtain

- pilot’s ability to perceive the horizon; - pilot’s experience of instrument and night flying; - availability of autopilot or wing leveller and pilot competence to use the equipment; - POB;



- last observed or known position, altitude, track and speed, unless available from ATS surveillance system;

- remaining fuel endurance. Advise

- pilot - keep wings level; - keep speed constant; - maintain a steady heading; - trust the instruments; - the MSA;

Manoevring

- no abrupt manoeuvres; - shallow (low gradient) descents and climbs and gentle turns; - turn first, re-establish straight and level flight, then climb or descend; - suggest the pilot engage the autopilot if the aircraft is equipped and pilot is competent in its

use;

Ascertain position

- by ATS surveillance system or pilot report; - if unable to determine the aircraft’s position:


Options

- pilot proceeds to flight planned destination or alternate:

provide pilot with details of suitable aerodromes;

Consider - providing navigational assistance:

by position fixing and vectoring derived from ATS surveillance system,

by reference to NAVAIDS,

MSA en route,

By information on visual features such as lights, aerodrome beacons/lighthouses, towns and prominent topography,

by activating permanent or pilot activated aerodrome lighting (PAL) or portable/emergency lighting;

- retaining the services of an experienced pilot for assistance if available; - transferring other aircraft to another frequency; - the pilot’s preferred course of action; - if VMC doubtful en route, at destination or alternate, obtain:

meteorological conditions from other aircraft and meteorological services provider,

ground-based observers,



- matching reports of VMC areas, with areas of low terrain and sea/inland waterways as appropriate;

- the use of other aircraft for:

diversion to the position of the aircraft for in-flight assistance/escort duty,


Day VFR at night may result in:

- aircraft established in VMC but lost


- aircraft entering cloud

go to VFR IN IMC at Checklist 10.7.1

- exhaustion of fuel


- emergency landing at an aerodrome


- ditching, crash or landing on an unknown, unsuitable or unprepared area



- the ACC supervisor, who should notify: the JRCC or RSC if SAR action is likely.



A.6.10.8 EMERGENCY DECLARATIONS BY DATA LINK

If a CPDLC “PAN” or “MAYDAY” message is received and the aircraft is located within the FIR of the ATS unit receiving the alert:

- acknowledge by the most efficient means:

voice contact,

send a free text reply, “ROGER MAYDAY” or “ROGER PAN”.

- change the ADS-C contract reporting rate to 5 minutes; - implement the appropriate IFER procedures;

If the aircraft is located outside the FIR of the ATS unit receiving the alert:

- send a free text reply, “ROGER MAYDAY” or “ROGER PAN” to the aircraft; - do not change (increase) the ADS-C reporting contract; - coordinate with the adjacent ATS unit to ensure that it is aware of the emergency and

accepts responsibility for further action; - maintain active communication connection until better assistance can be provided by

another means; If an ADS-C emergency indication is received with no CPDLC “PAN PAN” or “MAYDAY” message, and If the aircraft is located within the FIR of the ATS unit receiving the alert:

- change the ADS-C contract reporting rate to 5 minutes; - check for covert or inadvertent activation of the ADS emergency contract using the

following method:

send the pre-formatted CPDLC uplink “REPORT SPEED” with free text “CONFIRM ADS” appended (as element 2).

If the pilot response is “ADS reset” to CPDLC uplink:

- wait until the cancellation of the ADS emergency mode is displayed at the next ADS-C periodic report, then

- set the appropriate ADS-C contract reporting rate. If the pilot responds to CPDLC uplink other than with “ADS reset”

- go to the appropriate IFER checklist related to the response.

If there is no pilot response to the CPDLC uplink and the ADS-C emergency mode is still active:

- implement Unlawful Interference procedures:

go to UNLAWFUL INTERFERENCE at Checklist 8.2

If the aircraft is located outside the FIR of the ATS unit receiving the alert:



- do not change (increase) the ADS-C reporting contract; - coordinate with the adjacent ATS unit to ensure that it is aware of the emergency and

accepts responsibility for further action.

A.6.10.9 ELT SIGNAL HEARD

Notify


the appropriate JRCC or RSC to assume responsibility.

On direction from the JRCC or RSC, obtain:

- time, position and level when 121.5/243 MHz signal first heard; - circumstances when the signal was first heard:

at time of selection of the distress frequency, or

while monitoring the distress frequency,

gradually increasing signal strength or abrupt reception. - characteristics of signal received:

continuous or interrupted,

strong or weak.

Instruct the aircraft receiving the 121.5/243 MHz signal

- not to adjust the radio’s ‘squelch’ setting; - to report when the signal was lost with position, level and time.

Instruct other aircraft

- to listen out on 121.5 MHz or 243 MHz as appropriate; - if no signal heard, disable the squelch and listen again:

to report if signal heard, with position, level and time,

if signal heard, its characteristics, as listed in “Obtain” above. Ascertain

- whether there are any aircraft in the vicinity that have VHF direction finding (DF) equipment on board:

if so, obtain a bearing on the signal and the position of the DF equipped aircraft. Relay

- all information to the JRCC or RSC;

Take further action

- as directed by the JRCC or RSC.



A.6.10.10 ON-BOARD MEDICAL EMERGENCY

Obtain

- nature of the medical condition; - whether assistance required at aerodrome of intended landing:

ambulance, doctor, hospital alerted means of disembarking a stretcher/ wheelchair patient from a large aircraft if there is no airbridge.

Consider

- taking action to provide professional medical advice; - diversion advice to aerodrome in close proximity to a hospital; - meteorological conditions to establish the aircraft in smooth air; - the need for track shortening/straight in approach; - making arrangements to expedite taxiing to terminal; - dispatch of airport’s emergency response medical staff, if available, to the aircraft;

On-Board Medical Emergency may result in

- pilot request for diversion to nearest suitable aerodrome or lower altitude.

Notify


hospital/airport emergency medical response staff;

ambulance service;

police escort to expedite transfer to hospital, if required.

Note: Cabin crew, although trained in first aid, are not permitted to give injections or any medications other than those provided in the approved First Aid Kits on board. Cabin crew are not permitted to open the physician’s kit; this may be opened only by registered medical practitioners.

A.6.10.11 ICING

Record

- the observed or reported position of the subject aircraft and level;

Provide assistance

- to minimize delays; - by offering level or heading change; - enabling continuous climb after departure;

Consider

- if the pilot is inexperienced, request check, (as appropriate to aircraft type):

airframe anti-icing or de-icing system “on”,

propeller anti-icing or de-icing system “on”,



pitot heat “on”,

stall warning heat “on”,

windshield heating “on”, and

carburettor heat “on”.

Advise

- other aircraft in the vicinity of the icing conditions.

Notify

- the ACC supervisor, who should notify: - adjacent ATS units; - the appropriate meteorological service provider.

Icing may result in

- reduced rate of climb or descent; - request for immediate level and/or heading change; - need for descent with higher power setting and speed, to increase hot air bleed supply; - need for higher approach and landing speed due to possible weight increase and impaired

laminar airflow.

A.6.11 IFER TRAINING A.6.11.1 Although only a little empirical evidence has been gathered that verifies the worth of

specific training for in-flight emergencies, a consensual view is emerging amongst ATSPs as a result of investigation and analysis of IFER incidents that the following training activities are particularly effective:

- designed simulation exercises that include relevant features of actual accident or incident

events, - table-top role-playing sessions; and - discussion groups to analyse accidents/incidents and controllers’ responses.

A.6.11.2 The exposure of ATCs to exercises in flight simulators is considered beneficial. It provides

them with an insight into the challenges confronting flight crew, how malfunctions are displayed on aircraft instrumentation and flight deck response procedures.

A.6.11.3 It is worth noting that one State’s ATC training academy has electronically linked its ATC

simulator to the flight simulators of its national airline. This enables in-flight emergencies being practiced by flight crews to be integrated into exercises being run on the ATC simulator. These joint simulations provide very realistic training.

A.6.11.4 Recurrent training in IFER has, in some States, been integrated into ATSPs’ checking

mechanisms and associated rules of assessment. A.6.11.5 Some ATSPs are providing annual training of one half day’s duration in IFER. Typically, this

type of training course employs a study of a single IFER case that highlights pertinent aspects of ATC IFE response.

A.6.11.5.1 Typically, a short IFER course content could comprise:



- a refresher on the ICAO principles for handling emergencies and unusual incidents in the air and on the ground including the responsibilities of ATCs; - a brief discussion of ways that controllers can assist and support pilots; - a case study of an emergency or unusual circumstance during which course participants provide suggested inputs; - a summary of the discussions with recommendations suited to the local ATC situation; and - a simulated exercise to practise management of an incident involving an aircraft emergency on the ground or in the air, or the outage of ATS facilities.

A.6.11.6 Some ATSPs have found it worthwhile to expose their ATCs to airline flight deck simulator

training and familiarisation flights as observers on the flight deck. Benefits are considered to accrue from:

- observing disruptions to flight deck procedures by ATC radio transmissions; - familiarizing with the flight deck emergency procedures; - observing the benefit of reduced workload by ATC providing clear airspace to the subject

aircraft; - participation in the decision making process; - a sense of association by making simulated radio transmissions; - a sense of more intense involvement by performing some of the simpler flight deck actions

on instruction from the captain, e.g. activating landing gear, flaps, landing lights etc.; - familiarizing with the sequence of actions during missed approach procedures.