Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5054

b) the control area is situated below an upper control area, in which case the upper limit shall coincide with the lower limit of the upper control area. When established, such upper limit shall coincide with a VFR cruising level of the tables in Appendix 3 to Annex 2. 2.9.4 Flight information regions or control areas in the upper airspace Recommendation.— Where it is desirable to limit the number of flight information regions or control areas through which high flying aircraft would otherwise have to operate, a flight information region or control area, as appropriate, should be delineated to include the upper airspace within the lateral limits of a number of lower flight information regions or control areas. 2.9.5 Control zones 2.9.5.1 The lateral limits of control zones shall encompass at least those portions of the airspace, which are not within control areas, containing the paths of IFR flights arriving at and departing from aerodromes to be used under instrument meteorological conditions. 2007/70/II. szám Chapter 2 Annex 11 — Air Traffic Services 2-5 1/11/01 Note.— Aircraft holding in the vicinity of aerodromes are considered as arriving aircraft. 2.9.5.2 The lateral limits of a control zone shall extend to at least 9.3 km (5 NM) from the centre of the aerodrome or aerodromes concerned in the directions from which approaches may be made. Note.— A control zone may include two or more aerodromes situated close together. 2.9.5.3 If a control zone is located within the lateral limits of a control area, it shall extend upwards from the surface of the earth to at least the lower limit of the control area. Note.— An upper limit higher than the lower limit of the overlying control area may be established when desired. 2.9.5.4 Recommendation.— If a control zone is located outside of the lateral limits of a control area, an upper limit should be established. 2.9.5.5 Recommendation.— If it is desired to establish the upper limit of a control zone at a level higher than the lower limit of the control area established above it, or if the control zone is located outside of the lateral limits of a control area, its upper limit should be established at a level which can easily be identified by pilots. When this limit is above 900 m (3 000 ft) MSL it should coincide with a VFR cruising level of the tables in Appendix 3 to Annex 2. Note.— This implies that, if used, the selected VFR cruising level be such that expected local atmospheric pressure variations do not result in a lowering of this limit to a height of less than 200 m (700 ft) above ground or water. 2.10 Identification of air traffic services units and airspaces 2.10.1 Recommendation.— An area control centre or flight information centre should be identified by the name of a nearby town or city or geographic feature. 2.10.2 Recommendation.— An aerodrome control tower or approach control unit should be identified by the name of the aerodrome at which it is located. 2.10.3 Recommendation.— A control zone, control area or flight information region should be identified by the name of the unit having jurisdiction over such airspace. 2.11 Establishment and identification of ATS routes 2.11.1 When ATS routes are established, a protected airspace along each ATS route and a safe spacing between adjacent ATS routes shall be provided. 2.11.2 Recommendation.— When warranted by density, complexity or nature of the traffic, special routes should be established for use by low-level traffic, including helicopters operating to and from helidecks on the high seas. When determining the lateral spacing between such routes, account should be taken of the navigational means available and the navigation equipment carried on board helicopters. 2.11.3 ATS routes shall be identified by designators. 2.11.4 Designators for ATS routes other than standard departure and arrival routes shall be selected in accordance with the principles set forth in Appendix 1. 2.11.5 Standard departure and arrival routes and associated procedures shall be identified in accordance with the principles set forth in Appendix 3. Note 1.— Guidance material relating to the establishment of ATS routes is contained in the Air Traffic Services Planning Manual (Doc 9426). Note 2.— Guidance material relating to the establishment of ATS routes defined by VOR is contained in Attachment A. Note 3.— The spacing between parallel tracks or between parallel ATS route centre lines for which an RNP type is required will be dependent upon the relevant RNP type specified. Guidance material relating to the establishment of ATS routes for use by RNAV-equipped aircraft and to the spacing between routes based on RNP type is contained in Attachment B. 2.12 Establishment of change-over points 2.12.1 Recommendation.— Change-over points should be established on ATS route segments defined by reference to very high frequency omnidirectional radio ranges where this will assist accurate navigation along the route segments. The establishment of change-over points should be limited to route segments of 110 km (60 NM) or more, except where the complexity of ATS routes, the density of navigation aids or other technical and operational reasons warrant the establishment of change-over points on shorter route segments. 2.12.2 Recommendation.— Unless otherwise established in relation to the performance of the navigation aids or frequency protection criteria, the change-over point on a route segment should be the mid-point between the facilities in the case of a straight route segment or the intersection of radials in the case of a route segment which changes direction between the facilities. Note.— Guidance on the establishment of change-over points is contained in Attachment A. 2007/70/II. szám Annex 11 — Air Traffic Services Chapter 2 1/11/01 2-6 2.13 Establishment and identification of significant points 2.13.1 Significant points shall be established for the purpose of defining an ATS route and/or in relation to the requirements of air traffic services for information regarding the progress of aircraft in flight. 2.13.2 Significant points shall be identified by designators. 2.13.3 Significant points shall be established and identified in accordance with the principles set forth in Appendix 2. 2.14 Establishment and identification of standard routes for taxiing aircraft 2.14.1 Recommendation.— Where necessary, standard routes for taxiing aircraft should be established on an aerodrome between runways, aprons and maintenance areas. Such routes should be direct, simple and where practicable, designed to avoid traffic conflicts. 2.14.2 Recommendation.— Standard routes for taxiing aircraft should be identified by designators distinctively different from those of the runways and ATS routes. 2.15 Coordination between the operator and air traffic services 2.15.1 Air traffic services units, in carrying out their objectives, shall have due regard for the requirements of the operators consequent on their obligations as specified in Annex 6, and, if so required by the operators, shall make available to them or their designated representatives such information as may be available to enable them or their designated representatives to carry out their responsibilities. 2.15.2 When so requested by an operator, messages (including position reports) received by air traffic services units and relating to the operation of the aircraft for which operational control service is provided by that operator shall, so far as practicable, be made available immediately to the operator or a designated representative in accordance with locally agreed procedures. 2.16 Coordination between military authorities and air traffic services 2.16.1 Air traffic services authorities shall establish and maintain close cooperation with military authorities responsible for activities that may affect flights of civil aircraft. 2.16.2 Coordination of activities potentially hazardous to civil aircraft shall be effected in accordance with 2.17. 2.16.3 Arrangements shall be made to permit information relevant to the safe and expeditious conduct of flights of civil aircraft to be promptly exchanged between air traffic services units and appropriate military units. 2.16.3.1 Air traffic services units shall, either routinely or on request, in accordance with locally agreed procedures, provide appropriate military units with pertinent flight plan and other data concerning flights of civil aircraft. In order to eliminate or reduce the need for interceptions, air traffic services authorities shall designate any areas or routes where the requirements of Annex 2 concerning flight plans, two-way communications and position reporting apply to all flights to ensure that all pertinent data is available in appropriate air traffic services units specifically for the purpose of facilitating identification of civil aircraft. 2.16.3.2 Special procedures shall be established in order to ensure that:

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