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Seahorse – Batfish Air Traffic Control Procedures (Non-Radar) 1
CHAPTER I
SEHORSE AERODROME CONTROL PROCEDURE
1.1. GENERAL
1.1.1. Seahorse Aerodrome Control Tower (SHE TWR), provides :
a) aerodrome control service;
b) flight information service; and
c) alerting service
within its area of jurisdiction as specified in the letter of

agreement between Seahorse Aerodrome Control Tower (SHE
TWR), Seahorse Approach Control Office (SHE APP) and
Batfish Control Center (BTF ACC).
1.1.2. SHE TWR in conducting the responsibility specified in 1.1.1.

shall issue information, clearances and instructions to achieve a
safe, orderly and expeditious flow of air traffic on and in the
vicinity of Seahorse aerodrome with the object of preventing
collision(s) between:
a) aircraft flying within the designated area of responsibility of

the control tower, including the aerodrome traffic circuits;
b) aircraft operating on the manoeuvring area;
c) aircraft landing and taking off;
d) aircraft and vehicles operating on the manoeuvring area;
e) aircraft on the manoeuvring area and obstructions on that

area.
Aviation Safety Training Division – ICAI Fourth revision – aminarno bepe - 092015
1.1.3. Control of traffic on the maneuvering area come under the

control of SHE TWR, whereas the control of traffic in the air
may be shared between SHE TWR and SHE APP. Normally
departing IFR traffic will be transferred by SHE TWR to SHE
APP immediately after airborne, while arriving traffic will be
transferred by SHE APP to SHE TWR when properly
sequenced for an approach to land.
1.1.4. Alerting service provided by SHE TWR
1.1.4.1. SHE TWR is responsible for alerting the rescue and fire fighting
services whenever :
a) an aircraft accident has occurred on or in the vicinity of the

Seahorse aerodrome; or
b) information is received that the safety of an aircraft which is

or will come under the jurisdiction of SHE TWR may have or
has been impaired; or
c) requested by the flight crew; or
d) when otherwise deemed necessary or desirable.
1.1.4.2. Procedures concerning the alerting of the rescue and fire

fighting services is as prescribed in letter of agreement (see
attachment 25 on page 279). Such instructions shall specify the
type of information to be provided to the rescue and fire fighting
services, including type of aircraft and type of emergency and,
when available, number of persons on board, and any
dangerous goods carried on the aircraft.
1.1.4.3. Aircraft that fails to report after having been transferred to SHE
TWR, or, having once reported, cease radio contact and in
either case fails to land five minutes after the expected landing
time, shall be reported to the SHE APP, BTF ACC, BTF FIC, or
to the Rescue Coordination Centre (RCC) or Rescue Sub-
Centre (RSC).
1.2. FACILITIES, SERVICES AND PROCEDURES
1.2.1. ATC Unit Identification : SEAHORSE TOWER (SHE TWR); Radio

Frequency : 118.3 MHz.
1.2.2. Airspace dimension :
a) lateral limit : A circle with radius of 30 NM centered at

aerodrome reference point (ARP) coordinate :
6°19'48.72'' S 106°45'28.80 E.
b) vertical limit : 1) upper limit : 2,000 feet
2) lower limit : Ground or water

1.2.3. Movement area
1.2.3.1. Seahorse airport has :
a) Three Runways : two parallel runways and one crossing

runway at right angle to the both parallel runways;
b) 13 Taxiways : Taxiway Alpha to Mike
c) Four aprons (including military apron) : west apron for small

aircraft, east apron , main apron (domestic and international)
and military apron plus one designated isolated parking area
(IPA).
(see detailed information in attachment 2 on page 223).
1.2.4. Pilot shall request and obtain push-back clearance, start engine
clearance and taxi instruction. For aircraft are parked on main
apron shall reports her aircraft stand number when requests such
clearances (see detailed information regarding the coordinates of
aircraft stand in attachment 3 on page 224 and pushback
procedures in attachment 4 on page 225).
1.2.5. Taxiing guidance signs are provided at Seahorse Airport (SHE
APT). Aircraft shall follow the sign accordingly, except when

otherwise instructed by SHE TWR.
1.2.6. Taking off from taxiway intersection with the runway-in-use or

main intersection may be authorized when requested by flight
crew or suggested by the controller. When intersection take-off is
suggested by the controller, the flight crew shall be informed of
the usable length of runway remaining from the intersection to the
end of runway-in-use. It is the responsibility of the pilot-in-
command to ensure that take-off run available (TORA) is suitable
for this particular aircraft (detailed information regarding the
distance from intersection to the end of runway is contained in
attachment 5 on page 226).
1.2.7. Visual flight rule (VFR) operation
1.2.7.1. ATC service will be provided to all VFR flights operate within
Seahorse control zone (SHE CTR) and Batfish control area (BTF
CTA) except within VFR corridor (see VFR route in attachment 15
on page 238 and attachment 16 on page 239). Those VFR flights
are then comply with ATC clearance/instruction and request
amended clearance when visual meteorological condition (VMC)
cannot longer be maintained.
1.2.7.2. Uncontrolled flight operating within SHE CTR and BTF CTA shall
fly along VFR corridor as described in attachment 15 on page
238. Flight information and alerting services only are provided to
VFR flights along the corridor.
1.2.7.3. Entry and exit procedures for SHE APT are as follows :
1.2.7.3.1. VFR flight proceeding to SHE APT shall contact SHE TWR at or
before passing :
a) WEBER (for traffics from the west);
b) BT NDB (for traffics from the south, southwest);
c) TF NDB (for traffics from the north, northeast and east);
d) ESTER ((for traffics from the, southeast);
1.2.7.3.2. Departing VFR after take-off shall follow the respective aerodrome
traffic circuit and joint the VFR corridor as soon as possible or as
instructed by SHE TWR/SHE APP.
1.2.7.3.3. Departing VFR shall contact SHE APP at or before passing :
a) Point ALPHA (for westward traffics);
b) Point BRAVO (for eastward traffics);
Note.— VFR aircraft flying within the route segment between

WEBER/BT NDB and point ALPHA or ESTER/TF NDB and point
BRAVO are in communication with the different ATC Unit,
therefore, SHE TWR shall give traffic information for aircraft
concerned instead of providing separation between outbound and
inbound traffic.
1.3. HANDOVER PROCEDURE
1.3.1. Before assuming responsibility of their position, the duty TWR

controller shall :
1.3.1.1. Acquaint themselves with weather condition expected during their

period of watch by studying the current weather report for take-off
and landing (QAM) or other sources. If necessary, consult with the
duty MET Observer or Forecaster.
1.3.1.2. Study all current NOTAM and supplement information.
1.3.1.3. Ensure that they are fully acquainted with the aerodrome condition
including runway-in-use and serviceability state of aeronautical
ground lights, VASI, ILS and other things.
1.3.1.4. Acquaint themselves with the position of aircraft, vehicles and

pedestrians currently under control and with the clearance/
instruction which have been issued to them.
1.3.1.5. Ensure that a full appreciation of the air traffic situation is

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

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

serviceability state and to take the appropriate action, if
necessary. The equipment shall include :
a) telephone links with Briefing Office (BO), Flight Information

Center (FIC), APP, ACC, Fire Fighting Station (FFS), Operator
(OPR), Military Authority (MIL) or other relevant units;
all transmitter and receiver, including standby or back up unit;

b)
signal lamp, control panel and indicator;
c) any new equipment that might be installed from time to time.
d)
1.3.1.8. Sign the log-book against the time of taking over responsibility,
which signature shall confirm that the above procedures have
been carried out.
1.4. START UP/PUSHBACK PROCEDURE FOR TURBINE

AIRCRAFT
1.4.1. The normal procedure is a pilot should request pushback

clearance to SHE TWR not later than 3 minutes prior to starting
pushback to ascertain that aircraft will not get delay.
1.4.2. When a delay is expected, SHE TWR shall advise the pilot of the
earlier time of departure.
1.4.3. For a wide-bodied or jumbo jet aircraft parked on Terminal ALPHA

and BRAVO, SHE TWR shall issue a pushback time instead of
clearance to start up.
1.4.4. Due to possibility of conflict in traffic, a clearance expiry time

(CET) may be issued with the pushback time. A clearance shall
be considered cancelled if an aircraft is unable to comply with the
time so specified.
Note.— CET is the time at which an ATC clearance will be

automatically cancelled if aircraft fails to depart at or before such
specified time. The CET shall be specified by the ACC if a
delayed departure would conflict with traffic not released to the
APP (see figure 1 below).
D
9000 FT
E
8000 FT
10’ 10’
TWR : D TAKE-OFF AT OR BEFORE 0610

(0610  CET)
Figure 1. The clearance expry time
1.4.5. Pushback clearance shall contain the heading direction which

should be followed by flight crew before commencing taxi
by ending the pushback clearance with the phraseology:
[ACID] PUSHBACK APPROVED HEADING NORTH (or
SOUTH).
Note.— The determination of heading North or South is depend

on the location of exit taxiway from apron. For example, if an
aircraft is parked on main apron and the runway-in-use will be
34L/34R, heading assignment should be HEADING SOUTH.
1.5. START UP/PUSHBACK PROCEDURE FOR WIDE-BODIED

AIRCRAFT
1.5.1. Aircraft fitted with auxiliary power unit (APU), the following
procedures shall apply :
1.5.1.1. Aircraft shall start up one engine.
1.5.1.2. Pushback shall commence after one engine has started up.
Such engine shall be on idle power at pushback.
1.5.1.3. Start up of all other engine shall be made after pushback and
when the aircraft is positioned on the apron taxiway line.
1.5.2. Aircraft not fitted with auxiliary power unit (APU) or when
auxilliary power unit is unserviceable, the following procedures
shall apply :
1.5.2.1. Aircraft without APU shall be permitted to start all engines up

before pushback.
1.5.2.2. Request by flight crew to start one engine first (due to special
circumstance) and the rest after completion of pushback, shall
be granted.
1.6. START UP/PUSHBACK PROCEDURE FOR OTHER AIRCRAFT
1.6.1 Under normal condition aircraft shall start up all engines before
commencing pushback.
1.6.2. Two aircraft may be given permission to pushback

simultaneously provided that :
1.6.2.1. They are positioned at least three bays apart (e.g. stand A-1
and A-4, B-3 and B-6).
1.6.2.2. They are separated by at least three bays after the completion
of pushback.
1.6.2.3. They are facing the same direction after pushback (see figure 2
below).
Figure 2. Pushback simultaneously
1.7. ENGINE RUNS UP
1.7.1. Holding points W1, W5, E1, E5, M1 and S3 are designated area
for full power engine run-up come under the jurisdiction of SHE
TWR.
1.7.2. Request such engine run-up shall be made to SHE TWR.
1.7.3. There must be two-way communication at all time (maintaining

listening watch) between aircraft and SHE TWR.
1.7.4. Aircraft doing run-up may be granted to an aircraft prior to

taking off, provided such run-up are made from take-off position
on the runway and provided that it will not affect other traffic.
1.8. DETERMINATION OF RUNWAY-IN-USE
1.8.1. The term of runway-in-use is applied to indicate the particular

runway or landing direction as the most suitable at any
particular time. The runway-in-use selected will normally be that

the most closely aligned to the surface wind direction especially
when the wind speed is more than 5 knots. SHE TWR will
normally nominate the longest runway when the headwind
speed is less than 5 knots.
1.8.2. In the determination of the runway in use, one or more of the

following factors shall be considered :
a) type of aircraft (refer to the size and weight);
b) length of runway (refer to take-off run or landing roll required);
c) wind direction and speed (refer to cross wind or tailwind);
d) traffic disposition (anticipation of overshooting or traffic

confliction);
e) better approaches (refer to efficiency);
f) shorter taxiing distance (refer to efficiency);
g) position of the sun in relation to the runway; and/or
h) necessity to avoid flight over populated area or other

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

the majority of aircraft/traffic. More than one runway direction
shall only be used if necessary :
a) due to operational characteristic of a particular aircraft; or
b) to avoid necessary delay.

1.8.4. The responsibility for ensuring that sufficient length or run is
available for an aircraft operation rest solely with the pilot-in-
command.
1.8.5. Should the pilot-in-command advise SHE TWR that the

nominated runway is unsuitable because of operational
characteristic of its aircraft, permission shall be given to him to
select a suitable runway.
1.8.6. It is the sole responsibility of pilot-in-command to conduct

operation where the cross wind component exceeds the
maximum permissible for his type of aircraft.
1.8.7. If weather in the vicinity of aerodrome is such that there is

cumulonimbus activity with the wind blowing down the runway
on the departure path of flight, SHE TWR shall inform the pilot
of the presence of the cloud and wind condition when start-up
clearance is requested.
1.9. AIRFIELD INSPECTION
1.9.1. An inspection of the aerodrome surface and boundaries shall

be made as soon as practicable :
a) after day light begin;
b) before night operation begin;
c) after heavy rain;
d) when reports are made by pilot of abnormal runway

surface; or
e) when reports are received from maintenance personnel that

repairs on runway resurfacing have been completed.
1.10. CLOSURE OR RESTRICTED OPERATION OF AERODROME
1.10.1. In case any accident/incident situation :
1.10.1.1. On the occurrence of an aircraft accident or incident situation

on the apron or manoeuvering area or on received of any
hazard to the movement of aircraft on these areas, SHE TWR
shall immediately take the following actions :
a) advise SHE APP and BTF ACC;
b) warn all aircraft intending to use the aerodrome of nature

and position of the obstruction of hazard;
c) inform the Chief of ATS unit or Airport Manager; and
d) inform the person on duty of FFS station if any fire of which

is hazardous to aircraft operation is observed or if here is
likelyhood of a fire which may endanger aircraft operatio.
1.10.1.2. If immediate action is necessary in the light of prevailing

circumstance to close the aerodrome due to unsuitable surface
conditions or fire, SHE TWR shall temporarily close the
aerodrome and notify immediately to :
a) all aircraft affected and which are listening out on the TWR
frequency using the phraseology : ALL STATIONS,
RUNWAY 34L IS BLOCKED BY ONE B737 [FOR
APPROXIMATELY 45 MINUTES] REQUEST YOUR
INTENTION;
b) SHE APP and BTF ACC; and
c) Chief ATC/ATS units.
1.10.1.3. The decision to close the aerodrome beyond such interim

period lies with the Senior Officer after consultation with the
Chief of ATS.
1.10.1.4. AIS shall be advised, if required, to initiate NOTAM action when
the decision of the Senior Officer to close the aerodrome for the
period of time has been taken.
1.10.1.5. The decision to reopen the aerodrome rests with the Senior
Officer after consultation with the Chief of ATS.
1.10.1.6. The duty TWR shall notify all concerned once the aerodrome is
reopen to aircraft operation using the phraseology : ALL
STATION, RUNWAY 34L RESUME NORMAL OPERATION.
1.10.1.7. AIS shall be asked to issue the NOTAM in this respect.
1.10.2. Operation in weather below minima :
1.10.2.1 If weather in the vicinity of aerodrome in accordance

with weather report from Meteorological Office is such that
need the closure of aerodrome due to below minima, SHE TWR
controller after consultation with the Senior Officer, shall
immediately take the following actions :
a) warn all aircraft operating on/in the vicinity of aerodrome to

take intention using the phraseology : ALL STATIONS,
DUE TO WEATHER BELOW MINIMA, [SEAHORSE]
AERODROME CLOSED FOR TAKE-OFF AND LANDING
UNTIL FURTHER ADVICE, REQUEST YOUR
INTENTION;
b) inform SHE APP and BTF ACC;
c) inform operator and other technical services; and
d) consult at any time with the duty of Meteorological Office on

the improvement likely to occur.
Note 1.— The term aerodrome closed should be interpreted as

the conditions at which take-off and landing only shall not be
permitted. During aerodrome closed ATS units are still
responsible for providing air traffic services for aircraft operating
on and in the vicinity of aerodrome including overflying aircraft.
Note 2.— When there is an aircraft experiencing emergency
during period of aerodrome closed, such aircraft shall be

handled accordingly and shall be allowed to continue approach
to land provided that SHE TWR shall not provide any clearance
nor instruction but flight information only.
1.10.2.2. When the weather likely becomes better and the aerodrome
may be able to be reopened, SHE TWR shall notify all
concerned once the aerodrome is reopened to aircraft operation
using the phraseology : ALL STATIONS, [SEAHORSE]
AERODROME RESUME NORMAL OPERATION.
1.10.2.3. After declaring the reopening of the aerodrome, SHE TWR

should handle the traffic accordingly. The sequence should
refer to the sequence established before the closing of the
aerodrome, except for the purpose of expediting traffic or to
avoid unnecessary delay.
1.11. AIR TRAFFIC CONTROL CLEARANCE/INSTRUCTION
1.11.1. SHE TWR shall normally be responsible for the issuance of

ATC clearance, instructions and/or information for all flight
operating on and in the vicinity of SHE aerodrome at or below
2,000 feet.
1.11.2. SHE TWR shall request ATC clearance for departing IFR
aircraft to SHE APP when such aircraft has commenced taxiing.
1.11.3. Since the SHE TWR as the visual controller, ATC clearance/
instruction shall only be issued when weather conditions are at
or above the prescribed VFR minima. Flight information and
alerting services only shall be provided if weather conditions are
below VFR minima (visiblity less than 3 statute miles (5 km)).
1.11.4. In weather conditions below VFR minima, landing clearance for

IFR arriving aircraft shall be provided by SHE APP (as the
instrument controller). The landing clearance by SHE APP shall
only be issued after SHE APP receiving report from the flight
crew that the aerodrome/runway is in sight and information from

SHE TWR which states that the runway is clear.
1.11.5. SHE TWR shall endeavor by any means to ensure the

clearance of runway such as switch-on the siren for a period of
time, switch-on and off the runway light until such time
estimated pedestrians or vehicles have vacated the runway-in-
use.
1.12. AERODROME LIGHTING
1.12.1. Details of the type of airfield lighting system in use at SHE APT
as specified in AIP Volume III Para SASH AD 2.9 and 2.14 (see
1.12.2. Aerodrome lights shall be displayed from 15 minutes before any

ETA until 15 minutes after any ATD.
1.12.3. Aerodrome lights shall be switched on during night or the hours

of darkness and in condition of reduced visibility. These include
runway, taxiway, approach and obstruction lights, aerodrome
location and aerodrome beacon.
1.12.4. SHE TWR controller shall inspect, from the control position, the
aerodrome lighting system during night period.
1.12.5. Any of the aerodrome lighting unserviceability shall be reported

to the related technical/electrical control unit for action.
1.13. AERODROME WEATHER OBSERVATION AND REPORT
1.13.1. It is responsibility of the TWR controller to advise pilot under his

control in the prevailing weather changes significantly from the
last reported.
1.13.2. Reports by pilots of significant weather phenomena
experienced during the final approach phase shall also be

relayed to all following aircraft concerned.
1.14. PROCEDURES FOR LOW VISIBILITY OPERATIONS
Note.— These procedures apply whenever conditions are such

that all or part of the manoeuvring area cannot be visually
monitored from the control tower.
1.14.1. When there is a requirement for traffic to operate on the

manoeuvring area in conditions of visibility which prevent SHE
TWR from applying visual separation between aircraft, and
between aircraft and vehicles, the following shall apply:
1.14.1.1. At the intersection of taxiways, an aircraft or vehicle on a

taxiway shall not be permitted to hold closer to the other taxiway
than the holding position limit defined by a clearance bar, stop
bar or taxiway intersection marking.
1.15. SPECIAL VISUAL FLIGHT RULES
1.15.1. SHE TWR may authorize special VFR (SVFR) flight within SHE
CTR after approval has been obtained from SHE APP and
provided that weather minima are equal to or better than those
prescribed for SVFR.
1.15.2. SVFR authorization should normally be extended to only one

aircraft in the CTR at one time, but in some circumstances may
arise where a controller may be requested to authorize two or
more flights simultaneously.
1.15.3. Controllers are cautioned that in such circumstances, they must

ensure that :
a) all operations can be conducted safely;
b) under complete control within CTR; and
c) attention should be paid to the development and agreement

of procedures covering the recall of aircraft as and when
necessary and for ensuring that SVFR flight will remain
clear of the flight path or arriving and departing IFR.
1.15.4. When the ground visibility is not less than 1,600 m (1 statute
mile), special VFR flights may be authorized to : enter a control
zone for the purpose of landing, take off and depart from a
control zone, cross a control zone or operate locally within a
control zone below 10,000 feet AMSL.
1.15.5. The requirements for SVFR operation are as follows :
1.15.5.1. SVFR operations may be conducted at altitude below 10.000

feet MSL.
1.15.5.2. SVFR operations may only be conducted :
a) with an ATC clearance;
b) clear of clouds;
c) except for helicopters, when flight visibility is at least 1

statute mile;
d) except for helicopter, between sunrise and sunset;
e) ground visibility is 1 statute mile (1,600 m) or greater;
1.15.6. Suspension of VFR operations
1.15.6.1 Any or all VFR operations on and in the vicinity of Seahorse

aerodrome may be suspended by any of the following units,
persons or authorities whenever safety requires such action :
a) SHE TWR or SHE APP or BTF ACC; or
b) Other BTF ATS authority.
1.15.6.2. All such suspensions of VFR operations shall be accomplished

through SHE TWR.
1.15.6.3. The following procedures shall be observed by SHE TWR

whenever VFR operations are suspended :
a) hold all VFR departures;
b) recall all VFR local flights, except that obtain approval for
SVFR operations;
c) notify APP or ACC as appropriate of the action taken;
d) notify all operators, or their designated representatives, of

the reason for taking such action, if necessary or requested.
1.16. ESSENTIAL LOCAL TRAFFIC INFORMATION
1.16.1. Information on essential local traffic shall be issued in a timely

manner, either directly or through SHE APP when, in the
judgement of SHE TWR, such information is necessary in the
interests of safety, or when requested by aircraft.
1.16.2. Essential local traffic shall be considered to consist of :
a) any aircraft, vehicle or personnel on or near the

manoeuvring area; or
b) traffic operating in the vicinity of the aerodrome, which may

constitute a hazard to the aircraft concerned.
1.16.3. Essential local traffic shall be described so as to be easily
identified.
Example 1 (traffic on the ground) : [ACID] CAUTIONED

ADVISED (or OBSERVE) ONE MOWER (or TRUCK) ON THE
LEFT SIDE OF THE BEGINNING RUNWAY 34L
Example 2 (traffic in the air) : [ACID] TRAFFIC TEN O'CLOCK

[ONE] BEECHCRAFT BARON APPROACHING DOWN-WIND
RUNWAY 34L [YOU ARE NUMBER TWO TO LAND FOLLOW
PIPER NAVAJO POSITION APPROACHING BASELEG
RUNWAY 34L, REPORT ..........
1.17. RUNWAY INCURSION OR OBSTRUCTED RUNWAY
1.17.1. In the event SHE TWR, after a take-off clearance or a landing

clearance has been issued, becomes aware of a runway
incursion or the imminent occurrence thereof, or the existence
of any obstruction on or in close proximity to the runway likely to
impair the safety of an aircraft taking off or landing, appropriate
action shall be taken as follows :
a) cancel the take-off clearance for a departing aircraft if the

aircraft has not yet commenced take-off roll using
phraseology : [ACID] HOLD POSITION, CANCEL TAKE-
OFF I SAY AGAIN CANCEL TAKE-OFF [reason];
b) cancel the take-off clearance for a departing aircraft if the

aircraft has commenced take-off roll using phraseology :
[ACID] STOP IMMEDIATELY [(repeat aircraft call sign)
STOP IMMEDIATELY];
c) instruct a landing aircraft to execute a go-around or missed

approach using phraseology : [ACID] GO AROUND
(reason);
d) in all cases inform the aircraft of the runway incursion or

obstruction and its location in relation to the runway.
Note.— Animals and flocks of birds may constitute an
obstruction with regard to runway operations. In addition, an
aborted take-off or a go-around executed after touchdown may
expose the aeroplane to the risk of overrunning the runway.
Moreover, a low altitude missed approach may expose the
aeroplane to the risk of a tail strike.
1.17.2. Following any occurrence involving an obstruction on the

runway or a runway incursion, pilots and controllers shall
complete an air traffic incident report in accordance with the
ICAO model Runway Incursion Initial Report Form (see
1.18. UNCERTAINTY OF POSITION ON THE MANOEUVRING AREA
1.18.1. In the event SHE TWR becomes aware of an aircraft or vehicle

that is lost or uncertain of its position on the manoeuvring area,
appropriate action shall be taken immediately to safeguard
operations and assist the aircraft or vehicle concerned to
determine its position.
1.18.2. When there was a report from pilot or vehicle driver that he/she
is in doubt as to the position of the aircraft or vehicle with
respect to the manoeuvring area, SHE TWR shall immediately
guide the aircraft or vehicle to vacate the landing area,
taxiway, or other part of the manoeuvring area, to a safe
distance as expeditiously as possible.
1.18.3. If the action of 1.18.1.1. is impracticable, SHE TWR shall

request SHE Airport Authority to employ the ground support
equipment (GSE) vehicle (“FOLLOW ME” vehicle) to guide the
aircraft or vehicle to vacate the landing area, taxiway, or other
part of the manoeuvring area, to a safe distance as
expeditiously as possible.
1.19. WAKE TURBULENCE AND JET BLAST HAZARDS
1.19.1. SHE TWR shall, when applicable, apply the wake turbulence
separation minima specified in 1.20.5.6. Whenever the
responsibility for wake turbulence avoidance rests with the pilot-
in-command, SHE TWR shall, to the extent practicable, advise
aircraft of the expected occurrence of hazards caused by turbulent
wake.
Note.— Occurrence of turbulent wake hazards cannot be

accurately predicted and aerodrome controllers cannot assume
responsibility for the issuance of advice on such hazards at all
times, nor for its accuracy.
1.19.2 In issuing clearances or instructions, SHE TWR should take into

account the hazards caused by jet blast and propeller
slipstream to taxiing aircraft, to aircraft taking off or landing,
particularly when intersecting runways are being used, and to
vehicles and personnel operating on the aerodrome.
Note.— Jet blast and propeller slipstream can produce localized

wind velocities of sufficient strength to cause damage to other
aircraft, vehicles and personnel operating within the affected
area.
1.20. SEAHORSE TOWER PROCEDURE
1.20.1. General
1.20.1.1. Full coordination with the respective ATS units is required for all
traffic operating in and outside of the airspace of the SHE TWR.
1.20.1.2. SHE TWR shall take into consideration the effect of wake
turbulence when controlling traffic. It is especially important at
SHE APT due to the mixture of aircraft type operating
simultaneously.
1.20.2. Circuit pattern and height for fixed wing aircraft (aeroplane)
1.20.2.1. Circuit pattern at SHE aerodrome are as follows :
a) Runway 16L : normal (east of overhead station)
b) Runway 16R : right hand (west of overhead station)
c) Runway 34L : normal (west of overhead station)
d) Runway 34R : right hand (east of overhead station)
e) Runway 07 : normal (north of overhead station)
f) Runway 25 : right hand (north of overhead station)
(see detailed information in attachment 12 on page 234).
1.20.2.2. Circuit height :
a) Light aircraft and piston engine : 500 – 800 ft.
b) Medium/heavy aircraft and turbine/jet engine : 1,000 – 1,500

ft.
c) Over flying aircraft (via overhead) : at or above 2,000 ft.
Note.— Since the separation between aircraft in the traffic

circuit and the overflying aircraft is less than 1,000 feet, SHE
TWR shall provide (essential) traffic information to the aircraft
concerned.
1.20.2.3. Pattern characteristic :
a) Circuit pattern at SHE APT are designed in accordance with

the parallel runways operation, those are avoiding
overlapping traffic patterns overhead aerodrome.
b) An aircraft that cannot be cleared to land shall be instructed

to go round again (overshoot) then join aerodrome traffic
circuit climb to circuit height.
1.20.2.4. Entry to SHE aerodrome traffic circuit :
1.20.2.4.1. An arriving IFR aircraft executing an instrument approach shall

normally be cleared to land straight-in unless visual
manoeuvring (circling) to other runway is required.
1.20.2.4.2. The clearance to enter SHE aerodrome traffic circuit should be

issued to an aircraft whenever it is desired that the aircraft
approach the landing area in accordance with current traffic
circuits but traffic conditions do not yet allow a landing clearance
to be issued.
1.20.2.4.3. Depending on the circumstances and traffic conditions, an

aircraft may be cleared to join at any position in the traffic circuit
(join downwind, direct base leg or via overhead).
1.20.2.4.4. When aircraft in SHE aerodrome traffic circuit in such dense that
additional traffic cannot be accommodated anymore, such traffic
may be instructed to hold visually over ALPHA or BRAVO until
the traffic conditions permit. Prior co-ordination shall be made
with SHE APP before instructing aircraft to hold over such area.
1.20.2.5. Priority for landing
1.20.2.5.1. If an aircraft enters an aerodrome traffic circuit without proper

authorization, it shall be permitted to land if its actions indicate
that it so desires. If circumstances warrant, aircraft which are in
contact with SHE TWR may be instructed to give way so as to
remove as soon as possible the hazard introduced by such
unauthorized operation. In no case shall permission to land be
withheld indefinitely.
1.20.2.5.2. In case of emergency it may be necessary, in the interests of

safety, for an aircraft to enter a traffic circuit and affect a landing
without proper authorization. SHE TWR should recognize the
possibilities of emergency action and render all assistance
possible.
1.20.2.5.3. Priority shall be given to :
a) an aircraft which anticipates being compelled to land

because of factors affecting the safe operation of the aircraft
(engine failure, shortage of fuel, etc.);
Note.— The first priority shall only be given if the flight crew
has reported emergency message preceded by the word
MAYDAY MAYDAY MAYDAY (preferably 3 times) or for
aircraft that has been in sight, the controller notice that
aircraft condition or configuration indicating any abnormality
which needs emergency action (the existence of fire, smoke
or wild manoeuver).
b) hospital aircraft or aircraft carrying any sick or seriously

injured persons requiring urgent medical attention;
Note 1.— The first priority shall only be given if the flight
crew has reported urgency message preceded by the word
PANPAN PANPAN PANPAN (preferably 3 times) MAY
DEE CAL.
Note 2.— For the purpose of assisting the quick handling,

the controllers are advised to contact the medical services
unit of airport and to coordinate with apron movement
control unit (AMC) for the location of parking for such
aircraft.
c) aircraft engaged in search and rescue operations; and
d) other aircraft as may be determined by the appropriate

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

of Understanding between the Ministry of Transportation
and the Ministry of Defense and Security, will be handled as
civilian aircraft, except when there is a special letter or
notification from the Ministry of Defense and Security.
Note 2.— For VIP flight will only be handled in accordance

with the rules and procedure for VIP Flight Operation when
there is a NOTAM containing the VIP flight activities,
including the duration of closing of aerodrome.
Note 3.— The Presidential flight is usually treated as VIP

flight where special handling is exercised, such as closing
the aerodrome for any period of time (there may be a
welcome ceremony, etc). However, even though there is a
VIP flight, when there is an aircraft experiencing emergency,
the latter shall have the priority over the VIP flight.
1.20.2.5.4. An aircraft landing or in the final stages of an approach to land

shall normally have priority over an aircraft intending to depart
from the same or an intersecting runway.
1.20.3. Arrival procedure
1.20.3.1. The transfer of responsibility for control of IFR arrival from SHE
APP to SHE TWR :
In
a) weather VMC : when pilot has reported runway in sight or has
established visual contact;
b) In weather IMC : when aircraft has landed.
1.20.3.2. The transfer of communications of IFR arrival from SHE APP to

SHE TWR :
a) for aircraft executing :
1) VOR approach runway 16R : when passing BTF

VOR/DME (heading to final approach);
2) NDB approach runway 34L : when passing SH
NDB/LOC (heading to final approach).
b) for aircraft executing visual approach : when flight crew has

reported aerodrome in sight or has established visual
contact.
1.20.3.3. Transfer of communications of VFR arrival from SHE APP to

SHE TWR shall be effected at :
a) WEBER or BT NDB when aircraft coming from the north (if

via V-5), west, southwest or south; or
b) TF NDB or ESTER when aircraft coming from the north (if

via V-3), northeast, east or southeast.
1.20.3.4. IFR arrival which is instructed to make circling approach, after

reaching missed approach point (MAPt) or DH/A, whichever is
latter, the following procedures shall apply :
1.20.3.4.1. When an aircraft executing instrument approach runway 16R

and intent to land on (see attachment 10 on page 232):
a) runway 16L : fly pass over the runway-in-use then turn right
to join right downwind runway 16R climb to 2,000 feet. After
reaching 2,000 feet turn right to join downwind runway 16L;
b) runway 34L : turn right to join downwind runway 34L;
c) runway 34R : fly pass over the runway-in-use then turn right
to join right hand downwind runway 16R climb to 2,000 feet.
After reaching 2,000 feet turn right to join right hand
downwind runway 34R;
d) runway 07 : fly pass over the runway-in-use then turn right

to join right hand downwind runway 16R and then turn left
to join downwind or base leg runway 07;
e) runway 25 : fly pass over the runway-in-use then turn right

to join right hand downwind runway 16R and then turn right
to join right downwind runway 25.
1.20.3.4.2. When an aircraft executing instrument approach runway 34L

and intent to land on (see attachment 11 on page 233) :
a) runway 16R : turn left to join right hand downwind runway

16R;
b) runway 16L : fly pass over the runway-in-use then turn left to
join downwind runway 34L climb to 2,000 feet. After
reaching 2,000 feet turn left to join downwind runway 16L;
c) runway 07 : fly pass over the runway-in-use then turn left to

join downwind runway 07;
d) runway 25 : fly pass over the runway-in-use then turn right

to join right hand downwind runway 25;
e) runway 34R : fly pass over the runway-in-use then turn left
to join downwind runway 34L climb to 2,000 feet. After
reaching 2,000 feet turn left to join right hand downwind
runway 34R.
1.20.3.5. Landing clearance for IFR arrival which is executing instrument

approach procedure shall only be given after the pilot has
reported runway or aerodrome in sight (established visual
contact).
1.20.3.6. Landing clearance shall not be given when the reported visibility
(by Meteorological Observer) is less than the visibility
prescribed in the standard instrument approach procedure
being used. SHE TWR shall provide runway condition only and
decision for landing is rest to the pilot-in-command of aircraft
(see the visibility minimum at the IAP in attachment 10 and 11
on page 232 and 233).
1.20.3.7. An aircraft may be cleared to land when there is reasonable

assurance that the separation prescribed in 1.20.5 will exist
when the aircraft crosses the runway threshold, provided that a
clearance to land shall not be issued until a preceding landing
aircraft has crossed the runway threshold. To reduce the
potential for misunderstanding, the landing clearance shall
include the designator of the landing runway.
1.20.3.8. When necessary or desirable in order to expedite traffic, a

landing aircraft may be requested to :
a) hold short of an intersecting runway after landing;
b) land beyond the touchdown zone of the runway;
c) vacate the runway at a specified exit taxiway;
d) expedite vacating the runway.
1.20.3.9. In requesting a landing aircraft to perform a specific landing

and/or roll-out manoeuvre, the type of aircraft, runway length,
location of exit taxiways, reported braking action on runway and
taxiway (as listed in table 1 below), and prevailing
meteorological conditions shall be considered. A HEAVY
aircraft shall not be requested to land beyond the touchdown
zone of a runway.
Table 1
Braking action category
Measured Estimated braking

Code
coefficient action
0.40 and above Good 5
0.39 to 0.36 Medium to good 4
0.35 to 0.30 Medium 3
0.29 t0 0.26 Medium to poor 2
0.25 and below Poor 1
1.20.3.10. When necessary or desirable, e.g. due to low visibility

conditions, a landing or a taxiing aircraft may be instructed to
report when a runway has been vacated. The report shall be
made when the entire aircraft is beyond the relevant runway-
holding position marking.
1.20.3.11. If the flight crew of an IFR arrival reports that he/she is

executing missed approach due to :
a) weather, that is visibility is below the prescribed minima,

there is no reply, other than the instuction [ACID]
CONTACT SHE APPROACH, should normally be made by

SHE TWR;
b) other reason and visibility is not below the prescribed

minima and the traffic condition permit, such aircraft may be
instructed to join the appropriate aerodrome traffic circuit
using phraseology (as an example) [ACID] JOIN
DOWNWIND (or RIGHT HAND DOWNWIND) RUNWAY
### REPORT DOWNWIND (or RIGHT HAND
DOWNWIND).
1.20.3.12. VFR arrival (either incoming from point ALPHA or BRAVO)

should be instructed to join downwind (right hand downwind) at
circuit altitude. In case arrival is instructed to proceed to or via
overhead station, the arriving aircraft shall maintain 2,000 ft.
until overhead then turn (left/right) to join the circuit (as
applicable for the runway-in-use).
Note.— VFR arrival from ALPHA or BRAVO may be instructed

to direct to base leg (righthand base leg) provided that the
aircraft will not cross the beginning of the adjacent runway(s).
For example VFR arival from point ALPHA shall not be
instructed to direct to base leg runway 34R nor to right hand
base leg runway 16L and from point BRAVO shall not be
instructed to direct to base leg runway 16R nor to right hand
base leg runway 34L
1.20.3.13. For the purpose of providing separation, orbit, extend circuit

etc., may be exercised provided that all turns shall be effected
away from overhead aerodrome
1.20.3.14. Arrival which cannot be instructed to join traffic circuit (due to

traffic density), may be held over point ALPHA or BRAVO
visually.
1.20.3.15. There is no mandatory direction which traffic must join the

circuit. However, any deviation from the normal circuit must be
coordinated with SHE APP.
1.20.3.16. For pilot who is not familiar with the aerodrome or who is flying
into the airport for the firs time, SHE TWR shall initially clear the
aircraft to overhead for the pilot to positively identify the
layout of airport then issue subsequent clearance.
1.20.4. Departure procedure
1.20.4.1. General
1.20.4..1.1. Departures shall normally be cleared in the order in which they

are ready for take-off, except that deviations may be made from
this order of priority to facilitate the maximum number of
departures with the least average delay. Factors which should
be considered in relation to the departure sequence include,
inter alia :
a) types of aircraft and their relative performance;
b) routes to be followed after take-off;
c) any specified minimum departure interval between take-

offs;
d) need to apply wake turbulence separation minima;
e) aircraft which should be afforded priority; and

f) aircraft subject to ATFM requirements.
1.20.4.2. Taxi clearance
1.20.4.2.1. Prior to issuing a taxi clearance, SHE TWR shall determine

where the aircraft concerned is parked. Taxi clearances shall
contain concise instructions and adequate information so as to
assist the flight crew to follow the correct taxi routes, to avoid
collision with other aircraft or objects and to minimize the
potential for the aircraft inadvertently entering an active runway.
1.20.4.2.2. The clearance limit of taxi instruction is one of the holding
points contained in table 2 below.
Table 2
Clearance limit of taxi instruction (ID)
Location
No ID RWY Remarks
(intersection between)
1 2 3 4 5
1. Runway 07 and taxiway ALPHA N1 07 North side of
runway 07
2. Runway 07 and taxiway ALPHA S1 07 South side of
runway 07
3. Runway 16R and taxiway W5 16R
ALPHA
4. Runway 16R and taxiway W4 16R
BRAVO
5. Runway 16L and taxiway INDIA E5 16L
6. Runway 16L and taxiway E4 16L

JULIET
7. Runway 16L and taxiway KILO E3 16L West side of
runway 16L
8. Runway 16L and taxiway KILO M3 16L East side of
runway 16L
9. Runway 25 and taxiway KILO S3 25
10. Runway 25 and taxiway INDIA S2 25 South side of

(north) runway 25
11. Runway 25 and taxiway INDIA N2 25 North side of
(south) runway 25
12. Runway 34R and taxiway E1 34R West side of
FOXTROT runway 34R
13. Runway 34R and taxiway MIKE M1 34R East side of
runway 34R
14. Runway 34R and taxiway GOLF E2 34R
15. Runway 34R and taxiway M2 34R

HOTEL
16. Runway 34L and taxiway ECHO W1 34L
17. Runway 34L and taxiway W2 34L
DELTA
1 2 3 4 5
18. Runway 34L and taxiway T1 34L West side of
CHARLIE runway 34L
19. Runway 34L and taxiway W3 34L East side of
CHARLIE runway 34L
1.20.4.2.3. When a taxi clearance contains a taxi limit beyond a runway, it

shall contain an explicit clearance to cross or an instruction to
hold short of that runway. For example :
1.20.4.2.4. If the clearance limit for departing aircraft is holding point

W5/E5 the taxi clearance : [ACID] CLEARED TO HOLDING
POINT W5 VIA TAXIWAY ALPHA HOLD [REPORT] ON
SHORT RUNWAY 07.
If the clearance limit for taxiing aircraft from main apron is

west/east apron : [ACID] CLEARED TO WEST APRON
VIA TAXIWAY DELTA AND CHARLIE HOLD [REPORT]
ON SHORT RUNWAY 34L
1.20.4.2.5. A taxi route should, whenever possible, be described by use of

taxiway and runway designators. Other relevant information,
such as an aircraft to follow or give way to, shall also be
provided to a taxiing aircraft.
1.20.4.2.6. For the purpose of expediting air traffic, aircraft may be

permitted to taxi on the runway-in-use, provided no delay or risk
to other aircraft will result.
1.20.4.2.7. If SHE TWR is unable to determine visually that a vacating or

crossing aircraft has cleared the runway, the aircraft shall be
requested to report when it has vacated the runway. The report
shall be made when the entire aircraft is beyond the relevant
runway-holding position.
1.20.4.2.8. Aircraft shall not be permitted to line up and hold on the

approach end of a runway-in-use whenever another aircraft is
affecting a landing, until the landing aircraft has passed the
point of intended holding.
1.20.4.2.9. Helicopter taxiing operations :
1.20.4.2.10. a) When necessary for a wheeled helicopter or vertical take-off

and landing (VTOL) aircraft to taxi on the surface, the
existing provisions (for fixed wing aircraft) are applicable.
Note.— Ground taxiing uses less fuel than air-taxiing and

minimizes air turbulence. However, under certain conditions,
such as rough, soft or uneven terrain, it may become
necessary to air-taxi for safety considerations. Helicopters
with articulating rotors (usually designs with three or more
main rotor blades) are subject to “ground resonance” and
may, on rare occasions, suddenly lift off the ground to avoid
severe damage or destruction.
b) When it is requested or necessary for a helicopter to

proceed at a slow speed above the surface, normally below
37 km/h (20 kt) and in ground effect, air-taxiing may be
authorized.
Note.— Air-taxiing consumes fuel at a high burn rate, and

helicopter downwash turbulence (produced in ground
effect) increases significantly with larger and heavier
helicopters.
c) Instructions which require small aircraft or helicopters to taxi
in close proximity to taxiing helicopters should be avoided
and consideration should be given to the effect of
turbulence from taxiing helicopters on arriving and departing
light aircraft.
d) A frequency change should not be issued to single-pilot

helicopters hovering or air-taxiing. Whenever possible,
control instructions from SHE APP should be relayed as
necessary until the pilot is able to change frequency.
1.20.4.2.11. Entry to the manoeuvring area
1.20.4.2.11.1. The movement of pedestrians or vehicles on the manoeuvring
area shall be subject to authorization by SHE TWR. Persons,

including drivers of all vehicles, shall be required to obtain
authorization from SHE TWR before entry to the manoeuvring
area. Notwithstanding such an authorization, entry to a runway
or runway strip or change in the operation authorized shall be
subject to a further specific authorization by SHE TWR.
1.20.4.2.11. Priority on the manoeuvring area
a) All vehicles and pedestrians shall give way to aircraft which

are landing, taxiing or taking off, except that emergency
vehicles proceeding to the assistance of an aircraft in
distress shall be afforded priority over all other surface
movement traffic. In the latter case, all movement of surface
traffic should, to the extent practicable, be halted until it is
determined that the progress of the emergency vehicles will
not be impeded.
b) When an aircraft is landing or taking off, vehicles shall not

be permitted to hold closer to the runway-in-use than:
1) at a taxiway/runway intersection — at a runway-holding

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

at a distance of 50 metres from the edge of the runway-
in-use.
1.20.4.2.12. Communication requirements and visual signals
a) At SHE aerodromes all vehicles employed on the

manoeuvring area shall be capable of maintaining two-way
radio communication with SHE TWR, except when the
vehicle is only occasionally used on the manoeuvring area
and is :
1) accompanied by a vehicle with the required

communications capability; or
2) employed in accordance with a pre-arranged plan

established with SHE TWR.
b) When communications by a system of visual signals is

deemed to be adequate, or in the case of radio
communication failure, the signals given hereunder shall
have the meaning indicated therein:
1) For traffic on the ground (see figure 3 on page 36);
Light signal
Meaning
from TWR
Steady green Cleared for take-off
Steady red Stop
Green flashes Permission to cross landing area or to
move onto taxiway
Red flashes Move off the landing area (taxi clear of
landing area in use) or taxiway and
watch out for aircraft
White flashes Vacate manoeuvring area in accor-
dance with local instructions (return to
starting point on the aerodrome)
2) For aircraft in flight (see figure 4 on page 36).
Light signal from

Meaning
aerodrome control
Steady green Cleared to land
Steady red Give way to other aircraft and continue
circling
Green flashes Return for landing
Red flashes Aerodrome unsafe do not land
White flashes Land at this aerodrome and proceed to
apron
Red pyrotechnic Notwithstanding any previous inst., do
not land for the time being
  STEADY GREEN
 STEADY RED
 FLASHING WHITE
 FLASHING GREEN
 FLASHING RED
 

Figure 3. Light signal for traffic on the ground
 STEADY GREEN 
 STEADY RED
 FLASHING GREEN
 
 FLASHING RED
 FLASHING WHITE
 RED PYROTECHNIC 
 
Figure 4. Light signal for aircraft in the air
c) In emergency conditions or if the signals in b) above are not

observed, the signal given hereunder shall be used for
runways or taxiways equipped with a lighting system and

shall have the meaning indicated therein.
Light signal Meaning
Flashing runway or Vacate the runway and observe the

taxiway lights tower for light signal
d) When employed in accordance with a plan prearranged with

the SHE TWR, constructional and maintenance personnel
should not normally be required to be capable of
maintaining two-way radio communication with SHE TWR.
1.20.4.3. Take-off clearance
1.20.4.3.1. Take-off clearance may be issued to an aircraft when there is

reasonable assurance that the separation in 1.20.5 will exist
when the aircraft commences take-off.
1.20.4.3.2. When an ATC clearance is required prior to taking off, the take-
off clearance shall not be issued until the ATC clearance has
been transmitted to and acknowledged by the aircraft
concerned. The ATC clearance shall be forwarded to SHE TWR
with the least possible delay after receipt of a request made by
SHE TWR or prior to such request if practicable.
1.20.4.3.3. Subject to 1.20.4.3.1, the take-off clearance shall be issued

when the aircraft is ready for take-off and at or approaching the
departure runway, and the traffic situation permits. To reduce
the potential for misunderstanding, the take-off clearance shall
include the designator of the departure runway.
1.20.4.3.4. Conditional phrases, such as “behind landing aircraft” or “after

departing aircraft”, shall not be used for movements affecting
the active runway(s), except when the aircraft or vehicles
concerned are seen by SHE TWR and pilot. The aircraft or
vehicle causing the condition in the clearance issued shall be
the first aircraft/vehicle to pass in front of the other aircraft
concerned. In all cases a conditional clearance shall be given in
the following order and consist of :
a) identification;
b) the condition;
c) the clearance; and
d) brief reiteration of the condition.
for example: [ACID] BEHIND B739 ON SHORT FINAL, LINE

UP BEHIND
1.20.4.3.5. SHE TWR shall not issue the take-off clearance when the
visibility is less than :
a) 1 statute mile (1,600 m) for aeroplane having one or two

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

two engines;
c) ½ statute mile (800 meters) for helicopters.
1.20.4.3.6. In the interest of expediting traffic, a clearance for immediate

take-off may be issued to an aircraft before it enters the runway.
On acceptance of such clearance the aircraft shall taxi out to the
runway and take-off in one continuous movement.
1.20.4.3.7. SHE TWR shall not issue the take-off clearance in the direction
(after taking-off) other than the designated aerodrome traffic
circuit. It means that turn left after taking-off runway 16R and
34R or turn right after taking-off runway 16L and 34L is
prohibited.
1.20.4.4. Determination of runway-in-use rests on SHE TWR. Before

clearing IFR traffic to depart, release time statement shall be
obtained from SHE APP.
1.20.4.5. Irrespective weather conditions, departure IFR will be

transferred from SHE TWR to SHE APP immediately after the
aircraft is airborne.
1.20.4.6. SHE TWR shall ensure that the departure IFR is separated from
other arriving (IFR/VFR) traffic in accordance with the minima
specified at the aerodrome.
1.20.4.7. Departure VFR traffic shall be cleared to be on VFR corridor as

soon as possible.
1.20.4.8. Departure VFR traffic will be transferred from SHE TWR to SHE
APP at point ALPHA (for westbound traffic) or point BRAVO (for
eastbound traffic) or at any point/time/level agreed by SHE
TWR and SHE APP.
Note.— Since the VFR corridor is classified as Class G within

which flight information and alerting service only will be
provided, an aircraft is considered separated with other aircraft
within the same corridor provided that the traffic informations
have been issued to aircraft concerned, notwithstanding, the
arriving aircraft had been transferred to SHE TWR.
1.20.5. Separation
1.20.5.1. Since SHE TWR is the visual controller, it is therefore, providing

vertical or horizontal separation is unnecessary. For the
purpose of providing separation between VFR flights, clear and
complete traffic information shall be applied instead.
1.20.5.2. Aircraft in the traffic circuit shall be controlled to provide the

separation minima outlined in 1.20.5.3. to 1.20.5.5. and
1.20.5.6. except that :
a) aircraft in formation are exempted from the separation

minima with respect to separation from other aircraft of the
same flight;
Note 1.— Formation flight (more than one aircraft take-

off, landing and execute manoeuvres together at the same
time) is usually conducted during military exercise by
military aircraft or by civil aircraft in the event of of airshow
or as such (i.e. demonstration flight);
Note 2.— As the general rule, aircraft involved in the

formation flight is considered as one aircraft where the team
leader pilot acts the pilot-in-command.
b) aircraft operating in different areas or different runways

on aerodromes suitable for simultaneous landings or take-
offs are exempted from the separation minima.
1.20.5.3. Sufficient separation shall be effected between aircraft in flight

in the traffic circuit to allow the spacing of arriving and departing
aircraft.
1.20.5.4. Separation of departing aircraft
1.20.5.4.1. A departing aircraft will not normally be permitted to commence

take-off until the preceding departing aircraft has crossed the
end of the runway-in-use or has started a turn or until all
preceding landing aircraft are clear of the runway-in-use (has
crossed the runway holding position marking).
1.20.5.5. Separation of arriving aircraft
1.20.5.5.1. A landing aircraft will not normally be permitted to cross the

runway threshold on its final approach until the preceding
departing aircraft has crossed the end of the runway-in-use, or
has started a turn, or until all preceding landing aircraft are clear
of the runway-in-use.
Note 1.— The above statement indicates that the landing

clearance may be issued to arriving aircraft at any time
provided that when the arriving aircraft crosses the threshold,
the departing aicraft has crossed the end of the runway-in-use,
or has started a turn, or until all preceding landing aircraft are

clear of the runway-in-use;
Note 2.— Even so, for the purpose of avoiding the arrving
aircraft to make go around, it is recommended for SHE TWR
not to issue landing clearance until the departing aircraft has
rolled for take-off;
Note 3.— Landing clearance for IFR flight shall only be issued
when the flight crew has reported that he/she has established
visual contact or runway in sight.
1.20.5.6. Time-based wake turbulence longitudinal separation minima
1.20.5.6.1. SHE TWR shall not be required to apply wake turbulence

separation :
a) for arriving VFR flights landing on the same runway as a

preceding landing HEAVY or MEDIUM aircraft; and
b) between arriving IFR flights executing visual approach

when the aircraft has reported the preceding aircraft in sight
and has been instructed to follow and maintain own
separation from that aircraft.
1.20.5.6.2. SHE TWR shall, in respect of the flights specified in 1.16.5.6.1.

a) and b), as well as when otherwise deemed necessary, issue
a caution of possible wake turbulence. The pilot-in-command of
the aircraft concerned shall be responsible for ensuring that the
spacing from a preceding aircraft of a heavier wake turbulence
category is acceptable. If it is determined that additional
spacing is required, the flight crew shall inform the SHE TWR,
stating their requirements.
1.20.5.6.3. Separation of arriving aircraft : Except as provided for in

1.20.5.6.1. a) and b). The following minima shall be applied to
aircraft landing behind a HEAVY or a MEDIUM aircraft (see
figure 5 on page 42) :
MEDIUM HEAVY
2 MINUTES
(a)
LIGHT MEDIUM/HEAVY
3 MINUTES
(b)
Figure 5. Wake turbulence separation minima (a) medium behind heavy

and (b) light behind medium/heavy
a) MEDIUM aircraft behind HEAVY aircraft — 2 minutes;
b) LIGHT aircraft behind a HEAVY or MEDIUM aircraft — 3

minutes.
1.20.5.6.4. Separation of departing aircraft :
1.20.5.6.4.1. A minimum separation of 2 minutes shall be applied between a

LIGHT or MEDIUM aircraft taking off behind a HEAVY aircraft
or a LIGHT aircraft taking off behind a MEDIUM aircraft (see
figure 6 below)
LIGHT/MEDIUM MEDIUM/HEAVY
3 MINUTES
Figure 6. Wake turbulence separation minima between departures
1.20.5.6.5. Displaced landing threshold
1.20.5.6.5.1. A separation minimum of 2 minutes shall be applied between a

LIGHT or MEDIUM aircraft and a HEAVY aircraft and between
a LIGHT aircraft and a MEDIUM aircraft when operating on a
runway with a displaced landing threshold when:
a) a departing LIGHT or MEDIUM aircraft follows a HEAVY

aircraft arrival and a departing LIGHT aircraft follows a
MEDIUM aircraft arrival; or
b) an arriving LIGHT or MEDIUM aircraft follows a HEAVY

aircraft departure and an arriving LIGHT aircraft follows a
MEDIUM aircraft departure if the projected flight paths are
expected to cross.
1.20.5.6.6. Opposite direction
1.20.5.6.6.1. A separation minimum of 2 minutes shall be applied between a

LIGHT or MEDIUM aircraft and a HEAVY aircraft and between a
LIGHT aircraft and a MEDIUM aircraft when the heavier aircraft
is making a low or missed approach and the lighter aircraft is
(see figure 7 below):
a) utilizing an opposite-direction runway for take-off; or
b) landing on the same runway in the opposite direction.
1.20.6. Traffic information

2
Figure 7. Two-minute separation for opposite direction take-off
1.20.6.1. Traffic information shall be given to VFR flights concerned

whenever they constitute traffic to each other.
Note 1.— Between departing and arriving VFR flights

(reciprocal tracks), traffic information shall be given to both
aircraft whatever the ETA difference.
Note 2.— Between departing VFR flights or arriving VFR flights

(same track), traffic information shall be given to both aircraft if
the ETA difference is 3 minutes or less (traffic information may
not be given if the ETA difference is more than 3 minutes).
1.20.6.2. Traffic information shall include :
a) aircraft identification (ACID) or call sign;
b) type of aircraft concerned;
c) route of flight;
d) current position;
e) level; and
f) ETA significant point(s).
Example of phraseology :
PK ABP (call sign) [YOUR] TRAFFIC IS ONE CESSNA 172

(type of aircraft) COMING FROM STARFISH (route) POSITION
OVER TF NDB (position) MAINTAINING (or LEAVING/
PASSING) 3,000 FT (level) ESTIMATING BRAVO 0615 (ETA
significant point).
If there is additional traffic, just add the word : ADDITIONAL

TRAFFIC ONE ……………… etc.
1.20.6.3. Within aerodrome traffic circuit, providing separation by
instructing aircraft to orbit, extend downwind or continue to

overhead is more preferable than just providing traffic
information.
1.20.7. Multi-runways operation
1.20.7.1. Parallel runways
1.20.7.1.1. Since the only one runway (16R/34L) which is assigned as the
instrument runway and only runway 34L which is furnished with
ILS and the distance between their runway centre lines is 1088
metres, the following procedures apply :
a) Departing aircraft
1) aircraft may be cleared for take-off simultaneously from
both runways provided that the paths of the aircraft after
taking-off will not cross one to each other;
2) if the paths of the aircraft after taking-off will be

converging or proceeding to the same point or route,
they shall be separated vertically;
b) Arriving aircraft
1) if in visual meteorological conditions, aircraft may be

cleared to land simultaneously to both runways
provided that both aircraft are not coming from the
same point or route;
2) if in instrument meteorological conditions, aircraft may not

be cleared to land simultaneously to both runways.
1.20.7.1.2. When the arriving aircraft has reported on final or short final of
one runway, the departing aircraft using another runway may be
cleared for take-off provided that the path of the departing
aircraft will not cross the missed track of the adjacent runway.
1.20.7.2. Crossing runways
1.20.7.2.1. The criteria for the operation of crossing runways are similar to
the criteria for single runway, it means that both runways shall
not be used for take-off and/or landing simultaneously.
1.20.7.2.2. If there are two departing aircraft intend to take-off using

different runways, the second aircraft shall not be cleared for
take-off until the first aircraft has positively crossed the main
intersection of runways.
1.20.7.2.3. If there are two arriving aircraft intend to land using different
runways, the second aircraft shall not be cleared to land until
the first landing aircraft has positively crossed the main
1.20.7.2.4. If there is an arriving aircraft intends to land using any runway

while the other departing aircraft intends to take-off using
another runway, the arriving aircraft shall not be cleared to land
until the departing aircraft has positively crossed the main
1.20.7.2.5. If there is a departing aircraft intends to take-off using any

runway while the other arriving aircraft intends to land using
another runway, the departing aircraft shall not be cleared to
take-off until the landing aircraft has positively :
a) crossed the main intersection of runways; or
b) stopped for holding before the main intersection of runways
1.20.7.2.6. Since there is no ILS for runway 07/25, when using multi-
runways simultaneously, caution shall be advised for aircraft on
final runway 07 and aircraft on downwind runway 34L/right hand
downwind runway 16R or aircraft on final runway 25 and aircraft
on downwind runway 16L/right hand downwind runway 34R.
Make sure that aircraft on downwind/right hand downwind has
sufficient vertical separation with aircraft on final.
1.20.8. Pilot or ATC action on change of runway
1.20.8.1. It is possible that during the control of traffic, wind condition

changed abruptly from the opposite direction. When it happens,
SHE TWR shall revise runway-in-use and issue revised
instruction to all aircraft (departure as well as arrival). For
aircraft which is on take-off position (about to take-off) or on final
approach and appears to be in difficulties if he has to pull up
and go round, shall be advised to permit the pilot-in-command
to decide whether he will use another runway or continue
approach to land with the existing tail wind condition.
Example phraseology for runway change :
1. For aircraft in the traffic circuit other than on final and on

take-off position : ALL STATIONS DUE TO WIND
CHANGE TO 320 DEGREES AT 20 [KNOTS], RUNWAY-
IN-USE NOW [RUNWAY] 34L, JOIN ........... (or
PROCEED TO ...... ETC.) ............. REPORT .................
2. For aircraft on final and on take-off position : [ACID] WIND

CHANGE TO 320 DEGREES AT 20 [KNOTS] REQUEST
YOUR INTENTION.
a. If the aircraft intend to change the runway-in-use :

[ACID] ROGER TAXI TO ........... VIA TAXIWAY (or
RUNWAY) REPORT ..................,
b. If the aircraft intend to coninue approach or take-off :

[ACID] ROGER WIND 320 DEGREES AT 20 [KNOTS]
RUNWAY 34L CLEARED TO LAND (or FOR TAKE-
OFF).
1.20.8.2. The pattern of arriving aircraft who intends to change the

runway-in-use shall pull up and go round then follow the circling
procedure (see again paragraph 1.20.3.4.1. on page 26 and
1.20.3.4.2. on page 27).
1.20.9. Radio failure procedure
1.20.9.1. In the event of radio failure occurs, if on the ground, aircraft

shall not be cleared to depart (until a repair has been
completed).
1.20.9.2. If radio failure occurs while in the air, landing and taxiing
clearance will be given by means of the appropriate light signal.
1.20.10. Helicopter procedure
1.20.10.1. Take-off and landing area for helicopter can be seen attachment
14 on page 237).
1.20.10.1.1. There are six places which are designated as the helicopter
take-of and landing area as follow :
a) West spot : helicopter landing area at the south of west

apron;
b) Charlie spot : the intersection between runway 16R/34L and

taxiway CHARLIE;
c) Intersection west spot : the intersection between runway

16R/34L and runway 07/25;
d) East spot : the intersection between taxiways LIMA and

KILO;
e) Hotel spot : the intersection between runway 16L/34R and

taxiway HOTEL;
f) Intersection east spot : the intersection between runway

16L/34R and runway 07/25.
(see attachment 14 on page 237)
1.20.10.1.2. It is desirable that helicopter movement on and in the vicinity of

SHE aerodrome be operated in such a manner that the
sufficient separation with the fixed wing movement exist.
1.20.10.1.3. To avoid possible mistaken identity, the normal or appropriate

landing spots are displayed.
1.20.10.1.4. Helicopter shall normally be cleared to land on the designated

alighting area, except that due to traffic or other operational
reason such clearance is impracticable, it may be cleared to
any part of the aerodrome nearest to the alighting and take-off
area to enable him to keep taxiing down to minimum. SHE TWR
must ensure that there are sufficient clearance areas and no
hazard will cause to both persons and property. For landing, the
minimum clearance between rotor tips and the nearest building
or other objects shall not be less than 100 feet.
Note.— The temporary spot should be the paved surface other

than the active runway(s), such as compass swinging areas,
runway/taxiway intersections or any part of inactive runway(s).
1.20.10.2. Approach and departure pattern
1.20.10.2.1. Helicopters shall not operate above 500 feet above the ground
level (AGL) within radius 10 NM centered at SHE aerodrome
unless authorized by SHE TWR.
1.20.10.2.2. Few minutes (5 -10 minutes) before approaching point ALPHA

or BRAVO or radius 30 NM of SHE aerodrome, helicopter pilot
is to advise SHE TWR on the appropriate frequency. SHE TWR
shall advise the pilot of the landing direction, altimeter setting,
surface wind etc.
1.20.10.2.3. If the pilot fails to establish contact to SHE TWR, he/she shall
hold at a point with a distance of 5 NM from Seahorse
Aerodrome until radio communication resume to normal
operation. If until subsequent 5 minutes he/she is still unable to
establish contact to SHE TWR, he/she shall fly with minimum
speed to the designated spot while watching its surrounding
area to ensure that there will not be any conflicting traffic. On
approaching aerodrome, hover for a while and attemp to attract
the controller attention for seeking light signal.
1.20.10.2.4. All approaches shall, when practicable, be made in accordance

with the pattern established for SHE aerodrome (see
1.20.10.2.5. Approach from west shall be cleared using West spot,

when practicable, or West intersection spot, or Charlie spot
and approach from east shall be cleared using East spot, or
East intersection spot, or Hotel spot.
1.20.10.2.6. All turns after take-off shall be made in accordance with the
pattern established for SHE aerodrome (see attachment 12 on
page 234).
1.20.10.2.7. Westbound take-off shall be cleared using West spot, or West

intersection spot, or Charlie spot. Eastbound take-off shall be
cleared using East spot, or East intersection spot, or Hotel spot.
1.20.10.3. Ground or air taxiing
1.20.10.3.1. After landing, the helicopter is required either to ground or air

taxi via the existing taxiways into its allotted parking stands (on,
east or military apron) which will be indicated by a ground
signaler using orange bats.
1.20.10.3.2. Before taking off, the helicopter is required either to ground or

air taxi via the existing taxiways from parking stand to
appropriate spot.
1.20.10.3.3. Helicopter which is parked on west apron and intends to depart

eastbound shall be cleared to taxi to East spot, or East
intersection spot, or Hotel spot via taxiway specified in taxi
clearance from SHE TWR.
1.20.10.3.4. Helicopter which is parked on east apron and intends o depart

westbound shall be cleared to taxi to West spot, or West
intersection spot, or Charlie spot via taxiway specified in taxi
clearance from SHE TWR.
1.20.10.3.5. Helicopter which is landing and intends to park its aircraft at

another side of apron, shall be cleared from landing spot to
parking stand via taxiways specified in taxi clearance from SHE
TWR.
Note 1.— Ground taxiing is less fuel than air taxiing (hovering)
and minimize turbulence. However, under circumstances, such
as rough, soft or uneven terrain, it may become necessary to
hover (air taxi) for safety consideration.
Note 2.— Wheeled helicopter with the weight of 6,500 kg or

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

1.20.10.4.1. In the event of radio failure occurs, if on the ground, helicopter
shall not be cleared to depart (until a repair has been
completed).
1.20.10.4.2. If radio failure occurs while in the air, landing and taxiing
clearance will be given by means of the appropriate light signal.
1.21. PROCEDURES RELATED TO EMERGENCIES, COMMUNI-

CATION FAILURE AND CONTINGENCIES
1.21.1. Emergency procedures
1.21.1.1. When an emergency is declared by an aircraft, SHE TWR should

take appropriate and relevant action as follows :
a) unless clearly stated by the flight crew or otherwise known,

take all necessary steps to ascertain aircraft;
b) identification and type, the type of emergency, the intentions

of the flight crew as well as the position and level of the
aircraft;
c) decide upon the most appropriate type of assistance which
can be rendered;
d) enlist the aid of any other ATS unit or other services which
may be able to provide assistance to the aircraft;
e) provide the flight crew with any information requested as

well as any additional relevant information, such as details
on suitable aerodromes, minimum safe altitudes, weather
information;
f) obtain from the operator or the flight crew such of the

following information as may be relevant: number of persons
on board, amount of fuel remaining, possible presence of
hazardous materials and the nature thereof; and
g) notify the appropriate ATS units and authorities as specified
in local instructions.
1.21.1.2. Changes of radio frequency should be avoided if possible and

should normally be made only when or if an improved service
can be provided to the aircraft concerned.
Note.— If SHE TWR consider that the traffics are in a such

number that likely to interfere the communication process, SHE
TWR may aplly the imposition silence using phraseology : ALL
STATIONS STOP TRANSMITTING MAYDAY.
1.21.1.3. Manoeuvring instructions to an aircraft experiencing engine

failure should be limited to a minimum. When appropriate, other
aircraft operating in the vicinity of the aircraft in emergency
should be advised of the circumstances.
1.21.1.4. An aircraft known or believed to be in state of

emergency, including being subjected to unlawful interference
or in aircraft bomb threat, shall be given priority over other
aircraft.
1.21.2. Unlawful interference
1.21.2.1. If you are in communication with an aircraft believed to be

subjected to unlawful interference, take any necessary actions
as follow :
a) report to the Supervisor/Senior Officer concerning the

situation, then if there is positive indication that the aircraft
is in such situation, notify Airport Manager, other ATS
authorities, operator, designated security authority;
b) transmit and continue to transmit, information pertinent to

the safe conduct of flight, without reply from the aircraft;
c) monitor and plot the progress of the flight;
d) after landing, bring the aircraft to the designated isolated

parking area (IPA) - see Attachment 2 on page 223;
e) inform other aircraft with the existing situation;
f) inform and continue to keep informed, appropriate ATS

units;
g) relay appropriate message associated with unlawful

interference, between the aircraft and designated
authorities.
1.21.3. Bomb or other explosive threat or warning
1.21.3.1. If you are in communication with an aircraft believed to be in

bomb or other explosive threat or warning, take any necessary
actions as follow :

situation, then if there is positive indication that the aircraft
is in such situation, notify Airport Manager, other
ATSauthorities, operator, designated security authority ;
b) take or bring the aircraft to the designated isolated parking
area in accordance with local instructions;
c) if there is no designated isolated parking area, take or bring

the aircraft as far away form other aircraft or installation as
possible and, if appropriate, to vacate the runway;
1.21.4. Air-ground communication failure procedures
1.21.4.1. As soon as it is known that two-way communication has failed,

action shall be taken to ascertain whether the aircraft is able to
receive transmission from the SHE TWR unit or not.
1.21.4.2. If it apparent that there is no response from the pilot to ATC

instruction but SHE TWR is still able to read any transmission
from the pilot, it indicates that the aircraft is experiencing
receiver failure. In this situation SHE TWR shall take the
following actions :
a) clear other aircraft to avoid the route and/or altitude to be

flown by aircraft experiencing radio receiver failure, as
necessary;
b) when information is received from the aircraft experiencing

radio receiver failure that it has passed any altitude/level,
recall other aircraft which occupies the altitude/level to
return to original route;
c) when information is received from the aircraft experiencing

radio receiver failure that it has established visual contact,
inform SHE APP.
1.21.4.3. On the contrary, if there is no pilot transmission as well as pilot

response to ATC instruction, it indicates that the aircraft is
experiencing transmitter failure or total radio failure. In this
situation, SHE TWR shall clear other aircraft to avoid the route
and/or altitude to be flown by aircraft experiencing radio failure.
1.21.4.4. If the aircraft fails to indicate that it is able to receive and
acknowledge transmissions, separation shall be maintained

between the aircraft having the communication failure and other
aircraft by providing flight information.
1.21.4.5. As soon as it is known that two-way communication has failed,

appropriate information describing the action taken by SHE
TWR, or instructions justified by any emergency situation, shall
be transmitted blind for the attention of the aircraft concerned,
on the frequencies available on which the aircraft is believed to
be listening, including the voice frequencies of available radio
navigation or approach aids. Information shall also be given
concerning meteorological conditions at suitable aerodromes.
1.21.4.6. Pertinent information shall be given to other aircraft in the

vicinity of the presumed position of the aircraft experiencing the
failure.
1.21.4.7. If circumstances indicate that a controlled flight experiencing a

communication failure might proceed to (one of) the alternate
aerodrome(s) specified in the filed flight plan, the ATS unit(s)
serving the alternate aerodrome(s) and any other ATS unit(s)
that might be affected by a possible diversion shall be informed
of the circumstances of the failure and requested to attempt to
establish communication with the aircraft at a time when the
aircraft could possibly be within communication range.
1.21.4.8. If the aircraft has not reported within thirty minutes after :
a) the estimated time of arrival furnished by the pilot;
b) the estimated time of arrival calculated by SHE TWR; or
c) the last acknowledged expected approach time,
whichever is the latest, pertinent information concerning the

aircraft shall be forwarded to aircraft operators, or their
designated representatives, and pilots-in-command of any
aircraft concerned and normal control resumed if they so desire.
It is the responsibility of the aircraft operators, or their

designated representatives, and pilots-in-command of aircraft to
determine whether they will resume normal operations or take
other action.
1.21.5. Other in-flight contingencies
1.21.5.1 Strayed or unidentified aircraft
Note 1.— The terms “strayed aircraft” and “unidentified aircraft”

in this paragraph have the following meanings:
a. Strayed aircraft : An aircraft which has deviated significantly

from its intended track or which reports that it is lost.
b. Unidentified aircraft : An aircraft which has been reported to

be operating in a given area but whose identity has not been
established.
Note 2.— An aircraft may be considered, at the same time, as a

“strayed aircraft” by one unit and as an “unidentified aircraft” by
another unit.
Note 3.— A strayed or unidentified aircraft may be suspected

as being the subject of unlawful interference.
1.21.5.1. As soon as SHE TWR becomes aware of a strayed aircraft, it

shall take all necessary steps as outlined in 1.21.5.1.1. a) and
b) to assist the aircraft and to safeguard its flight.
Note.— Navigational assistance by SHE TWR is particularly

important if it becomes aware of an aircraft straying, or about to
stray, into an area where there is a risk of interception or other
hazard to its safety.
a) If the aircraft’s position is not known, SHE TWR shall :
1) attempt to establish two-way communication with the
aircraft, unless such communication already exists;
2) use all available means to determine its position;

inform other SHE APP;
3) inform, in accordance with locally agreed procedures,

appropriate military units and provide them with
pertinent flight plan and other data concerning the
strayed aircraft;
4) request from SHE APP and/or military unit and from

other aircraft in flight every assistance in establishing
communication with the aircraft and determining its
position.
b) When the aircraft’s position is established, SHE TWR shall :
1) advise the aircraft of its position and corrective action to

be taken; and
2) provide, as necessary, SHE APP and appropriate

military units with relevant information concerning the
strayed aircraft and any advice given to that aircraft.
1.21.5.1. As soon as SHE TWR becomes aware of an unidentified aircraft

in the vicinity of SHE aerodrome, it shall endeavour to establish
the identity of the aircraft whenever this is necessary for the
provision of air traffic services or required by the appropriate
military authorities in accordance with locally agreed
procedures. To this end, the air traffic services unit shall take
such of the following steps as are appropriate in the
circumstances:
a) attempt to establish two-way communication with the

aircraft;
b) inquire of SHE APP about the flight and request its

assistance in establishing two-way communication with
the aircraft;
c) inquire of BTF ACC/BRIGTSTAR INFO/TIGERFORT INFO

about the flight and request their assistance in establishing
two-way communication with the aircraft;
d) attempt to obtain information from other aircraft in the area.
1.21.5.1.1. SHE TWR shall, as necessary, inform the appropriate military

unit as soon as the identity of the aircraft has been established.
1.21.5.2. Should SHE TWR consider that a strayed or unidentified aircraft

may be the subject of unlawful interference, the appropriate
authority designated by the State shall immediately be informed,
in accordance with locally agreed procedures.
1.21.6. Interception of civil aircraft
1.21.6.1. As soon as SHE TWR learns that an aircraft is being intercepted

in the vicinity of SHE aerodrome, it shall take such of the
following steps as are appropriate in the circumstances:

intercepted aircraft via any means available, including the
emergency frequency 121.5 MHz, unless such
communication already exists;
b) inform the pilot of the intercepted aircraft of the interception;
c) establish contact with the intercept control unit maintaining

two-way communication with the intercepting aircraft and
provide it with available information concerning the aircraft;
d) relay messages between the intercepting aircraft or the

intercept control unit and the intercepted aircraft, as
necessary;
e) in close coordination with the intercept control unit take
all necessary steps to ensure the safety of the intercepted

aircraft; and
f) inform ATS units serving adjacent FIRs if it appears that the

aircraft has strayed from such adjacent FIRs.
1.21.7. Fuel dumping
1.21.7.1. General
1.21.7.1.1. An aircraft in an emergency or other urgent situation may need

to dump fuel so as to reduce to maximum landing mass in order
to effect a safe landing.
1.21.7.1.2. When an aircraft operating within the vicinity of SHE aerodrome,

needs to dump fuel, the flight crew shall advise SHE TWR. SHE
TWR then request further instruction from SHE APP for route to
be flown, level to maintain etc.
1.21.8. ATC Contingencies
1.21.8.1. Radiocommunications contingencies
1.21.8.1.1. General
1.21.8.1.1.1. ATC contingencies related to communications, i.e.

circumstances preventing a controller from communicating with
aircraft under control, may be caused by either a failure of
ground radio equipment, a failure of airborne equipment, or by
the control frequency being inadvertently blocked by an aircraft
transmitter. The duration of such events may be for prolonged
periods and appropriate action to ensure that the safety of
aircraft is not affected should therefore be taken immediately.
1.21.8.1.2. Ground radio failure
1.21.8.1.2.1. In the event of complete failure of the ground radio equipment

used for ATC, the controller shall :
a) where aircraft are required to keep a listening watch

on the emergency frequency 121.5 MHz, attempt to
establish radiocommunications on that frequency;
b) without delay inform SHE APP, as applicable, of the failure;
c) if practicable, request their assistance, in respect of aircraft

which may establish communications with SHE APP, in
establishing separation between and maintaining control of
such aircraft.
1.21.8.1.3. Blocked frequency
1.21.8.1.3.1. In the event that the control frequency is inadvertently blocked

by an aircraft transmitter, the following additional steps should
be taken :
a) attempt to identify the aircraft concerned;
b) if the aircraft blocking the frequency is identified, attempts

should be made to establish communication with that
aircraft, e.g. on the emergency frequency 121.5 MHz,
through the aircraft operator’s company frequency if
applicable, on any VHF frequency designated for air-to-air
use by flight crews or any other communication means or, if
the aircraft is on the ground, by direct contact;
c) if communication is established with the aircraft concerned,

the flight crew shall be instructed to take immediate action to
stop inadvertent transmissions on the affected control
frequency.
1.21.8.1.4. Unauthorized use of SHE TWR frequency
1.21.8.1.4.1. Instances of false and deceptive transmissions on SHE TWR

frequencies which may impair the safety of aircraft can
occasionally occur. In the event of such occurrences, SHE TWR
concerned should :
a) correct any false or deceptive instructions or clearances

which have been transmitted;
b) advise all aircraft on the affected frequency(ies) that false

and deceptive instructions or clearances are being
transmitted;
c) instruct all aircraft on the affected frequency(ies) to verify

instructions and clearances before taking action to comply;
d) if practical, instruct aircraft to change to another frequency;

and
e) if possible, advise all aircraft affected when the false and

deceptive instructions or clearances are no longer being
transmitted.
1.21.8.1.4.2. Flight crews shall challenge or verify with SHE TWR any
instruction or clearance issued to them which they suspect may
be false or deceptive.
1.21.8.1.4.3. When the transmission of false or deceptive instructions and

clearances is detected, the appropriate authority shall take all
necessary action to have the transmitter located and the
transmission terminated.
1.21.9. Change of radiotelephony call sign for aircraft
1.21.9.1. SHE TWR may instruct an aircraft to change its type of RTF call
sign, in the interests of safety, when similarity between two or
more aircraft RTF call sign is such that confusion is likely to
occur.
1.21.9.2. Any such change to the type of call sign shall be temporary and
shall be applicable only within the vicinity of SHE aerodrome.
1.21.9.3. To avoid confusion, SHE TWR should, if appropriate, identify
the aircraft which will be instructed to change its call sign by

referring to its position and/or level.
1.21.9.4. When SHE TWR changes the type of call sign of an aircraft,
SHE TWR shall ensure that the aircraft reverts to the call sign
indicated by the flight plan when the aircraft is transferred to
SHE APP, except when the call sign change has been
coordinated between the two ATC units concerned.
1.21.9.5. SHE TWR shall advise the aircraft concerned when it is to revert
to the call sign indicated by the flight plan.
1.22. HANDLING OF ABNORMAL SITUATIONS
1.22.1. Engine on Fire
1.22.1.1. The situations which may be occured during engine on fire :
a) aborted take-off due to the absence of engine power;
b) engine shut-down or damage (either single or multi);
c) smoke or fire in the cockpit;
d) engine cut-off by automatic fire extinguisher;
e) creating cabin pressurization, loss of altitude or need to land

at the nearest aerodrome;
f) executing emergency landing;
g) blocks the runway;
h) great activities in the cockpit;
i) passenger evacuation may be necessary;
j) panic ness of passenger;
k) land at other aerodrome.
1.22.1.2. The actions should be taken are as follow :
a) ask the flight crew whether the dangerous good on board;
b) number of persons on board;
c) inform the aerodrome conditions;
d) avoid instructing aircraft for orbit, go around etc.;
e) offer land not into the wind;
f) inform the facilities which may be available;
g) clear the flight path and runway in accordance with the

existing procedures;
h) prepare for emergency procedure in accordance with the

standard operating procedure (SOP);
i) prepare ground support equipment or GSE (towing
equipment);
j) inform weather conditions;

k) prepare lighting facilities (particularly runway and approach
light)
l) inform Brightstar and Tigerfort aerodrome;
m) coordinate with Fire Fighting Station (FFS);
n) if the aircraft land at Brightstar or Tigerfort, record the last

position and time the aircraft is in communication with and
the condition of such aircraft;
o) report to operator/designated representative;
p) report to Security Authority.
1.22.2. Engine unserviceable
1.22.2.1. The situations which may be occured during the unserviceability
of engine :
a) aborted take-off;
b) creates the pressurization problem;
c) executing fuel dumping;
d) executing emergency landing
e) great activities in the cockpit;
f) deviation from SID;
g) executing steep descent;
h) route deviation;
i) blocks the runway;

d) inform the facilities which may be available;
e) clear the flight path and runway in accordance with the

f) prepare for emergency procedure in accordance with the

g) prepare the GSE or towing equipment;
h) inform weather conditions;
i) in form Brightstar and Tigerfort upon the situation;
j) if the aircraft land at Brightstar or Tigerfort, record the last

the condition of such aircraft.
1.22.3. Smoke in the cockpit
1.22.3.1. The situations which may be occured :
b) evacuation of passengers;
c) blocks the runway;
d) great activities in the cockpit;
e) route deviation;
f) the influency of communication (due to oxygen masker);
g) panic ness of passenger;
h) injury of passenger or flight crew.

b) avoid giving instruction for orbit, go around and as such;
c) ask the number of persons on board;
d) inform the aerodrome conditions;
e) inform the facilities which may be available;
f) offer the aircraft to land not into the wind;
g) clear the flight path and runway in accordance with the


i) prepare the GSE or towing equipment;
j) prepare lighting system, particularly which are associated
with the landing activities;
k) inform weather conditions;
l) in form Brightstar and Tigerfort aerodrome upon the

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

1.22.4. Bird strike
a) canopi or glass of cockpit is broken;
b) engine is inoperative;
c) could create hydrolic/electrical/gear problem;
d) failed to land;
e) return to base;
f) poor or limited visibility.
a) ask the flight crew whether he is able to control aircraft

properly;
b) give the permission to extend downwind, if requested;
c) check the runway condition;
f) prepare the GSE or towing equipment;
g) inform weather conditions;
h) coordinate with the FFS and Security Units.
1.22.5. Braking system
a) flight crew need longer runway for landing;

b) the possibility of overun;
c) tire explosion;
d) aircraft slipped or run-off the runway;
e) aircraft blocks the runway;
a) prepare the GSE or towing equipment;
b) inform weather conditions;

c) coordinate with the FFS and Security Units;
d) coordinate with the operator for standbying of aircraft

technician.
e) check the runway condition;
f) inform the aerodrome conditions;
g) inform the facilities which may be available;
h) clear obstacles from the runway;
1.22.6. Gear problem
a) flight crew need the directive from the technician;
b) aircraft fly pass and/or go round;
c) filght crew tries to get gear down manually;
d) executing fuel dumping;
a) check the runway condition;
b) inform the aerodrome conditions, including the length of

runway;
c) inform the facilities which may be available;
d) clear obstacles from the runway;
e) prepare the GSE or towing equipment;
f) inform weather conditions;

g) coordinate with the FFS and Security Units;
h) coordinate with SHE APP in case of aircraft executing fuel

dumping;
i) coordinate with the operator for standbying of aircraft

technician.
1.22.7. Electrical problem
a) severe stress in the cockpit;
b) mulfunction of aircraft instrument;
c) transponder will be switched off to save energy;
d) discontinuation of two-way communication;
e) limited readbacks;
f) the level will be up and down to maintain VMC;
g) filght crew tries to get gear down manually;
h) the possibility of subsequent engine failure.
a) inform the aerodrome conditions, including the length of

runway;
b) inform the facilities which may be available;
c) clear obstacles from the runway;
d) prepare the GSE or towing equipment;
e) inform weather conditions;
f) coordinate with the FFS and Security Units;
g) coordinate with SHE APP in case of aircraft executing fuel

dumping;
h) coordinate with the operator for standbying of aircraft

technician.
1.22.8. Hydrolic problem
a) difficulties in emplying control equipment, gears, brake

system, flaps, etc;
b) executing dumping fuel;
c) high speed landing roll;
d) limited aircraft manoeuver;
e) limited flap setting;
f) filght crew tries to get gear down manually;
g) holding for system checking;
h) possibility of overrun;
i) aircraft blocks the runway.
a) give a greater separation either vertically or horizontally;
b) ask the flight crew whether the dangerous good on board ;
d) try to avoid go round;
e) inform the aerodrome conditions, including the length of

runway;
f) inform the facilities which may be available;
g) clear obstacles from the runway;
h) prepare the GSE or towing equipment;
i) inform weather conditions;
j) coordinate with the FFS and Security Units;
k) coordinate with SHE APP in case of aircraft executing fuel

dumping;
l) coordinate with the operator for standbying of aircraft

technician.
1.23. HANDLING VIP FLIGHT
1.23.1. At departure and destination aerodrome where the aerodrome

operational is not closed, the VIP aircraft shall be given with
highest priority over other civil aircraft, except when there is an
emergency or ambulance/aircraft carrying seriously injured
person or aircraft engage in SAR operation.
1.23.2. When necessary to close the aerodrome for VIP,

EXPECTED DELAY NOTAM shall be issued that define that
the closure of aerodrome as from 30 minutes before departure
until 15 minutes after departure fo VIP flight.
1.23.3. For anticipating the possibility of wrong handling of VIP flight

and separation implementation and enhancing situational
awareness, VIP flight shall use the following call sign :
a) INDONESIA ONE for the President flight; and
b) INDONESIA TWO for the Vice President fligt.
1.23.4. For the purpose of regularity and efficiency, close coordination

is needed between SHE TWR and other units involved in
handling VIP operation.
1.23.5. Refer to the Letter of Decree of DGCA No. AU.2392/DNP.6741/

05, the VIP flight is an aircraft within which :
a) the President President of the Republic Indonesia; or
b) the Vice President of the Republic Indonesia;
c) the State's Guest whose ranks equal to the President or

Vice President.
1.23.6. In case the President or the Vice President flies using the
regular flight (which is not exclusively stated as VIP flight), such
flight shall be handled as appropriate with the extra-caution and
close coordination and other units involved in handling VIP

operation is still necessary.
1.24. AIR TRAFFIC INCIDENT REPORT
1.24.1. An air traffic incident report shall be submitted, for incidents

specifically related to the provision of air traffic services
involving such occurrences as aircraft proximity (AIRPROX) or
other serious difficulty resulting in a hazard to aircraft, caused
by, among others, faulty procedures, non-compliance with
procedures, or failure of ground facilities.
1.24.2. The degree of risk involved in aircraft proximity should be

determined in the incident investigation and classified as :
1.24.2.1. Risk of collision : the risk classification of an aircraft proximity in

which serious risk of collision has existed. Example of this
classification such as near-missed which is induced by ACAS
RA. Another example when aircraft taking off from parallel
runways and their paths are crossing one to each other and are
not vertically separated, etc.
1.24.2.2. Safety not assured : the risk classification of an aircraft proximity

in which the safety of the aircraft may have been compromised.
Example of this classification such as during transition period
from surveillance control to non-surveillance control where
separation of 5 NM must be changed into non-surveillance
separation (based on time or vertical). Another example when
there is an aircraft executing emergency descent, etc.
1.24.2.3. No risk of collision : the risk classification of an aircraft proximity

in which no risk of collision has existed. Example of this
classification such as level bust that is an aircraft flies at level
which is not conform to ATC instruction and vertically separated
less than prescribed minima.
1.24.2.4. Risk not determined : the risk classification of an aircraft
proximity in which insufficient information was available to

determine the risk involved, or inconclusive or conflicting
evidence precluded such determination. Example of this
classification such as unidentified or strayed aircraft entering an
area of jurisdiction of an ATC Unit. Another example when the
conditions of visibility which prevent the aerodrome control
tower from applying visual separation between aircraft, and
between aircraft and vehicles operate on the manoeuvring area.
Note.— Air traffic incident report form together with instructions

for its completion is at attachment 30 on page 321.
--- oOo ---
CHAPTER II
SEHORSE APPROACH CONTROL PROCEDURE
2.1. GENERAL
2.1.1. Seahorse Approach Control Unit (SHE APP), provides :
a) approach control service;
c) alerting service.
2.1.2. SHE APP provides separation between controlled IFR and

controlled VFR flights, including special VFR flight :
a) arriving at or departing from Seahorse International Airport;
b) arriving at or departing from Brightstar Aerodrome;
c) arriving at or departing from Tigerfort Aerodrome;
d) overflying through SHE CTR.
from time, place or level at which arrivals are released by BTF

ACC until the aircraft has established visual contact or for
departures from the time the aircraft are transferred by SHE
TWR to SHE APP until the control is released to BTF ACC, or for
over flying aircraft during within SHE CTR.
2.2. FACILITIES, SERVICES AND PROCEDURES
2.2.1. ATC Unit Identification : SEAHORSE APPROACH (SHE APP);

Radio Frequency : 123.0 MHz.
2.2.2. Airspace dimension (see attachment 9 on page 231) :
a) lateral limit : a circle with radius of 40 NM centered at radar

head Seahorse (coordinate : 6°13'27.12'' S
106°40'27.12'' E)
b) vertical limit : 1) upper limit : 10,000 feet
2) lower limit : Ground or water
2.2.3. Navigation aids and reporting points
2.2.3.1. Navigation aids and reporting points within SHE CTR see
attachment 6 on page 228.
2.2.4. Holding points and level :
2.2.4.1. Holding points and level designated at Seahorse aerodrome are

as depicted in table 3 below.
Tabel 3
Holding points and level
Navigation aids or
Holding level Remarks
Reporting Points
NAV AIDS
BTF VOR/DME 3,000 ft. and IAF for

above runway 16 R
BT NDB Holding point
TF NDB 3,000 ft. and Holding point
SH NDB/LOC above a. IAF for
3,000 ft. and runway
above 34 L
3,000 ft. up to b. Due to
6,000 ft. inaccuracy
of low
powered
NDB
2.3. ARRIVAL PROCEDURES
2.3.1. General
2.3.1.1. When it becomes evident that delays will be encountered by

arriving aircraft, operators or designated representatives shall, to
the extent practicable, be notified and kept currently informed of
any changes in such expected delays.
2.3.1.2. Arriving aircraft is required to report when :
2.3.1.2.1. Using VOR approach runway 16R :
a) passing/leaving BTF VOR/DME (to final approach);
b) 2 minutes after passing BTF VOR/DME (4 DME from BTF

VOR/DME/leaving 3,000 feet);
c) visual contact.
2.3.1.2.2. Using ILS approach runway 34L
a) Leaving 3,000 feet heading outbound;
b) passing/leaving SH NDB/LOC (to final approach);
c) visual contact.
2.3.1.3. An IFR flight shall not be cleared for an initial approach below
the 3,000 feet unless:
a) the pilot has reported passing BTF VOR/DME (for runway

16R) or SH NDB (for runway 34L); or
b) the pilot reports that the aerodrome is and can be maintained

in sight; or
c) the aircraft is conducting a visual approach; or
d) SHE APP has determined the aircraft’s position by the use of

an ATS surveillance system.
2.3.2. Approach instructions
2.3.2.1. Unless it is known that BTF ACC has already cleared arriving
aircraft to BTF VOR/DME or BT NDB or TF NDB as the
clearance limit (as specified in letter of agreement), SHE APP
shall clear the arriving aircraft to the clearance limit on initial
contact by specifying the following items :
a) BTF VOR/DME or SH NDB/LOC where initial approach will

be conducted or arriving aircraft will be held, or BT NDB/TF
NDB as feeder point when BTF VOR/DME or SH NDB/LOC
has fully been occupied;
b) route of flight, if any;
c) assigned altitude;
d) approach or holding instruction, when required; and
e) other significant weather information.
2.3.2.1.1. When the runway-in-use is 16R
2.3.2.1.1.1. BTF VOR/DME shall be designated as IAF (instrument approach

fix) and the following procedures shall apply :
a) Arriving aircraft shall be cleared to execute instrument

approach (for the first aircraft) or hold over BTF VOR/DME at
specified altitude (for the subsequent aircraft).
Note 1.— For the first aircraft, the issuance of approach

clearance should not be later than 5 minutes prior to reaching
BTF VOR/DME in order to permit the pilot to adjust aircraft
configuration.
Note 2.— Arriving aircraft coming from BURSA/COMET may

directly execute instrument approach provided that it has
reached and maintained 3,000 feet.
Note 3.— Arriving aircraft coming from other than

BURSA/COMET shall follow the entry procedure before
executing intrument approach (for the purpose of facilitating
the practical exercise, the time of entry, either parallel or
offset entry is 3 minutes).
1) For the first aircraft :
[ACID] DESCEND TO (or MAINTAIN) 3,000 [FEET]

CLEARED FOR VOR APPROACH RUNWAY 16R
REPORT PASSING 5,000 [FEET] (or PASSING/
LEAVING BTF).
2) For the subsequent aircraft :
[ACID] HOLD OVER BTF [VOR] DESCEND TO 5,000,

EAT : 0625, EXPECT VOR APPROACH RUNWAY 16R
WIND …….. QNH ……. REPORT REACHING 5,000 (or
OVER BTF)
b) If the holding aircraft are in such number that no level

available for additional aircraft, such aircraft shall be cleared
to hold over BT NDB (TF NDB) as feeder points.
[ACID] RECLEARED, HOLD OVER BT [NDB] MAINTAIN

6,000, EAT : 0653, OCT : 0646, EXPECT VOR APPROACH
RUNWAY 16R WIND …….. QNH ……. REPORT [OVER]
BT.
2.3.2.1.2. When the runway-in-use is 34L
2.3.2.1.2.1 SH NDB/LOC shall be designated as IAF and the following

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

NDB/TF NDB or ECTOR or DORIN (whichever is the shorter)
to execute instrument approach (for the first aircraft) or hold
over BT/TF NDB at specified altitude (for subsequent aircraft),
except for aircraft from NORTHSTAR/BURSA or
STARFISH/COMET, when traffic condition permit, the aircraft
may be cleared to SH NDB/LOC via BTF VOR/DME.
Note 1.— For the first aircraft, the issuance of approach

clearance should not be later than 5 minutes prior to reaching
SH NDB/LOC in order to permit the pilot to adjust aircraft
configuration.
Note 2.— Arriving aircraft coming from TF NDB/DORIN may

directly execute instrument approach provided that it has
reached and maintained 3,000 feet.
Note 3.— Arriving aircraft coming from other than TF

NDB/DORIN shall follow the entry procedure before executing
intrument approach (for the purpose of facilitating the
practical exercise, the time of entry, either parallel or offset
entry is 3 minutes).
1) For the first aircraft :
[ACID] RECLEARED AFTER BT/TF [NDB] PROCEED

TO SH [NDB] DESCEND TO 3,000 [AND] CLEARED
FOR ILS APPROACH RUNWAY 34L REPORT
PASSING 5,000 FT. (or LEAVING 3,000 HEADING
OUTBOUND)
2) For the subsequent aircraft :
[ACID] RECLEARED AFTER COMET PROCEED TO SH

[NDB] VIA BTF [VOR/DME] DESCEND TO 5,000 [FT]
AND HOLD, EAT : 0625, EXPECT ILS APPROACH
RUNWAY 34L WIND …….. QNH ….… REPORT
REACHING 5,000 FT. (or OVER BTF)
b) If the holding aircraft are in such number that no level

available for additional aircraft, such aircraft shall be cleared
to hold over BT NDB/TF NDB as feeder points.
For the subsequent aircraft :
[ACID] RECLEARED, HOLD OVER BT/TF MAINTAIN 6,000

EAT : 0653, OCT : 0646 EXPECT ILS APPROACH
RUNWAY 34L WIND …….. QNH ……. REPORT REACHING
OVER BT/TF.
2.3.2.2. Instruction to contact SHE TWR will be issued by SHE APP

when aircraft executing instrument approach has reported
passing BTF VOR/DME or SH NDB/LOC (heading inbound to
final approach).
Note.— Even though aircraft has been instructed to contact SHE

TWR, the aircraft is still under the responsibility of SHE APP. The
purpose of this provision is for enabling the pilot to establish two-
way communication with and get landing clearance from SHE
TWR before he/SHE reaches missed approach point (MAPt) or
decision height/altitude (DH/A).
2.3.2.3. Instrument approach clearance for subsequent arriving aircraft

shall be given after SHE APP obtains information from SHE
TWR that the aircraft executing instrument approach has
established contact and sighted by SHE TWR.
2.3.3. Instrument approach
2.3.3.1. Instrument approach fix (IAF) and type Instrument approach fixes
(IAF) and types used in SHE aerodrome are as depicted in table
4 below).
Table 4
Instrument approach fixes (IAF) and type
used at Seahorse aerodrome
IAF RIU Remarks
BTF VOR/DME 16R 1. Non-precision

2. Consecutive
SH NDB/LOC 34L 1. Precision

2. Non-consecutive
2.3.3.1. Instrument approach procedures (IAP)
2.3.3.1.1. If a pilot reports or it is clearly apparent to SHE APP that the pilot
is not familiar with an instrument approach procedure, SHE APP
shall specify the instrument approach procedures in detail
covering the following item :
a) the initial approach level (IAL);
b) the point/time of turns or maneuvers must be started;
c) the level at which turns or maneuvers must be carried out;
d) final approach course/track (except if the aircraft is cleared

for straight-in approach);
e) minimum descent altitude (MDA) or decision height (DH);
f) frequencies of navigation aids and missed approach

procedure (MAP), if deemed necessary.
2.3.3.2. Instrument approach procedures BTF VOR/DME runway 16R

(see instrument approach chart in attachment 10 on page 232).
a) Holding : 1) Fix : BTF VOR/DME
2) Tracks : outbound : 345°
inbound : 165°
3) Leg : 1 minute
4) Pattern : standard (right turn)
5) Rate of turn : rate one turn (3°/second)
6) Minimm altitude : 3,000 feet
b) Procedure : 1) IAL : 3,000 feet
2) Pattern : Straight (direct)
3) Starting point : BTF VOR/DME
c) Manoeuver : 1) Leave BTF VOR/DME on track 160°

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

the OCH (394 ft.);
3) If no visual contact at MAPt (12 DME from

BTF VOR/DME), execute MAP and contact
SHE APP for further instruction.
d) Missed : 1) Climb to 3,000 feet and turn right return to

approach BTF VOR/DME; or
2) As instructed by ATC
2.3.3.3. Instrument approach procedures SH NDB/LOC runway 34L (see

instrument approach chart in attachment 11 on page 233).
a) Holding : 1) Fix : SH NDB/LOC
2) Tracks : outbound : 220°
: inbound : 040°
3) Leg : 1 minute
4) Pattern : Non-standard (left turn)
5) Rate of turn : rate one turn (3°/second)
6) Minimm altitude : 3,000 feet
b) Procedure : 1) IAL : 3,000 feet
2) Pattern : Base turn
3) Starting point : SH NDB/LOC
c) Manoeuver 1) Leave 3,000 ft. at SH NDB/LOC on track 184°

(for aircraft category A and B) or on track 196°
(for aircraft category C, D and E) and keep on
track 196°/184° for one minute;
2) Turn left to intercept ILS localizer and maintain

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

the decision height (DH);
4) If no visual contact at DH/A, execute MAP and

contact SHE APP for further instruction
d) Missed 1) Climb to 2,000 feet proceed to BTF VOR/DME; or
approach (if traffic condition permit) Climb to 3,000 feet

then turn left return to SH NDB/LOC; or
2) As instructed by ATC
2.3.4. Visual approach
2.3.4.1. Subject to the conditions in 2.3.4.3, clearance for an IFR flight to

execute a visual approach may be requested by a flight crew or
initiated by SHE APP. In the latter case, the concurrence of the
flight crew shall be required, using the following examples of
phraseology :
a) [ACID] [(instructions) MAINTAIN BELOW 2,000] CLEARED

[FOR] VISUAL APPROACH RUNWAY 34L REPORT
AERODROME IN SIGHT; or
b) [ACID] CLEARED [FOR] VISUAL APPROACH TO

SEAHORSE REPORT AERODROME IN SIGHT
2.3.4.2. When the flight crew of an aircraft request to execute a visual

approach but the weather condition is likely impossible to
approve the request, SHE APP may inform using phraseology :
[ACID] WEATHER NOT AVAILABLE or VERIFY THAT YOU
HAVE THE (airport) WEATHER.
Note.— Since SHE APP has also the responsibility to control

aircraft intend to land at Brightstar and Tigerfort, visual approach
may be given to those aircraft.
2.3.4.3. SHE APP shall exercise caution in initiating a visual approach

when there is reason to believe that the flight crew concerned is
not familiar with the aerodrome and its surrounding terrain. SHE
APP should also take into consideration the prevailing traffic and
meteorological conditions when initiating visual approaches.
2.3.4.4. An IFR flight may be cleared to execute a visual approach

provided the pilot can maintain visual reference to the terrain and
a) the reported ceiling is at or above 3,000 feet; or
b) the pilot reports at 3,000 feet or at any time during the

instrument approach procedure that the meteorological
conditions are such that with reasonable assurance a visual
approach and landing can be completed.
2.3.4.5. Separation shall be provided between an aircraft cleared to

execute a visual approach and other arriving and departing
aircraft.
2.3.4.6. For successive visual approaches, separation shall be

maintained by SHE APP until the pilot of a succeeding aircraft
reports having the preceding aircraft in sight. The aircraft shall
then be instructed to follow and maintain own separation from
the preceding aircraft.
2.3.4.6.1. When both aircraft are of a heavy wake turbulence category, or

the preceding aircraft is of a heavier wake turbulence category
than the following, and the distance between aircraft is less than
the appropriate wake turbulence minimum, SHE APP shall issue
a caution of possible wake turbulence.
[ACID] YOU ARE FOLLOWING A BOEING 747, 12 O'CLOCK
2.3.4.6.2. The pilot-in-command of the aircraft concerned shall be

responsible for ensuring that the spacing from a preceding
aircraft of a heavier wake turbulence category is acceptable. If it
is determined that additional spacing is required, the flight crew
shall inform SHE APP accordingly, stating their requirements.
2.3.4.7. Transfer of communications to SHE TWR should be effected

when the flight crew has reported runway in sight or has
established visual contact.
2.3.5. Approach sequence
2.3.5.1. The approach sequence shall be established in a manner which

will facilitate arrival of the maximum number of aircraft with the
least average delay.
2.3.5.2. Aircraft approaching aerodrome are considered to have priority

for approach in which they are estimated to arrive over the
holding point associated with the instrument approach. The first
aircraft to arrive over the holding point should be at the lowest
level with the following aircraft at successively higher level.
2.3.5.3. The sequence in which aircraft will approach shall be established

before the aircraft reach the transfer point (planning ahead).
2.3.5.4. Priority shall be given to :
a) aircraft which anticipates being compelled to land because

of factors affecting the safe operation of the aircraft (engine
failure, shortage of fuel, etc.);
has reported emergency message preceded by the word
MAYDAY MAYDAY MAYDAY.
b) hospital aircraft or aircraft carrying any sick or seriously

injured person requiring urgent medical attention;
has reported urgency message preceded by the word
PANPAN PANPAN PANPAN.
c) aircraft engaged in search and rescue operations; and
d) other aircraft as may be determined by the appropriate

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

of Understanding between the Ministry of Transportation
and the Ministry of Defense and Security, will be handled as
civilian aircraft, except when there is a special letter or

notification from the Ministry of Defense and Security.
Note 2.— For VIP flight will only be handled in accordance

with the rules and procedure for VIP Flight Operation when
there is a NOTAM containing the VIP flight activities,
including the duration of closing of aerodrome.
Note 3.— The Presidential flight is usually treated as VIP

flight where special handling is exercised, such as closing
the aerodrome for any period of time (there may be a
welcome ceremony, etc). However, even though there is a
VIP flight, if there is an emergency aircraft, the latter shall
have the priority over the VIP flight.
2.3.5.4.1. For VOR approach runway 16R, the succeeding aircraft shall be
cleared for instrument approach when :
a) the preceding aircraft has reported that it is able to complete

its approach without encountering instrument meteorological
conditions (visual contact); or
b) the preceding aircraft is in communication with and sighted

by SHE TWR and reasonable assurance exist that a normal
landing can be accomplished. .
2.3.5.4.2. For ILS approach runway 34L, the succeeding aircraft shall be
cleared for instrument approach when :
a) the preceding aircraft has reported that it is able to complete

its approach without encountering instrument meteorological
conditions (visual contact); or
b) the preceding aircraft is in communication with and sighted

by SHE TWR and reasonable assurance exist that a normal
landing can be accomplished; or
c) the preceding aircraft has reported that he/she executes
missed approach procedure.
2.3.5.4.3. In establishing the approach sequence, the need for increased

longitudinal spacing between arriving aircraft due to wake
turbulence shall be taken into account.
2.3.5.4.4. If the pilot of an aircraft in an approach sequence has indicated

an intention to hold for weather improvement, or for other
reasons, such action shall be approved. However, when other
holding aircraft indicate intention to continue their approach to
land, the pilot desiring to hold should be cleared BT NDB or TF
NDB and be given with onward clearance time (OCT).
Alternatively, the aircraft should be given a clearance to place it
at the top of the approach sequence so that other holding aircraft
may be permitted to land. Coordination shall be effected with
BTF ACC, when required, to avoid conflict with the traffic under
the jurisdiction of BTF ACC.
2.3.5.4.5. When establishing the approach sequence, an aircraft which has

been authorized to absorb a specified period of notified terminal
delay by cruising at a reduced speed en route, should, in so far
as practicable, be credited with the time absorbed en route.
Note.— An aircraft which has been authorized to absorb a

specified period of terminal delay by reducing its speed may
arrive over holding fix (IAF) later than the previous issued EAT
(for example the previous EAT was 0610 and the sequence
number was 5 and the new ETA is 0630 and become number 7).
In this case, the aircraft shall be constantly be assigned as
number 5, it is therefore shall be allocated with an appropriate
level.
2.3.5.4.6. In case there is an aircraft which sensitive to high fuel

consumption at low levels, he shall be permitted to hold at
relatively higher level without loosing his order in the sequence.
The lower aircraft may be cleared to BT NDB/TF NDB for holding
to give way the aircraft which sensitive to high fuel consumption.
2.3.5.4.7 An aircraft on holding stack shall normally be cleared to descend

to lower level after the lower aircraft has reported vacating it,
except when severe turbulence is known to exist.
Note.— Since the instruction is the directives issued by air traffic

control for the purpose of requiring a pilot to take a specific action, it
gives the meaning that the action should be done spontaneously (ref to
the Doc, 8186-OPS/611 – Aircraft Operations the allocated pilot
reaction is between 3 – 6 seconds). For the purpose of avoiding
communication congestion and by the above reason, the applicable
rule at SHE APP, descent instruction may be issued when the
occupying aircraft has been instructed to descent (without waiting for
the report vacating/leaving the level).
2.3.5.4.8. Transfer of communications of IFR flight from SHE APP to SHE

TWR shall be effected at BTF VOR (heading to final approach)
when the runway-in-use is 16R and at SH NDB (heading to final
approach) when the runway-in-use is 34L.
2.3.6. Missed approach
2.3.6.1. Missed approach for VOR approach runway 16R.
2.3.6.1.1. Missed approach procedure for VOR approach runway 16R is

Climb to 3,000 feet and turn right return to BTF VOR/DME for
another approach or as instructed by SHE APP, consequently
the altitude 3,000 feet over BTF VOR/DME shall be reserved
until the aircraft executing instrument approach has positively
reported that it has established visual contact.
2.3.6.1.2. Due to the missed approaching aircraft returns to BTF VOR/DME

(the original instrument approach fix) for another approach and
the succeeding aircraft will be cleared for approach after the
preceding aircraft has established visual contact, in this case, the
first aircraft will land number one, the second aircraft will be
number two, and so on. This type of approach is named
consecutive approach.
2.3.6.2. Missed approach for ILS approach runway 34L
2.3.6.2.1. Missed approach for ILS approach runway 34L is Climb straight
ahead proceed to BTF VOR/DME climb to 2,000 feet for further
approach clearance or as instructed by SHE APP. Because of
this maneuver, the altitude 3,000 feet over SH NDB may be
assigned to succeeding aircraft after the preceding aircraft has
reported leaving 3,000 ft. heading outbound.
Note.— When missed approaching aircraft has reached BTF

VOR/DME 2,000 feet, the aircraft shall be climbed to 3,000 feet
or above (depend on SHE APP decision) over BTF VOR/DME
then be instructed to SH NDB/LOC for another approach. A new
expected approach time (EAT) shall be passed to aircraft without
delay.
2.3.6.2.2. Due to the missed approaching aircraft does not return to SH

NDB/LOC and climb to 2,000 feet until BTF VOR/DME and the
succeeding aircraft will be cleared for approach after the
preceding aircraft has established visual contact or has executed
missed approach, in this case, the second aircraft can be
number one, and the first aircraft will be number two or
something, and so on. This type of approach is named non-
consecutive approach.
In the type of non-consecutive approach, there can be a situation

where while the preceding missed approaching aircraft on climb
processing over BTF VOR/DME, the succeeding aircraft
executes missed approach. If so, further approach shall be
disallowed until one or of both have returned to the holding point
or have cleared the airspace for missed approach.
Aircraft carrying missed approach procedure shall be cleared as

the procedure specified in instrument approach chart. However,
if traffic condition permit or for expediting traffic, aircraft using
runway 34L, missed approaching aircraft may be cleared to climb
to 3,000 feet and then turn left return to SH NDB/LOC.
Note.— For avoiding an out of manoeuvre caused by the

communication congestion, for example, SHE TWR should
immediately :
a. instruct the aircraft to contact SHE APP when he/she gets

information that the approaching aircraft executing missed
approach due to weather; or
b. instruct the aircraft to join (proceed to) aerodrome traffic

circuit when he/she gets information that the approaching
aircraft executing missed approach due to other reason,
provided that the traffic condition permits.
2.3.7. Holding procedures
2.3.7.1. General
2.3.7.1.1. In the event of extended delays, aircraft should be advised of the

anticipated delay as early as possible and, when practicable, be
instructed or given the option to reduce speed en route in order
to absorb delay.
2.3.7.1.2. When delay is expected, BTF ACC shall normally be responsible

for clearing aircraft to the holding fix, and for including holding
instructions, and expected approach time or onward clearance
time, as applicable, in such clearances.
2.3.7.1.3. After coordination with SHE TWR, SHE APP may clear an
arriving aircraft to a visual holding location to hold until further
advised by SHE TWR.
2.3.7.1.4. Location at which the pilot can determine by visual reference to

the surface, if he is familiar with, it may be used as visual holding
point. Points ALPHA and BRAVO may also be designated as
visual holding point by SHE APP, provided that prior-coordination
has been effected with SHE TWR.
2.3.7.1.5. Levels at a holding fix or visual holding location shall as far as
practicable be assigned in a manner that will facilitate clearing

each aircraft to approach in its proper priority. Normally, the first
aircraft to arrive over a holding fix or visual holding location
should be at the lowest level, with following aircraft at
successively higher levels.
2.3.7.1.6. When extended holding is anticipated, turbojet aircraft should,

when practicable, be permitted to hold at higher levels in order to
conserve fuel, while retaining their order in the approach sequence.
2.3.7.1.7. If an aircraft is unable to comply with the published or cleared

holding procedure, alternative instructions shall be issued.
2.3.7.1.8. For the purpose of maintaining a safe and orderly flow of traffic,
an aircraft may be instructed to orbit at its present or at any other
position, provided the required obstacle clearance is ensured.
2.3.7.2. Holding pattern and entry
2.3.7.2.1. Holding Pattern
2.3.7.2.1.1. Holding patterns in use within SHE CTR are as contained in the
table 5 below.
Table 5
Holding patterns in use within SHE CTR
Holding fix Turn Leg Pattern

BTF VOR/DME Right 1 minute Standard
SH NDB/LOC Left 1 minute Non-standard
BT NDB Left 1 minute Non-standard
TF NDB Right 1 minute Standard
2.3.7.2.2. Holding entry
2.3.7.2.2.1. Holding entry procedures are as seen on figures 8 and 9 on
page 93 and figure 10 and 11 on page 94).
a) BTF VOR/DME
1) From AMBER and BT

NDB : parallel entry
0
27
9
18
2) From BURSA, COMET
and : direct entry
3) From DORIN and TF

NDB : offset entry
Figure 8. BTF VOR/DME holding

entry
b) SH NDB/LOC
1) From BT NDB : offset

entry
2) From TF NDB and

DORIN : direct entry
3) From ECTOR : parallel

entry
Figure 9. SH NDB/LOC holding
entry
2.3.7.3. Holding instruction
2.3.7.3. Holding instruction shall be issued as early as possible, normally

at the time an aircraft makes the initial contact and should not be
later than 5 minutes before aircraft estimated to arrive holding fix
to permit the pilot to arrange his/her flight to join holding pattern
in accordance with the entry procedure without delay.
c) BT NDB
1) From SW NDB and

AMBER : direct entry
2) From BTF VOR/DME :

parallel entry
3) From SH NDB/LOC and

ECTOR : offset entry
Figure 10. BT NDB holding 4) From SH NDB/LOC and

Entry ECTOR : offset entry
d) TF NDB
1) From BTF VOR/DME

and BURSA : parallel
entry
2) From COMET,
CORAL and DORIN :
direct entry
Figure 11. TF NDB holding 3) From SH NDB/LOC :

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

circumstances :
a) for approach sequence;
b) for separation purposes;
c) when due to weather (waiting for improvement); or
d) when due to other reason (runway is blocked, etc.)
2.3.7.4. Holding for weather improvement
2.3.7.4.1. Adverse weather condition on SHE aerodrome shall be relayed

to all aircraft, preferably at the earlier time.
2.3.7.4.2. For the first aircraft to arrive holding fix or enter holding pattern
shall be advised using the phraseology : NO DELAY
EXPECTED
2.3.7.4.3. Subsequent aircraft entering holding pattern, shall be advised

using the phraseology : DELAY NOT DETERMINED……
(number) AIRCRAFT HOLDING FOR WEATHER IMPROVEMENT,
REQUEST YOUR INTENTION
2.3.7.4.4. When a pilot holding above other traffic wishes to make an

approach, while the lower aircrafts intend to hold for weather
improvement, the aircraft desiring to hold shall be given with
instruction to proceed to BT NDB or TF NDB and be given with
onward clearance time (OCT).
2.3.7.4.5. If an attempt to execute a landing is not successful, SHE APP

shall provide route instruction to the aircraft. Climb instruction
shall be given as appropriate.
2.3.7.4.6. The possibility of missed approach shall be considered whenever

aircraft making approach in adverse weather condition. The
lowest holding altitude at the convenient holding point shall
normally be kept vacant for such eventuality (for accomodating
aircraft that executes missed approach).
2.3.8. Expected approach time (EAT)
2.3.8.1. EAT is the time at which ATC expects that an arriving aircraft,
following a delay, will leave holding point to complete its
approach for a landing.
Note.— The actual time of leaving the holding point will depend
upon the approach clearance.
2.3.8.2. An expected approach time shall be determined for an arriving

aircraft that will be subjected to a delay of 5 minutes or more.
2.3.8.3. The expected approach time shall be transmitted to aircraft as

soon as practicable and preferably at first contact.
2.3.8.4. A revised expected approach time shall be transmitted to aircraft

without delay whenever it differs from that previously transmitted
by 5 minutes or more.
2.3.8.5. EAT is issued to ;
a) enable the pilot-in-command to determine whether to divert

without delay or to hold;
b) enable the pilot-in-command to position his aircraft to

take advantage of a final approach/instrument approach
clearance without delay;
c) enable the pilot-in-command to decide whether to absorb a

specified period of notified terminal delay by cruising at
reduced speed en-route or not;
d) form a basis on which action subsequent to a radio failure

will be adopted.
2.3.8.6. Initial approach clearance or holding instruction shall include an

EAT if it is estimated that an aircraft will be required to hold at the
holding fix (IAF) before it comes its final approach.
2.3.8.7. EAT and approach sequence shall be based on the ETA over
BTF VOR/DME if the runway in use is runway 16L/16R or SH
NDB/LOC if the runway in use is runway 34L/34R.
2.3.8.8. For the purpose of uniformity for calculating EAT, the following
items should be taken into consideration :
2.3.8.8.1. Case 1 : When the first aircraft is able to descend directly to

3,000 feet over BTF VOR/DME or SH NDB/LOC :
a) EAT for the first aircraft which is not subject to delay will be
specified as : NO DELAY EXPECTED;
b) EAT for the second aircraft will be ETA of the first aircraft
over BTF VOR/DME or SH NDB/LOC added by the average
time interval (ATI);
Note 1.— Average time interval (ATI) is the time duration taken
by aircraft from the commencement of instrument approach until
the last time the aircraft is expected to establish visual contact.
Note 2.— In calculating EAT for the second aircraft, time of entry
of the first aircraft shall be considered;
Note 3.— ATI for :
a. VOR approach runway 16R is 7 minutes (derived from the

flying time using speed 120 – 125 knots  4 DME = 2
minutes and 9.16 DME = 4 minutes and 30 seconds = 6 m
30 s  rounded off upward = 7 minutes); and
b. ILS approach runway 34L is 6 minutes (derived from the

sum of outbound time of base turn + turning + inbound time
to SH NDB/LOC then plus flying time from SH NDB/LOC to
DA/H).
c. EAT for the second aircraft will be ETA of the first aircraft
added by the ATI and EAT for the subsequence aircraft will
be the EAT of the preceding aircraft added by ATI (see
figure 12 on page 98).
2.3.8.8.2. Case 2 : When the first aircraft is unable to descend directly to

IAL but maintain at specified level until BTF VOR/DME or SH
NDB/LOC (on reaching BTF VOR/DME or SH NDB/LOC the

aircraft is able to descend to 3,000 feet) :
IAF
ETA EAT ?
8000 6 : 0644 6 = (EAT5 + ATI) : 0642 ( )
7000 5 : 0629 5 = (EAT4 + ATI) : 0636
6000 4 : 0624 4 = (EAT3 + ATI) : 0630
5000 3 : 0619 3 = (EAT2 + ATI) : 0624
4000 2 : 0615 2 = (ETA1 + ATI) : 0618
3000 1 : 0612 1 = NO DELAY : ( )
MAPt
ATI = 6’
Figure 12. EAT calculation for Case 1.
a) EAT for the first aircraft which is not subject to delay will be
specified as : NO DELAY EXPECTED;
b) EAT for the second aircraft will be ETA of the first aircraft
over the BTF VOR/DME or SH NDB/LOC added by the
elapsed time of descent from the specified level to 3,000
feet and then added again by the ATI;
c) EAT for the subsequent aircraft will be EAT of the preceding

aircraft added with the ATI (see figure 13 below).
IAF
ETA EAT
8000 6 : 0644 6 = (EAT5 + ATI) : 0647
7000 5 : 0629 5 = (EAT4 + ATI) : 0641
6000 4 : 0624 4 = (EAT3 + ATI) : 0635
5000 3 : 0619 3 = (EAT2 + ATI) : 0629
4000 2 : 0615 2 = (ETA1 + EET + ATI) : 0623
3000 1 : 0612 1 = NO DELAY :
MAPt
ATI = 6’
EET = 5’
2.3.8.8.3. Case 3 : When the first aircraft is unable to descend directly to

IAL but maintain at specified level until the departure/en-route
aircraft has reached 5 minutes out of holding area (en-route
aircraft is maintaining 1,000 feet below the arriving aircraft) :
a) EAT for the first aircraft will be the time of the en-route
aircraft estimated to be 5 minutes out of holding area;
b) EAT for the second aircraft will be EAT of the first aircraft
added by the elapsed time of descent from the specified
level to IAL and added again by the ATI;
c) EAT for the subsequent aircraft will be EAT of the preceding

added with the ATI (see figure 14 below).
IAF
HOLDING AREA ETA EAT
8000 6 : 0644 6 = (EAT5 + ATI) : 0653
7000 5 : 0629 5 = (EAT4 + ATI) : 0647
5’ 6000 4 : 0624 4 = (EAT3 + ATI) : 0641
0618 5000 3 : 0619 3 = (EAT2 + ATI) : 0635
4000 2 : 0615 2 = (EAT1 + EET + ATI) : 0629
3000 1 : 0612 1 = 0618
MAPt
ATI = 6’
EET = 5’
2.3.9. Onward clearance time (OCT)
2.3.9.1. In the event some aircraft are being held at BT NDB or TF NDB,
the aircraft concerned shall, as soon as practicable, be given an
expected onward clearance time. The aircraft shall also be
advised if further holding at subsequent holding points is expected.
Note 1.— OCT is the time at which an aircraft can expect to

leave the point at which it is being held (feeder point);
Note 2.— The actual time of leaving the holding fix will depend
upon the approach clearance;
2.3.9.2. OCT is issued to :
a) enable the pilot-in-command to determine whether to divert

without delay or to hold;
b) enable the pilot-in-command to decide whether to absorb a

specified period of notified terminal delay by cruising at
reduced speed en-route or not;
c) form a basis on which action subsequent to a radio failure

will be adopted.
Note.— The example of OCT calculation : GIA 240 (aircraft

number 6 in the approach sequence) is held over BT NDB
maintain 6,000 ft.; Elapsed time from BT NDB to BTF VOR/DME
is 9 minutes; EAT aircraft number 5 is 0625 maintaining 7,000 ft.;
ATI : 6 minutes. The EAT for GIA 240 = 0625 + 6 = 0631. The
onward clearance time for GIA 240 will be 0631 - 9 minutes =
0622 (see figure 15 below). In case GIA 240 experiences
communication failure and he/she has received OCT, GIA 240
will leave TF NDB maintaining 6,000 at 0622.
BT NDB BTF VOR/DME
EAT
GIA 240
OCT = 0632 – 9 = 0622 5 : 0625
4 : 0619
6 : 0631 3 : 0613
2 : 0607
1 : NO DELAY
FLYING TIME BT - BTF = 9 MINUTES
Figure 15. OCT calculation
2.4. DEPARTURE PROCEDURE
2.4.1. As far as standard instrument departure (SID) is not introduced

at SHE APT, SHE APP shall specify any or all of the following
items in issuing departure clearance :
a) direction of take-off and turn after take-off;
b) heading or track to be made good before taking up the

cleared departure track;
c) level to maintain before continuing climb to assigned level;
d) time, point and/or rate at which a level change shall be

made;
e) any other maneuver consistent with safe operation of the

aircraft.
2.4.2. Departing traffic shall be cleared in such a manner that to be on

en-route as soon as possible.
2.4.3. Departing IFR aircraft :
a) when runway-in-use is 16R and/or 16L, shall not be cleared

via BTF VOR/DME, except when there is no arriving IFR
aircraft proceeding to BTF VOR/DME for either approach or
holding; and
b) when runway-in-use is 34L and/or 34R, shall not be cleared

via SH NDB/LOC, except when there is no arriving IFR
aircraft proceeding to SH NDB/LOC for either approach or
holding.
2.4.4. Departing aircraft may be expedited by suggesting a take-off

direction which is not into the wind. It is the responsibility of the
pilot-in-command of an aircraft to decide between making such a
take-off or waiting for take-off in a preferred direction.
2.4.5. If departures are delayed, the delayed flights shall normally be

cleared in an order based on their estimated time of departure
(ETD), except that deviation from this order may be made to :
a) facilitate the maximum number of departures with the least

average delay; and
b) accommodate requests by an operator in respect of that

operator’s flights to the extent practicable.
2.4.6. SHE APP should, when practicable, advise aircraft operators or

their designated representatives when anticipated delays are
expected to exceed 30 minutes.
2.5. SEPARATION
2.5.1. General
2.5.1..1 All aircraft operating within SHE CTR shall be provided with
either horizontal or vertical separation.
2.5.1.2. When no lateral and/or longitudinal separation exist, vertical

separation shall be provided by the assigning the following levels :
3,000 feet, 4,000 feet and so on until 10,000 feet.
2.5.2. Lateral separation using th same navigation aid
2.5.2.1. All navigation aids and designated reporting points within BTF
CTA may be used for lateral separation application.
2.5.2.1.1. Lateral separation using the same navigation aid or DR shall not
be used if one or both aircraft are inbound.
Note.— This provision is applied by considering that from the

airmanship perspective, calculating outbound distance is
manageable (D = GS x t). Since the ground speed is derived
from wind correction against true airspeed, therefore, distance 15
NM cannot be obtained accurately (pilot does not know yet the

wind condition for the next route segment).
2.5.2.1.1.1. BTF VORDME : both aircraft are established on radials diverging

by at least 15 degrees and at least one aircraft is at a distance of
28 km (15 NM) or more from the facility (see figure 16 below);
15 NM
0
27 9
18 15°
Figure 16. Lateral separation using the same VOR
2.5.2.1.1.2. BT/TF NDB : both aircraft are established on tracks diverging

by at least 30 degrees and at least one aircraft at a distance of
28 km (15 NM) or more from the facility (see figure 17 below);
15 NM
NDB
30°
Figure 17. Lateral separation using the same NDB
2.5.2.1.1.3. AMBER, BURSA, COMET, DORIN and ECTOR : both aircraft

are established on tracks diverging by at least 45 degrees and
at least one aircraft is at a distance of 28 km (15 NM) or more

from the point of intersection of the tracks, this point being
determined either visually or by reference to a navigation aid and
both aircraft are established outbound from the intersection (see
figure 18 below); or
15 NM
FIX
45°
Figure 18. Lateral separation using the same dead reckoning
2.5.2.1.1.4. Lateral separation using different geographical location may be

applied for the following circumstances :
a) BTF VOR/DME and BT NDB :
1) Radial 215 BTF VOR/DME (W-12) and Radial 200 BTF

VOR/DME, separation will remain exist although one of
the aircraft has passed BT NDB following W-12 (not
need to be maintained on Radial 215 BTF VOR/DME
because the tracks of the flight are diverging) - see
figure 19 on page 105;
2) Radial 215 BTF VOR/DME (W-12) and Radial 230 BTF

VOR/DME, separation will not exist if one of the aircraft
has passed BT NDB following W-12 (need be
maintained on Radial 215 BTF VOR/DME until vertically
separated because the tracks of the flight are

converging/closing each other) - see figure 20 below;
BTF
VOR/DME
WHEN AIRCRAFT  REPORTS

PASSING BT NDB, HE/SHE MAY
CLIMB CROSSING THE LEVEL
OF AIRCRAFT 

BT NDB 8,000 ft

7,000 ft
Figure 19. Lateral separation using different

navigation aid (1)
BTF
VOR/DME
NOTWITHSTANDING THE
 AIRCRAFT  HAS REPORTED
8,000 ft PASSING BT NDB, HE/SHE MAY
NOT CLIMB CROSSING THE
LEVEL OF AIRCRAFT  TO
BOTH AIRCRAFT ARE CLOSING
BT NDB ONE TO EACH OTHER

7,000 ft
Figure 20. Lateral separation using different

navigation aid (2)
b) Designated reporting points AMBER/BURSA/COMET (as

DR) and BT NDB or TF NDB (BTF VOR/DME as the point
of intersection) also may be used for lateral separation
using different geographical location. Aircraft shall not be
maintained at the same level within the triangle area which
is defined by points of :
1) AMBER, BTF VOR/DME AND BT NDB; or
2) NIURS, BTF VOR/DME AND TF NDB; or
3) COMET, BTF VOR/DME AND TF NDB.
This kind of lateral separation may be used either both aircraft

are inbound or outbound or one inbound while another is outbound
to/from BTF VOR/DME (see figure 21 below).
BURSA
COMET
BTF
AMBER VOR/DME TF NDB
DORIN
BT NDB
ECTOR
Figure 21. Lateral separation using different geographical

location
For example :
SJY 233 from NORTHSTAR is maintaining FL 150 ETA COMET

0610 - BTF VOR/DME 0619; and
LNI 601 from SUNFISH is maintaining FL 240 ETA TF NDB 0608

- BTF VOR/DME 0615
Solution : LNI 601 DESCEND TO 6,000 [FT] CROSS TF NDB
AT OR BELOW FL 140
2.5.3. Separation between holdings and between holding area and en-
routes.
2.5.3.1. Except lateral separation exist, vertical separation shall be

applied between aircraft holding in flight and other en-route.
2.5.3.2. Separation criteria between holding area and en-routes

applicable at SHE CTR are illustrated on figure 22 below.
Figure 22. Criteria for holding area separation
2.5.3.2.1. Numeral 1, 2 and 3 minutes indicate the time duration taken by

en-route aircraft from the holding fix to the periphery of holding
area (including buffer area of 5 NM), may be used for providing

separation between holding and en-route aircraft.
2.5.3.2.2. Example : An aircraft is holding over holding fix at 8,000 feet. An

estimated time of departing aircraft (ACF 001) over the fix is
0613 while an estimated time of arriving aircraft (ACF 002) over
the fix is 0622. Refer to the above criteria, the solution will be as
follow (see figure 23 on below) :
1. ACF 001 shall be climbed initially to 7,000 feet and maintain

until 0619 (0613 + 1 + 5) with the phraseology : ACF 001
CLIMB AND MAINTAIN 7,000 UNTIL 0619 (or ACF 001
CLIMB TO FL 220 CROSS 7,000 AT OR AFTER 0619).
2. ACF 002 is descended to circuit altitude and shall cross

7,000 feet at or before 0614 (0622 - 3 - 5) with the
phraseology : ACF 002 DESCEND TO 3,000 CROSS 7,000
AT OR BEFORE 0614).
5 MIN 1 MIN 3 MIN 5 MIN

9 000
8 000
7 000
ACF 001 CLIMB TO ACF 002 DESCEND TO

FL 190 CROSS 7 000 FT
0613 3 000 FT CROSS 7 000 FT
AT OR AFTER 0619 AT OR BEFORE 0614
0622
Figure 23. Example of application of separation between

holding aircraft and en-route aircraft
2.5.3.3. The followings have lateral separation :
2.5.3.3.1. Between holding areas or between holding area and ATS routes
as depicted in table 6 on page 109.
Table 6
Lateral separation between holding areas and
between holding area and en-route aircraft
Between Separated Remarks

BT NDB, BTF VOR/DME and TF NDB 3,000 ft. and
holding areas above
SH NDB/LOC holding area and other 3,000 ft. – SH ndb/LOC
holding areas 6,000 ft. is low
powered NDB
SH NDB holding area and route segment : 3,000 ft. –
BTF VOR/DME – TF/BT NDB 10,000 ft
BTF VOR/DME holding area and route 3,000 ft. and
segment : SH NDB/LOC – BT/TF NDB above
BT or TF NDB holding area and route
segment : BTF VOR/DME – SH NDB/LOC
BT NDB holding area and route segment :
SH NDB/LOC – ECTOR
TF NDB holding area and route segment : 3,000 ft. and
BTF VOR/DME - COMET and DORIN - SH above
NDB/LOC
2.5.3.3.3. Between departing aircraft using runway 16R/16L for take-off and:
a) BTF VOR/DME holding area : after departing aircraft

intercepts QDM 280 BT NDB, or QDM 040 TF NDB, or
passing SH NDB/LOC, BT NDB or TF NDB;
b) TF NDB holding area except eastbound traffic via TF NDB

after 5 minutes from TF NDB holding area;
c) BT NDB holding area except south/southwest bound via BT
NDB after 5 minutes from BT NDB holding area.
2.5.3.3.4. Between departing aircraft using runway 34L/34R for take-off and:
a) SH NDB/LOC holding area : after departing aircraft

intercepts W-11, W-12, W-12E or passing BTF VOR/DME,
BT/TF NDB NDB;
c) BT NDB holding area except south/southwest bound via BT

NDB after 5 minutes from BT NDB holding area.
2.5.3.3.5. Between departing aircraft using runway 25 for take-off and :
a) SH NDB holding area : after departing aircraft intercepts

W-12 or passing BTF VOR/BT NDB;

c) BT NDB holding area : except south/southwest traffic via BT

NDB after 5 minutes from BT NDB holding area or for
westbound direct to intercept W-11 after intercepts W-11 or
passing BTF VOR;
d) BTF VOR holding area : after departing aircraft intercepts

QDR 310 BT NDB or passing BT NDB or SH NDB/LOC or
intercepting QDM 280 BT NDB or QDM 040 TF NDB.
2.5.3.3.6. Between departing aircraft using runway 07 for take-off and :
a) SH NDB holding area : after departing aircraft intercepts W-

11 or passing BTF VOR/DME or BT NDB;

after 5 minutes from TF NDB holding area and for southeast
bound direct via W-13 after DORIN;
c) BT NDB holding area : except south/southwest bound via

BT NDB after 5 minutes from BT NDB holding area or for
westbound direct to intercept W-11 after intercepts W-11 or
passing BTF VOR/DME;
d) BTF VOR holding area : after departing aircraft intercepts

QDM 280 BT NDB or QDM 040 TF NDB, or passing
SH NDB/LOC or BT NDB/TF NDB.
2.5.3.3.7. Between :
a) BTF VOR/DME holding area and QDR 310 TF NDB (TF

NDB – BURSA);
b) BTF VOR/DME holding area and QDR 310 BT (BT NDB –

AMBER);
c) SH NDB/LOC holding area and QDR 135 TF NDB (TF NDB

– DORIN);
d) SH NDB/LOC holding area and W-12E (BT NDB – ECTOR);
e) TF NDB holding area and W-12 (BTF VOR – COMET);
f) TF NDB holding area and QDR 070 SH NDB (SH NDB –

DORIN);
g) BT NDB holding area and QDR 200 SH NDB/LOC (SH NDB

– ECTOR);
h) BT NDB or TF NDB holding areas and route SH NDB/LOC

to BTF VOR/DME, vise versa.
2.5.4. Separation between arrivals
2.5.4.1. Aircraft on holding fix or at the approach sequence shall be

vertically separated 1,000 ft. and the higher aircraft shall only be
cleared to descend to lower level when the lower aircraft has
positively reported vacating level.
Note 1.— Since the instruction is the directives issued by ATC for
the purpose of requiring a pilot to take a specific action, it gives
the meaning that the action should be done spontaneously (at
some parts of the Doc, 8186-OPS/611 – Aircraft Operations is
stated that allocated pilot reaction is between 3 – 6 seconds).
Note 2.— For the purpose of avoiding communication congestion

and by the above reason, descent instruction may be issued
when the occupying aircraft has been instructed to descent
(without waiting for the report leaving the level).
2.5.4.2. When arriving aircraft is cleared to BTF VOR/DME or SH

NDB/LOC from BT/TF NDB and the procedure specified in
2.5.2.1. is impracticable, it shall be maintained until BTF
VOR/DME or SH NDB/LOC (see the example in figure 24 and 25
below).
BT/TF NDB BTF VOR/DME

SH NDB/LOC
5000’
X 4000’
HOLDING AREA ≤ 5 MINUTES
Figure 24. Separation between aircraft is cleared to BTF

VOR/DME or SH NDB/LOC from BT/TF NDB and aircraft
holding over BT/TF NDB (a)
TF/BT NDB BTF VOR/DME

SH NDB/LOC
1’ 5’
6000’
5000’
HOLDING AREA 8 MINUTES

holding over BT/TF NDB (b)
2.5.4.3. Aircraft holding over BT/TF NDB shall only be cleared to proceed
to BTF VOR/DME or SH NDB/LOC when aircraft holding over
BTF VOR/DME or SH NDB/LOC has reported passing the level
1,000 ft. below the level of holding aircraft (see figure 26
below).
BT/TF NDB BTF VOR/DME

SH NDB/LOC
6000’
5000’ 5000’
4000’ 4000’
< 5’ HOLDING AREA

descend over BTF VOR/DME or SH NDB/LOC
2.5.4.4. Aircraft holding over BTF VOR/DME 4,000 ft. shall not be
descended to 3,000 ft until the preceding aircraft has reported
established visual contact (aerodrome/runway in sight and there
is reasonable assurance that normal landing can be
accomplished).
2.5.4.5. Aircraft holding over SH NDB/LOC 4,000 ft. may be descended

to 3,000 ft. after the preceding aircraft has reported leaving 3,000
feet heading outbound for approach.
2.5.4.6. Aircraft executing missed approach from SH NDB/LOC, shall be

climbed to 2,000 ft. until BTF VOR/DME, except when there is no
other aircraft holding over SH NDB/LOC at 3,000 ft., it may be
climbed to higher level subject to the level of aircraft holding over
SH NDB/LOC.
2.5.5. Separation between departures
2.5.5.1. Departing aircraft following the same track
2.5.5.1.1. Longitudinal separation
2.5.5.1.1.1. When the preceding aircraft is faster than the following aircraft
and both aircraft will fly on the same track, the following criteria
shall be applied :
a) 10 minutes when the preceding aircraft is 0 – < 20 kt. faster

than the following aircraft;
b) 5 minutes when the preceding aircraft is 20 – < 40 kt.

faster than the following aircraft;
c) 2 minutes when the preceding aircraft is 40 kt. or more

faster than the following aircraft;
Note 1.— The words fly on the same track mean that the tracks
will be relatively coincide, therefore, this criteria shall only be
applicable for aircraft taking-off from RWY 16R direct to/via SH
NDB, RWY 25 direct to/via BT NDB, RWY 34L direct to/via BTF
VOR/DME and RWY 07 direct to/via TF NDB. For example : Two
aircraft intend to depart to NORTSTAR/STARFISH/SUNBIRD
using runway 34L for take-off and the speed difference between
them is more than 40 knots (the faster ahead) and both aircraft
will fly via BTF VOR/DME, in this case, the succeeding aircraft
may be cleared for take-off 2 minutes after the preceding aircraft
taking-off (2 minutes between take-off);
Note 2.— When after taking-off both aircraft turning to the right or
left direct to the facility other than stated in Note 1. above, this
criteria shall not be applicable. For example : Two aircraft intend
to depart to NORTSTAR/STARFISH/ SUNBIRD using runway
16R for take-off and the speed difference between them is more
than 40 knots (the faster ahead) and both aircraft will fly via BTF
VOR/DME, in this case, the succeeding aircraft may be cleared
for take-off at such time after the preceding aircraft taking-off that
3-minute longitudinal separation will be achieved when the
succeeding aircraft passes BTF VOR/DME (the simple way is the

succeeding aircraft is cleared for take-off 3 minutes after the
preceding aircraft taking-off (3 minutes between take-off)).
2.5.5.1.1.2. When the following aircraft is faster than the preceding aircraft,
the five-minute longitudinal separation shall be used while
vertical separation does not exist (see figure 27 below).
9000’
8000’
002
7000’
001
5 MIN
Figure 27. Five-minute separation of departing aircraft following

the same track (V1 < V2)
Example :
1. ACF 001 – SASH to SABD, FL 170, V = 280 kt. ETD : 0605;
2. ACF 002 – SASH to SATF, FL 330, V = 420 kt. ETD : 0610,

Rate of climb (R/C) : 2,000 feet/minute  time of climb (tc) =
(17,000 + 1,000)/2,000 = 9 minutes.
3. If ACF 001 departs earlier and ACF 002 departs later, the
solution may be made as follow :
a. The suitable formula : x = ((V2 X (tc2 + 5))-V1 X tc2)/V1

= ((420 X 14)-280 X 9)/280
= 12 minutes
b. AFC 002 may be cleared for take-off 12 minutes after

AFC 001 has taken off (ATD2 = ATD1 + 12)
2.5.5.1.2. As an alternative, lateral separation may be applied as interim for

two aircraft departing on the same track, provided that vertical
separation shall be maintained when returning back the diverted
aircraft to intercept the designated track.
2.5.5.2. Departing aircraft following the different tracks
2.5.5.2.1. One-minute immediately after take-off (IATO) on tracks diverging

by at least 45 degrees (see figure 28 below).
1 MINUTE
45°
Figure 28. One-minute separation between departing aircraft

following tracks diverging by at least 45 degrees
Note.— In applying this procedure, one of the tracks shall be the

straight line and the other turn left/right. This procedure is not
applicable if both tracks turn to the same direction (see table 7
below and figure 29 on page 117).
Table 7
Tracks diverging criteria for one-minute IATO
Tracks divergence Applicable Remarks

One track turn left and
Yes
the other turn right There will no
One track straight confliction after
ahead and the other Yes take-off
turn left/right
Confliction may
Both tracks turn left or occurs after take-off
Not
right (see figure 20 on
below)
CONFLICTION
 45°
Figure 29. Confliction which may occur after take-off
2.5.5.2.1.1. When the succeeding aircraft is slower than the preceding

aircraft, one minute between take-off may be applied, regardless
the preceding aircraft is straight ahead or turn to the left or right.
2.5.5.2.1.2. When the following aircraft is faster than the preceding aircraft,
one minute between take-off may only be applied when the
preceding aircraft is turning to the left/right and the succeeding
aircraft is straight ahead or turning to the opposite direction.
When the preceding aircraft is straight ahead and the
succeeding aircraft is turning to the left/right this method shall not
be used.
2.5.5.2.1.3. In applying procedure specified at 2.5.4.2.1.2. above, caution

must be advised that the release time for the succeeding aircraft
shall be made one minute after the preceding aircraft has
reported that it has established intended track (see figure 30
below).
ESTABLISHED INTENDED
TRACK HERE
Figure 30. Application of one-minute immediately

after take-off separation
2.5.5.2.2. Lateral separation specified in 2.5.4.1.2. may be applied, as

follow :
a) BTF VO/DME : 1) 15 NM from BTF VOR/DME;
2) abeam BT NDB (R155 BTF VOR);
3) crossing QDM 040 TF NDB;
4) crossing QDM 280 BT NDB;
b) BT NDB : 1) 15 NM from BT NDB;
2) crossing QDR 200 SH NDB/LOC;
c) TF NDB : 1) 15 NM from TF NDB;
2) crossing QDR 070 SH NDB/LOC.
2.5.6. Separation between departure and arrival.
2.5.6.1. The following separation shall be applied when take-off

clearance is based on the position of an arriving aircraft:
2.5.6.1.1. Arriving aircraft executing BTF VOR/DME approach procedure
2.5.6.1.1.1. All directions take-off may be permitted until the arriving aircraft
has reported passing/leaving BTF VOR/DME;
2.5.6.1.1.2. Take-off runways 07, 16R and 25 may be permitted until the
arriving aircraft has reported at a distance of 4 DME or descend
leaving 3,000 ft. (2 minutes after leaving BTF VOR/DME);
2.5.6.1.1.3. No take-off may be permitted at all when the arriving aircraft has
reported at a distance of 4 DME or descend leaving 3,000 ft.;
(see figure 31 on page 120).
Note.— For the purpose of coordination between SHE TWR and
SHE APP, to define the distance of 4 DME is using time

reference 2 minutes. It means that when arriving aircraft has left
BTF VOR/DME for 2 minutes, no take-off may be permitted.
2.5.6.1.2. Arriving aircraft executing SH NDB approach procedure
2.5.6.1.2.1. All directions take-off may be permitted until the arriving aircraft
has reported starting base turn leading to final approach;
2.5.6.1.2.2. Take-off runways 07, 34L and 25 may be permitted until the arriving
aircraft has reported starting base turn leading to final approach;
2.5.6.1.2.3. No take-off may be permitted at all when the arriving aircraft has
reported at a distance of 4 DME or descend leaving 3,000 ft.;
(see figure 32 on page 120).
2.5.6.2. Except when lateral separation exists, vertical separation shall be

applied between aircraft holding in flight and other aircraft,
whether arriving, departing or en route, whenever the other
aircraft concerned are within five minutes flying time of the
holding area (see again figure 23 on page 108).
2.5.7. Arriving and/or overflying aircraft
2.5.7.1. Arriving and/or overflying aircraft proceeding to Brigtstar and/or

Tigerfort Aerodrome and vice-versa.
2.5.7.1.1. Arriving and/or overflying aircraft intend to land at Brigtstar or

Tigerfort Aerodrome shall be directed to BT NDB or TF NDB
respectively, and instructed to contact Brightstar AFISU (on
frequency 118.6 MHz) or Tigerfort AFISU (on frequency 118.2
MHz) after the pilot has reported that the aerodrome in sight.
2.5.7.1.2. For avoiding traffic conflict over BTF VOR/DME (IAF), overflying
aircraft through SHE CTR from west/southwest to east/northeast
and vice versa may be diverted via SH NDB/LOC instead of via
BTF VOR/DME.
POSN OF TAKE OFF POSN OF TAKE OFF

REMARKS REMARKS
ARR RUNWAYS ARR RUNWAYS
 ALL RUNWAYS PERMITTED  ALL RUNWAYS PERMITTED
07, 16R, 25 PERMITTED 07, 34L, 25 PERMITTED
 34L NOT PERMITTED
 16R NOT PERMITTED
 ALL RUNWAYS NOT PERMITTED  ALL RUNWAYS NOT PERMITTED
Figure 31. Separation of Figure 32. Separation of

departing aircraft from arriving departing aircraft from arriving
aircraft executing BTF VOR/DME aircraft executing SH NDB
approach procedure approach procedure
2.5.7.2. Departure procedure
2.5.7.2.1. Aircraft departing from Brigtstar or Tigerfort Aerodrome shall

be handled accordingly. Released time is required for aircraft
departing from one of or both aerodromes.
2.6. AUTHORIZATION FOR THE CONDUCT OF VFR WITHIN CTR
2.6.1. VFR flight to operate within SHE CTR and BTF CTA shall :
a) have two-way radio communication;
b) obtain approval from ATC unit;
c) report position as required.
2.6.1.2. ATC service will be provided to all VFR flights within SHE
CTR/BTF CTA except within VFR corridor. Those VFR flights
are then complying with ATC clearance/instruction and to
request amended clearance when VMC can no longer be
maintained.
2.6.2. Entry and exit procedures for VFR flight at SHE aerodrome
are as follow :
2.6.2.1. VFR flight proceeding to SHE APT shall be cleared to contact

SHE TWR at or before BT NDB/WEBER (traffic from west)
and at or before TF NDB/ESTER (traffic from east).
2.6.2.2. Departing VFR will be cleared to contact SHE APP at or

before point ALPHA (for westbound traffic) and at or before
point BRAVO (for eastbound traffic).
2.7. SPECIAL VISUAL FLIGHT RULES (SVFR)
2.7.1 VFR flight in SHE CTR shall normally be conducted in VFR

condition. However, when VFR weather condition do not exist
and there is a good cause for an aircraft unable to comply with
IFR to operate, such aircraft may be granted special
authorization to enter, fly or leave the SHE CTR when :
a) traffic condition permit;
b) the operation of SVFR will not delay aircraft operate or

about to operate IFR;
c) ceiling is not less than 700 meters (2,000 ft.);
d) cloud formation is such that aircraft can be flown clear of

cloud and in sight of the ground or water;
e) horizontal visibility is not less than 1 mile (1,600 metres)

for take-off and 2 miles (3,200 metres) for landing.

2.8.1.1. When an emergency is declared by an aircraft, SHE APP

should take appropriate and relevant action as follows :
a) unless clearly stated by the flight crew or otherwise

known, take all necessary steps to ascertain aircraft
identification and type, the type of emergency, the
intentions of the flight crew as well as the position and
level of the aircraft;
b) decide upon the most appropriate type of assistance
which can be rendered;
c) enlist the aid of SHE TWR/BTF ACC or other services

which may be able to provide assistance to the aircraft;
d) provide the flight crew with any information requested as

well as any additional relevant information, such as
details on suitable aerodromes, minimum safe altitudes,
weather information;
e) obtain from the operator or the flight crew such of the

following information as may be relevant: number of
persons on board, amount of fuel remaining, possible
presence of hazardous materials and the nature thereof;
and
f) notify the appropriate ATS units and authorities as

specified in local instructions.

should normally be made only when or if an improved service
can be provided to the aircraft concerned. Manoeuvring
instructions to an aircraft experiencing engine failure should
be limited to a minimum. When appropriate, other aircraft
operating in the vicinity of the aircraft in emergency should be
advised of the circumstances.
2.8.1.3. An aircraft known or believed to be in state of emergency,

including being subjected to unlawful interference or in aircraft
bomb threat, shall be given priority over other aircraft.

subjected to unlawful interference, take any necessary actions
as follow :
situation, then if there is positive indication that the

aircraft is in such situation, notify Seahorse Airport
Manager, other ATS authorities, operator, designated
security authority;
b) transmit and continue to transmit, information pertinent to

the safe conduct of flight, without reply from the aircraft;
d) inform other aircraft with the existing situation;
e) inform and continue to keep informed, appropriate ATS

units;
f) relay appropriate message, relating to the circumstances

associated with unlawful interference, between the
aircraft and designated authorities.
2.8. 3.1. If you are in communication with an aircraft believed to be in

actions as follow :

situation, then if there is positive indication that the
aircraft is in such situation, notify Seahorse Airport
Manager, other ATS authorities, operator, designated
security authority;
b) take or bring the aircraft to the designated isolated

parking area (IPA) in accordance with local instructions
(see attachment 2 on page 223);
2.8.4. Emergency descent
Upon receipt of advice that an aircraft is making emergency
descent through other traffic, all possible action should be

taken immediately to safeguard all aircraft concerned. When
deemed necessary, SHE APP should immediately broadcast
by means of the appropriate radio aids, or if not possible,
request the appropriate communication stations immediately
to broadcast an emergency message.
2.8.4.1. The possible actions should be taken into consideration such

as :
a) make sure that the expected flight path of aircraft

experiencing emergency descent will clear of traffic;
b) instruct other aircraft to keep away from the track which

will be flown by emergency aircraft using the example of
phraseology : ALL AIRCRAT ON WHISKEY ONE ONE
BELOW 10,000 FEET AVOID WHISKEY ONE ONE 20
NM TO THE LEFT [or RIGHT] MAINTAIN PRESENT
ALTITUDE DUE TO ONE B-747 EXECUTING
EMERGENCY DESCENT FROM FL 250 TO 3,000
FEET;
c) monitor the maneouver of emergency aircraft (position,

level, time, etc.)
d) recall other aircraft to resume their flight after obtaining

the assurance that the emergency aircraft has passed
initial approach level and on final approach to land;
e) coordinate with SHE TWR and other relevant units.
Note.— It is axiomatic that an aircraft which is experiencing

emergency is unable to be instructed to climb, maintain or
other unnecessary maneuver. It is therefore, the only
maneuver which can be done is subject to the pilot decision.
2.8.5.1. As soon as it is known that two-way communication has

failed, action shall be taken to ascertain whether the aircraft
is able to receive transmission from the SHE APP or not.

instruction but SHE APP is still able to read any transmission
from the pilot, it indicates that the aircraft is experiencing
receiver failure. In this situation SHE APP shall take the
following actions :
a) clear other aircraft to avoid the route and/or altitude to

be flown by aircraft experiencing radio receiver failure, as
necessary;
b) when information is received from the aircraft

experiencing radio receiver failure that it has passed any
altitude/level, recall other aircraft which occupies the
altitude/level to return to original route;
c) when information is received from the aircraft

experiencing radio receiver failure that it has established
visual contact, inform SHE TWR about the conditions,
and handle other aircraft appropriately.
2.8.5.3. On the contrary, if there is no pilot transmission as well as

pilot response to ATC instruction, it indicates that the aircraft
is experiencing transmitter failure or total radio failure. In this
situation, SHE APP shall clear other aircraft to avoid the route
and/or altitude to be flown by aircraft experiencing radio
failure.

between the aircraft having the communication failure and
other aircraft, based on the assumption that the aircraft will :
2.8.5.4.1. If in visual meteorological conditions :
a) continue to fly in visual meteorological conditions;
b) land at the nearest suitable aerodrome; and

c) report its arrival by the most expeditious means to SHE
APP.
2.8.5.4.2. If in instrument meteorological conditions
a) maintain the last assigned speed and level to BTF

VOR/DME or other clearance limit as specified by SHE
APP (see again 3.4.1.1. and 3.4.1.2.) or minimum flight
altitude (MFA) if higher, for at least 20 minutes following
the aircraft’s failure to report its position over a
compulsory reporting point and thereafter adjust level
and speed in accordance with the filed flight plan;
b) proceed to BTF VOR/DME or SH NDB/LOC conform to

the previous instruction from SHE APP or BTF ACC,
when required to ensure compliance with c) below, hold
over BTF VOR/DME or SHNDB/LOC until
commencement of descent;
c) commence descent from BTF VOR/DME or SH

NDB/LOC at, or as close as possible to, the EAT) last
received and acknowledge; or, if no EAT has been
received and acknowledge, at or as close as possible to,
the ETA resulting from the current flight plan;
d) complete a normal instrument approach procedure as

specified for BTF VOR/DME or SH NDB/LOC; and
e) land, if possible, within 30 minutes after the ETA or the

last acknowledge EAT, whichever is the later.
2.8.5.5. As soon as it is known that two-way communication has

failed, appropriate information describing the action taken by
SHE APP, or instructions justified by any emergency
situation, shall be transmitted blind for the attention of the
aircraft concerned, on the frequencies available on which the

aircraft is believed to be listening, including the voice
frequencies of available radio navigation or approach aids.
Information shall also be given concerning meteorological
conditions at suitable aerodromes.
2.8.5.6. Pertinent information shall be given to other aircraft in the

vicinity of the presumed position of the aircraft experiencing
the failure.
2.8.5.7. As soon as it is known that an aircraft which is operating in

SHE CTR is experiencing an apparent radio communication
failure, SHE APP shall forward information concerning the
radio communication failure to SHE TWR, or BST INFO
(Brightstar AFIS Unit) or TGF INFO (Tigerfort AFIS Unit) in
whose area the destination aerodrome is located.
2.8.5.8. If circumstances indicate that a controlled flight experiencing

a communication failure might proceed to (one of) the
alternate aerodrome(s) specified in the filed flight plan, the
ATS unit(s) serving the alternate aerodrome(s) and any other
ATS unit(s) that might be affected by a possible diversion
shall be informed of the circumstances of the failure and
requested to attempt to establish communication with the
aircraft at a time when the aircraft could possibly be within
communication range.
a) the ETA furnished by the pilot;
b) the ETA calculated by SHE APP; or
c) the last acknowledged EAT,
2.8.5.10. whichever is latest, pertinent information concerning the

aircraft shall be forwarded to aircraft operators, or their
designated representatives, and pilots-in-command of any
aircraft concerned and normal control resumed if they so
desire. It is the responsibility of the aircraft operators, or their

designated representatives, and pilot-in-command of aircraft
to determine whether they will resume normal operations or
take other action.
2.8.5.11. Action taken to ensure suitable separation shall cease to be

based on the assumption stated in 2.8.5.4. when :
a) it is determined that the aircraft is following a procedure

differing from that in 2.8.5.4.; or
b) through the use of electronic or other aids, SHE APP

determine that action differing from that required by
2.8.5.4. may be taken without impairing safety; or
c) positive information is received that the aircraft has

landed.
2.8.6. Assistance to VFR flights
2.8.6.1. Strayed VFR flights or VFR flights encountering adverse

meteorological conditions
Note.— A strayed aircraft is an aircraft which has deviated

significantly from its intended track or which reports that it is
lost.
2.8.6.2. A VFR flight reporting that it is uncertain of its position or lost,

or encountering adverse meteorological conditions, should be
considered to be in a state of emergency and handled as
such. SHE APP shall, under such circumstances,
communicate in a clear, concise and calm manner and care
shall be taken, at this stage, not to question any fault or
negligence that the pilot may have committed in the
preparation or conduct of the flight. Depending on the
circumstances, the pilot should be requested to provide any of
the following information considered pertinent so as to better
provide assistance :
a) aircraft flight conditions;
b) position (if known) and level;
c) airspeed and heading since last known position, if

pertinent;
d) pilot experience;
e) navigation equipment carried and if any navigation aid

signals are being received;
f) departure and destination aerodromes;
g) number of persons on board;
h) endurance.
2.8.6.3. If communications with the aircraft are weak or distorted and

reporting difficulty in maintaining or unable to maintain VMC,
the pilot should be suggested to climb to minimum flight
altitude of the area.
2.8.6.4. If the position of the aircraft has been established with a

sufficient degree of probability, a track or heading, or a climb,
may be suggested to bring the aircraft to a safe level.
2.8.6.5. The pilot should be provided with reports and information on

suitable aerodromes in the vicinity where visual
meteorological conditions exist.
2.8.6.6. When providing assistance in adverse meteorological

conditions, the primary objective should be to bring the aircraft
into VMC as soon as possible.
Note 1.— The possibility of a VFR flight becoming strayed as

a result of encountering adverse meteorological conditions
must be recognized.
Note 2.— SHE APP should endeavour to make close

coordination with Meteorological Office to ensure the existing
weather conditions in the area.
2.8.7.1. Strayed or unidentified aircraft
Note 1.— The terms “strayed aircraft” and “unidentified

aircraft” in this paragraph have the following meanings:
a. Strayed aircraft : An aircraft which has deviated

significantly from its intended track or which reports that it
is lost.
b. Unidentified aircraft : An aircraft which has been reported

to be operating in a given area but whose identity has not
been established.
Note 2.— An aircraft may be considered, at the same time, as

a “strayed aircraft” by one unit and as an “unidentified aircraft”
by another unit.
Note 3.— A strayed or unidentified aircraft may be suspected

as being the subject of unlawful interference.
2.8.7.1.1. As soon as SHE APP becomes aware of a strayed aircraft, it

shall take all necessary steps as outlined in 2.8.7.1.1. a) and
b) to assist the aircraft and to safeguard its flight.
a) If the aircraft’s position is not known, SHE APP shall:

3) inform other SHE TWR/BTF ACC into whose area the

aircraft may have strayed or may stray, taking into
account all the factors which may have affected the
navigation of the aircraft in the circumstances;

appropriate military units and provide them with
pertinent flight plan and other data concerning the
strayed aircraft;
5) request from the units referred to in 3) and 4) and

from other aircraft in flight every assistance in
establishing communication with the aircraft and
determining its position.
b) When the aircraft’s position is established, SHE APP shall:
1) advise the aircraft of its position and corrective action

to be taken; and
2) provide, as necessary, other ATS units and

appropriate military units with relevant information
concerning the strayed aircraft and any advice given
to that aircraft.
2.8.7.2. As soon as SHE APP becomes aware of an unidentified

aircraft in SHE CTR, it shall endeavour to establish the identity
of the aircraft whenever this is necessary for the provision of
air traffic services or required by the appropriate military
authorities in accordance with locally agreed procedures.
2.8.7.2.1. SHE APP shall, as necessary, inform the appropriate military

unit as soon as the identity of the aircraft has been
established.
2.8.7.3. Should SHE APP consider that a strayed or unidentified

aircraft may be the subject of unlawful interference, the
appropriate authority designated by the State shall
immediately be informed, in accordance with locally agreed

procedures.
2.8.8.1. As soon as SHE APP learns that an aircraft is being

intercepted in SHE CTR, it shall take such of the following
steps as are appropriate in the circumstances :

emergency frequency 121.5 MHz, unless such
communication already exists;
b) inform the pilot of the intercepted aircraft of the

interception;
c) establish contact with the intercept control unit

maintaining two-way communication with the
intercepting aircraft and provide it with available
information concerning the aircraft;

necessary;
e) in close coordination with the intercept control unit take all

necessary steps to ensure the safety of the intercepted
aircraft; and
f) inform BTF ACC if it appears that the aircraft has strayed

from BTF CTA.
2.8.8.2. As soon as SHE APP learns that an aircraft is being

intercepted outside SHE CTR, it shall take such of the
following steps as are appropriate in the circumstances :
a) inform BTF ACC in which the interception is taking place,
providing this unit with available information that will

assist in identifying the aircraft and requesting it to take
action in accordance with 3.6.8.2.;
b) relay messages between the intercepted aircraft and the

appropriate ATS unit, the intercept control unit or the
intercepting aircraft.
2.8.9. Fuel dumping
2.8.9.1. General
2.8.9.1.1. An aircraft in an emergency or other urgent situation may

need to dump fuel so as to reduce to maximum landing mass
in order to effect a safe landing.
2.8.9.1.2. When an aircraft operating within SHE CTR needs to dump

fuel, the flight crew shall advise SHE APP then SHE APP
inform BTF ACC for airspace reservation. SHE APP should
then coordinate with the flight crew the following :
a) the route to the designated fuel dumping area;
b) the minimum level to be used is 6,000; and
c) the duration of the fuel dumping.
d) Inform BTF ACC the last position and the expected route
to be flown by aircraft.
2.8.9.1.3. Designated area for fuel dumping
2.8.9.1.3.1. The ATS Authority of Batfish has designated an area fo fuel

dumping with the following data :
a) Lateral limit : an area within radius of 25 NM centred

at a point DUMPY (05°28’02.28”S;
105°51’37.80”E) that located on radial
310° at a distance of 65 NM from BTF

VOR/DME (see CTA chart on
attachment 8 on page 230);
b) Vertical limit : - upper limit : 14,000 feet
- lower limit : 6,000 feet
2.8.9.1.3.2. When an aircraft that needs to dump fuel has been operating
within SHE CTR, it shall be cleared to dump his/her fuel at the
designated area. SHE APP shall advise BTF ACC about the
condition.
2.8.9.2. Separation
2.8.9.2.1. Other known traffic should be separated from the aircraft

dumping fuel by :
2.8.9.2.2. a) at least 19 km (10 NM) horizontally, but not behind the

aircraft dumping fuel;
b) vertical separation if behind the aircraft dumping fuel

within 15 minutes flying time or a distance of 93 km (50
NM) by:
1) at least 300 m (1,000 ft) if above the aircraft dumping

fuel; and
2) at least 900 m (3,000 ft) if below the aircraft dumping

fuel.
Note.— The horizontal boundaries of the area within which

other traffic requires appropriate vertical separation extend for
19 km (10 NM) either side of the track flown by the aircraft
which is dumping fuel, from 19 km (10 NM) ahead, to 93 km
(50 NM) or 15 minutes along track behind it (including turns) -
see figure 33 on page 136.
2.8.9.3. Communications
2.8.9.3.1. Ask the flight crew to contact BTF ACC for further instruction
before proceeding to the designated fuel dumping area.
R
R
R = RADIUS = 10 NM
15 MINUTES (50 NM)

12,000 FT
11,000 FT
10,000 FT
9,000 FT
8,000 FT
DUMPING FUEL AIRCRAFT
7,000 FT
6,000 FT
Figure 33. Vertical and horizontal separation between

aircraft executing fuel dumping and other aircraft
2.8.9.4. Information to SHE TWR and non-controlled traffic
2.8.9.4.1. A warning message shall be broadcast on appropriate

frequencies for non-controlled traffic to remain clear of the area
concerned.
2.8.10.1.1. General
2.8.10.1.2. ATC contingencies related to communications, i.e.
circumstances preventing a controller from communicating with

aircraft under control, may be caused by either a failure of
ground radio equipment, a failure of airborne equipment, or by
the control frequency being inadvertently blocked by an aircraft
transmitter. The duration of such events may be for prolonged
periods and appropriate action to ensure that the safety of
aircraft is not affected should therefore be taken immediately.
2.8.10.1.2. Ground radio failure
2.8.10.1.2.1. In the event of complete failure of the ground radio equipment

used by SHE APP, the controller shall :
(1) where aircraft are required to keep a listening watch

on the emergency frequency 121.5 MHz, attempt to
establish radio communications on that frequency;
(2) without delay inform SHE TWR and BTF ACC, as

applicable, of the failure;
(3) appraise SHE TWR and BTF ACC of the current traffic
situation;
(4) if practicable, request their assistance, in respect of aircraft

which may establish communications with those positions
or units, in establishing separation between and
maintaining control of such aircraft; and
(5) ask BTF ACC to hold or re-route all controlled flights

outside SHE CTR until such time that the provision of
normal services can be resumed.
2.8.10.1.3. Blocked frequency
2.8.10.1.3.1. In the event that the control frequency is inadvertently blocked

by an aircraft transmitter, the following additional steps should
be taken :

should be made to establish communication with that
aircraft, e.g. on the emergency frequency 121.5 MHz,
through the aircraft operator’s company frequency if
applicable, on any VHF frequency designated for air-to-air
use by flight crews or any other communication means or, if
the aircraft is on the ground, by direct contact;

frequency.
2.8.10.1.4. Unauthorized use of SHE APP frequency
2.8.10.1.4.1. Instances of false and deceptive transmissions on SHE APP

occasionally occur. In the event of such occurrences, SHE APP
concerned should :
a) correct any false or deceptive instructions or clearances

which have been transmitted;
b) advise all aircraft on the affected frequency(ies) that false

and deceptive instructions or clearances are being
transmitted;


and

transmitted.
2.8.10.1.4.2. Flight crews shall challenge or verify with SHE APP any
2.8.10.1.4.3. When the transmission of false or deceptive instructions and

2.8.11. Other ATC contingency procedures
2.8.11.1. Emergency separation
2.8.11.1.1. During emergency situation, there will be possibility that the

standard separation minima can be maintained, therefore, SHE
APP may apply vertical emergency separation of 150 m (500 ft)
temporarily until the applicable horizontal separation.
2.8.11.1.2. When emergency separation is applied the flight crews

concerned shall be advised that emergency separation is being
applied and informed of the actual minimum used. Additionally,
all flight crews concerned shall be provided with essential traffic
information.
2.8.11.2. Procedures in regard to aircraft equipped with airborne collision

avoidance systems (ACAS)
2.8.11.2.1. The procedures to be applied for the provision of air traffic

services to aircraft equipped with ACAS shall be identical to
those applicable to non-ACAS equipped aircraft. In particular,
the prevention of collisions, the establishment of appropriate
separation and the information which might be provided in
relation to conflicting traffic and to possible avoiding action shall
conform to the normal SHE APP procedures.
2.8.11.2.2. When a pilot reports an ACAS resolution advisory (RA), the

controller shall not attempt to modify the aircraft flight path until
the pilot reports “Clear of Conflict”.
2.8.11.2.3. Once an aircraft departs from its ATC clearance or instruction in

compliance with an RA, or a pilot reports an RA, the controller
ceases to be responsible for providing separation between that
aircraft and any other aircraft affected as a direct consequence
of the manoeuvre induced by the RA. The controller shall
resume responsibility for providing separation for all the affected
aircraft when :
a) the controller acknowledges a report from the flight crew

that the aircraft has resumed the current clearance; or
b) the controller acknowledges a report from the flight crew

that the aircraft is resuming the current clearance and
issues an alternative clearance which is acknowledged by
the flight crew (see figure 34 below).
Note .— Pilots are required to report RAs which require a deviation

from the current ATC clearance or instruction. This report informs
SHE APP that a deviation from clearance or instruction is taking place
in response to an ACAS RA.
CLIMB CLEAR OF
CLIMB CONFLICT
COLLISION IS
PREDICTED
TRAFFIC NO ATC INTERVENTION AMENDMENT CLR/INST
TRAFFIC
COLLISION
POINT
COLLISION IS
PREDICTED
TRAFFIC
AMENDMENT CLR/INST NO ATC INTERVENTION TRAFFIC
CLEAR OF DESCEND
TRAFFIC DESCEND
Figure 34. Two aircraft are induced by resolution advisory (RA)
2.8.11.2.4. ACAS can have a significant effect on ATC. Therefore, the

performance of ACAS in the ATC environment should be
monitored.
2.8.11.2.5. Following a significant ACAS event, pilots and controllers should

complete an air traffic incident report.
Note .— The phraseology to be used by controllers and pilots is

contained in attachment 31 on page 325.
2.8.12.1. SHE APP may instruct an aircraft to change its type of RTF call
more aircraft RTF call sign is such that confusion is likely to
occur.
shall be applicable only within SHE CTR.
2.8.12.3. To avoid confusion, SHE APP should, if appropriate, identify the

aircraft which will be instructed to change its call sign by
referring to its position and/or level.
2.8.12.4. When SHE APP changes the type of call sign of an aircraft,
SHE APP shall ensure that the aircraft reverts to the call sign
indicated by the flight plan when the aircraft is transferred to
SHE TWR or BTF ACC, except when the call sign change has
been coordinated between SHE APP and BTF ACC.
2.8.12.5. SHE APP shall advise the aircraft concerned when it is to revert
a) engine shut-down or damage (either single or multi);
b) smoke or fire in the cockpit;
c) engine cut-off by automatic fire extinguisher;
d) creating cabin pressurization, loss of altitude or need to land

at the nearest aerodrome;
e) executing emergency landing; or
f) blocks the runway;
g) great activities in the cockpit;
h) passenger evacuation may be necessary;
i) panic ness of passenger;
j) land at other aerodrome.
a) ask the flight crew whether the dangerous good on board

and number of persons on board;
b) inform the aerodrome conditions;
c) offer land not into the wind;
e) clear the flight path in accordance with the existing

procedures;
f) coordinate with SHE TWR to :
1) prepare for emergency procedure in accordance with

the standard operating procedure (SOP);
2) prepare GSE (towing equipment);
3) prepare lighting facilities (runway and approach light);
4) coordinate with FFS;
g) inform Brightstar and Tigerfort aerodrome;
h) if the aircraft land at Brightstar ord Tigerfort, record the last

the condition of such aircraft;
i) report to OPR/designated representative;

of engine :
b) creates the pressurization problem;
c) executing fuel dumping;
d) executing emergency landing
e) great activities in the cockpit;
f) deviation from SID;
g) executing steep descent;
h) route deviation;

procedures;
f) coordinate with SHE TWR to :

g) inform Brightstar and Tigerfort aerodrome upon the

situation;
h) if the aircraft land at Brightstar or Tigerfort, record the last

b) evacuation of passengers;
c) blocks the runway;
e) route deviation;
f) the influency of communication (due to oxygen masker);
g) panic ness of passenger;
h) injury of passenger or flight crew.

f) offer the aircraft to land not into the wind;
g) clear the flight path in accordance with the existing

procedures;

i) coordinate with SHE TWR to :

j) in form Brightstar and Tigerfort aerodrome upon the

situation;
k) if the aircraft land at Brightstar or Tigerfort, record the last

2.9.4. Bird strike
d) failed to land;
e) return to base;
f) poor or limited visibility.

properly;
b) give the permission to extend downwind, if requested;
c) check the runway condition;
e) coordinate with SHE TWR to :

g) coordinate with the FFS and Security Units.
c) tire explosion;
a) inform the aerodrome conditions;
b) coordinate with SHE TWR to :

c) coordinate with the operator for standbying of aircraft

technician.
2.9.6. Gear problem

runway;
b) coordinate with SHE TWR to :

c) coordinate with BTF ACC in case of aircraft executing fuel

dumping;
d) coordinate with the operator for standbying of aircraft

technician.
e) limited readbacks
h) the possibility of subsequent engine failure;

runway;
b) inform the facilities which may be available;
c) coordinate with SHE TWR to :

4) coordinate with FFS.
d) coordinate with BTF ACC in case of aircraft executing fuel

dumping;
e) coordinate with the operator for standbying of aircraft

technician.

system, flaps, etc;
a) ask the flight crew whether the dangerous good on board ;
b) ask the number of persons on board;
c) inform the aerodrome conditions, including the length of

runway;
d) coordinate with SHE TWR to :

e) coordinate with BTF ACC in case of aircraft executing fuel

dumping;
f) coordinate with the operator for standbying of aircraft

technician.

emergency or ambulance/aircraft carrying seriously injured
person or aircraft engage in SAR oepration.
2.10.2. When necessary to close the aerodrome for VIP,

EXPECTED DELAY NOTAM shall be issued that define that
the closure of aerodrome as from 30 minutes before departure
until 15 minutes after departure fo VIP flight.
2.10.3. For anticipating the possibility of wrong handling of VIP flight

and enhancing situational awareness, VIP flight shall use the
following call sign :
2.10.4. Separation between VIP flight and other traffic shall be similar to
the existing criteria except for vertical is 2,000 feet.
2.10.5. For the purpose of regularity and efficiency, close coordination

is needed between SHE APP and other units involved in
handling VIP operation.

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

Vice President.
2.10.7. In case the President or the Vice President flies using the
regular flight (which is not exclusively stated as VIP flight), such
flight shall be handled as appropriate with the extra-caution and
close coordination and other units involved in handling VIP
operation is still necessary.

specifically related to the provision of air traffic services
involving such occurrences as aircraft proximity (AIRPROX) or
other serious difficulty resulting in a hazard to aircraft, caused
by, among others, faulty procedures, non-compliance with



from surveillance control to non-surveillance control (due to
unserviceable/malfunction) where separation of 5 NM must be
changed into non-surveillance separation (based on time or
vertical). Another example when there is an aircraft executing
emergency descent, etc.
2.11.2.3. No risk of collision : the risk classification of an aircraft proximity

in which no risk of collision has existed. Example of this
less than prescribed minima. Another example when the
separation between aircraft is less than minima but both aircraft
fly away one to each other, etc.
2.11.2.4. Risk not determined : the risk classification of an aircraft

proximity in which insufficient information was available to
determine the risk involved, or inconclusive or conflicting

evidence precluded such determination. Example of this
classification such as unidentified or strayed aircraft entering an
area of jurisdiction of an ATC Unit. Another example when the
conditions of visibility which prevent the aerodrome control
tower from applying visual separation between aircraft, and
between aircraft and vehicles operate on the manoeuvring area.

--- oOo ---
CHAPTER III
BATFISH AREA CONTROL PROCEDURE
3.1. GENERAL
3.1.1. Batfish Area Control Centre (BTF ACC), provides :
a) area control service;
c) alerting service
to controlled flights operate within BTF CTA.
3.1.2. BTF ACC provides separation (standard as well as local) between :
a) controlled flights that have been released by SHE APP until

the flights cross BTF CTA boundary;
b) controlled flights that have been transferred by the adjacent

ACC or FIC until the flights are released to SHE APP.
3.2. FACILITIES, SERVICES AND PROCEDURE
3.2.1. ATC Unit Identification : BATFISH CONTROL (BTF ACC);

Radio Frequency : 126.0 MHz.
3.2.2. Airspace dimension (see attachment 8 on page 230)
3.2.2.1. Batfish Control Area (BTF CTA)
a) lateral limit : PAPAH (03°12’44.64’’S;105°14’45.24’’E),

thence along an arc of the circle with
radius of 200 NM centered at Radar Head
Seahorse (06°12’44.64’’S; 105°14’45.24’’E),

QUEBEC (4°31'10.92"S 109°32'19.32"E),
ROMEO (07°55’43.32’’S; 109°32'19.32"E)
thence along an arc of the circle with
radius of 200 NM centered at Radar Head
Seahorse to PAPAH (03°12’44.64’’S;
105°14’45.24’’E).
b) vertical limit : 1) upper limit : FL 460
2) lower limit : 6,000 ft except above

SHE CTR is 10,000 ft.
3.2.2.2. Prohibited Area (SAP-2) Battlefield Air Force Base (BTF AFB)
a) lateral limit : a circle with radius of 20 NM centered at

AB NDB (06°14’46.32’’N;104°43’23.16’’E)
b) vertical limit : 1) upper limit : UNLIMITED
2) lower limit : ground/water
3.2.2.3. Designated area for fuel dumping
a) lateral limit : an area within radius of 25 NM centred at

a point DUMPY (05°28’02.28”S;
105°51’37.80”E) that located on radial
310° at a distance of 65 NM from BTF
VOR/DME;
b) vertical limit : 1) upper limit : 14,000 ft.
2) lower limit : 6,000 ft.
3.2.3. Navigation aids and reporting points :
Navigation aids and fixes within BTF CTA (see table 8 on page
158).
Table 8
Navigation aids and fixes within BTF CTA
Hour of Location
Type of fix ID Freq Remarks
ops (coordinates)
1 2 3 4 5 6
06°09’48.96”S, For IAP runway 16R/
VOR/DME BTF 113.3 H – 24
106°41’25.44”E clearance limit for ARR
06°23'11.76"S,
LOC SH 320 H – 24 For IAP runway 34L
106°45'46.44"E
06°26'33.36"S,
NDB BT 370 H – 24 Holding/feeder point
106°29'58.56"E
06°09’48.96”S,
NDB TF 380 H – 24 Holding/feeder point
107°05'12.48"E
06°09’48.96”S, Transfer point (CTA
NDB WP 355 H – 24
103°20’29.40”E west boundary)
06°09’48.96”S, Transfer point
NDB SW 360 H – 24
103°20’29.40”E (southwest)
NDB ET 345 H – 24 06°09’48.96”S, Transfer point (CTA east
109°32’19.32”E boundary)
06°14’46.32”S, Indonesian Air Force
NDB AB 365 H – 12
104°43’23.16’’E Base
06°18'44.64'' S Precision Approach
ILS ISHE 110.5 H – 24
106°44'45.96'' E Cat. I for runway 34L
06°09’48.96”S Reporting point (CTR
FIX AMBER - -
106°00'41.76"E west boundary)
05°34'24.24"S Reporting point (CTR
FIX BURSA - -
106°31'56.28"E north boundary)
05°46'07.32”S Reporting point (CTR
FIX COMET - -
107°09’39.60”E northeast boundary)
FIX DORIN - -
107°19'11.28”E southeast boundary)
FIX ECTOR - -
106°39’45.72”E south boundary)
06°09’48.96”S
FIX PRADA - - Reporting point en-route
104°58'42.24" E
02°59'47.40" S
FIX AMINA - - Reporting point en-route
106°00'39.96" E
02°34’34.68”S Reporting point (CTA
FIX NIKEL - -
105°50'30.48”E north boundary)
04°57'22.32”S
FIX ARDEE - - Reporting point en-route
108°07'45.48”E
07°01'12.00”S
FIX CANEE - - Reporting point en-route
109°01'37.20”E
07°18'48.24”S
FIX RANEE - - Reporting point en-route
108°51'06.12”E
1 2 3 4 5 6
FIX GOLAN - -
109°32’19.32”E southeast boundary)
FIX SIMON - -
107°35’12.84”E south boundary)
07°36'50.04"S
FIX MAHAR - - Reporting point en-route
106°55'33.24"E
08°48'57.96”S Reporting point (CTA
FIX SANDY - -
104°34'41.88”E southwest boundary)
3.3. GENERAL PROCEDURES
3.3.1. Except when traffic conditions permit authorization of cruise

climb, BTF ACC shall normally authorize only one level for an
aircraft beyond BTF CTA.
Note.— Traffic condition permit means that the aircraft

executing cruise climb will not prevent controller to do the
control of traffic properly because cruise climb needs relative
long time to change from one level to another (using low rate of
climb).
3.3.2. Aircraft authorized to employ cruise climb techniques shall be

cleared to operate between two levels or above a level.
Example phraseology for cruise climb :
a) [ACID] CRUISE CLIMB BETWEEN 10,000 [FEET] AND

FL 190
b) [ACID] CRUISE CLIMB ABOVE FL 130
3.3.3. If it is necessary to change the cruising level of an aircraft

operating along an established ATS route extending partly
within and partly outside BTF CTA and where the respective
series of cruising levels are not identical, the change shall,
whenever possible, be effected within BTF CTA.
3.3.4. When an aircraft has been cleared into NTR CTA or SGL CTA
at a cruising level which is below the established minimum
cruising level for a subsequent portion of the route, BTF ACC

should issue a revised clearance to the aircraft even though the
pilot has not requested the necessary cruising level change.
3.3.5. An aircraft may be cleared to change cruising level at a

specified time, place or rate.
3.3.6. In so far as practicable, cruising levels of aircraft flying to

the same destination shall be assigned in a manner that will be
correct for an approach sequence at destination (see figure 35
below).
4 3
2
CTA CTA
1
A B
Figure 35. Correct for an approach sequence at destination
3.3.7. An aircraft at a cruising level shall normally have priority over

other aircraft requesting that cruising level. When two or more
aircraft are at the same cruising level, the preceding aircraft shall
normally have priority (see figure 36 on page 159).
3.4. ARRIVAL PROCEDURES
3.4.1. Clearance limit
3.4.1.1. At the first contact to BTF ACC :
a) all incoming aircraft with the SHE APT as aerodrome of

destination shall be cleared to BTF VOR/DME as the
clearance limit, except when BTF ACC obtains information
from SHE APP that the runway-in-use for landing is 34L, after
coordination with SHE APP, BTF ACC may reclear the
arriving aircraft to SH NDB/LOC via BT/TF NDB or hold over
BT/TF NDB;
ACFT : REQUEST FL 170

ATC : NEGATIVE DESCEND TO FL 190 …ETC.
FL 170
ACFT : REQUEST FL 170

ATC : NEGATIVE CLIMB TO FL 150 …ETC.
Figure 36. Aircraft at a cruising level priority has priority over

other aircraft requesting that cruising level
Note.— For the purpose of separating traffic and/or efficiency,

arriving aicraft from :
1. AMBER, BURSA, COMET and TF NDB may be cleared

to SH NDB via BTF VOR/DME.
2. MAHAR/SIMON may be cleared to SH NDB via ECTOR.
3. CANEE/GOLAN may be cleared to SH NDB via DORIN.
b) all incoming aircraft with Brightstar as aerodrome of

destination shall be cleared to BT NDB as the clearance limit;
c) all incoming aircraft with Tigerfort as aerodrome of destination

shall be cleared to TF NDB as the clearance limit;
3.4.2. Route of flight
3.4.2.1. Diversionary routing (for separation) at low levels shall be
informed to SHE APP.

3.4.3. Level
3.4.3.1. The level at which aircraft can be cleared to descend shall be

coordinated with SHE APP (for obtaining vacant level
information).
Note.— Vacant level is assigned for holding fix and reserved for
any aircraft that come first and not for particular aircraft. It is
therefore, SHE APP will not give vacant level for particular aircraft
but vacant level at BT NDB/TF NDB.
3.4.4. Separation
3.4.4.1. Vertical separation
The vertical separation minimum shall be a nominal 300 m (1,000

feet) below FL 290 and a nominal 600 m (2,000 feet) at or above
FL 290.
Note.— See again the description of lateral separation in

2.5.2.1.1. on page 100 up to 2.5.2.1.4. on page 104 and figure 16
oage 101 up to figure 21 on page 104.
3.4.4.2. Longitudinal separation
3.4.4.2.1. In applying a time or distance-based longitudinal separation

minimum between aircraft following the same track, care shall be
exercised to ensure that the separation minimum will not be
infringed whenever the following aircraft is maintaining a higher
airspeed than the preceding aircraft. When aircraft are expected
to reach minimum separation, speed control shall be applied to
ensure that the required separation minimum is maintained.
3.4.4.2.2. Longitudinal separation may be established by requiring aircraft :
a) to depart at a specified time (see figures 37, 38 and 39 on

page 161);
9000 FT
D
8000 FT
5’/10’ E
ATC : D TAKE-OFF AT OR AFTER (time)
Figure 37. Longitudinal separation by requiring aircraft to depart

at a specified time (same track and crossing behind)
10’ 10’
9000 FT
8000 FT E
D
ATC : D TAKE-OFF AT OR AFTER (time)

at a specified time (reciprocal track crossing behind)
9000 FT
D
8000 FT
E
10’ 10’
ATC : D TAKE-OFF AT OR BEFORE (time)

at a specified time (reciprocal track crossing ahead)
b) to arrive over a geographical location at a specified time (see

figure 40 on page 162); or
JAL 612 CPA 101
BTO VOR
JAL 612 CROSS BTO AT OR AFTER 0623 0613
Figure 40. Longitudinal separation by requiring aircraft to arrive

over a geographical location at a specified time
c) to hold over a geographical location until a specified time (see

figure 41 below).
CPA 101
OW NDB
JAL 612
CPA 101 LEFT

OW NDB AT 0644
JAL 612 HOLD OVER OW (NDB) UNTIL 0654
Figure 41. Longitudinal separation by requiring aircraft to hold

over a geographical location until a specified time
3.4.4.2.3. For the purpose of application of longitudinal separation, the

terms same track, reciprocal tracks and crossing tracks shall have
the following meanings :
a) Same track : same direction tracks and intersecting tracks or

portions thereof, the angular difference of which is less than
45 degrees or more than 315 degrees, and whose protected
airspaces overlap (see figure 42 on page 163).
b) Reciprocal tracks : opposite tracks and intersecting tracks or

portions thereof, the angular difference of which is more than
135 degrees but less than 225 degrees, and whose protected
airspaces overlap (see figure 43 below).
< 45°
> 315°
Figure 42. Same track criterion
> 135°
< 225°
Figure 43. Reciprocal tracks criterion
c) Crossing tracks : intersecting tracks or portions thereof other

than those specified in a) and b) above (see figure 44 on page
164).
45° TO 135°
225° TO 315°
Figure 44. Crossing tracks criterion
3.4.4.2.4. There three kinds of longitudinal separation :
3.4.4.2.4.1. Longitudinal separation based on time (time-based separation)

that may be applied based on position information and estimates
derived from voice reports. The standard longitudinal separation
minima applicable within BTF CTA are :
a) Aircraft maintaining the same level and flying on the same track :
1) 10 minutes (see figure 45 (a) on page 165); or
2) 5 minutes, provided that the preceding aircraft is

maintaining a true airspeed of 37 km (20 knot) or more
faster than the succeeding aircraft; and
(a) between aircraft that have departed from the same

aerodrome; or
(b) between en-route aircraft that have reported over the

same exact significant point; or
(c) between departing and en-route aircraft after the en-

route aircraft has reported over a fix that is so located
in relation to the departure point as to ensure that five-
minute separation can be established at the point the
departing aircraft will join the air route (see on page 45
(b) below); or
3) 3 minutes for the same track, provided that the preceding

aircraft is maintaining a true airspeed of 74 km (40 knot)
or more faster than the succeeding aircraft (see on page
45 (c) below).
10’
NAV AID NAV AID
(a)
5’ 3’
AD/RP
AD/RP  40 KT
 20 KT
FASTER FASTER
(b) (c)
Figure 45. Longitudinal separation between aircraft maintaining

at the same level and flying on the same track
b) Aircraft maintaining the same level and flying on the crossing

tracks : 10 minutes (see figure 46 on page 166);
c) Aircraft climbing or descending and flying on the same track :
1) 10 minutes while vertical separation does not exist (see

figure 47 and 48 on page 166); or
2) 5 minutes while vertical separation does not exist,

provided that the level change is commenced within 10
minutes of the time the second aircraft has reported over

an exact reporting point (see figure 49 and 50 on page
167).
NAV AID
10’
NAV AID
NAV AID
Figure 46. Longitudinal separation between aircraft flying

at the same level and on crossing tracks
FL 260
FL 250
10 MIN 10 MIN
FL 240
10 MIN
Figure 47. Ten-minute separation between aircraft descending

and on same track (crossing behind)
FL 260
FL 250
10 MIN
10 MIN
FL 240
10 MIN
Figure 48. Ten-minute separation between aircraft climbing

and on same track (crossing ahead)
FL 260
10 MIN
FL 250
5 MIN 5 MIN
FL 240
5 MIN
Figure 49. Five-minute separation between aircraft descending

and on same track (crossing ahead)
FL 260
FL 250
10 MIN
5 MIN FL 240
5 MIN
5 MIN
Figure 50. Five-minute separation between aircraft climbing

and on same track (crossing behind)
e) Aircraft climbing or descending and flying on crossing tracks :

10 minutes while vertical separation does not exist (see
figures 51 below and figure 52 on [page 168);
FL 260
FL 250
10 MIN 10 MIN
FL 240
10 MIN
Figure 51. Ten-minute separation between aircraft descending

and on crossing tracks
FL 260
FL 250
10 MIN
10 MIN
FL 240
10 MIN
Figure 52. Ten-minute separation between aircraft climbing

and on crossing tracks
(6) Aircraft on reciprocal tracks : vertical separation shall be

provided for at least ten minutes prior to and after the time the
aircraft are estimated to pass, or are estimated to have
passed (see figures 53 below and 54 on page 164). Provided
it has been determined that the aircraft have passed each
other, this minimum need not apply.
ESTIMATED TIME
OF PASSING
F250
10
F240
10
F230
F220
F210
Figure 53. Ten-minute separation between aircraft on

reciprocal tracks (crossing behind)
3.4.4.2.4.2. Longitudinal separation based on distance (distance-based

separation) using DME.
Note.— When the term on track is used in the provisions relating
to the application of longitudinal separation minima using DME, it

means that the aircraft is flying either directly inbound to or
directly outbound from the station (see figure 55 below) and the
term simultaneous DME reading means that distance
information from pilot shall be obtained at relatively same time. In
fact, it is impossible for controller to ask for distance to both pilots
simultaneously. It is therefore, this term is meant that controller
shall ask for distance of one aircraft as soon as possible after
obtaining distance from the other (see figure 56 on page 170).
ESTIMATED TIME
OF PASSING
F250
F240
F230
10 MIN 10 MIN
F220
F210
Figure 54. Ten-minute separation between aircraft on

reciprocal tracks (crossing ahead)
Figure 55. Aircraft on track DME and not on rack DME
a) Separation shall be established by maintaining not less than
specified distance(s) between aircraft positions as reported by

reference to DME in conjunction with other appropriate
navigation aids. Direct controller-pilot communication shall be
maintained while such separation is used;
FL160
FL150
FL140
Figure 56. Simultaneous reading of DME
b) Separation criteria :
1) Aircraft at the same cruising level and flying on the same

track :
(a) 37 km (20 NM), provided:
(1) each aircraft utilizes the same on-track DME

stations and separation is checked by obtaining
simultaneous DME readings from the aircraft at
frequent intervals to ensure that the minimum will
not be infringed (see figure 57 on page 171);
(b) 19 km (10 NM), provided:
(1) the leading aircraft maintains a true airspeed of 37

km/h (20 kt) or more faster than the succeeding
aircraft;
(2) each aircraft utilizes the same on-track DME

stations and separation is checked by obtaining
simultaneous DME readings from the aircraft (see
figure 57 below).
2 1
VOR/DME
S
S = 37 KM (20 NM) IF V1 > V2 : < 20 KTS

= 19 KM (10 NM) IF V1 > V2 : ≥ 20 KTS
Figure 57. DME-based separation between aircraft

on the same track and same level
2) Aircraft on crossing tracks
(a) The longitudinal separation prescribed 1) above shall

also apply provided each aircraft reports distance from
the station located at the crossing point of the tracks
and that the relative angle between the tracks is less
than 90 degrees (see figure 58 below).
SECOND AIRCRAFT NOT

TO BE INBOUND FROM
THE SHADED AREA
S = 37 KM (20 NM( IF V1 > V2 : < 20 KT VOR/DME

19 KM (10 NM) IF V1 > V2 : > 20 KT
Figure 58. DME-based separation between aircraft

on the crossing tracks and same level
3) Aircraft climbing or descending and flying on the same

track : 19 km (10 NM) while vertical separation does not
exist, provided :
(a) each aircraft utilizes on-track DME stations;
(b) one aircraft maintains a level while vertical separation

does not exist; and
(c) separation is established by obtaining simultaneous

DME readings from the aircraft (see figure 59 and 60
below).
FL 260
10 NM 10 NM
10 NM
FL 250
FL 240
Figure 59. 19 KM (10 NM) DME-based separation between

aircraft climbing on same track (crossing behind)
FL 260
10 NM 10 NM
10 NM
FL 250
FL 240
Figure 60. 19 KM (10 NM) DME-based separation between

aircraft descending on same track (crossing ahead)
Note 1.— To facilitate application of the procedure where a

considerable change of level is involved, a descending aircraft
may be cleared to some convenient level above the lower
aircraft, or a climbing aircraft to some convenient level below the
higher aircraft, to permit a further check on the separation that
will obtain while vertical separation does not exist.
Note 2.— The term “convenient level” in the previous paragraph

is between 1,000 feet and 4,000 feet and the most convenient
level is 1,000 feet (see figure 61 below)
FL190
FL180
FL170
FL160
FL150
FL140
FL130
FL120
FL110
FL100
FL090
FL080
FL070
FL060
FL050
FL040
FL030
Figure 61 The convenient level
4) Aircraft on reciprocal tracks. Aircraft utilizing on-track DME

may be cleared to climb or descend to or through the
levels occupied by other aircraft utilizing on-track DME,
provided that it has been positively established that the
aircraft have passed each other and are at least 10 NM
apart, or such other value as prescribed by the appropriate
ATS authority (see figure 62 on page 174).
Note.— With the above statement it is clear that DME-based

separation between aircraft descending on same track,
crossing ahead one to each other shall not be exercised.
FL160
10 NM
FL150
FL140
Figure 62. 19 KM (10 NM) DME-based separation between aircraft

descending on reciprocal tracks
3.4.4.2.4.3 Mach number technique (MNT)
a) Longitudinal separation minima with Mach number technique

based on time;
b) Turbojet aircraft shall adhere to the Mach number approved by

BTF ACC and shall request approval before making any
changes thereto. If it is essential to make an immediate
temporary change in the Mach number (e.g. due to
turbulence), BTF ACC shall be notified as soon as possible
that such a change has been made.
c) If it is not feasible, due to aircraft performance, to maintain the

last assigned Mach number during en-route climbs and
descents, pilots of aircraft concerned shall advise BTF ACC at
the time of the climb/descent request.
1) When the Mach number technique is applied and provided

that the aircraft concerned have reported over the same
reporting point and follow the same track or continuously
diverging tracks until some other form of separation is
provided; or
2) if the aircraft have not reported over the same reporting

point and it is possible to ensure, by radar or other means,
that the appropriate time interval will exist at the common
point from which they either follow the same track or
continuously diverging tracks;
d) minimum longitudinal separation between turbojet aircraft on

the same track, whether in level, climbing or descending flight
shall be :
1) 10 minutes; or
2) between 9 and 5 minutes inclusive, provided : the

preceding aircraft is maintaining a Mach number greater
than the following aircraft in accordance with the following
table:
(a) 9 minutes, if the preceding aircraft is Mach 0.02 faster

(b) 8 minutes, if the preceding aircraft is Mach 0.03 faster

(c) 7 minutes, if the preceding aircraft is Mach 0.04 faster

(d) 6 minutes, if the preceding aircraft is Mach 0.05 faster

(e) 5 minutes, if the preceding aircraft is Mach 0.06 faster

than the following aircraft.
(see figure 63 on page 176)
e) Entry and exit point for MNT implementation as depicted in

table 9 on page 176)
EXIT POINT ETRY POINT
F S
≥ 10 MIN
NO SEPARATION THE PRECEDING ACFT MACH …………

FASTER THAN THE FOLLOWING ACFT
1 10 MINUES 0 (THE SPEED EQUAL OR GREATER)
2 9 MINUES 0.02
3 8 MINUES 0.03
4 7 MINUES 0.04
5 6 MINUES 0.05
6 5 MINUES 0.06
Figure 63. Longitudinal separation minima with mach number technique

based on time (preceding aircraft is faster
than the succeeding aircraft)
Table 9
Entry and exit point for MNT
Route Entry Point Exit Point

W-13 NORTHBOUND GOLAN NIKEL
W-12 NORTHBOUND SW NDB SF NDB
W-13 SOUHBOUND NIKEL GOLAN
W-16 SOUHBOUND NIKEL ET NDB
3.4.5. Clearances to fly maintaining own separation while in visual

meteorological conditions.
Note 1.— The provision of vertical or horizontal separation by

BTF ACC is not applicable in respect of any specified portion of a
flight cleared subject to maintaining own separation and
remaining in visual meteorological conditions. It is for the flight so
cleared to ensure, for the duration of the clearance,
that it is not operated in such proximity to other flights as to create
a collision hazard.
Note 2.— It is axiomatic that a VFR flight must remain in visual

meteorological conditions at all times. Accordingly,
the issuance of a clearance to a VFR flight to fly subject to
maintaining own separation and remaining in visual
meteorological conditions has no other object than to signify that,
for the duration of the clearance, separation from
other aircraft by air traffic control is not provided.
Note 3.— The procedures prescribed in this document do not

relieve pilots of their responsibility to ensure that any clearances
issued by BTF ACC are safe in this respect.
3.4.5.1. When so requested by an aircraft and provided it is agreed by the

pilot of the other aircraft and so authorized by the
appropriate ATS authority, an ATC unit may clear a controlled
flight, including departing and arriving flights, operating
in airspace Classes D and E in visual meteorological conditions
during the hours of daylight to fly subject to maintaining
own separation to one other aircraft and remaining in visual
meteorological conditions. When a controlled flight is so
cleared, the following shall apply :
3.4.5.1.1. The clearance shall be for a specified portion of the flight at or

below 3,050 m (10,000 ft), during climb or descent
and subject to further restrictions as and when prescribed on the
basis of regional air navigation agreements.
3.4.5.1.2. If there is a possibility that flight under VMC may become

impracticable, an IFR flight shall be provided with alternative
instructions to be complied with in the event that flight in VMC
cannot be maintained for the term of the clearance.
3.4.5.1.3. The pilot of an IFR flight, on observing that conditions are

deteriorating and considering that operation in VMC
will become impossible, shall inform ATC before entering IMC
and shall proceed in accordance with the alternative instructions
given.
For example of the case (see figure 64 on pae 179): ACF 001
departing SHE APT to SANF via W-11 maintaining FL 075 wih
TAS = 180 KT, ETA ET NDB 0645. ACF 002 overflying from
SABT to SAEN via W-11 is maintaining FL 115 with TAS 210,
ETA ET NDB 0651 and its rate of descent is 1,000 feet/minute. It
means that ACF 002 shall cross the level of ACF 001 at 10
minutes behind ACF 002. Refer to the appropriate formula, ACF
002 will be 10 minutes behind ACF 001 at 0618. If AFC 002
request descent at 0625 it is to late to descend crossing FL 075,
so AFC 002 shall be descended to FL 085 and hold over ET NDB
until 0659 (the time when ACF 001 has 5 minutes out of ET NDB
holding area. When weather is VMC, flight crew may request
descent maintaining own separation while in VMC. If so, the
following steps shall be done :
ACF 002 - BTF ACC ACF 002 REQUEST DESCENT

MAIN-TAINING OWN SEPARATION WHILE IN
VMC
BTF ACC - ACF 002 STANDBY
BTF ACC - ACF 001, ACF 002 WILL CROSS FL 075
BEHIND YOU LESS THAN SEPARATION
MINIMA, DO YOU HAVE ANY OBJECTION ?
ACF 001 - BTF ACC NEGATIVE
BTF ACC - ACF 002 DESCEND TO 2,500 [FEET]
MAINAINING OWN SEPARATION WHILE IN
VMC, IF NOT POSSIBLE DESCEND TO FL
165 AND HOLD OVER ET [NDB] UNTIL 0659,
AND ADVISE.
ACF 002 - (READBACK)
Note 1.— If there is any objection by ACF 001, ACF 002 shall
be descended to FL 085 and maintain until 0659
Note 2.— If during descent the weather change abruptly so that

fly in VMC is impossible, the pilot shall not continue descend o
2,500 feet, but shall descend to FL 085 and maintain then
advise BTF ACC

ET NDB
FL 125
FL 115
0625 : REQUEST DESCENT TO CIRCUIT ALTITUDE 0651
FL 105
FL 095
IF WX IMC - DESCEND TO FL 085 AND MAINTAIN
FL 085
FL 075
0645
FL 065
0618
10 MINUTES
Figure 64. Descent maintaining own separation while in VMC
3.5. DEPARTURE PROCEDURES
3.5.1. Clearance limit
3.5.1.1. When the subsequent portion of flight will be NTR CTA or SGL
CTA, the clearance limit shall be the navigation aid serving the
aerodrome of destination, provided that prior-coordination has
been effected.
Note 1.— If prior-coordination has not been effected yet but there
is assurance that before crossing BTF CTA boundary
coordination will be able to be effected , the clearance limit shall
be : NIKEL (for northbound traffic), SF NDB (for northeast bound
traffic), ET NDB (for eastbound traffic) and GOLAN (for southeast
bound traffic).
Note 2.— If the coordination cannot been effected until the aircraft
reaches BTF CTA boundary, it shall be held within BTF CTA until
amended clearance is obtained from NTR ACC or SGL ACC.
3.5.1.2. When the subsequent portion of flight will be BTF FIR, the
clearance limit shall be :
a) WP NDB for westbound traffic;
b) SW NDB for southwest bound traffic; and
c) SANDY or SIMON for southbound traffic.
3.5.2. Route
3.5.2.1. Departing aircraft shall be assigned to fly along the designated

ATS route and be cleared to be on en-route as soon as possible,
except otherwise determined by BTF ACC.
3.5.2.2. Before leaving BTF CTA, departing traffic shall be on the ATS
route specified in ATC clearance. Diversionary routing (for
separation) shall be informed to the adjacent ACC.
3.5.3. Assignment of cruising level
3.5.3.1. In so far as practicable, cruising level of aircraft flying to the same

direction shall be assigned in a manner that will be correct
for an approach sequence at destination (see again figure 35 on
page 153).
3.5.3.2. When two or more aircraft are on the same track and at the same
cruising level, the preceding aircraft shall have priority.
3.5.3.3. When two or more aircraft are at the same cruising level and on
crossing tracks, the first aircraft estimated to arrive over the
intersection point shall have priority.
3.5.4. Separation
3.5.4.1. Vertical separation
3.5.4.1.1. When no lateral or longitudinal separation exists, vertical

separation shall be applied.
3.5.4.2. Lateral separation
3.5.4.2.1. Lateral separation may be applied as interim for two aircraft

departing following the same track, provided that vertical
separation shall be maintained when returning back the diverted
aircraft to intercept the designated track.
3.5.4.3. Longitudinal separation
3.5.4.3.1. Standard longitudinal separation minima applicable within BTF

CTA are :
a) 10 minutes for the same track, reciprocal tracks or crossing

tracks;
b) 5 minutes for the same track, provided that the preceding

aircraft is maintaining a true airspeed of 37 km (20 kt) or more
faster than the succeeding aircraft; and
c) 3 minutes for the same track, provided that the preceding

aircraft is maintaining a true airspeed of 74 km (40 kt) or more
faster than the succeeding aircraft.

3.6.1.1. When an emergency is declared by an aircraft, BTF ACC should

take appropriate and relevant action as follows :
a) unless clearly stated by the flight crew or otherwise known,

take all necessary steps to ascertain aircraft;
b) identification and type, the type of emergency, the intentions

of the flight crew as well as the position and level of the
aircraft;
c) decide upon the most appropriate type of assistance which

can be rendered;
d) enlist the aid of any other ATS unit or other services which
may be able to provide assistance to the aircraft;
e) provide the flight crew with any information requested as well

as any additional relevant information, such as details on
suitable aerodromes, minimum safe altitudes, WX information;
f) obtain from the operator or the flight crew such of the following
information as may be relevant: number of persons on board,
amount of fuel remaining, possible presence of hazardous
materials and the nature thereof; and
g) notify the appropriate ATS units and authorities as specified in

local instructions.

should normally be made only when or if an improved service can
be provided to the aircraft concerned. Manoeuvring instructions
to an aircraft experiencing engine failure should be limited to a
minimum. When appropriate, other aircraft operating in the
vicinity of the aircraft in emergency should be advised of the
circumstances.
3.6.1.3. An aircraft known or believed to be in state of emergency,

including being subjected to unlawful interference or in aircraft
bomb threat, shall be given priority over other aircraft.

subjected to unlawful interference, take any necessary actions as
follow :

situation, then if there is positive indication that the aircraft is
in such situation, notify Airport Manager, other ATS

authorities, operator, designated security authority ;
b) transmit and continue to transmit, information pertinent to the

safe conduct of flight, without reply from the aircraft;
d) inform other aircraft with the existing situation;
e) inform and continue to keep informed, appropriate ATS units;
f) relay appropriate message, relating to the circumstances

associated with unlawful interference, between the aircraft
and designated authorities.
3.6.3.1. If you are in communication with an aircraft believed to be in

actions as follow :

situation, then if there is positive indication that the aircraft is
in such situation, notify Airport Manager, other ATS
authorities, operator, designated security authority ;
b) take or bring the aircraft to the designated isolated parking

area in accordance with local instructions;
c) if there is no designated isolated parking area, take or bring

the aircraft as far away form other aircraft or installation as
possible and, if appropriate, to vacate the runway;
3.6.4. Emergency descent
3.6.4.1. Upon receipt of advice that an aircraft is making emergency

descent through other traffic, all possible action should be taken
immediately to safeguard all aircraft concerned. When deemed

necessary, SHE APP should immediately broadcast by means of
the appropriate radio aids, or if not possible, request the
appropriate communication stations immediately to broadcast an
emergency message.
3.6.4.2. The possible actions should be taken into consideration such as :
a) make sure that the expected flight path of aircraft

experiencing emergency descent will clear of traffic;
b) instruct other aircraft to keep away from the track which will
be flown by emergency aircraft using the example of
phraseology : ALL AIRCRAT ON WHISKEY ONE ONE
BELOW FL 250 AVOID WHISKEY ONE ONE 20 NM TO
THE LEFT [or RIGHT] MAINTAIN PRESENT FLIGHT
LEVEL DUE TO ONE B-747 EXECUTING EMERGENCY
DESCENT FROM FL 250 TO 3,000 FEET;
c) monitor the maneuver of emergency aircraft;
d) recall other aircraft to resume their flight after obtaining the

assurance that the emergency aircraft has passed initial
approach level and on final approach to land;
e) coordinate with SHE APP.
Note.— It is axiomatic that an aircraft which is experiencing

emergency is unable to be instructed to climb, maintain or other
unnecessary maneuver. It is therefore, the only maneuver which
can be done is subject to the pilot decision.
3.6.5.1 As soon as it is known that two-way communication has failed,

action shall be taken to ascertain whether the aircraft is able to
receive transmission from the BTF ACC unit or not.
instruction but BTF ACC is still able to read any transmission

from the pilot, it indicates that the aircraft is experiencing receiver
failure. In this situation BTF ACC shall take the following actions :
a) clear other aircraft to avoid the route and/or altitude to be

flown by aircraft experiencing radio receiver failure, asnecessary;
b) when information is received from the aircraft experiencing

radio receiver failure that it has passed any altitude/level,
recall other aircraft which occupies the altitude/level to return
to original route;
c) when information is received from the aircraft experiencing

radio receiver failure that it has established visual contact,
inform SHE APP or SHE TWR about the conditions, and
handle other aircraft appropriately.
3.6.5.3. On the contrary, if there is no pilot transmission as well as pilot

response to ATC instruction, it indicates that the aircraft is
experiencing transmitter failure or total radio failure. In this
situation, BTF ACC shall clear other aircraft to avoid the route
and/or altitude to be flown by aircraft experiencing radio failure.

between the aircraft having the communication failure and other
aircraft, based on the assumption that the aircraft will :
3.6.5.4.1. If in visual meteorological conditions :
a) continue to fly in visual meteorological conditions;
b) land at the nearest suitable aerodrome; and
c) report its arrival by the most expeditious means to the

appropriate ATC unit.
3.6.5.4.2. If in instrument meteorological conditions :
a) maintain the last assigned speed and level to BTF VOR/DME

or other clearance limit as specified by SHE APP (see again
3.4.1.1. and 3.4.1.2.) or minimum flight altitude (MFA) if
higher, for at least 20 minutes following the aircraft’s failure to
report its position over a compulsory reporting point and
thereafter adjust level and speed in accordance with the filed
flight plan;
b) proceed to BTF VOR/DME or SH NDB/LOC conform to the

previous instruction from SHE APP or BTF ACC, when
required to ensure compliance with c) below, hold over BTF
VOR/DME or SHNDB/LOC until commencement of descent;
c) commence descent from BTF VOR/DME or SH NDB/LOC at,

or as close as possible to, the EAT) last received and
acknowledge; or, if no EAT has been received and
acknowledge, at, or as close as possible to, the ETA resulting
from the current flight plan;
d) complete a normal instrument approach procedure as

specified for BTF VOR/DME or SH NDB/LOC; and
e) land, if possible, within 30 minutes after the ETA or the last

acknowledge EAT, whichever is the later.
As soon as it is known that two-way communication has failed,

appropriate information describing the action taken by BTF ACC,
or instructions justified by any emergency situation, shall be
transmitted blind for the attention of the aircraft concerned, on the
frequencies available on which the aircraft is believed to be
listening, including the voice frequencies of available radio
navigation or approach aids. Information shall also be given
concerning meteorological conditions at suitable aerodromes.
3.6.5.5. Pertinent information shall be given to other aircraft in the vicinity

of the presumed position of the aircraft experiencing the failure.
3.6.5.6. As soon as it is known that an aircraft which is operating in BTF
CTA is experiencing an apparent radio communication failure,

BTF ACC shall forward information concerning the radio
communication failure to NTR ACC, SGL ACC or BTF FIC in
whose area the destination aerodrome is located.
3.6.5.7. If circumstances indicate that a controlled flight experiencing a

communication failure might proceed to (one of) the alternate
aerodrome(s) specified in the filed flight plan, the ATS unit(s)
serving the alternate aerodrome(s) and any other ATS unit(s) that
might be affected by a possible diversion shall be informed of the
circumstances of the failure and requested to attempt to establish
communication with the aircraft at a time when the aircraft could
possibly be within communication range.
a) the ETA furnished by the pilot;
b) the ETA calculated by BTF ACC; or
c) the last acknowledged EAT,
whichever is latest, pertinent information concerning the aircraft

shall be forwarded to aircraft operators, or their designated
representatives, and pilots-in-command of any aircraft concerned
and normal control resumed if they so desire. It is the
responsibility of the aircraft operators, or their designated
representatives, and pilots-in-command of aircraft to determine
whether they will resume normal operations or take other action.
3.6.6. Assistance to VFR flights
3.6.6.1. Strayed VFR flights or VFR flights encountering adverse

meteorological conditions
Note.— A strayed aircraft is an aircraft which has deviated

significantly from its intended track or which reports that it is lost.
3.6.6.2. A VFR flight reporting that it is uncertain of its position or lost, or

encountering adverse meteorological conditions, should be
considered to be in a state of emergency and handled as such.
The controller shall, under such circumstances, communicate in a
clear, concise and calm manner and care shall be taken, at this
stage, not to question any fault or negligence that the pilot may
have committed in the preparation or conduct of the flight.
Depending on the circumstances, the pilot should be requested
to provide any of the following information considered pertinent
so as to better provide assistance :
a) aircraft flight conditions;
b) position (if known) and level;
c) airspeed and heading since last known position, if pertinent;
d) pilot experience;
e) navigation equipment carried and if any navigation aid signals

are being received;
f) departure and destination aerodromes;
g) number of persons on board;
h) endurance.
3.6.6.3. If communications with the aircraft are weak or distorted and

reporting difficulty in maintaining or unable to maintain VMC, the
pilot should be suggested to climb to minimum flight altitude.
3.6.6.4. If the position of the aircraft has been established with a sufficient
degree of probability, a track or heading, or a climb, may be
suggested to bring the aircraft to a safe level.
3.6.6.5. The pilot should be provided with reports and information on

suitable aerodromes in the vicinity where visual meteorological
conditions exist.
3.6.6.6. When providing assistance in adverse meteorological conditions,

the primary objective should be to bring the aircraft into VMC as
soon as possible.
Note 1.— The possibility of a VFR flight becoming strayed as a

result of encountering adverse meteorological conditions must be
recognized.
Note 2.— BTF ACC should endeavour to make close coordination

with Meteorological Office to ensure the existing weather
conditions in the area.
3.6.7.1. Strayed or unidentified aircraft
Note 1.— The terms “strayed aircraft” and “unidentified aircraft” in

this paragraph have the following meanings :
a. Strayed aircraft : An aircraft which has deviated significantly

from its intended track or which reports that it is lost.
b. Unidentified aircraft : An aircraft which has been reported to

be operating in a given area but whose identity has not been
established.
Note 2.— An aircraft may be considered, at the same time, as a

“strayed aircraft” by one unit and as an “unidentified aircraft” by
another unit.
Note 3.— A strayed or unidentified aircraft may be suspected as

being the subject of unlawful interference.
3.6.7.2. As soon as BTF ACC becomes aware of a strayed aircraft, it shall

take all necessary steps as outlined in 3.6.7.1.1. a) and b) to
assist the aircraft and to safeguard its flight.
Note.— Navigational assistance by an air traffic services unit is
particularly important if the unit becomes aware of an aircraft

straying, or about to stray, into an area where there is a risk of
interception or other hazard to its safety.
a) If the aircraft’s position is not known, BTF ACC shall :

3) inform other ATS units into whose area the aircraft may
have strayed or may stray, taking into account all the
factors which may have affected the navigation of the
aircraft in the circumstances;

appropriate military units and provide them with pertinent
flight plan and other data concerning the strayed aircraft;
5) request from the units referred to in 3) and 4) and from

other aircraft in flight every assistance in establishing
communication with the aircraft and determining its
position.
b) When the aircraft’s position is established, BTF ACC shall:
1) advise the aircraft of its position and corrective action to

be taken; and
2) provide, as necessary, other ATS units and appropriate

military units with relevant information concerning the
strayed aircraft and any advice given to that aircraft.
3.6.7.3. As soon as BTF ACC becomes aware of an unidentified aircraft in

BTF CTA, it shall endeavour to establish the identity of the aircraft
whenever this is necessary for the provision of air traffic services
or required by the appropriate military authorities in accordance
with locally agreed procedures. To this end, the air traffic services
unit shall take such of the following steps as are appropriate in

the circumstances :
a) attempt to establish two-way communication with the aircraft;
b) inquire of other air traffic services units within the BTF CTA
about the flight and request their assistance in establishing
two-way communication with the aircraft;
c) inquire of BTF FIC about the flight and request their

assistance in establishing two-way communication with the
aircraft;
d) attempt to obtain information from other aircraft in the area.
3.6.7.4. BTF ACC shall, as necessary, inform the appropriate military unit
as soon as the identity of the aircraft has been established.
3.6.7.5. Should BTF ACC consider that a strayed or unidentified aircraft

may be the subject of unlawful interference, the appropriate
authority designated by the State shall immediately be informed,
in accordance with locally agreed procedures.
3.6.8.1. As soon as BTF ACC learns that an aircraft is being intercepted in

BTF CTA, it shall take such of the following steps as are
appropriate in the circumstances :

emergency frequency 121.5 MHz, unless such communication
already exists;
b) inform the pilot of the intercepted aircraft of the interception;
c) establish contact with the intercept control unit maintaining

two-way communication with the intercepting aircraft and
provide it with available information concerning the aircraft;

necessary;
e) in close coordination with the intercept control unit take all

necessary steps to ensure the safety of the intercepted
aircraft; and
f) inform BTF FIC, NTR ACC or SGL ACC if it appears that the
aircraft has strayed from such adjacent region or area.
3.6.8.2. As soon as BTF ACC learns that an aircraft is being intercepted

outside BTF CTA, it shall take such of the following steps as are
appropriate in the circumstances :
a) inform BTF FIC, NTR ACC or SGL ACC in which the interception
is taking place, providing this unit with available information
that will assist in identifying the aircraft and requesting it to
take action in accordance with 3.6.8.2.;
b) relay messages between the intercepted aircraft and the

appropriate ATS unit, the intercept control unit or the
intercepting aircraft.
3.6.9. Fuel dumping
3.6.9.1. General
3.6.9.1.1. An aircraft in an emergency or other urgent situation may need to

dump fuel so as to reduce to maximum landing mass in order to
effect a safe landing.
3.6.9.1.2. When an aircraft needs to dump fuel, the flight crew shall advise
BTF ACC for airspace reservation. BTF ACC should then
coordinate with the flight crew the following :
a) the route to the designated fuel dumping area;
b) the minimum level to be used is 6,000; and
c) the duration of the fuel dumping.
3.6.9.2. Separation
3.6.9.2.1. Other known traffic should be separated from the aircraft dumping
fuel by :
a) at least 19 km (10 NM) horizontally, but not behind the aircraft

dumping fuel;
b) vertical separation if behind the aircraft dumping fuel within 15

minutes flying time or a distance of 93 km (50 NM) by:
1) at least 300 m (1,000 ft) if above the aircraft dumping fuel;
2) at least 900 m (3,000 ft) if below the aircraft dumping fuel.
Note.— The horizontal boundaries of the area within which

other traffic requires appropriate vertical separation extend for
19 km (10 NM) either side of the track flown by the aircraft
which is dumping fuel, from 19 km (10 NM) ahead, to 93 km
(50 NM) or 15 minutes along track behind it (including turns) –
see again figure 33 on page 140.
3.6.9.3. Communications
3.6.9.3.1. If the aircraft will maintain radio silence during the fuel dumping
operation, the frequency to be monitored by the flight crew and
the time when radio silence will terminate should be agreed.
3.6.9.4. Information to other ATS units and non-controlled traffic
3.6.9.4.1. A warning message shall be broadcast on appropriate

frequencies for non-controlled traffic to remain clear of the area
concerned. Adjacent ATC units and control sectors should be
informed of the fuel dumping taking place and requested to

broadcast on applicable frequencies an appropriate warning
message for other traffic to remain clear of the area concerned.
3.6.10.1.1. ATC contingencies related to communications, i.e. circumstances

preventing a controller from communicating with aircraft under
control, may be caused by either a failure of ground radio
equipment, a failure of airborne equipment, or by the control
frequency being inadvertently blocked by an aircraft transmitter.
The duration of such events may be for prolonged periods and
appropriate action to ensure that the safety of aircraft is not
affected should therefore be taken immediately.
3.6.10.2. Ground radio failure
3.6.10.2.1. In the event of complete failure of the ground radio equipment

used for ATC, the controller shall :
a) where aircraft are required to keep a listening watch on the

emergency frequency 121.5 MHz, attempt to establish
radiocommunications on that frequency;
b) without delay inform all adjacent control positions or ATC

units, as applicable, of the failure;
c) appraise such positions or units of the current traffic

situation;
d) if practicable, request their assistance, in respect of aircraft

which may establish communications with those positions or
units, in establishing separation between and maintaining
control of such aircraft; and
e) instruct adjacent control positions or ATC units to hold or re-
route all controlled flights outside the area of responsibility of

the position or ATC unit that has experienced the failure until
such time that the provision of normal services can be
resumed.
3.6.10.3. Blocked frequency
3.6.10.3.1. In the event that the control frequency is inadvertently blocked by

an aircraft transmitter, the following additional steps should be
taken :

should be made to establish communication with that aircraft,
e.g. on the emergency frequency 121.5 MHz, through the
aircraft operator’s company frequency if applicable, on any
VHF frequency designated for air-to-air use by flight crews or
any other communication means or, if the aircraft is on the
ground, by direct contact;

frequency.
3.6.10.4. Unauthorized use of BTF ACC frequency
3.6.10.4.1. Instances of false and deceptive transmissions on BTF ACC

occasionally occur. In the event of such occurrences, BTF ACC
concerned should :
a) correct any false or deceptive instructions or clearances which

have been transmitted;
b) advise all aircraft on the affected frequency(ies) that false and

deceptive instructions or clearances are being transmitted;


and

transmitted.
3.6.10.4.2. Flight crews shall challenge or verify with BTF ACC any
3.6.10.4.3. When the transmission of false or deceptive instructions and

3.6.11. Other ATC contingency procedures
3.6.11.1. Emergency separation
3.6.11.1.1. If, during an emergency situation, it is not possible to ensure that

the applicable horizontal separation can be maintained,
emergency separation of half the applicable vertical separation
minimum may be used, i.e. 150 m (500 ft) between aircraft in
airspace where a vertical separation minimum of 300 m (1,000 ft)
is applied, and 300 m (1,000 ft) between aircraft in airspace
where a 600 m (2,000 ft) vertical separation minimum is applied.
3.6.11.1.2. When emergency separation is applied the flight crews concerned

shall be advised that emergency separation is being applied and
informed of the actual minimum used. Additionally, all flight crews
concerned shall be provided with essential traffic information.
3.6.11.2. Procedures in regard to aircraft equipped with airborne collision

avoidance systems (ACAS)
3.6.11.2.1. The procedures to be applied for the provision of air traffic

services to aircraft equipped with ACAS shall be identical to those
applicable to non-ACAS equipped aircraft. In particular, the
prevention of collisions, the establishment of appropriate
separation and the information which might be provided in relation
to conflicting traffic and to possible avoiding action shall conform
to the normal BTF ACC procedures and shall exclude
consideration of aircraft capabilities dependent on ACAS
equipment.
3.6.11.2.2. When a pilot reports an ACAS resolution advisory (RA), the

controller shall not attempt to modify the aircraft flight path until
the pilot reports “Clear of Conflict”.
3.6.11.2.3. Once an aircraft departs from its ATC clearance or instruction in

compliance with an RA, or a pilot reports an RA, the controller
ceases to be responsible for providing separation between that
aircraft and any other aircraft affected as a direct consequence of
the manoeuvre induced by the RA. The controller shall resume
responsibility for providing separation for all the affected aircraft
when :
a) the controller acknowledges a report from the flight crew that

the aircraft has resumed the current clearance; or
b) the controller acknowledges a report from the flight crew that

the aircraft is resuming the current clearance and issues an
alternative clearance which is acknowledged by the flight
crew.
Note.— Pilots are required to report RAs which require a

deviation from the current ATC clearance or instruction. This
report informs the controller that a deviation from clearance or
instruction is taking place in response to an ACAS RA.
3.6.11.2.4. ACAS can have a significant effect on ATC. Therefore, the

performance of ACAS in the ATC environment should be
monitored.
3.6.11.2.5. Following a significant ACAS event, pilots and controllers should

complete an air traffic incident report.
Note.— The phraseology to be used by controllers and pilots is

contained in attachment 31 on page 327.
3.6.12.1. BTF ACC may instruct an aircraft to change its type of RTF call
more aircraft RTF call signs are such that confusion is likely to
occur.
shall be applicable only within BTF CTA.
3.6.12.3. To avoid confusion, BTF ACC should, if appropriate, identify the

aircraft which will be instructed to change its call sign by referring
to its position and/or level.
3.6.12.4. When BTF ACC changes the type of call sign of an aircraft, BTF
ACC shall ensure that the aircraft reverts to the call sign indicated
by the flight plan when the aircraft is transferred to another ATC
unit, except when the call sign change has been coordinated
between the two ATC units concerned.
3.6.12.5. BTF ACC shall advise the aircraft concerned when it is to revert
3.6.13. Procedures for BTF ACC when a volcanic ash cloud is reported
or forecast
3.6.13.1. If a volcanic ash cloud is reported or forecast in BTF CTA, the

controller should :
a) relay all information available immediately to pilots whose

aircraft could be affected to ensure that they are aware of the
ash cloud’s position and the flight levels affected;
b) suggest appropriate re-routing to the flight crew to avoid an

area of known or forecast ash clouds;
c) if the BTF ACC has been advised by an aircraft that it has

entered a volcanic ash cloud the controller should:
1) consider the aircraft to be in an emergency situation;
2) not initiate any climb clearances to turbine-powered

aircraft until the aircraft has exited the ash cloud; and
3) not initiate vectoring without pilot concurrence.
Note.— Experience has shown that the recommended escape

manoeuvre for an aircraft which has encountered an ash cloud is
to reverse its course and begin a descent if terrain permits. The
final responsibility for this decision, however, rests with the pilot.
a) engine shut-down or damage (either single or multi);
b) smoke or fire in the cockpit;
c) engine cut-off by automatic fire extinguisher;
d) creating cabin pressurization, loss of altitude or need to land at

the nearest aerodrome;
e) executing emergency landing; or
f) blocks the runway;
h) passenger evacuation may be necessary;
i) panic ness of passenger;
j) land at other aerodrome.
c) inform the aerodrome conditions, if any;
d) clear the flight path in accordance with the existing

procedures;
e) Coordinate with SHE APP and/or SHE TWR to :
1) prepare for emergency procedure in accordance with the

3) prepare lighting facilities (particularly runway and

approach light);
g) if the aircraft land at the nearest aerodrome, record the last

position and time the aircraft is in communication with and the
condition of such aircraft;
h) in form the nearest and the most suitable aerodrome upon the
situation, when practicable;
i) report to OPR/designated representative.
of engine :
a) creates the pressurization problem;
b) executing fuel dumping;
c) executing emergency landing
e) deviation from SID;
f) executing steep descent;
g) route deviation;
h) blocks the runway;
c) inform the aerodrome conditions, if any;

procedures;
f) Coordinate with SHE APP and/or SHE TWR to :


approach light);
g) inform weather conditions;
h) in form the nearest and the most suitable aerodrome upon the
i) if the aircraft land at the nearest aerodrome, record the last

condition of such aircraft.
j) report to OPR/designated representative.
a) evacuation of passengers;
b) blocks the runway;
c) great activities in the cockpit;
d) route deviation;
e) the influency of communication (due to oxygen masker);
f) panic ness of passenger;
g) injury of passenger or flight crew.
d) inform the aerodrome conditions, if any;
f) clear the flight path in accordance with the existing

procedures;
g) Coordinate with SHE APP and/or SHE TWR to :


approach light);
h) inform weather conditions;
i) in form the nearest and the most suitable aerodrome upon the
j) if the aircraft land at the nearest aerodrome, record the last

condition of such aircraft.
k) report to OPR/designated representative.
3.7.4. Cabin pressurized problem
a) aircraft stops climbing;
b) request high rate of descent or descend at a high rate without

notification;
c) descend without pre-notification;
d) route deviation;
e) the influency of communication (due to oxygen masker);
f) minor or major injury to passenger or flight crew;
h) panic passenger.
a) clear the aircraft which is/are flying at the same or reciprocal

track at the level below the abnormal aircraft;
b) essential traffic information for the aircraft surrounding the

abnormal aircraft;
3.7.5. Bird strike
d) failed to land;
e) return to base;
f) poor or limited visibility;

properly;
b) Coordinate with SHE APP and/or SHE TWR to :


approach light);
c) inform weather conditions;
d) report to OPR/designated representative.
c) tire explosion;

properly;


approach light);
3.7.7. Gear problem

properly;


approach light);
e) limited readbacks
h) the possibility of subsequent engine failure;

properly;


approach light);
d) report to OPR/designated representative..

system, flaps, etc;

properly;


approach light);
3.7.9. Icing problem

a) flight crew requests abrupt change of level or heading;
b) speed of ascent or descent will be obstructed;
c) speed increases;
d) stall speed increases;
a) be aware of the route to be flown by aircraft;
b) inform other surrounding aircraft;
c) remind the flight crew to check the anti-icing equipment (pitot,

stall warning device, carburettor, propeller blade, leading edge
of wing, glass of cockpit).

emergency or ambulance/aircraft carrying seriously injured person
or aircraft engage in SAR oepration.
3.8.2. When necessary to close the aerodrome for VIP, EXPECTED

DELAY NOTAM shall be issued that define that the closure of
aerodrome as from 30 minutes before departure until 15 minutes
after departure fo VIP flight.
3.8.3. For anticipating the possibility of wrong handling of VIP flight and
enhancing situational awareness, VIP flight shall use the following
call sign :
3.8.4. Separation between VIP flight and other traffic shall be similar to
the existing criteria except for vertical is 2,000 feet.
3.8.5. For the purpose of regularity and efficiency, close coordination is

needed between SHE APP and other units involved in handling
VIP operation.

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

President.
3.8.7. In case the President or the Vice President flies using the regular
flight (which is not exclusively stated as VIP flight), such flight
shall be handled as appropriate with the extra-caution and close
coordination and other units involved in handling VIP operation is
still necessary.

specifically related to the provision of air traffic services involving
such occurrences as aircraft proximity (AIRPROX) or other
serious difficulty resulting in a hazard to aircraft, caused by,
among others, faulty procedures, non-compliance with



from surveillance control to non-surveillance control (due to
unserviceable/malfunction) where separation of 5 NM must be
changed into non-surveillance separation (based on time or
vertical). Another example when there is an aircraft executing
emergency descent, etc.
3.9.2.3. No risk of collision : the risk classification of an aircraft proximity in

which no risk of collision has existed. Example of this
less than prescribed minima. Another example when the
separation between aircraft is less than minima but both aircraft
fly away one to each other, etc.
3.9.2.4. Risk not determined : the risk classification of an aircraft proximity

in which insufficient information was available to determine the
risk involved, or inconclusive or conflicting evidence precluded
such determination. Example of this classification such as
unidentified or strayed aircraft entering an area of jurisdiction of
an ATC Unit. Another example when the conditions of visibility
which prevent the aerodrome control tower from applying visual
separation between aircraft, and between aircraft and vehicles
operate on the manoeuvring area.
--- oOo ---
BIBLIOGRAPHY
Directorate General of Air Communication, Aeronautical Information

Publication, 7th Edition, Jakarta : Aeronautical Information Service
Head Quarter, 2003 (plus AIP Supplement until 2014).
Directorate General of Air Communication, Advisory Circular 170-02 Amdt. 0,

Jakarta : Aeronautical Information Service Head Quarter, 2009.
Ministry of Transportation, Civil Aviation Safety Regulation Part 91, Jakarta :

Aeronautical Information Service Head Quarter, 2011.
Ministry of Transportation, Civil Aviation Safety Regulation Part 170, Jakarta :

Aeronautical Information Service Head Quarter, 2009.
Federal Aviation Administration, Doc. 7110.65V, Air Traffic Control,

Washington : US Department of Transportation, 2014.
Federal Aviation Administration, Federal Aviation Regulation Aeronautical

Information Manual (FARAIM), Newcastle : Aviation Supplies &
Academics, Inc., 2014.
International Civil Aviation Organization, Annex 2, Rule of the Air, 10th

Edition, Montreal : Secretariat General, 2005 (Last amended 15
November 2012).
International Civil Aviation Organization, Annex 4, Aeronautical Chart, 10th

Edition, Montreal : Secretariat General, 2001(Last amended 14
November 2013).
International Civil Aviation Organization, Annex 10, Vol. II, Aeronautical

Telecommunication Service, 6th Edition, Montreal : Secretariat
General, 2001 (Last amended 22 November 2007).
International Civil Aviation Organization, Annex 11, Air Traffic Services, 13th
Edition, Montreal : Secretariat General, 2001 (Last amended 14
November 2013).
International Civil Aviation Organization, Annex 14, Aerodrome, 4th Edition,

Montreal : Secretariat General, 2004 (Last amended 18 November
2010).
International Civil Aviation Organization, Document 4444/501, Air Traffic

Management, 15th Edition, Montreal : Secretariat General, 2007 (Last
amended 15 November 2013).
International Civil Aviation Organization, Document 7910, Location Indicator,

1145th Edition, Montreal : 2012.
International Civil Aviation Organization, Document 8168 – OPS/611, Aircraft

Operation, 5th Edition, Montreal : 2006 (Last amended 17 November
2011).
International Civil Aviation Organization, Document 8585/147, Designator for

Aircraft Operating Agencies, 162th Edition, Montreal : Secretariat
General, 2012.
International Civil Aviation Organization, Document 8643/28, Aircraft Type

Designator, 35th Edition, Montreal : Secretariat General, 2012.
International Civil Aviation Organization, Document 8697/02, Aeronautical

Chart Manual, 2nd Edition, Montreal : Secretariat General, 1987
(Reprinted Desember 2006).
International Civil Aviation Organization, Document 9426, Air Traffic Services

Planning Manual, 1st Edition, Montreal : 1984 (Last amended 30
Desember 1992 and reprinted October 1997).
--- oOo ---
Attachment 1
AERODROME DATA
SASH AD 2.1. AERODROME LOCATION INDICATOR AND NAME

SASH – BATFISH INTERNATIONAL / SEAHORSE
SASH AD 2.2. AERODROME GEOGRAPHICAL AND ADMINISTRATIVE DATA

ARP coordinates and site at AD ……………….. 6°23’02.76” S; 106°46’37.92” E
Direction and distance from (city) ……………… 10 NM (18 km)
SW from the center of BATFISH
Elevation/Reference temperature ……………… 83 ft /32° C
MAG VAR/Annual change ……………………… 0.30° E
AD administration ……………………………….. PT (Persero) PRADANA AVIANTARA
Address …………………………………………… BATFISH INTERNATIONAL/
Seahorse Airport
th
17 Floor – Flight Safety Training
Dept. Bldg. P.O.Box 509
BATFISH 15001
Telephone ………………………………………… 62-21-598-2205/05 Ext. 544
62-21-598-8338
Telefax ……………………………………………. 62-21-598-2234
Telex ……………………………………………… 131052 BSHE IA
AFTN ……………………………………………… SASHPAPX
e-mail ……………………………………………… pradanavia@indosat.com.id
Homepage ……………………………………….. http://www.pradanavia.com.id
Type of traffic permitted ………………………… IFR and VFR
Remarks …………………………………………. Local flying restriction :
Prior permission from ATS Authority is
required for non-scheduled aircraft.
Area in which exercise will be
conducted (except touch and go
landing) should avoid overhead
aerodrome and climb out or approach
area
SASH AD 2.3. OPERATIONAL HOURS

AD administration MON – THU 0100 – 0900
………………………………… FRI 0100 – 0800
Customs and immigration ………………………. H – 24
Health and sanitation ……………………………. H – 24
AIS Briefing Office ……………………………….. H – 24
ATS Reporting Office (ARO) …………………… H – 24
MET Briefing Office ……………………………… H – 24
ATS ……………………………………………….. H – 24
Fuelling …………………………………………… H – 24
Handling ………………………………………….. H – 24
Security …………………………………………… H – 24
De-icing …………………………………………… NIL
Remarks ………………………………………….. NIL
SASH AD 2.4. HANDLING SERVICE AND FACILITIES

Cargo handling facilities ………………………… 5 Cargo terminal equipped with
advanced storage, stacker material
and Pallet Container Handling System
(PCHS). Computerized Cargo
Information, Forklift 6 tons. Aircraft
main deck loaders (30 tons) and
trailers. Cold storage, Strong Room,
Cool Room, Container Rack, Pallet
rack, Pallet Scale, X-Ray small cargo
are available
Fuel/Oil/Type …………………………………….. - Fuel : Jet a 1 (for jet aircraft), Avtur
50/JP, Water methan 45/55
- Oil : ASW 100, AS 120, ASTO 600,
ASTO 750
Fuelling facilities …………………………………. No limitation and H – 24
De-icing facilities ………………………………… NIL
Hangar space for visiting aircraft ……………… Available for 3 B747 and 4 B737
Repair facilities for visiting aircraft …………….. Available for :
- Major repair (overhaul) at West
Apron (for large aircraft)
- Major repair (overhaul) at West
Apron (for small aircraft)
Remarks ………………………………………….. Oxygen and relating services :
- Oxygen for all cabin and aircraft
system
- CO2, Oxygen and fire recharging
facilities
- Disabled aircraft removal :
pneumatic bag and accessory
equipment of handling all wide-
bodied aircraft up to b-747
SASH AD 2.5. PASSENGER FACILITES

nd
Hotel 90 rooms at Terminal Bravo 2 floor.
..……………………………………………… Approximately 25 000 rooms in the
city (Batfish).
Restaurant Available both in public and transit
………………………………………… area
Transportation ……………………………………. Bus, Taxi, Car rental are available
from 0700 – 2400 LT.
AVIS/HERTZ : 0800 – 2400 LT.
Car rental : H – 24
Medical facilities …………………………………. Available 24 hours at airport
General Hospital at Seahorse (5 km)
and Batfish (18 km)
Bank and Post Office ……………………………. Available at airport
Tourist office ……………………………………… Available at airport : 0800 – 2200 LT.
Remarks ………………………………………….. Fitness center, amusement center
and music studio available at airport;
SASH AD 2.6. RESCUE AND FIRE FIGHTING

AD Category for fire fighting ……………………. Category 9 with 2 independent parallel
runways. Foaming facilities available
Rescue equipment ………………………………. Adequate provided as recommended
by ICAO
Capabilities for removal of disabled aircraft ….. Four 80 tons (type F) and six 40 tons
(type G) and three 25 tons (type H),
10 unit tethering equipment, 5 units
winch machine and 2 crane mobile
Isolated Parking Area (IPA) …………………….. Available for B747 and equivalent
Remarks ………………………………………….. All airport emergency service
personnel are trained in Rescue and
Fire Fighting as well as Medical First
Aids
SASH AD 2.7. SEASONAL AVAILABILITY CLEARING

Type of clearing equipment …………………….. Available
Clearance priorities ……………………………… Available
Remarks ………………………………………….. NIL
SASH AD 2.8. APRONS, TAXIWAYS AND CHECK LOCATION DATA

Apron surface and strength
Main Apron Alpha (International)
Main Apron Bravo (Domestic)
West Apron (Maintenance)
Surface : Rigid
Strength : PCN 120 R/D/W/T
East Apron (Maintenance)

Military Apron
Surface : Rigid
Taxiway width, surface and strength
Width : 25 m (all taxiway)

Surface : Rigid
West helicopter take-off/landing area (spot) 30 m south of west apron

East spot : at the intersection of taxiways KILO and LIMA
Intersection west spot : at the intersection of runways 16R/34L and 07/25
Intersection east spot : at the intersection of taxiways 16L/34R and 07/25
Charlie spot : at the intersection of runway 16R/34L and taxiway CHARLIE
Hotel spot : at the intersection of runway 16L/34R and taxiway HOTEL
ACL location and elevation At compass swinging area (CSA)
……………………… 62 FT
VOR/INS Check point …………………………… BTF VOR
06°09;48.96’’ S 106°41’25.44’’ E
Remarks ………………………………………….. Compass swinging area (CSA)
located at 30 m north of the beginning
of runway 25
SASH AD 2.9. SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEM AND

MARKING
Use of aircraft ID sign, taxiway guidance lines
and visual docking/parking guidance system of
aircraft stands ……………………………………. Available
Runway and taxiway marking and lighting ……. Available
Stop bars …………………………………………. Red stop bar light at taxiway holding
position entrances to runway are
permanently on.
Remarks ………………………………………….. - Approach lighting :
RWY 34L – precision approach light
category 1 consisting of centerline
barrette, showing with flashes, one
cross bar approach beacon flashing
strobe light.
RWY 34R. 16L. 16R, 07 and 25 are
simple approach lighting system
(SALS)
- VASI
RWY 16R is T-VASIS; RWY 34L is
T-VASIS based on 3.00° glide slope.
RWY 16L, 34R, 07 and 25 are T-
VASIS
- Threshold lighting
Green lights, supplemented by
green wing bar and two threshold
identification light
SASH AD 2.10. AERODROME OBSTACLE

See aerodrome obstacle chart Type A (page …)
SASH AD 2.11. METEOROLOGICAL INFORMATIONPROVIDED

Associated MET Office ………………………….. BATFISH INTL/Seahorse
Hours of service MET Office outside hours H – 24
……
Office responsible for TAF preparation period
of validity ………………………………………….. BATFISH
Type of landing forecast interval of issuance … 9, 12, 24 hours TREND TYPE
Briefing/Consultation provided …………………. Available
Flight documentation – Language used ………. Chart – English
Charts and other information available for
briefing or consultation ………………………….. NIL
Supplementary equipment available for
providing information ……………………………. NIL
ATS Units provided with information Briefing Office
……………
Additional information (limitation of service) ….. NIL
SASH AD 2.12. RUNWAY PHYSICAL CHARACTERISTICS
1 2 3 4 5 6
THR
Strength elevation
(PCN) and highest
Designations True & Dimension
and surface THR Coordinates elevation of
RWY NR Mag. BRG of RWY
of RWY and TDZ of
SWY precision
APP RWY
6°22’06.60” S
16R 162.10 58 FT
106°46’01.20” E
6°24’10.08” S
34L 342.10 65 FT
PCN 120 106°46’41.16” E
R/D/W/T 6°21’55.80” S
16L 162.10 4000 X 60 56 FT
RIGID 106°46’34.68” E
6°23’59.28” S
34R 342.10 64 FT
106°47’14.64” E
6°22’55.92” S
07 071.30 PCN 80 61 FT
106°45’55.80” E
2350 X 45 R/D/W/T
6°22’32.16” S
25 251.30 RIGID 63 FT
106°47’08.16” E
7 8 9 10 11 12
Slope of
SWY CWY Strip
RWY – OFZ Remarks
dimension dimension dimension
SWY
2° 100 X 60 600 X 150
4320 X 300
3° 100 X 60 900 X 150
2° 100 X 60 600 X 150 See the
4320 X 300 NIL
1° 100 X 60 900 X 150 following notes
2° 100 X 45 650 X 150
2610 X 300
3° 60 X 45 650 X 150
Remarks :
1. Nose-in parking aircraft on the apron (terminal APLHA and BRAVO) shall be
pushed back before taxiing out.
2. In case there is an aircraft taxiing on or approaching taxiway CHARLIE and
HOTEL, aircraft on parking stands A-2/A-3 or B-4 must be pushed back and
towed without engine on until their body are parallel to the taxiway
ALPHA/INDIA.
3. Propeller engine aircraft are not allowed to be started when being pushed back.
4. Runway 07/25 only available for aircraft with the type of FK28/FK100 or smaller
aircraft or aircraft with MTOW equal to or less than 40 000 kg.
SASH AD 2.13. DECLARED DISTANCE
RWY
TORA TODA ASDA LDA
Designator
16R 4000 4600 4100 4000
34L 4000 4900 4100 4000
16L 4000 4600 4100 4000
34R 4000 4900 4100 4000
07 2350 3000 2450 2350
25 2350 3000 2410 2350
--- oOo ---
SASH AD 2.14. APPROACH AND RUNWAY LIGHTING
1 2 3 4 5 6 7 8 9 10
RWY APPCH THR VASIS TDZ RWY RWY edge LGT RWY SWY Remarks
Designator LIGHT LGT (MEHT) LGT Centerline LEN edge light LGT
Type LEN Color PAPI LEN LGT Spacing Color LEN (M)
WBAR Length Color WBAR Color
Spacing
Color
Simple WHITE
16R GREEN 3° NIL WHITE RED NIL NIL
app lgt
Prec app WHITE WHITE
34L GREEN 3° NIL RED NIL NIL
lgt cat. II
Simple WHITE WHITE
16L GREEN 3° NIL RED NIL NIL
Aviation Safety Training Division – ICAI

app lgt
Simple
34R GREEN 3° NIL WHITE WHITE RED NIL NIL
app lgt
Simple WHITE WHITE
07 GREEN 3° NIL RED NIL NIL
app lgt
Simple
25 GREEN 3° NIL WHITE WHITE RED NIL NIL
app lgt
SASH AD 2.15. OTHER LIGHTING, SECONDARY POWER SUPPLY

1 ABN/IBN location, characteristic and hours operation
2 LDI location and LGT

Anemometer location and LGT
Seahorse – Batfish Air Traffic Control Procedures (Non-Radar)
3 TWY edge and center line LGT Blue/TWY edge. Green/centerline of highs peed TWY
and red at TWY holding position entrance to RWY
4
Secondary power supply/with over time Automatic standby generator, power supply available
5
Fourth revision – aminarno bepe - 092015

221
Remarks NIL
SASH AD 2.16. HELICOPTER LANDING AREA
1. Coordinates TLOF of THR FATO

2. TLOF and/or FATO elevation (M/FT)
3. TLOF and FATO area dimension, surface, strength, marking
4. True bearing and MAG bearing of FATO
5. Declared distance available
6. APP and FATO lighting
7. Remarks
Aviation Safety Training Division – ICAI

SASH AD 2.17. ATS AIRSPACE
1. Designation and lateral limits SEAHORSE CONTROLLED AD – 30 NM
2. Vertical limits 2,000 FT (AD)
3. Airspace classification C
4. ATS Unit call sign SEAHORSE TOWER

Seahorse – Batfish Air Traffic Control Procedures (Non-Radar)
(Language(s) (English)
5.
Transition Altitude 11,000 FT
6.
Fourth revision – aminarno bepe - 092015

Remarks NIL
222
Attachment 2
SEAHORSE AIRPORT MOVEMENT AREA
A1 = HOLDING POINT
IPA = ISOLATED PARKING AREA
Attachment 3
AIRCRAFT STAND NUMBER AND COORDINATES
AIRCRAFT COORDINATE
APRON STANDS SOUTH EAST REMARKS
NUMBER LATITUDE LONGITUDE
A-1 06°19’45.56’’ 106°45’20.16’’

A-2 06°19’49.80’’ 106°45’21.24’’
MAIN A-3 06°19’53.04’’ 106°45’22.32’’
NOSE IN
APRON A-4 06°19’56.28’’ 106°45’23.40’’
AND
TERMINAL A-5 06°19’59.52’’ 106°45’24.48’’
PUSH OUT
ALPHA A-6 06°20’02.40’’ 106°45’25.56’’
A-7 06°20’05.64’’ 106°45’26.64’’
A-8 06°20’08.88’’ 106°45’27.36’’
B-1 06°20’05.64’’ 106°45’37.44’’

B-2 06°20’02.40’’ 106°45’36.36’’
MAIN B-3 06°19’59.16’’ 106°45’35.28’’
NOSE IN
APRON B-4 06°19’56.28’’ 106°45’34.56’’
AND
TERMINAL B-5 06°19’53.04’’ 106°45’33.48’’
PUSH OUT
BRAVO B-6 06°20’49.80’’ 106°45’32.40’’
B-7 06°20’46.56’’ 106°45’31.32’’
B-8 06°20’43.32’’ 106°45’30.24’’
REMARKS : 1. Apron marking (main apron)

a. taxiway line, aircraft stand number and aircraft lead-in line are
yellow
b. nose wheel position :
- a line at the end of lead-in line for all aircraft except B747 and
as such
- the second line from the end of lead-in line is for DC9
- a circle in front of lead-in line is for B747 and as such
- color is yellow
c. stop bar with aircraft stand number :
- indicate the point at which stops
- the bar is to the left of lead-in line
- color is yellow
d. security line : limit of the tail aircraft – yellow
2. Parking for general aviation at west/east apron in accordance with

the location of the representative or requested by the pilot
3. Civil aircraft are allowed to taxi via military apron/taxiway MIKE
Attachment 4
AIRCRAFT STAND AND TAXIWAY LINES
Attachment 5
REMAINING DISTANCE BETWEEN INTERSECTIONS AND END OF RUNWAYS
IPA =
ISOLATED
PARKING
A1 = HOLDING POINT AREA
Attachment 5 (Cont'd)
REMAINING DISTANCE BETWEEN INTERSECTIONS AND END OF RUNWAYS
FROM ……… TO ……………. DISTANCE

NO.
INTERSECTION END OF RWY (M)
1. MAIN INTERSECTION (EAST OR WEST) 16L/16R 2634
RWY 16R/34L AND TWY CHARLIE; OR
2. 34L/34R 2146
RWY 16L/34R AND TWY HOTEL
RWY 16R/34L AND TWY DELTA; OR
3. 34L/34R 2423
RWY 16L/34R AND TWY GOLF
RWY 16R/34L AND TWY JULIET; OR
4. 16L/16R 3413
RWY 16L/34R AND TWY BRAVO
5. MAIN INTERSECTION WEST 07 1686
6. MAIN INTERSECTION EAST 25 1752
7. RWY 07 AND TWY ALPHA 07 1502
8. RWY 25 AND TWY INDIA 25 1473
--- oOo ---
Attachment 6
NAVIGATION AIDS POINTS WITHIN BTF CTA
TYPES
IDENTIFI-
OF NAV FREQ. COORDINATES REMARKS
CATION
AIDS
VOR/DME BTF 113.3 MHz 06°09’48.96’’ S; IAF runway 16R
106°41'25.44" E (non-precision)
NDB BT 370 kHz 6°26'33.36" S; Holding/feeder
106°29'58.56" E point (west)
NDB TF 380 kHz 6°09'48.96" S; Holding/feeder
106°05'12.48" E point (east)
LOCATOR SH 320 kHz 6°23'11.76" S; IAF runway 34L
106°45'46.44" E (precision)
LLZ SSHE 110.5 MHz 6°15'00.30" S; ILS runway 34L
106°43'13.44" E
GP - 329.5 MHz 6°165'40.68" S; ILS runway 34L
106°43'16.68" E (2.6°)
MARKER OM 75 MHz 6°21'08.64" S; 6967 M from the
106°45'06.12" E beginning runway
34L
MARKER MM 75 MHz 6°18'51.84" S; 2535 M from the
24L
MARKER IM 75 MHz 6°18'05.76" S; 1034 M from the
34L
NDB WP 355 kHz 6°09'48.96" S; West boundary
103°24'21.24" E
NDB SF 335 kHz 3°51'40.68" S; Northeast
109°26'03.12" E transfer point
NDB ET 345 kHz 6°09'48.96" S; East boundary
109°32'19.32" E
NDB SW 360 kHz 8°02'15.00" S; Southwest
104°12'54.36" E transfer point
NDB AB 365 kHz 5°14'45.60" S; Within SAP-2
104°43'24.24" E Battlefield AFB
Attachment 7
REPORTING POINTS WITHIN BTF CTA
REPORTING
CO-ORDINATE REMARKS
POINTS
AMBER 06°09'48.96" S; 106°00'41.76" E Intersection between R270 BTF VOR

and QDR 299 BT NDB
BURSA 05°34'24.24" S; 106°31'56.28" E Intersection between R345 BTF VOR
and QDR 317 TF NDB
COMET 05°46'07.32" S; 107°09'39.60" E Intersection between R050 BTF VOR
and QDR 011 TF NDB
DORIN 06°23'33.00" S; 107°19'11.28" E Intersection between R110 BTF VOR
and QDR 135 TF NDB
ECTOR 06°53'26.88" S; 107°39'45.72" E Intersection between QDR 160 BT NDB
and QDR 200 SH NDB
AMINA 03°37'42.60" S; 106°00'39.96" E Within BTF CTA
PRADA 06°09'48.96" S; 104°58'42.24" E Within BTF CTA
NIKEL 02°59'47.40" S; 105°50'30.48" E North transfer point
ARDEE 04°57'22.32" S; 108°07'45.48" E Within BTF CTA
CANEE 07°01'12.00" S; 109°01'37.20" E Within BTF CTA
RANEE 07°18'48.24" S; 108°51'06.12" E Within BTF CTA
GOLAN 07°12'22.32" S; 109°32'19.32" E Southeast transfer point
SIMON 09°25'48.36" S; 107°35'12.84" E South transfer point
MAHAR 07°36'50.04" S; 106°55'33.24" E Within BTF CTA
SANDY 08°48'57.96" S; 104°34'41.88" E Southwest transfer point
--- oOo ---
Attachment 8
EN-ROUTE CHART – BATFISH CONTROL AREA (CTA)
CTA
NORTHST
AR
FL 460
6 000’/10
000’
110°
29
0°
11
0°
Attachment 9
SEAHORSE CONTROL ZONE (CTR)
Attachment 10
INSTRUMENT APPROACH PROCEDURE (BTF VOR 16R)
(IAF)
ELEV. ALT IN FEET
DIST IN NM
VIS IN M Sterlingdrive
BRG IN MAG
VAR 0.30° E
MSA 25 NM
BTF VOR
BATFISH
Big Valley
06°
10’
S
Richmond
06°
SEAHORSE 10’
S
106°30’E 106°40’E 106°50’E

TRANSITION LEVEL : FL 130
TRANSITION ALT : 11 000 FT MISSED APPROACH PROCEDURE :
MAPt Turn Right and climb to 3 000’ to
(IAF)
proceed to BTF VOR/DME or as
3 000 165° 165° Instructed by ATC
(2 942)
452
BTF (394)
THR ELEV : 58 FT
NM from RWY 16R
OCA (H) Distance 4 DME – MAPt : 8.00 NM

Cat. ACFT A B C D Speed KT 120 130 140 150 160
Straight-in 452(394) Time Min/sec 4:35 4:14 3:56 3:40 3:26
Vis for S-in 1600 2000 2400 2800 R/D Ft/min 632 685 737 790 843
Circling 505(422) 758(675) 980(897) 991(908) Timing not authorized for defining the MAPt
Vis for circling 1900 2800 3700 4600
JAN 23, 2015 DIRECTORATE GENERAL OF CIVIL AVIATION AIP, 4TH EDITION
Attachment 11
INSTRUMENT APPROACH PROCEDURE (SH NDB 34L)
SEAHORSE
TRANSITION LEVEL : FL 130

MISSED APPROACH PROCEDURE : OM TRANSITION ALT : 11 000
Climb to 2 000’ and proceed to FT
BTF VOR/DME or as Instructed MM 3 000
IM 220°
by ATC (2 935) (FAF) 196°
2 000
(1 935) 340°
ILS RDH 50 GP : 3.00°
340°
SH
THR ELEV : 65 FT
NM from RWY 34L

OCA (H) Distance SH NDB – MAPt : 5.36 NM
Cat. ACFT A B C D Speed KT 120 130 140 150 160
Str-
In Cat. I 292(227) 305(240) (313)248 324(259) Time Min/sec 2:41 2:28 2:18 2:09 2:01
App.
Vis for S-in 1600 2000 2400 2800 R/D Ft/min 637 690 743 796 849
GP-inop 705(640)
Vis for GP-Inop 1600 2000 2400 2800
Circling 505(422) 758(675) 980(897) 991(908)
Vis for circling 1900 2800 3700 4600
JAN 23, 2015 DIRECTORATE GENERAL OF CIVIL AVIATION AIP, 4TH EDITION
Attachment 12
SEAHORSE AERODROME TRAFFIC CIRCUIT
Attachment 13
CIRCUIT FOR CIRCLING APPROACH
(FROM INSTRUMENT APPROACH RUNWAY 16R)
MAPt
(MDA)
 16R 16L

2000 FEET
34L 34R
 CIRCLING FOR RUNWAY 34L
 CIRCLING FOR RUNWAY 07 OR 25
 CIRCLING FOR RUNWAY 16L OR 34R
Attachment 13 (Cont’d)
CIRCUIT FOR CIRCLING APPROACH
(FROM INSTRUMENT APPROACH RUNWAY 34L)
 16R 16L
2000 FEET
34L 34R
MAPt
(DA/H)
 CIRCLING FOR RUNWAY 16R
 CIRCLING FOR RUNWAY 07 OR 25
 CIRCLING FOR RUNWAY 16L OR 34R
Attachment 14
HELICOPER LANDING AREA
Attachment 15
VFR CORRIDOR WITHIN SEAHORSE CTR
Attachment 16
VFR ROUTE WITHIN SEAHORSE CONTROL ZONE
Upper MNM FLT Direction of Remarks

Route designator Lateral
Track DIST Limit ALT Cruising Level Controlling
Significant points Limits
MAG (NM) Lower Airspace Unit
Coordinates (NM) Odd Even
Limit Classification Frequency
1 2 3 4 5 6
V–1
VICTOR ONE
AMBER
6°09'48.96’’S
SHE APP
106°00'41.76’’E 119 6 000 ft
27 123.0
299 GND/WTR
MHz
WEBER 3000 FT
06°19’48.72’’S G
106°18’21.60’’E
12
ALPHA
06°19’48.72" S
106°26'09.60" E
10
SHE TWR
 “SHE” AD 090 6 000 ft 2000 FT
10 118.3
06°19’48.72’’S 270 GND/WTR G
MHz
106°36’28.80’’E
8
BRAVO
06°19’48.72" S
106°44'19.08" E
11
ESTER 3000 FT
06°19’48.72" S G
SHE APP
107°04'53.04" E 092 6 000 ft
14 123.0
272 GND/WTR
MHz
DORIN
06°23’33.00’’S
107°19’09.48’’E
V–2
VICTOR TWO
BRAVO
06°19’48.72" S
SHE TWR
106°44'19.08" E 040
17 118.3
220
MHz
 “TF” NDB 6 000 ft 3 000 FT
10
06°09’48.96’’S GND/WTR G
SHE APP
107°05’12.12’’E 011
24 123.0
191
MHz
COMET
05°46’07.32’’S
107°09’39.50’’E

1 2 3 4 5 6
V – 2A
VICTOR TWO
ALPHA
 “TF” NDB
06°09’48.96’’S
SHE APP
107°05’12.12’’E 090 3 000 FT
15 6 000 FT 10 123.0
270 G
MHz
CORAL
06°09’48.96’’S
107°20’17.16’’E
V–3
VICTOR THREE
BURSA
06°09’48.96’’S
107°20’17.16’’E 137
49
317
SHE APP
 “TF” NDB 3 000 FT
6 000 FT 10 123.0
06°09’48.96’’S G
MHz
107°05’12.12’’E 135
20
315
DORIN
06°23’33.00’’S
107°19’09.48’’E
V–4
VICTOR THREE
POLAR
06°39’54.36’’S
SHE APP
106°10’27.12’’E 055
24 123.0
235
MHz
 “BT” NDB 3 000 FT
6 000 FT 10
06°26’17.88’’S G
SHE TWR
106°29’52.80’’E 035
4 118.3
215
MHz
ALPHA
06°19’48.72" S
106°26'09.60" E

1 2 3 4 5 6
V–5
VICTOR FIVE
BURSA
06°09’48.96’’S
107°20’17.16’’E 019
38
199
KOSER
06°09'48/96" S
106°19'42.24" E 162
14
342 SHE TWR
6 000 FT 3 000 FT
WEBER 10 118.3
GND/WTR G
06°19'38.64" S MHz
106°18'03.96" E 119
7
299
 “BT” NDB
06°26’17.88’’S
160
106°29’52.80’’E 29
340
ECTOR
06°53’26.88’’S
106°39’45.72’’E
Note : 1. WEBER is identified by a red-white huge factory chimney

2. ALPHA is identified by Lake Seahorse (7 NM west of SHE APT)
3. BRAVO is identified by Main Railway Station of Seahorse
4. ESTER is identified by a highway junction near a large bridge
5. KOSER is identified by Fuel Depot of PERTAMINA
--- oOo ---
Attachment 17
ATS ROUTE WITHIN BATFISH FIR AND CTA

1 2 3 4 5 6
W-09
WHISKEY
ZERO NINE
 “SST” VOR
02°54'41.68" S
100°54'41.04" E FL 460
90
15 000 FT
BRAVO BTF FIC
08°56'51.00" S 8896 kHz
112°20'16.80" E 039 FL 460 5 000 FT 6556 kHz
149 10
219 GND/WTR G 11396 kHz
SIERA 13318 kHz
08°56'51.00" S 3470 kHz
112°20'16.80" E FL 460
47
10 000 FT
 “NTR” VOR
00°47'12.12" S
104°49'41.16" E
W-10
WHISKEY
ONE ZERO
 “SST” VOR
02°54'41.68" S
100°54'41.04" E
FL 460 5 000 FT
90 10
15 000 FT G
ZEWUN
02°56'47.04" S
103°19'41.16" E BTF FIC
42
8896 kHz
BOODY 6556 kHz
02°57'37.44" S 11396 kHz
104°01'38.28" E 091 FL 460 5 000 FT 13318 kHz
69 10 3470 kHz
271 GND/WTR G
AZEZA
02°59'01.32" S
105°11'04.56" E
40
NIKEL
02°59'47.40" S
105°50'30.48" E
Attachment 17 (cont’d)

1 2 3 4 5 6
W-11
WHISKEY
ONE ONE
 “WP” NDB
06°09’48.96’’S
106°00’37.08’’E
89
PRADA FL460 6 000 FT
06°09'48.96" S 6 000 FT A, B
106°58'42.24" E
71
AMBER
06°19’48.72’’S 10 BTF
106°18’21.60’’E ACC
40
126.0
 “BTF” VOR 090 FL 460 3 000 FT MHz
06°09’48.96’’S 270 10 000 FT A, B
106°41’25.44’’E
24
 “TF’ NDB
06°19’48.72’’S
106°45’28.80’’E FL 460 6 000 FT
133
6 000 FT A, B
 “ET” NDB
06°19’48.72’’S
SGL ACC
106°56’50.64’’E FL460 5 000 FT
186 133.7
10 000 FT A, B
MHz
 “SNF” VOR
06°09’48.96’’S
112°38’19.32’’E
W-12
WHISKEY
ONE TWO
 “SPF” VOR
01°45’03.60’’S
111°56’56.76’’E 055 FL460 6 000 FT BTF FIC
90 10
235 FL 150 G 8896 kHz

1 2 3 4 5 6
Cont. W-12
WHISKEY
ONE TWO
ZFIVE
09°29'13.92" S
102°08'31.56" E 6000 FT BTF FIC
56
G 8896 kHz
BEEAN FL 460 6556
10
08°57'19.08" S GND/WTR 11396 kHz
102°54'12.24" E 055 4000 FT 13318 kHz
96 3470 kHz
235 G
 “SW’ NDB
08°02’12.84’’S
BTF ACC
104°12’54.00’’E FL 460 6000 FT
144 126.0
6000 FT A, B
MHz
 “BT” NDB
06°26’17.88’’S
106°29’52.80’’E 035 SHE APP
20
215 123.0
 “BTF” VOR FL 460 3 000 FT MHz
06°09’48.96’’S GND/WTR A, B, C BTF ACC
106°41’25.44’’E 126.0
37 MHz
COMET
05°46’07.32’’S
107°09’39.50’’E
76
BTF ACC
ARDEE 050 FL 460 6 000 FT
126.0
04°47’22.32’’S 230 6 000 FT A, B
MHz
108°07’45.48’’E
103
 “SF” NDB
03°51’40.68’’S
NTR ACC
109°26’03.12’’E FL 460 8 000 FT
197 129.5
6 000 FT A, B
MHz
 “SBD” VOR
01°45’03.60’’S
111°56’56.76’’E

1 2 3 4 5 6
W-12E
WHISKEY
ONE TWO EAST
 “BT” NDB
06°26’17.88’’S SHE APP
106°29’52.80’’E FL 460 123.0 MHz
29
GND/WTR BTF ACC
ECTOR 126.0 MHz
06°53’26.88’’S
106°39’45.72’’E 6 000 FT
46
A, B, C
BTF ACC
MAHAR 160 FL 460
10 126.0
07°36’50.04’’S 340 6 000 FT
MHz
106°55’33.24’’E
116
SIMON
09°25’48.36’’S
107°35’12.84’’E FL 460 8 000 FT BTF FIC
162
GND/WTR G 8896 kHz
 “SSK” VOR
11°51’26.28’’S
108°28’13.08’’E
W-13
WHISKEY
ONE THREE
 “NTR” VOR
00°47’13.20’’S
104°49’40.80’’E FL 460 9 000 FT NTR ACC
235
6 000 FT A, B 129.5 MHz
NIKEL
02°59’47.40’’S
105°50’30.48’’E FL 460 6 000 FT
39
6 000 FT A, B
AMINA 165 BTF ACC
10
03°37'42.60" S 345 126.0 MHz
106°00'39.96" E FL 460 6 000 FT
121
6 000 FT A, B
BURSA
06°09’48.96’’S SHE APP
107°20’17.16’’E FL 460 3 000 FT 123.0 MHz
37
GND A, B BTF ACC
126.0 MHz

1 2 3 4 5 6
Cont. W-13
WHISKEY
ONE THREE
 “BTF” VOR
06°09’48.96’’S SHE APP
106°41’25.44’’E FL 460 3 000 FT 123.0 MHz
37 BTF ACC
GND/WTR A, B, C
DORIN 126.0 MHz
06°23’33.00’’S
107°19’09.48’’E FL 460 6 000 FT BTF ACC
107
6 000 FT A, C 126.0 MHz
CANEE 110
10
07°12’00.00’’S 290
BTF ACC
109°16’12.00’’E
33 126.0
MHz
GOLAN FL 460 6 000 FT
07°12’22.32’’S 6 000 FT A, C
SGL ACC
109°32’19.32’’E
220 133.7
MHz
 “SGL” VOR
08°27’37.44’’S
112°59’04.56’’E
W-14E
WHISKEY
ONE FOUR
EAST
 “STY” VOR
02°54’58.68’’S
101°49’38.28’’E
ZEETO FL 460 8 000 FT BTF FIC

215
04°16’34.32”S GND/WTR G 8896 kHz
102°27’41.04”E
 “WP” NDB 155

06°09’48.96’’S 335
106°00’37.08’’E FL 460 6 000 FT BTF ACC
52
6 000 FT A, B 126.0 MHz
SEABE
06°56’38.76”S BTF ACC
103°42’19.44”E FL 460 3 000 FT 126.0 MHz
124
6 000 FT A, B, G BTF FIC
8896 kHz

1 2 3 4 5 6
Cont. W-14E
WHISKEY
ONE FOUR
EAST
 “SW’ NDB
08°02’12.84’’S BTF ACC
104°12’54.00’’E FL 460 3 000 FT 126.0 MHz
52
6 000 FT A, B, G BTF FIC
SANDY 155 8896 kHz
08°48’58.32’’S 335
104°34’42.24’’E 4 000 FT
55
G
 HAYOO
09°46’57.72”S
105°01’45.48”E FL 460 4 000 FT BTF FIC
109
GND/WTR G 8896 kHz
 ZEAIT
10°43’14.88”S
106°35’06.72”E 4 000 FT
72
G
 ZNINE 121
11°20’27.60”S 301 SSK ACC
107°36’50.04”E 3 000 FT 133.0 MHz
60
B, G BTF FIC
 “SSK” VOR 8896 kHz
11°51’26.28’’S
108°28’13.08’’E
W-15
WHISKEY FL 460 8 000 FT BTF FIC
185
ONE FIVE GND/WTR G 8896 kHz
 “SW” NDB
07°02’12.84’’ S
104°12’54.00’’ E 022
121
202
PRADA
BTF ACC
6°09'48.96" S
FL 460 7 000 FT 126.0 MHz
106°58'42.24" E 022 10
164 GND/WTR A, B, G BST AFIS
202
8977 kHz
AMINA
3°37'42.60" S
165
106°00'39.96" E 39
345

1 2 3 4 5 6
Cont. W-15
WHISKEY
ONE FIVE
NIKEL
02°59’47.40’’S
105°50’30.48’’E 165 FL 460 9 000 FT NTR ACC
285 10
345 6 000 FT A, B 129.5 MHz
 “NTR” VOR
00°47’13.20’’S
104°49’40.80’’E
W-16
WHISKEY
ONE SIX
NIKEL
02°59’47.40’’S
105°50’30.48’’E 7 000 FT
181
A, B
ARDEE 131 BTF ACC
04°57’22.32’’S 311 126.0 MHz
108°07’45.48’’E 4 000 FT
111
A, B
FL 460
 “ET” NDB
6 000 FT
06°19’48.72’’S
106°56’50.64’’E 5 000 FT
A, B
124 SGL ACC
 “SGL” VOR 248
304 133.7 MHz
08°27’37.44’’S
8 000 FT
112°59’04.56’’E
A, B
W-17
WHISKEY
ONE SEVEN
 “SW’ NDB
08°02’12.84’’S
104°12’54.00’’E FL 460 7 000 FT
167
GND/WTR F BTF ACC
081
MAHAR 10 126.0
261
07°36’50.04’’S MHz
FL 460 7 000 FT
106°55’33.24’’E 117
6 000 FT A, C

1 2 3 4 5 6
Cont. W-17
WHISKEY
ONE SEVEN
RANEE
07°18’48.24’’S
108°51’06.12’’E 081
42
261
GOLAN FL 460 7 000 FT BTF ACC
10
07°12’22.32’’S 6 000 FT A, B 126.0 MHz
109°32’19.32’’E 071
196
251
 “SNF” VOR
06°09’48.96’’S
112°38’19.32’’E
W-18
WHISKEY
ONE EIGHT
SIMON
09°25’48.36’’S
107°35’12.84’’E FL 460 7 000 FT
148
6 000 FT A, B
RANEE
07°18’48.24’’S
108°51’06.12’’E 031 FL 460 7 000 FT BTF ACC
21
211 6 000 FT A, B 126.0 MHz
CANEE
10
07°12’00.00’’S
109°16’12.00’’E FL 460 7 000 FT
60
6 000 FT A, B
 “ET” NDB
06°19’48.72’’S
106°56’50.64’’E 029 FL 460 7 000 FT SGL ACC
302
209 GND/WTR A, B 133.7 MHz
 “SBD” VOR
01°45’03.60’’S
111°56’56.76’’E

1 2 3 4 5 6
W-19
WHISKEY
ONE NINE
 “SPF” VOR
01°45’03.60’’S
111°56’56.76’’E FL 460 7 000 FT SPF ACC
90
Fl 150 A, B,G 129.7 MHz
ZESIX
10°08'40.92" S
103°23'58.56" E 4 000 FT
65
G
ZEVEN 082
9°59'45.24" S 262
103°28'50.52" E 6 000 FT
94
G
HAYOO BTF FIC
9°46'57.72" S 8896 kHz
105°01'45.48" E 6556 kHz
155
11396 kHz
SIMON FL 460 4 000 FT 13318 kHz
10 3470 kHz
09°25’48.36’’S GND/WTR G
107°35’12.84’’E
187
DEENY
8°52'48.00" S
110°39'00.00" E 080 3 000 FT
62
260 G
BEONE
8°41'57.12" S
111°39'20.88" E 3 000 FT SGL ACC
63
A, B, G 133.7 MHz
 “SGL” VOR
8°27'37.44" S
112°59'04.56" E
W-20
WHISKEY
TWO ZERO
 “SPF” VOR
01°45’03.60’’S
101 FL 460 5 000 FT SPF ACC
111°56’56.76’’E 90 10
281 GND/WTR A, B, G 129.7 MHz
Upper Direction of Remarks

Route designator MNM FLT ALT Lateral
Track DIST Limit Cruising Level Controlling
Cont. W-20
WHISKEY
TWO ZERO
FOXTO
10°38'37.32" S
102°23'01.68" E BTF FIC
162
8896 kHz
GOLFS 6 000 FT 6556 kHz
11°10'16.68" S G 11396 kHz
105°01'48.00" E 101 FL 460 13318 kHz
150 10 3470 kHz
281 GND/WTR
HOTEL
11°39'42.48" S
107°29'22.56" E 4 000 FT SSK ACC
60
B, G 133.0 MHz
 “SSK” VOR
11°51'26.28" S
110°24'55.80" E
W-21
WHISKEY
TWO ONE
 “SSK” VOR
11°51'26.28" S
FL 460
110°24'55.80" E 60
10 000 FT
053 5 000 FT
INDIA 10
233 G
11°15'21.96" S
109°16'10.20" E FL 460 BTF FIC
128
GND/WTR 8896 kHz
KEELO 6556 kHz
9°58'03.72" S 11396 kHz
110°58'55.20" E FL 460 13318 kHz
102 3470 kHz
GND/WTR
LEEMA
053 5 000 FT
8°56'51.00" S
233 G
112°20'16.80" E
FL 460
49
10 000 FT
 “SGL” VOR
8°27'37.44" S
112°59'04.56" E
Upper Direction of Remarks

Route designator MNM FLT ALT Lateral
Track DIST Limit Cruising Level Controlling
W-22
WHISKEY
TWO TWO
 “SSK” VOR
11°51'26.28" S
110°24'55.80" E 5 000 FT SSK ACC
60
B, G 133.0 MHz
ZELEV
11°03'01.44" S
109°03'39.60" E
68
BEEZE FL 460 BTF FIC
10
10°07'50.52" S GND/WTR 8896 kHz
109°44'03.48" E 036 5 000 FT 6556 kHz
93
216 G 11396 kHz
DEENY 13318 kHz
8°52'48.00" S 3470 kHz
110°39'00.00" E
32
TANGO
8°26'53.52" S
110°57'57.96" E
--- oOo ---
Attachment 18
LOCATION INDICATOR
ENCODE DECODE
LOCATION LOCATION
NAME OF AIRPORT NAME OF AIRPORT
INDICATOR INDICATOR
BATTLEFIELD AFB SAAF SAAF BATTLEFIELD AFB

BRIGHTSTAR SABT SABD SUNBIRD
EASTTOWN SAEN SABT BRIGHTSTAR
NORTHSTAR SANS SAEN WASTTOWN
SANDSHARK SASK SAFD SPRINGFIELD
SEAGULL SAGL SAFT TIGERFORT
SEAHORSE SASH SAGL SEAGULL
SOUTHVIEW SAUW SANF SUNFISH
SPRINGFIELD SAFD SANS NORTHSTAR
STARFISH SATF SAPT WESTPOINT
STINGRAY SAST SASH SEAHORSE
SUNBIRD SABD SASK SANDSHARK
SUNFISH SANF SAST STINGRAY
TIGERFORT SAFT SATF STARFISH
WESTPOINT SAPT SAUW SOUTHVIEW
--- oOo ---
Attachment 19
AIRCRAFT NATIONALITY AND REGISTRATION MARK
ENCODE DECODE
NATIONALITY NATIONALITY
STATES STATES
MARK MARK
AUSTRALIA VH AP PAKISTAN
BANGLADESH S2 CCCP RUSSIA
BELGIUM OO D GERMANY
BURMA XX, XZ DQ FIJI
FIJI DQ F FRANCE
FRANCE F G UNITED KINGDOM
GERMANY D HB SWITZERLAND
INDIA VT HL KOREA
INDONESIA PK HS THAILAND
ITALY I I ITALY
JAPAN JA JA JAPAN
MALAYSIA 9M N UNITED STATES
NETHERLAND PH OO BELGIUM
NEW ZEALAND ZK, ZL, ZM PH NETHERLAND
PAKISTAN AP PK INDONESIA
PAPUA NEW GUINEA PZ PZ PAPUA NEW GUINEA
PHILIPPINES RP RP PHILIPPINES
KOREA HL S2 BANGLADESH
SINGAPORE 9V VH AUSTRALIA
SRILANKA 4R VT INDIA
SWITZERLAND HB XY, XZ BURMA
TAHILAND HS ZK, ZL, ZM NEW ZEALAND
RUSSIA CCCP 4R SRILANKA
UNITED KINGDOM G 9M MALAYSIA
UNITED STATES N 9V SINGAPORE
--- oOo ---
Attachment 20
RESPONSIBILITY OF FEEDER AND PILOT
I. FEEDER POSITION
1. Function
The function of feeder is as supplier unit represents the relevant technical units
which supply information to ATC unit currently in operations, it is therefore it acts as
one or more ATS unit(s) or other technical unit(s).
2. Responsibility
a. Tower simulator
At TWR simulator, feeder will act as :

1) Briefing Office which supplies ETD, NOTAM, etc.;
2) APP which coordinates for departure/arrival of IFR traffic;
3) Fire Fighting Unit which coordinates in case of emergency exercise;
4) Meteorological office which supplies weather report for take-of and
landing (QAM);
5) Adjacent ATC/ATS unit(s)
6) Other relevant units.
b. Approach simulator
1) As ACC : shall keep APP promptly advised of pertinent data on

controlled traffic such as :
a) ETA of arriving aircraft (at least 15 minutes before ETA including
ACID, type, point of departure and destination);
b) estimated and proposed level of aircraft will be transferred;
c) transfer of control time, position and altitude;
d) EAT that has been issued by ACC to aircraft;
e) anticipated delay for departure due to congestion;
f) any other pertinent information.
2) As TWR : shall keep APP promptly advised of pertinent data on

a) for departing traffic :
 information that aircraft ready for pushback/start engine;
 information that aircraft (IFR) ready for departure (request
release time);
 request ATC clearance;
 information concerning aircraft that constitute essential traffic
to aircraft under the jurisdiction of SHE APP;
 information that departure aircraft can not depart in
accordance with the clearance expired time (CET);
 departure time/airborne time and route to be flown;
 any other pertinent information.
b) for arriving traffic :

 landing time;
 missed approach;
 an overdue or unreported aircraft;
 statement that arriving IFR has established visual contact;
c. Area Simulator
1) As APP : shall keep ACC promptly advised of pertinent data on

a) for arriving traffic :
 lowest vacant level available at individual fix;
 average time interval (ATI) between successive approaches;
 EAT and revision thereof;
 missed approach, if considered constitute conflict to traffic
under BTF ACC;
b) for departing traffic :

 departure time;
 statement that departing aircraft has been cleared to contact
ACC;
2) As other technical units or adjacent ACC/FIC : is to conduct the co-

ordination as instructed in the scenario.
d. In APP/ACC non-radar simulator
The function of feeder other than the above mentioned is the preparation
of pilot strip which is done before the exercise starts. The pilot strip will be
completed with the aircraft data (call sign, type, speed, route to be flown,
ETA reporting points, etc.) as described on the problem sheet(s). After
completion of the strip, the strip will be handed over to Pilot Position
when :
1) Departing traffic : as soon as departing aircraft has airborne or has

been transferred by SHE TWR to APP or by APP to ACC;
2) Arriving traffic : as soon as arriving aircraft has been transferred by
APP to TWR or by adjacent ACC/FIC to ACC.
and these strips will be returned to Feeder Position from the Pilot Position
when :
1) Departing traffic : has been cleared to contact APP, ACC or adjacent

ACC/FIC to which the aircraft will fly (next accepting unit);
2) Arriving traffic : has been cleared to contact APP or TWR.
II. PILOT POSITION
1. The responsibility of Pilot Position is to record all data required in accordance

with the progress of flight at all time reference to flight level, time, position,
clearance/instruction, etc. on the pilot strip.
2. Guidance for data insertion on the pilot strips are as follow :
Note : Data which will be inserted on pilot strips based on the data on the
scenario sheet.
Call sign : Speed : Rate D/C Route :
Time Time
First contact : Posn Level Posn Level
R L R L
Rwy : IAF :
ATC Clr.
Remark :
Legend :
Call sign : aircraft identification (flight number or nationality & registration mark
Speed : in KNOT
Rate D/C : rate of descent or rate of climb (feet perminute/FPM)
Route : the last two letter of location indicator (exp. SH – NF)
First contact : in minute
Rwy : runway-in-use for take-off or landing
IAF : instrument approach fix (BTF or SH)
ATC Clr. : ATC clearance from ACC
Remark : any other information or instruction
Posn : reporting points
Level : altitude or FL
Time : time of reaching or leaving any level at specified position
R : reaching
L : leaving
--- oOo ---
Attachment 21
FLIGHT PROGRESS STRIP
(STRIP MARKING)
I. GENERAL
1. Definition
a. BAY : a sloping panel of flight progress board.
b. BAY DIVIDER : an adjustable horizontal divider used to separate prepared

strip holders being held in suspense bay.
c. BOX : one sub-division of flight progress strip.
d. DESIGNATOR : an approved abbreviation used to identify a reporting

point, holding point or other location.
e. FLIGHT PROGRESS BOARD (DISPLAY) : a unit comprising sufficient

bays to accommodate the flight progress strip necessary for the provision
of respective ATC unit. The board will normally consist of minimum two
bays, i.e. active and suspense bays. Whereas the active bay may consist
of more than one bay dependent upon the number of designated/holding
point or routes structures.
f. FLIGHT PROGRESS STRIP (FPS) : a paper strip measuring

approximately 26 cm X 2.5 cm containing essential flight data necessary
for control unit respect to one fix. A strip for the fix representing the point of
departure or intended landing is known respectively as a departure or
arrival strip.
g. STRIP HOLDER : a metal/plastic structure which hold the flight progress

strip.
h. SUSPENSE BAY : a bay or portion reserved for the accommodation of

strip which is not active yet.
2. The objective of flight progress strip
The primary objectives of flight progress strip are :
a. to enable the controllers to visualize current as well as projected traffic

situation;
b. to serve as an aide-memoirs on the action taken by controller;
c. to assist the authority in investigation of accident/incident;
d. to serve airport management as data for statistic purpose.
3. Design and color
a. Design of flight progress strips are made in such a way based on the
function of the ATC units (ACC as En-route Controller is different to
APP/TWR which deals with departing/arriving traffic). Detailed explanation
of the flight progress strip boxes is on page ……
b. Color codes are assigned to flight progress strip to make them distinguish
for control purposes. Three colors are designated for control flight
operations namely blue/green, yellow/buff and white. The following flight
progress strips are used in the respective ATC unit in Indonesia :
1) light blue/green : for departure/outbound flight;
2) yellow/buff : for arrival/inbound traffic;
3) white : for local flight;
4) plan reverse side of white : for porting flight information of an
urgent matter/nature such as NOTAM,
SIGMET etc.
4. Procedure
In the interest of overall efficiency and to avoid misinterpretation, the following

flight progress strip principles shall strictly be followed :
a. symbol and abbreviation used shall conform to those listed in ICAO

Document, AIP Indonesia and Airways Operation Instruction (AOI);
b. entries on air traffic and ATC clearance shall be legible hand-printed

(inerasable pencil or ballpoint pen is preferable);
c. correction or revision to data posted shall be made by drawing a single

horizontal line through/cross the incorrect data and writing correct data
adjacent thereto 9in the same column/box);
d. do not draw a horizontal line through/cross an altitude being changed until

the aircraft has reported leaving the altitude (vacating the altitude);
e. do not erase or overwrite any item;
f. insert a check mark () against any data to indicate that it has been
passed to either pilot or other ATS units.
5. Posting of flight progress strip
a. Arrange flight progress strip under the appropriate designators in the

following manners :
1) sequence in chronological order of arrival over particular fix (time

sequencing) or in ascending/descending order of assigned altitude
over a holding fix (level sequencing);
2) time sequencing under the same fix designator with the earliest time
at the bottom.
b. Remove the flight progress strip from the flight progress board when no
longer required for control purposes (to avoid incorrect instrument
approach clearance issuance, arrival strip of APP will normally be withheld
until visual contact information has been obtained from TWR);
c. Used flight progress strip shall be filled and in no case shall such flight
progress strip be destroyed/thrown away;
II. DATA ENTRY
1. TWR and APP flight progress strip
a. Arrival
1) In most cases, the APP flight progress strip is equal to the TWR flight
progress strip. The only difference is that TWR as visual controller
does not need for insertion of data concerning instrument approach
clearance. TWR then enter landing time only instead. Whereas the
APP as instrument controller need to insert data related to the
instrument.
2) Flight progress strip box function
C E S
G H J K
D1
A
D2 F M P
L R
B D3 N Q
Legend :
BOX TOWER APPROACH

ETA holding fix/instrument
A ETA destination aerodrome
approach fix (IAF)
B time of first contact time of first contact
C level of aircraft at transfer time level of aircraft at transfer time
D level of aircraft on rep. point(s) level restriction
type, speed and wake type, speed and wake turbulence
E
turbulence category category
F aircraft identification/call sign aircraft identification/call sign
G runway-in-use for landing runway-in-use for landing
time of instrument approach
H blank
clearance is given
J blank
clearance is commenced
K landing time landing time
L point of departure point of departure

M blank ETA holding (feeder) point
N blank ATA holding (feeder) point
P blank time leaving holding (feeder) point
Q blank ATA instrument approach fix (IAF)
R missed approach time missed approach time
Any other pertinent information Any other pertinent information
such as ETA significant points, such as ETA significant points,
S
conflicting traffic, communication conflicting traffic, communication
failure, emergency etc. failure, emergency etc.
b. Departure
1) In most cases, the APP flight progress strip is also equal to the TWR
flight progress strip. The only difference is that TWR as visual
controller is dealing with pushback, start engine and taxi, whereas the
APP as instrument controller is not. For the purpose of conducting the
function of instrument controller some boxes are modified which
conform to the need if APP.
C E N
G H J K
D3
A
D2 F L M
B D1
Legend :
BOX TOWER APPROACH

A ETD ETD
blank (available for the time of
B time of first contact
setting course)
C iIntended cruising level iIntended cruising level
D level restriction level restriction
E type, speed and wake type, speed and wake turbulence

G runway-in-use for take-off runway-in-use for take-off
time of ATC clearance is passed to
H time of start engine
TWR
J time of commencing taxi release time, if any
K airborne time airborne time
L aerodrome of destination aerodrome of destination
M ATC clearance ATC clearance
any other pertinent information any other pertinent information
N such as ETA significant points, such as ETA significant points,
c. Local flight
1) In most cases, the APP flight progress strip is equal to the TWR flight
progress strip. The only difference is that TWR as visual controller is
dealing with pushback, start engine and taxi, whereas the APP as
instrument controller is not. For the purpose of conducting the function
of instrument controller some boxes are modified which conform to the
need if APP.
C E Q
G H J K
D3
A
D2 F L M N P
B D1
Legend :
BOX TOWER APPROACH

A ETD ETD
B Duration of flight Duration of flight
C Number of fuel/endurance Number of fuel/endurance
D Intended manoeuvre/area Intended manoeuvre/area

type, speed and wake type, speed and wake turbulence
E
G runway-in-use for take-off runway-in-use for take-off
time of ATC clearance is passed to
H time of start engine
TWR
J time of commencing taxi release time, if any
K airborne time airborne time
L runway-in-use for landing runway-in-use for landing
M blank
clearance is given
N blank
clearance is commenced
P landing time landing time
Any other pertinent information Any other pertinent information
such as ETA significant points, such as ETA significant points,
Q
2. ACC flight progress strip
a. Arrival and departure
1) In most cases, the ACC flight progress strip for departure and arrival
are equal.
A E S K L J K L
F M O Q
B G J K L J K L
C D H J K L J K L N P R
I
Legend :
BOX DEPARTURE ARRIVAL

A type of aircraft Type of aircraft
B aircraft identification/call sign aircraft identification/call sign

C true airspeed prefixed by T true airspeed prefixed by T
D ground speed ground speed
fix to which the strip refers (PoD/ fix to which the strip refers (PoD/
E
PoA/RP) PoA/RP)
F ETA/pilot’s ETO fix of E ETA/pilot’s ETO fix of E
ATC estimate (if differs from ATC estimate (if differs from pilot’s
G
pilot’s ETA) ETA)
H EET to the next fix/RP EET to the next fix/RP
I ATA over fix of E ATA over fix of E
assigned level (FL/altitude by assigned level (FL/altitude by ATC
J
ATC (cross when vacated) (cross when vacated)
K time reaching FL/altitude time reaching FL/altitude
L time leaving FL/altitude time leaving FL/altitude
control symbol enter/while or control symbol enter/while or leave
M
leave control area control area
time of first contact (for first FPS) or
time of first contact (for first FPS)
time of transfer to the next ATC/ATS
N or time of transfer to the next
units (for the last FPS)
ATC/ATS units (for the last FPS)
O time of ATC clearance Q is given time of ATC clearance Q is given or

P ETA aerodrome of destination ATD of aerodrome of departure
ATC clearance/instruction/control ATC clearance/instruction/control
Q
data/detail of information data/detail of information
R the route of flight the route of flight
intended FL/cleared FL (to be intended FL/cleared FL (to be
S
entered on all fixes) entered on all fixes)
Note :
For local flight, some boxes have different function as follow :
E departure/arrival point/fix
N time of first contact and of transfer to APP (box is divided two sections)
O number of fuel/endurance
P planned duration of flight
Q ATC instruction/information/control data
R area in which the flight is to be conducted
III. POSTING OF THE FLIGHT PROGRESS STRIP
1. Seahorse Aerodrome Control Tower (SHE TWR)
a. There is only one flight progress strip (FPS) is needed for one aircraft;
b. There are two sloping bays on the SHE TWR control desk, left side sloping
bay is generally used for posting the non-active (suspense) FPS, whereas
the right side of sloping bay for the active FPS;
c. Position of FPS is not fixed but mobile/changeable dependent upon the order
of arriving aircraft. In case the third aircraft becomes earlier to arrive at an
aerodrome than those the first and the second, the third aircraft’s FPS shall
be moved to the lowest position, and so on;
d. For avoiding confusion in detecting conflicting traffic, FPS of overflying

aircraft should be replaced by the light blue/green strip immediately he/she
reports overhead station;
e. FPS will be removed from the bay when the departing aircraft has been
instructed to contact SHE APP (after acknowledgement of receipt from the
pilot) or when the arriving aircraft has been instructed to taxi to apron (caution
should be advised when the taxiway is relatively long and there are some
taxiway intersections, the FPS may be removed when the aircraft has nearly
reached the parking stand).
2. Seahorse Approach Control Office (SHE APP)
a. There is only one flight progress strip (FPS) is needed for one aircraft;
b. There are five sloping bays on the SHE APP control desk. The function of
each sloping bay are as follow :
1) the most left sloping bay is generally used for posting the non-active
(suspense) FPS;
2) the second from left sloping bay is used for posting the active FPS of
traffic coming from south/southwest or west;
3) the center sloping bay is used for posting the active FPS of arriving
traffic holding over IAF or departing traffic awaiting take-off clearance;
4) the second from right sloping bay is used for posting the active FPS of
traffic coming from north/northeast/east or southeast;
5) the most right sloping bay is generally used for posting the FPS of
traffic which have been transferred to TWR and ACC (for Instructor
analysis).
c. On the active bays, there are 9 (nine) designators represent the reporting
points (BTF VOR, SH NDB, BT NDB, TF NDB) and at SHE CTR BDRY
(AMBER, BURSA, COMET, DORIN and ECTOR);
d. The FPS of aircraft(s) that have obtained ETA and other flight data (for
arrival) the FPS should normally be posted on the designators in
accordance with the intended route or flight path of aircraft. The FPS of
aircraft(s) that have requested ATC clearance should normally be posted
on the central bay;
e. APP is the instrument controller and in the provision of vertical separation

is by assigning specified altitude, the sequence of FPS should normally be
level wise, it means that the FPS of lower aircraft should be posted
beneath the strip of higher aircraft;
f. Position of FPS is not fixed but mobile/changeable correspond to the

aircraft position. Position of strip is on the designator to which the aircraft
is proceeding. For example, if the position of an aircraft has left BURSA
and proceeding to TF NDB, the FPS shall be posted at TF NDB
designator. Every time an aircraft passes the designated reporting points,
the FPS shall be moved to the next designator;
g. For avoiding confusion in detecting conflicting traffic, FPS of overflying

reports over BTF VOR/DME or SH NDB/LOC if the aircraft is diverted via
SH NDB/LOC;
h. FPS will be removed from the bay when the departing aircraft has been
instructed to contact BTF ACC (after acknowledgement of receipt from the
pilot) or when the arriving aircraft has been instructed to contact SHE TWR
or has established visual contact, whichever is specified.
3. Batfish Area Control Center (BTF ACC)
a. There are more than one FPS for one aircraft. The number of FPS
depends on the number of fix/reporting point (designators) that will be
passed over by the aircraft. For example, an aircraft is overflying from
NORTHSTAR to SEAGULL, the number of FPS will 5 (five) for NIKEL,
BURSA, BTF VOR, DORIN and GOLAN.;
b. There are five sloping bays on the BTF ACC control desk. There are 17
(seventeen) designators which represent the reporting points within BTF
CTA (BTF VOR, SH NDB, BT NDB, TF NDB, AMBER, BURSA, COMET,
DORIN, ECTOR and SW NDB), at BTF CTA BDRY (WP NDB, NIKEL,
ET NDB, GOLAN, SIMON and SANDY) and at the outside of BTF CTA
(SF NDB);
c. The FPS of active as well as non-active aircraft are posted on the

designators in accordance with the intended route/flight path of aircraft;
d. ACC is the instrument controller and in the provision of vertical separation

is by assigning specified altitude, the sequence of FPS should normally be
level wise, it means that the FPS of lower aircraft should be posted
beneath the strip of higher aircraft;
e. Position of FPS is not fixed but mobile/changeable correspond to the

aircraft position. Position of strip is on the designator to which the aircraft
is proceeding. For example, if the position of an aircraft has left BURSA
and proceeding to TF NDB, the FPS shall be posted at TF NDB
designator. Every time an aircraft passes the designated reporting points,
the FPS shall be moved to the next designator;
f. For avoiding confusion in detecting conflicting traffic, FPS of overflying

reports over BTF VOR/DME or SH NDB/LOC if the aircraft is diverted via
SH NDB/LOC;
g. FPS will be removed from the bay one by one (not simultaneously), except
for the last two FPS. FPS at any designator will be removed when aircraft
has passed the next designator. For example, if an aircraft over flying from
SPRINGFIELD to SUNBIRD via W-12, the designator will be passed over
are SW NDB, BT NDB, BTF VOR, COMET, SF NDB. The FPS of SW
NDB will be removed when the aircraft has passed BT NDB (not SW NDB)
and the FPS of BT NDB will be removed when the aircraft has passed BTF
VOR.
---oOo---
Attachment 22
CONTROL ABBREVIATION
ABBREV MEANING ABBREV MEANING
ABM abeam PT procedure turn
APT airport R radial (when preceded by

three figure)
APCH any authorized/approved
authorized IAP RL report leaving
ASC ascent or ascend to RLS release
BC back course RP report passing
BT base turn RR report reaching
BDRY boundary RX report crossing
DCT direct SI straight-in-approach
DLA delay SYD release subject to your

discretion
EAT expected approach time
SYT release subject to your own
EFC expect further clearance traffic
FPM feet per minute TL turn left
H hold TR turn right
HFR hold for release UFA until further advice
ILS instrument landing system UFC until further clearance
M magnetic (when preceded VA visual approach

by three figure)
VR VOR approach
MA missed approach
Attachment 23
CONTROL SYMBOL
SYM- SYM- SYM-

MEANING MEANING MEANING
BOL BOL BOL
climb to out of control

zone **
C Pilot cancelled
FPL
descend to
through control Information/flight
zone **  data has been
cruise passed to
recipient
local flight
@ at
20 DME holding
abeam (use mileage)
X cross 25
depart (turn after No delay
M maintain T take-off) expected
cross airway/ until Contact ….. (ATS

route/course C Unit) on ….
(frequency – if
alternate other than
intercept airway/ ( ) instruction standard)
route/course
( ) restriction Before
while in control
area
at or above After
enter of control
area ** at or below At or BEFORE
out of control from – to At or after

area **
special VFR Note : ** arrow

enter control W operation in the indicates
zone ** vicinity of AD direction of flight
Attachment 24
LETTER OF AGREEMENT
PT (Persero) PRADANA AVIANTARA

SEAHORSE INTERNATIONAL AIRPORT BATFISH
th
17 Floor – Flight Safety Training Department Building P.O.Box 509
Batfish 15001, INDONESIA
pradanavia@pradana.co.id - http://www.pradanavia.co.id
LETTER OF AGREEMENT
BETWEEN BATFISH ACC, SEAHORSE APPROACH AND SEAHORSE TOWER
I. SUBJECT : ATC CO-ORDINATION PROCEDURES
II. UNITS INVOLVED : a. BATFISH CONTROL CENTER
b. SEAHORSE APPROACH CONTROL UNIT
c. SEAHORSE AERODROME CONTROL TOWER
III. PURPOSE : The purpose of this letter of agreement of

responsibility procedures in respect of aircraft
operate within SHE CTR and BTF CTA to ensure a
safe expeditious and orderly flow of traffic
IV. SCOPE : Involved in this letter agreement are the following

items :
a. Area of jurisdiction
b. Exchange of flight data
c. ATC clearance, and
d. Transfer of responsibility
V. AREA OF JURISDICTION :
5.1. Area of jurisdiction of Seahorse Tower (SHE TWR) :
a. lateral limit : A circle with a radius of 30 NM centered at ARP
b. vertical limit : - upper limit : 2,000 feet
- lower limit : ground/water
5.2. Area of jurisdiction of Seahorse Approach Control Office (SHE APP) :
a. lateral limit : A circle with a radius of 40 NM centered at Seahorse

Radar Head (06°13’27.12’’ S 106°40’27.12’’ E)
b. vertical limit : - upper limit : 10,000 feet
- lower limit : ground/water
5.3. Area of jurisdiction of Batfish Control Center (BTF ACC) :
a. lateral limit : QUEBEC (06°13’27.12’’ S 106°40’27.12’’ E) – ROMEO

(06°13’27.12’’ S 106°40’27.12’’ E) thence along an arc
of the circle with a radius of 200 NM centered at
Seahorse Radar Head (06°13’27.12’’ S 106°40’27.12’’ E)
clockwise to QUEBEC
b. vertical limit : - upper limit : FL 460
- lower limit : 6,000 feet except above SHE CTR is

10,000 feet
VI. EXCHANGE OF FLIGHT DATA :
6.1. Arrival
a. BTF ACC shall keep the SHE APP promptly advised of pertinent data
such as :
1) ETA of arriving aircraft (at least 15 minutes before ETA including ACID,
type, point of departure and destination);
2) estimated and proposed level of aircraft will be transferred;
3) transfer of control time, position and altitude;
4) EAT that has been issued by BTF ACC to aircraft;
5) expected delay for departure due to congestion;
6) any other pertinent information.
b. SHE APP shall keep the SHE TWR promptly advised of pertinent data
such as :
1) estimated and proposed level of aircraft over aerodrome;
2) statement that an aircraft has been cleared to contact SHE TWR;
3) anticipated delay departure traffic due to congestion.
c. SHE TWR shall keep the SHE APP promptly advised of pertinent data
such as :
1) arrival time, if necessary;
2) statement that an aircraft is in communication with and sighted by SHE

TWR;
3) all available information relating to overdue aircraft;
4) information concerning missed approach
6.2. Departure
a. SHE TWR shall keep the SHE APP promptly advised of pertinent data
such as :
1) information that aircraft ready for pushback/start engine;
2) information that aircraft (IFR) ready for departure (request release

time);
3) information concerning aircraft that constitute essential traffic to aircraft
under the jurisdiction of SHE APP;
4) information that departure aircraft can not depart in accordance with

the clearance expired time (CET);
5) departure time/airborne time and route to be flown;
b. SHE APP shall keep the BTF ACC promptly advised of pertinent data
such as :
1) lowest vacant level available at individual fix;
2) departure time;
3) missed approach, if considered constitute conflict to traffic under BTF

ACC;;
4) EAT and revision thereof;
VII. AIR TRAFFIC CONTROL CLEARANCE
7.1. Request and the clearance delivery
a. SHE TWR request clearance to SHE APP then SHE APP request
clearance to BTF ACC;
b. BTF ACC shall issue ATC clearance subject to traffic under its
jurisdiction to SHE APP and SHE APP relay ATC clearance to SHE TWR
with the additional clearance subject to traffic under control of SHE APP.
7.2. Content of ATC clearance
The content of ATC clearance consist of :
a. clearance limit;
b. route of flight;
c. level;
d. departure instruction; and
e. any other instruction/information.
Example : GIA 893 CLEARED TO NIKEL/NTR VIA W-13 FL 310 AFTER

TAKE-OFF TURN (LEFT/RIGHT) TRACK 090 DEGREES
MAGNETIC TO INTERCEPT QDM 040 TF MAINTAIN 2,000 FT
VIII. TRANSFER OF CONTROL
8.1. Departure
a. Departure (IFR) aircraft will be transferred from SHE TWR to SHE APP
immediately after airborne and clear of other traffic;
b. Departure (VFR) aircraft will be transferred from SHE TWR to SHE APP
at point ALPHA (for westbound traffic) or point BRAVO (for eastbound
traffic) at altitude below 3 000 feet;
c. VFR traffic from SHE APT bound for BRIGHTSTAR shall maintain 1 000
feet and to TIGERFORT shall maintain 1 500 feet;
d. Unless prior co-ordination, SHE APP shall not climb outbound traffic
higher than 10 000 feet;
e. Departure traffic will be transferred from SHE APP to BTF ACC at SHE
CTR BDRY or at any point/time/level agreed by the two units.
8.2. Arrival
a. Arrival (IFR) will be transferred from SHE APP to SHE TWR when the
aircraft passing instrument approach fix (IAF) inbound at 2 000 feet
(BTF VOR/DME) or on ILS slope (SH NDB).
b. Arriving (VFR) will be transferred from SHE APP to SHE TWR at BT

NDB/WEBER (for traffic from the west/south/southwest) or TF
NDB/ESTER (for traffic from the north/northeast/east/southeast);
c. VFR traffic coming from BRIGHTSTAR shall maintain 1 500 feet and
from TIGERFORT shall maintain 1 000 feet;
d. Unless prior co-ordination, BTF ACC shall not descend inbound traffic
lower than 11 000 feet;
e. Arrival traffic will be transferred from BTF ACC to SHE APP at SHE
CTR BDRY or at any point/time/level agreed by the two units.
IX. DEVIATION
9.1. Any deviation from or change to the procedures contained in this letter of
agreement may only be made with the concurrence to the purpose of
enhancing the safe, expeditious and orderly flow of air traffic.
Batfish, September 12th , 2009
for SHE APP, for SEAHORSE TWR

,
ALPHA NOVEMBER BRAVO PAPA ALPHA MIKE KILO ROMEO
for ATC SECTION OF DGAC, for BATFISH ACC,
ALPHA MIKE INDIA NOVEMBER PAPA DELTA NOVEMBER
Attachment 25
LETTER OF AGREEMENT
PT (Persero) PRADANA AVIANTARA

SEAHORSE INTERNATIONAL AIRPORT BATFISH
th
17 Floor – Flight Safety Training Department Building P.O.Box 509
Batfish 15001, INDONESIA
pradanavia@pradana.co.id - http://www.pradanavia.co.id
LETTER OF AGREEMENT
BETWEEN SEAHORSE TOWER AND SEAHORSE FIRE FIGHTING STATION
I. SUBJECT : CO-ORDINATION PROCEDURES
II. UNITS INVOLVED : a. SEAHORSE AERODROME CONTROL TOWER
b. SEAHORSE FIRE FIGHTING STATION
III. PURPOSE : The purpose of this letter of agreement of responsibility

procedures in respect of aircraft operate within SHE
APT to ensure a safe, effective and efficient handling of
abnormal and emergency conditions
IV. SCOPE : Involved in this letter agreement are the following items :
a. Responsibility
b. Exchange of flight data
c. Action to be taken
V. RESPONSIBILITY :
5.1. Seahorse Aerodrome Control Tower (SHE TWR) is responsible for alerting
the rescue and fire fighting services whenever:
a) an aircraft accident has occurred on or in the vicinity of the aerodrome;
b) information is received that the safety of an aircraft which is or will

come under the jurisdiction of the aerodrome control tower may have
or has been impaired; or
c) requested by the flight crew; or
d) when otherwise deemed necessary or desirable.
5.2. Seahorse Fire Fighting Station (SHE FFS) is responsible for giving the
response as described in point VII below as soon as possible whenever :
a) information is received from SHE TWR stating that there is an aircraft

accident has occurred on or in the vicinity of the aerodrome; or
b) crash-bell is activated by SHE TWR
VI. EXCHANGE OF FLIGHT DATA
6.1. SHE TWR shall keep SHE FFS promptly advised of pertinent data on
abnormal traffic such as :
a) Aircraft identification (ACID);

b) Type of aircraft, including serial number (e.g. B737-400);
c) Nature of abnormalities;
d) Expected runway in use;
e) Surface wind direction and speed;
f) Number of person on board the aircraft (POB);
g) Fuel remaining;
h) Statement whether dangerous good on board or not;
i) Other pertinent information.
6.2. SHE FSS shall keep SHE TWR promptly advised of pertinent data on the
expected deployment such as :
a) Number and type of major vehicle or RPV will be deployed;
b) Grid position of destination;

c) Route to be followed;
d) Commander-in-charge;
e) Other pertinent information.
VII. ACTION TO BE TAKEN
7.1. When SHE TWR receives an emergency message from an aircraft :
a) which is still at the outside of SHE CTR : SHE TWR shall immediately
inform SHE FSS an accordance with point 6.1 above;
b) which has entered SHE CTR : SHE TWR shall immediately inform SHE
FSS an accordance with point 6.1 above;
c) which has been in the vicinity of SHE APT : SHE TWR shall
immediately inform SHE FSS an accordance with point 6.1. above;
d) which has been joining SHE aerodrome traffic circuit or an accident
has occurred : SHE TWR shall push the crash-bell button, and if
practicable, followed by giving information described in point 6.1.
above.
7.2. When SHE FFS receives information of abnormalities or emergency from

SHE TWR as described in :
a) 7.1.a) : SHE FFS shall take ALERT III-B :
- Vehicle(s) that will be deployed should be run-up (may be

done within the garage);
- Crews should be standby around the vehicle(s);
- Commander-in-charge should be standby at the appropriate
position.
b) 7.1.b) : SHE FFS shall take ALERT III-A :
- Vehicle(s) including ambulance that will be deployed shall be

run-up and standby at the outside of the garage;
- Crews should be standby within and on the vehicle(s);
- Commander-in-charge shall be standby at the appropriate
position.
c) 7.1.c) : SHE FFS shall take ALERT II :
- Vehicle(s) including ambulance shall be positioned at the

appropriate grid position;
- Crews shall be standby at the respective functions;
- Commander-in-charge shall be at the appropriate position.
d) 7.1.d) : SHE FFS shall take ALERT I :
- Vehicle(s) including ambulance shall be directed to accident

site and extinguish the existing fire;
- Crews conduct the tasks in accordance with their respective
functions;
- Commander-in-charge conduct the task in accordance with
his/her function;.
VIII. DEVIATION
9.1. Any deviation from or change to the procedures contained in this letter of
agreement may only be made with the concurrence to the purpose of
enhancing the safe, expeditious and orderly handling of abnormal and
emergency conditions.
Batfish, January 3rd , 2009
for SHE FFS, for SEAHORSE TWR,

,
ALPHA ROMEO MIKE HOTEL ALPHA MIKE KILO ROMEO
for AIRPORT MANAGER,
SIERRA INDIA MIKE ALPHA
Attachment 26
AIRCRAFT APPROACH CATEGORY
Note :
1. Aircraft performance ha a direct effect on the airspace and visibility needed to

perform the various maneuvers associated with the conduct of instrument
approach procedure. The most significant factor is the speed.
2. Approach speed categories are established based on 1.3 times the stall speed
in the landing configuration at maximum certificated landing mass.
AIRCRAFT AIRCRAFT
EXAMPLE
CATEGORY SPEED (KT)
A < 91 CS12, AC50, BE80, BE95, CD22, C308 ETC.
B 91 - <121 AT42, AT72, FK50, CN35, MA60, ND16, LR28,

LR29, YK40/YK42, L382 ETC.
C 121- <141 FK10, LR54/55/56, B737, EA32, AN22, IL76 ETC.
D 141 - <166 LR35/36, B747, EA33, EA38, B777, TU54, IL24,

ETC.
E 166 - <211 TU44, SR71, MILI JET, ETC
--- oOo ---
Attachment 27
AIRCRAFT TYPE DESIGNATOR
Note : L : land plane J : jet engined

A : amphibian 1-8 : number of engine
H : helicopter speed : max. cruising speed at or
P : piston engined above 10 000 ft
T : turbine engined blank : nil (data unavailable)
I. BY CIVIL DESIGNATOR
DESIGNATOR DESC MTOW SPEE

NAME OF MODEL MANUFACTURER
CIVIL MILI . (KG) D (KT)
- A3 Skywarrior L2J/M 37 200 530 McDonnel Douglas, USA
- A4 Skyhawk L1J/M 11 113 560 McDonnel Douglas, USA
- A6 Intruder L2J/M 27 500 595 Grumman Aviation, USA
AC21 - Jet Commander L2J/M 9 298 471 Rockwell Intl., USA
AC50 - Aerocommander 50 L2P/L 3 175 176 Rockwell Intl., USA
AC68 U4 Supercommander L2P/L 3060 242 Rockwell Intl., USA
A3ST Beluga Super Transp. L2J/H 155 000 M0.82 Airbus Industry, Fr.
A6T - Turbocommander L2J/L 4 265 241 Rockwell Intl., USA
- A37 Dragonfly H2T/L 6 230 440 Cessna Acft., USA
- AH1 Huey/Cobra L4T/M 4 309 190 Bell Heli. Co., USA
- A400 A400m L4T/M 130 000 300 Airbus Industry, Fr.
AN12 - Antonov 12 L4T/H 61 000 324 Antonov, Russian Fed.
AN22 - Antonov 22 L2T/M 250 000 399 Antonov, Russian Fed.
AN72 - Antonov 72 L4J/H 33 000 422 Antonov, Russian Fed.
AN4C - Antonov 324/Condor L4J/H 385 560 500 Antonov, Russian Fed.
AN4R - Antonov 124/Ruslan L6J/H 405 000 500 Antonov, Russian Fed.
AN5M - Antonov 225/Mirya L2J/L 421 350 525 Antonov, Russian Fed.
- AJET Alphajet L2T/M 6 550 450 Dassault-Breguet, Fr.
AT42 - ATR 42 L2T/M 16 750 272 Aerospatiale, Fr.
AT72 - ATR 72 L4J/H 19 990 294 Aerospatiale, Fr.
- B1 Bomber B-1 L8J/H 181 450 1 262 Boeing Co., USA
- B52 Stratofortress 221 350 565 Boeing Co., USA
DESIGNATOR MTOW SPEED

NAME OF MODEL DESC. MANUFACTURER
CIVIL MILI (KG) (KT)
B737 - 737-100/200 L2J/M 60 000 520 Boeing Co., USA
B73F T43A B737-400 L2J/M 128 000 M0.82 Boeing Co., USA
B73S - B737-300/500 L2J/M 128 000 528 Boeing Co., USA
B737 - B737-800 BBJ/Max L2J/H 171 000 M0.82 Boeing Co., USA
B747 - B747-100/200 L4J/H 370 000 535 Boeing Co., USA
B74F E4A B747-400 L4J/H 396 000 M.96 Boeing Co., USA
B74S - B747-300/500 L4J/H 390 000 535 Boeing Co., USA
B747 - B747 LCF/SCF L4J/H 364 000 M0.82 Boeing Co., USA
B747 - B747-8 L4J/H 448 000 M0.85 Boeing Co., USA
B767 - B767 L2J/H 450 000 M0.86 Boeing Co., USA
B777 - B777 L2J/H 352 000 M0.64 Boeing Co., USA
B787 - Dreamliner L2J/H 253 000 M0.92 Boeing Co., USA
BA11 - BAC-One-eleven L2J/M 47 400 470 Bae. Ltd., UK
BA32 - Jetsream 32 L2T/L 5 667 230 Bae. Ltd., UK
BA46 - Bae 146-100/200 L4J/M 42 184 432 Bae. Ltd., UK
BATP - Adv. Turbo prop. L2T/M 22 930 268 Bae. Ltd., UK
BE10 U21F King Air 100A L2T/L 4 580 270 Beechcraft Co., USA
BE18 C45 Twin Beech 18 L2T/L 3959 195 Beechcraft Co., USA
B1B - King Air 100B L2T/L 6 050 235 Beechcraft Co., USA
BE20 - Super King Air L2T/L 5 670 294 Beechcraft Co., USA
BE23 - Sundowner L1P/L 1 560 150 Beechcraft Co., USA
BE36 - Bonanza L1P/L 1 633 170 Beechcraft Co., USA
BE45 T34 Mentor L1P/L 1 703 180 Beechcraft Co., USA
BE55 T42 Baron 55 L2P/L 2 449 200 Beechcraft Co., USA
BE58 - Baron 58 L2P/L 2 449 200 Beechcraft Co., USA
BE80 UBF Queen Air 80 L2P/L 3 992 195 Beechcraft Co., USA
BE90 U21A King Air L2T/L 5 667 248 Beechcraft Co., USA
BE95 - Traveller L2P/L 1 900 183 Beechcraft Co., USA
BH06 H139 Jet Ranger H1T/L 1 451 118 Bell Helicopter, USA
BH13 - Sioux/trooper 47G/J H2P/L 1 338 73 Bell Helicopter, USA
BH41 - Bell 412 H2T/L 5 397 133 Bell Helicopter, USA
BH47 H47 Chinook L2T/M 22 680 170 Boeing Co., USA
BN2 - BN2A Islander L2P/L 2 993 140 Britten Norman, UK

BN3 - BN3A Trilander L3P/L 4 241 156 Britten Norman, UK
- BUC Buccaneer L2J/M 28 123 560 Hawker Siddeley, UK
C150 - Cessna 150 L1P/L 726 102 Cessna Acft. Co. USA
C172 T41 Cessna Skyhawk L1P/L 1 519 125 Cessna Acft. Co. USA
C175 - Cessna Skylark L1P/L 1 519 124 Cessna Acft. Co. USA
C177 - Cessna Cardinal L1P/L 1 525 126 Cessna Acft. Co. USA
C180 - Cessna 180 L1P/L 1 496 122 Cessna Acft. Co. USA
C182 - Cessna Skylane L1P/L 1 338 136 Cessna Acft. Co. USA
C185 - CessnaSkywagon L1P/L 1 496 135 Cessna Acft. Co. USA
C210 - CessnaCenturion L1P/L 1 723 163 Cessna Acft. Co. USA
C310 - CessnaThree-ten L2P/L 2 710 163 Cessna Acft. Co. USA
C337 - CessnaSkymaster L3P/L 677 140 Cessna Acft. Co. USA
C425 - Cessna Corsair L2T/L 3 033 230 Cessna Acft. Co. USA
C441 - Cessna 441 L2T/L 3 379 234 Cessna Acft. Co. USA
C500 - Cessna Citation L2J/L 5 210 348 Cessna Acft. Co. USA
C500 - Cessna Citation M3 L2J/M 9 526 486 Cessna Acft. Co. USA
C501 - Cessna Citation I L2J/L 5 210 340 Cessna Acft. Co. USA
C502 -- Cessna Citation V L2J/L 9 550 486 Cessna Acft. Co. USA
C20A - Gulfstream III L2J/M 31 615 505 Gulfstream AS, USA
- C135 Stratolifter L4J/H 134 715 462 Boeing Co., USA
- C5A Galaxy L4J/H 380 454 450 Lockheed, USA
- C130 Hercules L4T/M 70 308 327 Lockheed, USA
- C141 Starlifter L4J/H 155 909 510 Lockheed, USA
CD22 - Nomad Floatmaster L2T/L 4 050 180 Govt Acft Co., Australia
CD24 - Nomad Searchmaster L2T/L 4 120 190 Govt Acft Co., Australia
CL60 - Challenger L2J/M 18 463 472 Canadair, Canada
CL61 - Canadair CL601 L2J/M 19 550 475 Canadair, Canada
CN35 - CN 235 L2T/M 13 000 245 CASA/PT. DI, Indonesia
CONC - Concorde L4J/H 182 000 M2.05 BAC/Aerosp/UK/France

CS01 E25 Aviojet L1J/L 6 300 463 CASA, ESpana
CS12 T12 CASA Aviocar L2T/L 7 450 208 CASA, Espana
CV60 - Convair 600 L2T/M 24 450 261 Convair Div. GE., USA
CV99 - Convair 990/Coronado L4J/M 114 790 504 Convair Div. GE., USA
- CNBR Canberra L2J/M 24 945 504 British Acft. Co., UK
DA01 - Mercure 100 L2J/M 85 000 503 Dassault-Breguet, Fr.
DA10 - Falcon 10 L2J/M 8 300 M0.87 Dassault-Breguet, Fr.
DA20 - Falcon 20 L2J/M 13 00 465 Dassault-Breguet, Fr.
DC3 C47 Dakota/Sjytrain L2P/M 12 700 160 McDonnel Douglas, USA
DC10 - DC10 L3J/H 251 000 495 McDonnel Douglas, USA
DH4 CC08 Caribou DHC4 L4T/M 12 500 230 De Havilland, Canada
DH5 GT15 Buffalo DHC5 L2T/M 13 250 255 De Havilland, Canada
DH6 - Twin Otter DHC6 L2T/L 5 670 182 De Havilland, Canada
DH7 - Dash Seven L4T/M 19 995 236 De Havilland, Canada
DH8 - Dash Eight L4T/M 13 835 278 De Havilland, Canada
- E2 Hawkeye L4T/M 23 335 315 Grumman, USA
- E135 Boeing EC135 L4J/H 134 715 462 Boeing Co., USA
- E137 Boeing VC137 L4J/H 134 715 462 Boeing Co., USA
- E3A AWACS L4J/M 116 000 520 Boeing Co., USA
- EA6 Bomber L2J/M 26 535 595 Germany
- ETAR Etendard L1J/M 10 275 585 Dassault-Breguet, Fr.
EA30 - Airbus 300 L2J/H 137 000 505 Airbus Industry, Fr.
EA35 - Airbus 350 L2J/M 268 000 M0.85 Airbus Industry, Fr.

FK10 - Fokker 100 L2J/M 40 000 M0.75 Fokker-VFW, BV, Neth.
FK27 - Fokker Friendship L2T/M 20 000 260 Fokker-VFW, BV, Neth.
FK28 - Fokker Fellowship L2J/M 33 112 485 Fokker-VFW, BV, Neth.
FK50 - Fokker 50 L2T/M 18 990 295 Fokker-VFW, BV, Neth.
FK70 - Fokker 70 L2T/M 41 730 508 Fokker-VFW, BV, Neth.
- F1 Mirage I L1J/M 14 900 1 259 Dassault-Breguet, Fr.
- F4 Phantom L2J/M 26 035 1 262 McDonnel Douglas, USA
- F5 Tiger L2J/M 15 875 917 Grumman, USA
- F6 Delta Dart L1J/M 15 875 1 324 Convair Div. GE, USA
- F8 Crusader L1J/M 13 000 1 227 Convair Div. GE, USA
- F14 Tomcat L1J/M 30 228 1 149 Grumman, USA
- F15 Eagle L2J/M 30 845 1 146 McDonnel Douglas, USA
- F16 Fighting Falcon L1J/M 16 057 M0.93 General Dynamic, USA
- F18 Hornet L2J/M 25 400 M1.80 General Dynamic, USA
- F20 Tigershark L1J/M 25 402 M2.0 Northrop, USA
- F86 Sabre L1J/M 9 350 597 Rockwell Intl., USA
- F100 Super Sabre L1J/M 40 000 M0.75 Rockwell Intl., USA
- F101 Voodoo L1J/M 21 090 1 059 McDonnel Douglas, USA
- F102 Delta Dagger L1J/M 12 515 716 Convair Div. GE, USA
- F104 Starfighter L1J/M 14 060 1 259 Lockheed, USA
- F105 Thunderchief L1J/M 16 350 1 240 Fairchild Ind., USA
- F106 Delta Dart L1J/M 15 875 1 324 General Dynamic, USA
- F111 Bomber F-111 L2J/M 41 500 1 433 Convair Div. GE, USA
- F117A Bomber Stealth L4J/M 23 814 559 Lockheed, USA
G64 U16 Albatros A2P/M 15 800 176 Grumman, USA
G159 C4 Gulfstream V L2T/M 15 920 302 Grumman, USA
G2 - Gulfstream I L2J/M 28 122 511 Grumman, USA
G4 - Gulfstream IV L2J/M 31 616 M0.85 Grumman, USA
- GNAT Gnat F141/144 L1J/L 3 010 603 Hawker Siddeley, UK
HE1 - Helio Courier L1P/L 1 542 143 Helio Acft., USA
H3 - Super Courier L1P/L 1 542 150 Helio Acft., USA
HN32 - Alouette III H1T/L 2 250 119 SNIAS, France
HS21 - Trident L3J/M 13 560 520 HS Aviation, UK

HS25 - HS 125 L2J/M 12 430 450 HS Aviation, UK
HS74 - Andover L2T/M 20 182 242 HS Aviation, UK
HU50 H6 Hughes Pawnee H1T/L 1 157 117 Hughes Tools, USA
HV34 H47 Chinook H2T/M 20 845 123 Boeing Co., USA
- H53 Sea Stallion H2T/M 19 050 170 Sikorsky, USA
- HAR Harrier L1J/M 11 339 640 British Acft., UK
- SHAR Sea Harrier L1J/M 11 612 645 British Acft., UK
- HAWK Hawk L1J/M 8 342 555 British Acft., UK
- HUN Hunter L1J/M 10 885 616 British Acft., UK
IL14 - Ilyushin 14 L2P/M 18 000 162 Ilyushin, Russian Fed.
IL18 - Ilyushin 18 L4T/M 61 200 364 Ilyushin, Russian Fed.
IL28 - Ilyushin 28 L2J/M 21 000 485 Ilyushin, Russian Fed.
IL38 - Ilyushin 38 L2T/M 63 500 347 Ilyushin, Russian Fed.
IL62 - Ilyushin 62 L4J/H 162 000 486 Ilyushin, Russian Fed.
- JAGR Jaguar L2J/M 14 500 860 British Acft., UK
- KC10 DC10-Tanker L3J/H 208 211 490 McDonnel Douglas, USA
- KC97 Stratofeighter L4P/M 79 450 325 Boeing Co., USA
- KC135 Stratotanker L4J/H 134 715 462 Boeing Co., USA
L101 - Lockheed Tristar L3J/H 225 000 M0.85 Lockheed, USA
L188 P3 Electra/Orion L4T/M 52 664 352 Lockheed, USA
L329 C40 Jetstar L4J/M 19 051 495 Gates Learjet, USA
L382 C130 Hercules L4T/M 70 308 327 Gates Learjet, USA
LR23 - Learjet 23 L2J/L 6 803 441 Gates Learjet, USA
LR25 - Learjet 25 L2J/L 6 803 441 Gates Learjet, USA
LR35 - Learjet 35 L2J/M 6 904 450 Gates Learjet, USA
- LTNG Lightning L2J/M 21 770 1 146 British Acft., UK
MBH5 - Boelkow 105A H2T/L 2 300 125 MBB, Germany
MBK7 - Boelkow-Kawasaki H2T/L 2 800 152 MBB/Kawasaki Japan

MD11 - MD-11 L3J/H 285 990 525 McDonnel Douglas, USA
MD80 - MD-80 L2J/M 63 503 456 McDonnel Douglas, USA
- MI17 Mig 17/Fresco L1J/M 6 069 617 Mikoyan, Russian Fed.
- MI19 Mig 19/Farmer L2J/M 8 700 783 Mikoyan, Russian Fed.
- MI21 Mig 21/Fishbed L1J/M 8 200 1 203 Mikoyan, Russian Fed.
- MI23 Mig 23 L1J/M 12 700 1 233 Mikoyan, Russian Fed.
- MI25 Mig 25/Foxbat L2J/M 29 120 1 836 Mikoyan, Russian Fed.
- MI27 Mig 27/Flogger L1J/M 20 410 M0.95 Mikoyan, Russian Fed.
- MI29 Mig 29/Fulcrum L2J/M 16 330 1 358 Mikoyan, Russian Fed.
- MI31 Mig 31/Foxhound L2J/M 29 575 M2.20 Mikoyan, Russian Fed.
- MIR1 Mirage 1 L1J/M 14 900 1 259 Dassault-Breguet, Fr.
- MIR2 Mirage 2000 L1J/M 13 500 1 386 Dassault-Breguet, Fr.
- MIR3 Mirage III L1J/M 13 500 1 258 Dassault-Breguet, Fr.
- MIR4 Mirage IV L2J/M 31 600 1 262 Dassault-Breguet, Fr.
- MIR5 Mirage V L1J/M 13 500 1 258 Dassault-Breguet, Fr.
- MRC Tornado L2J/M 18 140 1 146 Dassault-Breguet, Fr.
NAS2 - Superpuma H2T/M 9 000 102 SNIAS, France
NB05 - Boelkow BO105 H2T/L 2 300 125 PT. DI, Indonesia
NB12 - Bell 412 H2T/M 5 347 133 PT. DI, Indonesia
NC12 - CASA Aviocar L2T/L 7 450 208 PT. DI, Indonesia
ND16 - Transall C160 L2T/M 52 090 250 SNIAS, France
NSAO - Puma SA330 H2T/M 6 700 147 PT. DI, Indonesia
- NIM Nimrod L1J/M 87 090 500 Hawker Siddeley, UK
- OV1 Mohawk L2T/M 8 214 265 Rockwell Intl., USA
- OV10 Bronco L2T/L 6 563 244 Rockwell Intl., USA
PA23 - Apache L2P/L 2 177 166 Piper Acft. Co., USA
PA24 - Commanche L1P/L 1 451 165 Piper Acft. Co., USA
PA25 - Pawnee L1P/L 1 365 155 Piper Acft. Co., USA
PA28 T35 Cherokee L1P/L 1 202 143 Piper Acft. Co., USA
PA30 - Twin Commanche L2P/L 1 633 178 Piper Acft. Co., USA
PA31 - Navajo/Mojave L2P/L 2 812 185 Piper Acft. Co., USA
PA34 - Seneca L2P/L 3 800 162 Piper Acft. Co., USA
PA38 - Tomahawk L1P/L 757 109 Piper Acft. Co., USA

PA42 - Cheyenne L2T/L 5 466 290 Piper Acft. Co., USA
PA44 - Seminole L2P/L 1 780 168 Piper Acft. Co., USA
PA46 - Malibu L1P/L 1 746 270 Piper Acft. Co., USA
PASE - Seneca II L2P/L 3 800 162 Piper Acft. Co., USA
PAZT U11 Aztec L2P/L 2 360 182 Piper Acft. Co., USA
- P2 Neptune L2P/M 36 240 309 Lockheed, USA
- P3 Orion L4T/M 52 664 352 Lockheed, USA
- PML Tornado L2J/M 25 402 M2.20 Northrop, USA
- PROV Jet Provost L1J/M 5 215 410 British Acft. Co., UK
S210 - Caravelle L2J/M 58 000 445 SNIAS, France
S315 - Lama SA315 H1T/L 1 951 113 SNIAS, France
S316 A103 Alouette III H1T/L 2 200 115 SNIAS, France
S318 - Alouette II H1T/L 1 650 102 SNIAS, France
S319 - Alouette III S319 H1T/L 2 250 119 SNIAS, France
S321 SFRL Super Frelon H3T/M 13 000 135 SNIAS, France
S330 - Puma SA330 H2T/L 6 700 147 SNIAS, France
S332 - Super Puma SA332 H2T/M 9 000 102 SNIAS, France
S341 - Gazelle SA341/342 H1T/L 1 800 168 SNIAS, France
S351 - Ecureuil A351 H1T/L 4 960 155 SNIAS, France
S360 - Dauphin SA360 H1T/L 3 000 170 SNIAS, France
SB32 J32 SAAB 35/Lausen L1J/M 13 000 608 SAAB Scania, Sweden
SB35 J35 SAAB 35/Draken L1J/M 16 000 1 146 SAAB Scania, Sweden
SB37 J37 SAAB 37/Viggen L1J/M 16 000 1 146 SAAB Scania, Sweden
SK58 H35 Choctaw/Seahorse H1P/L 6 350 110 Sikorsky Acft. Div. USA
SK59 - Sikorsky S59 H1P/L 5 896 115 Sikorsky Acft. Div. USA
SK61 - Sikorsky S61 H2T/M 8 450 144 Sikorsky Acft. Div. USA
SK62 H52 Sikorsky S62 H1T/M 8 620 140 Sikorsky Acft. Div. USA
SK64 H54 Sikorsky S64 H2T/M 19 050 110 Sikorsky Acft. Div. USA
- S34 Viking L2J/M 19 277 440 Lockheed, USA
- SR71 Blackbird L2J/M 77 110 1 720 Lockheed, USA
- SU7B Sukhoi 7/ Filler L2J/M 13 500 917 Sukhoi, Russian Fed.

- SU9 Sukhoi 9/Fishpot L1J/M 12 750 1 033 Sukhoi, Russian Fed.
- SU11 Sukhoi 11/Flagon L2J/M 16 000 1 320 Sukhoi, Russian Fed.
- SU22 Sukhoi 22/Fitter L1J/M 17 700 1 275 Sukhoi, Russian Fed.
- SU24 Sukhoi 24/Fencer L2J/M 29 500 1 359 Sukhoi, Russian Fed.
- SU25 Sukhoi 25/Frogfoot L2J/M 16 785 465 Sukhoi, Russian Fed.
- SU27 Sukhoi 27/Flanker L2J/M 28 805 802 Tupolev, Russian Fed.
- TU16 Tupolev 16/Badger L2J/M 68 000 510 Tupolev, Russian Fed.
- TU22 Tupolev 22/Blinder L2J/M 83 900 800 Tupolev, Russian Fed.
- TU22M Tupolev 22M/Backfire L2J/M 123 350 1 430 Tupolev, Russian Fed.
- TU28 Tupolev 28/Fiddler L2J/M 45 000 1 000 Tupolev, Russian Fed.
- TU34 Tupolev 134 L2J/M 44 500 469 Tupolev, Russian Fed.
- TU44 Tupolev 144 L4J/H 180 000 1 350 Tupolev, Russian Fed.
- TU54 Tupolev 154 L3J/M 90 000 526 Tupolev, Russian Fed.
- TU95 Tupolev 95/Bear L4JH 154 220 434 Tupolev, Russian Fed.
- TU114 Tupolev 114/Moss L4J/H 163 295 400 Tupolev, Russian Fed.
VC8 - Vickers Viscount 800 L4T/M 32 886 306 British Acft. Co., UK
VC9 - Vanguard 952/953 L4T/M 66 448 369 British Acft. Co., UK
VC10 - VC-Ten 1100 L4J/H 141 000 505 British Acft. Co., UK
VC15 - Super VC10-1150 L4J/H 151 000 510 British Acft. Co., UK
- VLCN Vulcan L4J/M 81 645 542 British Acft. Co., UK
YK40 - Yak-40 L3J/M 43 256 425 Yakovlev Russian Fed.
YK42 - Yak-42 L3J/M 45 562 432 Yakovlev Russian Fed.
YS11 - YS11/YS11-S L2T/M 25 000 252 Yakovlev Russian Fed.
II. BY AIRCRAFT TYPE OR MODEL

NAME OF MODEL DESC. MTOW (KG)
Adv. Turbo prop. BATP - L2T/M 22 453 272 Bae. Ltd. UK
Aerocommander 50 AC50 - L2P/L 3 175 176 Rockwell Intl., USA
Airbus 300 EA30 - L2J/H 137 000 505 Airbus Industry, Fr.
Albatros G64 U16 A2P/M 15 800 176 Grumman, USA
Alouette II S318 - H1T/L 1 650 102 SNIAS, France
Alouette III S316 A103 H1T/L 2 200 115 SNIAS, France
Alouette III HN32 - H1T/L 2 250 119 SNIAS, France
Alouette III S319 S319 - H1T/L 2 250 119 SNIAS, France
Alphajet - AJET L2J/M 6 550 450 Dasult-Breguet, Fr.
Andover HS74 - L2T/M 20 182 242 HS Aviation, UK
Antonov 10 AN10 - L4T/M 55 110 366 Antonov, Russian Fed.
Antonov 124/Ruslan AN4R - L6J/H 405 909 500 Antonov, Russian Fed.
Antonov 22 AN22 - L4J/H 250 000 399 Antonov, Russian Fed.
Antonov 225/Mirya AN5M - L4T/H 421 350 525 Antonov, Russian Fed.
Antonov 324/Condor AN72 - L4J/H 385 560 500 Antonov, Russian Fed.
Antonov 72 AN4C - L2T/M 33 000 422 Antonov, Russian Fed.
Apache PA23 - L2P/L 2 177 166 Piper Acft Co., USA
ATR 42 AT42 - L2T/M 16 750 272 Aerospatiale, Fr.
ATR 72 AT72 - L2T/M 19 990 294 Aerospatiale, Fr.
AWACS - E3A L4J/M 370 000 520 Boeing Co., USA
Aztec PAZT U11 L2P/L 2 360 182 Piper Acft Co., USA
B707-100/200 B707 - L4J/M 116 575 537 Boeing Co., USA

B707-300/400 B707 - L4J/M 120 750 535 Boeing Co., USA
B720B B72S - L4J/M 106 000 520 Boeing Co., USA
B727-All series B727 - L3J/M 95 000 527 Boeing Co., USA
B737-100/200 B737 T43A L2J/M 55 600 525 Boeing Co., USA
B737-300/500 B73S - L3J/M 60 000 520 Boeing Co., USA
B737-400 B73S - L2J/M 52 400 509 Boeing Co., USA
B747-100/200 B747 E4A L4J/H 371 000 528 Boeing Co., USA
B747-300/500 B74S - L4J/H 370 000 535 Boeing Co., USA
B747-400 B74F - L4J/H 380 000 532 Boeing Co., USA
B757 B757 - L2J/M 99 790 509 Boeing Co., USA
B767 B767 - L4J/H 136 080 497 Boeing Co., USA
B777 B777 - L2J/H 268 000 554 Boeing Co., USA
BAC-One-eleven BA11 - L2J/M 45 000 470 Bae Ltd. UK
Bae 146-100/200 BA46 - L4J/M 42 184 437 Bae Ltd. UK
Baron 55 BE55 T34 L2P/L 2 449 200 Beechcraft Co., USA
Baron 58 BE58 T42 L2P/L 2 449 200 Beechcraft Co., USA
Bell 412 BH41 - H2T/L 5 397 133 Bell Helicopter, USA
Bell 412 NB12 - H2T/L 5 297 133 IPTN. Indonesia
Blackbird - SR71 L2J/M 77 110 1 720 Lockheed, USA
BN2A Islander BN2 - L2P/L 2 993 140 Britten Norman, UK
BN3A Trilander BN3 - L3P/L 4 241 156 Britten Norman, UK
Boeing EC135 - E135 L4J/M 134 715 462 Boeing Co., USA
Boeing VC137 - E137 L4J/M 134 715 462 Boeing Co., USA
Boelkow 105A NB05 - H2T/L 2 300 125 IPTN, Indonesia
Boelkow BO105 MBH5 - H2T/L 2 300 125 MBB, Germany
Boelkow-Kawasaki MBK7 - H2T/L 2 800 152 MBB/Kawasaki, Japan
Bomber - E6A L2J/M 26 535 595 Germany
Bomber B-1 - B1 L4J/M 181 450 1262 Rockwell Intl., USA
Bomber F-111 - F111 L2J/M 41 500 1 433 Convair Div. GE., USA
Bomber Stealth - F117A L4J/M -
Bonanza BE36 - L1P/L 1 633 170 Beechcraft Co., USA
Bronco - OV10 L2T/L 6 563 244 Rockwell Intl., USA
Buccaneer - BUC L2J/M 28 123 560 Hawker Sideley, UK

Buffalo DHC5 DH5 GT15 L2T/M 13 250 255 De Havilland, Canada
Canadair CL601 CL61 - L2J/M 19 550 475 De Havilland, Canada
Canberra - CNBR L2J/M 24 945 504 British Acft., UK
Caravelle S210 - L2J/M 58 000 445 SNIAS, France
Caribou DHC4 DH4 CC08 L2P/M 12 500 230 De Havilland, Canada
CASA Aviocar CS12 T12 L2T/L 7 450 208 CASA, Espana
CASA Aviocar NC12 - L2T/L 7 450 208 IPTN, Indonesia
Cessna 150 C150 - L1P/L 726 102 Cessna Acft. Co. USA
Cessna 180 C180 - L1P/L 1 496 122 Cessna Acft. Co. USA
Cessna 441 C441 - L2T/L 3 379 234 Cessna Acft. Co. USA
Cessna Cardinal C177 - L1P/L 1 525 126 Cessna Acft. Co. USA
Cessna Citation C500 - L2J/L 519 348 Cessna Acft. Co. USA
Cessna Citation I C501 - L2J/L 9 526 340 Cessna Acft. Co. USA
Cessna Citation M3 C500 - L2J/M 5 210 486 Cessna Acft. Co. USA
Cessna Citation V C502 - L2J/L 9 550 486 Cessna Acft. Co. USA
Cessna Corsair C425 - L2T/L 3 033 230 Cessna Acft. Co. USA
Cessna Skyhawk C172 T41 L1P/L 5 210 125 Cessna Acft. Co. USA
Cessna Skylane C182 - L1P/L 1 338 136 Cessna Acft. Co. USA
Cessna Skylark C175 - L1P/L 1 519 124 Cessna Acft. Co. USA
CessnaCenturion C210 - L1P/L 1 723 163 Cessna Acft. Co. USA
CessnaSkymaster C337 - L3P/L 677 140 Cessna Acft. Co. USA
CessnaSkywagon C185 - L1P/L 1 496 135 Cessna Acft. Co. USA
CessnaThree-ten C310 - L2P/L 2 710 163 Cessna Acft. Co. USA
Challenger CL60 - L2J/M 18 643 472 Canadair, Canada
Cherokee PA28 T35 L1P/L 1 202 143 Piper Acft Co., USA
Cheyenne PA41 - L2T/L 5 466 362 Piper Acft Co., USA
Chinook HV34 H47 H2T/M 20 845 123 Boeing VERTOL, USA
Choctaw/Seahorse SK58 H35 H1P/L 6 350 110 Sikorsky Acft Div., USA
CN 235 CN35 - L2T/M 13 000 245 CAS/IPTN, Indonesia

Commanche PA24 - L1P/L 1 451 165 Piper Acft Co., USA
Concorde CONC - L4J/H 182 000 M2.05 BAC/AEROS, UK/Fr.
Convair 600 CV60 - L2T/M 24 450 261 Convair Div. GE., USA
Convair 990Coronado CV99 - L4J/M 114 790 504 Convair Div. GE., USA
Crusader - F8 L1J/M 13 000 1 227 Convair Div. GE., USA
Dakota/Sjytrain DC3 C47 L2P/M 12 700 160 McDonnel Douglas, USA
Dash Eight DH8 - L4T/M 13 835 278 De Havilland, Canada
Dash Seven DH7 - L4T/M 19 995 236 De Havilland, Canada
Dauphin SA360 S360 - H1T/L 3 000 170 SNIAS, France
DC10 DC10 - L3J/H 251 000 495 McDonnel Douglas, USA
DC10-Tanker - KC10 L3J/H 208 211 490 McDonnel Douglas, USA
DC8 DC8 - L4J/M 158 750 520 McDonnel Douglas, USA
DC9 DC9 - L2J/M 54 900 487 McDonnel Douglas, USA
Delta Dagger - F102 L1J/M 14 515 716 Convair Div. GE., USA
Delta Dart - F106 L1J/M 15 875 1 324 Convair Div. GE., USA
Dragonfly - A37 L2J/L 6 320 440 Cessna Acft. Co., USA
Eagle - F15 L2J/M 30 845 1 146 McDonnel Douglas, USA
Ecureuil A351 S351 - H1T/L 4 960 155 SNIAS, France
Electra/Orion L188 P3 L4T/M 52 664 352 Lockheed, USA
Etendard - ETAR L1J/M 10 275 585 Dassault-Breguet, Fr.
Falcon 10 DA10 - L2J/M 8 300 M0.87 Dassault-Breguet, Fr.
Falcon 20 DA20 - L2J/M 13 00 465 Dassault-Breguet, Fr.
Fighting Falcon - F16 L2J/M 16 057 M0.93 General Dynamic, USA
Fokker 100 FK10 - L2J/M 40 000 M0.75 Fokker VFW, Netherland
Fokker 50 FK50 - L2T/M 18 990 295 Fokker VFW, Netherland
Fokker 70 FK70 - L2T/M 38 100 508 Fokker VFW, Netherland
Fokker Fellowship FK28 - L2J/M 33 112 485 Fokker VFW, Netherland
Fokker Friendship FK27 - L2T/M 20 000 260 Fokker VFW, Netherland
Galaxy - C5A L4J/H 380 454 450 Lockheed, USA

Gazelle SA341/342 S341 - H1T/L 1 800 168 SNIAS, France
Gnat F141/144 - GNAT L1J/L 3 010 603 Hawker Sideley, UK
Gulfstream I G2 - L2J/M 28 122 511 Grumman, USA
Gulfstream III C20A - L2J/M 31 615 505 Gulfstream AS, USA
Gulfstream IV G159 - L2T/M 15 920 302 Grumman, USA
Gulfstream V G4 - L2J/M 31 616 511 Grumman, USA
Harrier - HAR L1J/M 11 339 640 British Acft., UK
Hawk - HAWK L1J/M 8 342 645 British Acft., UK
Hawkeye - E2 L4T/M 23 335 315 Grumman, USA
Helio Courier HE1 - L1P/L 1 542 143 Helio Acft. USA
Hercules - C130 L4T/M 70 308 327 Lockheed, USA
Hercules L382 C130 L4T/M 70 308 327 Gates Learjet, USA
Hornet - F18 L2J/M 25 400 M1.80 General Dynamic, USA
HS 125 HS25 - L2J/M 12 430 450 Hs Aviation, UK
Huey/Cobra - AH1 H2T/L 4 309 190 Bell Helicopter, USA
Hughes Pawnee HU50 H6 H1T/L 1 157 117 Hughes Tools, USA
Hunter - HUN L1J/M 10 885 616 British Acft., UK
Ilyushin 14 IL14 - L2P/M 18 000 162 Ilyushin, Russian Fed.
Ilyushin 18 IL18 - L4T/M 61 200 364 Ilyushin, Russian Fed.
Ilyushin 28 IL28 - L2J/M 21 000 485 Ilyushin, Russian Fed.
Ilyushin 38 IL38 - L2T/M 63 500 347 Ilyushin, Russian Fed.
Ilyushin 62 IL62 - L4J/H 162 000 486 Ilyushin, Russian Fed.
Intruder - A6 L2J/M 27 500 595 Grumman Aviation, USA
Jaguar - JAGR L2J/M 14 500 860 British Acft., UK
Jet Commander AC21 - L2J/M 9 296 471 Rockwell Intl. USA
Jet Provost - PROV L1J/M 5 215 410 British Acft., UK
Jet Ranger BH06 H139 H1T/L 1 451 118 Bell helicopter, USA
Jetsream 32 BA32 - L2T/L 10 895 295 Bae Ltb, UK
Jetstar L329 C40 L4J/M 19 051 495 Gates Learjet, USA
King Air BE90 U21A L2T/L 5 667 248 Beechcraft Co., USA

King Air 100A BE10 U21F L2T/L 5 667 245 Beechcraft Co., USA
King Air 100B B1B - L2T/L 4 490 235 Beechcraft Co., USA
Lama SA315 S315 - H1T/L 1 951 113 SNIAS, France
Learjet 23 LR23 - L2J/L 6 803 441 Gates Learjet, USA
Learjet 25 LR25 - L2J/L 6 803 441 Gates Learjet, USA
Learjet 35 LR35 - L2J/M 6 904 450 Gates Learjet, USA
Lightning - LTNG L2J/M 21 770 1 146 British Acft., UK
Lockheed Tristar L101 - L3J/H 225 000 M0.85 Lockheed, USA
Malibu PA46 - L1P/L 1 746 270 Piper Acft. Co., USA
MD-11 MD-11 - L3J/H 285 990 525 McDonnel Douglas, USA
MD-80 MD80 - L2J/M 63 503 456 McDonnel Douglas, USA
Mentor BE45 T34 L1P/L 1 703 180 Beechcraft Co., USA
Mercure 100 DA01 - L2J/M 85 000 503 Dassault-Breguet, Fr.
Mig 17/Fresco - MI17 L1J/M 6 069 617 Mikoyan, Russian Fed.
Mig 19/Farmer - MI19 L2J/M 8 700 783 Mikoyan, Russian Fed.
Mig 21/Fishbed - MI21 L1J/M 8 200 1 203 Mikoyan, Russian Fed.
Mig 23 - MI23 L1J/M 12 700 1 233 Mikoyan, Russian Fed.
Mig 25/Foxbat - MI25 L2J/M 29 120 1 836 Mikoyan, Russian Fed.
Mig 27/Flogger - MI27 L1J/M 20 410 M0.95 Mikoyan, Russian Fed.
Mig 29/Fulcrum - MI29 L2J/M 16 330 1 358 Mikoyan, Russian Fed.
Mig 31/Foxhound - MI31 L2J/M 29 575 M2.20 Mikoyan, Russian Fed.
Mirage 1 - MIR1 L1J/M 14 900 1 259 Dassault-Breguet, Fr.
Mirage 1 - F1 L1J/M 14 900 1 259 Dassault-Breguet, Fr.
Mirage 2000 - MIR2 L1J/M 13 500 1 386 Dassault-Breguet, Fr.
Mirage III - MIR3 L1J/M 13 500 1 258 Dassault-Breguet, Fr.
Mirage IV - MIR4 L2J/M 31 600 1 262 Dassault-Breguet, Fr.
Mirage V - MIR5 L1J/M 13 500 1 258 Dassault-Breguet, Fr.
Mohawk - OV1 L2T/M 8 214 265 Rockwell intl., USA
Navajo/Mojave PA31 - L2P/L 2 812 185 Piper Acft. Co., USA
Neptune - P2 L2P/M 36 240 309 Lockheed, USA
Nimrod - NIM L1J/M 87 090 500 Hawker Siddeley, UK

Nomad Floatmaster CD22 - L2T/L 4 050 180 Govt. Acft. Co. USA
Nomad Searchmaster CD24 - L2T/L 4 120 190 Govt. Acft. Co. USA
Orion - P3 L4T/M 52 664 352 Lockheed, USA
Pawnee PA25 - L1P/L 1 365 155 Piper Acft. Co., USA
Phantom - F4 L2J/M 26 035 1 262 McDonnel Douglas, USA
Puma SA330 NSAO - H2T/M 6 700 147 IPTN, Indonesia
Puma SA330 SA330 - H2T/M 6 700 147 SNIAS, France
Queen Air 80 BE80 - L2P/L 3 992 195 Beechcraft Co., USA
SAAB 35/Draken SB32 J32 L1J/M 13 000 608 SAAB Scania, Sweden
SAAB 35/Lausen SB35 J35 L1J/M 16 000 1 146 SAAB Scania, Sweden
SAAB 37/Viggen SB37 J37 L1J/M 16 000 1 146 SAAB Scania, Sweden
Sabre - F86 L1J/M 9 350 597 Rockwell Intl., USA
Sea Harrier - SHAR L1J/M 11 612 645 British Acft., UK
Sea Stallion - H53 H2T/M 19 050 170 Sikorsky, USA
Seminole PA 44 L2P/L - 1 780 168 Piper Acft. Co., USA
Seneca PA34 L2P/L - 3 800 162 Piper Acft. Co., USA
Seneca II PASE L2P/L - 3 800 162 Piper Acft. Co., USA
Sikorsky S59 SK59 - H1P/L 5 896 115 Sikorsky Acft. Div. USA
Sikorsky S61 SK61 - H2T/M 8 450 144 Sikorsky Acft. Div. USA
Sikorsky S62 SK62 H52 H1T/M 8 620 140 Sikorsky Acft. Div. USA
Sikorsky S64 SK64 H54 H2T/M 19 050 110 Sikorsky Acft. Div. USA
Sioux/trooper 47G/J BH13 - H1P/L 1 338 73 Bell Helicopter, USA
Skyhawk - A4 L1J/M 11 113 560 McDonnel Douglas, USA
Skyraider - A1 L1P/M 11 340 280 McDonnel Douglas, USA
Skywarrior - A3 L2J/M 37 200 530 McDonnel Douglas, USA
Starfighter - F104 L1J/M 14 060 1 259 Lockheed, USA
Starlifter - C141 L4J/H 155 909 510 Lockheed, USA
Stratofreighter - KC97 L4P/M 79 450 352 Boeing Acft. Co., USA
Stratofortress - B52 L8J/H 221 350 565 Boeing Acft. Co., USA
Stratolifter - C135 L4J/H 134 715 462 Boeing Acft. Co., USA
Stratotanker KC135 L4J/H 134 715 462 Boeing Acft. Co., USA

Sukhoi 11/Flagon - SU11 L2J/M 16 000 1 320 Sukhoi, Russian Fed.
Sukhoi 22/Fitter - SU22 L1J/M 17 700 1 275 Sukhoi, Russian Fed.
Sukhoi 24/Fencer - SU24 L2J/M 29 500 1 359 Sukhoi, Russian Fed.
Sukhoi 25/Frogfoot - SU25 L2J/M 16 785 465 Sukhoi, Russian Fed.
Sukhoi 27/Flanker - SU27 L2J/M 28 805 802 Sukhoi, Russian Fed.
Sukhoi 7/ Filler - SU7B L2J/M 13 500 917 Sukhoi, Russian Fed.
Sukhoi 9/Fishpot - SU9 L1J/M 12 750 1 033 Sukhoi, Russian Fed.
Sundowner BE23 - L1P/L 1 250 127 Beechcraft, USA
Super Courier H3 - L1P/L 1 542 150 Helio Acft., USA
Super Frelon S321 SFRL H3T/M 13 000 135 SNIAS, France
Super King Air BE20 - L2T/L 5 670 294 Beechcraft, USA
Super Puma SA332 SA332 - H2T/M 9 000 102 SNIAS, France
Super Sabre - F100 L1J/M 40 000 M0.75 Rockwell Intl., USA
Super VC10-1150 VC15 - L4J/H 151 000 510 British Acft., UK
Supercommander AC68 - L2P/L 3 060 242 Rockwell Intl., USA
Superpuma NAS2 - H2T/M 9 000 102 IPTN, Indonesia
Thunderchief - F105 L1J/M 16 350 1 240 Fairchild Ind., USA
Tiger - F5 L2J/M 15 875 917 Grumman, USA
Tigershark - F20A L1J/M 25 402 M2.00 Northrop, USA
Tomahawk PA38 - L1P/L 757 109 Piper Acft. Co., USA
Tomcat - F14 L1J/M 30 028 1 149 Grumman, USA
Tornado - MRC L2J/M 18 140 1 146 Dassault-Brehuet, Fr.
Tornado - PML L2J/M 25 402 M2.20 Northrop, USA
Tracer/Tracker - E1 L2P/M 13 222 230 Grumman, USA
Transall C160 ND16 - L2T/M 52 090 250 SNIAS, France
Traveller BE95 - L2P/L 1 900 183 Beechcraft, USA
Trident HS21 - L3J/M 13 580 520 HS Aviation, UK
Tupolev 114/Moss - TU114 L4J/H 154 220 400 Tupolev Russian, Fed.
Tupolev 134 - TU34 L2J/M 44 500 469 Tupolev Russian, Fed.
Tupolev 144 - TU44 L4J/H 180 000 1 350 Tupolev Russian, Fed.
Tupolev 154 - TU54 L3J/M 90 000 526 Tupolev Russian, Fed.
Tupolev 16/Badger - TU16 L2J/M 68 000 510 Tupolev Russian, Fed.
Tupolev 22/Blinder - TU22 L2J/M 17 700 800 Tupolev Russian, Fed.

Tupolev 22M/Backfire - TU22M L2J/M 123 350 1 430 Tupolev Russian, Fed.
Tupolev 28/Fiddler - TU28 L2J/M 45 000 1 000 Tupolev Russian, Fed.
Tupolev 95/Bear - TU95 L4J/H 154 220 434 Tupolev Russian, Fed.
Turbocommander A6T - L2T/L 4 265 241 Rockwell Intl., USA
Twin Beech 18 BE18 - L2T/L 4 490 180 Beechcraft, USA
Twin Commanche PA30 - L2P/L 1 633 178 Piper Acft. Co., USA
Twin Otter DHC6 DH6 - L2T/L 5 670 182 De Havilland, Canada
Vanguard 952/953 VC9 - L4T/M 66 448 369 British Acft., UK
VC-Ten 1100 VC10 - L4J/H 141 000 505 British Acft., UK
Vickers Viscount 800 VC8 - L4T/M 32 886 308 British Acft., UK
Viking - S34 L2J/M 19 227 440 Lockheed, USA
Voodoo - F101 L1J/M 21 090 1 059 McDonnel Douglas, USA
Vulcan - VLCN L4J/M 81 645 542 British Acft., UK
Yak-40 YK40 - L3J/M 43 256 425 Yakovlev Russian, Fed.
Yak-42 YK42 - L3J/M 45 562 432 Yakovlev Russian, Fed.
YS11/YS11-S YS11 - L2T/M 25 000 252 Nihon Aeroplane, Jap.
--- oOo ---
Attachment 28
DESIGNATOR FOR AIRCRAFT OPERATING AGENCY
Note.— Two-letter designator is IATA code and three-letter designator is ICAO code.
I. ENCODE
DESIGNATOR
AIRCRAFT OPERATING AGENCY TELEPHONY STATE
TWO THREE
AEROFLOT SOVIET AIRLINES SU AFL AEROFLOT RUSSIAN
AEROLINEAS ARGENTINAS AR ARG ARGENTINIA ARGENTINE
AIR ALGERIE AH DAH AIR ALGERIE ALGERIE
AIR ASIA AK AXM ASIAN MALAYSIA
EXPRESS
AIR BELGIUM AJ ABB AIR BELGIUM BELGIQUE
AIR CANADA AC ACA AIR CANADA CANADA
AIR CHINA CA CCA AIR CHINA CHINA
AIR FRANCE AF AFR AIRFRANS FRANCE
AIR INDIA AI AIC AIR INDIA INDIA
AIR NEW ZEALAND LTD. NZ ANZ NEW ZEALAND NEW ZEALAND
AIR NIUGINI PX ANG NIUGINI PNG
AIR PANAMA INTERNACIONAL OP API ARPA PANAMA
AIR TANZANIA TC ATC TANZANIA TANZANIA
AIR WAGON INTERNATIONAL QZ AWQ WAGON AIR INDONESIA
AIFAST SERVICE INDONESIA - AFE AIRFAST INDONESIA
ALL NIPPON AIRWAYS NH ANA ALL NIPPON JAPAN
ALITALIA LINEE AEREE ITALIANE, SPA AZ AZA ALITALIA ITALY
AMERICAN AIRLINE INCORPORATION AA AAL AMERICAN USA
ANSETT AIRLINES AUSTRALIA AN AAA ANSETT AUSTRALIA
AUSTRIAN AIRLINES OS AUA AUSTRIA AUSTRIA
AUVIA AIR - UVT AUVIA INDONESIA
BALI INTERNATIONAL AIR SERVICES - BLN BIAR INDONESIA
BANGLADESH BIMAN BG BBC BANGLADESH BANGLADESH
BAYU INDONESIA AIR - BYU BAYU INDONESIA
BOURAQ INDONESIA AIRLINES BO BOU BOURAQ INDONESIA
BRISTOW MASAYU HELICOPTER - BMH MASAYU INDONESIA
BRITISH AIRWAYS BA BAW SPEEDBIRD UK
CANADIAN AIRLINE INTERNATIONAL CP CDN CANADIAN CANADA
DESIGNATOR
TWO THREE
CARDIG AIR 8K CAD CARDIG INDONESIA
CATHAY PACIFIC CX CPA CATHAY HONGKONG
CEBU PACIFIC AIR 5J CEB CEBU PACIFIC PHILLIPINES
CESKOSLOVENSKI AEROLINE (CSA) OK CSA CSA LINES CZECHOS
CHINA AIRLINES CI CAL DINASTY TAIWAN
CHINA SOUTHERN AIRLINES CZ CSN CHINA CHINA
SOUTHERN
CONTINENTAL AIRLINES CO COA CONTINENTAL USA
DELTA AIRLINES DL DAL DELTA USA
DERAYA AIR TAXI - DRY DERAYA INDONESIA
DERAZONA AIR SERVICE - DRZ DERAZONA INDONESIA
DHL AIRWAYS ER DHL DAHL GERMANY
DIRGANTARA AIR SERVICE AW DIR DIRGANTARA INDONESIA
EFATA PAPUA AIRLINE - EIJ EFATA INDONESIA
EGYPT AIR MS MSR EGYPT AIR EGYPT
EMIRATES EK UAE EMIRATES UAE
ETIHAD AIRWAYS EY ETD ETIHAD UAE
EVA AIR BR EVA EVA AIR TAIWAN
FAR EASTERN AIR TRANSPORT EF FEA FAR EASTERN CHINA
FEDERAL EXPRESS FX FDX FEDEX USA
FINNAIR AY FIN FINNAIR FINLAND
GARUDA INDONESIAN AIRWAYS GA GIA INDONESIA INDONESIA
GATARI HUTAMA AIR SERVICE - GHS GATARI INDONESIA
GULF AIR GF GFA GULF AIR BAHRAIN
HAWAIIAN AIRLINES HA HAL HAWAIIAN USA
IBERIA, LINEAS AEREAS DE ESPANA IB IBE IBERIA SPAIN
INDONESIAN AIR TRANSPORT - IDA INTRA INDONESIA
INDONESIAN AIRLINES - IAA INDOLINES INDONESIA
IRAN INTERNATIONAL INCORP. IR IRA IRANAIR IRAN
IRAQI AIRWAYS IA IAW IRAQI IRAQ
JAMAHIRIYA LIBYAN ARAB AIRLINE LN LAA LINAIR LIBYA
JALWAAYS CO, LTD. JO JAZ J-WAYS JAPAN
JAPAN AIRLINES JL JAL JAPAN AIR JAPAN
DESIGNATOR
TWO THREE
JATAYU GELANG SEJAHTERA VJ JTY JATAYU INDONESIA
JUGOSLOVENSKI AEROTRANSPORT JU JAT JAT YUGOSLAVIA
KALSTAR AVIATION - KLS KALSTAR INDONESIA
KARTIKA AIRLINE 3Y KAE KARTIKA INDONESIA
KLM ROYAL DUTCH AIRLINES KL KLM KLM NETHERLAND
KOREAN AIRLINES KE KAL KOREANAIR KOREA
KURA-KURA AVIATION - KUR KAY-AVIATION INDONESIA
KUWAIT AIRWAYS KU KAC KUWAITI KUWAIT
LEBANESE AIR TRANSPORT LQ LAQ LAT LIBAN
LINUS AIRWAYS - LAI AIRLINUS INDONESIA
LION MENTARI AIRLINE JT LNI LION INDONESIA
LOT-POLSKIE LINIE LOTNIEZE LO LOT POLLOT POLAND
LUFTHANSA (DEUTSCHE LUFTHANSA) LH DLH LUFTHANSA GERMANY
LUXAIR SOCIETE LUXEMBOURGEOUISE LG LGL LUXAIR LUXEMBOURG
MALAYSIAN AIRLINES SYSTEM MH MAS MALAYSIA MALAYSIA
MANDALA AIRLINES QH MDL MANDALA INDONESIA
MARTIN AIR MP MPH MARTINAIR NETHERLAND
MEGANTARA AIR - MKE MEGANTARA INDONESIA
MERPATI NUSANTARA AIRLINE MZ MNA MERPATI INDONESIA
METRO BATAVIA 7V BTV BATAVIA INDONESIA
MISSION AVIATION FELLOWSHIP - MAF MISSI INDONESIA
MONACAIR-AGUSTA - MCR MONACAIR MONACO
MYANMAR AIRWAYS UB UBA UNIONAIR MYANMAR
NATIONAL AIR CHARTER - NSR NASAIR INDONESIA
NORWAY AIRLINES - NOS NORSPEED NORWAY
NURMAN AVIA INDOPURA - NIN NURVINDO INDONESIA
OLYMPIC AIRWAYS OA OAL OLYMPIC GREECE
OMAN AIRLINES WY OMA OMAN AIR OMAN
PT. DIRGANTARA INDONESIA - IPN NUSANTARA INDONESIA
PAKISTAN INTERNATIONAL AIRLINES PK PAL PAKISTAN PAKISTAN
PARADISE AIRLINE - PRZ PARADISE INDONESIA
PELANGI AIR SDN BHD - PEG PELANGI MALAYSIA
PELITA AIR SERVICE 6D PAS PELITA INDONESIA
DESIGNATOR
TWO THREE
PHILIPPINE AIRLINE CORPORATION PR PAL PHILIPPINE PHILIPPINE
PUSDIKLAT UDARA/STPI - UDA UDARA INDONESIA
QANTAS AIRWAYS QF QFA QANTAS AUSTRALIA
QATAR AMIRI FLIGHT QR QTR QATARI QATAR
RED ARROWS DISPLAY SQUADRON - SAK RED ARROWS UK
REPUBLIC EXPRESS AIRLINE RH RPH PUBLIC INDONESIA
EXPRESS
RIAU AIRLINE - RIU RIAU AIR INDONESIA
ROYAL AIR MAROC AT RAM MAROCAIR MAROC
ROYAL BRUNEI AIRLINES BI RBA BRUNEI BRUNEI
ROYAL YORDAN RJ RJA JORDANIAN JORDAN
ROYAL NEPAL AIRLINES RA RNA ROYAL NEPAL NEPAL
SABAH AIR SG SAX SABAH AIR MALAYSIA
SABANG MERAUKE AIR CHARTER - SMC SAMER INDONESIA
SABENA SOC. ANONYME BELGE D’EXP SK SAS SCANDINAVIA SANDINAVIA
SAMPOERNA AIR NUSANATARA - SAE SAMPOERNA INDONESIA
SAUDI ARABIA AIRLINES SV SVA SAUDIA SAUDI ARABIA
SEULAWAH NAD AIR QE NAD SEULAWAH INDONESIA
SILK AIR PTE LTD MI SLK SILK AIR SINGAPORE
SINGAPORE AIRLINES SQ SIA SINGAPORE SINGAPORE
SRILANKAN AIRLINES UL ALK SRILANKAN SRI LANKA
SRIWIJAYA AIR SJ SJY SRIWIJAYA INDONESIA
SWISS AIR LX SWR SWISS AIR SUISSE
SOUTHWEST AIRLINE WN SWA SOUTHWEST USA
STAR AIR - STQ STERA INDONESIA
SURVEY UDARA - PNS PENAS INDONESIA
SYRIAN ARAB AIRLINES RB SYR SYRIAN AIR SYRIA
THAI AIRWAYS INTERNATIONAL TG THA THAI INTER THAILAND
TIGER AIRWAYS TU TGW GTO CAT SINGAPORE
TOP SKY INTERNATIONAL - LKW TOPINTER INDONESIA
TRAVEL EXPRESS AVIATION SERVICES XN XAR TRAVEL INDONESIA
EXPRESS
DESIGNATOR
TWO THREE
TRIGANA AIR SERVICE - TGN TRIGANA INDONESIA
TRI-M.G AIRLINES GY TMG TRILINES INDONESIA
TUNIS AIR – SOCIETE TUNISIE DEL’AIR TU TAR TUNAIR TUNISIE
TURK HAVA YOLLARI/TURKISH AIR TK THY TURK AIR TURKEY
UNION DES TRANSPORTS ARIENS UT UTA UTA FRANCE
UNITED AIRLINES UA UAL UNITED USA
UNITED PARCEL SERVICE COMPANY 5X UPS UPS USA
VALU AIR LIMITED VF VLU VALU AIR SINGAPORE
VIVA MACAU LIMITED ZG VVM JACKPOT MACAU
WINGS ABADI AIRLINES - WON WINGS ABADI INDONESIA
YEMEN AIRWAYS IY IYE YEMENI YEMEN
ZAIREAN AIRLINE JZ ZAR ZAIREAN ZAIRE
ZAMBIAN AIRWAYS Q3 MAZ ZAMBIA ZAMBIA
II. DECODE
DESIGNATOR
TELEPHONY AIRCRAFT OPERATING AGENCY STATES
THREE TWO
AAA AN ANSETT ANSETT AIRLINES OF AUSTRALIA AUSTRALIA
AAL AA AMERICAN AMERICAN AIRLINES CORPORATION USA
ABB AJ AIR BELGIUM AIR BELGIUM BELGIQUE
ACA AC AIR CANADA AIR CANADA CANADA
AFE - AIRFAST AIRFAST SERVICE INDONESIA INDONESIA
AFL SU AEROFLOT AEROFLOT SOVIET AIRLINES RUSSIAN
AFR AF AIRFRANS AIR FRANCE FRANCE
AIC AI AIR INDIA AIR INDIA INDIA
ALK UL SRILANKA SRILANKAN AIRLINES SRILANKA
ANA NH ALL NIPPON ALL NIPPON AIRWAYS JAPAN
ANG PX NIUGINI AIR NIUGINI PNG
ANZ NZ NEW ZEALAND AIR NEW ZEALAND LTD NEW ZEALAND
API OP ARPA AIR PANAMA INTERNATIONAL PANAMA
ARG AR ARGENTINA AEROLINEAS ARGENTINAS ARGENTINA
ATC TC TANZANIA AIR TANZANIA TAANZANIA
DESIGNATOR
THREE TWO
AUA OS AUSTRIA AUSTRIAN AIRLINES AUSTRIA
AWQ QZ WAGON AIR AIR WAGON INTERNATIONAL INDONESIA
AXM AK ASIAN AIR ASIA MALAYSIA
EXPRESS
AZA AZ ALITALIA ALITALIA LINEE AEREE ITALIANE, SPA ITALY
BAW BA SPEEDBIRD BRITISH AIRWAYS UK
BBC BG BANGLADESH BANGLADESH BIMAN BANGLADESH
BLN - BIAR BALI INTERNATIONAL AIR SERVICE INDONESIA
BMH - MASAYU BRISTOW MASAYU HELICOPTER INDONESIA
BOU BO BOURAQ BOURAQ AIRLINES INDONESIA
BTV 7V BATAVIA METRO BATAVIA INDONESIA
BYU - BAYU BAYU INDONESIA AIR INDONESIA
CAD 8K CARDIG CARDIG AIR INDONESIA
CAL CI DINASTY CHINA AIRLINE TAIWAN
CCA CA AIR CHINA AIR CHINA CHINA
CDN CP CANADIAN CANADIAN AIRLINE INTERNATIONAL CANADA
CEB 5J CEBU PACIFIC CEBU PACIFIC AIR PHILLIPINES
COA CO CONTINENTAL CONTINENTALLINES CATHAY PACIFIC USA
CPA CX CATHAY AIRWAYS UK
CSA OK CSA LINES CESKOSLOVENSKI AEROLINE, CSA CZECHOS
CSN CZ CHINA CHINA SOUTHERN AIRLINES CHINA
SOUTHERN
DAH AH AIR ALGERIE AIR ALGERIE ALGERIE
DAL DL DELTA DELTA AIRLINES USA
DHL ER DAHL DHL AIRWAYS GERMANY
DIR AW DIRGANTARA DIRGANTARA AIR SERVICES INDONESIA
DLH LH LUFTHANSA DEUTSCHE LUFTHANSA GERMANY
DRY - DERAYA DERAYA AIR TAXI INDONESIA
DRZ - DERAZONA DERAZONA AIR SERVICE INDONESIA
EIJ - EFATA EFATA PAPUA AIRLINE INDONESIA
ETD EY ETIHAD ETIHAD AIRWAYS UAE
EVA BR EVA AIR EVA AIR TAIWAN
FEA EF FAR EASTERN FAR EASTERN AIR TRANSPORT CHINA
DESIGNATOR
THREE TWO
FDX FX FEDEX FEDERAL EXPRESS USA
FIN AY FINNAIR FINNAIR FINLAND
GFA GF GULF GULF AIR BAHRAIN
GHS - GATARI GATARI HUTAMA AIR SERVICE INDONESIA
GIA GA INDONESIA GARUDA INDONESIA AIRWAYS INDONESIA
HAL HA HAWAIIAN HAWAIIAN AIRLINES USA
IAA - INDOLINES INDONESIAN AIRLINES INDONESIA
IAW IA IRAQI IRAQI AIRWAYS IRAQ
IBE IB IBERIA IBERIA, LINEAS AEREAS DE ESPANA SPAIN
IDA - INTRA INDONESIA AIR TRANSPORT INDONESIA
IPN - NUSANTARA PT. DIRGANTARA INDONESIA INDONESIA
IRA IR IRAN AIR IRAN NATIONAL AIRLINES INCORP. IRAN
IYE IY YEMENI YEMEN AIRWAYS YEMEN
JAL JL JAPAN AIR JAPAN AIRLINES JAPAN
JAT JU JAT JUGOSLOVENSKI AEROTRANSPORT JUGOSLAVIA
JAZ JO J-WAYS JALWAYS CO. LTD JAPAN
JTY VJ JATAYU JATAYU AIR SERVICE INDONESIA
KAC KU KUWAITI KUWAIT AIRWAYS KUWAIT
KAE 3Y KARTIKA KARTIKA AIRLINES INDONESIA
KAL KE KOREANAIR KOREAN AIRLINES KOREA
KLM KL KLM KLM ROYAL DUTCH AIRLINES NETHERLAND
KLS - KALSTAR KALSTAR AVIATION INDONESIA
KUR - KAY-AVIATION KURA-KURA AVIATION INDONESIA
LAA LN LIBAIR JAMAHIRIYA LIBYAN ARAB AIRLINES LIBYA
LAI - AIRLINUS LINUS AIRWAYS INDONESIA
LAQ LQ LAT LEBANESE AIR TRANSPORT LEBAN
LGL LG LUXAIR LUXAIR SOCIETE LUXEMBOURGEOUISE LUXEMBURG
LKW - TOPINTER TOP SKY INTERNATIONAL INDONESIA
LNI JT LION INTER LION MENTARI AIRLINE INDONESIA
LOT LO POLLOT LOT-POLSKIE LINIE LOTNIEZE POLAND
MAF - MISSI MISSION AVIATION FELLOWSHIP INDONESIA
MAS MH MALAYSIA MALAYSIA AIRLINES SYSTEM MALAYSIA
MAZ Q3 ZAMBIA ZAMBIA AIRWAYS ZAMBIA
DESIGNATOR
THREE TWO
MCR - MONACAIR MONACAIR-AGUSTA MONACO
MDL QH MANDALA MANDALA AIRLINES INDONESIA
MKE - MEGANTARA MEGANTARA AIR INDONESIA
MNA MZ MERPATI MERPATI NUSANTARA AIRLINES INDONESIA
MPH MP MARTINAIR MARTIN AIR HOLLAND NETHERLAND
MSR MS EGYPTAIR EGYPT AIR EGYPT, AR
NAD QE SEULAWAH SEULAWAH NAD AIR INDONESIA
NIN - NURVINDO NURMAN AVIA INDOPURA INDONESIA
NOS - NORSPEED NORWAY AIRLINES NORWAY
NSR - NASAIR NATIONAL AIR CHARTER INDONESIA
NWA NW NORTHWEST NORTHWEST ORIENT AIRLINES USA
OAL OA OLYMPIC OLYMPIC AIRWAYS GREECE
OMA WY OMAN AIR OMAN AIRLINES OMAN
PAL PR PHILIPPINE PHILIPPINE AIRLINES CORPORATION PHILIPPINE
PAS EP PELITA PELITA AIR SERVICE INDONESIA
PEG - PELANGI PELANGI AIR SDN BHD MALAYSIA
PIA PK PAKISTAN PAKISTAN INERNATIONAL AIRLINES PAKISTAN
PNS - PENAS SURVEY UDARA INDONESIA
PRZ - PARADISE PARADISE AIRLINE INDONESIA
QAF QX QATARI QATAR AMIRI FLIGHT QATAR
QFA QF QANTAS QANTAS AIRWAYS AUSTRALIA
RAM AT MAROCAIR ROYAL AIR MAROC MAROC
RBA BI BRUNEI ROYAL BRUNEI AIRLINES BRUNEI
RIU - RIAU AIR RIAU AIRLINE INDONESIA
RJA RJ JORDANIAN ROYAL JORDANIAN JORDANIA
RNA RA ROYAL NEPAL SOYAL NEPAL AIRLINES NEPAL
RPH RH PUBLIC REPUBLIC EXPRESS AIRLINE INDONESIA
EXPRESS
SAE - SAMPOERNA SAMPOERNA AIR NUSANATA INDONESIA
SAK - RED ARROWS RED ARROWS DISPLAY SQUADRON UK
SAS SK SCANDINAVIA SABENA-SOC. ANONYME BELGE D’EXP SCANDINAVIA
SAX SG SABAH AIR SABAH AIR MALAYSIA
SIA SQ SINGAPORE SINGAPORE AIRLINES SINGAPORE
DESIGNATOR
THREE TWO
SJY SJ SRIWIJAYA SRIWIJAYA AIR INDONESIA
SLK MI SILK AIR SILK AIR PTE LTD SINGAPORE
SMC - SAMER SABANG MERAUKE AIR CHARTER INDONESIA
STQ - STERA STAR AIR INDONESIA
SVA SV SAUDIA SAUDI ARABIA AIRLINES SAUDI ARABIA
SWA WNX SOUTHWEST SOTHWEST AIRLINES USA
SWR LX SWISSAIR SWISS AIR SUISSE
SYR RB SYRIANAIR SYRIAN ARAB AIRLINES SYRIA, AR
TAR TU TUNAIR TUNIS AIR – SOCIETE TUNISIE DEL’AIR TUNISIE
TGN - TRIGANA TRIGANA AIR SERVICE INDONESIA
TGW - GO CAT TIGER AIRWAYS SINGAPORE
THA TG THAI INTER THAI AIRWAYS INTERNATIONAL THAILAND
THY TK TURKAIR TURK HAVA YOLLARI/TURKISH AIR TURKEY
TMG GY TRILINES TRI-M.G AIRLINES INDONESIA
UAE EK EMIRATES EMIRATES EMIRATES. UA
UAL UA UNITED UNITED AIRLINES USA
UBA UB UNIONAIR MYANMAR AIRWAYS MYANMAR
UDA - UDARA PUSDIKLAT UDARA/STPI INDONESIA
UPS 5X UPS UNITED PARCEL SERVICE COMPANY USA
UTA UT UTA UNION DES TRANSPORTS ARIENS FRANCE
VLU VF VALU AIR VALU AIR LIMITED SINGAPORE
VVM ZG JACKPOT VIVA MACAU LIMITED MACAU
WON - WINGS ABADI WINGS ABADI AIRLINES INDONESIA
XAR XN TRAVEL TRAVEL EXPRESS AVIATION SERVICES INDONESIA
EXPRESS
ZAR JZ ZAIREAN ZAIREAN AIRLINES ZAIRE
III. DOMESTIC AIRCRAFT OPERATING AGENCY
DESIGNATOR
AIRCRAFT OPERATING AGENCY TELEPHONY REMARKS
IATA ICAO
1 2 3 4 5
AIR MALEO - - - PK ZMX
ASIALINK CARGO EXPRESS - AKC ASIALINK PK KRX
CARGO
ASI PUDJIASTUTI AVIATION SI SQS SKY QUEEN PK VVX
AVIASTAR MANDIRI MV VIT AVIASTAR PK BRX
BOURAQ AIRLINES *) BO BOU BOURAQ PK IJX
BATIK AIR ID BTK BATIK PK LXX
CITILINK QG CTV SUPER GREEN PK GXX
DERAYA AIR CHARTER - DRY DERAYA PK DDX
DERAZONA AIR TAXI - DRZ DERAZONA PK DAX
EASTINDO - ESD EASTINDO PK
EXPRESS AIR RH RPH PUBLIC PK TXX
EXPRESS
GARUDA INDONESIA GA GIA INDONESIA PK GXX
GATARI AIR - GHS GATARI PK HXX
INDONESIA AIR ASIA ZQ AWQ WAGON AIR PK AXX
INDONESIA AIR TRANSPORT I8 IDA INTRA PK TXX
KALSTAR AVIATION KD KLS KALSTAR PK BRX
JOHNLIN AIR TRANSPORT - JLB JOHNLIN PK JBX
KARTIKA AIRLINES *) 3Y KAE KARTIKA PK
LION MENTARI AIR JT LNI LION INTER PK LXX
MANDALA AIRLINES *) QH MDL MANDALA PK RMX
MANUNGGAL AIR - MNS MANUNGGAL PK VTX
MERPATI NUSANTARA AILINE *) MZ MNA MERPATI PK MXX
METRO BATAVIA *) Y6 BTV BATAVIA PK YUX
NAM AIR IN NIH NAM PK FAX
NUSANTARA AIR CHARTER - SJK NUSANTARA PK
PELITA AIR SERVICE EP PAS PELITA PK PXX
PREMI AIR - - - PK RJX
RIAU AIR PK RIU RIAU AIR PK
SABANG MERAUKE AIR CHARTER - SMC SAMER PK SXX
SAFARI AIR FS AFE AIRFAST PK OAX
SAMPURNA AIR NUSANTARA - SAE SAMPOERNA PK ZAX
1 2 3 4 5
SKY AVIATION SY SYA SKY PK ECX
SRIWIJAYA SJ SJY SRIWIJAYA PK CLX
TRANS NUSA AIR SERVICES - TNU NUSA PK TNX
TRANSWISATA PRIMA AVIATION - TWT TRANSWISATA PK
TRAVEL EXPRESS AVIATION XN XAR TRAVEL PK
SERVICE EXSPRESS
TRAVIRA AIR TR TVV PARAMITA PK
TRI GANA AIRLINES IL TGN TRIGANA PK YRX
TRI MG ASIA AIRLINES GY TMG TRILINES PK YGX
WING ABADI AIR IW WON WINGS ABADI PK WFX
LINUS AIRWAYS - LAI AIRLINUS PK LNX
*) DO NOT OPERATIONAL ANYMORE
IV. FLYING SCHOOL
NAME OF SCHOOL FLEET REGISTRATION

AEROFLYER C172 PK HAX
ALFA FLYING SCHOOL C172 PK WTX / PK SDX
BALI INTERNATIONAL FLIGHT ACADEMY (BIFA) C172 PK ROX
BANDUNG FLYING SCHOOL C172 PK IUX
DERAYA FLYING SCHOOL VARY PK DDX
FLYBEST FLIGHT ACADEMY C172 PK KFX
LOKA PENDIDIKAN DAN PELATIHAN BE23 PK BYX
PENERBANGAN BANYUWANGI TB10
MERPATI FLYING SCHOOL C172 PK MSX
NAM FLYING SCHOOL C172 PK FAX
PROFLIGHT SCHOOL C150 PK KOX
SEKOLAH TINGGI PENERBANGAN INDONESIA BE23 PK ANX
TB10 PK AGX
BE55/BE58 PK ABX
V. GOVERNMENT BODIES AND MILITARY
REGISTRATION
NAME OF AGENCY FLEET
(EXAMPLE)
1 2 3
SEARH AND RESCUE (SAR) MB05 HR 1524
B412 HR 4121
NATIONAL POLICE OF INDONESIA MB05 P 1013
CN12 P 2120
BE19 P 1902
B412 P 5001
Dauphin AS565 MBe P 3101
PZL M28 Skytruck P ####
Enstrom 480B P ####
PZL W-3 Sokol P ####
BELL 206 P ####
BEECH 18CH P ####
FK50 P ####
INDONESIA AIRFORCE (IAF) TA-50 Golden Eagle
GROB G120TP
KT-1B Wongbee
T34 Mentor
Su-27 and Su-30MK
F-16 Fighting Falcon
B737 Marine Patrol
Hawk 209
C130 Hercules
FK27 Friendship
CN35 110/220M
F-5E/F
CN-295M
NC-212
F-28
NAS-332 Super Puma
NAS 330J Puma
EC-120B Colibri
1 2 3
INDONESIAN NAVY N.24 Nomad AX 2339
NC-212 MPA NV 403
Beech G-36 Bonanza HU 411
CN35 MPA MP 617
NBO-105
Bell 412EP
EC-120B Colibri
Dauphin AS565 MBe
INDONESIAN ARMY AH-64E Apache

Mi-35 Helicopter
AS355 Eurocopter
Mi-17-V5 Helicopter
UH-1D Iroquois
B412EP
AC 680 Aerocommader
Cessna C310
C212 Aviocar
VI. NATIONAL OPERATOR WHICH HAVE NEITHER 2-LETTER NOR 2-LETTER

DESIGNATOR YET
 AIR PACIFIC UTAMA

 ALFA TRANS DIRGANTARA - PA34 - PK SUX
 ASSOCIATION OF MISSION AVIATION (AMA) - Pillatus PC6 - PK RJX
 ATLAS DELTASATYA - PA31 / PA23 - PK
 DABI AIR NUSANTARA - Cessna C560 - PK DPD
 INTAN ANGKASA AIR SERVICE - PA31 - PK IWX
 MIMIKA AIR - Pilatus PC6 - PK LTX
 NATIONAL UTILITY HELICOPTER - EC145 - PK UHX
 NUSANTARA BUANA AIR - D228 - PK TLX
 NYAMAN AIR - BELL B412 - PK FUX
 PENERBANGAN ANGKASA SEMESTA
 PURA WISATA BARUNA - B200C - PK JCX
 SAYAP GARUDA INDAH - B206 - PK ZGX
 YAYASAN JASA AVIASI - PillausPC6 - PK UCX
Attachment 29
ICAO MODEL RUNWAY INCURSION
INITIAL REPORT FORM
Report No. :
A. Date/time of runway incursion (in UTC) Day  Night 

(YYYYMMDDhhmm)
B. Person submitting the report
Name:
Job title:
Telephone no.:
Facility/unit:
Date/time/place of completion
of form:
C. ICAO aerodrome designator
D. Surface conditions (Braking)
E. Aircraft, vehicle or person involved in the runway incursion (indicate all those involved in the occurrence)
Aircraft 1:
Aircraft 2:
Aircraft 3:
Vehicle:
Person:
F. Weather conditions
Wind: Visibility/RVR:
Temperature (° Celsius): Ceiling/cloud:
Additional information:
G. Evasive action — Aircraft 1
No 
Yes  Select from the list below as appropriate:
Cancelled take-off clearance 

Rejected take-off  distance rolled:
Rotated early 
Delayed rotation 
Abrupt stop 
Swerved 
Missed approach  distance to runway threshold:
Other 
H. Evasive action — Aircraft 1
No 
Cancelled take-off clearance 

Rejected take-off  distance rolled:
Rotated early 
Delayed rotation 
Abrupt stop 
Swerved 
Missed approach  distance to runway threshold:
Other 
I. Evasive action — Vehicle
No 
Abrupt stop 
Swerved  distance rolled:
Other 
J. Closest proximity
Vertical (ft): Horizontal (m):
K. Communication difficulties
No 
Readback/hearback 
Blocked communication 
Confused call signs 
Aircraft on wrong frequency/no radio 
Non-standard phraseology 
L. ATC
Did ATC forget about: Yes No

An aircraft/person/vehicle cleared onto or to cross a runway?  
An aircraft on approach to land?  
A runway closure?  
M. Description of the incident and relevant circumstances
1. A description or diagram of the geometry of the incident scenario:

Description:
Diagram:
2. A description of any evasive or corrective action taken to avoid a collision:
3. An assessment of the available reaction time and the effectiveness of the evasive or corrective action:
4. An indication of whether a review of voice communication has been completed and the results of that
review:
5. Initial assessment of severity:
N. Aircraft details — Aircraft 1
Registration no.: Call sign: SSR code (if applicable):
Flight no.: Owner/operator:
Aircraft 1 type:
Flight details (select from the list below as appropriate):
Type of flight Flight rules
General aviation  IFR 

Military  VFR 
Non-scheduled 
Scheduled 
Other 
Not applicable 
O. Aircraft details — Aircraft 1
Aircraft 1 type:
Flight details (select from the list below as appropriate):
Type of flight Flight rules
General aviation  IFR 

Military  VFR 
Non-scheduled 
Scheduled 
Other 
Not applicable 
P. Vehicle details — Vehicle 1
Vehicle 1 type:
Other details (select from the list below as appropriate):
Type of vehicle Other:
Runway inspection 
Bird control 
Tugging/towing 
Fire brigade 
Maintenance 
Snow clearing 
Military 
Q. Vehicle details — Vehicle 1
Vehicle 1 type:
Other details (select from the list below as appropriate):
Type of vehicle Other:

Runway inspection 
Bird control 
Tugging/towing 
Fire brigade 
Maintenance 
Snow clearing 
Military 
R. Report received by
(name of person) (date)
S. Date when detailed investigation will commence
INSTRUCTIONS FOR COMPLETING THE

RUNWAY INCURSION INITIAL REPORT FORM
Item
A Indicate the date/time (in UTC) and conditions (day or night) of the runway incursion.
B Provide details about the person submitting the report.
C Provide the aerodrome designator as indicated in Location Indicators(Doc 7910).
D Supply information regarding the runway condition at the time of the runway incursion, which
affected the braking action of the aircraft.
E Identify the aircraft, vehicles or persons involved in the runway incursion. More details should
be provided in N, O, P and Q.
F Provide information on weather conditions such as wind, visibility, RVR, temperature, ceiling,
cloud and additional information as required.
G, H, I Provide information regarding evasive action taken bythe aircraft and/or vehicles.
J Provide information regarding the closest proximity or distance, horizontally and/or vertically,
between both parties during the runway incursion or at the point at which both parties were
aware of the situation and the aircraft was under control at taxi speed or less.
K, L Provide information regarding communication difficulties and ATC memory lapses.
M Describe the runway incursion, by providing the information requested. Attach additional pages
as required.
N, O, P, Q Supply detailed information regarding the aircraft and vehicles involved in the runway incursion.
R Provide the name of the person receiving the report and date.
S Indicate the date when the detailed investigation of the runway incursion will commence.
--- oOo ---
Attachment 30
AIR TRAFFIC INCIDENT REPORT
1. Air traffic incident report form
AIR TRAFFIC INCIDENT REPORT FORM
For use when submitting reports on air traffic incidents. In an initial report by radio, shaded items should be included.
A — AIRCRAFT IDENTIFICATION B — TYPE OF INCIDENT
AIRPROX / OBSTRUCTION ON RUNWAY / RUNWAY
INCURSION / PROCEDURE / FACILITY *
C — THE INCIDENT
1. General
a) Date / time of incident ______________________________________________________________ UTC
b) Position _________________________________________________________________________
2. Own aircraft
a) Heading and route _________________________________________________________________
b) True airspeed _______________________ measured in ( ) kt ___________ ( ) km/h ___________
c) Level and altimeter setting ___________________________________________________________
d) Aircraft climbing or descending
( ) Level flight ( ) Climbing Descending
e) Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
f) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
g) Restrictions to visibility (select as many as required)
( ) Sun glare ( ) Windscreen pilar ( ) Dirty windscreen
( ) Other cockpit structure ( ) None
h) Use of aircraft lighting (select as many as required)
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None
i) Traffic avoidance advice issued by ATS
( ) Yes, based on ATS ( ) Yes, based on visual sighting ( ) Yes, based on other
surveillance system information
( ) No
j) Traffic information issued
( ) No
k) Airborne collision avoidance system — ACAS
( ) Not carried ( ) Type ( ) Traffic advisory issued
( ) Resolution advisory issued Traffic advisory or resolution
advisory not issued
l) Identification
( ) No ATS surveillance system ( ) Identification ( ) No identification
available
m) Other aircraft sighted
( ) Yes ( ) No ( ) Wrong aircraft sighted
n) Avoiding action taken
( ) Yes ( ) No
o) Type of flight plan IFR / VFR / None *
3. Other aircraft
a) Type and call sign / registration (if known) _______________________________________________
b) If a) above not known, describe below
( ) High wing ( ) Mid wing ( ) Low wing
( ) Rotorcraft
( ) 1 engine ( ) 2 engines ( ) 3 engines
( ) 4 engines ( ) More than 4 engines
Marking, colour or other available details
_______________________________________________________________________________
___________________________________________________________________________
____________________________________________________________________________
____________________________________________________________________________
c) Aircraft climbing or descending
( ) Level flight ( ) Climbing ( ) Descending
( ) Unknown
d) Aircraft bank angle
( ) Wings level ( ) Slight bank ( ) Moderate bank
( ) Steep bank ( ) Inverted ( ) Unknown
e) Aircraft direction of bank
( ) Left ( ) Right ( ) Unknown
f) Light displayed
( ) Navigation lights ( ) Strobe lights ( ) Cabin lights
( ) Red anti-collision lights ( ) Landing / taxi lights ( ) Logo (tail fin) lights
( ) Other ( ) None
g) Traffic avoidance advice issued by ATS
( ) No ( ) Unknown
h) Traffic information issued
( ) No ( ) Unknown
i) Avoiding action taken
( ) Yes ( ) No
4. Distance
a) Closest horizontal distance __________________________________________________________
b) Closest vertical distance ____________________________________________________________
5. Flight meteorological conditions
a) IMC / VMC*
b) Above / below* clouds / fog / haze or between layers*
c) Distance vertically from cloud __________ m / ft* below __________ m / ft* above
d) In cloud / rain / snow / sleet / fog / haze*
e) Flying into / out of* sun
f) Flight visibility _______ m / km*
6. Any other information considered important by the pilot-in-command
________________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
________________________________________________________________________________
________________________________________________________________________________
D — MISCELLANEOUS
1. Information regarding reporting aircraft
a) Aircraft registration _________________________________________________________________
b) Aircraft type ______________________________________________________________________
c) Operator _________________________________________________________________________
d) Aerodrome of departure _____________________________________________________________
e) Aerodrome of first landing ________________ Destination _________________________________
f) Reported by radio or other means to _______________ (name of ATS unit) at date/time __________ UTC
g) Date / time / place of completion of form ________________________________________________
2. Function, address and signature of person submitting report

a) Function _________________________________________________________________________
b) Address _________________________________________________________________________
c) Signature ________________________________________________________________________
d) Telephone number _________________________________________________________________
3. Function and signature of person receiving report
a) Function ________________________ b) Signature ______________________________________
E — SUPPLEMENTARY INFORMATION BY ATS UNIT CONCERNED
1. Receipt of report
a) Report received via AFTN / radio / telephone / other (specify)* ______________________________
b) Report received by __________________________________ (name of ATS unit)
2. Details of ATS action
Clearance, incident seen (ATS surveillance system/visually, warning given, result of local enquiry, etc.)
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
DIAGRAMS OF AIRPROX
Mark passage of other aircraft relative to you, in plan on the left and in elevation on the right, assuming YOU are at
the centre of each diagram. Include first sighting and passing distance.
14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
10 300
9 270
8 240
7 210
6 180
5 150
4 120
3 90
2 60
1 30
0 0
1 30
2 60
3 903
4 120
5 150
6 180
7 210
8 240
9 270
10 300
VIEW FROM ABOVE
14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
10 300
9 270
8 240
7 210
6 180
5 150
4 120
3 90
2 60
1 30
0 0
1 30
2 60
3 903
4 120
5 150
6 180
7 210
8 240
9 270
10 300
VIEW FROM ASTERN
2. Instructions for the completion of the air traffic incident report form
Item
A : Aircraft identification of the aircraft filing the report.
B : An AIRPROX report should be filed immediately by radio.
C1 : Date/time UTC and position in bearing and distance from a navigation aid or
in LAT/LONG.
C2 : Information regarding aircraft filing the report, tick as necessary.
C2 : c) E.g. FL350/1013 hPa or 2 500 ft/QNH 1007 hPa or 1 200 ft/QFE 998 hPa.
C3 : Information regarding the other aircraft involved.
C4 : Passing distance — state units used.
C6 : Attach additional papers as required. The diagrams may be used to show
the aircraft’s positions.
D1 : f) State name of ATS unit and date/time in UTC.
D1 : g) Date and time in UTC and place of completion of form.
E2 : Include details of ATS unit such as service provided, radiotelephony
frequency, SSR codes assigned and altimeter setting. Use diagram to show
the aircraft’s position and attach additional papers as required.
--- oOo ---
Attachment 31
PHRASEOLOGY
I. GENERAL
1. Radiotelephony (RTF) provides the means by which pilots and ground

personnel communicate with each other. The information and instructions
transmitted are of vital importance in the safe and expeditious operation of
aircraft. Incidents and accidents have occurred in which a contributing factor
has been the use of non-standard procedures and phraseology. The
importance of using correct and precise standardized phraseology cannot be
overemphasized.
2. The following transmitting techniques will assist in ensuring that transmitted

speech is clear and satisfactorily received:
a. before transmitting, listen out on the frequency to be used to ensure that

there will be no interference with a transmission from another station;
b. be familiar with good microphone operating techniques;
c. use a normal conversational tone, and speak clearly and distinctly;
d. maintain an even rate of speech not exceeding 100 words per minute.
When it is known that elements of the message will be written down by the
recipient, speak at a slightly slower rate;
e. maintain the speaking volume at a constant level;
f. a slight pause before and after numbers will assist in making them easier
to understand;
g. avoid using hesitation sounds such as “er”;
h. be familiar with the microphone operating techniques, particularly in

relation to the maintenance of a constant distance from the microphone if
a modulator with a constant level is not used;
i. suspend speech temporarily if it becomes necessary to turn the head

away from the microphone;
j. depress the transmit switch fully before speaking and do not release it until
the message is completed;
k. the transmission of long messages should be interrupted momentarily from

time to time to permit the transmitting operator to confirm that the
frequency in use is clear and, if necessary, to permit the receiving operator
to request repetition of parts not received.
3. Most phraseology contained in this attachment show the text of a complete

message with and/or without call signs. They are not intended to be
exhaustive, and when circumstances differ, pilots, ATS personnel and other
ground personnel will be expected to use plain language, which should be as
clear and concise as possible, to the level specified in the ICAO language
proficiency requirements contained in Annex 1 — Personnel Licensing, in
order to avoid possible confusion by those persons using a language other
than one of their national languages.
4. The phraseologies are grouped according to types of air traffic service for
convenience of reference. However, users shall be familiar with, and use as
necessary, the general phraseology. All phraseologies shall be used in
conjunction with call signs as appropriate.
5. The communication procedures shall be in accordance with
a. Annex 10, Volume II – Aeronautical Telecommunication Service;

b. Document 4444 ATM/501 – Air Traffic Management; and
c. Document 9432 – Manual of Radiotelephony.
6. Runway-in-use, altimeter settings, SSR codes, level instructions, heading and

speed instructions and, where so required by the appropriate authority,
transition levels, shall always be read back.
Example :
C : GIA 893 SQUAWK ONE THREE ONE ZERO

P : SQUAWK ONE THREE ONE ZERO, GIA 893
7. During operations in or vertical transit through reduced vertical separation

minimum (RVSM) airspace with aircraft not approved for RVSM operations,
pilots shall report non-approved as follows:
a) at initial call on any channel within RVSM airspace;

b) in all requests for level changes; and
c) in all read backs of level clearances.
8. Air traffic controllers shall explicitly acknowledge receipt of messages from

aircraft reporting RVSM non-approved status.
9. Phraseologies for the movement of vehicles, other than tow-tractors, on the

manoeuvring area shall be the same as those used for the movement of
aircraft, with the exception of taxi instructions, in which case the word
“PROCEED” shall be substituted for the word “TAXI” when communicating with
vehicles.
10. Conditional phrases, such as “behind landing aircraft” or “after departing

aircraft”, shall not be used for movements affecting the active runway(s),
except when the aircraft or vehicles concerned are seen by the appropriate
controller and pilot. The aircraft or vehicle causing the condition in the
clearance issued shall be the first aircraft/vehicle to pass in front of the other
aircraft concerned. In all cases a conditional clearance shall be given in the
following order and consist of:
a) identification;
b) the condition;
c) the clearance; and
d) brief reiteration of the condition,
for example: GIA 083, BEHIND EA32 ON SHORT FINAL, LINE UP BEHIND.
Note.— This implies the need for the aircraft receiving the conditional
clearance to identify the aircraft or vehicle causing the conditional clearance.
11. Words in parentheses indicates that specific information, such as a level, a

place or a time, etc. must be inserted to complete the phrase, or alternatively
that optional phrases may be used. Words in square parentheses indicate
optional additional words or information that may be necessary in specific

instances.
12. The followings are some example of standard phraseology (compiled from
Document 4444 – Air Traffic Management and Document 9432 – Manual of
Radiotelephony) which are composed in such a way that resembling the active
conversation between controller and pilot. The letter P represents the pilot
transmission and C represents the approach radar controller transmission.
II. STANDARD WORDS AND PHRASES
The following words and phrases shall be used in radiotelephony

communications as appropriate and shall have the meaning given below.
ACKNOWLEDGE “Let me know that you have received and understood this
message.”
AFFIRM “Yes.”
APPROVED “Permission for proposed action granted.”
BREAK “I hereby indicate the separation between portions of the

message.”
Note. — To be used where there is no clear distinction

between the text and other portions of the message.
BREAK BREAK “I hereby indicate the separation between messages

transmitted to different aircraft in a very busy environment.”
CANCEL “Annul the previously transmitted clearance.”
CHECK “Examine a system or procedure.”
Note. — Not to be used in any other context. No answer is

normally expected.
CLEARED “Authorized to proceed under the conditions specified.”
CONFIRM “I request verification of: (clearance, instruction, action,

information).”
CONTACT “Establish communications with . . .”
CORRECT “True” or “Accurate”.
CORRECTION “An error has been made in this transmission (or message
indicated). The correct version is . . .”
DISREGARD “Ignore.”
HOW DO YOU READ “What is the readability of my transmission?”
I SAY AGAIN “I repeat for clarity or emphasis.”
MAINTAIN Continue in accordance with the condition(s) specified or in its

literal sense, e.g. “maintain VFR”.
MONITOR “Listen out on (frequency).”
NEGATIVE “No” or “Permission not granted” or “That is not correct” or “not

capable”.
OVER "My transmission is ended, and I expect a response from you"
Note.— Not normally used in VHF communication.

OUT “This exchange of transmissions is ended and no response is
expected.”
Note.— Not normally used in VHF communications.
READ BACK “Repeat all, or the specified part, of this message back to me
exactly as received.”
RECLEARED “A change has been made to your last clearance and this new
clearance supersedes your previous clearance or part thereof.”
REPORT “Pass me the following information . . .”
REQUEST “I should like to know . . .” or “I wish to obtain . . .”
ROGER “I have received all of your last transmission.”
Note.— Under no circumstances to be used in reply to a

question requiring “READ BACK” or a direct answer in the
affirmative (AFFIRM) or negative (NEGATIVE).
SAY AGAIN “Repeat all, or the following part, of your last transmission.”
SPEAK SLOWER “Reduce your rate of speech.”
STANDBY “Wait and I will call you.”
Note.— The caller would normally re-establish contact if the

delay is lengthy. STANDBY is not an approval or denial.
UNABLE “I cannot comply with your request, instruction, or clearance.”
Note.—UNABLE is normally followed by a reason.
WILCO (Abbreviation for “will comply”.)
“ I understand your message and will comply with it.”
WORDS TWICE a) As a request:
“Communication is difficult. Please send every word or

group of words twice.”
b) As information:
“Since communication is difficult, every word or group of

words in this message will be sent twice.”
III. CALL SIGN
1. Call signs for aeronautical stations
a. Area control centre (procedural) : CONTROL

b. Radar (in general) : RADAR
c. Approach control (procedural) : APPROACH
d. Approach control radar arrivals : ARRIVAL
e. Approach control radar departures : DEPARTURE
f. Approach control radar (departures and arrivals) : DIRECTOR *)
g. Aerodrome control : TOWER
h. Surface movement control : GROUND
i. Clearance delivery : DELIVERY
j. Precision approach radar : PRECISION
k. Direction-finding station : HOMER
l. Flight information service : INFORMATION
m. Apron control : APRON
n. Company dispatch : DISPATCH
o. Aeronautical station : RADIO
Note. — *) Refer to AIP Indonesia, 7th Edition, point 1.6.2.b. on page ENR 1.6-1.
2. Aircraft call signs
a. An aircraft call sign shall be one of the following types :
1) the characters corresponding to the registration G-ABCD or

marking of the aircraft; Boeing G-ABCD
2) the telephony designator of the aircraft operating

agency, followed by the last four characters of the INDONESIA DCAB
registration marking of the aircraft; or

INDONESIA 345
agency, followed by the flight identification.
b. After satisfactory communication has been established, and provided that no

confusion is likely to occur, aircraft call signs specified in a. above may be
abbreviated as follows:
1) the first and at least the last two characters of the G-CD or
aircraft registration; Beoing G-CD

agency followed by at least the last two characters of INDONESIA AB
the aircraft registration;
3) no abbreviated form.
—
c. An aircraft shall use its abbreviated call sign only after it has been
addressed in this manner by the aeronautical station.
d. An aircraft shall not change its type of call sign during flight except when
there is a likelihood that confusion may occur because of similar call
signs. In such cases, an aircraft may be instructed by an air traffic control
unit to change the type of its call sign temporarily.
e. Except for reason of safety, no transmission shall be directed to an

aircraft during take-off, during the last of the final approach or during th
landing roll.
f. Aircraft in the heavy wake turbulence category shall include the word
“HEAVY” immediately after the aircraft call sign in the initial call to the
aerodrome control tower and the approach control unit.
IV. GENERAL PHRASEOLOGY
General phraseology is the phraseology that can be used by Aerodrome

Control Tower, Approach Control Office or Area Control Centre.
1. Description of levels : a) FLIGHT LEVEL (number); or

(subsequently referred to as
“(level)”)
: b) (number) METRES; or
: c) (number) FEET.
2. Level changes, reports and : a) CLIMB (or DESCEND);

rates
followed as necessary by:
1) TO (level);
... instruction that a climb (or 2) TO AND MAINTAIN BLOCK (level) TO

descent) to a level within the
(level);
vertical range defined is to
commence
3) TO REACH (level) AT (or BY) (time or
significant point);
4) REPORT LEAVING (or REACHING, or

PASSING) (level);
5) AT (number) METRES PER SECOND

(or FEET PER MINUTE) [or OR
GREATER (or OR LESS)];
... for SST aircraft only 6) REPORT STARTING ACCELERATION

(or DECELERATION).
: b) MAINTAIN AT LEAST (number) METRES

(or FEET) ABOVE (or BELOW) (aircraft
call sign);
: c) REQUEST LEVEL (or FLIGHT LEVEL or

ALTITUDE) CHANGE FROM (name of
unit) [AT (time or significant point)];
: d) STOP CLIMB (or DESCENT) AT (level);
: e) CONTINUE CLIMB (or DESCENT) TO

(level);
: f) EXPEDITE CLIMB (or DESCENT) [UNTIL

PASSING (level)];
: g) WHEN READY CLIMB (or DESCEND) TO

(level);
: h) EXPECT CLIMB (or DESCENT) AT (time

or significant point);
... to require action at a specific : a) IMMEDIATELY;

time or place
: b) AFTER PASSING (significant point);
: c) AT (time or significant point);
... to require action when: d) WHEN READY (instruction);

convenient
... to require an aircraft to climb : e) MAINTAIN OWN SEPARATION AND

or descend maintaining own VMC [FROM (level)] [TO (level)];
separation and VMC
: f) MAINTAIN OWN SEPARATION AND
VMC ABOVE (or BELOW, or TO) (level);
... when there is doubt that an : g) IF UNABLE (alternative instructions) AND

aircraft can comply with a ADVISE;
clearance or instruction
... after a flight crew starts to : h) ROGER;

deviate from any ATC
clearance or instruction to
comply with an ACAS
resolution advisory (RA) (Pilot
and controller interchange)
... after the response to an : i) ROGER (or alternative instructions);

ACAS RA is completed and a
return to the ATC clearance or
instruction is initiated (Pilot and
controller interchange)
… after the response to an : j) ROGER;

ACAS RA is completed and the
assigned ATC clearance or
instruction has been resumed
(Pilot and controller
interchange)
… after an ATC clearance or : k) ROGER;

instruction contradictory to the
ACAS RA is received, the flight
crew will follow the RA and
inform ATC directly (Pilot and
controller interchange)
… clearance to cancel level : l) CLIMB TO (level) [LEVEL RESTRICTION

restriction(s) of the vertical (SID designator) CANCELLED (or) LEVEL
profile of a SID during climb RESTRICTION(S) (SID designator) AT
(point) CANCELLED];
… clearance to cancel level : m) DESCEND TO (level) [LEVEL

restriction(s) of the vertical RESTRICTION (STAR designator)
profile of a STAR during CANCELLED (or) LEVEL RESTRICTION
descent (STAR designator) AT (point)
CANCELLED].
3. Minimum fuel
... indication of minimum fuel : a) ROGER [NO DELAY EXPECTED or
EXPECT (delay
information)].
4. Transfer of control and/or : a) CONTACT (unit call sign) (frequency)

frequency change [NOW];
: b) AT (or OVER) (time or place) [or WHEN]

[PASSING/LEAVING/REACHING (level)]
CONTACT (unit call sign) (frequency);
Note.— An aircraft may be

: c) IF NO CONTACT (instructions);
requested to “STAND BY” on a
frequency when it is intended
that the ATS unit will initiate : d) STAND BY FOR (unit call sign) (freq);
communications soon and to
“MONITOR” a frequency when
information is being broadcast : e) FREQUENCY CHANGE APPROVED;
thereon.
: f) MONITOR (unit call sign) (frequency);
: g) WHEN READY CONTACT (unit call sign)

(frequency);
: h) REMAIN THIS FREQUENCY.
5. Change of call sign : a) CHANGE YOUR CALL SIGN TO (new call

sign) [UNTIL FURTHER ADVISED];
... to instruct an aircraft to
change its type of call sign
... to advise an aircraft to : b) REVERT TO FLIGHT PLAN CALL SIGN
revert to the call sign indicated (call sign) [AT (significant point)].
in the flight plan
6. Traffic information : a) TRAFFIC (information);
... to pass traffic information : b) NO REPORTED TRAFFIC;
: c) [ADDITIONAL] TRAFFIC (direction) BOUND

(type of aircraft) (level) ESTIMATED (or
OVER) (significant point) AT (time);
: d) TRAFFIC IS (classification) UNMANNED

FREE BALLOON(S) WAS [or
ESTIMATED] OVER (place) AT (time)
REPORTED (level(s)) [or LEVEL
UNKNOWN] MOVING (direction) (other
pertinent information, if any).
7. Meteorological conditions : a) [SURFACE] WIND (number) DEGREES

(speed) (units);
Note.— Wind is always : b) WIND AT (level) (number) DEGREES

expressed by giving the mean (number) KILOMETRES PER HOUR (or
direction and speed and any KNOTS);
significant variations thereof
: c) VISIBILITY (distance) (units) [direction];
: d) RUNWAY VISUAL RANGE (or RVR)

[RUNWAY (number)] (distance) (units);
: e) RUNWAY VISUAL RANGE (or RVR)

RUNWAY (number) NOT AVAILABLE (or
NOT REPORTED);
... for multiple RVR : f) RUNWAY VISUAL RANGE (or RVR)

observations [RUNWAY (number)] (first position)
(distance) (units), (second position)
(distance) (units), (third position) (distance)
(units);
... in the event that RVR : g) RUNWAY VISUAL RANGE (or RVR)
information on any one
[RUNWAY (number)] (first position)
position is not available this
information will be included in (distance) (units), (second position) NOT
the appropriate sequence AVAILABLE, (third position) (distance)
(units);
: h) PRESENT WEATHER (details);
: i) CLOUD (amount, [(type)] and height of

base) (units) (or SKY CLEAR);
: j) CAVOK;
: k) TEMPERATURE [MINUS] (number)

(and/or DEWPOINT [MINUS] (number));
: l) QNH (number) [units];
: m) QFE (number) [(units)];
: n) (aircraft type) REPORTED (description)

ICING (or TURBULENCE) [IN CLOUD]
(area) (time);
: o) REPORT FLIGHT CONDITIONS.
8. Position reporting : a) NEXT REPORT AT (significant point);

... to
: b) OMIT POSITION REPORTS [UNTIL

(specify)];
: c) RESUME POSITION REPORTING
9. Additional reports : a) REPORT PASSING (significant point);
... to request a report at a : b) REPORT (distance) MILES (GNSS or

specified place or distance DME) FROM (name of DME station) (or
significant point);
: c) REPORT PASSING (three digits) RADIAL

(name of VOR) VOR;
... to request a report of present : d) REPORT (GNSS or DME) DISTANCE

position FROM (significant point) or (name of DME
station);
10. Aerodrome information : a) [(location)] RUNWAY SURFACE

CONDITION RUNWAY (number)
(condition);
: b) [(location)] RUNWAY SURFACE

CONDITION RUNWAY (number) NOT
CURRENT;
: c) LANDING SURFACE (condition);
: d) CAUTION CONSTRUCTION WORK

(location);
: e) CAUTION (specify reasons) RIGHT (or

LEFT), (or BOTH SIDES) OF RUNWAY
[number];
: f) CAUTION WORK IN PROGRESS (or

OBSTRUCTION) (position and any
necessary advice);
: g) RUNWAY REPORT AT (observation time)

RUNWAY (number) (type of precipitant) UP
TO (depth of deposit) MILLIMETRES.
BRAKING ACTION GOOD (or MEDIUM
TO GOOD, or MEDIUM, or MEDIUM TO
POOR, or POOR or UNRELIABLE) [and/or
BRAKING COEFFICIENT (equipment and
number)];
: h) BRAKING ACTION REPORTED BY

(aircraft type) AT (time) GOOD (or
MEDIUM, or POOR);
: i) BRAKING ACTION [(location)] (measuring

equipment used), RUNWAY (number),
TEMPERATURE [MINUS] (number),
WAS (reading) AT (time);
: j) RUNWAY (or TAXIWAY) (number) WET

[or DAMP, WATER PATCHES, FLOODED
(depth), or SNOW REMOVED (length and
width as applicable), or TREATED, or
COVERED WITH PATCHES OF DRY
SNOW (or WET SNOW, or COMPACTED
SNOW, or SLUSH, or FROZEN SLUSH, or
ICE, or ICE UNDERNEATH, or ICE AND

SNOW, or SNOWDRIFTS, or FROZEN
RUTS AND RIDGES)];
: k) TOWER OBSERVES (weather

information);
: l) PILOT REPORTS (weather information).
11. Operational status of visual : a) (specify visual or non-visual aid) RUNWAY

and non-visual aids (number) (description of deficiency);
: b) (type) LIGHTING (unserviceability);
: c) GBAS/SBAS/MLS/ILS CATEGORY
(category) (serviceability state);
: d) TAXIWAY LIGHTING (description of

deficiency);
: e) (type of VASI) RUNWAY (number)

(description of deficiency).
12. Reduced vertical separation : a) CONFIRM RVSM APPROVED;

minimum (RVSM) operations
... to deny ATC clearance into : b) UNABLE ISSUE CLEARANCE INTO

RVSM airspace RVSM AIRSPACE, MAINTAIN [or
DESCEND TO, or CLIMB TO] (level);
: c) REPORT WHEN ABLE TO RESUME

RVSM;
: d) CONFIRM ABLE TO RESUME RVSM;
13. GNSS service status : a) GNSS REPORTED UNRELIABLE (or

GNSS MAY NOT BE AVAILABLE [DUE
TO INTERFERENCE]);
1) IN THE VICINITY OF (location) (radius)

[BETWEEN (levels)];
2) IN THE AREA OF (description) (or IN

(name) FIR) [BETWEEN (levels)];
: b) BASIC GNSS (or SBAS, or GBAS)

UNAVAILABLE FOR (specify operation)
[FROM (time) TO (time) (or UNTIL
FURTHER NOTICE)];
14. Degradation of aircraft : UNABLE RNP (specify type) (or RNAV) [DUE
navigation performance TO (reason, e.g. LOSS OF RAIM or RAIM
ALERT)].
V. EXAMPLE OF PHRASEOLOGIES USED IN THE PROVISION OF

AERODROME CONTROL SERVICE
1. Outbound traffic
a. Fixed wing
1) Situation : Aircraft on parking stand (main apron) requests

aerodrome information.
Phraseology : P- SHE TWR GIA 782 ON [STAND] ALPHA THREE

REQUEST DEPARTURE INFORMATION
C- GIA 782 DEPARTURE RWY (number) WIND

(direction and speed) QNH (in whole hPa)
TEMPERATURE (number) DEW POINT (number)
RVR (number) TIME (number)
P- RWY (number) QNH (in whole hPa) WILL CALL

FOR START UP, GIA 782
2) Situation : Aircraft on parking stand (main apron) requests

pushback.
Phraseology : P- SHE TWR GIA 782 ON [STAND] ALPHA THREE

REQUEST PUSHBACK CLEARANCE
C- GIA 782 PUSHBACK APPROVED HEADING

SOUTH/NORTH [EXPECT RWY (number)] or
[STANDBY PUSHBACK] or [EXPECT PUSHBACK
AT (time)]
3) Situation : Aircraft requests start engine.
Phraseology : P- SHE TWR PK ABP [POSITION] REQUEST

START UP CLEARANCE
C- PK ABP START UP APPROVED TEMPE-

RATURE (number) [EXPECT RWY (number)] or
[STANDBY START UP] or [EXPECT START UP
AT (time)]
Note.— Temperature will only be provided, in the

case of turbine-engined aircraft.
4) Situation : Aircraft requests taxi from one to another point at

aerodrome.
Phraseology : P- SHE TWR PK ABP POSITION WEST APRON

REQUEST TAXI [CLEARANCE] TO COMPASS
SWINGING AREA (or other location)
C- PK ABP TAXI TO COMPASS SWINGING AREA

VIA TXIWAY ALPHA AND KILO REPORT ….
ETC.
5) Situation : Aircraft requests taxi for departure.
Phraseology : P- SHE TWR PK ABP [POSITION] REQUEST TAXI
CLEARANCE [BOUND FOR (destination)] [VFR/

IFR]
C- PK ABP VIA TAXIWAY (identification) TAXI TO

HOLDING POINT (number) RWY (number) WIND
(direction and speed) QNH (in whole hPa) TIME
(number) REPORT ……. ETC.
Note.— For taxi instruction, there is not absolute

formula such as instruction first then information,
or vice-versa. You may take either instruction first
or information first. Below is another example of
taxi instruction.
C- UDA 090 WIND (direction and speed) QNH (in

whole hPa) VISIBILITY 8 KM TIME (number)
TAXI TO HOLDING POINT HOLDING POINT
(number) RWY (number) VIA TAXIWAY
(identification) REPORT ……. ETC.
6) Situation : The issuance of ATC clearance (for IFR departure) and

its position on short of runway.
Phraseology : C- GIA 782 CROSS [or ENTER] RWY (number) ATC

CLEARANCE AVAILABLE
P- CROSSING RWY (number) GO AHEAD ATC

CLEARANCE GIA 782
C- GIA 782 CLEARED TO (clearance limit) VIA (ATS

route) FL ……. (three digits) AFTER TAKE-OFF
TURN LEFT TRACK (degrees) MAGNETIC TO
INTERCEPT [QDM or ATS ROUTE] MAINTAIN
(initial altitude), ETC.
Note 1.— No ATC clearance for VFR flight.
Note 2.— ATC clearance shall be issued before
take-off clearance is given (preferably during taxi

or as soon as after aircraft commencing taxi).
7) Situation : Aircraft is ready for take-off.
Phraseology : P- SHE TWR PK ABP READY [FOR TAKE-OFF or

FOR DEPARTURE]
C- PK ABP RWY (number) CLEARED FOR TAKE-

OFF [or HOLD POSITION, or LINE UP AND
WAIT], or
if traffic information will be included …..
PK ABP TRAFFIC ONE [PIPER] NAVAJO

COMING FROM EASTTOWN POSITION
APPROACHING (designated reporting point)
PASSING [MAINTAINING] (altitude) ESTI-
MATING SEAHORSE (time) [LEFT/RIGHT TURN
AFTER] RWY (number) CLEARED FOR TAKE-
OFF
Note.— For IFR departure, before issuing ATC

clearance TWR shall obtain approval (release
time) from APP to ensure that the departing
aircraft will not conflict with the traffic still under the
control of APP.
8) Situation : Aircraft just airborne.
Phraseology : C- GIA 782 AIRBORNE 15 [or AIRBORNE TIME AT

15] CONTACT [i] APPROACH [ON (frequency)
MHz], or
PK ABP AIRBORNE 15 [or AIRBORNE TIME AT

15] REPORT [PASSING or OVER] POINT
[ALPHA or BRAVO]
P- AIRBORNE 15 [or AIRBORNE TIME AT 15]

CONTACT [SHE] APPROACH [ON (frequency)
MHz], GIA 782, or
AIRBORNE 15 [or AIRBORNE TIME AT 15] WE

ARE CLIMBING PASSING 1,500 [FEET] TO
6,000 [FEET] ESTIMATING [ALPHA or BRAVO
(time), PK ABP
9) Situation : Departing VFR passing point ALPHA/BRAVO.
Phraseology : P- [SHE TWR] PK ABP PASSING [OVER] POINT

[ALPHA or BRAVO] [1,500 FT]
P- PK ABP CONTACT [SHE] APPROACH [ON

(frequency) MHz]
10) Situation : After contact SHE APP, aircraft reports intend to return
to base (SHE APT) due to engine failure or any other
reason.
Phraseology : P- MAYDAY …… MAYDAY …… MAYDAY ……

SHE TWR [THIS IS] GIA 782 (may be repeated
three times) DUE TO LEFT [RIGHT] ENGINE [or
ENGINE NUMBER (number)] ON FIRE WE ARE
RETURNING TO SHE APT ESTIMATING SHE
(time) REQUEST FURTHER INSTRUCTION
C- GIA 782 ROGER MAYDAY, WIND CALM [or

direction and speed) QNH (in whole hPa) MAKE
STRAIGHT-IN-APPROACH RWY (number)
REPORT ….. ETC.
Note 1.— Consideration should be taken that for

aircraft having emergency situation should be
assigned with the nearest and the most suitable
runway-in-use except for the reason of cross
wind or tail component or other reason so that
aircraft is unable to use the assigned runway-in-

use, another runway assignment may be made.
Note 2.— Remember, aircraft experiencing

emergency has the priority from other aircraft, it is
therefore if we have parallel runways operation,
aircraft approaching to land may be continued to
do so. But if we have a single or crossing
runway(s), aircraft approaching to land shall be
cleared to go round and held overhead station or
at other location.
Note 3.— If aircraft return to base due to other

than distress situation but experiencing technical
reason (trouble), TWR can ask whether the
aircraft needs any assistance on arrival or not
using the following phraseology : PK ABP
[CONFIRM] DO YOU NEED ANY ASSISTANCE
ON ARRIVAL ?
b. Rotary wing (helicopter)
1) Situation : A helicopter on west apron intends to depart to

TIGERFORT (eastbound).
Phraseology : P- SHE TWR PK HBB POSITION ON WEST

APRON REQUEST TAXI CLEARANCE [BOUNG
FOR] TIGERFORT
C- PK HBB TAKE-OFF DIRECTION (number) EAST

SPOT (or other spot) WIND (direction and speed)
QNH (in whole hPa) TIME (minute) TAXI VIA
TAXIWAY (taxiway identification) REPORT …..
ETC.
Note.— Subsequent reports are similar to fixed

wing aircraft.
2. Inbound traffic
a. Fixed wing
1) Situation : IFR aircraft leaving instrument approach fix (BTF

VOR/SH NDB).
Phraseology : P- SHE TWR GIA 783 LEAVING [or PASSING] BTF

VOR [or SH NDB] [HEADING] INBOUND
AERODROME IN SIGHT [VISUAL CONTACT]
C- GIA 783 REPORT FINAL [or CLEARED TO

LAND]
Note 1.— If the arriving IFR aircraft does not

report aerodrome in sight or visual contact, TWR
shall instruct the aircraft to report established
visual contact or aerodrome in sight first.
Note 2.— Approach clearance has been given by

SHE APP, so TWR need not to give landing
instruction anymore. Just say : GIA 783 REPORT
LONG FINAL, except when due to wind or other
reason the aircraft will be assigned to another
runway.
2) Situation : Arriving IFR aircraft has been cleared for instrument

approach by SHE APP but wind condition changes so
that impossible to use the runway specified for straight-
in-approach or other reason (runway is blocked, etc.),
the aircraft shall be cleared to make circling approach.
Phraseology : P- SHE TWR GIA 783 LEAVING [or PASSING] BTF

VOR [or SH NDB] [HEADING] INBOUND
C- GIA 783 DUE TO WIND CHANGE TO (direction

and speed) [RWY (number) IS BLOCKED BY
(type of aircraft)] CIRCLING FOR RWY (number)
REPORT DOWNWIND/RIGHT HAND DOWNWIND

(of new runway) …. ETC.
3) Situation : Arriving IFR aircraft is unable to establish visual contact.
Phraseology : P- SHE TWR GIA 783 UNABLE TO ESTABLISH

VISUAL CONTACT [NEGATIVE VISUAL
CONTACT] WE ARE MAKING MISSED
APPROACH [OVERSHOOTING]
C- GIA 783 STANDBY [FOR FURTHER

INSTRUCTION]
Note 1.— If TWR say STANDBY, the aircraft will

follow missed approach procedure (MAP)
specified for the runway.
Note 2.— SHE TWR request/inform SHE APP for

further instruction, and after obtaining instruction,
instruct the aircraft accordingly.
Example :
GIA 783 TURN RIGHT AND CLIMB TO 3,000

FEET PROCEED TO BTF VOR [or CLIMB
STRAIGHT AHEAD TO 2,000 FEET PROCEED
TO BTF VOR] CONTACT [SHE] APPROACH
[ON (frequency) MHz]
4) Situation : Arriving IFR aircraft, after getting landing clearance from

TWR, aircraft is unable to continue its approach to land
due to technical reason.
Phraseology : P- [SHE TWR] GIA 783 DUE TO TECHNICAL

REASON WE ARE PULLING UP AND GO
ROUND [OVERSHOOTING]
C- GIA 783 [ROGER] JOIN DOWNWIND/RIGHT
HAND DOWNWIND RWY (number) REPORT

……. ETC.
Note.— Aircraft which is making a missed

approach due to technical reason (other than
weather or WX reason) such as : the aircraft is not
aligned (is not precisely with runway centerline),
altitude is too high or too low corresponding to the
appropriate altitude, the slope of aircraft is too
steep or other reason is necessary to be cleared
to original instrument approach fix (IAF) and there
is reasonable assurance that circling can be
accomplished, the aircraft may be cleared to join
downwind, directed to base leg, etc.
5) Situation : Arriving VFR aircraft is just transferred by APP over

ESTER.
Phraseology : P- [SHE TWR] PK ABP COMING FROM SEAGULL

POSITION ESTER LEAVING 3,000 FEET
ESTIMATING BRAVO (time) REQUEST LANDING
INSTRUCTION
C- PK ABP JOIN DOWNWIND [RIGHT HAND

DOWNWIND] RWY (number) [or DIRECT BASE
LEG RWY (number), or MAKE STRAIGHT-IN-
APPROACH RWY (number)] WIND (direction and
speed) QNH (in whole hPa) REPORT …….. ETC.
Note.— Aircraft which is making a missed
approach due to technical reason (other than
weather or WX reason) such as : the aircraft is not
aligned (is not precisely with runway centerline),
altitude is too high or too low corresponding to the
appropriate altitude, the slope of aircraft is too
steep or other reason is necessary to be cleared
to original instrument approach fix (IAF) and there
is reasonable assurance that circling can be
accomplished, the aircraft may be cleared to join
downwind, directed to base leg, etc.
6) Situation : Arriving VFR aircraft has been cleared for instrument

approach by SHE APP but wind condition changes so
that impossible to use the runway specified for straight-
in-approach or other reason (runway is blocked, etc.),
the aircraft shall be cleared to make circling approach.
Phraseology : P- SHE TWR PK ABP LEAVING ALPHA [BRAVO]

LEAVING 2,000 FEET
C- PK ABP DUE TO WIND CHANGE TO (direction

and speed) [RWY (number) IS BLOCKED BY
(type of aircraft)] CIRCLING FOR RWY (number)
REPORT DOWN WIND/RIGHT HAND DOWN-
WIND (of new runway) …. ETC.
7) Situation : Arriving VFR approaching overhead station and there

have been one or more aircraft on the traffic circuit so
that they need to be sequenced properly.
Phraseology : C- PK ABP OBSERVE [TRAFFIC] ONE [PIPER]

NAVAJO ON DOWNWIND/RIGHT HAND
DOWNWIND [or DAKOTA ELEVEN O’CLOCK]
TURN RIGHT YOU ARE NUMBER TWO TO
LAND FOLLOW (type of aircraft), REPORT ……..
ETC., or
PK ABP OBSERVE [TRAFFIC] ONE (type of

aircraft) [POSITION] YOU ARE NUMBER TWO
TO LAND FOLLOW (type of aircraft), REPORT
…….. ETC.,
8) Situation : Arriving aircraft experiencing transmitter failure

(indicated by the absence of any message or report
from the flight crew). To ensure that aircraft is still able
to read any message, use the following phraseology.
Phraseology : C- PK ABP ONE TWO THREE FOUR FIVE THIS IS

SHE TWR HOW DO YOU READ …… (if there is
no response) … PK ABP THIS IS SHE TWR
[APP or BTF ACC] IF YOU READ ME
ACKNOWLEDGE BY ROCKING WING
[FLASHING LANDING LAIGHT TWICE]
Note 1.— Request an acknowledgement by

rocking wing shall not be implemented when the
aircraft is on base leg or final.
Note 2.— If the flight crew does maneuver or take

action as requested, it means that the receiver is
normal but the transmitter is not, then the
subsequent instructions be transmitted by means
of appropriate radio communication.
9) Situation : Arriving aircraft experiencing receiver failure (indicated

by the condition that message or report from the flight
crew is readable but there is no acknowledgement of
received for any instruction/message). To ensure that
aircraft is still able to read any message, use the
following phraseology.
Phraseology : C- PK ABP ONE TWO THREE FOUR FIVE THIS IS

SHE TWR HOW DO YOU READ
Note.— If there is no response, it means that the

transmitter of aircraft is normal but the receiver is
not, then the subsequence instructions be
transmitted by means of light signal.
10) Situation : Arriving aircraft experiencing total radio failure

(indicated by the condition that there is neither any
message/report nor acknowledgement of received
from flight crew). To ensure that aircraft is still able to
read any message, use the following phraseology.
Phraseology : C - PK ABP ONE TWO THREE FOUR FIVE THIS IS

SHE TWR HOW DO YOU READ
Note.— If there is no response, it means that the

transmitter and receiver of aircraft is abnormal,
then the subsequence instructions be transmitted
by means of light signal.
11) Situation : Arriving aircraft experiencing emergency.
Phraseology : P - MAYDAY …… MAYDAY …… MAYDAY ……

SHE TWR [THIS IS] PK ANU (may be repeated
three times) POSITION APPROACHING POINT
BRAVO (or at any point) LEFT [RIGHT] ENGINE
[or ENGINE NUMBER (number)] ON FIRE
REQUEST TO MAKE STRAIGHT-IN-APPROACH
RUNWAY 25
C- PK ANU ROGER MAYDAY, WIND CALM [or

direction and speed) QNH (in whole hPa) MAKE
STRAIGHT-IN-APPROACH RWY 25 APPROVED
REPORT ….. ETC (if practicable).
Note 1.— In case the aircraft having emergency

situation did not give any reason, TWR may
request additional information such as the runway
intended to be used for landing, number of
persons on board, the fuel remaining and other
necessary information.

aircraft having emergency should be given with
the nearest and the most suitable runway-in-use
except that by the reason of cross/tail wind
component or other reason.
12) Situation : Aircraft on base or final but the runway-in-use is still

occupied by other aircraft.
Phraseology : P - SHE TWR [THIS IS] PK ABP ON BASE LEG

[FINAL]
C- PK ABP [CONTINUE APPROACH] REPORT

SHOT FINAL
Note 1.— If the approaching aircraft on short final

and runway-in-use has vacated : PK ABP RWY
(number) CLEARED TO LAND.
Note 2.— If the approaching aircraft on short final

and apparent that there is enough time for
arriving aircraft to continue its approach : PK
ABP CONTINUE APPROACH STANDBY PULL
UP.
Note 3.— If there is certainty that the arriving

aircraft is unable to land : PK ABP PULL UP
AND GO ROUND AGAIN REPORT …….. ETC.
12) Situation : Aircraft just landed.
Phraseology : C - PK ABP LANDED AT (time) [LANDING TIME

(time)] TAXI TO MAIN [WEST/EAST/MILITARY]
APRON VIA TAXIWAY (taxiway identification)
C- LANDED AT (time) [LANDING TIME (time)]

TAXI TO MAIN [WEST/EAST/MILITARY]
APRON VIA TAXIWAY (taxiway identification)
PK ABP
b. Unexpected or oveflying traffic
1) Situation : Unexpected overflying traffic.
Phraseology : P- SHE TWR [THIS IS] PK AMH
C- PK AMH [THIS IS] SHE TWR GO AHEAD
P- PK AMH (OVERFLYING) FROM BRIGHTSTAR

TO TIGERFORT POSITION JUST LEFT BT NDB
MAINTAINING 2,000 FEET ESTIMATING ALPHA
(time) OVERHEAD STATION (time) BRAVO
(time) AND TIGERFORT (time)
C- PK AMH QNH SEAHORSE (in whole hPa) i.
2) Situation : Unexpected arriving traffic.
Phraseology : P- SHE TWR [THIS IS] PK ANB
C- PK NBP [THIS IS] SHE TWR GO AHEAD
P- PK ANB COMING FROM STARFISH POSITION

OVER TF NDB LEAVING 3,000 FT ESTIMATING
ALPHA (time) SEAHORSE (time) REQUEST
LANDING INSTRUCTION
C- PK ANB MAKE STRAIGHT-IN-APPROACH

[JOIN DOWNWIND/RIGHT HAND DOWNWIND
VIA OVERHEAD or DIRECT BASE LEG] RWY
(number) WIND (direction and speed) QNH (in
whole hPa) REPORT ……. ETC.
c. Rotary wing (helicopter)
11) Situation : Arriving helicopter.
Phraseology : P - PK HDH COMING FROM TIGERFORT

POSITION APPROACHING POINT BRAVO
MAINTAINING 1,000 FET REQUEST LANDING
INSTRUCTION
C- PK HDH LANDING DIRECTION (conform to

runway-in-use) EAST SPOT (or other conform to
runway-in-use) WIND (direction and speed) QNH
(in whole hPa) REPORT ……. ETC.
Note 1.— In case the aircraft having emergency

situation did not give any reason, TWR may
request additional information such as the runway
intended to be used for landing, number of
persons on board, the fuel remaining and other
necessary information.

aircraft having emergency should be given with
the nearest and the most suitable runway-in-use
except that by the reason of cross/tail wind
component or other reason.
1. Miscellaneous
a. Identification of aircraft : SHOW LANDING LIGHTS.
b. Acknowledgement by visual : 1) ACKNOWLEDGE BY MOVING

means AILERONS (or RUDDER);
2) ACKNOWLEDGE BY ROCKING
WINGS;
3) ACKNOWLEDGE BY FLASHING
LANDING LIGHTS.
c. Starting procedures : 1) START UP APPROVED;
2) START UP AT (time);
3) EXPECT START UP AT (time);
4) START UP AT OWN DISCRETION;
5) EXPECT DEPARTURE (time) START

UP AT OWN DISCRETION.
d. Pushback procedures : 1) PUSHBACK APPROVED;
Note.— When local 2) STAND BY;

procedures so prescribe,
authorization for pushback
should be obtained from 3) PUSHBACK AT OWN DISCRETION;
the control tower.
4) EXPECT (number) MINUTES DELAY
DUE (reason).
e. Towing procedures : 1) TOW APPROVED VIA (specific routing

to be followed);
2) HOLD POSITION;
3) STAND BY.
f. To request aerodrome data 1) RUNWAY (number), WIND (direction

for departure and/or time and speed) (units) QNH (or QFE)
check (number) [(units)] TEMPERATURE
[MINUS] (number), [VISIBILITY
(distance) (units) (or RUNWAY
VISUAL RANGE (or RVR) (distance)
(units))] [TIME (time)].
2) TIME (time);
g. Taxi procedures (for : 1) TAXI TO HOLDING POINT [number]

departure) [RUNWAY (number)] [HOLD SHORT
OF RUNWAY (number) (or CROSS
RUNWAY (number))] [TIME (time)];
2) TAXI TO HOLDING POINT [number]

[RUNWAY (number)] VIA (specific route
to be followed) [TIME (time)] [HOLD
SHORT OF RUNWAY (number) (or
CROSS RUNWAY (number))];
followed by aerodrome information as

applicable) [TIME (time)];
4) TAKE (or TURN) FIRST (or SECOND)

LEFT (or RIGHT);
5) TAXI VIA (identification of taxiway);
6) TAXI VIA RUNWAY (number);
7) TAXI TO TERMINAL (or other location,

e.g. GENERAL AVIATION AREA)
[STAND (number)];
h. Taxi procedures (for : 1) AIR-TAXI TO (or VIA) (location or

helicopter) routing as appropriate) [CAUTION (dust,
blowing snow, loose debris, taxiing light
aircraft, personnel, etc.)];
2) AIR TAXI VIA (direct, as requested, or

specified route) TO (location, heliport,
operating or movement area, active or
inactive runway). AVOID (aircraft or
vehicles or personnel);
i. Taxi procedures (after : 1) BACKTRACK APPROVED;

landing)
2) TAXI STRAIGHT AHEAD;
Note.— Phraseology
“BACKTRACK” may be used 3) TAXI WITH CAUTION;
for taxiing departure aircraft
4) GIVE WAY TO (description and position
of other aircraft);
5) TAXI INTO HOLDING BAY;
6) FOLLOW (description of other aircraft or

vehicle);
7) VACATE RUNWAY;
8) EXPEDITE TAXI [(reason)];
9) [CAUTION] TAXI SLOWER [reason];
j. Holding : 1) HOLD (direction) OF (position, runway

number, etc.);
2) HOLD POSITION;
3) HOLD (distance) FROM (position);
4) HOLD SHORT OF (position);
k. To cross a runway : 1) CROSS RUNWAY (number) [REPORT

VACATED];
2) EXPEDITE CROSSING RUNWAY

(number) TRAFFIC (aircraft type)
(distance) KILOMETRES (or MILES)
FINAL;

[RUNWAY (number)] VIA (specific route
to be followed), [HOLD SHORT OF
RUNWAY (number)] or [CROSS
RUNWAY (number)];
l. Preparation for take-off : 1) UNABLE TO ISSUE (designator)

DEPARTURE (reasons);
2) REPORT WHEN READY [FOR

DEPARTURE];
3) ARE YOU READY [FOR

DEPARTURE]?;
... if unable to issue take-off 4) WAIT [reason];

clearance
... clearance to enter runway 5) LINE UP [AND WAIT];

and await take-off clearance
6) LINE UP. BE READY FOR IMMEDIATE
DEPARTURE;
... confirmation or otherwise 7) [THAT IS] CORRECT (or NEGATIVE) [I

of the readback of
SAY AGAIN] ... (as appropriate).
conditional clearance
m. Take-off clearance : 1) RUNWAY (number) CLEARED FOR

TAKE-OFF [REPORT AIRBORNE];
... when reduced runway 2) (traffic information) RUNWAY (number)

separation is used CLEARED FOR TAKE-OFF;
... when take-off clearance 3) TAKE OFF IMMEDIATELY OR

has not been complied with VACATE RUNWAY [(instructions)];
4) TAKE OFF IMMEDIATELY OR HOLD

SHORT OF RUNWAY;
... to cancel a take-off 5) HOLD POSITION, CANCEL TAKE-OFF

clearance I SAY AGAIN CANCEL TAKE-OFF
(reasons);
... to stop a take-off after an 6) STOP IMMEDIATELY [(repeat aircraft

aircraft has commenced call sign) STOP IMMEDIATELY];
take-off roll
... for helicopter operations 7) CLEARED FOR TAKE-OFF [FROM

(location)] (present position, taxiway,
final approach and take-off area, runway
and number);
8) AFTER DEPARTURE TURN RIGHT (or
LEFT, or CLIMB) (instructions as

appropriate).
n. Turn or climb instructions : 1) RIGHT (or LEFT) TURN APPROVED;

after take-off
2) WILL ADVISE LATER FOR RIGHT (or
LEFT) TURN;
... to request airborne time 3) REPORT AIRBORNE;
4) AIRBORNE (time);
5) AFTER PASSING (level) (instructions);
... heading to be followed 6) CONTINUE RUNWAY HEADING

(instructions);
... when a specific track is 7) TRACK EXTENDED CENTRE LINE

to be followed (instructions);
8) CLIMB STRAIGHT AHEAD

(instructions).
o. Entering an aerodrome : 1) JOIN [(direction of circuit)] (position in

traffic circuit circuit) (runway number) [SURFACE]
WIND (direction and speed) (units)
[TEMPERATURE [MINUS] (number)]
QNH (or QFE) (number) [(units)]
[TRAFFIC (detail)];
2) MAKE STRAIGHT-IN APPROACH,

RUNWAY (number) [SURFACE] WIND
(direction and speed) (units)
[TEMPERATURE [MINUS] (number)]
QNH (or QFE) (number) [(units)]
[TRAFFIC (detail)];
3) JOIN (position in circuit) [RUNWAY
(number)] QNH (or QFE) (number)

[(units)] [TRAFFIC (detail)].
p. In the circuit : NUMBER ... FOLLOW (aircraft type and

position) [additional instructions if required].
q. Approach instructions : 1) MAKE SHORT APPROACH;
Note.— The report “LONG 2) MAKE LONG APPROACH (or EXTEND

FINAL” is made when DOWNWIND);
aircraft turn on to final
approach at a distance 3) REPORT BASE (or FINAL, or LONG
greater than 7 km (4 NM) FINAL);
from touchdown or when an
aircraft on a straight-in 4) CONTINUE APPROACH [PREPARE
approach is 15 km (8 NM) FOR POSSIBLE GO
from touchdown. In both AROUND].
cases a report “FINAL” is
required at 7 km (4 NM) from
touchdown.
r. Landing clearance : 1) RUNWAY (number) CLEARED TO

LAND;
... when reduced runway 2) (traffic information) RUNWAY (number)

separation is used CLEARED TO LAND;
... special operations 3) CLEARED TOUCH AND GO;
4) MAKE FULL STOP;
5) CLEARED LOW APPROACH

[RUNWAY (number)] [(altitude
restriction if required) (go around
instructions)];
6) CLEARED LOW PASS [as in f)];
7) MAKE STRAIGHT-IN (or CIRCLING

APPROACH, LEFT (or RIGHT) TURN
TO (location, runway, taxiway, final
approach and take-off area)) [ARRIVAL
(or ARRIVAL ROUTE) (number, name,
or code)]. [HOLD SHORT OF (active
runway, extended runway centre line,
other)]. [REMAIN (direction or distance)
FROM (runway, runway centre line,
other helicopter or aircraft)]. [CAUTION
(power lines, unlighted obstructions,
wake turbulence, etc.)]. CLEARED TO
LAND.
t. Delaying aircraft : 1) CIRCLE THE AERODROME;
2) ORBIT (RIGHT, or LEFT) [FROM

PRESENT POSITION];
3) MAKE ANOTHER CIRCUIT.
u. Missed approach : GO AROUND.
v. Information to aircraft : 1) LANDING GEAR APPEARS DOWN;
... when pilot requested 2) RIGHT (or LEFT, or NOSE) WHEEL

visual
APPEARS UP (or DOWN);
inspection of landing gear
3) WHEELS APPEAR UP;
4) RIGHT (or LEFT, or NOSE) WHEEL

DOES NOT APPEAR UP (or DOWN);
... wake turbulence 5) CAUTION WAKE TURBULENCE

[FROM ARRIVING (or DEPARTING)
(type of aircraft)] [additional information
as required];
... jet blast on apron or 6) CAUTION JET BLAST;

taxiway
... propeller-driven aircraft 7) CAUTION SLIPSTREAM.
slipstream
w. Runway vacating and : 1) CONTACT GROUND (frequency);

Communications after
landing 2) WHEN VACATED CONTACT GROUND
(frequency);
3) EXPEDITE VACATING;
4) YOUR STAND (or GATE) (designation);
5) TAKE (or TURN) FIRST (or SECOND,

or CONVENIENT) LEFT (or RIGHT)
AND CONTACT GROUND (frequency);
x. Runway vacating and : 1) AIR-TAXI TO HELICOPTER STAND

communications after (or) HELICOPTER PARKING
landing (helicopter) POSITION (area);
2) AIR-TAXI TO (or VIA) (location or

routing as appropriate) [CAUTION (dust,
blowing snow, loose debris, taxiing light
aircraft, personnel, etc.)];
3) AIR-TAXI VIA (direct, as requested, or

specified route) TO (location, heliport,
operating or movement area, active or
inactive runway). AVOID (aircraft or
vehicles or personnel).
y. Essential aerodrome : 1) CAUTION CONSTRUCTION WORK

information ADJACENT TO GATE 37;
2) WORK IN PROGRESS AHEAD NORTH

SIDE OF TAXIWAY ALPHA;
3) CENTRE LINE TAXIWAY LIGHTING

UNSERVICEABLE;
4) VASIS RUNWAY 27 UNSERVICEABLE
5) LARGE FLOCK OF BIRDS NORTH OF

RUNWAY 27 NEAR CENTRAL
TAXIWAY
6) ILS 09 UNSERVICEABLE
7) RUNWAY CONDITIONS 09:

AVAILABLE WIDTH 32 METRES,
COVERED WITH THIN PATCHES OF
ICE, BRAKING ACTION POOR
SNOW UP TO 30 CM ALONG EDGES
VI. PHRASEOLOGY USED IN THE PROVISION OF APPROACH CONTROL

SERVICE
1. Outbound traffic
There is nothing special phraseology for outbound traffic by the reason of

departing traffic is transferred by TWR immediately after airborne. The only thing
should be paid attention is when departing aircraft is unable to climb farther and be
maintained at specified level until specified time or point, the aircraft shall be advised
by using the following phraseology : MNA 090 MAINTAIN 4,000 FEET EXPECT
FURTHER CLIMB AT OR AFTER (point or time).
2. Inbound traffic
The following examples are the phraseologies used in non-timed approach

type of instrument approach procedure.
1) Situation : After first contact or accept control (aircraft is instructed to

proceed to the instrument approach fix BTF VOR or SH NDB at
assigned level).
Phraseology : P- SHE APP PAS 028 POSITION APPROACHING AMBER

(other point) MAINTAINING 6,000 FEET ESTIMATING
BTF VOR (time) OVER
a) PAS 028 is C- PAS 028 CLEARED FOR VOR APPROACH RWY 16R
the first REPORT PASSING (altitude) [REPORT LEAVING
aircraft BTF VOR], or
PAS 028 RECLEARED AFTER AMBER TO SH NDB VIA

BT [NDB] DESCEND TO 3,000 FEET NO DELAY
EXPECTED EXPECT RWY 34L WIND (direction and
speed) QNH (in whole hPa) REPORT PASSING (altitude
or point) … ETC.
b) PAS 028 is C- PAS 028 HOLD OVER BTF [VOR] MAINTAIN 6,000 FEET
the second [DESCEND TO (altitude)] EXPECTED APPROACH TIME
or thereafter (four digits) EXPECT RWY 16R WIND (direction and
or point) … ETC., or
PAS 028 RECLEARED AFTER AMBER TO SH NDB VIA

BT [NDB] MAINTAIN 6,000 FEET [DESCEND (altitude)]
or point) … ETC. , or
PAS 028 RECLEARED AFTER AMBER TO BT NDB AND

HOLD MAINTAIN 6,000 FEET [DESCEND (altitude)]
or point) … ETC.
Note.— If ATIS is introduced, runway and weather

information which are included in ATIS broadcast are need
not be retransmitted to aircraft except runway-in-use and
the current QNH.
2) Situation : First aircraft commences instrument approach.
Phraseology : P- [SHE APP] PAS 028 OVER BTF [VOR] MAINTAINING

3,000 FEET
C- PAS 028 REPORT LEAVING BTF VOR
P- PAS 028 LEAVING BTF VOR
C- PAS 028 REPORT LEAVING 3,000 FEET
P- PAS 028 LEAVING 3,000 FEET
C- PAS 028 REPORT [ESTABLISH] VISUAL CONTACT
P- PAS 028 [ESTABLISH] VISUAL CONTACT
C- PAS 028 CONTACT [SHE] TWR [ON (frequency) MHz]
3) Situation : Second holding aircraft that has the turn for executing instrument
approach.
Phraseology : ………. MDL 337 is maintaining 3,000 feet or above ………
C- MDL 337 CLEARED FOR ILS APPROACH RWY 16R

REPORT LEAVING 3,000 [FEET] HEADING OUTBOUND
P- MDL 337 LEAVING 3,000 [FEET] HEADING OUTBOUND
C- MDL 337 REPORT PASSING BTF [VOR] INBOUD
P- MDL 337 PASSING BTF [VOR] INBOUD
C- MDL 337 REPORT [ESTABLISH] VISUAL CONTACT
P- MDL 337 [ESTABLISH] VISUAL CONTACT
C- MDL 337 CONTACT [SHE] TWR [ON (frequency) MHz)
C- MDL 337 CONTACT [SHE] TWR [ON (frequency) MHz]
4) Situation : First aircraft executing missed approach.
Phraseology : P- [SHE APP] PAS 028 OVER BTF [VOR] MAINTAINING

3 000 FEET
C- PAS 028 REPORT LEAVING BTF VOR
P- PAS 028 LEAVING BTF VOR
C- PAS 028 REPORT LEAVING 3,000 FEET
P- PAS 028 LEAVING 3,000 FEET
C- PAS 028 REPORT [ESTABLISH] VISUAL CONTACT
P- PAS 028 [ESTABLISH] VISUAL CONTACT
C- PAS 028 CONTACT [SHE] TWR [ON (frequency) MHz)
…… or if PAS 028 is unable to establish visual contact …...
P- SHE APP PAS 028 IS UNABLE [TO ESTABLISH]

VISUAL CONTACT [WE ARE MAKING MISSED
APPROACH]
C- PAS 028 TURN RIGHT AND CLIMB TO 3,000 FEET

RETURN TO BTF [VOR] REPORT …… ETC.
Note.— If missed approaching aircraft impossible to be

returned to BTF VOR for any reason, it may be instructed
to proceed to SH NDB, BT NDB or TF NDB whichever is
possible, provided that it will not conflict with other aircraft.
5) Situation : Aircraft not familiar with the procedure.
Phraseology : P- [SHE APP] RBA 112 NOT FAMILIAR WITH HOLDING

AND [INSTRUMENT] APPROACH PROCEDURES,
REQUEST INSTRUCTION TO BE FOLLOWED
a) RWY 16R C- RBA 112 HOLDING NORTH OF BTF VOR/DME

INBOUND TRACK 165 [DEGREES] OUTBOUND TRACK
345 [DEGREES] ONE MINUTE LEG STANDARD TURN –

INITIAL APPROACH LEVEL IS 3,000 [FEET] – [NON-
PRECISION] APPROACH : LEAVE BTF VOR ON
HEADING 160 [DEGREES] MAGNETIC MAINTAIN 3,000
[FEET] UNTIL 4 DME BTF [VOR]. AFTER PASSING 4
DME BTF [VOR] DESCEND ON TRACK 160 [DEGREES]
MAGNETIC TO OCH 394 FEET. MISSED APPROACH
PROCEDURE : [IF VISUAL CONTACT CAN NOT BE
ESTABLISHED] TURN RIGHT AND CLIMB TO 3,000
[FEET] AND RETURN TO BTF [VOR] AND CONTACT
SHE APP FOR FURTHER INSTRUCTION
b) RWY 34L C- THA 414 HOLDING NORTHEAST OF SH NDB INBOUND

TRACK 220 [DEGREES] OUTBOUND TRACK 040
[DEGREES] ONE MINUTE LEG LEFT TURN – INITIAL
APPROACH LEVEL IS 3,000 [FEET] – [PRECISION]
APPROACH : LEAVE 3,000 [FEET] ON HEADING 196
DEGREES [MAGNETIC] FOR MINUTE THEN TURN
LEFT MAINTAIN 2,000 [FEET] UNTIL INTERCEPT
LOCALIZER AFTER INTERCEPTING LOCALIZER
DESCEND ON THE GLIDE PATH. DECISION HEIGHT
163 FEET. MISSED APPROACH PROCEDURE : [IF
VISUAL CONTACT CAN NOT BE ESTABLISHED]
CLIMB STRAIGHT AHEAD TO 2,000 [FEET] PROCEED
TO BTF [VOR] AND CONTACT SHE APP FOR
FURTHER INSTRUCTION
3. Miscellaneous
a. Departure instructions : 1) [AFTER DEPARTURE] TURN RIGHT

(or LEFT) HEADING (three digits) (or
CONTINUE RUNWAY HEADING) (or
TRACK EXTENDED CENTRE LINE)
TO (level or significant point) [(other
instructions as required)];
2) AFTER REACHING (or PASSING)

(level or significant point) (instructions);
3) TURN RIGHT (or LEFT) HEADING

(three digits) TO (level) [TO
INTERCEPT (track, route, airway,
etc.)];
4) (standard departure name and number)

DEPARTURE;
5) TRACK (three digits) DEGREES

[MAGNETIC (or TRUE)] TO (or FROM)
(significant point) UNTIL (time, or
REACHING (fix or significant point or
level)) [BEFORE PROCEEDING ON
COURSE];
6) CLEARED VIA (designation).
b. Approach instructions : 1) CLEARED (or PROCEED) VIA

(designation);
2) CLEARED TO (clearance limit) VIA

(designation);
3) CLEARED (or PROCEED) VIA (details

of route to be
followed);
4) CLEARED (type of approach)

APPROACH [RUNWAY (number)];
5) CLEARED (type of approach)

RUNWAY (number) FOLLOWED BY
CIRCLING TO RUNWAY (number);
6) CLEARED APPROACH [RUNWAY

(number)];
7) COMMENCE APPROACH AT (time);
8) CLEARED STRAIGHT-IN [(type of

approach)] APPROACH
[RUNWAY (number)];
9) REPORT VISUAL;
10) REPORT RUNWAY [LIGHTS] IN

SIGHT;
11) CLEARED VISUAL APPROACH

RUNWAY (number);
… to request if a pilot is able 12) ADVISE ABLE TO ACCEPT VISUAL

to accept a visual approach APPROACH RUNWAY (number);
… in case of successive 13) CLEARED VISUAL APPROACH

visual approaches when the RUNWAY (number), MAINTAIN OWN
pilot of a succeeding aircraft SEPARATION FROM PRECEDING
has reported having the (aircraft type and wake turbulence
preceding aircraft in sight category as appropriate) [CAUTION
WAKE TURBULENCE];
14) REPORT (significant point);

[OUTBOUND, or INBOUND];
15) REPORT COMMENCING

PROCEDURE TURN;
16) MAINTAIN OWN SEPARATION;
17) MAINTAIN VMC;
18) ARE YOU FAMILIAR WITH (name)

APPROACH PROCEDURE;
19) CLEARED (MLS/RNAV plain-language

designator).
c. Holding clearances : 1) HOLD VISUAL [OVER] (position), (or

BETWEEN (two prominent
landmarks));
... published holding 2) CLEARED (or PROCEED) TO

procedure over a facility or (significant point, name of facility or fix)
fix [MAINTAIN (or CLIMB or DESCEND
TO) (level)] HOLD [(direction)] AS
PUBLISHED EXPECT APPROACH
CLEARANCE (or FURTHER
CLEARANCE) AT (time);
... when a detailed holding 3) CLEARED (or PROCEED) TO

clearance is required (significant point, name of facility or fix)
[MAINTAIN (or CLIMB or DESCEND
TO) (level)] HOLD [(direction)]
[(specified) RADIAL, COURSE,
INBOUND TRACK (three digits)
DEGREES] [RIGHT (or LEFT) HAND
PATTERN] [OUTBOUND TIME
(number) MINUTES] EXPECT
APPROACH CLEARANCE (or
FURTHER CLEARANCE) AT (time)
(additional instructions, if necessary);
4) CLEARED TO THE (three digits)

RADIAL OF THE (name) VOR AT
(distance) DME FIX [MAINTAIN (or
CLIMB or DESCEND TO) (level)]
HOLD [(direction)] [RIGHT (or LEFT)
HAND PATTERN] [OUTBOUND TIME
(number) MINUTES] EXPECT
(additional instructions, if necessary);
5) CLEARED TO THE (three digits)
RADIAL OF THE (name) VOR AT

(distance) DME FIX [MAINTAIN (or
CLIMB or DESCEND TO) (level)]
HOLD BETWEEN (distance) AND
(distance) DME [RIGHT (or LEFT)
HAND PATTERN] EXPECT
(additional instructions, if necessary).
d. Expected approach time : 1) NO DELAY EXPECTED;
2) EXPECTED APPROACH TIME (time);
3) REVISED EXPECTED APPROACH

TIME (time);
4) DELAY NOT DETERMINED (reasons).
VII. PHRASEOLOGY USED IN THE PROVISION OF AREA CONTROL SERVICE
There is not significant differences between outbound and inbound traffic for
ACC. The only difference is the word climb for departing aircraft from aerodromes
located within the lateral limit of BTF CTA and descend for arriving aircraft to
aerodromes located within the lateral limit of BTF CTA.
1. Phraseology
1) Situation : An aircraft is maintained at specified level until specified time or

point.
Phraseology : C- MNA 737 MAINTAIN 4,000 [FEET] EXPECT FURTHER

CLIMB [DESCEND] AT OR AFTER (time or point).
2) Situation : An aircraft is requested to reach a specified level until at

specified time or point.
Phraseology : C- BOU 773 CLIMB [DESCEND] TO REACH (FL or altitude)

AT OR BEFORE [AFTER] (time or point).
3) Situation : An aircraft is requested to cross a specified level until at

specified time or point.
Phraseology : C- JTI 373 CLIMB TO FL 330 [DESCEND TO FL 100]

CROSS FL 170 AT OR BEFORE [AFTER] (time or point).
2. Miscellaneous
a. Issuance of a clearance : 1) (name of unit) CLEARS (aircraft call

sign);
2) (aircraft call sign) CLEARED TO;
3) RECLEARED (amended clearance

details) [REST OF CLEARANCE
UNCHANGED];
4) RECLEARED (amended route portion)

TO (significant point of original route)
[REST OF CLEARANCE
UNCHANGED];
5) ENTER CONTROLLED AIRSPACE (or

CONTROL ZONE) [VIA (significant
point or route)] AT (level) [AT (time)];
6) LEAVE CONTROLLED AIRSPACE (or

CONTROL ZONE) [VIA (significant
point or route)] AT (level) (or
CLIMBING, or DESCENDING);
7) JOIN (specify) AT (significant point) AT

(level) [AT (time)].
b. Indication of route and : 1) FROM (location) TO (location);
Clearance limit
2) TO (location),
followed as necessary by:
a) DIRECT;
b) VIA (route and/or significant

points);
c) VIA FLIGHT PLANNED ROUTE;
d) VIA (distance) DME ARC

(direction) OF (name of DME
station);
3) (route) NOT AVAILABLE DUE

(reason) ALTERNATIVE[S] IS/ARE
(routes) ADVISE.
c. Maintenance of specified : 1) MAINTAIN (level) [TO (significant

levels point)];
2) MAINTAIN (level) UNTIL PASSING

(significant point);
3) MAINTAIN (level) UNTIL (minutes)

AFTER PASSING (significant point);
4) MAINTAIN (level) UNTIL (time);
5) MAINTAIN (level) UNTIL ADVISED BY

(name of unit);
6) MAINTAIN (level) UNTIL FURTHER

ADVISED;
7) MAINTAIN (level) WHILE IN
CONTROLLED AIRSPACE;
8) MAINTAIN BLOCK (level) TO (level).
d. Specification of cruising : 1) CROSS (significant point) AT (or

levels ABOVE, or BELOW) (level);
2) CROSS (significant point) AT (time)

OR LATER (or BEFORE) AT (level);
3) CRUISE CLIMB BETWEEN (levels) (or

ABOVE (level));
4) CROSS (distance) MILES, (GNSS or

DME) [(direction)] OF (name of DME
station) OR (distance) [(direction)] OF
(significant point) AT (or ABOVE or
BELOW) (level).
e. Emergency descent : ATTENTION ALL AIRCRAFT IN THE

VICINITY OF [or AT] (significant point or
location) EMERGENCY DESCENT
IN PROGRESS FROM (level) (followed as
necessary by specific instructions,
clearances, traffic information, etc.).
f. If clearance cannot be : EXPECT CLEARANCE (or type of

issued clearance) AT (time).
Immediately upon request
g. When clearance for : UNABLE, TRAFFIC (direction)

deviation BOUND (type of aircraft) (level)
Cannot be issued ESTIMATED (or OVER) (significant
point) AT (time) CALL SIGN (call sign)
ADVISE INTENTIONS.
h. Separation instructions 1) CROSS (significant point) AT (time)

[OR LATER (or OR BEFORE)];
2) ADVISE IF ABLE TO CROSS

(significant point) AT (time or level);
3) MAINTAIN MACH (number) [OR

GREATER (or OR LESS)] [UNTIL
(significant point)];
4) DO NOT EXCEED MACH (number).
i. Instructions associated with : ADVISE IF ABLE TO PROCEED

Flying a track (offset), PARALLEL OFFSET;
Parallel to the cleared route
PROCEED OFFSET (distance)

RIGHT/LEFT OF (route) (track)
[CENTRE LINE] [AT (significant point
or time)] [UNTIL (significant point or
time)];
CANCEL OFFSET (instructions to

rejoin cleared flight route or other
information).
VIII. PHRASEOLOGY USED FOR COORDINATION BETWEEN ATC UNITS
1. Calling procedure : name of unit called followed by the calling and the type of
message.
2. Terminating conversation : by saying the initial name of person on duty.
1) Situation : ACC transmits ETA of arriving aircraft to APP.
Phraseology : ACC - APPROACH TWR REQUEST
APP - TOWER APPROACH GO AHEAD

ACC - ESTIMATE [direction of flight] (aircraft call
sign) (type) ESTIMATED (significant point)

(time) (level) (or DESCENDING FROM
(level) TO (level)) [SPEED (filed TAS)]
(route) [REMARKS];
APP - SIERRA HOTEL (controller : Suci Hasanah)
ACC - ALPHA HOTEL (controller : Afalia Hamima)
2) Situation : ACC transmits ETA of arriving aircraft to APP.
Phraseology : ACC - APPROACH CENTER ESTIMATE
APP - CENTER APPROACH GO AHEAD
ACC - CPA 411 L101 NORTHSTAR TO

SEAHORSE NIKEL (time) BURSA (time)
AND BTF [VOR] (time)
APP - ALPHA NOVEMBER (controller : Ardhi

Nugroho)
ACC - MIKE HOTEL (controller : Maharani)
3) Situation : ACC transfer arriving aircraft to APP.
Phraseology : ACC - APPROACH CENTER TRANSFER

APP - CENTER APPROACH GO AHEAD
ACC - CPA 411 [POSITION] 6 MINUTES FROM
BURSA MAINTAINING 1,000 [FEET] or
DESCEND PASSING FL 130 [ETA ISSUED
: 0641] YOUR CONTROL AFTER BURSA

Nugroho)
4) Situation : APP transmits information of departing aircraft to APP.
Phraseology : APP - CENTER APPROACH DEPARTURE

ACC - APPROACH CENTER GO AHEAD
APP - JAL 612 AIRBORNE 0625 [VIA] WILL BE
TRANSFERRED AT (time or level)

Nugroho)
5) Situation : TWR request ATC clearance to APP.
Phraseology : TWR - APPROACH TWR REQUEST

APP - TOWER APPROACH GO AHEAD
TWR - REQUEST [ATC] CLEARANCE FOR SIA
205 [POSITION NOW] …… ETC.
APP - TOWER STANDBY

TWR - ALPHA HOTEL (controller : Afalia Hamima)
6) Situation : APP sends ATC clearance to TWR.
Phraseology : APP - TOWER APPROACH CLEARANCE

TWR - APPROACH TOWER GO AHEAD
APP - SIA 205 CLEARED TO NTR [VOR] VIA W-
13 FL 350 AFTER TAKE-OFF TURN
RIGHT DCT TO BTF [VOR] MAINTAIN 2
000 [FEET]
TWR - (read back if there is any doubtful)

Nugroho)
6) Situation : TWR request release to APP.
Phraseology : TWR - APPROACH TOWER REQUEST

RELEASE OF LNI 600;
APP - LNI 600 RELEASED 0615 MAINTAIN

[2,000 FEET]; or
LNI 600 NOT RELEASED UNTIL 0620; or

UNABLE LNI 600 TRAFFIC IS ONE B747
HOLDING OVER BTF/AH MAINTAINING
2,000 FEET.
TWR - (read back if there is any doubtful)

APP - ALPHA LIMA (controller : Azizah Latifah)
--- oOo ---
ABOUT THE AUTHOR
I. IDENTITY
1. Name : AMINARNO BUDI PRADANA

2. Rank : Pembina Utama Muda (IV/c) –
Lektor Kepala
3. Place/date of birth : Nganjuk, 13 October 1952
4. Sex : Male
5. Religion : Moslem
6. Address : Kompeks PLP/STPI Blok C/15
RT 03/05 Serdang Wetan, Legok,
Tangerang, P.O.Box 509
Tangerang 15001
Phone (021) 598-2204/2205 Ext.
477or (021) 598-1073, Mobile
(HP) : 08111773635
e-mail : aminbepe@yahoo.com
II. EDUCATION AND TRAINING
1. Formal education
a. Elementary School : SR Negeri Kauman I, Nganjuk (1964)

b. Junior High School : SMP Negeri II, Malang (1967)
c. Senior High School : SMA Negeri I, Malang (1970)
d. College/University : 1) S1 – Education Technology, IKIP Negeri, Jakarta (1991)
2) D4 – Air Traffic Control, STPI, Tangerang (2000)
3) S2 – Human Resource Management, STIE Jakarta (2003)
2. Structural training
a. Stage II : ADUM/Sepala – DEPHUB/LAN (1997)
3. Professional training
a. Domestic
1) Instruction Technique/UNDP-ICAO in Curug (1976).

2) Short Intensive Video Programme Production/SONY ITC in Curug (1985).
3) Aviation Security Supervisor/IAL-PAP-PUSDIKLAT. PERHUD. in Curug
(1986).
4) AVSEC Instructor/IAL-PAP-PUSDIKLAT. PERHUD. in Curug (1986).
5) ATC Automation/IAL-MEE di Denpasar (1992).
6) Civil Aviation Management/PUSDIKLAT. PERHUD. in Curug (1996).
7) BEST Radar Training Course, Micronav. in Curug (2010).
b. Oversea
1) General Aeronautical Information Service/LIGA ARAB at CATI Imbaba,

Cairo, Republic Arab of Egypt (1980/1981).
2) Advanced Aeronautical Information Service/SOFRE AVIA at ENAC

Toullouse, France (1984).
3) Briefing Practice/SOFRE AVIA at Aeroport de Marseilles Marignan,
Marseilles, France (1984).
4) Cartography and NOTAM/SOFRE AVIA at SIA, Athismon, Paris, France
(1984).
5) Approach/Terminal Radar/US-AID at FAA, Oklahoma City, Oklahoma, USA
(1987).
6) ATZ-ATC Radar Simulator/TOSHIBA at Kawasaki, Japan (1988).
7) Future Air Navigation System or FANS/JICA at Tokyo, Japan (1992).
8) Air Traffic Procedure Design (PANS-OPS)/FAA at FAA, Oklahoma City,
Oklahoma, USA (1995).
9) FIRSTplus Transfer of Technology/Raytheon Canada Limited at
Richmond/Vancouver, Canada (2002).
10) FPDAM System Administrator, IDS Ingegneria Dei Sistemi S.p.A., Rome,
Italy (2008).
11) ATS Engineering, COMSOFT, Karlsruhe, Germany (2009).
12) Technical Training and Introduction to BEST, MICRONAV, Karlsruhe,
Germany (2009).
13) ATSSim-AMHS/AIM COMSOFT, Karlsruhe, Germany (2011).
14) Flight Procedure Design (RNAV), JICA, Tokyo (2013).
III. JOB HISTORY
1. Senior ATM Lecturer (2012 – present)

2. Deputy Director of ICAI Curug (2008 – 2012).
3. The Head of Flight Safety Training Department at ICAI Curug (2001-2008).
4. The Chief of Student Recruitment and Public Relation Affairs at ICAI Curug (1999 –
2001).
5. The Chief of ATC Training Division at ICAI Curug (1986 – 1998).
6. ATC/ATS Lecturer at ICAI Curug (1976 – prewsent).
7. The Chief of AIS Training Division at ICAI Curug (1981 – 1986).
8. The Chief of Student Affairs at ICAI Curug (1978 – 1990).
9. Air Traffic Controller at Makassar/Manado/Jakarta (1973 – 1976).
IV. MISCELLANEOUS
Married to KARNI RAHAYU (was born on 12 September 1953 in Jakarta) in 1978 and
have two children ARDHI NUGROHO BUDI PRADANA (born on 3 January 1980 in
Tangerang) and ARDIANA MAHARANI (born on 25 November 1982 in Tangerang) plus
tthree grandchildren AZIZAH LATIFAH PRADANA PUTRI (born on 5 May 2008 in
Tangerang), AFALIA HAMIMA PUTRI MALIKA (born on 27 May 2009 in Tangerang) and
ABYAN FAZLI PUTRA PAMUNGKAS (born on 5 October 2011 in Tangerang).
--- oOo ---

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Seahorse – Batfish Air Traffic Control Procedures (Non-Radar) 1

SEHORSE AERODROME CONTROL PROCEDURE

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

a) aerodrome control service;

b) flight information service; and

within its area of jurisdiction as specified in the letter of

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

a) aircraft flying within the designated area of responsibility of

b) aircraft operating on the manoeuvring area;

c) aircraft landing and taking off;

d) aircraft and vehicles operating on the manoeuvring area;

e) aircraft on the manoeuvring area and obstructions on that

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

1.1.4. Alerting service provided by SHE TWR

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

b) information is received that the safety of an aircraft which is

c) requested by the flight crew; or

d) when otherwise deemed necessary or desirable.

1.1.4.2. Procedures concerning the alerting of the rescue and fire

1.2. FACILITIES, SERVICES AND PROCEDURES

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

1.2.2. Airspace dimension :

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

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

2) lower limit : Ground or water

1.2.3.1. Seahorse airport has :

a) Three Runways : two parallel runways and one crossing

b) 13 Taxiways : Taxiway Alpha to Mike

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

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

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

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

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

1.2.7. Visual flight rule (VFR) operation

a) WEBER (for traffics from the west);

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

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

d) ESTER ((for traffics from the, southeast);

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

a) Point ALPHA (for westward traffics);

b) Point BRAVO (for eastward traffics);

Note.— VFR aircraft flying within the route segment between

1.3. HANDOVER PROCEDURE

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

1.3.1.1. Acquaint themselves with weather condition expected during their

1.3.1.2. Study all current NOTAM and supplement information.

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

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

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

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

a) telephone links with Briefing Office (BO), Flight Information

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

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

1.4. START UP/PUSHBACK PROCEDURE FOR TURBINE

1.4.1. The normal procedure is a pilot should request pushback

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

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

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

TWR : D TAKE-OFF AT OR BEFORE 0610

Figure 1. The clearance expry time

1.4.5. Pushback clearance shall contain the heading direction which

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

1.5. START UP/PUSHBACK PROCEDURE FOR WIDE-BODIED