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AIP
Aeronautical Information Publication

Slovak Republic

CONSULT NOTAM AND AIP SUP FOR LATEST INFORMATION

LPS SR, š. p.

AD 1  AERODROMES - INTRODUCTION


AD 1.1  AERODROME AVAILABILITY

1.1.1  General conditions under which aerodromes and associated facilities are available for use

1.1.1.1 The international aerodrome Bratislava/M. R. Štefánik is operated by the Letisko M. R. Štefánika - Airport Bratislava, a. s. (BTS).
Postal address:

Letisko M. R. Štefánika - Airport Bratislava, a. s. (BTS)
Letisko M. R. Štefánika
P. O. Box 160
823 11 BRATISLAVA 216
Slovak Republic

The international aerodrome Košice is operated by the Letisko Košice - Airport Košice, a. s.

Postal address:

Letisko Košice - Airport Košice, a. s.
Letisko Košice
041 75 KOŠICE IV
Slovak Republic

The international aerodrome Piešťany is operated by the Letisko Piešťany, a. s.

Postal address:

Letisko Piešťany, a. s.
Žilinská cesta 597/81
921 01 PIEŠŤANY
Slovak Republic

The international aerodrome Sliač is operated by the Letisko Sliač, a. s.

Postal address:

Letisko Sliač, a. s.
Letisko Sliač
962 31 SLIAČ
Slovak Republic

The international aerodrome Poprad - Tatry is operated by the Letisko Poprad - Tatry, a. s.

Postal address:

Letisko Poprad-Tatry, a. s.
Na letisko 100
058 98 POPRAD
Slovak Republic

The international aerodrome in Žilina is operated by Letisková spoločnosť Žilina, a. s.

Postal address:

Letisková spoločnosť Žilina, a. s.
Letisko
013 41 DOLNÝ HRIČOV
Slovak Republic

The international aerodrome for non-scheduled traffic in Nitra is operated by Gen. M. R. Štefánik Slovak National Aeroclub, Aeroclub Nitra.

Postal address:

Gen. M. R. Štefánik Slovak National Aeroclub
Nitra Aeroclub
Dlhá 108
949 07 NITRA 7
Slovak Republic

The international aerodrome for non-scheduled traffic in Prievidza is operated by Gen. M. R. Štefánik Slovak National Aeroclub,  Aeroclub Prievidza.

Postal address:

Gen. M. R. Štefánik Slovak National Aeroclub
Prievidza Aeroclub
Letisková 8
971 03 PRIEVIDZA
Slovak Republic

The international aerodrome for non-scheduled traffic in Jasna is operated by Ing. Miroslav Toma.

Postal address:

Ing. Miroslav Toma
Ľubeľa 107
032 14 ĽUBEĽA
Slovak Republic

Commercial flights are not permitted to take-off from or land at any aerodrome not listed in the AIP S. R., subsection AD 1.3 except in cases of emergency or when special permission has been obtained from the Transport Authority.

Information about public aerodromes is included in the AIP S. R.

1.1.1.2 In addition to the public aerodromes a number of non-public aerodromes/airfields are located throughout the Slovak Republic. These aerodromes/airfields are available only on the basis of a permission for use granted by the aerodrome owner/operator. Details about these aerodromes/airfields can be obtained through a competent aerodrome operator (See subsection AD 1.3).
1.1.1.3 Applicable ICAO Documents

REF subsection GEN 1.7

1.1.1.4 Low Visibility Procedures (LVP) applicable to CAT II/ III operations at aerodromes
1.1.1.4.1 Introduction
1.1.1.4.1.1 The procedures and provisions listed below contain basic information for operators and pilots concerning specific rules and regulations for LVP in the Slovak Republic.
1.1.1.4.1.2 Responsible airport authorities apply special safeguards and procedures specified in their internal directives for Low Visibility Procedures that become effective in relation to specified weather conditions. These procedures are intended to provide protection for aircraft operating in low visibility and to avoid disturbances to the ILS signals.
1.1.1.4.2 Explanation for ILS classification

According to the specifications in ICAO Annex 10, Volume I, Attachment C, provision 2.14, ILS installations are characterized by a classification code which is not up-dated for temporary downgrading of the installation and which has 3 alphanumerical characters:

  1. Facility performance

    This character can be specified by:

    1. I for Facility Performance Category I

    2. II for Facility Performance Category II

    3. III for Facility Performance Category III

    The facility performance category corresponding to this digit is described in detail in ICAO Annex 10, Volume I (Chapter 3, provisions 3.1.3 and 3.1.5).

  2. Quality of course structure

    This character can have one of the following values: A, B, C, T, D or E. It defines the ILS points to which the localizer structure conforms to the course structure given in ICAO Annex 10, Volume I, Chapter 3, provision 3.1.3.4.2, except the letter T, which designates the runway threshold. These points are defined in ICAO Annex 10, Volume I, Chapter 3, provision 3.1.1 (See  also the graphical presentation in Attachment C, Figure C-1). 

  3. Safety level

    This number can have one of the following values: 1, 2, 3 or 4. It describes both the level of continuity of service and integrity of the ILS according to ICAO Annex 10, Volume I, Attachment C, Table C-2.

    Example: ILS Class II D 4 means
    ILS facility performance category II, course signal is usable up to point "D" with "safety level 4".

1.1.1.4.2.1 Classification at aerodromes in Slovak Republic
AerodromeRunwayClassification
Bratislava/M. R. Štefánik31IIID4
Bratislava/M. R. Štefánik22IT4
Košice01IID4
Piešťany01IT3
Poprad - Tatry27IT3
Sliač36IT2
Žilina06IT3

Note: For aerodromes and runways approved for LVP and relevant ICAO categories of operations - see section AD 2. of the aerodrome concerned.

1.1.1.4.3 Categories of precision operations

For air operators operating under rules set in COMMISSION REGULATION (EU) No 965/2012 aerodrome operating minima for precision approach ILS CAT I calculated in accordance with this regulation apply.

1.1.1.4.3.1 Category I (ILS CAT I) ILS operation

A precision instrument approach with a decision height (DH) not lower than 200 ft (60 m) and an RVR not less than 650 m (VIS not less than 800 m).

1.1.1.4.3.2 Category I + CL (ILS CAT I + CL) ILS operation

A precision instrument approach with a decision height (DH) not lower than 200 m (60 m) and an RVR not less than 550 m (VIS not less than 700 m).

1.1.1.4.3.3 Category II (ILS CAT II) ILS operation

A precision instrument approach with a DH lower than 200 ft (60 m) but not lower than 100 ft (30 m) and an RVR not less than 350 m.

1.1.1.4.3.4 Category III A (ILS CAT III A) ILS operation

A precision instrument approach with either a DH lower than 100 ft (30 m) or with no DH and an RVR not less than 200 m.

1.1.1.4.4 Applicable documents
ICAO Annex 6Operation of Aircraft
ICAO Annex 10, Volume IAeronautical Telecommunications
(Radio Navigation Aids)
ICAO Annex 14Aerodromes
ICAO Doc 4444PANS Air Traffic Management
ICAO Doc 8168, Volume IPANS-OPS Aircraft Operations Flight Procedures
ICAO Doc 8071Manual on Testing of Radio Navigation Aids ILS
(Instrument Landing System)
ICAO Doc 9365-AN/910Manual of All Weather Operations (except Chapter 4, para. 2 and Chapter 6, para. 1)
ICAO Doc 9426-AN/924Air Traffic Services Planning Manual
ICAO Doc 9328-AN/908Manual of Runway Visual Range Observing and Reporting Practices
ICAO Doc 9476-AN/927Manual of Surface Movement
Guidance and Control Systems
ECAC Document 17Common European Procedures for the Authorization of CAT II and CAT III Operations
JAR-OPS 1, Subpart EJoint Aviation Requirements -
Operations
JAA Leaflet No. 12All Weather Operations - General Aviation
JAA Leaflet No. 23Use of Autoland System on ILS CAT I Facilities or CAT II/ III Facilities when Low Visibility Procedures are not in force

The most significant provisions, procedures and deviations therefrom or additional regulations are summarized in the following paragraphs.

1.1.1.4.5 Aerodrome facilities
1.1.1.4.5.1 Physical Characteristics of Aerodromes
  1. Runways and taxiways of aerodromes are designed and operated according to the Standards and Recommended Practices (ICAO) (SARPS) laid down in ICAO Annex 14 appropriate to the category of their certified operation. For detailed description, see section AD 2.

1.1.1.4.5.2 Obstacle clearance criteria and Obstacle Free Zone (OFZ)
  1. The aerodromes and the airspace surrounding the aerodromes are kept free of obstacles rising above the precision approach obstacle limitation surfaces as defined in ICAO Annex 14, Chapter 4 (Obstacle Free Zone) and ICAO Doc 8168 PANS-OPS, Volume II (Obstacle Assessment Surface, OAS). An object which penetrates one of the obstacle limitation surfaces becomes the controlling obstacle for calculating the OCA/H.

  2. During CAT II or CAT III operations the OFZ is kept clear of all obstacles, such as vehicles, persons and aircraft at all times when an approaching aircraft is below 200 ft (60 m) AGL.

  3. Essential equipment and installations in the vicinity of the runway which are necessary for air navigation purposes (e.g. GP antenna, RVR assessment units, etc.) are located clear of the OFZ.

1.1.1.4.6 Visual aids
1.1.1.4.6.1 Approach lighting

Approach lighting for precision approach runways is in compliance with the SARPS in ICAO Annex 14. For detailed description of the approach lighting system, see subsection AD 2.14 of the aerodrome concerned.

1.1.1.4.6.2 Runway lighting and marking
  1. Runway lighting and marking is in compliance with the SARPS in ICAO Annex 14.

  2. Runways approved for CAT II and CAT III ILS operations are equipped approprietly including runway threshold lights, runway edge lighting, runway end lighting and marking, runway centre line lighting and marking and touch-down zone lighting and marking. For detailed description see subsection AD 2.14 of the aerodrome concerned.

1.1.1.4.6.3 Taxiway lighting and marking, and stop bars
  1. Taxiway lighting and marking is in compliance with the SARPS in ICAO Annex 14.

  2. Stop bars, runway guard lights, runway holding positions and illuminated notice boards are installed to provide adequate distance  for taxiing aircraft from the runway.


  3. Taxiways leading to or from runways intended to be used during CAT III weather conditions are equipped with TWY centre line lights. For detailed description see subsection AD 2.9 of the aerodrome concerned.

    Note: TWY centre line lights within the LOC sensitive area are colour coded (yellow/green) in order to advise the pilot exiting a runway when the aircraft is clear of the LOC sensitive area.

  4. Runway exit

    Pilots shall report "runway vacated" to advise vacancy of ILS sensitive area after landing.


1.1.1.4.7 Secondary power supply

Secondary power supply for the lighting aids is provided in accordance with the requirements of ICAO Annex 14. Details are described in subsection AD 2.15 of the aerodrome concerned.

1.1.1.4.8 Non-visual aids
1.1.1.4.8.1 Equipment
  1. ILS ground equipment is non-break power supplied dual-system (details are contained in subsection AD 2.19 of the aerodrome concerned), located and operated according to the SARPS in ICAO Annex 10, Volume I, Chapter 3, provision 3.1.

  2. Automatic monitoring system according to the requirements of ICAO Annex 10, Volume I is provided for all ILS ground system components. LOC certified for CAT III operations is monitored by a farfield monitor.

  3. Flight inspections are conducted in regular intervals and in accordance with the guidelines of ICAO Doc 8071.

1.1.1.4.8.2 Sensitive areas
  1. A sensitive area for ILS/LOC protection is established.

  2. The ILS/LOC sensitive area is defined as a rectangular area which is located within parallel lines 150 m on both sides of the runway centreline and between the LOC antenna and the threshold of the RWY from approach direction.

  3. During CAT II and CAT III operations the ILS sensitive area shall be kept clear of all vehicles and aircraft at all times when an approaching aircraft reaches 2 NM from threshold until its landing manouver has been completed.

1.1.1.4.8.3 Secondary power supply

All radio navigation aids, essential communication equipment and the RVR assessment system are non-break power supplied. 

1.1.1.4.9 Services at aerodrome
1.1.1.4.9.1 Aerodrome service

The aerodrome operator is responsible for maintenance and inspection of the visual aids, runways and taxiways. These are performed in regular intervals. Maintenance and inspection of the non-visual aids are performed by Letové prevádzkové služby Slovenskej republiky, štátny podnik.

1.1.1.4.9.2 Surface movement guidance

Taxiing aircraft are guided by TWR by RTF and assisted by "Follow me" vehicles if deemed necessary or requested by the pilot.

1.1.1.4.9.3 Aeronautical information service
1.1.1.4.9.3.1 Generally pilots may expect facilities provided for all-weather operations to the particular RWY to be operative. Any change in the operational status or any other deficiency, if caused by a failure expected to last more than one hour, will be published by NOTAM, pilots will be informed by ATC and/or by ATIS respectively.
1.1.1.4.9.3.2 Shorter-term deficiencies will be announced to the pilots by ATC (ATIS and(or) by RTF on frequency of appropriate ATC unit).
1.1.1.4.9.4 Meteorological service
  1. Reporting of meteorological conditions at the aerodrome concerned is provided according to ICAO Annex 3.

  2. RVR is normally assessed by transmissometers. For transmission of RVR values see para. GEN 3.5.3.10.

1.1.1.4.9.5 Additional provisions
1.1.1.4.9.5.1 In order to facilitate air traffic control and minimize ground holding with running engines, pilots-in-command of departing aircraft are recommended to request permission for engine start-up from TWR. Start-up permission is compulsory for IFR departure.
1.1.1.4.9.5.2 A marshaller shall be responsible for providing standard marshalling signals to aircraft using the signals shown in Appendix 1 of Commission Implementing Regulation (EU) No 923/2012.
1.1.1.4.9.5.3 Clearance to taxi granted by the TWR does not release the pilot-in-command from the duty to follow the instructions of the marshaller. If the pilot-in-command begins to taxi or continues taxiing without the assistance of a marshaller, he shall assume full responsibility for avoiding collision the other aircraft, persons or objects at APN.
1.1.1.4.9.5.4 If the pilot-in-command has not received taxi instructions from TWR, he can leave the RWY using any serviceable TWY according to his choice, whereby pilot-in-command is not allowed to taxi back track on the RWY without clearance from TWR. After leaving RWY he may continue to taxi only if he obtained taxi clearance from TWR.
1.1.1.4.10 Requirements for aircraft and flight crews
1.1.1.4.10.1 Aircraft and equipment

Basic requirements for an aircraft and its equipment for CAT II and CAT III operations are described in the "Manual of All-Weather Operations (ICAO Doc 9365)", provision 4.2. The competent authority for aircraft registered in the Slovak Republic is the Transport Authority. The airworthiness approval for all-weather operations has to be stated in the aircraft document "Scope of utilisation".

1.1.1.4.10.2 Operators
  1. The operators, who are holders of the "Certificate of Competence for Low Visibility Operations", issued by the Civil Aviation Authority (CAA) of Joint Aviation Authorities (JAA) member state, are not obliged to apply for approval to carry out Low Visibility CAT II/ III Take-offs and landings at the aerodromes within the Slovak Republic. They are allowed to carry out these operations on the basis of the certificate issued by the CAA of JAA member state.

  2. The Low Visibility Operations for other operators shall be approved by the Transport Authority. The copy of the "Certificate of Competence for Low Visibility Operations" shall be attached to the application. The application for approval shall be addressed to:

    Postal address:

    Transport Authority
    Letisko M. R. Štefánika
    823 05 BRATISLAVA 21
    Slovak Republic

1.1.1.4.10.3 Flight crews

Training and experience requirements for flight crews to operate in low visibility operations are described in the "ICAO Manual of All Weather Operations", provision 4.3.

1.1.1.4.11 Operational procedures
1.1.1.4.11.1 Definitions

Low Visibility Procedures (LVP) are specific operational procedures applied at an aerodrome, activities and conditions during the period of time when meteorological conditions are: RVR is less than 600 m and/or cloud base (BASE) or vertical visibility (VV) is below 200 ft (60 m).

1.1.1.4.11.2 Preparation phase

The preparation phase for the applicability of LVP starts when the RVR decreases below 1 500 m and/or cloud base and/or vertical visibility decreases to 300 ft (90 m) or less and have decreasing tendency. Pilots will not be informed about this phase.

1.1.1.4.11.3 Application phase

The application of LVP becomes effective when the RVR for the decreases below 600 m and/or cloud base or vertical visibility decreases below 200 ft (60 m). Pilots will be informed either via ATIS or RTF on frequency of appropriate ATC unit by following phrase:

"LOW VISIBILITY PROCEDURES IN OPERATION, USE CATEGORY II/ III HOLDING POINTS, PAPI NOT AVAILABLE".

1.1.1.4.11.4 Deactivation of LVP

Low visibility operation is terminated whenever TDZ RVR increases to 600 m or above and cloud base or vertical visibility increases to 200 ft (60 m) or above with further improvement.

1.1.1.4.12 Facilities, the serviceability of which is required for CAT II/ III Operations:
  1. ILS Facility Performance Category II/ III;

  2. CAT II/ III lighting system;

    1. approach lighting system with sequenced strobe lights,

    2. runway edge lights,

    3. runway centre line lights,

    4. runway treshold lights,

    5. runway touch down zone lights,

    6. runway end lights.

  3. secondary power supply for visual and non-visual aids;

  4. meteorological monitoring system;

  5. central monitoring system.

1.1.1.4.13 Downgrading of the precision approach category
1.1.1.4.13.1 The ILS CAT III precision approach will be downgraded to ILS CAT II in the following cases:
  1. one of ILS LOC sets failure;

  2. one of ILS GP sets failure;

  3. ILS far field monitor failure.

1.1.1.4.13.2 The ILS CAT II precision approach will be downgraded to ILS CAT I in the following cases:
  1. wind TDZ information not available;

  2. RVR TDZ not available;

  3. simultaneous failure of RWY edge lights and RWY centre line lights*);

    Note: *)Only between SR-SS.

  4. ILS sensitive area invaded;

  5. secondary power supply for lighting system failure;

  6. central monitoring system failure.

1.1.1.4.13.3 The precision approach will be downgraded to another type of non-precision approach in the following cases:
  1. total ILS LOC failure;

  2. total ILS GP failure;

  3. total ILS OM failure - transition to a non-precision approach*);

    Note: *)Only when collocated DME is unserviceable or not installed.

  4. whole runway light system failure.

1.1.1.4.14 Information given to the pilots
1.1.1.4.14.1 Information given to the pilots during particular approach phases are in accordance with ICAO Doc 4444 Chapter 6, provision 6 and Chapter 7, provision 3. In addition, before initiating final approach, following information shall be transmitted:
  1. surface wind direction and speed from TDZ position,

  2. actual RVR values from TDZ, MID and END positions.

1.1.1.4.14.2 During the approach of an ACFT, immediately after occurrence of any relevant malfunction, the information will be relayed to the pilot, together with a downgrading of the approach category, if necessary, depending on particular approach phases according to JAR-OPS 1, Subpart E.

Note: See also para. AD 1.1.1.4.9.3 and AD 1.1.1.4.13.

LVP Operations
ACTIVATIONVia RTF or ATIS: "Low Visibility Procedures in operation, use category II/ III holding points, PAPI not available".
APPLICATIONRVR for TDZ less than 600 m and/or cloud base or vertical visibility below 200 ft (60 m).
PROTECTION OF OFZ and LOC SENSITIVE AREAYES.
RADAR VECTORINGArriving aircraft are vectored so as to ensure an intercept of the ILSLOC at least 10 NM from THR.
CLEARANCE FOR APPROACHATC clearance for ILS approach will be given regardless the ILS category applied and the weather conditions.
METEOROLOGICAL INFORMATIONPrior to commencing final approach current RVR values and surface wind direction and speed will be transmitted by ATC.
DEACTIVATION OF LVPRVR TDZ 600 m and above and cloud base or vertical visibility 200 ft (60 m) and higher with further improvement.
1.1.1.4.15 Flight training and practice approach
1.1.1.4.15.1 General

Flights simulating low visibility approaches have to be announced on initial call using the phrase:

"Request practice CAT II/ III approach".

Permission will be granted depending on the traffic situation or ground equipment availability. For practice approaches the requirements for ground equipment operation and LOC sensitive areas used for LVP will not be applied.

1.1.1.5 Aerodrome Operating Minima (AOM)

For air operators operating under rules set in COMMISSION REGULATION (EU) No 965/2012 aerodrome operating minima for precision approach ILS CAT I calculated in accordance with this regulation apply.

1.1.1.5.1 For aerodromes of the Slovak Republic the competent authorities have established the following Approach Categories of aircraft which are designed as A, B, C, D, E (in accordance with ICAO Doc 8168, Volume I):

Aircraft Categories

ACFT CAT

Speed VAT

km/h

kt

A

< 169

< 91

B

169 - 223

91 - 120

C

224 - 260

121 - 140

D

261 - 306

141 - 165

E

307 - 390

166 - 210

Speeds are based on 1,3 times the stalling speed in the landing configuration Vso - at the maximum gross landing weight. An aircraft shall fall into one category only.

1.1.1.5.2 The Aerodrome Operating Minima are established for categories A, B, C and D. These values are based on the collection of quantity and operational factors influencing the determination of OCH/OCA. These values are specified in the Instrument Approach Charts - ICAO.
1.1.1.5.3 The lowest Aerodrome Operating Minima are values expressed in RVR/VIS based on the calculation of the lowest OCH/OCA and for air carriers the lowest useable AOM possible.

There are:

  1. AOM - Start-up engines

  2. AOM - Take-off

  3. AOM - Straight-in instrument approach

  4. AOM - Completing a circling approach

1.1.1.5.4 The Aerodrome Operating Minima are established according to ICAO Annex 6, ICAO Annex 14, ICAO Doc 8168 and ICAO Doc 9365.
1.1.1.5.5 Determination of minima shall be made in accordance with ICAO Annex 6. Air carriers are responsible for determining their own operating minima and DH/DA and MDH/MDA and in accordance with specifications accepted by their own aviation authorities.
1.1.1.5.6 Pilots shall not continue an approach below the DH/DA or MDH/MDA unless the visual reference for landing has been established.
1.1.1.5.7 
1.1.1.5.7.1 AOM - Start-up engines (RVR/VIS)

ACFT TAKE-OFF MINIMA

RVR/VIS
(m)

150

200

250

300

400

500

600

800

MNM RVR/VIS at the time start-up is requested

RVR/VIS
(m)

100

150

200

250

300

400

500

600

For aircraft sequencing for take-off the clearance for engine start-up may be requested only when the above-mentioned RVR/VIS requirements have been met.

1.1.1.5.7.2 AOM - Take-Off (RVR/VIS)

RWY LIGHTING

CAT A

CAT B

CAT C

CAT D

LIH + CL

(m)

150/200

150/200

200/200

200/200

LIH

(m)

250/300

250/300

300/300

300/400

LIL/M

(m)

400

400

500

600

L U/S

day only

(m)

800

800

800

800

1.1.1.5.7.3 AOM - Straight-in Approach

Approach Procedure Type

CAT III

ILS

CAT II

ILS

CAT I

ILS

Non Precision

Available Lighting System

 

Lowest DH

Lowest MDH

DH lower than 100 ft (30 m) or no DH

DH not lower than 100 ft (30 m)

DH not lower than 200 ft (60 m)

MDH 300 ft (90 m)

CAT

ACFT

RVR

VIS

RVR

VIS

RVR

VIS

RVR

VIS

(m)

(m)

(m)

(m)

CAT III

1)

A

B

C

D

200

200

200

200

     -

     -

     -

     -

300

300

300

350

     -

     -

     -

     -

500

550

550

600

  600

  600

  700

  700

1000

1100

1200

1300

1100

1200

1300

1400

CAT II

1)

A

B

C

D

300

300

300

350

     -

     -

     -

     -

300

300

300

350

     -

     -

     -

     -

500

550

550

600

  600

  600

  700

  700

1000

1100

1200

1300

1100

1200

1300

1400

CAT I + CL

2)

A

B

C

D

500

550

550

600

  600

  600

  700

  700

500

550

550

600

  600

  600

  700

  700

500

550

550

600

  600

  600

  700

  700

1000

1100

1200

1300

1100

1200

1300

1400

CAT I

2)

A

B

C

D

600

650

650

700

  700

  700

  800

  800

600

650

650

700

  700

  700

  800

  800

600

650

650

700

  700

  700

  800

  800

1000

1100

1200

1300

1100

1200

1300

1400

ALS + RLS

Lower intensity than LIH

 

A

B

C

D

   -

   -

   -

   -

  900

1000

1000

1000

   -

   -

   -

   -

  900

1000

1000

1000

   -

   -

   -

   -

  900

1000

1000

1000

     -

     -

     -

     -

1300

1400

1500

1500

ALS out of service

RLS out of service *

 

A

B

C

D

   -

   -

   -

   -

1100

1100

1200

1200

   -

   -

   -

   -

1100

1100

1200

1200

   -

   -

   -

   -

1100

1100

1200

1200

     -

     -

     -

     -

1500

1600

1700

1800

*Day only

Note: Minimum values can be further adjusted for particular aerodrome and RWY depending on total quantity of operational factors, which have an influence on OCH/A determination, e.g. particular obstacles, terrain configuration, local conditions in the vicinity of the aerodrome etc.

EXPLANATION TO THE AOM TABLES:

CL

Runway centre line lights

LIH

Lighting System High Intensity

LIL/M

Lighting System Low or Medium Intensity

ALS

Approach Lighting System

RLS

Runway Lighting System

Notes:

  1. Lighting system for CAT II / III within the Slovak Republic includes:

    1. 900 m approach lighting system in accordance with ICAO Annex 14 for CAT Il / III,

    2. The high intensity runway edge lights including the threshold and runway end lights in accordance with ICAO Annex 14,

    3. The lighted CL of RWY and the touchdown zone in accordance with ICAO Annex 14,

    4. The sequenced flashing lights in approach lighting system and the threshold bars according to ICAO Annex 14.

  2. Lighting system for CAT l within the Slovak Republic includes:

    1. 900 m approach lighting system for CAT l related to threshold and runway end lights in accordance with ICAO Annex 14,

    2. The high intensity runway edge lights including the threshold and runway end lights in accordance with ICAO Annex 14,

    3. The lighted CL of RWY required for the lower minima CAT I (if installed),

    4. The sequenced flashing lights (if installed).

1.1.1.5.7.4 AOM - completing a circling approach

CAT

ACFT

OCH/VIS (m/m)

A

120/1800

B

150/2800

C

180/3600

D

210/4600

Note: See AOM of the particular airport.

1.1.2  Landing of an aircraft on the international flight at emergency made at other than international or designated alternate aerodrome

1.1.2.1 If in case of emergency landing of an international flight is made at other than an international aerodrome or designated alternate aerodrome, pilot-in-command shall report the landing to the Aerodrome appropriate authority, nearest Police Station and as soon as practicable to the ATS at the international aerodrome at which the landing was planned. ATS at the scheduled international aerodrome will arange further necessary reports.
1.1.2.2 Unless requested by the aerodrome authority or police differently and avoiding endangering lives and health of passengers, the pilot-in-command shall be responsible for ensuring that:
  1. contact between passengers and crew on one hand and other persons on the other hand is avoided;

  2. passengers and crew will remain in the aircraft or its close vicinity unless competent authority decides otherwise;

  3. cargo, baggage, mail and any other objects are not removed from the aircraft unless competent authority permits it.

1.1.3  Movement of persons and vehicles on the aerodrome

1.1.3.1 Demarcation zones

The areas of each aerodrome are divided into:

  1. a public zone - zone comprising a part of the aerodrome open to the public;

  2. a restricted zone divided into flight and non-flight area - zone comprising buildings and facilities of aerodrome to provide services for air traffic. Each zone designated as restricted shall be separated from the public zone with barriers. Aerodrome operator shall ensure that technical barriers enclosing restricted zones are properly marked and maintained. Also it shall establish entrances to these zones and ensure their sufficient personal or technical guarding.

Aerodrome operator is exclusively authorized to issue permission for entry to restricted zones.

1.1.3.2 Movement of persons

Access to the restricted zone is authorized only under the conditions prescribed by the special rules governing the aerodrome. The customs, police and health inspection offices and premises assigned to transit traffic are normally accessible only to passengers, airlines and authorized persons in pursuit of their duty. The movement of persons having access to the restricted zone of the aerodrome is subject to the conditions prescribed by the aeronautical regulations and by the special rules laid down by the aerodrome administration in the aerodrome security programme.

1.1.3.3 Movement of vehicles

The movement of vehicles in the restricted zone is strictly limited to vehicles driven or used by persons carrying a traffic permission or an official card of admittance. Drivers of vehicles, of whatever type, operating within the vicinity of the aerodrome must respect the direction of the traffic, the traffic signs and the posted speed limits and generally comply with the provisions of the highway code and with the instructions given by the competent authorities in the aerodrome security programme.

1.1.3.4 Policing

Care and protection of aircraft, vehicles, equipment and goods used at the aerodrome are not the responsibility of the State or any aerodrome operator, they cannot be held responsible for loss or damage which is not incured through action by them or their agents.

1.1.4  Landing and parking of aircraft on aerodromes in the Slovak Republic

The conditions under which aircraft may land and be parked or otherwise dealt with at any of the aerodromes are as follows:

  1. The charges and rates for the landing and parking or housing of aircraft should be those currantly valid and published by the aerodrome operator in the AIP S. R.

    The charges for any supplies or services which may be furnished to aircraft by the aerodrome operator at any aerodrome shall, unless otherwise agreed before, be determined appropriately to those currently valid and published by the aerodrome operator for that aerodrome.

    The charges referred shall accure from day to day and shall be payable to the aerodrome operator on demand.

  2. If payment of such charges is not made to the aerodrome operator within 14 days after receiving of the invoice, unless otherwise stated in separate agreement, the aerodrome operator shall be entitled to withhold the aircraft during the next landing until the settlement of debts.

  3. Neither the aerodrome operator nor state shall be liable for loss or damage to the aircraft, its parts or acessories or any property contained in the aircraft, however such loss and damage may arise, occuring while the aircraft is on any aerodrome in the Slovak Republic in the course of landing at or taking-off from such aerodrome.

1.1.5  Friction measuring devices used and friction level below which the runway is declared slippery when it is wet

1.1.5.1 Devices used for the surface friction measurement (see AD 1.2.2.3.3.2).
1.1.5.2  

Type of equipment

Friction survey test tire

Friction survey test speed (km/h)

Test water depth (mm)

Minimum friction level

Type

Pressure (kPa)

Surface Friction

Tester Vehicle

B

210

65

1,0

0,50

B

210

95

1,0

0,34

Runway Friction

Tester Vehicles

B

210

65

1,0

0,50

B

210

95

1,0

0,41

TATRA Friction

Tester Vehicle

B

210

65

1,0

0,48

B

210

95

1,0

0,42

1.1.5.3 If the calibration measurement prove that the surface friction coefficients of RWY or its part are lower than the minimun level of surface friction (see AD 1.1.5.2), such RWY is declared slippery when it is wet. This information will be reported by NOTAM.

1.1.6   RNAV procedures in CTR/TMA

1.1.6.1   RNP APCH

RNP APCH are GNSS based procedures available on pilot's request. Following RNP APCH are published on the chart titled RNAV (GNSS):

  1. GPS NPA

    1. OCA(H) for GPS NPA is depicted as LNAV,

    2. published step-down fixes are only applicable for GPS NPA operations.

  2. APV Baro

    1. OCA(H) for APV Baro is depicted as LNAV/VNAV,

    2. APV Baro is not permitted when the aerodrome temperature is below the promulgated minimum aerodrome temperature for the procedure unless the RNAV system is equipped with approved cold temperature compensation for final approach,

    3. it is allowed to use the cold temperature compensation function during the final approach presuming that the use is authorized by the competent authority,

    4. in operations, special attention shall be paid to the correct QNH setting and aerodrome temperature. QNH and aerodrome temperature check is available on pilot's request.

  3. APV SBAS/SBAS CAT I

    1. OCA(H) for APV SBAS/SBAS CAT I is depicted as LPV,

    2. content of the FAS Data Block that is used to define the procedure in databases used by avionics is published on the reverse side of the chart with a CRC value applied to ensure data integrity.

1.1.6.1.1  Recommended phraseology associated with RNP APCH

In terms of phraseology there is no distinction between the different types of RNP APCH.

Pilots should request clearance to follow the RNP APCH procedure using the phrase:

"Request RNAV approach runway xx".

If traffic conditions permit, ATC clears the pilot to follow the procedure via IAF using the phrase:

"(Aircraft c/s), proceed direct (Initial Approach Fix Designator), cleared RNAV approach runway xx".

For traffic sequencing, aircraft may be vectored to final track instead a direct flight track of waypoint (IAF), see para AD 1.1.6.3. In such a case ATC informs pilot using the phrase:

"(Aircraft c/s), [expect] vectors to final track, RNAV approach runway xx".

When the aerodrome temperature is below the promulgated minimum aerodrome temperature for APV Baro, ATC informs pilot using the phrase:

"(Aircraft c/s), reported temperature below minimum for APV Baro, report intentions".

When aware of problems with the GNSS, ATC informs pilot using the phrase:

"(Aircraft c/s), GNSS (or SBAS) reported unreliable (or GNSS may not be available [due to interference]), report intentions" or

"(Aircraft c/s), GNSS (or SBAS) unavailable for (specify operation) [from (time) to (time) (or until further notice)] report intentions".

Following a RAIM alert, pilots shall inform the ATC of the event and subsequent intentions using the phrase:

"GNSS unavailable (due to [Loss of RAIM or RAIM alert]) (intentions)".

1.1.6.1.2  Surveillance service and RNP APCH

RNP APCH are currently not connected to standard instrument arrivals, except RNP APCH LZZI. For this reason or due to sequencing, pilots may expect vectoring or direct routing to respective IAF. Vectoring will be normally terminated by RNP APCH clearance.

For sequencing reasons, aircraft may be vectored to final track. Pilots shall inform ATC immediately, if they are unable to intercept the final approach track from vectoring (for example VTF) and request vectoring or direct routing to IAF.

1.1.6.2 RNP 1 STAR

RNP 1 STAR are GNSS based procedures available on pilot´s request. They are shown on Standard Arrival Charts - Instrument (STAR) - ICAO (RNP 1) (page AD 2-LZZI-6-3).