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AIP
Aeronautical Information Publication

Slovak Republic

CONSULT NOTAM AND AIP SUP FOR LATEST INFORMATION

LPS SR, š. p.


ENR 1.5  HOLDING, APPROACH AND DEPARTURE PROCEDURES

1.5.1  General

1.5.1.1 Holding, approach and departure procedures are based on those contained in ICAO Doc 8168 PANS-OPS/611, Volume II Fourth edition - 1993 and Instrument Flight Procedures-Construction Manual, First edition - 1983.
1.5.1.2 Air traffic control unit may, if necessary, instruct aircraft to fly another arrival or departure or transit route than published.
1.5.1.3 It is essential to adhere exactly to published (ordered) procedures. Pilots shall notify ATC unit whenever they are unable to carry out the procedures as required.
1.5.1.4 It is compulsory for all aircraft equipped with a VOR receiver to have it ready for immediate use during the operation within Slovak airspace so as to be able to fly an assigned radial or to report an interception of a radial of specified VOR facility whenever the appropriate ATC unit requests it.
1.5.1.5 Unless otherwise stated in the particular procedures for aerodromes aircraft not equipped for air-ground communication with the TWR and/or APP may operate in the TMA (CTR) with prior permission only.
1.5.1.6 Details of holding, approach and departure procedures, as well as further information on application of Rules of the Air and Air Traffic Services at particular airports, are published in the part AD.
1.5.1.7 Unless otherwise stated the altitudes are related to the relevant aerodrome QNH in the holding, approach and departure procedures. Bearings expressed in numerical values are magnetic.

1.5.2  Arriving flights

1.5.2.1 Aircraft may be cleared to contact approach control or the aerodrome control tower even elsewhere than on overflying the border of TMA or CTR. Pilots shall adhere to the clearance last received from ACC until they obtain a new one from approach control or the aerodrome control tower.
1.5.2.2 Speed restrictions

Following speeds are applied for ATC separation purposes and are mandatory for pilots, unless otherwise instructed or cancelled by ATC by using the phrase "NO [ATC] SPEED RESTRICTIONS":

  1. MAX IAS 250 kt below 10 000 ft AMSL,

  2. MAX IAS 220 kt after overflying IAF, or on base leg / closing heading to the final approach track when under vectoring,

  3. MNM IAS 160 kt until 4 NM before RWY threshold when established on final approach segment with up to medium flaps setting and with the landing gear retracted with respect to aircraft operating manual.

At other times, further speed restrictions may be applied by ATC on a tactical basis to maintain adequate spacing.

All speed restrictions are to be flown as accurately as possible (IAS > 220 kt accurate within +/- 10 kt; IAS < 220 kt accurate within +/- 5 kt).

In the interests of accurate spacing, pilots are requested to comply with speed adjustments as promptly as feasible within their own operational constraints.

Pilots of aircraft unable to adhere to speeds requested by ATC or mentioned above due to aircraft operational limitations or weather conditions, shall inform ATC immediately stating the required speeds.

1.5.3  Departing flights

1.5.3.1 Initial air traffic control clearances will be forwarded to aircraft on controlled aerodromes by the aerodrome control tower.
1.5.3.2  Visual departure of IFR flight

Departure of an IFR flight when either part or all of an instrument departure procedure (e.g. SID) is not completed and the departure is executed in visual reference to terrain.

An IFR flight may be cleared to execute a visual departure on pilot's request or with his acceptance

  1. during the time between the beginning of morning civil twilight and the end of evening civil twilight only,

  2. if the ceiling is not below minimum vectoring altitude or published MSA in the direction of take-off and following climb-out or if pilot immediately before take-off or after departure by his request to execute visual departure confirms that he is sufficiently confident that the meteorological conditions permit visual departure.

Responsibility for obstacle clearance during visual departure remains with the pilot until the altitude specified in the clearance is reached. Separation of the aircraft remains with the appropriate ATC unit in accordance with the airspace classification.

Example:

"REQUEST VISUAL DEPARTURE TO TOVKA"

"CLEARED VISUAL DEPARTURE RUNWAY 04, TURN LEFT DIRECT TOVKA, MAINTAIN VISUAL REFERENCE UNTIL 3 500 FEET"

1.5.4  Procedures in case of approach, runway and taxiway lighting outage

1.5.4.1 In case of approach lighting outage during the time between the end of evening civil twilight and the beginning of morning civil twilight and at any other time when their use based on weather conditions is considered desirable for the safety of air traffic, pilot shall decide whether approach and landing will be completed or whether he will fly to alternate aerodrome.
1.5.4.2 In case of runway lighting outage during the time between the end of evening civil twilight and the beginning of morning civil twilight, landing on unlighted runway shall not be executed. Landing on unlighted runway can be executed only in case of aircraft emergency and only when the state of emergency does not allow to flight to alternate aerodrome.
1.5.4.3 In case of runway lighting outage during the time between the beginning of morning civil twilight to the end of evening civil twilight when weather conditions required lighting system to be on, the pilot after obtaining the information on runway lighting outage evaluates present situation and shall decide whether the approach and landing will be completed or whether he will continue to alternate aerodrome.
1.5.4.4 In case of taxiway lighting outage during the time between the end of evening civil twilight and the beginning of morning civil twilight and at any other time when the meteorological conditions required lighting system to be on, air traffic controller, when so requested by the pilot-in-command, may issue taxi clearance via unlighted taxiway. In such a case TWR will provide the assistance of FOLLOW ME car or the assistance of other car equipped with hazard beacon.

Note: In all situations described in para. ENR 1.5.4.1, ENR 1.5.4.2, ENR 1.5.4.3 and ENR 1.5.4.4, pilot-in-command shall be responsible for decision to continue in approach, landing and taxing and by that also for the safety of passengers and the aircraft.