ENR 1.3  Instrument flight rules

1.3.1  Aircraft equipment

Aircraft shall be equipped with suitable instruments and navigation equipment appropriate to the route to be flown.

1.3.2  Minimum levels

Except when necessary for take-off, final approach or landing an IFR flight shall be flown at a level that is not below the minimum flight altitude.

1.3.3  Rules applicable to IFR flights

 

1.3.4  Free Route Airspace (FRA)

1.3.4.1  Definitions

Free Route Airspace (FRA): A specified airspace within which users may freely plan a route between a defined entry and a defined exit point, with the possibility to route via intermediate waypoints, without reference to the ATS route network, subject to airspace availability. Within this airspace flights remain subject to ATC.

1.3.4.2  FRA significant points

FRA Horizontal Entry Point (E): A published significant point on the horizontal boundary of the Free Route Airspace from which FRA operations are allowed. The FRA relevance of such points shall be included in ENR 4.1 and ENR 4.4 columns as (E). If this point has specific conditions of utilization, this shall be described in the .

FRA Horizontal Exit Point (X): A published significant point on the horizontal boundary of the Free Route Airspace to which FRA operations are allowed. The FRA relevance of such points shall be included in ENR 4.1 and ENR 4.4 columns as (X). If this point has specific conditions of utilization, this shall be described in the .

FRA Intermediate Point (I): A published significant point via which FRA operations are allowed. Intermediate points may be used to connect FRA operations to ATS Route Network and vice-versa. The FRA relevance of such points is included in ENR 4.1 and ENR 4.4 columns as (I). If this point has specific conditions of utilization, this shall be described in the .

FRA Arrival Connecting Point (A): A published significant point to which FRA operations are allowed for arriving traffic to specific aerodromes. The FRA relevance of such points shall be included in ENR 4.1 and ENR 4.4 columns as (A). Indications on their use for arrivals to specific aerodromes shall be notified via the .

FRA Departure Connecting Point (D): A published significant point from which FRA operations are allowed for departing traffic from specific aerodromes. The FRA relevance of such points shall be included in ENR 4.1 and ENR 4.4 columns as (D). Indications on their use for departures from specific aerodromes shall be notified via the .

1.3.4.3   FRA within the Czech Republic
1.3.4.3.1  Area of application

In the Czech Republic, the FRA is applied in the airspace defined by the horizontal outer boundaries of the sectors SECTOR W, SECTOR N and SECTOR S, as specified in AIP CR, ENR 2.1, except TMA Praha and vertically in the interval from FL095 to FL660 incl. in the H24 mode.

The FRA is applied as part of the SEE FRA (South East Europe Free Route Airspace), which is described in ENR 1.3 para 4.4.

1.3.4.3.2  Flight planning within FRA
1.3.4.3.2.1 Within FRA the users are allowed to plan their preferred trajectories using any FRA significant points - selected en-route radio navigation aids and five-letter name-codes published in ENR 4.1 and ENR 4.4.
1.3.4.3.2.2 Eligible flights shall plan via FRA significant points according to the table below:

From

To

Remarks

 

 

The conditions for the use of mandatory (I) points for specific (E) - (X) combinations are published in RAD.

 

 

 

 

 

 

 

 

 

 

1.3.4.3.2.3 Route portions between FRA significant points shall be indicated by means of “DCT” in accordance with ICAO Doc 4444 Appendix 2 “Flight Plan, item 15".
1.3.4.3.2.4 In FRA there is no limitation on the number of FRA intermediate points (I) and “DCTs” used in item 15 of FPL.
1.3.4.3.2.5 Within FRA there is no limitation on the maximum “DCT” distance between FRA significant points.
1.3.4.3.2.6 In case published FRA intermediate points (I) are compulsory due ATS operational reasons, specific rules for the correct usage are described in the respective . This is valid for departing, arriving and overflying traffic.
1.3.4.3.2.7 For Y/Z flights changes of flight rules (IFR joining or cancelling) shall be indicated by reference to any FRA significant point published in ENR 4.1 or ENR 4.4.
1.3.4.3.2.8 Usage of unpublished points defined by geographical coordinates, bearing and distance from a significant points or radio navigation aids as FRA intermediate point (I) is not allowed in FRA.
1.3.4.3.2.9 Flight plans through a planned active areas / FBZ will not be accepted.
1.3.4.3.2.10 Flights shall not be planned closer than 5 NM to the published FRA border.
1.3.4.3.2.11 The planning of “DCT” that are partially outside the lateral limits of FRA (multiple re-entry segments) is not allowed.
1.3.4.3.3  Overflying traffic
1.3.4.3.3.1 Overflying traffic are all flights whose aerodromes of departure and destination are located outside the FIR Praha including/excluding the FRA demarcated border areas (for demarcation see ENR 6.1-3 and ENR 6.1-5).
1.3.4.3.3.2 Overflying traffic may be planned directly from any FRA horizontal entry point (E) to any FRA horizontal exit point (X) and via published FRA intermediate points (I) as specified in ENR 4.1, ENR 4.4.
1.3.4.3.4  Departing traffic
1.3.4.3.4.1 Departing traffic are flights whose departure aerodrome is located inside the lateral limits of the FIR Praha.
1.3.4.3.4.2 Departing traffic shall plan “DCT” from a FRA Departure Connecting Point (D) to a FRA Horizontal Exit Point (X) / FRA Arrival Connecting Point (A) with possibility of using FRA Intermediate Points (I). The portion of the flight plan before the FRA Departure Connecting Point (D) shall be planned along the mandatory FRA departure connecting routes (as published in ), linking the last point of the SID with the FRA Departure Connecting Point (D). No FRA departure connecting route is specified in the case when the FRA Departure Connecting Point (D) coincides with the last point of the SID.
1.3.4.3.5  Arriving traffic
1.3.4.3.5.1 Arriving traffic are flights whose aerodrome of destination is located inside the lateral limits of the FIR Prahat.
1.3.4.3.5.2 Arriving traffic shall plan “DCT” from a FRA Horizontal Entry Point (E) / FRA Departure Connecting Point (D) / FRA Intermediate Point (I) to a FRA Arrival Connecting Point (A) with possibility of using FRA Intermediate Points (I). The portion of the flight beyond the FRA Arrival Connecting Point (A) shall be planned along the mandatory FRA arrival connecting routes (as published in ), linking the FRA Arrival Connecting Point (A) with the first point of the STAR. No FRA arrival connecting route is specified in the case when the FRA Arrival Connecting Point (A) coincides with the first point of the STAR.
1.3.4.4   SEE FRA
1.3.4.4.1  Area of application

The SEE FRA consists of the particular states` FRAs, as specified in ENR 2.2 para 2.

1.3.4.4.2  Lateral limits
1.3.4.4.2.1 The application of this FRA Cross-border Concept encompass the horizontal boundaries of:

  • Bratislava CTA in its full extent as published in AIP Slovakia, ENR 2.1;

  • București CTA in its full extent as published in AIP Romania, ENR 2.1;

  • Budapest CTA in its full extent as published in AIP Hungary, ENR 2.1;

  • Chisinau CTA in its full extent as published in AIP Moldova, ENR 2.1;

  • Praha CTA with demarcation by external borders of the sectors SECTOR W, SECTOR N and SECTOR S as published in AIP CR, ENR 2.1;

  • Sofia CTA in its full extent as published in AIP Bulgaria, ENR 2.1.

1.3.4.4.3  Vertical limits
1.3.4.4.3.1 The vertical limits of the SEE FRA:

  • Bratislava CTA: FL245 - FL660;

  • București CTA: FL105 - FL660;

  • Budapest CTA: 9500 ft AMSL - FL660;

  • Chisinau CTA: FL095 - FL660;

  • Praha CTA: FL095 - FL660;

  • Sofia CTA: FL175 - FL660.

1.3.4.4.4  Flight planning within SEE FRA area

Segments between SEE FRA Horizontal Entry, SEE FRA Intermediate and SEE FRA Horizontal Exit points shall be indicated by DCT in ITEM 15: Route of the flight plan in accordance with ICAO Doc 4444.

Example: [Entry Point] DCT [Intermediate point] DCT [Intermediate point] DCT [Exit Point]. There will be no limitations on the DCT segments length.

A SEE FRA Intermediate point could be an en-route radio navigation aid or defined 5LNC published as (I) in relevant columns of ENR 4.1 para 1 / ENR 4.4, respectively in each State AIP.

In order to minimize the impact on the ATM systems, as a minimum, the route portion in ITEM 15 of FPL through SEE FRA area shall contain at least one FRA significant point related to CTA of individual states within SEE FRA confines.

Overflight traffic shall be planned directly between SEE FRA Horizontal Entry and Horizontal Exit points using at least one published FRA significant point related to each CTA concerned. There is no restriction put on the number of FRA Intermediate points that may be used.

The DCT segments planning across the CTA borders within (cross border DCT) is used H24.

1.3.4.5  BALTIC FRA and SECSI FRA
1.3.4.5.1  Area of application

Cross-border free route airspace (FRA) operations will be applied between SECSI FRA (Austria) and SEE FRA (Czech Republic, Hungary and Slovakia) on the one hand and between BALTIC FRA (Poland and Lithuania) and SEE FRA (Czech Republic and Slovakia).

1.3.4.5.2  Lateral limits

The application of this FRA Cross-border Concept encompass the horizontal boundaries of:

  • Bratislava CTA in its full extent as published in AIP Slovakia, ENR 2.1;

  • Budapest CTA in its full extent as published in AIP Hungary, ENR 2.1;

  • The Czech Republic as part of SEE FRA as published in AIP CZ, ENR 2.2, (Free Route Airspace);

  • Austria as part of SECSI FRA as published in AIP Austria, ENR 2.2, (Free Route Airspace);

  • Vilnius CTA in its full extent as published in AIP Lithuania, ENR 2.1;

  • Warsaw CTA in its full extent as published in AIP Poland, ENR 2.1.

1.3.4.5.3  Vertical limits

The vertical limits of the SEE FRA:

  • Bratislava CTA: FL245 - FL660;

  • Budapest CTA: 9500 ft AMSL - FL660;

  • Praha CTA: FL095 - FL660;

  • Austria: GND – FL660;

  • Vilnius FIR: FL095 – FL660;

  • Warszawa FIR: FL095 – FL660 and additionally delegation of ATS: S OF DESEN, except the airspaces listed below:

    1. all TMA airspaces and

    2. delegation of ATS: W OF OKX (in extended vertical limits: FL095-FL660), S OF KŁODZKO (in extended vertical limits: FL095-FL660), CTA 01, CTA 02, CTA 04, CTA 05.

1.3.4.5.4  Eligible flights

All overflying, arriving, departing aircraft that plan at least a portion of their route within the limits of BALTIC FRA , SECSI FRA and SEE FRA (lateral and vertical) will be eligible for cross-border FRA operations.

1.3.4.5.5  Flight planning procedures

The established principles of flight planning can be applied if the trajectories in the flight plan lead between:

  1. Vienna CTA and

    1. Praha CTA or

    2. Bratislava CTA or

    3. Budapest CTA,

  2. Warsaw CTA and

    1. Praha CTA or

    2. Bratislava CTA,

regardless of the common FIR/UIR/AoR boundaries in between the above-mentioned CTAs.

Apply to the Czech Republic, the Slovak Republic and Hungary (SEE FRA) – Austria (SECSI FRA):

In order to minimize the impact on the ATM systems, as a minimum, the route portion in ITEM 15 of the FPL shall contain at least one FRA significant point related to each FIR incorporating the cross-border FRA operations.

1.3.4.5.6  Applicability

H24

1.3.4.6  Non – standard Planning Zone (NPZ)
1.3.4.6.1  Definition

Non-standard Planning Zone (NPZ) is an airspace of defined dimensions within which the planning of flight trajectory is either not permitted or allowed under certain specified conditions.

1.3.4.6.2 In order to manage the operationally sensitive areas, Non-standard Planning Zones (NPZs) are published. Airspace users can avoid these areas by planning via appropriate significant points around the NPZ. Flight planning through the relevant NPZ will cause a reject message by IFPS except where the set conditions are met.
1.3.4.6.3 Non-standard Planning Zones (NPZ) within the airspace of the Czech Republic and adjacent countries are published in ENR 2.2 para 3.
1.3.4.7  Gate for FRA Operations (GT)

Gate for FRA Operations (GT) is airspace of defined dimensions within which the planning of flight trajectory is structured by certain specified conditions.

In order to allow crossing of Gates for FRA Operations (GT) under certain specified conditions, flight planning limitations are defined in Annex 2B of the Route Availability Document (). Airspace users can avoid such zones by flight planning via appropriate significant points around it or in accordance with allowed conditions. Flight planning through the relevant GT will cause a reject message by IFPS except where the set conditions are met.

1.3.5  Position report

 

1.3.6   RVSM requirements

When operated within or above RVSM airspace flights shall be conducted in accordance with Instrument Flight Rules as specified in ICAO Doc 7030, and AIP ENR 1.8.

1.3.7  ACAS requirements

When practicable the flight crews are requested to adjust the vertical speed of climb/descent so as it does not exceed 1500 ft/min within the last 1000 ft before reaching cleared level.

1.3.8  Missed approach procedure for IFR flight conducting a visual approach

The IFR flight conducting visual approach shall, in case of the missed approach, conduct missed approach procedure, which is published on instrument approach chart for the same runway, unless otherwise instructed from the ATC.