Amendment records

This section contains information on aerodromes/heliports in the Syrian Arab Republic that are open to civil aviation.

Publication Authority

The Aeronautical Information Publication (AIP) of the Syrian Arab Republic is published under the authority of the General Authority of Civil Aviation (GACA) of the Syrian Arab Republic.

Purpose

This AIP contains aeronautical information of a lasting character essential to air navigation within the Damascus Flight Information Region (FIR: OSTT). It is compiled in accordance with ICAO Annex 15 — Aeronautical Information Services, and follows the format prescribed in ICAO Doc 8126 — Aeronautical Information Services Manual.

Structure

The AIP is organized in three parts:

• GEN — General: National regulations, authorities, tables, abbreviations, and general administrative information.
• ENR — En-Route: Airspace structure, ATS routes, navigation aids, radio frequencies, and en-route procedures.
• AD — Aerodromes: Information on internationally available aerodromes/heliports, including aerodrome data, charts, and procedures.

AIRAC System

Amendments to the AIP are issued in accordance with the Aeronautical Information Regulation and Control (AIRAC) system, as specified by ICAO. Effective dates follow the internationally agreed 28-day cycle.

Contact

For inquiries regarding this publication, contact:
AIS Office — GACA Syria
Damascus International Airport (OSDI)
Email: ais@gaca.gov.sy

AD 2.3 — OSLK Lattakia International Airport

Remarks: Two parallel runways. Coastal location with maritime approach. VOR/DME and NDB approach aids. SIDs published for RWY 17 (per AIP ENR).

AD 2.24 — Standard Instrument Departure (SID) Procedures

RWY 17R Departures

Note: All SIDs reference LTK DVOR/DME (113.6 MHz). BANIAS and KARIATEN waypoints serve as initial departure fixes.

Applicability

The rules and procedures contained in this section apply to all aircraft operators and air traffic service providers within the Damascus Flight Information Region (FIR: OSTT).

Damascus FIR

The Damascus FIR encompasses the airspace over the territory of the Syrian Arab Republic from the surface to unlimited altitude. The lateral boundaries are defined by coordinates published in ENR 2.1 and shown on the associated en-route charts.

Air Traffic Services

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

Applicability

The rules and procedures contained in this section apply to all aircraft operators and air traffic service providers within the Damascus Flight Information Region (FIR: OSTT).

Damascus FIR

The Damascus FIR encompasses the airspace over the territory of the Syrian Arab Republic from the surface to unlimited altitude. The lateral boundaries are defined by coordinates published in ENR 2.1 and shown on the associated en-route charts.

Air Traffic Services

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2-AIR TRAFFIC CONTROL CLERANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in
aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in
aircraft operation. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being
exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and

c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.

5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and

c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.

5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and

c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.

5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

6. HORIZONTAL SPEED CONTROL INSTRUCTIONS

To facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the appropriate authority, be instructed
to adjust speed in a specified manner.

Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller. The pilot shall inform the ATC unit concerned if at any time they are unable to comply with a speed instruction. Pilots shall adhere to the speed limits associated with airspace classifications and the speed restrictions notified in procedures published in AD 2. Pilots shall also adhere to the speed (IAS or Mach Number) approved or assigned by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in speed (e.g., due to turbulence), ATC shall be notified as soon as possible that such a change has been made.

Pilots of aircraft unable to maintain the last assigned speed during any particular phase of flight (e.g., for aircraft performance reasons) shall inform ATC as soon as possible so that another speed/alternative clearance can be issued.

7. VERTICAL SPEED CONTROL INSTRUCTIONS

 To facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust the rate of climb or the rate of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft to establish or maintain a specific vertical separation minimum.

The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of climb or descent.

8. POSITION REPORTING

Pilots are to make a position report in the following circumstances:

a) after transfer of communication;

b) on reaching the limit of ATS clearance;

c) when instructed by Air Traffic Control;

The position reports shall contain the following elements of information:

a) aircraft identification;

b) position (and time if required by ATC);

c) flight level or altitude, including passing level and cleared level if not maintaining the cleared level;

d) When assigned a speed to maintain, the flight crew shall include this speed in their position reports. The assigned speed shall also be included in the initial call after a change of air-ground voice communication channel, whether or not a full position report is required.

Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and

c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.

5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

6. HORIZONTAL SPEED CONTROL INSTRUCTIONS

To facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the appropriate authority, be instructed
to adjust speed in a specified manner.

Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller. The pilot shall inform the ATC unit concerned if at any time they are unable to comply with a speed instruction. Pilots shall adhere to the speed limits associated with airspace classifications and the speed restrictions notified in procedures published in AD 2. Pilots shall also adhere to the speed (IAS or Mach Number) approved or assigned by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in speed (e.g., due to turbulence), ATC shall be notified as soon as possible that such a change has been made.

Pilots of aircraft unable to maintain the last assigned speed during any particular phase of flight (e.g., for aircraft performance reasons) shall inform ATC as soon as possible so that another speed/alternative clearance can be issued.

7. VERTICAL SPEED CONTROL INSTRUCTIONS

 To facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust the rate of climb or the rate of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft to establish or maintain a specific vertical separation minimum.

The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of climb or descent.

8. POSITION REPORTING

Pilots are to make a position report in the following circumstances:

a) after transfer of communication;

b) on reaching the limit of ATS clearance;

c) when instructed by Air Traffic Control;

The position reports shall contain the following elements of information:

a) aircraft identification;

b) position (and time if required by ATC);

c) flight level or altitude, including passing level and cleared level if not maintaining the cleared level;

d) When assigned a speed to maintain, the flight crew shall include this speed in their position reports. The assigned speed shall also be included in the initial call after a change of air-ground voice communication channel, whether or not a full position report is required.

Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and

c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.

5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

6. HORIZONTAL SPEED CONTROL INSTRUCTIONS

To facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the appropriate authority, be instructed
to adjust speed in a specified manner.

Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller. The pilot shall inform the ATC unit concerned if at any time they are unable to comply with a speed instruction. Pilots shall adhere to the speed limits associated with airspace classifications and the speed restrictions notified in procedures published in AD 2. Pilots shall also adhere to the speed (IAS or Mach Number) approved or assigned by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in speed (e.g., due to turbulence), ATC shall be notified as soon as possible that such a change has been made.

Pilots of aircraft unable to maintain the last assigned speed during any particular phase of flight (e.g., for aircraft performance reasons) shall inform ATC as soon as possible so that another speed/alternative clearance can be issued.

7. VERTICAL SPEED CONTROL INSTRUCTIONS

 To facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust the rate of climb or the rate of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft to establish or maintain a specific vertical separation minimum.

The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of climb or descent.

8. POSITION REPORTING

Pilots are to make a position report in the following circumstances:

a) after transfer of communication;

b) on reaching the limit of ATS clearance;

c) when instructed by Air Traffic Control;

The position reports shall contain the following elements of information:

a) aircraft identification;

b) position (and time if required by ATC);

c) flight level or altitude, including passing level and cleared level if not maintaining the cleared level;

d) When assigned a speed to maintain, the flight crew shall include this speed in their position reports. The assigned speed shall also be included in the initial call after a change of air-ground voice communication channel, whether or not a full position report is required.

Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and

c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.

5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

6. HORIZONTAL SPEED CONTROL INSTRUCTIONS

To facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the appropriate authority, be instructed
to adjust speed in a specified manner.

Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller. The pilot shall inform the ATC unit concerned if at any time they are unable to comply with a speed instruction. Pilots shall adhere to the speed limits associated with airspace classifications and the speed restrictions notified in procedures published in AD 2. Pilots shall also adhere to the speed (IAS or Mach Number) approved or assigned by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in speed (e.g., due to turbulence), ATC shall be notified as soon as possible that such a change has been made.

Pilots of aircraft unable to maintain the last assigned speed during any particular phase of flight (e.g., for aircraft performance reasons) shall inform ATC as soon as possible so that another speed/alternative clearance can be issued.

7. VERTICAL SPEED CONTROL INSTRUCTIONS

 To facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust the rate of climb or the rate of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft to establish or maintain a specific vertical separation minimum.

The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of climb or descent.

8. POSITION REPORTING

Pilots are to make a position report in the following circumstances:

a) after transfer of communication;

b) on reaching the limit of ATS clearance;

c) when instructed by Air Traffic Control;

The position reports shall contain the following elements of information:

a) aircraft identification;

b) position (and time if required by ATC);

c) flight level or altitude, including passing level and cleared level if not maintaining the cleared level;

d) When assigned a speed to maintain, the flight crew shall include this speed in their position reports. The assigned speed shall also be included in the initial call after a change of air-ground voice communication channel, whether or not a full position report is required.

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and

c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.

5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

6. HORIZONTAL SPEED CONTROL INSTRUCTIONS

To facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the appropriate authority, be instructed
to adjust speed in a specified manner.

Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller. The pilot shall inform the ATC unit concerned if at any time they are unable to comply with a speed instruction. Pilots shall adhere to the speed limits associated with airspace classifications and the speed restrictions notified in procedures published in AD 2. Pilots shall also adhere to the speed (IAS or Mach Number) approved or assigned by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in speed (e.g., due to turbulence), ATC shall be notified as soon as possible that such a change has been made.

Pilots of aircraft unable to maintain the last assigned speed during any particular phase of flight (e.g., for aircraft performance reasons) shall inform ATC as soon as possible so that another speed/alternative clearance can be issued.

7. VERTICAL SPEED CONTROL INSTRUCTIONS

 To facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust the rate of climb or the rate of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft to establish or maintain a specific vertical separation minimum.

The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of climb or descent.

8. POSITION REPORTING

Pilots are to make a position report in the following circumstances:

a) after transfer of communication;

b) on reaching the limit of ATS clearance;

c) when instructed by Air Traffic Control;

The position reports shall contain the following elements of information:

a) aircraft identification;

b) position (and time if required by ATC);

c) flight level or altitude, including passing level and cleared level if not maintaining the cleared level;

d) When assigned a speed to maintain, the flight crew shall include this speed in their position reports. The assigned speed shall also be included in the initial call after a change of air-ground voice communication channel, whether or not a full position report is required.

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicableto aircraft, of the procedures for AirNavigation Services, Rules of the AirTraffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft inthe air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilotis required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:

a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and

c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.

5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

6. HORIZONTAL SPEED CONTROL INSTRUCTIONS

To facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the appropriate authority, be instructed
to adjust speed in a specified manner.

Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller. The pilot shall inform the ATC unit concerned if, at any time, they are unable to comply with a speed instruction. Pilots shall adhere to the speed limits associated with airspace classifications and the speed restrictions. Pilots shall also adhere to the speed (IAS or Mach Number) approved or assigned by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in speed (e.g., due to turbulence), ATC shall be notified as soon as possible that such a change has been made.

Pilots of aircraft unable to maintain the last assigned speed during any particular phase of flight (e.g., for aircraft performance reasons) shall inform ATC as soon as possible so that another speed/alternative clearance can be issued.

7. VERTICAL SPEED CONTROL INSTRUCTIONS

 To facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust the rate of climb or the rate of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft to establish or maintain a specific vertical separation minimum.

The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of climb or descent.

8. POSITION REPORTING

Pilots are to make a position report in the following circumstances:

a) after transfer of communication;

b) on reaching the limit of ATS clearance;

c) when instructed by Air Traffic Control;

The position reports shall contain the following elements of information:

a) aircraft identification;

b) position (and time if required by ATC);

c) flight level or altitude, including passing level and cleared level if not maintaining the cleared level;

d) When assigned a speed to maintain, the flight crew shall include this speed in their position reports. The assigned speed shall also be included in the initial call after a change of air-ground voice communication channel, whether or not a full position report is required.

ENR 1.2 VISUAL FLIGHT RULE

ANNEX 2, RULES OF THE AIR (9th Edition amendment 36) — Chapter 4: Visual Flight Rules

VFR flight shall not be operated:

• Between sunset and sunrise.
• Above FLIGHT LEVEL 150.
• At transonic and supersonic speeds.

Except when necessary for taking off or landing, a VFR flight shall not be flown:

• Over the congested areas of cities, towns, or settlements, or over an open-air assembly of persons, at a height less than 300m (1000ft) above the highest obstacle within a radius of 600m from the aircraft.
• Elsewhere, at a height less than 150m (500ft) above the ground or water.

Table ENR 1.2

VFR Flight Requirements

ENR 1.2 VISUAL FLIGHT RULE

ANNEX 2, RULES OF THE AIR (9th Edition amendment 36) — Chapter 4: Visual Flight Rules

VFR flight shall not be operated:

• Between sunset and sunrise.
• Above FLIGHT LEVEL 150.
• At transonic and supersonic speeds.

Except when necessary for taking off or landing, a VFR flight shall not be flown:

• Over the congested areas of cities, towns, or settlements, or over an open-air assembly of persons, at a height less than 300m (1000ft) above the highest obstacle within a radius of 600m from the aircraft.
• Elsewhere, at a height less than 150m (500ft) above the ground or water.

Table ENR 1.2

VFR Flight Requirements

ENR 1.4 ATS AIRSPACE CLASSIFICATION AND DESCRIPTION

ENR 1.4.1 ATS airspaces classification

ICAO has indicated that States are required to select the classes of ATS airspace that best fit their needs. The following classes have been selected for application within Damascus FIR:

• CLASS A — IFR flights only are permitted; all flights are subject to air traffic control service and are separated from each other.
• CLASS B — IFR and VFR flights are permitted; all flights are subject to air traffic control service and are separated from each
  other.

Classifications of other airspace are undefined because they are not used by civil aircraft.

ATS Airspace Description — Syria

ENR 1.4 ATS AIRSPACE CLASSIFICATION AND DESCRIPTION

ENR 1.4.1 ATS airspaces classification

ICAO has indicated that States are required to select the classes of ATS airspace that best fit their needs. The following classes have been selected for application within Damascus FIR:

• CLASS A — IFR flights only are permitted; all flights are subject to air traffic control service and are separated from each other.
• CLASS B — IFR and VFR flights are permitted; all flights are subject to air traffic control service and are separated from each
  other.

Classifications of other airspace are undefined because they are not used by civil aircraft.

ATS Airspace Description — Syria

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

ENR 1.5.1 General

The holding, departure and approach procedures in use are based on those contained in the last edition of ICAO Doc 8168-OPS/611 (PANS-OPS). The holding and approach procedures are based on the values and factors contained in PANS-OPS Volume I, Part II. If for any reason a pilot is unable to conform to the procedures for normal conditions laid down for any particular holding pattern, the pilot shall advise ATC as early as possible.

Published Holding Patterns — Damascus FIR

Arriving Flights

IFR flights entering the control area will be cleared to a specified holding point and instructed to contact aerodrome control tower at a specified time, level or position. Due to limited airspace, approaches and holding procedures must be carried out as exactly as possible.

Departing Flights

IFR flights departing controlled aerodromes receive initial ATC clearance from the local aerodrome control tower. Clearance limit is normally the destination aerodrome. IFR flights from non-controlled aerodromes shall not take off without prior arrangements with ACC.

Startup Clearance

Engines of departing aircraft shall not be started unless clearance has been obtained from Aerodrome Control Tower. Startup clearance requests shall be made at least 5 minutes in advance.

General

ICAO has indicated that States are required to select the classes of ATS airspace which best fit their needs. The following classes have been selected for application within Damascus FIR:

• CLASS A — Replaces "instrument restricted airspace". Includes all controlled airspace at FL 150 and above.
• CLASS B — Replaces "visual exempted airspace". Includes all controlled airspace below FL 150.

Classifications of other airspace are undefined because they are not used by civil aircraft.

ENR 1.4.2 ATS airspaces description

• CLASS A — Replaces "instrument restricted airspace". Includes all controlled airspace at FL 180 and above.
• CLASS B —  replace the present "visual exempted airspace" and include all controlled airspace below FL 150.
  Classifications of other airspace are undefined because they are not used by civil aircraft in any case.

General

ICAO has indicated that States are required to select the classes of ATS airspace which best fit their needs. The following classes have been selected for application within Damascus FIR:

• CLASS A — Replaces "instrument restricted airspace". Includes all controlled airspace at FL 150 and above.
• CLASS B — Replaces "visual exempted airspace". Includes all controlled airspace below FL 150.

Classifications of other airspace are undefined because they are not used by civil aircraft.

ENR 1.4.2 ATS airspaces description

• CLASS A — Replaces "instrument restricted airspace". Includes all controlled airspace at FL 180 and above.
• CLASS B —  replace the present "visual exempted airspace" and include all controlled airspace below FL 150.
  Classifications of other airspace are undefined because they are not used by civil aircraft in any case.

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

ENR 1.5.1 General

The holding, departure and approach procedures in use are based on those contained in the last edition of ICAO Doc 8168-OPS/611 (PANS-OPS). The holding and approach procedures are based on the values and factors contained in PANS-OPS Volume I, Part II. If, for any reason, a pilot is unable to conform to the procedures for normal conditions laid down for any particular holding pattern, the pilot shall advise ATC as early as possible.

Published Holding Patterns — Damascus FIR

ENR 1.5.2 Arriving flights

IFR flights entering the control area will be cleared to a specified holding point and instructed to contact the aerodrome control tower at a specified time, level or position. Due to limited airspace, approaches and holding procedures must be carried out as exactly as possible.

ENR 1.5.3 Departing flights

IFR flights departing controlled aerodromes receive initial ATC clearance from the local aerodrome control tower. The clearance limit is normally the destination aerodrome. IFR flights from non-controlled aerodromes shall not take off without prior arrangements with ACC.

    ENR 1.5.4 Startup Clearance

Engines of departing aircraft shall not be started unless clearance has been obtained from the Aerodrome Control Tower. Startup clearance requests shall be made at least 5 minutes in advance.

ENR 1.5.5 Other relevant information and procedures

NIL

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

ENR 1.5.1 General

The holding, departure and approach procedures in use are based on those contained in the last edition of ICAO Doc 8168-OPS/611 (PANS-OPS). The holding and approach procedures are based on the values and factors contained in PANS-OPS Volume I, Part II. If, for any reason, a pilot is unable to conform to the procedures for normal conditions laid down for any particular holding pattern, the pilot shall advise ATC as early as possible.

Published Holding Patterns — Damascus FIR

ENR 1.5.2 Arriving flights

IFR flights entering the control area will be cleared to a specified holding point and instructed to contact the aerodrome control tower at a specified time, level or position. Due to limited airspace, approaches and holding procedures must be carried out as exactly as possible.

ENR 1.5.3 Departing flights

IFR flights departing controlled aerodromes receive initial ATC clearance from the local aerodrome control tower. The clearance limit is normally the destination aerodrome. IFR flights from non-controlled aerodromes shall not take off without prior arrangements with ACC.

    ENR 1.5.4 Startup Clearance

Engines of departing aircraft shall not be started unless clearance has been obtained from the Aerodrome Control Tower. Startup clearance requests shall be made at least 5 minutes in advance.

ENR 1.5.5 Other relevant information and procedures

NIL

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES

1. General

1.1 Radar units are operated as an integral part of the parent ATS unit and provide radar service to aircraft to the maximum practicable extent, to meet the operational requirements. Factors, such as radar coverage, controller workload, and equipment capabilities, affect these services, and the radar controller will determine whether he can provide, or continue to provide, radar services in any specific case.

1.2 Pilots will be advised on the commencement and termination of radar services.

2. RADAR COVERAGE

General

Radar-based surveillance services (Primary Surveillance Radar (PSR) and Secondary Surveillance Radar (SSR)) are NOT AVAILABLE within the Flight Information Region (FIR) of the Syrian Arab Republic.

Provision of Air Traffic Services

In the absence of surveillance systems, ATS is provided based on PROCEDURAL CONTROL using non-radar separation standards as prescribed in ICAO Doc 4444 (PANS-ATM).

Dependence on Pilot Reports

The provision of ATC services is dependent on:

• Pilot position reports
• Coordination between ATC units
• Use of reported aircraft performance data and estimated times
• Adherence to published procedures by all airspace users

Responsibility of Pilot-in-Command

Pilots are reminded that responsibility for avoiding collisions and terrain, when not under positive radar control, rests primarily with the flight crew, in accordance with the Rules of the Air.

Implementation of Surveillance Services

Information concerning the implementation of any surveillance services will be promulgated via AIP amendment cycle and/or NOTAM.

Emergency Procedures

Emergency procedures for procedural control ATC services are applied as described in Doc 4444 (PANS-ATM).

GEN 4.2 — Calendar of Public Holidays

The following public holidays are observed in the Syrian Arab Republic. Aerodrome services may operate on reduced schedules during these periods. Operators should verify service availability by consulting current NOTAMs.

Fixed Date Holidays

Variable Date Holidays (Islamic Calendar)

Note: Islamic holiday dates are determined by the lunar calendar and confirmed by the Syrian Awqaf Ministry. Exact Gregorian dates vary annually. AIP supplements or NOTAMs will be issued for any service disruptions during these periods.

Religious Observance Holidays (Variable Dates)

The following holidays are determined by the Islamic Hijri calendar and vary each year. Dates are published annually by government decree:

Government Office and AIS Hours

Note: During public holidays, aerodrome services (ATC, RFFS, MET) continue to operate in accordance with published hours of operation. Any operational changes are communicated via NOTAM.

GEN 4.2 — Calendar of Public Holidays

The following public holidays are observed in the Syrian Arab Republic. Aerodrome services may operate on reduced schedules during these periods. Operators should verify service availability by consulting current NOTAMs.

Fixed Date Holidays

Variable Date Holidays (Islamic Calendar)

Note: Islamic holiday dates are determined by the lunar calendar and confirmed by the Syrian Awqaf Ministry. Exact Gregorian dates vary annually. AIP supplements or NOTAMs will be issued for any service disruptions during these periods.

Religious Observance Holidays (Variable Dates)

The following holidays are determined by the Islamic Hijri calendar and vary each year. Dates are published annually by government decree:

Government Office and AIS Hours

Note: During public holidays, aerodrome services (ATC, RFFS, MET) continue to operate in accordance with published hours of operation. Any operational changes are communicated via NOTAM.

2. RADAR COVERAGE

Total radar coverage within the Damascus FIR.

rovision of Air Traffic Services

In the absence of surveillance systems, ATS is provided based on PROCEDURAL CONTROL using non-radar separation standards as prescribed in ICAO Doc 4444 (PANS-ATM).

Dependence on Pilot Reports

The provision of ATC services is dependent on:

• Pilot position reports
• Coordination between ATC units
• Use of reported aircraft performance data and estimated times
• Adherence to published procedures by all airspace users

Responsibility of Pilot-in-Command

Pilots are reminded that responsibility for avoiding collisions and terrain, when not under positive radar control, rests primarily with the flight crew, in accordance with the Rules of the Air.

Implementation of Surveillance Services

Information concerning the implementation of any surveillance services will be promulgated via AIP amendment cycle and/or NOTAM.

Emergency Procedures

Emergency procedures for procedural control ATC services are applied as described in Doc 4444 (PANS-ATM).

2. RADAR COVERAGE

Total radar coverage within the Damascus FIR.

3. APPLICATION OF RADAR CONTROL SERVICE

rovision of Air Traffic Services

In the absence of surveillance systems, ATS is provided based on PROCEDURAL CONTROL using non-radar separation standards as prescribed in ICAO Doc 4444 (PANS-ATM).

Dependence on Pilot Reports

The provision of ATC services is dependent on:

• Pilot position reports
• Coordination between ATC units
• Use of reported aircraft performance data and estimated times
• Adherence to published procedures by all airspace users

Responsibility of Pilot-in-Command

Pilots are reminded that responsibility for avoiding collisions and terrain, when not under positive radar control, rests primarily with the flight crew, in accordance with the Rules of the Air.

Implementation of Surveillance Services

Information concerning the implementation of any surveillance services will be promulgated via AIP amendment cycle and/or NOTAM.

Emergency Procedures

Emergency procedures for procedural control ATC services are applied as described in Doc 4444 (PANS-ATM).

2. RADAR COVERAGE

Total radar coverage within the Damascus FIR.

3. APPLICATION OF RADAR CONTROL SERVICE

3.1 Radar identification is achieved in accordance with provisions specified by ICAO.

3.2 Radar control services are provided in all controlled airspace. This service may include:

a) radar separation of arriving, departing, and en route traffic;
b) radar vectoring when required;
c) assistance to aircraft in an emergency;
d)information to assist in the navigation of aircraft;

f) warnings and position information on other aircraft considered constituting a hazard.

g) information to assist in the navigation of aircraft;
h) information on observed weather.

3.3 The minimum horizontal radar separations are:
d) 20 NM between all traffic routing, longitudinal, same speed, same track, and level.
b) 10 NM minimum longitudinal separation for descending and climbing same track.

d) 10 NM minimum lateral separation for descending and climbing the same track or reciprocal tracks shall be 10NM, provided no tracks converge. 

4. SECONDARY SURVEILLANCE RADAR (SSR)

4.1 Operating procedures

4.1.1 Except as provided below, pilots will operate transponders and select modes and codes according to ATC instructions. In particular, when entering the DAMASCUS FIR, pilots who have already received specific instructions from ATC concerning the setting of the transponder will maintain that setting until otherwise instructed. Mode C will be selected at all times unless otherwise instructed or in exceptional cases as stated below.

4.1.2 Mode C will be selected at all times unless otherwise instructed.

4.1.3 System of SSR Code Assignment.

a) Damascus uses code blocks assigned under the originating region code allocation method. (OSTT )

b) b) Aircraft entering the DAMASCUS FIR shall retain the SSR code previously issued by ATC in an adjacent FIR

c)

d)

4.2 Emergency procedures

4.2.1 If the pilot of an aircraft encountering a state of emergency has previously been directed by ATC to operate the transponder on a specific code, this code setting will be maintained until otherwise advised. In all other emergency circumstances, the transponder will be set as follows:

a) Mode A/3 code 7500 - Unlawful interference.
b) Mode A/3 code 7600 - Radio communication failure.
c) Mode A/3 code 7700 - Other states of emergency.

5. RADAR AND RADIO FAILURE PROCEDURES

provision of Air Traffic Services

In the absence of surveillance systems, ATS is provided based on PROCEDURAL CONTROL using non-radar separation standards as prescribed in ICAO Doc 4444 (PANS-ATM).

Dependence on Pilot Reports

The provision of ATC services is dependent on:

• Pilot position reports
• Coordination between ATC units
• Use of reported aircraft performance data and estimated times
• Adherence to published procedures by all airspace users

Responsibility of Pilot-in-Command

Pilots are reminded that responsibility for avoiding collisions and terrain, when not under positive radar control, rests primarily with the flight crew, in accordance with the Rules of the Air.

Implementation of Surveillance Services

Information concerning the implementation of any surveillance services will be promulgated via AIP amendment cycle and/or NOTAM.

Emergency Procedures

Emergency procedures for procedural control ATC services are applied as described in Doc 4444 (PANS-ATM).

ENR 1.8 REGIONAL SUPPLEMENTAL PROCEDURES

These supplementary procedures are taken from ICAO Doc 7030 – Supplementary Procedures – and relating to the MID-ASIA Region are given in their entirety. 

These procedures are supplementary to the provisions contained in ICAO Annex 2, Annex 6 (Part II), Annex 11, PANS-ATM (Doc 4444) and PANS-OPS (Doc 8168).

1. FLIGHT RULES

1.1 Visual Flight Rules (VFR)
(Relating to Annex 2 - 4.7 and 4.8)

1.1.1 -VFR flights to be operated within a control zone established at an aerodrome serving international Flights and in specified portions of 
 The associated terminal control area shall:
A) have two-way communications;
B) obtain permission from the appropriate air traffic control unit; and
C) report positions, as required.

1.2 Instrument Flight Rules (IFR)

(Relating to Annex 2.2 and Chapter 5)

Note: Annex 2, 2.2 permits a choice for a flight to comply with either the instrument flight rules or the visual flight rules when operating in visual meteorological conditions, subject to certain limitations in Chapter 4 of the Annex. The following indicates certain further restrictions on that choice.

1.2.1 Special Application of Instrument Flight Rules

1.2.1.1 Flights shall be conducted in accordance with the Instrument Flight Rules (even when not operating in instrument meteorological conditions) when operated:

1. more than 100 NM seaward from the shoreline within controlled airspace; or
2. above flight level 150

3. AIR TRAFFIC ADVISORY SERVICE 

NIL 

4. ADHERENCE  TO  ATC  APPROVED ROUTE 

1.4 Adherence to ATC-approved route (Annex 2, Para 3.6.2.2) If an aircraft has inadvertently deviated from the route specified in its ATC clearance, it shall forthwith take action to regain such route as soon as possible.

5. FLIGHT PLANS

5.1 Content - General
(Relating to Annex 2 – Chapter 3; P-ATM – Chapter 4 and Appendix 2).

5.1.1 Reduced Vertical Separation Minimum (RVSM)- Approved Aircraft.

5.1.1.1 The aircraft registration shall be inserted in Item 18 of the ICAO flight plan form.

5.1.1.2 Operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of State aircraft intending to operate within the RVSM airspace specified in

 4.1 b) 2 shall include STS/NONRVSM in Item 18 of the ICAO flight plan form.

5.1.2 Non-RVSM - Approved Aircraft

5.1.2.1 Civil operators of non-RVSM-approved aircraft shall flight plan to operate outside the RVSM airspace specified in 4.1.

5.1.3 Mach Number.

5.1.3.1 For turbo-jet aircraft intending to operate within airspace and on air routes to which longitudinal separation minima utilizing the Mach number technique will be applied, the planned true Mach number shall be specified in Item 15 of the flight plan.

6. COMMUNICATIONS

6.1 Air-Ground Communications and In-Flight Reporting.

6.1.1 Continuous listening watch in uncontrolled airspace (Relating to Annex 2 – Chapters 3 and 5; P-ATM – Chapter 4)

6.1.2 Aircraft flying within Damascus/FIR are requested to maintain a continuous listening watch on the air/ground frequency of the Damascus Area Control Centre.

7. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

7.1 Area of Applicability
RVSM shall be applicable in that volume of airspace between FL290 and FL410 inclusive in the Damascus FIR, as described in ENR 2.1.
Within this airspace, the vertical separation minimum shall be:
a) 1000 FT between RVSM-approved aircraft;
b) 2000 FT between:
1) non-RVSM-approved State aircraft and any other aircraft operating within the RVSM airspace;
2) formation flights of State aircraft and any other aircraft operating within the RVSM airspace;
3) an aircraft experiencing a communication failure in flight and any other aircraft, when both aircraft are operating within RVSM airspace.

8. PHRASEOLOGY

(P-ATM – Chapter 12 )

8.1 RNAV

8.1.1 The phrase “UNABLE RNAV DUE EQUIPMENT” shall be included by the pilot immediately following the aircraft call sign whenever initial contact on an ATC frequency is established by an aircraft experiencing a failure or degradation of the RNAV system.

ENR 1.8 REGIONAL SUPPLEMENTAL PROCEDURES

These supplementary procedures are taken from ICAO Doc 7030 – Supplementary Procedures – and relating to the MID-ASIA Region are given in their entirety. 

These procedures are supplementary to the provisions contained in ICAO Annex 2, Annex 6 (Part II), Annex 11, PANS-ATM (Doc 4444) and PANS-OPS (Doc 8168).

1. FLIGHT RULES

1.1 Visual Flight Rules (VFR)
(Relating to Annex 2 - 4.7 and 4.8)

1.1.1 -VFR flights to be operated within a control zone established at an aerodrome serving international Flights and in specified portions of 
 The associated terminal control area shall:
A) have two-way communications;
B) obtain permission from the appropriate air traffic control unit; and
C) report positions, as required.

1.2 Instrument Flight Rules (IFR)

(Relating to Annex 2.2 and Chapter 5)

Note: Annex 2, 2.2 permits a choice for a flight to comply with either the instrument flight rules or the visual flight rules when operating in visual meteorological conditions, subject to certain limitations in Chapter 4 of the Annex. The following indicates certain further restrictions on that choice.

1.2.1 Special Application of Instrument Flight Rules

1.2.1.1 Flights shall be conducted in accordance with the Instrument Flight Rules (even when not operating in instrument meteorological conditions) when operated:

1. more than 100 NM seaward from the shoreline within controlled airspace; or
2. above flight level 150

3. AIR TRAFFIC ADVISORY SERVICE 

NIL 

4. ADHERENCE  TO  ATC  APPROVED ROUTE 

1.4 Adherence to ATC-approved route (Annex 2, Para 3.6.2.2) If an aircraft has inadvertently deviated from the route specified in its ATC clearance, it shall forthwith take action to regain such route as soon as possible.

5. FLIGHT PLANS

5.1 Content - General
(Relating to Annex 2 – Chapter 3; P-ATM – Chapter 4 and Appendix 2).

5.1.1 Reduced Vertical Separation Minimum (RVSM)- Approved Aircraft.

5.1.1.1 The aircraft registration shall be inserted in Item 18 of the ICAO flight plan form.

5.1.1.2 Operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of State aircraft intending to operate within the RVSM airspace specified in

 4.1 b) 2 shall include STS/NONRVSM in Item 18 of the ICAO flight plan form.

5.1.2 Non-RVSM - Approved Aircraft

5.1.2.1 Civil operators of non-RVSM-approved aircraft shall flight plan to operate outside the RVSM airspace specified in 4.1.

5.1.3 Mach Number.

5.1.3.1 For turbo-jet aircraft intending to operate within airspace and on air routes to which longitudinal separation minima utilizing the Mach number technique will be applied, the planned true Mach number shall be specified in Item 15 of the flight plan.

6. COMMUNICATIONS

6.1 Air-Ground Communications and In-Flight Reporting.

6.1.1 Continuous listening watch in uncontrolled airspace (Relating to Annex 2 – Chapters 3 and 5; P-ATM – Chapter 4)

6.1.2 Aircraft flying within Damascus/FIR are requested to maintain a continuous listening watch on the air/ground frequency of the Damascus Area Control Centre.

7. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

7.1 Area of Applicability
RVSM shall be applicable in that volume of airspace between FL290 and FL410 inclusive in the Damascus FIR, as described in ENR 2.1.
Within this airspace, the vertical separation minimum shall be:
a) 1000 FT between RVSM-approved aircraft;
b) 2000 FT between:
1) non-RVSM-approved State aircraft and any other aircraft operating within the RVSM airspace;
2) formation flights of State aircraft and any other aircraft operating within the RVSM airspace;
3) an aircraft experiencing a communication failure in flight and any other aircraft, when both aircraft are operating within RVSM airspace.

8. PHRASEOLOGY

(P-ATM – Chapter 12 )

8.1 RNAV

8.1.1 The phrase “UNABLE RNAV DUE EQUIPMENT” shall be included by the pilot immediately following the aircraft call sign whenever initial contact on an ATC frequency is established by an aircraft experiencing a failure or degradation of the RNAV system.

ENR 1.9 — Air Traffic Flow Management (ATFM)

No Air Traffic Flow Management (ATFM) procedures are currently in effect within the Damascus FIR (OSTT).

If ATFM measures are introduced, they will be promulgated by NOTAM and subsequently incorporated into the AIP via amendment. Operators are advised to monitor NOTAM series for any temporary ATFM restrictions.

Reference: ICAO Doc 4444 (PANS-ATM), Chapter 3 — Air Traffic Flow Management.

ATFM Procedures

Capacity Management

Operators should monitor NOTAM and ATIS for the current ATFM status. Flight plan filing at least 3 hours before EOBT is recommended when ATFM is active.

ENR 1.9 — Air Traffic Flow Management (ATFM)

No Air Traffic Flow Management (ATFM) procedures are currently in effect within the Damascus FIR (OSTT).

If ATFM measures are introduced, they will be promulgated by NOTAM and subsequently incorporated into the AIP via amendment. Operators are advised to monitor NOTAM series for any temporary ATFM restrictions.

Reference: ICAO Doc 4444 (PANS-ATM), Chapter 3 — Air Traffic Flow Management.

ATFM Procedures

Capacity Management

Operators should monitor NOTAM and ATIS for the current ATFM status. Flight plan filing at least 3 hours before EOBT is recommended when ATFM is active.

ENR 1.10 FLIGHT PLANNING

1. Procedures for Submission of Flight Plan

A flight plan shall be completed up to and including Item 19 and shall include registration, type of aircraft, and boundary estimates for all aircraft overflying Damascus FIR or landing at Syrian airports.

Note: A flight plan should be submitted for RVSM-approved aircraft. The flight plan should be printed and should include English text.

1.2 Operator Responsibilities

An operator shall, before departure:

• Ensure that, where the flight plan is intended to operate on a route where an RNP type is prescribed, the aircraft has an appropriate RNP approval.
• Ensure that, where operation in RVSM airspace is planned, the aircraft has RVSM approval and the letter "W" is inserted in Item 10.
• The number of permissions must be inserted in Item 18 of every flight plan concerning non-scheduled flights intended to overfly Syrian territory or land at/depart from Syrian airports.

1.3. Submission Time/Place

1.3.1 prior to departure 

 A flight plan should be submitted at least 30 minutes before the estimated off-block time and not more than 8 hours prior.

1.3.2 During Flight 

A flight plan to be submitted during flight should normally be transmitted to the ATS unit in which the aircraft is flying, or in or through which the aircraft wishes to fly. When this is not practicable, it should be transmitted to another ATS unit.

1.4. Delay in Estimated Off-Block Time

In the event of a delay exceeding one hour, the flight plan will be automatically cancelled unless an amendment or cancellation has been reported.

1.5. Acceptance of Flight Plan 

1.5.1 The first ATS unit receiving a flight plan or change thereto shall 

a) Check it for compliance with the format and data conventions.

b) Check it for completeness and, to the extent possible, for accuracy.

c) Take action, if necessary, to make it acceptable to the Air Traffic Services.

d) Indicate acceptance of the flight plan or change thereto, to the originator. 

2. Repetitive Flight Plans (RPL)

A repetitive flight plan (RPL) is a flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS units. (ICAO Annex 2: Rules of the Air)

RPLs are routinely used by most airlines for regular scheduled flights that operate over the same route at least once a week.

3. Changes to a submitted flight plan

3.1 Changes to a submitted flight plan, such as delays over 30 minutes, route, or altitude changes, must be communicated to Air Traffic Services (ATS) using a Change (CHG) message or by filing a new plan if multiple changes are needed. For next-day flights, ensure the date is clearly updated (DOF/). 

ENR 1.10 FLIGHT PLANNING

1. Procedures for Submission of Flight Plan

A flight plan shall be completed up to and including Item 19 and shall include registration, type of aircraft, and boundary estimates for all aircraft overflying Damascus FIR or landing at Syrian airports.

Note: A flight plan should be submitted for RVSM-approved aircraft. The flight plan should be printed and should include English text.

1.2 Operator Responsibilities

An operator shall, before departure:

• Ensure that, where the flight plan is intended to operate on a route where an RNP type is prescribed, the aircraft has an appropriate RNP approval.
• Ensure that, where operation in RVSM airspace is planned, the aircraft has RVSM approval and the letter "W" is inserted in Item 10.
• The number of permissions must be inserted in Item 18 of every flight plan concerning non-scheduled flights intended to overfly Syrian territory or land at/depart from Syrian airports.

1.3. Submission Time/Place

1.3.1 prior to departure 

 A flight plan should be submitted at least 30 minutes before the estimated off-block time and not more than 8 hours prior.

1.3.2 During Flight 

A flight plan to be submitted during flight should normally be transmitted to the ATS unit in which the aircraft is flying, or in or through which the aircraft wishes to fly. When this is not practicable, it should be transmitted to another ATS unit.

1.4. Delay in Estimated Off-Block Time

In the event of a delay exceeding one hour, the flight plan will be automatically cancelled unless an amendment or cancellation has been reported.

1.5. Acceptance of Flight Plan 

1.5.1 The first ATS unit receiving a flight plan or change thereto shall 

a) Check it for compliance with the format and data conventions.

b) Check it for completeness and, to the extent possible, for accuracy.

c) Take action, if necessary, to make it acceptable to the Air Traffic Services.

d) Indicate acceptance of the flight plan or change thereto, to the originator. 

2. Repetitive Flight Plans (RPL)

A repetitive flight plan (RPL) is a flight plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by ATS units. (ICAO Annex 2: Rules of the Air)

RPLs are routinely used by most airlines for regular scheduled flights that operate over the same route at least once a week.

3. Changes to a submitted flight plan

3.1 Changes to a submitted flight plan, such as delays over 30 minutes, route, or altitude changes, must be communicated to Air Traffic Services (ATS) using a Change (CHG) message or by filing a new plan if multiple changes are needed. For next-day flights, ensure the date is clearly updated (DOF/). 

ENR 1.11 ADDRESSING OF FLIGHT PLAN MESSAGES

AFS Addressee Indicators for ATS Messages Within Damascus FIR

AFS Addressee Indicators by ATS Unit

Flight Plan Message Addressing

Flight plan messages (FPL, CHG, CNL, DLA, DEP, ARR) shall be addressed in accordance with ICAO Doc 7030 and the ICAO AFTN Addressing Directory.

Syrian ATS Unit AFTN Addresses

ENR 1.11 ADDRESSING OF FLIGHT PLAN MESSAGES

AFS Addressee Indicators for ATS Messages Within Damascus FIR

AFS Addressee Indicators by ATS Unit

Flight Plan Message Addressing

Flight plan messages (FPL, CHG, CNL, DLA, DEP, ARR) shall be addressed in accordance with ICAO Doc 7030 and the ICAO AFTN Addressing Directory.

Syrian ATS Unit AFTN Addresses

ENR 1.12 INTERCEPTION OF CIVIL AIRCRAFT

1. Interception procedures

1.1 The following procedures and visual signals apply over the territory and territorial waters of Belize in the event of interception of an aircraft. An aircraft that is intercepted by another aircraft shall immediately:

1. Follow the instructions given by the intercepting aircraft, interpreting and responding to the visual signals in accordance with the specifications in Appendix 1 of ICAO Annex 2;
2. notify, if possible, the appropriate Air Traffic Services unit;
3. attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.5MHz, giving the identity of the intercepted aircraft and the nature of the flight; and if no contact has been established and if practicable, by repeating this call on the emergency frequency 243 MHz.
4. If equipped with SSR transponder, select Mode A, Code 7700, unless otherwise instructed by the appropriate Air Traffic Services unit

1.2 If radio contact is established during interception but communication in a common language is not possible, attempts shall be made to convey instructions, acknowledgements of instructions, and essential information by using the phrases and pronunciations in the following table and transmitting each phrase twice:

1.3 The word “interception” in this context does not include interception and escort services provided, on request, to an aircraft in distress, in accordance with the Search and Rescue Manual (Doc 7333).

1.2.1 The following phrases shall be used by the intercepting aircraft and transmitted twice in the circumstances described in the preceding paragraph:

¹ Syllables to be emphasized are printed in bold letters.

² The call sign required to be given is that used in radiotelephony communications with air traffic services units and corresponding to the aircraft identification in the flight plan.

1.3 If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals, the intercepted aircraft is required to request immediate clarification while continuing to comply with the visual instructions given by the intercepting aircraft.

1.4 If instructions received by radio from any source conflict with those given by the intercepting aircraft by radio, the intercepted aircraft is required to request immediate clarification while continuing to comply with the radio instructions given by the intercepting aircraft.

1.5 The visual signals detailed in the table "SIGNALS FOR USE IN THE EVENT OF INTERCEPTION" shall be used.

2. SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

ENR 1.12 INTERCEPTION OF CIVIL AIRCRAFT

1. Interception procedures

1.1 The following procedures and visual signals apply over the territory and territorial waters of Belize in the event of interception of an aircraft. An aircraft that is intercepted by another aircraft shall immediately:

1. Follow the instructions given by the intercepting aircraft, interpreting and responding to the visual signals in accordance with the specifications in Appendix 1 of ICAO Annex 2;
2. notify, if possible, the appropriate Air Traffic Services unit;
3. attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.5MHz, giving the identity of the intercepted aircraft and the nature of the flight; and if no contact has been established and if practicable, by repeating this call on the emergency frequency 243 MHz.
4. If equipped with SSR transponder, select Mode A, Code 7700, unless otherwise instructed by the appropriate Air Traffic Services unit

1.2 If radio contact is established during interception but communication in a common language is not possible, attempts shall be made to convey instructions, acknowledgements of instructions, and essential information by using the phrases and pronunciations in the following table and transmitting each phrase twice:

1.3 The word “interception” in this context does not include interception and escort services provided, on request, to an aircraft in distress, in accordance with the Search and Rescue Manual (Doc 7333).

1.2.1 The following phrases shall be used by the intercepting aircraft and transmitted twice in the circumstances described in the preceding paragraph:

¹ Syllables to be emphasized are printed in bold letters.

² The call sign required to be given is that used in radiotelephony communications with air traffic services units and corresponding to the aircraft identification in the flight plan.

1.3 If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals, the intercepted aircraft is required to request immediate clarification while continuing to comply with the visual instructions given by the intercepting aircraft.

1.4 If instructions received by radio from any source conflict with those given by the intercepting aircraft by radio, the intercepted aircraft is required to request immediate clarification while continuing to comply with the radio instructions given by the intercepting aircraft.

1.5 The visual signals detailed in the table "SIGNALS FOR USE IN THE EVENT OF INTERCEPTION" shall be used.

2. SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

2. SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

Prohibited Areas

The airspace outside ATS routes within Syrian Arab Republic territory is prohibited for civil aircraft.

Restricted Areas

The airspace above the upper and below the lower limits of published airways and advisory routes within Syrian Arab Republic territory is restricted.

Procedures for Aircraft Flying Over Prohibited Areas

• Any aircraft in violation must immediately inform Damascus ACC and comply with visual signals given by intercepting aircraft and Damascus ACC.
• An aircraft receiving an order to land must land at the designated aerodrome.
• If radio instructions conflict with visual signals from intercepting aircraft, the intercepted aircraft shall request immediate clarification while continuing to comply with visual instructions.

Penalties on Contravening Aircraft

• Contravening aircraft will be held on landing at the designated aerodrome for thorough investigation.
• Permits of regular air transport organizations may be cancelled.
• The Syrian government reserves the right to take all necessary measures to ensure compliance.

Visual Interception Signals

The intercepting aircraft will normally take up a position on the left (port) side slightly above and ahead of the intercepted aircraft. Standard visual signals as per ICAO Annex 2 are used.

2. SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

Prohibited Areas

The airspace outside ATS routes within Syrian Arab Republic territory is prohibited for civil aircraft.

Restricted Areas

The airspace above the upper and below the lower limits of published airways and advisory routes within Syrian Arab Republic territory is restricted.

Procedures for Aircraft Flying Over Prohibited Areas

• Any aircraft in violation must immediately inform Damascus ACC and comply with visual signals given by intercepting aircraft and Damascus ACC.
• An aircraft receiving an order to land must land at the designated aerodrome.
• If radio instructions conflict with visual signals from intercepting aircraft, the intercepted aircraft shall request immediate clarification while continuing to comply with visual instructions.

Penalties on Contravening Aircraft

• Contravening aircraft will be held on landing at the designated aerodrome for thorough investigation.
• Permits of regular air transport organizations may be cancelled.
• The Syrian government reserves the right to take all necessary measures to ensure compliance.

Visual Interception Signals

The intercepting aircraft will normally take up a position on the left (port) side slightly above and ahead of the intercepted aircraft. Standard visual signals as per ICAO Annex 2 are used.

ENR 1.13 UNLAWFUL INTERFERENCE

1. GENERAL

The following procedures are intended for use by aircraft when unlawful interference occurs and the aircraft is unable to notify an ATS unit of this fact.

2. PROCEDURES

Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or within radar coverage.

When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the pilot-in-command should, whenever possible:

a) attempt to broadcast warnings on the VHF emergency frequency and other appropriate frequencies, unless considerations aboard the aircraft dictate otherwise. Other equipment, such as onboard transponders, data links, etc., should also be used when it is advantageous to do so, and circumstances permit. The transponder shall be set to mode A/3 code 7500; and

b) proceed in accordance with applicable special procedures for in-flight contingencies, where such procedures have been established and promulgated in DOC 7030 - Regional Supplementary Procedures; or

c) if no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight in the area by 300 M (1 000 FT) if above FL410 or by 150 M (500 FT) if below FL410.

Definition — Acts of Unlawful Interference

Per AIP ENR 1.13, acts of unlawful interference are acts or attempted acts such as to jeopardize the safety of civil aviation and air transport, including:

• Unlawful seizure of aircraft in flight
• Unlawful seizure of aircraft on the ground
• Hostage-taking on board aircraft or on aerodromes
• Forcible intrusion on board an aircraft, at an airport, or on the premises of an aeronautical facility

Procedures for Flight Crew

• Transponder Code 7500: Set the transponder to code 7500 to silently signal unlawful interference, provided it would not exacerbate the situation
• Communicate with ATS: Use any available method, such as a regular frequency call or a deviation from the flight plan
• Assess and act: The crew must constantly assess the situation and take actions that are considered safe and will not worsen the situation

Procedures for Air Traffic Control

• Recognize signs: Recognize signs of unlawful interference — crew using transponder code 7500, sudden deviation from flight plan, or distress call
• Notify authorities: Immediately inform the appropriate authorities and emergency services
• Provide separation: Ensure increased separation between the affected aircraft and all other traffic
• Silence non-essential calls: Silence all non-urgent calls on the frequency to avoid further distraction or confusion
• Support the flight: Do not interrupt the flight crew's assessment of the situation
• Military coordination: Be prepared to follow military interception procedures as advised by national authorities

ENR 1.13 UNLAWFUL INTERFERENCE

1. GENERAL

The following procedures are intended for use by aircraft when unlawful interference occurs and the aircraft is unable to notify an ATS unit of this fact.

2. PROCEDURES

Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or within radar coverage.

When an aircraft subjected to an act of unlawful interference must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the pilot-in-command should, whenever possible:

a) attempt to broadcast warnings on the VHF emergency frequency and other appropriate frequencies, unless considerations aboard the aircraft dictate otherwise. Other equipment, such as onboard transponders, data links, etc., should also be used when it is advantageous to do so, and circumstances permit. The transponder shall be set to mode A/3 code 7500; and

b) proceed in accordance with applicable special procedures for in-flight contingencies, where such procedures have been established and promulgated in DOC 7030 - Regional Supplementary Procedures; or

c) if no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight in the area by 300 M (1 000 FT) if above FL410 or by 150 M (500 FT) if below FL410.

Definition — Acts of Unlawful Interference

Per AIP ENR 1.13, acts of unlawful interference are acts or attempted acts such as to jeopardize the safety of civil aviation and air transport, including:

• Unlawful seizure of aircraft in flight
• Unlawful seizure of aircraft on the ground
• Hostage-taking on board aircraft or on aerodromes
• Forcible intrusion on board an aircraft, at an airport, or on the premises of an aeronautical facility

Procedures for Flight Crew

• Transponder Code 7500: Set the transponder to code 7500 to silently signal unlawful interference, provided it would not exacerbate the situation
• Communicate with ATS: Use any available method, such as a regular frequency call or a deviation from the flight plan
• Assess and act: The crew must constantly assess the situation and take actions that are considered safe and will not worsen the situation

Procedures for Air Traffic Control

• Recognize signs: Recognize signs of unlawful interference — crew using transponder code 7500, sudden deviation from flight plan, or distress call
• Notify authorities: Immediately inform the appropriate authorities and emergency services
• Provide separation: Ensure increased separation between the affected aircraft and all other traffic
• Silence non-essential calls: Silence all non-urgent calls on the frequency to avoid further distraction or confusion
• Support the flight: Do not interrupt the flight crew's assessment of the situation
• Military coordination: Be prepared to follow military interception procedures as advised by national authorities

ENR 1.14 AIR TRAFFIC INCIDENTS

1. DEFINITION OF AIR TRAFFIC INCIDENTS

1.1 Air traffic incident is used to mean a serious occurrence related to the provision of air traffic services, such as:
a) aircraft proximity (AIRPROX),
b) serious difficulty resulting in a hazard to aircraft caused, for example, by:
1) faulty procedures
2) non-compliance with procedures, or
3) failure of ground facilities.
c) damages due to birdstrikes.

1.1.1 Definitions for aircraft proximity and AIRPROX.

Aircraft proximity. A situation in which, in the opinion of the pilot or the air traffic services personnel, the distance between aircraft, as well as their relative positions and speed, has been such that the safety of the aircraft involved may have been compromised. Aircraft proximity is classified as follows:

Risk of collision. The risk classification of aircraft proximity in which a serious risk of collision has existed.
Safety not assured. The risk classification of aircraft proximity in which the safety of the aircraft may have been compromised.
No risk of collision. The risk classification of aircraft proximity in which no risk of collision has existed.
Risk not determined. The risk classification of aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.

AIRPROX. The code word used in an air traffic incident report to designate aircraft proximity.

1.2 Air traffic incidents are designated and identified in reports as follows:

AIRPROX. The code word used in an air traffic incident report to designate aircraft proximity.

Per AIP ENR 1.14, an air traffic incident is a serious occurrence related to the provision of air traffic services, such as:

• Aircraft proximity (AIRPROX)
• Serious difficulty resulting in hazard to aircraft caused by:
  • Faulty procedures
  • Non-compliance with procedures
  • Failure of ground facilities

AIRPROX Classification

AIRPROX — the code word used in an air traffic incident report to designate aircraft proximity (Source: ICAO Doc 4444 PANS-ATM).

Incident Designation

Reporting Procedures

• In-flight: Use the appropriate air/ground frequency for reporting an incident of major significance, particularly if it involves other aircraft, so as to permit the facts to be ascertained immediately
• After landing: Submit a completed Air Traffic Incident Report Form as promptly as possible
• Initial radio report must include: Aircraft identification, type of incident (e.g. aircraft proximity), date/time/location, details of other aircraft involved
• Submission: Confirmatory reports and initial reports on non-urgent incidents shall be submitted to the Syrian Civil Aviation Authority (GACA)

Purpose of Reporting

The purpose of reporting aircraft proximity incidents and their investigation is to promote the safety of aircraft. The degree of risk involved shall be determined during investigation and classified per the AIRPROX classification table above.

ENR 1.14 AIR TRAFFIC INCIDENTS

1. DEFINITION OF AIR TRAFFIC INCIDENTS

1.1 Air traffic incident is used to mean a serious occurrence related to the provision of air traffic services, such as:
a) aircraft proximity (AIRPROX),
b) serious difficulty resulting in a hazard to aircraft caused, for example, by:
1) faulty procedures
2) non-compliance with procedures, or
3) failure of ground facilities.
c) damages due to birdstrikes.

1.1.1 Definitions for aircraft proximity and AIRPROX.

Aircraft proximity. A situation in which, in the opinion of the pilot or the air traffic services personnel, the distance between aircraft, as well as their relative positions and speed, has been such that the safety of the aircraft involved may have been compromised. Aircraft proximity is classified as follows:

Risk of collision. The risk classification of aircraft proximity in which a serious risk of collision has existed.
Safety not assured. The risk classification of aircraft proximity in which the safety of the aircraft may have been compromised.
No risk of collision. The risk classification of aircraft proximity in which no risk of collision has existed.
Risk not determined. The risk classification of aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.

AIRPROX. The code word used in an air traffic incident report to designate aircraft proximity.

1.2 Air traffic incidents are designated and identified in reports as follows:

AIRPROX. The code word used in an air traffic incident report to designate aircraft proximity.

Per AIP ENR 1.14, an air traffic incident is a serious occurrence related to the provision of air traffic services, such as:

• Aircraft proximity (AIRPROX)
• Serious difficulty resulting in hazard to aircraft caused by:
  • Faulty procedures
  • Non-compliance with procedures
  • Failure of ground facilities

AIRPROX Classification

AIRPROX — the code word used in an air traffic incident report to designate aircraft proximity (Source: ICAO Doc 4444 PANS-ATM).

Incident Designation

Reporting Procedures

• In-flight: Use the appropriate air/ground frequency for reporting an incident of major significance, particularly if it involves other aircraft, so as to permit the facts to be ascertained immediately
• After landing: Submit a completed Air Traffic Incident Report Form as promptly as possible
• Initial radio report must include: Aircraft identification, type of incident (e.g. aircraft proximity), date/time/location, details of other aircraft involved
• Submission: Confirmatory reports and initial reports on non-urgent incidents shall be submitted to the Syrian Civil Aviation Authority (GACA)

Purpose of Reporting

The purpose of reporting aircraft proximity incidents and their investigation is to promote the safety of aircraft. The degree of risk involved shall be determined during investigation and classified per the AIRPROX classification table above.

ENR 1.14 AIR TRAFFIC INCIDENTS

1. DEFINITION OF AIR TRAFFIC INCIDENTS

1.1 Air traffic incident is used to mean a serious occurrence related to the provision of air traffic services, such as:
a) aircraft proximity (AIRPROX),
b) serious difficulty resulting in a hazard to aircraft caused, for example, by:
1) faulty procedures
2) non-compliance with procedures, or
3) failure of ground facilities.
c) damages due to birdstrikes.

1.1.1 Definitions for aircraft proximity and AIRPROX.

Aircraft proximity. A situation in which, in the opinion of the pilot or the air traffic services personnel, the distance between aircraft, as well as their relative positions and speed, has been such that the safety of the aircraft involved may have been compromised. Aircraft proximity is classified as follows:

Risk of collision. The risk classification of aircraft proximity in which a serious risk of collision has existed.
Safety not assured. The risk classification of aircraft proximity in which the safety of the aircraft may have been compromised.
No risk of collision. The risk classification of aircraft proximity in which no risk of collision has existed.
Risk not determined. The risk classification of aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.

AIRPROX. The code word used in an air traffic incident report to designate aircraft proximity.

1.2 Air traffic incidents are designated and identified in reports as follows:

AIRPROX. The code word used in an air traffic incident report to designate aircraft proximity.

Per AIP ENR 1.14, an air traffic incident is a serious occurrence related to the provision of air traffic services, such as:

• Aircraft proximity (AIRPROX)
• Serious difficulty resulting in hazard to aircraft caused by:
  • Faulty procedures
  • Non-compliance with procedures
  • Failure of ground facilities

AIRPROX Classification

AIRPROX — the code word used in an air traffic incident report to designate aircraft proximity (Source: ICAO Doc 4444 PANS-ATM).

Incident Designation

Reporting Procedures

• In-flight: Use the appropriate air/ground frequency for reporting an incident of major significance, particularly if it involves other aircraft, so as to permit the facts to be ascertained immediately
• After landing: Submit a completed Air Traffic Incident Report Form as promptly as possible
• Initial radio report must include: Aircraft identification, type of incident (e.g. aircraft proximity), date/time/location, details of other aircraft involved
• Submission: Confirmatory reports and initial reports on non-urgent incidents shall be submitted to the Syrian Civil Aviation Authority (GACA)

Purpose of Reporting

The purpose of reporting aircraft proximity incidents and their investigation is to promote the safety of aircraft. The degree of risk involved shall be determined during investigation and classified per the AIRPROX classification table above.

ENR 1.14 AIR TRAFFIC INCIDENTS

1. DEFINITION OF AIR TRAFFIC INCIDENTS

1.1 Air traffic incident is used to mean a serious occurrence related to the provision of air traffic services, such as:
a) aircraft proximity (AIRPROX),
b) serious difficulty resulting in a hazard to aircraft caused, for example, by:
1) faulty procedures
2) non-compliance with procedures, or
3) failure of ground facilities.
c) damages due to birdstrikes.

1.1.1 Definitions for aircraft proximity and AIRPROX.

Aircraft proximity. A situation in which, in the opinion of the pilot or the air traffic services personnel, the distance between aircraft, as well as their relative positions and speed, has been such that the safety of the aircraft involved may have been compromised. Aircraft proximity is classified as follows:

AIRPROX Classification

AIRPROX — the code word used in an air traffic incident report to designate aircraft proximity (Source: ICAO Doc 4444 PANS-ATM).

Incident Designation

2. USE OF THE AIR TRAFFIC INCIDENT REPORT FORM

The Air Traffic Incident Report Form (see model on pages ENR 1.14-2 to 1.14-5) is intended for use:
a) by a pilot for filing a report on an air traffic incident after arrival or for confirming a report made initially by radio during flight.
Note: The form, if available on board, may also be of use in providing a pattern for making the initial report in flight.
b) by an ATS unit for recording an air traffic incident report received by radio, telephone, or teleprinter.

Note: The form may be used as the format for the text of a message to be transmitted over the AFS network.

3. REPORTING PROCEDURES (INCLUDING IN-FLIGHT PROCEDURES)

3.1 The following are the procedures to be followed by a pilot who is or has been involved in an incident:

a) during flight, use the appropriate air/ground frequency for reporting an incident of major significance, particularly if it involves other aircraft, so as to permit the facts to be ascertained immediately,
b) as promptly as possible after landing, submit a completed Air Traffic Incident Report Form
1) for confirming a report of an incident made initially, as in a) above, or for making the initial report on such an incident if it had not been possible to report it by radio;
2) for reporting an incident which did not require immediate notification at the time of occurrence.
c) The birdstrike report form supplied by the airport authority is to be completed after landing.
3.2 An initial report made by radio should contain the following information:
a) aircraft identification;
b) type of incident, e.g., aircraft proximity,
c) the incident; 1. a) and b); 2. a), b), c), d), n); 3. a), b), c), i); 4. a), b);
d) miscellaneous: 1. e).

3.3 The confirmatory report on an incident of major significance initially reported by radio or the initial report on any other incident should be submitted to:

Postal Address:
Civil Aviation Authority

P. O. Box

DAMASCUAS 

AFS Address:

Telephone:

Telefax

Email:

The pilot should complete the Air Traffic Incident Report Form, supplementing the details of the initial reports as necessary.
Note: Where there is no ATS Flight Information Service, the report may be submitted to another ATS unit.

4. PURPOSE OF REPORTING AND HANDLING OF THE FORM

4.1 The purpose of the reporting of aircraft proximity incidents and their investigation is to promote the safety of aircraft. The degree of risk involved in an aircraft proximity incident should be determined in the incident investigation and classified as "risk of collision", "safety not assured" or "risk not determined".

4.2 The purpose of the form is to provide investigatory authorities with as complete information on an air traffic incident as possible and to enable them to report back, with the least possible delay, to the pilot or operator concerned, the result of the investigation of the incident and, if appropriate, the remedial action taken.

5. AIR TRAFFIC INCIDENT REPORT

FORM ICAO.

6. DIAGRAMS OF AIRPROX

FORM ICAO

ENR 1.14 AIR TRAFFIC INCIDENTS

1. DEFINITION OF AIR TRAFFIC INCIDENTS

1.1 Air traffic incident is used to mean a serious occurrence related to the provision of air traffic services, such as:
a) aircraft proximity (AIRPROX),
b) serious difficulty resulting in a hazard to aircraft caused, for example, by:
1) faulty procedures
2) non-compliance with procedures, or
3) failure of ground facilities.
c) damages due to birdstrikes.

1.1.1 Definitions for aircraft proximity and AIRPROX.

Aircraft proximity. A situation in which, in the opinion of the pilot or the air traffic services personnel, the distance between aircraft, as well as their relative positions and speed, has been such that the safety of the aircraft involved may have been compromised. Aircraft proximity is classified as follows:

AIRPROX Classification

AIRPROX — the code word used in an air traffic incident report to designate aircraft proximity (Source: ICAO Doc 4444 PANS-ATM).

Incident Designation

2. USE OF THE AIR TRAFFIC INCIDENT REPORT FORM

The Air Traffic Incident Report Form (see model on pages ENR 1.14-2 to 1.14-5) is intended for use:
a) by a pilot for filing a report on an air traffic incident after arrival or for confirming a report made initially by radio during flight.
Note: The form, if available on board, may also be of use in providing a pattern for making the initial report in flight.
b) by an ATS unit for recording an air traffic incident report received by radio, telephone, or teleprinter.

Note: The form may be used as the format for the text of a message to be transmitted over the AFS network.

3. REPORTING PROCEDURES (INCLUDING IN-FLIGHT PROCEDURES)

3.1 The following are the procedures to be followed by a pilot who is or has been involved in an incident:

a) during flight, use the appropriate air/ground frequency for reporting an incident of major significance, particularly if it involves other aircraft, so as to permit the facts to be ascertained immediately,
b) as promptly as possible after landing, submit a completed Air Traffic Incident Report Form
1) for confirming a report of an incident made initially, as in a) above, or for making the initial report on such an incident if it had not been possible to report it by radio;
2) for reporting an incident which did not require immediate notification at the time of occurrence.
c) The birdstrike report form supplied by the airport authority is to be completed after landing.
3.2 An initial report made by radio should contain the following information:
a) aircraft identification;
b) type of incident, e.g., aircraft proximity,
c) the incident; 1. a) and b); 2. a), b), c), d), n); 3. a), b), c), i); 4. a), b);
d) miscellaneous: 1. e).

3.3 The confirmatory report on an incident of major significance initially reported by radio or the initial report on any other incident should be submitted to:

Postal Address:
Civil Aviation Authority

P. O. Box

DAMASCUAS 

AFS Address:

Telephone:

Telefax

Email:

The pilot should complete the Air Traffic Incident Report Form, supplementing the details of the initial reports as necessary.
Note: Where there is no ATS Flight Information Service, the report may be submitted to another ATS unit.

4. PURPOSE OF REPORTING AND HANDLING OF THE FORM

4.1 The purpose of the reporting of aircraft proximity incidents and their investigation is to promote the safety of aircraft. The degree of risk involved in an aircraft proximity incident should be determined in the incident investigation and classified as "risk of collision", "safety not assured" or "risk not determined".

4.2 The purpose of the form is to provide investigatory authorities with as complete information on an air traffic incident as possible and to enable them to report back, with the least possible delay, to the pilot or operator concerned, the result of the investigation of the incident and, if appropriate, the remedial action taken.

5. AIR TRAFFIC INCIDENT REPORT

FORM ICAO.

6. DIAGRAMS OF AIRPROX

Instructions for the completion of the Air Traffic Incident Report Form

ENR 2.1 FIR, UIR,TMA AND CTA

Damascus FIR (OSTT)

The Damascus Flight Information Region is identified by the ICAO code OSTT. It provides flight information service and alerting service from the surface to unlimited altitude within the territory of the Syrian Arab Republic.

FIR Boundaries

The lateral boundaries of the Damascus FIR are as follows:

• North: Turkish FIR boundary (Ankara FIR — LTAA)
• East: Baghdad FIR boundary (ORBB)
• South: Amman FIR boundary (OJAC)
• West: Beirut FIR boundary (OLBB) and Nicosia FIR boundary (LCCC)

Upper Information Region (UIR)

The Upper Information Region is co-extensive with the Damascus FIR and extends from FL 150 to unlimited.

Terminal Control Areas (TMA)

Control Areas (CTA)

Control areas within the Damascus FIR correspond to published ATS routes and their associated protected airspace. Class A airspace applies at FL 180 and above.

Control Areas within Damascus FIR (AIP ENR 2.1)

Damascus UIR

The Damascus Upper Information Region is co-extensive with the lateral limits of the Damascus FIR. Upper airspace services above FL245 are provided by Damascus ACC.

ENR 2.2 OTHER REGULATED AIRSPACE

Details of regulated airspace in the Damascus FIR, including Terminal Control Areas (TMA), Control Zones (CTR), and other defined airspace, are published in the relevant AD sections for each aerodrome.

Military exercise and training areas may be activated by NOTAM.

Airspace Categories (AIP ENR 2.2)

There are two categories of airspace within the Damascus FIR:

ATC Services Along Airways

Air traffic control is provided along airways within control areas. All ATS within the Damascus FIR are provided by the Damascus Area Control Centre (ACC). The axis of each airway is constituted by a line connecting significant points identified by radio navigation facilities.

Coordination between operators and ATS units is effected in accordance with ICAO Annex 11 (Para 2.15) and ICAO Doc 4444 PANS-ATM (Para 6.3.3.3).

Special Procedures for Aircraft Overflying Syria

1. Aircraft entering Syrian territory must operate along the centre-line of ATS routes specified in ENR 3
2. Establish two-way radio contact with Damascus ACC on 121.300 MHz five minutes before crossing the Damascus FIR boundary
3. Aircraft arriving from TUSYR and NISAP must contact Aleppo Tower on 119.100 MHz
4. Maintain a continuous listening watch on 121.300 MHz throughout the flight
5. Pilots must inform Damascus ACC on VHF of any navigation aid system failure or malfunction affecting their flight

Responsible Authority

The authority responsible for the overall administration of ATS provided for international civil aviation is the Directorate of Air Traffic Management (ATM) within the Syrian Civil Aviation Authority (GACA).

Approach Control Services

Approach control services are provided at the following aerodromes:

ENR 3.1 — Lower ATS Routes

Lower ATS Routes — Damascus FIR

IFR ATS routes established within Damascus FIR per ICAO Doc 7030:

Upper limit /Lower limit   

600
-------
GND

Route Hubs

• DAM VOR/DME (116.0): G202, L513, R785
• ALE DVOR/DME (114.5): B544, B538, W4, W6, UM861
• KTN VOR/DME (117.7): R655, R785

Non-radar procedural environment. ICAO semi-circular cruising levels apply.

ENR 4.1 RADIO NAVIGATION AIDS - EN-ROUTE

The following radio navigation aids are established within Damascus FIR for en-route, terminal, and approach use in accordance with ICAO Annex 10.

VOR/DME Stations

NDB Stations

Notes

• All VOR/DME stations provide both azimuth and distance information per ICAO Annex 10 Vol I.
• DVOR (Doppler VOR) installations at ALE, LTK, DRZ, and KML provide enhanced bearing accuracy in mountainous terrain.
• NDB transmit on the LF/MF band. Service volumes may be limited by terrain and atmospheric conditions, particularly during night hours.
• Surveillance services (PSR/SSR) are NOT available within Damascus FIR. Procedural ATC separation is applied.

NAVAID Identifier and Coordinate Reference (AIP ENR 4.1)

All radio navigation aid identifiers and coordinates listed above are designated in accordance with ICAO Annex 10 and verified using WGS-84 geodetic datum. Each identifier consists of a 2-3 letter code assigned by GACA and registered with ICAO. Coordinates are expressed in degrees, minutes, and seconds (DMS) format.

NAVAID Coverage

The following coverage applies to en-route NAVAIDs within the Damascus FIR:

GEN 1.1 — Designated Authorities

Civil Aviation Authority

The General Authority of Civil Aviation (GACA) of the Syrian Arab Republic is the sole authority responsible for civil aviation matters, including:

• Air navigation services
• Airspace management
• Aerodrome regulation and certification
• Aircraft registration and airworthiness
• Personnel licensing and training
• Aviation security
• Aviation safety oversight

GACA Contact

Aeronautical Information Services (AIS)

The AIS Division of GACA is responsible for the collection, collation, editing, formatting, and publishing of aeronautical information/data in accordance with ICAO Annex 15, including:

• AIP and AIP Amendments (AIRAC and non-AIRAC)
• AIP Supplements
• Aeronautical Information Circulars (AIC)
• NOTAMs (Series A) 
• Pre-Flight Information Bulletins (PIB)
• Checklists and Summaries

ATS Authority

Air Traffic Services within the Damascus FIR (OSTT) are provided by the ATS Division of GACA. The Damascus Area Control Centre (ACC) provides area control, approach control, and aerodrome control services at designated aerodromes.

General Requirements

All aircraft entering the Syrian Arab Republic airspace must comply with the regulations set forth by GACA and the national laws governing civil aviation.

Overflight Permits

Non-scheduled flights (charter, private, military, state) require prior overflight/landing permission from GACA. The permission number must be inserted in Item 18 of the flight plan.

Customs, Immigration and Health

All international traffic must use designated airports of entry/exit. Passengers and crew are subject to immigration, customs, and health clearance procedures.

Airports of Entry

• OSDI — Damascus International Airport
• OSAP — Aleppo International Airport
• OSLK — Lattakia International Airport (Lattakia)

Transit Requirements

Aircraft transiting through Syrian airspace without landing must:

1. File an IFR or VFR flight plan through Damascus ACC at least 24 hours before the planned flight
2. Obtain an overflight permit from GACA for non-scheduled operations
3. Operate along ATS routes as specified in ENR 3.1 and establish two-way radio contact with Damascus ACC on 121.300 MHz five minutes before crossing the FIR boundary
4. Maintain a continuous listening watch on the assigned ACC frequency throughout transit
5. Comply with SSR transponder code assignments from Damascus ACC

Departure Requirements

• Departing aircraft must have valid ATC clearance before engine start
• Customs and immigration formalities must be completed at the aerodrome of departure
• General aviation departures are handled by the airport operations authority
• Flight plans must be filed at least 60 minutes prior to EOBT for IFR flights

Diplomatic/State Aircraft

Diplomatic and State flights require specific clearance from the Ministry of Foreign Affairs and GACA. Applications must be submitted at least 72 hours in advance through diplomatic channels.

GEN 3.1 — Aeronautical Information Services (AIS)

Responsible Authority

Aeronautical Information Services for the Syrian Arab Republic are provided by the AIS Division of the General Authority of Civil Aviation (GACA), Damascus.

AIS Functions

• AIP Publication: The electronic Aeronautical Information Publication (eAIP) is maintained and published in accordance with ICAO Annex 15 and ICAO Doc 8126.
• NOTAM Service: NOTAMs of Series A  are originated and distributed via the AFTN.
• AIP Amendments: Published on the AIRAC cycle (28-day) per ICAO standards.
• AIP Supplements: Issued for temporary changes of long duration or containing extensive text/graphics.
• Pre-Flight Information Bulletin (PIB): Available at AIS offices at OSDI, OSAP, OSLK.
• Aeronautical Information Circulars (AIC): Published as required for advisory information.

AIS Contact

Pre-flight Briefing and Information Services

ENR 4.1 RADIO NAVIGATION AIDS - EN-ROUTE

The following radio navigation aids are established within Damascus FIR for en-route, terminal, and approach use in accordance with ICAO Annex 10.

ENR 1.13 UNLAWFUL INTERFERENCE

1. GENERAL

The following procedures are intended for use by aircraft when unlawful interference occurs, and the aircraft is unable to notify an ATS unit of this fact.

2. PROCEDURES

Unless considerations aboard the aircraft dictate otherwise, the pilot-in-command should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or within radar coverage.

When an aircraft subjected to an act of unlawful interference and must depart from its assigned track or its assigned cruising level without being able to make radiotelephony contact with ATS, the pilot-in-command should, whenever possible:

a) attempt to broadcast warnings on the VHF emergency frequency and other appropriate frequencies, unless considerations aboard the aircraft dictate otherwise. Other equipment, such as onboard transponders, data links, etc., should also be used when it is advantageous to do so, and circumstances permit. The transponder shall be set to mode A/3 code 7500; and

b) proceed in accordance with applicable special procedures for in-flight contingencies, where such procedures have been established and promulgated in DOC 7030 - Regional Supplementary Procedures; or

c) if no applicable regional procedures have been established, proceed at a level which differs from the cruising levels normally used for IFR flight in the area by 300 M (1 000 FT) if above FL410 or by 150 M (500 FT) if below FL410.

Definition — Acts of Unlawful Interference

Per AIP ENR 1.13, acts of unlawful interference are acts or attempted acts such as to jeopardize the safety of civil aviation and air transport, including:

• Unlawful seizure of aircraft in flight
• Unlawful seizure of aircraft on the ground
• Hostage-taking on board aircraft or on aerodromes
• Forcible intrusion on board an aircraft, at an airport, or on the premises of an aeronautical facility

Procedures for Flight Crew

• Transponder Code 7500: Set the transponder to code 7500 to silently signal unlawful interference, provided it would not exacerbate the situation
• Communicate with ATS: Use any available method, such as a regular frequency call or a deviation from the flight plan
• Assess and act: The crew must constantly assess the situation and take actions that are considered safe and will not worsen the situation

Procedures for Air Traffic Control

• Recognize signs: Recognize signs of unlawful interference — crew using transponder code 7500, sudden deviation from flight plan, or distress call
• Notify authorities: Immediately inform the appropriate authorities and emergency services
• Provide separation: Ensure increased separation between the affected aircraft and all other traffic
• Silence non-essential calls: Silence all non-urgent calls on a regular basis to avoid further distraction or confusion
• Support the flight: Do not interrupt the flight crew's assessment of the situation
• Military coordination: Be prepared to follow military interception procedures as advised by national authorities

ENR-1.1 GENERAL  RULES  

1-GENERLAL

The air traffic rules and procedures applicable  in the Syrian Arab Republic territory conform with ANNEX 2and 11 to the Convention on International  Civil Aviation, and to these portions applicable to aircraft, of the procedures for Air Navigation Services, Rules of the Air Traffic Services, and Regional Supplementary Procedures applicable to the EUR/MID/AISA regions, except in the cases indicated hereunder

2. AIR TRAFFIC CONTROL CLEARANCE

An air traffic clearance constitutes authorization for an aircraft to proceed under conditions specified by an air traffic control unit to
a clearance limit under specified conditions. Further clearance is required upon reaching the limit of the clearance.

 Clearances are issued solely for expediting and separating air traffic and are based on known traffic conditions that affect safety in aircraft operation. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

Clearances are issued solely for the purpose of expediting and separating air traffic, and are based on known traffic conditions that affect safety in aircraft operations. Such traffic conditions include not only aircraft in the air and on the maneuvering area over which control is being exercised, but also any vehicular traffic or other obstructions not permanently installed on the maneuvering area in use.

ATC clearances do not constitute authority to violate any applicable regulations for promoting the safety of flight operations or for any other reason. other purpose; neither do clearances relieve a pilot-in-command of any responsibility whatsoever in connection with a possible violation of applicable rules and regulations.

3. ADHERENCE TO CLEARANCE FOR IMMEDIATE TAKE-OFF

All operators are reminded that when ATC clears an aircraft for IMMEDIATE TAKE-OFF, the aircraft is to enter the runway and commence its take-off roll without stopping. If unable to comply with this instruction, ATC shall be notified before the aircraft enters the runway.

4. AIR TRAFFIC CONTROL INSTRUCTION

Air traffic control instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a specific action. A pilot is required to comply with an ATC instruction or shall inform ATC if unable.

5. READBACK OF ATC CLEARANCE AND INSTRUCTIONS

5.1 The flight crew shall read back to the air traffic controller safety-related parts of ATC clearances and instructions which are transmitted by voice. The following items shall always be read back:
a) ATC route clearances;
b) clearances and instructions to enter, land on, take off from, hold short of, cross, taxi, and backtrack on any runway; and
c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions, and, whether issued by the controller or contained in Automatic Terminal Information Service (ATIS) broadcasts, transition levels.
5.2 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

6. HORIZONTAL SPEED CONTROL INSTRUCTIONS

In order to facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the appropriate authority, be instructed to adjust speed in a specified manner.

Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller. The pilot shall inform the ATC unit concerned if at any time they are unable to comply with a speed instruction. Pilots shall adhere to the speed limits associated with airspace classifications and the speed restrictions notified in procedures published in AD 2. Pilots shall also adhere to the speed (IAS or Mach Number) approved or assigned by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in speed (e.g., due to turbulence), ATC shall be notified as soon as possible that such a change has been made.

Pilots of aircraft unable to maintain the last assigned speed during any particular phase of flight (e.g., for aircraft performance reasons) shall inform ATC as soon as possible in order that another speed/alternative clearance can be issued.

7. VERTICAL SPEED CONTROL INSTRUCTIONS

In order to facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust the rate of climb or rate of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft in order to establish or maintain a specific vertical separation minimum.

The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of climb or descent.

8. POSITION REPORTING

Pilots are to make a position report in the following circumstances:

a) after transfer of communication;

b) on reaching the limit of ATS clearance;

c) when instructed by Air Traffic Control;

The position reports shall contain the following elements of information:

a) aircraft identification;

b) position (and time if required by ATC);

c) flight level or altitude, including passing level and cleared level if not maintaining the cleared level;

d) When assigned a speed to maintain, the flight crew shall include this speed in their position reports. The assigned speed shall also be included in the initial call after a change of air-ground voice communication channel, whether or not a full position report is required.

9.Air Traffic Services 

The following ATS units provide services within the Damascus FIR:

• Damascus Area Control Centre (ACC) — En-route control and flight information service throughout the FIR
• Damascus Approach Control — Terminal area services for OSDI
• Aleppo Approach Control — Terminal area services for OSAP
• Lattakia Approach Control — Terminal area services for OSLK

10. Flight Rules

All flights within the Damascus FIR shall be conducted in accordance with:

• ICAO Annex 2 — Rules of the Air
• Syrian civil aviation regulations
• Provisions published in this AIP

11. Responsibility for Separation

In the absence of radar surveillance (see ENR 1.6), separation of IFR traffic is based on procedural control methods as specified in ICAO Doc 4444 (PANS-ATM).

ENR 1.2 VISUAL FLIGHT RULE

ANNEX 2, RULES OF THE AIR (9th Edition amendment 36) — Chapter 4: Visual Flight Rules

VFR flight shall not be operated:

• Between sunset and sunrise.
• Above FLIGHT LEVEL 150.
• At transonic and supersonic speeds.

Except when necessary for taking-off or landing, a VFR flight shall not be flown:

• Over the congested areas of cities, towns or settlements or over an open-air assembly of persons, at a height less than 300m (1000ft) above the highest obstacle within a radius of 600m from the aircraft.
• Elsewhere, at a height less than 150m (500ft) above the ground or water.

VFR Minima within Damascus FIR

VFR Flight Requirements

ENR 1.3 INSTRUMENT FLIGHT RULES

1. RULES APPLICABLE TO ALL IFR FLIGHTS

1.1 Aircraft Equipment

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

1.2 Minimum Levels

Except when necessary for take-off or landing or when specifically authorized by the appropriate authority, an IFR flight shall be flown at a level that is not below the minimum altitude established by GACA in accordance with Syrian AIP.

1.3 Change from IFR Flight to VFR Flight

An aircraft electing to change the conduct of its flight from compliance with the instrument flight rules to compliance with the visual flight rules shall, if a flight plan was submitted, notify the appropriate Air Traffic Services unit specifically that the IFR flight is cancelled.

2. RULES APPLICABLE TO IFR FLIGHTS WITHIN CONTROLLED AIRSPACE

2.1 IFR flights shall comply with the provisions of 3.6 of ICAO Annex 2 to the Convention on International Civil Aviation when operated in controlled airspace.

2.2 Except whenever otherwise indicated in air traffic control clearances or specified in the Aeronautical Information Publication (AIP), an IFR flight operating in cruising flight in controlled airspace shall be flown at a cruising level, or, if authorized to employ cruise climb techniques, between two levels or above a level selected from:

a) the table of cruising levels in Appendix 3 of ICAO Annex 2; or

b) a modified table of cruising levels, when so prescribed in accordance with Appendix 3 of ICAO Annex 2 for flight above FL410.

2.3 All IFR flights are required to carry a functioning Mode C SSR transponder when operating in class A, or class B airspace.

2.4 Non-functioning SSR transponder equipment must be reported to ATC immediately. ATC radar procedures are based on the carriage of this equipment and may require certain restrictions in the case of non-functioning equipment.

2.5 SID and STAR
The flight crew shall comply with published SID and STAR speed restrictions unless the restrictions are explicitly cancelled or amended by the controller.

2.6 Instrument Approach
The approach control unit shall specify the instrument approach procedure to be used by arriving aircraft. A pilot may request an alternative procedure and, if circumstances permit, should be cleared accordingly.

2.7 Visual Approach

An IFR flight may be cleared to execute a visual approach provided the pilot has the aerodrome in sight and can maintain visual reference to the terrain, and:

• The reported ceiling is at or above the approved initial approach level for the aircraft; or
• The pilot reports at the initial approach level that meteorological conditions are such that a visual approach and landing can be completed.

2.8 IFR Flights in Controlled Airspace

IFR flights shall comply with the provisions of 3.6 of Annex 2 to the Convention on International Civil Aviation when operated in controlled airspace.

2.9 Communication Failure Procedures

In VMC: 

1. Continue to fly in visual meteorological conditions;
2. Land at the nearest suitable aerodrome; and
3. Report the arrival by the most expeditious means to the appropriate air traffic control unit

In IMC (Procedural Separation): Maintain the last assigned speed and level, or minimum flight altitude if higher, for 20 minutes following failure to report position, then adjust level and speed per the filed flight plan.

In IMC (Surveillance Areas): 

1. In airspace where an ATS surveillance system is used in the provision of air traffic control, maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes (see Note 2 below) following:

   i) The time the last assigned level or minimum flight altitude is reached; or

   ii) Time the transponder is set to Code 7600 or the ADS-B transmitter is set to indicate the loss of air-ground communications; or

   iii) The aircraft’s failure to report its position over a compulsory reporting point;

   whichever is later and thereafter adjust level and speed in accordance with the filed flight plan;

2. When being vectored or having been directed by ATC to proceed offset using RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude;
3. Proceed according to the current flight plan route to the appropriate designated navigation aid or fix serving the destination aerodrome and, when required to ensure compliance with 5), hold over this aid or fix until commencement of descent;
4. Commence descent from the navigation aid or fix specified in 4) at, or as close as possible to, the expected approach time last received and acknowledged; or, if no expected approach time has been received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the current flight plan;
5. Complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and
6. Land, if possible, within 30 minutes after the estimated time of arrival specified in 5) or the last acknowledged expected approach time, whichever is later.

3. RULES APPLICABLE TO IFR FLIGHTS OUTSIDE CONTROLLED AIRSPACE

NIL

ENR 1.4 ATS AIRSPACE CLASSIFICATION AND DESCRIPTION

1.General

ICAO has indicated that States are required to select the classes of ATS airspace which best fit their needs. The following classes have been selected for application within Damascus FIR:

• CLASS A — Replaces "instrument restricted airspace". Includes all controlled airspace at FL 180 and above.
• CLASS B — Replaces "visual exempted airspace". Includes all controlled airspace below FL 180.

Classifications of other airspace are undefined because they are not used by civil aircraft.

2. REQUIREMENTS FOR FLIGHTS

The requirements for flights within each class of airspace are as shown in the table on pages ENR 1.4-2 and ENR 1.4-3.

1) When so prescribed by the appropriate ATS authority:

(a) Lower flight visibilities to 1500 M may be permitted for flights operating:

1) at speeds that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision; or

2) in circumstances in which the probability of encounters with other traffic would normally be low, e.g., in areas of low traffic volume and for aerial work at low levels;

b) Helicopters may be permitted to operate in less than 1500 M flight visibility, if maneuvered at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision.

ATS Airspace Description — Syria

ENR 1.5 HOLDING, APPROACH, AND DEPARTURE PROCEDURES

1-General

The holding, departure, and approach procedures in use are based on those contained in the last edition of ICAO Doc 8168-OPS/611 (PANS-OPS). The holding and approach procedures are based on the values and factors contained in PANS-OPS Volume I, Part II. If, for any reason, a pilot is unable to conform to the procedures for normal conditions laid down for any particular holding pattern, the pilot shall advise ATC as early as possible

Published Holding Patterns — Damascus FIR

1.5.2 Arriving Flights

IFR flights entering the control area will be cleared to a specified holding point and instructed to contact aerodrome control tower at a specified time, level or position. Due to limited airspace, approaches and holding procedures must be carried out as exactly as possible.

1.5.3 Departing Flights

IFR flights departing controlled aerodromes receive initial ATC clearance from the local aerodrome control tower. The clearance limit is normally the destination aerodrome. IFR flights from non-controlled aerodromes shall not take off without prior arrangements with ACC.

1.5.4 Startup Clearance

Engines of departing aircraft shall not be started unless clearance has been obtained from the Aerodrome Control Tower. Startup clearance requests shall be made at least 5 minutes in advance.

ENR 1.6 ATS SURVEILLANCE SERVICES AND PROCEDURES

1.General

1.1 ATS surveillance shall be provided as a function in the provision of air traffic services.

1.2 Pilots will be advised on the commencement and termination of radar services.

2. RADAR COVERAGE

Total radar coverage within the Damascus FIR.

3. APPLICATION OF RADAR CONTROL SERVICE

3.1 Radar identification is achieved to provisions specified by ICAO.
3.2 Radar control services are provided in all controlled airspace. This service may include:
a) radar separation of arriving, departing, and en route traffic;
b) radar monitoring of arriving, departing, and en route traffic to provide information on any significant deviation from the normal flight path;
c) radar vectoring when required;
d) assistance to aircraft in an emergency;
e) assistance to aircraft crossing controlled airspace;
f) warnings and position information on other aircraft considered constituting a hazard;
g) information to assist in the navigation of aircraft;
h) information on observed weather.

3.3 The minimum horizontal radar separations are:
a) 20 NM between all traffic routing, longitudinal, same speed, same track, and level.
b) 10 NM minimum longitudinal separation for descending and climbing same track.

c) 10 NM minimum lateral separation for descending and climbing the same track or reciprocal tracks shall be no tracks converging.

4. SECONDARY SURVEILLANCE RADAR (SSR)

4.1 Operating procedures
4.1.1 Except as provided below, pilots will operate transponders and select modes and codes according to ATC instructions. In particular, when entering the Damascus FIR, pilots who have already received specific instructions from ATC concerning the setting of the transponder will maintain that setting until otherwise instructed. Mode C will be selected at all times unless otherwise instructed or in exceptional cases as stated below.

4.1.2 Mode C will be selected at all times unless otherwise instructed.

4.1.3 System of SSR Code Assignment.

a) Damascus uses code blocks assigned under the originating region code allocation method. (OSTT)

b) Aircraft entering the Damascus FIR shall retain the SSR code previously issued by ATC in an adjacent FIR 

c) The following Transit SSR codes (Mode A) will be assigned by Damascus  ACC for flights entering Damascus 5700 to 5777 FIR and flights departing Damascus airports intending to leave Damascus FIR.
d) The following Domestic SSR codes (Mode A) will be assigned by Damascus ACC for flights remaining within the Damascuas FIR:3030 to 3077

4.2 Emergency procedures

4.2.1 If the pilot of an aircraft encountering a state of emergency has previously been directed by ATC to operate the transponder on a specific code, this code setting will be maintained until otherwise advised. In all other emergency circumstances, the transponder will be set as follows:
a) Mode A/3 code 7500 - Unlawful interference.
b) Mode A/3 code 7600 - Radio communication failure.
c) Mode A/3 code 7700 - Other states of emergency.

4.2.2 Notwithstanding the procedure in paragraph 4.1.1 above, a pilot may select mode A/3 code 7500, 7600, or 7700, as appropriate, whenever the nature of the Emergency is such that this appears to him to be the most suitable course of action.

5. RADAR AND RADIO FAILURE PROCEDURES

5.1 Radar Failure

In case of radar failure or loss of radar identification, instructions will be issued to restore non-radar standard separation and the pilot will be instructed to communicate with the parent ATS unit.

5.2 Radio Failure
5.2.1 Aircraft not equipped with a transponder
The radar controller will establish whether the aircraft radio receiver is working by instructing the pilot to perform a turn, maintain the new heading for a period of time (specified), and then resume normal navigation. The magnitude of the turn will be such as to enable the identification to be achieved should the aircraft not previously have been identified. The direction of the turn will be determined by the operational requirements.

5.2.2 Aircraft equipped with a transponder
The radar controller will establish whether the aircraft radio receiver is working by instructing the pilot to perform one or more of the following:
a) change transponder mode,
b) change transponder code,
c) operate the SPI feature.

The method used will be such as to enable the identification to be achieved should the aircraft not previously have been identified.

5.2.3 Action by radar control
a) If subsequent movement of the radar echo or subsequent radar responses indicate that the aircraft radio receiver is working, the radar controller will assume or resume radar control, as the case may be, and continue to pass instructions as for a normal radar service.
b) If subsequent movements of the radar echo or subsequent radar responses indicate that the aircraft radio receiver is not working, the radar controller will take action, according to the circumstances prevailing, as detailed in paragraph 5.2.3.c) and d) below as appropriate.
c) If, prior to the communication failure, the radio failure aircraft was identified, the radar controller will ensure that all known traffic is provided with a minimum of 20 NM horizontal radar separation from the radio failure aircraft, performing identification as necessary, until such time as the radio failure leaves radar coverage or lands.
d) If, prior to the communication failure, the radio failure aircraft was not identified or its position is not known, the radar controller will continue to provide a radar service to the identified aircraft only, provided that primary radar coverage is sufficient for him to ensure a minimum of 20 NM horizontal radar separation from all unknown traffic, until such time as the radio failure aircraft is known to have left the area or landed.

5.2.4 Action by aircraft
a) Aircraft able to receive transmissions from radar control will comply with such instructions as are issued, acknowledging as indicated by the radar controller, as detailed in paragraph 5.2.3 a) above.

b) Aircraft not able to receive transmissions will comply with the ICAO radio communication failure procedures as prescribed in Annex 2, 3.6.5.2, and PANS-ATM Chapter 15.2 

c) It is essential that the procedures as detailed above, as appropriate, are rigidly adhered to as the action by radar control, detailed above, are based upon aircraft compliance therewith; failure to comply may result in loss of separation.

5.2.5 Action in the event of air-ground communication failure

As soon as it is known that two-way communications has failed, ATC shall maintain separation between the aircraft having the communication failure and other aircraft based on the assumption that the aircraft will operate in accordance with 5.2.6 and 5.2.7.

5.2.6 Visual meteorological condition (VMC)
Except as provided in 5.2.7, a controlled flight experiencing communications failure in VMC shall:
a) set transponder to code 7600;
b) continue to fly in VMC;
c) land at the nearest suitable aerodrome; and
d) report its arrival time by the most expeditious means to the appropriate air traffic control unit.

5.2.7 Instrument meteorological conditions (IMC)
A controlled IFR flight experiencing communications failure in IMC or in VMC when it does not appear feasible to continue in VMC within the Muscat FIR shall:
a) set transponder to code 7600; and
b) maintain the last assigned speed and level or the minimum flight altitude, if the minimum flight altitude is higher than the last assigned level, for a period of 7 minutes.
The period 7 minutes commences:
1) if operating on a route without compulsory reporting points or has been instructed to omit position
report:
a) at the time the last assigned level or minimum flight altitude is reached, or
b) at the time the aircraft sets transponder to code 7600,
whichever is later; or
2) if operating on a route with compulsory reporting points and no instructions to omit position reports has been received:
a) at the time the last assigned level or minimum flight altitude is reached, or
b) at the previously reported pilot estimate for the compulsory reporting point, or
c) at the time the aircraft fails to report its position over a compulsory reporting point,
whichever is later, or
c) thereafter, adjust level and speed in accordance with the filed flight plan;

Note: With regard to changes to levels and speed, the filed flight plan, which is the flight plan as filed with an ATS unit by the pilot or designated representative without any subsequent changes, will be used.

d) if being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant point, taking into consideration the applicable minimum flight altitude;

Note: With regard to the route to be flown or the time to begin descent to the arrival aerodrome, the current flight plan, which is the flight plan, including changes, if any, brought by subsequent clearances, will be used

e) proceed according to the current flight plan to the appropriate designated navigation aid serving the destination aerodrome and, when required to ensure compliance with 5.2.7 f), hold over this aid until commencement of descent;
f) commence descent from the navigation aid specified in 5.2.7 e) at, or as close as possible to, the expected approach time last received and acknowledged or, if no expected approach time has been received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the current flight plan;
g) complete a normal instrument approach procedure as specified for the designated navigation aid; and
h) land, if possible, within thirty minutes after the estimated time of arrival specified in 5.2.7 f) or the last acknowledged expected approach time, whichever is later.

ENR 1.7 ALTIMETER SETTING PROCEDURES

1. Introduction

1.1. The altimeter setting procedures in use generally conform to those contained in PANS-OPS ICAO Doc 8168-OPS/611 Volume III, section 2, and only differences are stated.
1.2. Transition Altitude (TA) is given on the instrument approach charts.

1.3 Definitions

• QNH — Altimeter setting indicating altitude above mean sea level (AMSL) in ISA
• QFE — Altimeter setting indicating height above a specific reference datum (normally aerodrome or threshold elevation)
• Standard Pressure Setting — 1013.2 hectopascals (hPa)

2. BASIC ALTIMETER SETTING PROCEDURES

2.1 General
2.1.1 System of flight levels
2.1.1.1. FL zero is located at the atmospheric pressure level of 1013.25 hPa (29.92 IN inches Hg). Consecutive FLs are separated by a pressure interval corresponding to 500 FT in the Standard Atmosphere

2.1.1.2. Flight levels shall be numbered according to Table 4.7.
2.1.2. Transition Altitude (TA)

2.1.2.1. Damascus  FIR Transition Altitude (TA) is common and specified as 13000 FT.

2.1.2.2. Transition Altitude (TA) is published in Aeronautical Information Publications and shown on the instrument approach charts.

2.1.3 Transition level (TL)

2.1.3.1. Damascus  FIR Transition level (TL) is common and specified as FL 150.

2.1.4 References to vertical position

2.1.4.1. The Vertical positioning of aircraft operating at or below the TA shall be expressed in terms of Altitude (ALT).

2.1.4.2. The Vertical positioning of aircraft operating at or above the TL is expressed in terms of Flight Levels (FL).

2.1.4.3. Vertical positioning of aircraft while passing through the Transition Layer shall be expressed in terms of:

a) altitude when descending and,

b) flight levels when climbing.

2.1.5 The terminology TA/TL applies during:

a) climb;

b) en-route flight; and

c) approach and landing

2.2 Take-off and climb.

2.2.1 A QNH altimeter setting is made available to aircraft in taxi clearance prior to take-off.

2.2.2 During climb, all references in A/G communication to vertical position shall be in terms of:

a) FL when at or above TA; or

b) ALTs when at or below TA.

2.2.3 The altimeter subscale setting shall be changed from QNH to 1013.25 (ISA) on leaving or passing the TA.

2.3 Enroute

2.3.1 Vertical separation en route is assessed in terms of:

a) ALT, when at and below the TA; and

b) FL, when at and above the TL.

2.3.2 Terrain clearance
2.3.2.1 Terrain clearance shall be assessed on the basis of the latest Regional QNH obtainable from ATC.

2.4 Approach and landing

2.4.1 A QNH altimeter setting shall be made available to aircraft in approach clearance and in clearance to enter the traffic circuit.

2.4.2 A QFE altimeter settings are clearly identified by ATS for AD ELEV and THR ELEV if 7 FT or more below AD ELEV and are available in approach and landing clearances on request.

2.4.3 Vertical positioning of aircraft during approach is controlled by reference to:

a) FL, until reaching the TL; and

b) ALT, when below the TL.

Note: This does not preclude a pilot using either:

a) QNH setting from the top of descent when cleared for uninterrupted descent to a level below TL; or

b) QFE setting for terrain clearance purposes during final approach to the runway.

2.5 Missed approach
2.5.1 The relevant parts parts of 2.1.4, 2.2, “Take-off and climb”, and 2.4, “Approach and landing” shall be applied in the event of a missed approach.

3. ALTIMETER SETTING REGIONS (ASR).

• QNH shall be used during all operations in the aerodrome vicinity and for all take-offs
• Arriving aircraft shall set QNH upon passing the transition level or as directed by ATC
• QFE may be used upon specific pilot request
• Standard pressure (1013.2 hPa) shall be set when climbing through the transition altitude and maintained for all flight levels

3.1Transition Altitude, Level, and Layer

• Transition Altitude (TA) — Fixed altitude for each aerodrome, published in the AD section
• Transition Level (TL) — Lowest FL above TA, determined by ATS based on prevailing QNH
• Transition Layer — Airspace between TA and TL

4. PROCEDURES APPLICABLE TO OPERATORS (Including Pilots).

4.1 Flight planning

4.1.1 The levels at which a flight is to be conducted shall be specified in a flight plan in terms of :
a) Flight Levels (FL) if the flight is to be conducted at or above the Transition Level (TRL) (or the lowest usable flight level, if applicable); and
b) Altitudes (ALTs) if the flight is to be conducted in the vicinity of an aerodrome and at or below the Transition Altitude (TA).
4.1.2 The altitudes or flight levels selected for flight should:
a) ensure adequate terrain clearance at all points along of the entire route; and
b) be compatible with the table of cruising levels as shown on page ENR 1.7-1. satisfy ATC requirements; and
c) be compatible with the table of cruising levels as shown in Table 4.2

.2 Table of cruising levels
4.2.1 The cruising levels to be observed when so required are as follows:

a) In areas where, on the basis regional air navigation agreement and in accordance with conditions specified therein, a vertical separation minimum (VSM) of 300 m (1000 ft) is applied between FL290 and FL 410 inclusive.

References

• ICAO Annex 4 — Aeronautical Charts
• ICAO Annex 15 — Aeronautical Information Services

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES

These supplementary procedures are taken from ICAO Doc 7030 – Supplementary Procedures – and relating to the MID-ASIA Region are given in their entirety.

1. FLIGHT RULES

1.1 Visual Flight Rules (VFR)
(Relating to Annex 2 - 4.7 and 4.8)

1.1.1 Special Application

Flight shall be conducted in accordance with IFR (even when not operating in IMC) when operated at or above FL 150.

1.2 Instrument Flight Rules (IFR)
(Relating to Annex 2.2 and Chapter 5)

Note: Annex 2, 2.2 permits a choice for a flight to comply with either the instrument flight rules or the visual flight rules when operating in visual meteorological conditions, subject to certain limitations in Chapter 4 of the Annex. The following indicates certain further restrictions to that choice.

1.2.1 Special Application of Instrument Flight Rules
1.2.1.1 Flights shall be conducted in accordance with the Instrument Flight Rules (even when not operating in instrument meteorological conditions) when operated:
1. more than 100 NM seaward from the shoreline within controlled airspace; or
2. above flight level 150.

2. FLIGHT PLANS

2.1 Content - General
(Relating to Annex 2 – Chapter 3; P-ATM – Chapter 4 and Appendix 2)

2.1.1 Reduced Vertical Separation Minimum (RVSM)- Approved Aircraft
2.1.1.1 The aircraft registration shall be inserted in Item 18 of the ICAO flight plan form.

2.1.1.2 Operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of State aircraft intending to operate within the RVSM airspace specified in 4.1 b) 2 shall include STS/NONRVSM in Item 18 of the ICAO flight plan form

2.1.2 Non-RVSM - Approved Aircraft
2.1.2.1 Civil operators of non-RVSM-approved aircraft shall flight plan to operate outside the RVSM airspace specified in 4.1.

3. COMMUNICATIONS

3.1 Air-Ground Communications and In-Flight Reporting

Aircraft flying within Damascus FIR are requested to maintain a continuous listening watch on the air/ground frequency of Damascus ACC.

4. REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

4.1 Area of Applicability

RVSM shall be applicable in that volume of airspace between FL290 and FL410 inclusive in the Muscat FIR/ UIR, as described in ENR 2.1.

Within this airspace, the vertical separation minimum shall be:

a) 1000 FT between RVSM-approved aircraft;

b) 2000 FT between:

1) non-RVSM-approved State aircraft and any other aircraft operating within the RVSM airspace;

2) formation flights of State aircraft and any other aircraft operating within the RVSM airspace;

3) an aircraft experiencing a communication failure in flight and any other aircraft, when both aircraft are operating within RVSM airspace.

ENR 1.9 — Air Traffic Flow Management (ATFM)

NIL

ENR 1.10 FLIGHT PLANNING

(Restriction, limitation, or advisory information)

1. REQUIREMENT FOR THE SUBMISSION OF A FLIGHT PLAN

1.1i Operators of all flights within the Damascus FIR are required to submit a flight plan;

ii Operators of local flights, i.e., those which will remain within the Muscat TMA or Salalah CTR, may satisfy the above requirements by notifying the appropriate ATSU of:

a) the aircraft call sign (and registration, if different);

b) the ETD and brief details of the intended flight;

c) the destination.

1.2 All Aircraft operators shall submit their Flight Plans in accordance with the ICAO format not more than 120 hours and at least 60 minutes prior to estimated off-block time (EOBT) and/or entering the Damascus FIR.

1.3 Time of submission

A flight plan shall be submitted at least 60 minutes prior to departure, taking into account the requirements for timely information to ATS units within the airspace along the proposed route to be flown. 

1.4 Place of submission
a) Flight plans shall be submitted via the Air Traffic Services Reporting Office (ARO) at the departure aerodrome.
b) All flight plans shall be submitted by AFTN or email

Note 1: All FPLs shall be submitted to the following addresses:

AFS: Refer to ENR 1.11 - Addressing of Flight Plan messages

Email:

1.5 VFR flight plan for alerting service only
Alerting service is, in principle, provided to flights for which a flight plan has been submitted.

1.6 Contents and form of a flight plan

a) ICAO flight plan forms are available at AROs at uncontrolled  The instructions for completing those forms shall be complied with.

b) Flight plans concerning IFR flights along ATS routes need not include FIR-boundary estimates. Inclusion of FIR-boundary estimates is, however, required for off-route IFR flights and international VFR flights.

c) When a flight plan is submitted by telephone, teletype or telefax, the sequence of items of the flight plan-form shall be strictly followed.

A flight plan shall be completed up to and including Item 19 and shall include registration, type of aircraft, and boundary estimates for all aircraft overflying Damascus FIR or landing at Syrian airports.

Note: A flight plan should be submitted for RVSM-approved aircraft. The flight plan should be printed and should include English text.

1.7Adherence to ATS route structure.

No flight plans shall be filed for routes deviating from the published ATS route structure, unless prior permission has been obtained from the appropriate ATC authorities.

1.8 Authorization for special flights

Flights of a specific character, such as survey flights, scientific research flights, etc., may be exempted from the restriction specified above.

Request for exemption shall be mailed so as to be received at least one week before the intended day of operation to:

Postal Address:
Civil Aviation Authority
P. O. Box 1 
POSTAL CODE 
DAMASCUS
AFS Address: 
Telefax: 

2. OPERATION OF REPETITIVE FLIGHT PLAN (RPL)

RPLs are not accepted, and all operators are required to file a full flight plan in accordance with ENR 1.10.

3. CHANGES TO THE SUBMITTED FLIGHT PLAN

3.1 All changes to a flight plan submitted for an IFR flight or a controlled VFR flight and significant changes to a flight plan submitted for an uncontrolled VFR flight shall be reported as soon as possible to the appropriate ATS unit. In the event of a delay in departure of 30 minutes or more for a flight for which a flight plan has been submitted, the flight plan shall be amended, or a new flight plan shall be submitted after the old plan has been canceled. It is imperative that standard ICAO CHG, DLA, and CNL protocols are used.

Note 1: If a delay in departure of a controlled flight is not properly reported, the relevant flight plan data may no longer be readily available to the appropriate ATS unit when a clearance is ultimately requested, which will consequently result in extra delay for the flight.

3.2 Whenever a flight, for which a flight plan has been submitted, is canceled, the appropriate ATS unit shall be informed immediately.

3.3 Changes to a current flight plan for a controlled flight during flight shall be reported or requested, subject to the provisions in ICAO Annex 2, 3.6.2. (Adherence to flight plan).

3.4 Arrival report (closing a flight plan)

A report of arrival shall be made at the earliest possible moment after landing to the airport office of the arrival aerodrome by any flight for which a flight plan has been submitted, except when the arrival has been acknowledged by the local ATS unit. After landing at an aerodrome which is not the destination aerodrome (diversionary landing), the local ATS unit shall be specifically informed accordingly. In the absence of a local ATS unit at the aerodrome of diversionary landing, the pilot is responsible for passing the arrival report to the destination aerodrome.

Arrival reports shall contain the following elements of information:
a) aircraft identification
b) departure aerodrome
c) destination aerodrome
d) time of arrival
In the case of diversion, insert the "arrival aerodrome" between "destination aerodrome" and "time of arrival".

4. FLIGHT PLAN

4.1 Flight Plan Form

4.1.1 An operator shall, prior to departure.

a) ensure that, where the flight is intended to operate on a route or in an area where a navigation specification is prescribed, it has an appropriate RNP approval, and that all conditions applying to that approval will be satisfied;
b) ensure that, where operation in reduced vertical separation minimum (RVSM) airspace is planned, it has the required RVSM approval;
c) ensure that, where the flight is intended to operate where a RCP specification is prescribed, it has an appropriate approval, and that all conditions applying to that approval will be satisfied; and
d) ensure that, where the flight is intended to operate where a RSP specification is prescribed, it has an appropriate RSP approval, and that all conditions applying to that approval will be satisfied.

ENR 1.11 ADDRESSING OF FLIGHT PLAN MESSAGES

1. GENERAL

AFS Addressee Indicators for ATS Messages Within Damascus FIR

AFS Addressee Indicators by ATS Unit

Flight Plan Message Addressing

Flight plan messages (FPL, CHG, CNL, DLA, DEP, ARR) shall be addressed in accordance with ICAO Doc 7030 and the ICAO AFTN Addressing Directory.

Syrian ATS Unit AFTN Addresses

ENR 1.12 INTERCEPTION OF CIVIL AIRCRAFT

1. GENERAL

The following procedures and visual signals apply over the territory and territorial waters of the Damascus FIR in the event of interception of an aircraft.

1.1 An aircraft that is intercepted by another aircraft shall immediately:
a) follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals in accordance with the specifications;
b) notify, if possible, the ATS unit responsible for the airspace in which the aircraft is flying;
c) make a general call on the emergency frequency 121.500 MHz to attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, giving the identity of the intercepted aircraft, the nature of the flight, and if no contact has been established, and it is practical, repeat the call on the emergency frequency 243.000 MHz;
d) If equipped with an SSR transponder, select Mode A, Code 7700, unless otherwise instructed by the appropriate ATS unit.

1.2 If radio contact is established during interception but communication in a common language is not possible, attempts shall be made to convey instructions, acknowledgment of instructions, and essential information by using the phrases and pronunciations in the following table and transmitting each phrase twice:

1.2.1 The following phrases shall be used by the intercepting aircraft and transmitted twice in the circumstances described in the preceding paragraph:

¹ Syllables to be emphasized are printed in bold letters.
² The call sign required to be given is that used in radiotelephony communications with air traffic services units and corresponding to the aircraft identification in the flight plan.
³ Circumstances may not always permit, nor make desirable, the use of the phrase "HIJACK".

1.3 If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals, the intercepted aircraft is required to request immediate clarification while continuing to comply with the visual instructions given by the intercepting aircraft.
1.4 If instructions received by radio from any source conflict with those given by the intercepting aircraft by radio, the intercepted aircraft is required to request immediate clarification while continuing to comply with the radio instructions given by the intercepting aircraft.

1.5 The visual signals detailed in the table "SIGNALS FOR USE IN THE EVENT OF INTERCEPTION" shall be used.

2. SIGNALS FOR USE IN THE EVENT OF INTERCEPTION

ENR 1.14 AIR TRAFFIC INCIDENTS

1. DEFINITION OF AIR TRAFFIC INCIDENTS

1.1 Air traffic incident is used to mean a serious occurrence related to the provision of air traffic services, such as:
a) aircraft proximity (AIRPROX),
b) serious difficulty resulting in a hazard to aircraft caused, for example, by:
1) faulty procedures
2) non-compliance with procedures, or
3) failure of ground facilities.
c) damages due to birdstrikes.

1.1.1 Definitions for aircraft proximity and AIRPROX.

Aircraft proximity. A situation in which, in the opinion of the pilot or the air traffic services personnel, the distance between aircraft, as well as their relative positions and speed, has been such that the safety of the aircraft involved may have been compromised. Aircraft proximity is classified as follows:

AIRPROX Classification

AIRPROX. The code word used in an air traffic incident report to designate aircraft proximity.

1.2 Air traffic incidents are designated and identified in reports as follows:

2. USE OF THE AIR TRAFFIC INCIDENT REPORT FORM

The Air Traffic Incident Report Form (see model on pages ENR 1.14-2 to 1.14-5) is intended for use:
a) by a pilot for filing a report on an air traffic incident after arrival or for confirming a report made initially by radio during flight.
Note: The form, if available on board, may also be of use in providing a pattern for making the initial report in flight.
b) by an ATS unit for recording an air traffic incident report received by radio, telephone, or teleprinter.

Note: The form may be used as the format for the text of a message to be transmitted over the AFS network.

3. REPORTING PROCEDURES (INCLUDING IN-FLIGHT PROCEDURES)

3.1 The following are the procedures to be followed by a pilot who is or has been involved in an incident:

a) during flight, use the appropriate air/ground frequency for reporting an incident of major significance, particularly if it involves other aircraft, so as to permit the facts to be ascertained immediately,
b) as promptly as possible after landing, submit a completed Air Traffic Incident Report Form
1) for confirming a report of an incident made initially, as in a) above, or for making the initial report on such an incident if it had not been possible to report it by radio;
2) for reporting an incident which did not require immediate notification at the time of occurrence.
c) The birdstrike report form supplied by the airport authority is to be completed after landing.
3.2 An initial report made by radio should contain the following information:
a) aircraft identification;
b) type of incident, e.g., aircraft proximity,
c) the incident; 1. a) and b); 2. a), b), c), d), n); 3. a), b), c), i); 4. a), b);
d) miscellaneous: 1. e).

3.3 The confirmatory report on an incident of major significance initially reported by radio or the initial report on any other incident should be submitted to:

Postal Address:
Civil Aviation Authority

P. O. Box

DAMASCUAS 

AFS Address:

Telephone:

Telefax

Email:

The pilot should complete the Air Traffic Incident Report Form, supplementing the details of the initial reports as necessary.
Note: Where there is no ATS Flight Information Service, the report may be submitted to another ATS unit.

4. PURPOSE OF REPORTING AND HANDLING OF THE FORM

4.1 The purpose of the reporting of aircraft proximity incidents and their investigation is to promote the safety of aircraft. The degree of risk involved in an aircraft proximity incident should be determined in the incident investigation and classified as "risk of collision", "safety not assured" or "risk not determined".

4.2 The purpose of the form is to provide investigatory authorities with as complete information on an air traffic incident as possible and to enable them to report back, with the least possible delay, to the pilot or operator concerned, the result of the investigation of the incident and, if appropriate, the remedial action taken.

5. AIR TRAFFIC INCIDENT REPORT

FORM ICAO.

6. DIAGRAMS OF AIRPROX

Instructions for the completion of the Air Traffic Incident Report Form

ENR 2.1 FIR, UIR,TMA AND CTA