3.1.1.4.1  Aircraft operators complying with the requirements stipulated in paragraphs 3.1.3.1 b. and c. below are to indicate the appropriate ADS-B designator in Item 10 of the ICAO flight plan:

1. B1 ADS-B with dedicated 1090 MHz ADS-B “OUT” capability;

2. B2 ADS-B with dedicated 1090 MHz ADS-B “OUT” and “IN” capability.

3.1.1.4.2  Aircraft operators are to include the aircraft address (24 bit Code) in hexadecimal format in Item 18 of the ICAO flight plan as per the following example: CODE/7C432B.

3.1.1.4.3  Aircraft Identification (ACID) not exceeding 7 characters must be accurately indicated in Item 7 of the ICAO flight plan and replicated exactly when set in the aircraft avionics (for transmission as Flight ID) as follows:

either:

1. The three-letter ICAO designator of the aircraft operator followed by the flight number (e.g. HVN123, MAS123, GIA123), when radio telephony callsign consists of the associated ICAO telephony designator for the aircraft operator followed by the flight number (e.g. VIETNAM 123, MALAYSIAN 123, INDONESIA 123).

or:

1. The aircraft registration (e.g. N555AB, 9VABC) when the radio telephony callsign consists of the aircraft registration.

3.1.1.4.4  When a transmitted basic flight plan data or a changed RPL data, the CHG message shall be transmitted by the operator and ATC unit. The CHG message shall be sent to the addresses being sent initial flight plan.

3.1.1.5.1  The application for flight permission to/from Cam Ranh Aerodrome shall be followed the current procedures, without conditions that pilots must be trained the flight procedures with conditions.

3.1.1.5.2  When using the following flight procedures with conditions which have been published in Viet Nam AIP:

1. AD 2-VVCR-11-3: Standard Arrival Chart – Instrument (STAR) – ICAO – RWY 02L: PHUSA 1C, SUIDA 1C, PANCA 1C, NHATA 1C

2. AD 2-VVCR-13-1: Instrument Approach Chart – ICAO: VOR RWY 02L CAT A, B

3. AD 2-VVCR-13-3: Instrument Approach Chart – ICAO: VOR RWY 02L CAT C

4. AD 2-VVCR-13-17: Instrument Approach Chart – ICAO: ILS Y RWY 02L

5. AD 2-VVCR-13-19: Instrument Approach Chart – ICAO: ILS Y RWY 02R

Pilots must be trained and the airlines are responsible for the training quality. Pilots only conduct those flight procedures when they have been trained.

3.1.1.5.3  In case, due to the operational conditions, it is impossible to conduct the flight procedures (without conditions) and pilots may be requested to use the flight procedures with conditions as specified in Item 3.1.1.5.2, air traffic controller at Cam Ranh Approach control unit (APP) and Aerodrome control tower (TWR) should pay attention to remind pilots about the operational conditions for using those flight procedures at Cam Ranh Aerodrome.

3.1.1.5.4  In case, the pilots have not been trained with the flight procedures with conditions, the flight must be diverted to the alternate aerodrome.

3.1.1.8.1  Failure of radio transmitter on aircraft:

1. When there is no communication with aircraft, the ATC shall first determine whether the aircraft’s receiver is functioning or not by instructing the aircraft on the frequency in use, monitor aircraft route based on issued clearance or issue another clearance of changing SSR code, ADS-B terminal.

2. After confirming that transmitter of aircraft is still working, ATC keep on controlling the aircraft, using the confirmation from pilot by squawking ident or changing SSR code or changing ADS-B transponder.

3.1.1.8.2  Failure of all communication facilities on aircraft:

1. ATC keep on maintaining current separation for controlled aircraft operating or will operate in area or at flight level applying separation in surveillance airspace totally loss communication.

2. If the aircraft experiencing the communications failure is not identified, vertical separation will be applied between identified aircraft and any unidentified aircraft with the communications failure until being notified, or can safely be assumed, that the aircraft with radio failure has passed through the airspace concerned or has landed or has diverted to another direction.

3.1.1.8.3  Failure of surveillance unit: In case of emergency, pilot can temporarily apply a half of standard vertical separation if conventional vertical separation cannot be used immediately.

3.1.1.8.4  Aircraft not equipped with transponder and non ADS-B approved:

1. Aircraft not equipped with transponder and non ADS-B approved: Conventional separation applied;

2. Non ADS-B approved aircraft but equipped with transponder: Radar separation surveillance applied;

3. Non ADS-B approved aircraft but equipped with transponder: Radar separation surveillance applied;

4. Aircraft not equipped with transponder but ADS-B approved: ADS-B separation surveillance applied;

5. Non ADS-B approved aircraft operating within ADS-B airspace only:

   1. Trong vùng TMA Nội Bài áp dụng RNAV 1 và phân cách theo quy ước;

   2. Within Cam Ranh airspace, RNP 1 and conventional separation are applied by Cam Ranh APP/TWR (location, time, altitude);

   3. Conventional separation is applied within Ha Noi ACC or other separation in accordance with current flight procedures (RNP 10, ADS-C/CPDLC...) are applied.

3.1.1.8.5  Interruption or discontinuation surveillance service at Cam Ranh Aerodrome:

1. ATC shall inform the situation, apply conventional separation and appropriate method;

2. When aircraft is transferred from the ATS airspace provided with ATS surveillance services to ATS airspace provided with conventional separation only, then conventional separation between transferred aircraft and other controlled aircraft shall be established before transferring.

3.1.3.1.1   Subject of application

1. ADS-B service is provided by Ho Chi Minh ACC for those aircraft equipped with ADS-B transmitters data/message that has been certified as meeting EASA (European Aviation Safety Agency) Acceptable Mean of Compliance to AMC 20-24 (Certification Considerations for the Enhanced ATS in Non-radar areas using ADS-B Surveillance 'ADS-B NRA') or meets equipment configuration standards in Appendix XI of Civil Aviation Order 20.18 of the Civil Aviation Safety Authority of Australia.

2. Aircraft operator must have the relevant operational approval from the State of Registry.

3.1.3.1.2   Airspace of application

1. At and above FL 290 within the oceanic area of the East Sea under the Sectors 4 and 5 include the ATS routes: L625, M771, N892, L642, M765, M768, N500 and L628.

2. The area is out of coverage of radar.

3. In case of degradation of surveillance systems at the remaining sectors of Ho Chi Minh ACC.

3.1.3.2.1  General Procedure

3.1.3.2.1.1 Provision of ADS-B service

1. 2 ATS routes L642, M771: Applied radar separation. In case the aircraft that does not comply with the requirements stipulated in items b) and c) above will not be accorded priority and can be assigned appropriate flight level below FL 290 in accordance with the assigned flight level by ACC of the adjacent FIR.

2. 6 ATS routes L625, N892, M765, M768, N500 and L628: Applied radar separation within the areas of radar coverage; ADS-B separation will be applied within the areas out of radar coverage. However, the aircraft operating on these ATS routes without ADS-B operational approval can be assigned appropriate flight level from FL 290 and above subject to operational conditions and traffic management considerations.

3. Air Traffic Controllers (ATC) at HCM ACC shall apply the procedure specified in this Operational procedure when:

   1. Loss of aircraft radar identification within specified airspace.

   2. In case of attenuation of the surveillance system in the remaining sectors of the Ho Chi Minh ACC, before implementing the Air Traffic Management Contingency Plan specified in the Viet Nam AIP, ENR 1.8, Section 7.6.2.

   3. Number of aircraft operating within assigned responsibility area do not exceed the maximum number (when specified).

   4. The technical requirements of the system are ensured at a level that is not lower than the minimum requirements specified in the relevant documents. (Documents and operating license approved by CAAV).

4. In case there is a firm evidence to believe that the conditions do not meet the requirement to implement this procedure (equipment does not meet the standards specified in the ADS-B Terminal Operations Manual, the operational approved license issued and approved by the CAAV), ATC must stop applying this procedure and switch to an appropriate operational procedure, then immediately report to the watch supervisor and notify the units concerned to enable appropriate actions and re-apply the operational procedure specified in this document. Then, ATC reports the ATS occurrence concerned in accordance with regulations.

3.1.3.2.1.2 Communications

Communications are specified in Doc 4444, Chapter 8, Section 8.3.

3.1.3.2.1.3 Operation of ADS-B transmitters

Operation of ADS-B transmitters are specified in Doc 4444, Chapter 8, Section 8.5.4.

3.1.3.2.1.4 Level information based on the use of pressure altitude information

Level information based on the use of pressure altitude information is specified in Doc 4444, Chapter 8, Section 8.5.5.

3.1.3.2.1.4 Performance checks

Performance checks are specified in Doc 4444, Chapter 8, Section 8.6.1

3.1.3.2.1.6 Identification of aircraft

Identification of aircraft is specified in Doc 4444, Chapter 8, Section 8.6.2.

3.1.3.2.1.7 Transfer of identification

Transfer of identification is specified in Doc 4444, Chapter 8, Section 8.6.3.

3.1.3.2.1.8 Position information

Position information is specified in Doc 4444, Chapter 8, Section 8.6.4.

3.1.3.2.1.9 Vectoring

Vectoring is specified in Doc 4444, Chapter 8, Section 8.6.5.

3.1.3.2.1.10 Navigation assistance

Navigation assistance is specified in Doc 4444, Chapter 8, Section 8.6.6.

3.1.3.2.1.11 Interruption or termination of ATS surveillance service

Interruption or termination of ATS surveillance service is specified in Doc 4444, Chapter 8, Section 8.6.7.

3.1.3.2.1.12 Minimum levels

Minimum levels are specified in Doc 4444, Chapter 8, Section 8.6.8.

3.1.3.2.1.13 Separation application

The separation minimum based on ADS-B coverage area (out of radar coverage) to be applied in Ho Chi Minh FIR is 30 miles (NM).

In the case of attenuation of the surveillance system in the remaining sectors of the Ho Chi Minh ACC: The minimum separation value applicable in the ADS-B coverage area of the Ho Chi Minh FIR is 30 NM.

3.1.3.2.1.14 Transfer of control

Transferring is specified in Doc 4444, Chapter 8, Section 8.7.5.

3.1.3.2.1.15 Speed control

Procedures of speed control instructions are specified in Doc 4444, Chapter 8, Section 8.7.6.

3.1.3.2.1.16 Emergencies

Emergencies are specified in Doc 4444, Chapter 8 and Chapter 15, Section 8.8.1.

3.1.3.2.1.17 Collision hazard information

Collision hazard information is specified in Doc 4444, Chapter 8, Section 8.8.2.

3.1.3.2.1.18 Aircraft radio transmitters failure

Aircraft radio transmitters failure are specified in Doc 4444, Chapter 8, Section 8.8.3.1.

3.1.3.2.1.19 Complete aircraft communication failure

Complete aircraft communication failure are specified in Doc 4444, Chapter 8, Section 8.8.3.2.

3.1.3.2.1.20 ATS surveillance system failure

ATS surveillance system failure are specified in Doc 4444, Chapter 8, Section 8.8.4.

3.1.3.2.1.21 Degradation of aircraft position source data

1. The provision of surveillance service shall be limited when the aircraft position data degradation below the specified standard.

2. In case of degradation of aircraft position source data to minimize the impact effect of the degradation of aircraft position source data, ATC must comply with the contingency procedures regulated by the CAAV for ATC positions and for ATS units. (For example, a Receive Autonomous Integrity Monitoring (RAIM) outage for GNSS).

3.1.3.2.1.22 Ground radio failure

Ground radio failure are specified in Doc 4444, Chapter 8, Section 8.8.6.1.

4.1.1.5.1  Within controlled airspace

1. When an identified controlled flight is observed to deviate significantly from its route or designated holding pattern, ATC shall inform pilot and appropriate action should be taken if such deviation is likely to affect other controlled flights.

2. Before providing ATS surveillance services, navigation assistance on request of pilot (to avoid areas of adverse weather on unreliable navigation instrument…), ATC must request pilot to give clear reasons and other necessary information (if necessary).

4.1.1.5.2  Within uncontrolled airspace

1. Aircraft operating in uncontrolled airspace within coverage of ATS surveillance system may request the assistance of an ATC to confirm the aircraft’s navigation. This can take the form of:

   1. Confirmation that the current track will keep the aircraft clear of controlled or special use airspace (if any);

   2. Confirmation that the current track to/from a specified location is correct;

   3. A request for distance to/from a location;

   4. A request for the track to/from a location;

   5. Any other such navigational information as required.

4.1.2.1.1  Controll areas:

1. Ha Noi ACCTUNIT;TXT_NAME;1454: Implementation of 5 NM separation (at least 2 co-operative surveillance); 10 NM (1 co-operative surveillance).

2. TMA: Implementation of 3 NM separation minima (at least 1 co-operative surveillance including 2 SSRs and 1 PSR or 1 SSR and 1 PSR and 1 ADS-B), 5 NM (only 1 co-operative surveillance or non-co-operative surveillance).

3. Cat Bi, Vinh, Tho Xuan, Dong Hoi, Van Don TWRs: Implementation of 5 NM separation minima (at least 1 co-operative surveillance or non-co-operative surveillance).

4. Dien Bien TWR: Implementation of separation as specified in Doc 4444.

5. 5.5 km (3 NM) within Tan Son Nhat TMA (applied in a horizontal limit area of 40 NM-radius circle; centred on TSHTNAVAID;CODE_ID;1581 DVOR/DMETNAVAID;CODE_TYPE;1524, under the responsibility area of Tan Son Nhat APP).

6. 5.5 km (3 NM) within Da Nang TMA (applied in a horizontal limit area of 40 NM-radius circle; centred on DANTNAVAID;CODE_ID;1533 DVOR/DMETNAVAID;CODE_TYPE;1524 up to FL 155 inclusive, under the responsibility area of Da Nang APP).

7. 5.5 km (3 NM) within Noi Bai TMA (applied in a lateral limit area of 40 NM radius circle; centred on NOBTNAVAID;CODE_ID;1524 DVOR/DMETNAVAID;CODE_TYPE;1524 except the responsibility areas of TWRs of military aerodromes: Gia Lam, Kep, Hoa Lac, Kien An; vertical limit from ATC surveillance minimum altitude of each sector (Ref ATC Surveillance Minimum Atitude Chart) up to FL155 inclusive).

8. 5 NM within Cam Ranh APPTUNIT;TXT_NAME;1452 (apply for the identified aircraft separation).

9. 18 km (10 NM) outside the above mentioned areas.

1. ATS routes are provided radar control:

   1. ATS International routes: The segments of ATS routes under radar coverage

   2. All ATS domestic routes.

2. Levels assigned by the controller to pilots will provide a minimum terrain clearance according to the phase of flight.

3. Implementation of 20 NM minimum longitudinal spacing based on ATS surveillance radar on ATS routes A1 and A202:

   1. The minimum longitudinal spacing is being applied for ATS routes A1 and A202, which is published in the Letter of Agreement between Ha Noi Area Control Centre (ACC) and Vientiene/Sanya ACCs is 30 NM.

   2. In order to enhance the transfer of control airspace capacity between adjacent FIRs, the minimum longitudinal spacing based on ATS surveillance system to be used between aircraft assigned the same level crossing the transfer of control points between Ha Noi ACC and Vientiene/Sanya ACCs on A1 and A202 ATS routes is adjusted to 20 NM.

   3. The minimum longitudinal spacing 20 NM is applied from 0000 dated 26/3/2020 (UTC) on the basic of Letter of Agreements between Ha Noi ACC and Vientiene/Sanya ACCs.

4.1.2.4.1  Area control and approach control and Vinh, Cat Bi, Tho Xuan, Dong Hoi, Van Don, Cam Ranh TWRs:

1. Speed requirement for arriving aircraft:

   1. ATC may amend or cancel published speed requirements;

   2. The phraseology “NO [ATC] SPEED RESTRICTIONS” will be used to cancel the requirement for:

      1. Maximum 250 kt IAS below FL160 within 40 NM of Noi Bai TMA;

      2. The previous speed limitation clearance of ATC at Cam Ranh Aerodrome;

      3. Speed limitation requirements published in flight procedure chart approved by CAAV.

   3. The pilot will be informed about cancellation of speed restriction. For example: “NO [ATC] SPEED RESTRICTION TO (point/location)”;

   4. Speed control shall not be applied after an aircraft on final approach has passed 4 NM point from touchdown zone at Cam Ranh Aerodrome;

   5. Speed control will not applied with an aircraft on final passing 5 NM from touchdown, or an aircraft on visual approach passing 4 NM from touchdown;

   6. Unless otherwise specified, a clearance for a visual approach terminates all current speed requirement including published requirements being complied with or yet to be acted upon.

4.1.2.4.2  Dien Bien TWR: Not apply speed control, only recommend in unusual circumstances.

4.1.2.4.3   Phraseologies in use:

4.1.2.5.1  Aerodrome control (TWR) (ADS-B, SMR):

Support ATC to observe and identify (by visual observation and position reporting of pilot) aircraft, facilities in the manoeuvring area.

1. Monitor the compliance with control instructions in the manoeuvring area at the aerodrome:

2. Determine the relevant obstacles, facilities, and aircraft before issuing take-off/landing clearance.

3. Provide relevant traffic information on or near the manoeuvring area at the aerodrome

Provide warnings to support ATC about runway incursion situations, protection area and intermittent among flights.

4.1.2.5.2  Terminal control (TMC) and Arrival control (ARR):

1. Departure procedure: Departure clearance may contain an altitude restriction to a point from which climb to MSA for the succeeding route sector is possible. The purpose of this restriction is to provide non ATS surveillance separation until aircraft identification is established and ATS control can be exercised.

2. Approach procedures:

   1. The pilot will be advised of the type of approach procedure which the aircraft is being vectored and applicable information for type, segment of the approach procedure;

   2. The type of approach will be the most appropriate approach procedure with the runway-in-use, having regard to the prevailing weather condition and current traffic situation.

   3. An arriving aircraft will be vectored for an instrument approach at night, and by day when the visibility at the aerodrome is less than define or the reported ceiling is less than 1 000 FT above the applicable minimum radar vectoring altitude;

   4. Pilot may request a visual approach when the aircraft is being vectored for an instrument approach, the requirements for a visual approach can be met.

3. Vectoring for instrument approach procedure:

   - An aircraft will be vectored to establish on final approach at a level and distance that will enable the pilot to comply with the final approach procedure;

   - When the final approach procedure includes a specified glide path or vertical path angle, vectoring will enable the aircraft to be firmly established in level flight on final approach prior to intercepting the nominal glide path;

   - If an aircraft has to be vectored through the centreline of final approach track, the pilot will be advised of the controller’s intentions and the reason for the track extension (e.g: sequencing). If no advice is given to a pilot prior to intercepting final approach, the pilot is to intercept final approach and advise ATC. This covers possible loss of communications and is particularly important where there is rising terrain on the opposite side of the approach track;

   When being vectored for the final of an RNAV (GNSS) approach or for an RNAV (RNP) approach, the pilot is to advise ATC if the intercept point will cause incorrect sequencing of the way points of the approach procedure. The pilot should request vectors back to an appropriate start point of the procedure.

4. Weather condition for visual approach:

   In day time: The visibility at the aerodrome is at least 10 km and the reported ceiling is at least 1 000 FT above the applicable minimum vectoring altitude; and

   In night time: The visibility at the aerodrome is at least 10 km and there is no cloud below 5 000 FT.