• The pilot of an aircraft in flight which is subject to unlawful interference shall endeavor to set his transponder to code A/3 7500.
• When a pilot has selected Mode A/3 code 7500 and is subsequently requested to confirm his code by ATC he shall, according to circumstance either confirm or not reply at all. The absence of a reply from the pilot will be taken by ATC as an indication that the use of code 7500 is not due to an inadvertent false code selection.

• The mandatory installation of ADS-B OUT equipment has been applied in FIRs of Australia, Hong Kong (China), Indonesia, Singapore and will be applied in FIRs of other countries according to the conclusion of Asia Pacific Regional Air Navigation meeting.
• At present, Civil Aviation of Viet Nam has been implementing RNAV 5 routes and RNAV 1 SID/STAR. Therefore, the continuous ATS surveillance is necessary to be assured.
• The ADS-B implementation has currently been applied for ATS separation within Ho Chi Minh FIR since December 12th 2013.

• From December 15th 2016, ADS-B will be applied for situation awareness – Tier 2 in Sectors of Ha Noi ACC.
• From July 1st 2017, ADS-B will be applied for ATS separation (back-up for the available radar systems) for flights from FL 290 up to FL 460 within Sectors of Ha Noi ACC.
• From July 1st 2018, ADS-B will be applied for ATS separation (together with the current radar systems) within Ha Noi and Ho Chi Minh FIRs.

• From December 15th 2016, civil aircraft operating within Sectors of Ha Noi ACC will be encouraged and urged to operate ADS-B OUT equipped.
• From July 1st 2017, all civil aircraft operating within Sectors of Ha Noi ACC from FL 290 up to FL 460 must be operated ADS-B OUT. Civil aircraft without ADS-B OUT will be operated below FL 290 or at other flight levels assigned by Ha Noi ACC.
• From July 1st 2018, aircraft having maximum take-off weight of 15 000 kg or heavier and operating within Ha Noi and Ho Chi Minh FIRs must be ADS-B OUT equipped and operated. From January 01st 2020, aircraft having maximum take-off weight of 5 700 kg or heavier and operating within Ha Noi and Ho Chi Minh FIRs must be ADS-B OUT equipped and operated.
• Aircraft without ADS-B OUT equipage, it shall only operate at lower or on track assigned by ATC and shall not be given higher priority over those aircraft which are ADS-B equipped as the above mentioned time.
• ADS-B OUT equipped aircraft must meet the requirements in TSO-C166b or EASA AMC 20-24, EASA CS-ACNS, CASA AUS ATSCO-C100 or other standards approved by CAAV.
• In the period of 2017-2018, the minimum ADS-B separation within Ha Noi FIR, which is compatible with radar separation, will be applied as follows:
  + 10 NM for en-route; and
  + 5 NM for approach.
  In case aircraft does not meet ADS-B requirements, ATC units shall apply the conventional separation methods. The reduction of minimum ATS separation standard shall be notified by CAAV.
• For security reasons, civil aircraft operating VIP flights without ADS-B OUT operation shall specify this detail in the relevant flight permission application (and the appropriate authorities of Viet Nam shall also state this detail in flight permission) to notify ATS units for having alternative ATS separation solutions to ensure flight safety.

• B1 ADS-B with dedicated 1090 MHz ADS-B “OUT” capability;
• B2 ADS-B with dedicated 1090 MHz ADS-B “OUT” and “IN” capability.

• 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).

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

• When there is a change to the ADS-B capability status for a flight planned to operate in an ADS-B NRA area, a modification message (CHG) shall be sent with the appropriate indications in the relevant items of the ICAO flight plan form, including any change to the aircraft address.
• For a flight operating based on a repetitive flight plan (RPL), during which the pilot intends to use ADS-B, a modification message (CHG) shall be submitted to indicate that the flight is capable of, and authorised for ADS-B, or not.

• 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.
• 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.

• In case of loss communication, aircraft equipped with ADS-B may use another appropriate emergency/distress ADS mode.
• If the above action is unsuccessful, the instructions will be repeated on any available frequency on which it is believed the aircraft might obtain.
• When applying the above mentioned instruction, clearance about changing direction shall ensure that aircraft may turn back to the required track after following the ATC clearance.

• 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.
• 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.

• RNAV 1 and conventional separation are applied within Noi Bai TMA;
• Within Cam Ranh airspace, RNP 1 and conventional separation are applied by Cam Ranh APP/TWR (location, time, altitude);
• Conventional separation is applied within Ha Noi ACC or other separation in accordance with current flight procedures ((RNP 10, ADS-C/CPDLC ...) are applied.

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

3.4.4.1 Within controlled airspace

3.4.4.2 Within uncontrolled airspace

• ATC shall issue clearance following the established approach procedure at Cam Ranh Aerodrome. In this case, vectoring is provided for the optimal air traffic flow in established approach procedure.
• ATC have intention to issue clearance which shall not follow the established approach procedure, ATC shall ensure that there is not military aircraft or non transponder, non ADS-B approved aircraft operating on flight levels, intended vectoring airspace.

• ATC may amend or cancel published speed requirements;
• The phraseology “NO [ATC] SPEED RESTRICTIONS” will be used to cancel the requirement for:
  • Maximum 250 kt IAS below FL160 within 40 NM of Noi Bai TMA;
  • The previous speed limitation clearance of ATC at Cam Ranh Aerodrome;
  • Speed limitation requirements published in flight procedure chart approved by CAAV.
• The pilot will be informed about cancellation of speed restriction. For example: “NO [ATC] SPEED RESTRICTION TO (point/location)”;
• Speed control shall not be applied after an aircraft on final approach has passed 4 NM point from touchdown zone at Cam Ranh Aerodrome;
• Speed control will not applied with an aircraft on final has passed 5 NM from touchdown, or an aircraft on visual approach has passed 4 NM from touchdown;
• Unless otherwise specified, a clearance for a visual approach terminates all current ATC speed requirement including published requirements being complied with or yet to be acted upon.

• Phraseologies in use see Item 3.1.5 above.
• Minimum speed (IAS) is 250 kt for aircraft operating from FL 110 to FL 250;
• Maximum speed (IAS) is 250 kt for aircraft operating below FL 100.

• Departure procedure: Departure instructions 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 surveilance separation until identity is established and ATS control can be exercised.
• Approach procedures:
  1. The pilot will be advised of the type of approach and applicable information, 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 MET conditions and traffic;
  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 requirements for a visual approach can be met.
• Vectoring for instrument approach procedure:
  1. 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;
  2. 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;
  3. 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;
  4. 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.
• Weather condition for visual approach:
  1. 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
  2. In night time: The visibility at the aerodrome is at least 10 km and there is no cloud below 5 000 ft.

• Collision hazard information;
• Information to assist the pilot with navigation.

• Warn the pilot of the aircraft bearing in terms of the 12-hour clock to avoid related aircraft;
• Notify the pilot when the conflict no longer exists.

• Its relative bearing in terms of the 12-hour clock;
• Its distance and direction; and
• If available, its unverified Mode C altitude readout.

• It can reasonably be assumed that the unknown aircraft is operating within, and complying with the procedures appropriate to designated special use airspace, VFR transit lanes, or general aviation areas; or
• The identified aircraft is operating in controlled airspace if it can reasonably be assumed that the unknown aircraft is operating below the airspace concerned.