Circular No. 28/2009/TT-BGTVT on civil aviation flight procedures

CIRCULAR

Provisions on Civil Aviation Flight Procedures

Pursuant to the Civil Aviation Law of Vietnam 2006;

Pursuant to Decree No. 51/2008/NĐ-CP dated April 28, 2008, of the Government stipulating the functions, tasks, powers, and organizational structure of the Ministry of Transport;

Based on Decree No. 94/2007/NĐ-CP dated June 4, 2007 of the Government on Management of Flight Activities.

The Minister of Transport stipulates provisions on Civil Aviation Flight Procedures as follows:

PART I

GENERAL PROVISIONS

Article 1. Scope of Regulation and Applicability

1. This Circular prescribes the procedures and formalities for developing, promulgating, and applying flight procedures for civil aviation, as well as standards for flight procedure designers.

2. This Circular applies to organizations and individuals related to activities of developing, promulgating, and implementing flight procedures for civil aviation.

Article 2. Abbreviations

In this Circular, the following abbreviations shall be understood as follows:

1. CRM (Collision risk model): Model of collision risk.

2. DA/H (Decision altitude/height): Decision altitude or decision height.

3. DME (Distance measuring equipment): Radio distance measuring equipment.

4. GP (Glide path): Glide slope beacon of the Instrument Landing System (ILS).

5. ILS (Instrument landing system): Instrument Landing System.

6. m: Meter.

7. MDA/H (Minimum descent altitude/height): Minimum descent altitude or minimum descent height.

8. NDB (Non-directional beacon): Non-directional beacon.

9. OAS (Obstacle assessment surface): Obstacle assessment surface.

10. OCA/H (Obstacle clearance altitude/height): Obstacle clearance altitude or obstacle clearance height.

11. OIS (Obstacle identification surface): Obstacle identification surface.

12. PDG (Procedure design gradient): Procedure design gradient.

13. RNAV (Area navigation): Area navigation.

14. VOR (Very high frequency omnidirectional radio range): Very High Frequency Omnidirectional Range (VOR) beacon.

15. WGS-84 (World Geodetic System): World Geodetic System.

16. Km: Kilometer.

Article 3. Explanation of Terms

Strategic multi-purpose hydropower plant

1. "DME-DME distance": Distance within the line-of-sight range (slant range) from the DME signal to the receiving antenna.

2. "Height": Vertical distance from a reference datum to another point, a point or an object considered as a point.

3. "Threshold": The beginning of the runway usable for landing.

4. "Initial approach fix": A point marking the start of the initial approach phase and the end of the arrival phase if applicable. In RNAV applications, this point is usually defined by a fly-over waypoint.

5. "Intermediate fix": A point marking the end of the initial approach phase and the start of the intermediate approach phase.

6. "Altitude": Vertical distance from mean sea level to a point, a point or an object considered as a point.

7. "Decision altitude/height (DA/H)": The specified altitude or height in an instrument approach procedure or a straight-in approach procedure at which a missed approach must be initiated if the required visual reference to continue the approach has not been established.

8. "Minimum descent altitude (MDA) or minimum descent height (MDH)": The lowest altitude or height in a circling or straight-in approach below which descent may not be continued unless the required visual reference is obtained.

9. "Minimum en-route altitude (MEA)": The lowest altitude that provides adequate reception of navigation aids and communication facilities along an ATS route, and meets the minimum obstacle clearance requirements.

10. "Obstacle clearance altitude/height (OCA/H)": The minimum altitude or height above the airport threshold or aerodrome elevation necessary to ensure obstacle clearance criteria are met.

11. "Transition altitude": The altitude at which, in the vicinity of an aerodrome, when flying at or below that altitude, the vertical position of an aircraft is controlled by reference to the absolute altitude.

12. "ATS route": A designated airway provided with air traffic services.

13. "Final approach segment": The phase of an instrument approach procedure during which the final approach course and descent to land are completed.

14. "Initial approach segment": The phase of an instrument approach procedure between the initial approach fix and the intermediate fix or the final approach fix.

15. "Intermediate approach segment": The phase of an instrument approach procedure between the intermediate fix and the final approach fix or between the end of a reverse procedure, a rectangular pattern, or a position determined by a compass and the final approach fix.

16. "Heading": The direction of the longitudinal axis of an aircraft usually expressed as an angle measured clockwise from true, magnetic, or grid north, in degrees.

17. "Aerodrome elevation": The highest point of the landing area.

18. "Elevation": Vertical distance from mean sea level to a point or a surface lying on the earth's surface.

19. "Flight level": A surface of constant atmospheric pressure, related to a standard datum pressure (1013.2 hPa), and separated from other such surfaces by specific pressure intervals.

20. "Transition level": The lowest flight level that can be used above the transition altitude.

21. "Descent fix": A point identified in an instrument approach procedure at the final approach fix to avoid certain obstacles before the final approach fix or may be considered for obstacle clearance purposes.

22. "Holding procedure": A predetermined maneuver to keep an aircraft within a defined airspace while awaiting further instructions.

23. "Standard instrument arrival": An instrument flight path for an aircraft arriving at a specified point, typically on an ATS route, from which a published instrument approach procedure can be commenced.

24. "Standard instrument departure - Standard instrument departure procedure": The flight path for aircraft taking off according to instrument flight rules, connecting the airport or the airport's runway with a significant point on the ATS route from which the long-distance flight phase begins.

25. "Instrument approach procedure - Instrument approach procedure": Predefined maneuvers based on reference to navigational aids ensuring safe collision avoidance with obstacles, starting from the initial approach fix or the beginning of the arrival route until a point from which landing can be completed; if landing cannot be completed, it extends to a point where obstacle clearance standards apply during holding or en route flight. An instrument approach procedure includes:

a) Simple approach procedure: An instrument approach procedure guiding horizontally but without vertical guidance.

b) Precision approach procedure: An instrument approach procedure providing precise guidance both horizontally and vertically with minimum standards determined according to operational classification.

26. "Missed approach procedure - Missed approach procedure": The procedure to follow when a landing cannot be continued.

27. "Circling approach - Circling approach": An extension of an instrument approach procedure providing circling visually at the airport before landing.

28. "Final approach - Final approach": A phase of an instrument approach procedure starting from a defined station or point, or if such a station or point is not defined then:

a) From the end of the final straight-in course, basic base turn, or inbound turn in the box pattern, ending at a point near the airport where landing can be completed or a missed approach procedure initiated.

b) From the entry point into the final approach segment of the approach procedure, ending at a point near the airport where landing can be completed or a missed approach procedure initiated.

29. "Base turn - Base turn": A turn performed by the aircraft during the early approach phase between the end of the departure leg and the start of the intermediate or final approach phase. These tracks do not cross each other. A base turn may be executed in level flight or descent mode depending on specific conditions of each procedure.

30. "Procedure turn - Procedure turn": A maneuver turning to one side of the established track, followed by a turn in the opposite direction allowing the aircraft to enter or fly against the established track.

31. "Controlled airspace - Controlled airspace": A defined airspace area in which air traffic control service is provided appropriate to the type of airspace.

Chapter II

GENERAL PRINCIPLES

Article 4. Civil aviation instrument procedures

1. Standard instrument departure procedures:

a) Straight departure;

b) Turn departure;

c) Unspecified direction departure.

2. Instrument approach procedures:

a) Simple approach procedure;

b) Precision approach procedure.

3. Standard arrival instrument procedures.

4. Holding procedures and en route procedures.

Article 5. Standard flight procedures for flight methods using equipment.

1. Standard flight procedures shall be conducted in the following cases:

a) Before issuing flight methods using equipment.

b) For issued flight methods using equipment: Conducted once every one (01) year for accurate approach methods and once every two (02) years for simple approach methods, standard arrival methods, and standard departure methods using equipment.

c) Equipment-based approach methods with final approach paths modified by thirty (30) or more.

2. Exemption from standard flight procedures for adjustments, supplements, or issuance of flight methods shall be considered and decided by the Civil Aviation Authority of Vietnam.

Article 6. Requirements for flight method designers.

Flight method designers must meet the following requirements:

1. Hold a graduation certificate from a flight method design training course for PANS-OPS at training centers recognized by the Civil Aviation Authority of Vietnam.

2. Air traffic controllers or pilots with a minimum of five (05) years of experience.

3. Participate in designing at least two (02) flight methods using equipment.

4. Obtain a license to practice according to the law.

Article 7. Requirements for flight methods and airspace organization.

1. The flight path of equipment-based flight methods in controlled airspace must be above uncontrolled airspace, with the flight method altitude being at least one hundred fifty (150) meters higher than the lower limit of the controlled airspace.

2. Safety assessments and considerations regarding types, density, and risk analysis must be conducted before establishing a flight route or equipment-based flight method in uncontrolled airspace.

3. The construction file for flight methods must be prepared by at least two (02) flight method designers.

Article 8. Determination of turning radius when constructing flight methods.

1. The turning point is determined at:

a) A navigation aid or at a designated point;

b) A specified altitude.

2. Protection area of the turning radius

a) The outer boundary of the turning area is determined based on the maximum speed of aircraft permitted to perform the method, taking into account the increasing error margin over the turning radius.

b) The inner boundary of the turning area is based on the slowest aircraft type permitted to perform the method.

Article 9. Construction files for flight methods.

Organizations or individuals proposing new flight methods or requesting modifications and supplements to existing equipment-based flight methods must submit the files to the Civil Aviation Authority of Vietnam. The specific contents of the files are as follows:

1. Statistics of obstacles within a fifty-five (55) kilometer radius from the navigation aid used to construct the method.

2. Data on airports and navigation aids.

3. Diagrams:

a) Diagram showing the minimum safe altitude in each zone, detailed areas of various stages of the flight method displayed on aeronautical maps at a scale of 1:250,000;

b) Detailed diagram of the final approach and missed approach phases of the approach method shown on a map at a scale of 1:100,000.

4. For precise approach methods, in addition to the diagrams specified in Clause 3 of this Article, the following must be added:

a) Detailed diagram of the final approach and missed approach phases shown on a map at a scale of 1:100,000 or 1:50,000;

b) Statistics and evaluation of obstacles during the precise approach phase according to the Obstacle Identification Surface (OIS), Risk Management Model (CRM), and basic Instrument Landing System (ILS) surfaces.

5. Overall diagram of the flight method at a scale of 1:250,000.

6. Parameters used for calculations and calculation steps during the construction of the flight method.

7. The Civil Aviation Authority of Vietnam is responsible for developing, issuing, or reviewing flight methods within fifteen (15) days from the date of receipt of complete valid files.

Chapter III

TAKEOFF PROCEDURES

Article 10. Takeoff procedures using equipment

1. Takeoff procedures using equipment are issued in the form of specific flight paths or non-directional takeoff procedures with climb gradients and details about obstacles that have an impact.

2. Non-directional takeoff procedures are applied when there is no suitable guidance station and may specify areas that need to be avoided.

3. The obstacle identification surface has a gradient of 2.5%, starting from a height of 05 meters above the end point of the runway used for takeoff.

4. The minimum climb gradient during the takeoff phase is 3.3%, starting from the end point of the runway used for takeoff. In mountainous terrain areas or due to artificial obstacles where the obstacle identification surface exceeds 2.5%, the climb gradient must be increased to ensure it always exceeds the obstacle by 0.08% of the distance from the end point of the runway used for takeoff to the obstacle.

5. Standard takeoff procedures using equipment terminate at a point or a guidance device in the long-distance flight phase following the takeoff procedure.

6. Standard takeoff procedures using equipment include two types: straight takeoff and takeoff with a turn.

Article 11. Straight takeoff

1. A straight takeoff is a takeoff procedure where the flight path deviation does not exceed 150 from the centerline of the runway after takeoff.

2. When obstacles affect the flight path during the takeoff phase, the climb gradient must be set higher than the standard gradient (3.3%) and the altitude/time required to maintain that gradient must be determined to clear the obstacle.

Article 12. Takeoff with a turn

1. A takeoff with a turn is defined when the flight path during the takeoff phase requires a turn greater than 150 from the centerline of the runway used for takeoff. The turn is calculated starting from 600 meters after the beginning of the runway used for takeoff.

2. Speed during the turn

a) The speed used for calculation during the turn is the aircraft speed in the final segment of the approach phase plus 10%.

b) In special cases, if the necessary clearance from terrain cannot be guaranteed, a higher speed than the standard can be used during the takeoff phase but must not exceed the speed in the middle segment of the approach phase plus 10%.

c) Parameters used for calculation during the takeoff phase when a turn is executed include flight altitude, speed, wind, and technical tolerance.

d) If an obstacle does not allow a turn before the end point of the runway used for takeoff or before reaching a specific altitude, the earliest point or altitude for turning must be specified.

Article 13. Non-directional takeoff procedures

In cases without a directional flight path, when related obstacles do not meet the standards of specific non-directional takeoff procedures, the following must be done:

1. Follow standard takeoff procedures using equipment.

2. Ensure that the ceiling and visibility values are sufficient to observe and avoid obstacles that have an impact.

Article 14. Start of the takeoff phase

1. Takeoff procedures start at the end point of the runway used for takeoff.

2. In takeoff procedures, a turn shall not be performed at 120 meters above airport level before reaching a distance of 600 meters from the start point of the runway used for takeoff.

3. If a turn is not performed before the end point of the runway used for takeoff or a specific point, it must be noted specifically in the flight procedure diagram.

Article 15. Determining the Climb Gradient According to Design

1. In cases where it is necessary to ensure the minimum distance from obstacles, the climb gradient according to design (PDG) may be applied in takeoff procedures with values greater than 3.3%.

2. Takeoff procedures that determine the climb gradient according to design must ensure:

a) The aircraft gains altitude along the extended runway centerline to a height of 120 meters before executing a turn;

b) Establishing a minimum obstacle clearance of 90 meters before performing a turn larger than 150 degrees.

Chapter IV

APPROACH PROCEDURES AND APPROACH METHODS

Section A. APPROACH PROCEDURES USING EQUIPMENT

Article 16. General Provisions on Approach Procedures Using Equipment

1. Approach procedures using equipment are established to connect the long-distance flight phase to the approach phase or to a landmark, a navigation aid used in the approach procedure.

2. Approach procedures using equipment include precision approach procedures, non-precision approach procedures, or area navigation approach procedures.

Article 17. Standards for Approach Procedures

1. Approach procedures must seamlessly transition from the long-distance flight level to one of the following points:

a) The initial point of a precision approach procedure;

b) The point from which radar guidance will lead to the final approach phase;

c) The point from which visual approach will be conducted.

2. A holding area must be established for each approach procedure.

3. The minimum obstacle clearance in the main area must be at least 300 meters. In the secondary area, this distance must be maintained at the inner limit and linearly reduced to 00 meters at the outer limit.

Section B. INITIAL APPROACH PHASE

Article 18. General Provisions on the Initial Approach Phase

1. The initial approach phase begins at the initial approach fix and ends at the intermediate approach fix.

2. The course guidance tracks based on navigation aids provided for the initial approach phase to the intermediate approach fix must deviate from the course in the intermediate approach phase by a maximum angle of:

a) 90 degrees for precision approaches;

b) 120 degrees for non-precision approaches.

3. The minimum obstacle clearance must be ensured at least 300 meters in the main area. In the secondary area, this distance must be maintained at the inner limit and linearly reduced to 00 meters at the outer limit.

4. The initial approach phase is determined by one of the following methods:

a) Establishing the initial approach fix and the intermediate approach fix;

b) Basic turns or standard turns;

c) Box procedures.

Article 19. Parameters Defining the Initial Approach Phase

The parameters to define the initial approach phase include speed limits, aircraft bank angles, time over the box procedure, wind effects, and descent gradient.

Section C. INTERMEDIATE APPROACH PHASE

Article 20. General Provisions on the Intermediate Approach Phase

1. The intermediate approach phase is used to prepare the aircraft for entry into the final approach phase without conducting a descent during this phase.

If necessary, the maximum descent gradient is 5.2% of the length of the phase, and there must be a level flight segment with a minimum length of 2.8 kilometers for Category C and D aircraft and 1.9 kilometers for Category A and B aircraft when using a straight-in approach with the final approach course.

2. The minimum obstacle clearance in the main area must be at least 150 meters. In the secondary area, this distance must be maintained at the inner limit and linearly reduced to 00 meters at the outer limit.

Article 21. Start and end of the intermediate approach phase

1. The intermediate approach phase begins when the aircraft reaches the entry track of the standard holding pattern, basic turn, or the final entry track of the box method. This phase ends at the final approach fix.

2. In cases where there is no final approach fix established, the entry track constitutes the final approach phase.

Section D. FINAL APPROACH PHASE

Article 22. General provisions on the final approach phase

The final approach phase is set for aircraft landing straight onto the runway or arriving at the airport to perform the reference flight by visual means. Types of final approaches include:

1. Simple approach with a final approach fix;

2. Simple approach without a final approach fix;

3. Precision approach.

Article 23. Final approach phase of the simple approach with a final approach fix

1. This phase starts from a navigation aid or the final approach fix and ends at the missed approach point.

The distance between the final approach fix and the runway threshold must be no less than 5.6 km and no more than 19 km.

2. Descent gradient

a) The optimal descent gradient is 5.2% of the length of the final approach phase;

b) The maximum descent gradient is 6.5% of the length of the final approach phase for aircraft types A and B, and 6.1% for aircraft types C and D.

3. Standard operating procedures.

In standard operating procedures, airlines must provide specific guidelines for using onboard technologies and ground navigation aids to facilitate optimal constant-angle descent during the simple approach.

4. Decision points

In necessary cases, decision points can be designed within the simple approach method.

Article 24. Final approach phase of the simple approach without a final approach fix

1. At airports equipped with navigation aids within or near the airport, a simple approach without a final approach fix may be designed.

2. This method is defined:

a) Minimum altitude for the procedure turn or box method;

b) OCA/H for the final approach phase.

3. The reduction in altitude to MDA/H is performed when the aircraft establishes itself on the final approach track.

Article 25. Precision approach method

1. Final approach fix

The final approach phase begins from a point on the final approach track, at the height where the aircraft intersects the standard glide path provided by the instrument landing system during the intermediate approach phase.

2. Glide slope/DME beacon

a) Located at a fix or a navigation aid that allows verification of the correlation between the aircraft's altitude and the standard glide path of the instrument landing system;

b) The aircraft shall not descend below the published altitude at this fix until it has passed over the fix.

3. Loss of glide slope signal upon approach will result in the method being converted to a non-precision approach method, applying the conditions regarding OCA/H and the published procedures for this situation.

4. Descent gradient:

a) The optimal descent gradient is 3.0%;

b) The maximum descent gradient is 3.5% for Category I precision approach methods.

Article 26. Decision Height in Precision Approach Method

1. Airlines base on obstacle clearance height and aircraft weight limits, altitude, temperature, wind speed to determine DA/H for the precision approach method.

2. Obstacle clearance height is determined based on the highest obstacle height in the approach area or in the missed approach area, respectively, plus parameters related to each type of aircraft.

3. During the evaluation of obstacles, differences in operational aspects of various types of aircraft, operational types, and climb performance during a missed approach must be considered.

The values of OCA/H must be published in the approach chart for each suitable type of aircraft.

Article 27. Protection Area in the Final Approach Segment

1. The width of the protection area in the final approach segment in the precision approach method is smaller than that in simple approach methods.

2. It is not permitted to design a method where the pilot lowers the aircraft's height at the standard glide path angle of the glide slope equipment before the aircraft enters the allowable deviation limit of the guidance equipment.

Section E. MISSED APPROACH SEGMENT

Article 28. General Provisions on the Missed Approach Segment

1. The missed approach segment includes three sections: initial, middle, and final. Only one missed approach method is designed for each approach method using equipment.

The missed approach method specifies a point from which the missed approach begins and a point or height at which the missed approach ends.

2. The missed approach point is determined at:

a) The intersection between the standard glide path GP and the DA/H applied in the precision approach method.

b) Navigation aids, markers, or a specific distance from the final approach point in the non-precision approach method.

3. Climb Gradient

a) Missed approach procedures have a climb gradient of 2.5% of the length of the missed approach segment.

b) If a climb gradient other than 2.5% is applied, it must be clearly indicated in the approach chart and OCA/H must be determined when using a climb gradient of 2.5%.

Article 29. Segments in the Missed Approach Segment

1. Initial Segment of the Missed Approach

The initial segment of the missed approach starts from the missed approach point and ends at the start of the climb. No turns should be made during this phase.

2. Middle Segment of the Missed Approach

a) The middle segment starts from the start of the climb and ends when the aircraft reaches and maintains a height of 50 meters above the obstacle.

b) The flight path of the middle segment may change direction up to a maximum of 15 degrees from the flight path in the initial segment.

3. Final Segment of the Missed Approach

a) The final segment starts from the point where the aircraft reaches and maintains a height of 50 meters above the obstacle and ends at the start of a new approach, entry into the holding pattern, or return to the flight path. Turns can be designed in this segment.

b) A missed approach with a turn is defined based on terrain or operational requirements. If a turn is performed in the final approach segment, the missed approach area using the turn must be established and specified.

Section F. TURNING SECTOR AREA

Article 30. Holding Pattern

1. The holding pattern (visual approach reference) is an area used to perform a phase of flight following the completion of an instrument approach procedure. This phase allows the aircraft to enter a position for landing when this point is established without straight-in or low-angle approach criteria.

2. A visual approach is a type of flight conducted visually. There is no single holding pattern method applicable to all situations.

3. Visual reference is established when the runway environment is observed at the minimum descent altitude during the holding pattern. The runway environment includes elements such as the runway threshold, approach lighting systems, or other markings to identify the runway.

Article 31. Holding Pattern Protection Area

1. The protection area for the holding pattern is determined based on circles with centers at the runway threshold and connecting these circles by tangential lines. The radius of the circles depends on the type of aircraft, aircraft speed, wind speed, and the angle of bank along the longitudinal axis of the aircraft.

2. The obstacle clearance height must be determined for each type of aircraft when establishing the holding pattern.

3. Do not descend below the minimum descent altitude until one of the following conditions is met:

a) Visual reference is established and can be maintained;

b) The pilot has clearly seen the runway threshold;

c) The minimum distance from obstacles is maintained during the landing phase.

Article 32. Missed Approach Procedure in the Holding Pattern

Transition from the holding pattern to the missed approach begins with a turn combined with a climb maneuver within the holding pattern protection area towards the runway, climbing to the minimum holding pattern altitude or higher, then entering and executing the missed approach procedure.

Article 33. Holding Pattern Using Prescribed Track

1. In positions where visual references can be clearly identified, a prescribed track may be defined for the holding pattern, supplementing the holding pattern area.

2. Performing the holding pattern using a prescribed track must be based on the speed of each type of aircraft and depicted on a map showing the reference points to define the track.

Chapter V

FLIGHT HOLDING PROCEDURES AND ENROUTE PROCEDURES

Section A. FLIGHT HOLDING PROCEDURES

Article 34. General Principles for Flight Holding Procedures

1. The flight crew is responsible for using onboard equipment and ground-based navigation aids, taking into account the effect of wind while holding, to ensure that the aircraft's position deviation during holding remains within allowable limits.

2. Standard holding patterns are right turns. For left turns, the holding area and entry procedures must be shown on the chart.

Article 35. Parameters Defining the Holding Area

1. Speed;

2. Bank angle and holding speed;

3. Wind effect;

4. Time or distance from the navigation aid based on DME readings;

5. Limiting course guidance beam of the navigation aid.

Article 36. Entry Procedures for the Holding Area

Entry procedures for the holding area include:

1. Parallel entry procedure;

2. Offset entry procedure;

3. Direct entry procedure.

Article 37. Buffer Zone and Minimum Holding Altitude

1. The buffer zone is expanded by 9.3 kilometers outward from the boundary of the protected area of the holding zone.

2. The minimum obstacle clearance distance shall be at least 300 meters above the highest obstacle within the holding zone. In areas with high obstacles or mountainous regions, the minimum obstacle clearance distance shall be at least 600 meters above the highest obstacle within the holding zone.

3. The published minimum holding altitude shall be rounded up to the nearest 50-meter value.

Section B. METHODS ALONG THE AIRWAY

Article 38. Minimum Obstacle Clearance Distance

1. In hilly and mountainous areas:

a) For areas with terrain elevation between 900 meters and 1,500 meters above mean sea level, the minimum obstacle clearance distance shall be at least 750 meters above the highest obstacle within the area.

b) For areas with terrain elevation over 1,500 meters above mean sea level, the minimum obstacle clearance distance shall be at least 900 meters above the highest obstacle within the area.

2. Outside hilly and mountainous areas, the minimum obstacle clearance distance shall be at least 600 meters above the highest obstacle within the area.

Article 39. Lowest Safe Flight Altitude

The lowest safe flight altitude on the airway must be determined and promulgated for each segment of the air route created by two consecutive points on the airway.

Article 40. Turning Radius Along the Airway

Parameters determining the turning radius along the airway include flight altitude, aircraft speed, wind, and technical tolerance of flight.

Chapter VI

NAMING AND PROMULGATION OF FLIGHT METHODS

Article 41. Naming Convention for Flight Methods Using Equipment

The name of the method shall be based on the type and name of the navigation equipment used to establish the method. In cases where two navigation aids are used for lateral guidance during final approach, the name of the method will be that of the navigation aid used last. Confusion in naming flight methods using equipment at the same runway must be avoided.

Article 42. Publication of Information on Flight Methods on Diagrams

All necessary information must be fully displayed on the flight method diagram to ensure that the flight crew understands and complies with all requirements and correctly executes each phase of the flight method, as well as geographical factors, notes, limitations, and specific instructions.

Chapter VII

RESPONSIBILITIES OF ORGANIZATIONS AND INDIVIDUALS

Article 43. Responsibilities of the Civil Aviation Administration of Vietnam

1. Develop regulatory legal documents, plans for the development of civil aviation flight methods, and training programs for flight method designers to submit to the Ministry of Transport.

2. Organize and manage the construction activities of flight methods; develop planning, direction, and implementation of flight method construction.

3. Notify and guide organizations and individuals operating in the field of flight method construction and operation in Vietnam to comply with International Civil Aviation Organization regulations, specifically as follows:

a) Air Navigation Chart (Appendix 4), units of measurement used for flying and ensuring flight operations (Appendix 5), aircraft operation (Appendix 6), air traffic services (Appendix 11), airports (Appendix 14) of the Convention on International Civil Aviation;

b) Designing visual and instrument flight procedures (Document 8168 Part II);

c) Guidelines for airport chart design (Document 8697);

d) Risk assessment model for ILS systems (Document 9274);

e) Designing instrument flight procedures (Document 9368);

f) Examples of holding areas, procedure turns, and box procedures (Document 9371);

g) Global Positioning System 1984 (Document 9674);

h) Ensuring quality in flight procedure design (Document 9906).

4. Approve training programs for flight method designers at training institutions; issue, renew, revoke, or suspend licenses for flight method designers.

5. Issue civil aviation flight methods; review and decide on the issuance of proposals to amend and supplement flight methods; approve flight methods proposed by relevant organizations and individuals.

6. Direct, inspect, and supervise the calibration and testing of navigation equipment used for flight method design; decide on the issuance of flight methods after testing and calibration.

7. Regularly inspect and supervise compliance with civil aviation flight method regulations; handle violations according to the law.

8. Establish and implement procedures for designing and issuing flight methods to ensure their quality.

9. Establish a specialized department for flight method design, amendment, and supplementation.

10. International cooperation in the field of flight method design.

Article 44. Responsibilities of enterprises providing air navigation services

1. Take the lead and coordinate with enterprises providing non-stop services and aviation news to develop flight procedures before installing, upgrading, or enhancing navigation equipment systems, and submit them for review and approval by the Civil Aviation Administration of Vietnam.

2. Organize the development, modification, supplementation, and updating of flight procedures in accordance with this Circular and related legal documents.

3. Ensure funding for calibration flights to test flight procedures; evaluate the quality of issued flight procedures based on annual calibration flight results and report back to the Civil Aviation Administration of Vietnam.

4. Propose modifications, supplements, and updates to flight procedures when:

a) After installation, upgrade, or enhancement, there are changes to technical parameters agreed upon by the Civil Aviation Administration of Vietnam.

b) There are changes to obstacles requiring minimum heights to be supplemented in flight procedures.

c) The direction of NDB/VOR equipment or flight path deviates by one degree or more due to changes in offset or deviation of navigation aids.

d) There are changes in aircraft types and characteristics using the procedures.

đ) To serve changes in flight route connections or airspace organization.

e) It is necessary to change the height of flight procedures.

g) There are changes in airport characteristics.

h) Plan and organize training for flight procedure design staff.

i) Participate in drafting standards and procedures for flight procedure design.

k) Perform other tasks as stipulated in this Circular and related legal documents.

Article 45. Responsibilities of operators

1. Operators conducting activities in Vietnam are responsible for complying with this Circular and related legal documents concerning civil aviation flight procedures.

2. Implement issued flight procedures. Report to the Civil Aviation Administration of Vietnam on the necessity to modify or supplement issued flight procedures and propose specific solutions.

3. Develop contingency procedures for cases where one or more aircraft engines malfunction during takeoff phases, to be submitted for approval by the Civil Aviation Administration of Vietnam prior to implementation.

4. In necessary cases, conduct conversion and unit measurement changes for issued flight procedures, to be submitted for approval by the Civil Aviation Administration of Vietnam prior to implementation.

Article 46. Responsibilities of enterprises providing air traffic control services and aviation news services

Enterprises providing air traffic control services and aviation news services operating in areas implementing flight procedures have the responsibility to:

1. Coordinate with enterprises providing air navigation services to draft flight procedures before installing, upgrading, or enhancing navigation equipment systems.

2. Participate in developing, modifying, supplementing, and updating flight procedures in accordance with this Circular and related legal documents.

3. Coordinate calibration flights using equipment.

Chapter VIII

IMPLEMENTING PROVISIONS

Article 47. Implementation Organization

Civil Aviation Administration of Vietnam:

1. Is responsible for implementing this Circular and updating new contents of civil aviation flight procedures.

2. Compile and report to the Ministry of Transport issues arising and difficulties encountered during implementation for timely research and resolution.

Article 48. Effectiveness and Responsibility for Implementation

1. This Circular takes effect 45 days from the date of signature.

2. The Director of the Ministry's Office, the Inspector General of the Ministry, the Heads of the various Departments, the Director of the Vietnam Civil Aviation Authority, the Heads of relevant agencies, organizations, and individuals shall be responsible for implementing this Circular./.